Cover photo courtesy of Bradley Bleck

My first foray into Zwift racing came courtesy of a friend’s invitation to ride with the ODZ Killer Whales of the Zwift Racing League (ZRL). The team, many of whom are from Spokane, races in C Category, considerably above where I began in E. Having taken plenty a beating in real-life racing, I figured it couldn’t be any worse online despite the discrepancy. 

To race in ZRL and to chart my progress, I created a ZwiftPower account. Finishing races can improve one’s ZwiftPower score. Whatever one’s scores, outside of ZRL, Zwift will place riders in the most competitive racing category to minimize mismatches. To further balance the scales, given that about 20 percent of Zwift users are women, in-game performance is based on power-to-weight ratio, watts per kilogram, or w/kg. That makes Zwift racing fair for riders regardless of gender. W/kg is a great equalizer and the reason I have finished behind many a woman.  

My first race as an ODZ Killer Whale was a team time trial of 16 miles. I didn’t do well, finishing five minutes off the back. Only the first four finishing times counted for the standings and I was our fifth. The second race was 27 miles. I finished 14 minutes behind. I missed the third race because our cat Chloe walked across my computer keyboard just before the start, crashing my computer. Race four was 25 miles and I was 10 minutes off the back, pack fodder yet again. In each of the three events, I was the penultimate finisher. (For those who don’t know “penultimate,” that’s “next to last.”) Despite my poor finishes, the team ranks nine of twelve in its category. 

I finished so far behind because I am outclassed by the competition. No duh. My present FTP, the power I can presumably hold for an hour, is about 225 watts, roughly 2.5 w/kg. For the first race, I produced 2.0 w/kg. The winners averaged over 3.0 w/kg. Given the power differential, it was only a few minutes before I was blown off the back and slogging away on my own.  

Finishing off the back means I don’t score points for the team or myself. Scoring points requires finishing ahead of those with higher scores, which is how one climbs from one level to the next. Being the penultimate finisher is little help with that.  

Thankfully, there is more to Zwift racing than ZRL. Zwift offers at least one race every hour around the clock. These races have a category for totally new racers and there is no need to join a team. As I write this, I’m competing in the Zwift Unlocked series, five races over five weeks that began Oct. 6, three of which I have completed.  

For the first two races, my ZwiftPower score placed me in the E group. Not long into the first race, I was with three racers, having gapped the others. We dropped one of the group, and then the other. I was excitedly riding for the win until the final kilometer, a climb. I lost by three seconds, but I was feeling confident about my prospects. While second among 10 finishers, I was first among those with ZwiftPower accounts, earning 10 points for my Zwift Racing Score.  

In the second Unlocked race, there were 11 racers. Myself and one other rider dropped the others after a few miles. I lost by about 10 seconds as the winner pulled away near the finish. Because I had better racing scores than those I beat, I gained just four points, based, I assume, on my second place finish. Even though there was just 11 of us, the thrill of racing tactically, dropping riders and challenging for the win, made it fun.  

For the third Unlocked race I decided to take a chance with the D group despite not having the requisite score, hoping to level up to D. The strategy paid off. I placed 40 out of 47 but picked up 42 points, putting me solidly in the D category. But it came at the cost of having to slog away off the back, having been dropped after a few minutes. Definitely not as much fun as contending.  

I’ve been riding a second weekly race, Zwift’s Crit Racing Club. Two days after my third Unlocked race, I entered a crit race in the D category, again hoping to score some points and solidify my place in D Category. Finishing ninth out of nine cost me 30 points! Points wise, I was nearly back where I started but still, for the Unlocked series, three points above the D category threshold. Right near the bottom.  

With my low score and ranking, Zwift racing cannot be about winning and losing, especially since I’m not winning. Being a contender is more fun than getting beat up by better riders, but the real benefits have come in raising my power from 1.9 watts per kilogram (w/kg) before the first race to 2.6 w/kg as I write this. My functional threshold power rose more than 50 watts and is now equal to my outdoor FTP of 225 watts. Middling for sure, but real progress. I’ve also had my best 15-second, 30-second and one-minute power numbers in three years on Zwift. Even for a dummy like me, what’s not to like?  

Bradley continues to love teaching writing and literature courses at Spokane Falls Community College and hopes to both get stronger in Zwift races and enjoy as much time downhill skiing as possible this winter.  

The post I’m a Zwift Racing Dummy  appeared first on Out There Venture.

By Bradley Bleck

Cover photo courtesy of Bradley Bleck

Looking for bike rentals in Spokane or North Idaho? These Inland Northwest shops offer a wide range of rentals, from e-bikes to fat bikes. Each shop suggests reserving a bike well in advance of when you plan to ride. It’s also advisable to bring a helmet and your pedals if you prefer clipless.

Spokane

Hillyard Bicycle (part of North Division Bicycle) offers over 50 rentals, including mountain, gravel, hybrid, fat, and electric bikes. Rentals start at $45 a day for hybrid/comfort bikes, $50 for a hardtail mountain bike, and $60 for fat bikes. E-bikes start at $100 a day. Racks and helmets are available. northdivision.com

Spoke ‘n Sport rents flat-bar road bikes and kids’ bikes along with bike racks, starting at $40 a day. Each rental includes a helmet. Tire repair kits, locks, and tubes are available. A deposit is required. Rentals are for paved road use only; ideal for urban riders and families. spokensportinc.net

Bike Hub stores on the South Hill and in Spokane Valley have e-bikes that start at $65 a day or $325 for the week. Gravel bikes are $75 a day and $375 a week. Mountain bikes range from $75 to $100 a day and $375 to $500 for a week. Electric mountain bikes are $150 a day or $750 for the week. Weekend pricing is available. thebikehub.com

Idaho Panhandle

The Coeur d’Alene Bike Company has e-bikes starting at $65 for four hours. Comfort, gravel, and road bikes start at $40 for four hours. Tandem bikes, beach cruisers, and children’s bikes are also offered for a variety of riders. For The Route of the Hiawatha, rentals from the Kellogg location are for a full day at $65 for a comfort bike and $50 for a kids’ bike. No e-bikes are available for The Route of the Hiawatha. Lights are $10 for each bike. cdabikeco.com

Spokehaus in Wallace offers only electric bikes, perfect for exploring the Silver Valley. For Route of the Hiawatha use, the bikes cannot be placed on the shuttle, so must be ridden back up the trail. Tailgate protector pads are available for pickup trucks. Transport of the bikes is available by reservation. Daily rental prices start at $100. Bikes for the Trail of the Coeur d’Alenes and Silver Valley/Wallace are available starting at $35 for two hours. thespokehouse.com

The Cycle Haus Bikes and Brews in Harrison, Idaho, has several electric models available, starting at $40 for two hours. Standard pedal bikes and step-through models start at $30 for two hours. thecyclehaus.com/bikes/bike-rentals

Sandpoint’s Syringa Cyclery has cross-country, downhill, fat, and gravel bikes with one e-mountain bike available for half-day, full-day, or weekly rental. All mountain bike rentals are full-suspension for trail-ready performance. Prices start at $50 for a half-day, $90 for a full day, and $450 for a week. syringacyclery.com

Bicycle Adventures and Bike Wallace are partnering with the Stardust Motel to provide shuttles up to the Route of the Hiawatha. Rates start at $90 a day for mountain and fat bikes and $125 a day for gravel and e-bikes. Helmets, water bottles, and lights are provided. bikewallace.com

Bradley last wrote about professional mountain biker Hannah Otto and the improving cycling scene in Spokane in the Spring issue of Out There. He’ll be spending the summer riding one of his bikes in the Inland Northwest and beyond.

The post Where to Rent Bikes in Spokane and North Idaho appeared first on Out There Venture.

The Inland NW gravel scene continues to evolve, with several second-year events making a comeback this season and two new races on the calendar: Aether’s Traverse out of Sandpoint in August and a yet-to-be-named (as of late May) new gravel event happening at Spokane’s Riverside State Park on October 11. These races and rides include some awesome, creative routes and bring together a unique and passionate community of riders. Sign up for one or all of them! 

CHAFE 150 Gran Fondo / Sandpoint, Idaho / June 14 

The CHAFE 150 Gran Fondo in Sandpoint invites cyclists to tackle one of the Northwest’s most scenic and celebrated charity rides. The event features multiple paved route options, as well as two gravel distances (75 and 55 miles) that take riders off the beaten path through the scenic Selle Valley. Riders of all abilities can expect a fully supported experience. Proceeds from the ride benefit local youth and educational initiatives. E-bikes are welcome on all routes. Chafe150.org 

Climb for the Cure / Spokane, Wash. / June 21 

Climb for the Cure returns to Spokane for its second year, offering cyclists two mostly-gravel loop options on the flank and foothills of Mount Spokane. The chip-timed race that raises funds for cancer research welcomes riders on any gravel-worthy bike (including electric-assist bikes) to test their legs and lungs. Climb for the Cure is a fully self-supported race, so all riders must carry with them whatever they may need to complete their chosen route. The “A-Route” loop covers 50 miles with 6,242 feet of elevation gain while the “B-Route” loop is 22 miles with 2,652 feet of climbing. Both options start and end at Big Barn Brewing where the after-party will also go down. Climbforthecure.org 

Monarch Grind / Clark Fork, Idaho / June 28 

The Monarch Grind, part of the Idaho Panhandle Gravel Series, takes racers on a rugged 70-mile route boasting over 8,200 feet of elevation gain on 98% gravel roads along the east shore of Lake Pend Oreille. The course promises a mix of demanding climbs, fast descents and some excellent views with two aid stations along the way to brighten up your grind. The Monarch Grind is a race for true gravel enthusiasts seeking a backcountry challenge and the camaraderie of a close-knit community. A meal and beverage at the finish are included with registration. Panhandlegravel.com 

Aether’s Traverse / Sandpoint, Idaho / August 16 

This new addition to the Idaho Panhandle Gravel Series is also the final race of this season’s series. The Aether’s Traverse rolls out from Sandpoint on a predominantly gravel route culminating at the top of Schweitzer Mountain Resort. This point-to-point gravel race covers 35 miles with around 6,200 feet of elevation gain on its way to the finish and post-ride bash at Schweitzer’s Sky House. Race proceeds benefit Pend Oreille Pedalers and KRFY—Panhandle Community Radio. Panhandlegravel.com 

Grey Ghost Pursuit / Rossland, B.C. / September 27 & 28 
The Grey Ghost Pursuit features one- or two-day options on some of Southern B.C.’s finest dirt and gravel roads just north of the border. Riders can choose between the “Dig Deep” route (89 miles, 10,630 feet of climbing) and the “Just Right” route (40 miles, 8,070 feet of climbing), culminating in a lively post-race celebration with food and drinks. The event highlights the region’s fall colors, mountain scenery and a spirit of camaraderie, with a Sunday social ride and pre-ride breakfast rounding out the weekend. Greyghostpursuit.com (OTO) 

The post Get Your Gravel Grind On at These Races & Rides  appeared first on Out There Venture.

By Bradley Bleck 

Cover photo courtesy of Bradley Bleck

One reason gravel biking is popular is because it taps into the joy many cyclists felt when they first learned to fly on two wheels. This joy can be found along the nearly 1,200 miles of unpaved roads in Spokane County. This abundance of gravel is almost too much of a good thing for the uninitiated.  

To help with that, what follows are several rides, from beginner to advanced in order of difficulty, that can either be your gateway to gravel cycling or some new routes to explore. GPS information for your phone or cycling computer is provided for all but Saltese Flats. 

Palisades Park (Spokane)  

Close to the Spokane city center and a great place for novice gravel riders is Palisades Park. The essentially flat route, found by searching “Rimrock, Houston, Grove, Mission” on Ride with GPS, is 95 percent gravel if you ride it end to end. There are minor undulations and great views of the city and beyond. Parking is available at Greenwood and Basalt Roads or at Houston and Rimrock Roads, soon to be home to a new trailhead. There are six miles of mostly Category 1 gravel, making for up to 12 miles of out-and-back riding.  

Saltese Flats Wetland (East Spokane County) 

The Saltese Flats Wetlands offers 4.5 miles of trails around the wetlands, leaving from the trailhead on S. Henry Road, adjacent to the Saltese Uplands. Depending upon the time of year, you’ll be able to spy migrating waterfowl along with other birds and critters that make the area their home. The Category 1 gravel is largely flat, with two out-and-back routes.  

Slavin Conservation Area (South Spokane County) 

A step up in terms of difficulty starts and finishes at the Slavin Conservation Area. This 26-mile route has a little over 800 feet of climbing running through the meadowed plains, terraces and Ponderosa-lined buttes and scabland near Cheney. About 40 percent is unpaved. On Ride with GPS, search “Slavin Gravel” where you will find what is described here and both shorter and longer routes.  

Green Bluff (North Spokane County) 

A significant step up in terms of the challenge is the “Rotary Gravel Flamdangle” as found on Ride with GPS. The route’s 32 miles and 3,000 feet of climbing starts and ends at Big Barn Brewing on Green Bluff. With roughly 40 percent gravel, there are steep climbs, some over 13 percent (meaning 13 feet of elevation gain for every 100 feet traveled). This route showcases wide open fields, pastureland and forested dells. The surface is mostly Category 1 gravel. The steeper climbs will challenge all riders. It’s also one of the Lilac Century route options for this Rotary Club event held in May. 

Moran Prairie (Southeast Spokane County) 

On the Moran Prairie, there are countless gravel riding possibilities. If you search “Moran Prairie Valleyford” on Ride with GPS, you will find a 31-mile loop leaving from the Safeway at Regal and South 57th. This route is roughly 57 percent gravel, where you’ll tackle grades up to 15 percent. With nearly 3,400 feet of climbing, this is mostly Category 1 and 2 gravel, meaning washboards and loose gravel likely. Highlights include the Elder Road climb through the California Creek drainage and the Wood Memorial Cemetery, the final resting spot for many of Valleyford’s early settlers. Plan on it taking close to three hours if you are fit.  

Spangle (South Spokane County) 

One of my favorite gravel rides starts and finishes at the Harvester Restaurant in Spangle. Several routes can be found by searching “Spangle Gravel” on Ride with GPS. This description is a 36-mile option with 2,400 feet of climbing that is roughly 90 percent unpaved. This tough route will take at least three hours while traversing pastureland, creek drainages and rolling wheat fields. The longest sustained climb is just over a mile-and-a-half but the persistent and steep rollers will sap your legs. This is Category 2 gravel.  

Antoine Peak  

Another popular route is the “Antoine Peak Loop” on Ride with GPS. The route has about 3,200 feet of climbing over about 26 miles and is 70 percent gravel. The ride begins in the Antoine Peak parking area and the plains surrounding Mount Spokane before climbing the mountain’s forested flanks. There are three climbs over a mile long, the longest being 2.6 miles. A few paved miles along the Newman Lake shoreline provide some respite before the climb up Antoine Peak itself, which is single and doubletrack. Nothing is overly steep, but this is a more advanced ride. The gravel is Category 1 on summer and logging roads.  

Mount Spokane 

Next on the list of gravel challenges is “The Mount Spokane Gravel Loop” as found on Ride with GPS. Beginning and ending at Mount Spokane High School, this route covers 53 miles with over 6,000 feet of climbing. The route is roughly 50 percent gravel, some of it double-track (Category 3) through the shaded slopes of the lower mountain. You can bypass nearly 1,000 feet of climbing and a handful of miles if you skip the final paved miles to the summit. But do that and you’ll miss the views and the sense of satisfaction that comes with conquering the highest point around, along with the bathrooms and water at the top.  

Once you begin exploring the nearly limitless options for riding gravel around Spokane, you’ll see new opportunities for cycling around nearly every bend in the unpaved road. Keep in mind that with many gravel rides there will be no services along the way, so bring the necessary food and drink and have someone along who has mechanical skills and the necessary tools to get everyone home.  

Bradley Bleck last wrote about professional mountain biker Hannah Otto and the improving cycling scene in Spokane in the Spring Out There. He’ll be spending the summer riding one of his bikes in the Inland Northwest and beyond.  

The post Riding the Road Less Travelled  appeared first on Out There Venture.

1. Obtain medical treatment if needed. Call the police even if injuries seem minor. Your insurance will require a police report.  

2. Leave the bike in place and obtain contact information of all witnesses. Ask the driver to leave their car where it stopped to aid scene reconstruction. 

3. Get the driver’s name, insurance company, license plate number, address, and phone number. 

4. Make sure the responding police officer hears your version of events and completes a police report. 

5. Take photographs or video of the incident scene, including all bikes and vehicles involved. 

6. Do not minimize your injuries or damage to your bike and gear.  

7. Do not become abusive toward anyone involved in the incident. 

8. Do not talk to or settle with an insurance company before consulting an attorney who specializes in bicycle law.  

You can reach Jed Barden at Bardenandbarden.com or 509-315-8089. 

Sponsored by Barden and Barden

The post What to Do if You Get in a Collision with a Vehicle While Riding Your Bike   appeared first on Out There Venture.

Cover photo courtesy of Bradley Bleck

When it comes to bicycling safety in Spokane, the often negative perception is far from the reality. That negative perception is often fueled by a fear that many drivers are unwilling to share the road. The fact of the matter is that in Spokane and the Inland Northwest, thanks to the efforts of government leaders and cycling advocates, cycling is becoming increasingly accessible and safe.  

One strong indication of progress is Spokane being awarded Silver Level Bicycle Friendly City status by the League of American Bicyclists (LAB). Silver level was achieved after eight years at Bronze. The LAB describes Silver-level cities as being “welcoming to most bicyclists, but [the city] may not be reaching the full range of people who would like to bike commute, but don’t yet feel comfortable doing so.”  

Another indication of Spokane’s cycling progress is the return of Jon Snyder, Out There’s founder, to city government as the director of transportation and sustainability. Snyder says, “This is a great time for Spokane. There are people working hard both inside and outside city hall to improve our transportation system. I’m here to amplify those efforts.” 

Now being a great time is reflected in National Household Transit Survey data showing that Spokane has nearly three times the national average of bicycle commuters. About 1.4 percent of daily commutes in Spokane are by bicycle compared to 0.5 percent nationally. Over the last 10 years, Spokane cycling commutes have nearly doubled from 0.8 percent to 1.4 percent.  

Tyler Kimbell, Spokane City Planner and Bicycle Advisory Board liaison, says, “We are trying to get better through infrastructure and design to protect people on the roadway.” Kimbell says infrastructure development targets those who would cycle if there were safer and more accessible infrastructure. He says “if we target that audience of cyclists, we can really increase the number of people” on bikes.  

So what has the city done to target these cyclists? There are a number of recently completed projects and others in the works, all aimed at creating safer infrastructure. Projects include extending the shared use path on Sunset Boulevard from Government Way to Spotted Road. Currently ending at Royal Street, this would be a nearly two-mile extension. West Maxwell is set to have a protected, buffered bike lane from Pettett Drive to Walnut Street. Protected bike lanes are to be added along North Lincoln from Summit Parkway to Maxwell. The Children of the Sun Trail crossing of the Spokane River is also slated for completion.  

In addition for 2025, bike lanes on Country Homes and Cascade Way will be widened. There will be eight traffic calming projects in the city, each making those areas safer for all users, not just cyclists. Affected neighborhoods include Minnehaha, Hillyard, Cliff/Cannon, Five Mile, and West Central. There are also several projects about to go to design, each offering clear evidence that citizen involvement and cycling advocacy pay off. 

None of the infrastructure would be possible without the policy work that includes the Bicycle Priority Network, Bicycle Parking Guidelines, and the “27 by 2027” project, which looks to complete 27 miles of greenways by the year 2027. The Bicycle Priority Network aims to establish a fully connected network of safe, all-ages bicycle routes connecting people to almost anywhere in the city.  

All of the work is the result of meticulous planning. The city is working with Parametrix, a Sumner, Wash., consulting group. Kimbell says the Parametrix data helps the city with “analysis of our existing network and honing in on the best routes for accessibility, for people to feel comfortable.” This data gives the city “a quantitative background that allows us to apply for grants and hopefully get implementation done quickly.” 

It’s not just the city who is making the area more conducive to cycling. The Spokane Regional Transportation Council 2025-2028 Improvement Program includes six active transportation projects, including funding for a Fish Lake Trail connection to the Children of the Sun Trail, the Pacific Avenue Greenway, and a shared use Path along Sunset Highway. 

All this progress doesn’t mean that concerns aren’t merited. According to Washington Department of Transportation data, since 2015 there have been 12 cycling-related fatalities in Spokane county and 101 collisions with a suspected serious injury.  

The most recent cycling-related fatality for the City of Spokane found in WSDOT data is not even for a cyclist. Danielle Littrell died on July 2, 2024, while descending the South Hill on a scooter. She was struck and killed at the intersection of Fourth and Lincoln when a car pulled into her path.  

Kimbell says, “At the end of the day, the city’s goal is vision zero, no serious injuries or fatalities. For us, if you build a community around bicycling and people start to see that, it becomes more comfortable. It becomes a norm.” 

Sponsored by Barden & Barden

Bradley Bleck is a long-time Spokane cycling advocate and Out There contributor. 

The post Spokane Cycling Safety on the Upswing  appeared first on Out There Venture.

Cover photo courtesy of Hannah Otto

If ever there was an athlete’s journey to follow, consider Hannah Otto, whose roots in the Inland Northwest go back to her great-grandparents. The professional mountain biker has an impressive palmarès, including stints with USA Cycling, collegiate championships, winning the 2023 Leadville Trail 100, and finishing two seconds behind the Unbound Gravel winner in 2024, all while advocating for women and youth in the sport. 

I spoke with Otto about her career, Spokane, and professional mountain biking. What follows is a condensed version of our chat.  

OutThere: How did you become a professional mountain biker?  

Otto: From age nine to 20, I raced triathlons. While I was in college, the Clif pro team had recruited me. They discontinued their triathlon program, but said I could continue as a mountain biker. So in the middle of college, I went all in. During those early years, it was about improving. Being constantly focused on improvement was the single most motivating thing. By the time I finally picked my head up, I had made it onto the podium.  

OutThere: What are you most proud of, on or off the bike? 

Otto: Winning Leadville because of how I got there. The week before, I crashed and separated my shoulder. I spent pretty much the whole week at doctors’ appointments. Wednesday before the race I said “Can I race?” They said “You’re not gonna make it worse, but it’s gonna hurt.” I lined up free of expectations and raced for fun. At mile-70 I took the lead and won by five minutes. I was able to rid myself of the pressures of expectations and just do what I know how to do.  

OutThere: Is there a disappointing experience that taught you a great lesson?  

Otto: Even though I don’t consider it disappointing at this point, it is when I pursued the fastest known time (FKT) on the Kokopeli Trail, a 142-mile trail from Moab, Utah to Loma, Colorado with 16,000 feet of climbing. The first time I did it, when I crossed the top of the mountain, the temperature dropped from 30 degrees to about 7 degrees with several inches of snow. I had hypothermia and was somewhat delirious. After 13-1/2 hours, I missed the record by 15 minutes. I was devastated because I put so much out there and came up short. Six months later, I beat the record by over an hour. That first time was so miserable and took me so far past my perceived limits that I learned what new limits I had.  

OutThere: What advice would you give to someone wanting to achieve success as an athlete, women in particular?  

Otto: Avoid comparison. Comparison can expose your shortcomings rather than celebrating what you’re great at. What I’ve seen in the women I look up to and the athletes that have been the most successful, they celebrate everyone’s success and never feel threatened by someone else being successful. Instead they use that as inspiration to fuel their own journey.  

OutThere: Can you tell me about your involvement with NICA?  

Otto: NICA is the National Interscholastic Cycling Association for high school athletes competing in mountain biking, about 25,000 athletes nationwide. NICA is getting kids in the sport early, giving them friends who love bikes, creating a healthy lifestyle of fun and community. I have a degree in exercise science and athletic training, so I’m offering a four-part webinar through NICA on goal setting, training, and race prep. My goal is if I’ve made the mistake, let me tell you about it so that you don’t have to. 

OutThere: What are some of the challenges you face as an athlete?  

Otto: A huge storyline throughout our sport comes down to a business standpoint. Do you work for a team, or do you start your own business, be a privateer? Being a privateer can be a lot more legwork. I work with an agent. She and I negotiate each contract with each sponsor. I’m in charge of working with those sponsors and hiring my own photographer, mechanic, whatever I need. I am the one who ultimately needs to organize everything.  

OutThere: Can you tell me about your relationship to Spokane? 

Otto: My great-grandparents lived in Spokane and my granddad was born in Spokane. My brother, who is involved with Friends of the Bluff, his wife, and their two daughters live there. About 80 years ago my granddad, when he was 20, built a cabin by hand at Priest Lake, which is definitely one of my family’s favorite stories and a huge legacy. 

OutThere: Do you have any favorite Spokane rides or hikes?  

Otto: One of my favorite things about the bike is it facilitates the ability to explore. Every time I’m in Spokane, I am impressed by all the opportunities for riding. I explore everything from the Bluff to some of the gravel roads.  

OutThere: What are your 2025 goals?  

Otto: Every season they get bigger. I will be targeting the Lifetime Grand Prix again this year. That’s six mountain bike and gravel races across the U.S. I’ll be pursuing the overall series while highlighting Leadville. Then I plan to represent the USA at the Marathon Mountain Bike World Championship in Switzerland.  

OutThere: Any last thoughts to share with OutThere readers? 

Otto: I love riding my bike. It is the best way to see the world. The car is too fast. Walking, you can’t cover as many miles. The bike is just the most beautiful way to go places and see things. My bike has taken me all over the world. I’m just incredibly grateful for that opportunity and I want others to have it.  

Bradley Bleck continues to love living and recreating in Spokane while also teaching English at SFCC. This winter he’s testing his bionic hip on the slopes in the region, and it’s been amazing.  

The post Rider Spotlight: Hannah Otto—Athlete, Advocate, Ambassador  appeared first on Out There Venture.

Ty Brown’s “Along the Little Spokane River: A Sense of Place” is his third book examining Inland Northwest history. “Along the Little Spokane” tells the stories of the families, farms, mills, camps, and resorts that populated the waterway. 

The book is broken into three sections: The Headwaters, the Heart of the River, and Meeting the Spokane. The Headwaters follows the river and its stories as it flows from the West Fork headwaters of Sacheen Lake and the main fork near Penrith and Newport to Colbert Road. The Heart of the River flows from Colbert to Dartford with Meeting the Spokane winding to the confluence with the “Big” Spokane at Spokane House.  

Brown provides the history behind many of the names in the region, from the namesakes of the Aubrey White and Rutter Parkways and the Herbert Dart family of “Dart’s Ford,” now Dartford, to Glen Tana, Wandermere, and Montvale. The stories behind the Colbert Saloon and more than a few train wrecks are sure to engage readers. 

Accentuating these tales are scores of pictures that bring to life the region’s history in a way that words alone cannot. Readers will see hockey teams and recreational skaters at Silas Cook’s ice rink, company picnics, throngs of cyclists in front of the Wandermere Lake bathhouse, and many of the grand houses situated along the river. My favorite shows hundreds of cars parked at the base of a ski jump, watching a 1933 ski jumping tournament near what is now the Kalispel Golf and Country Club.  

One thing I would have liked to have seen more of is stories involving the local tribes. While there are some images and mentions, the native story is secondary to that of the White settlers and deserves a closer look. Perhaps Brown will go there next.  

The post “Along the Little Spokane River: A Sense of Place” by Ty A. Brown   appeared first on Out There Venture.

Cover photo courtesy Bradley Bleck

Before my wife Rachel and I bought a travel trailer, we had everything necessary for camping, but rarely used it. With our travel trailer, we regularly explore the Inland Northwest and beyond, visiting new and favorite places to ride bikes, hike, swim, and stargaze. We’re now on our third trailer, each one bigger and more attuned to our needs than its predecessor.  

Before buying each trailer, we read countless reviews and RV websites, talked to friends with trailers, and visited RV shows. The first two set the stage for the third. One thing we learned visiting RV shows is the “show price” is available months later if you’re willing to shop beyond Spokane. Also, while prices are not always hugely flexible, bargaining for additional features can get you more value.  

Having decided to buy a travel trailer, consider where you want to go and what comforts you want. To camp in Glacier and Yellowstone National Parks, the trailer must have a hard shell. Our required comforts included a bed, indoor toilet and shower, a dining table, the ability to cook indoors, heat and AC. 

Our first trailer, a 17-foot Jayco Hummingbird, had all of this. But as much as we liked it, we soon found it cramped, especially on rainy days. Another drawback was the wet shower, where the toilet was inside the shower and one sits on the toilet to shower. Additionally, the bed spanned the width of the trailer, too short for me at 6’2”. Traveling the Inland Northwest, plus Banff and Tofino, we learned it was too small.  

For our second trailer, we wanted a bed that runs lengthwise in the trailer and a separate toilet and shower. We got this in a Winnebago Micro Minnie. We no longer had to climb over one another to get in and out of bed, nor did I have to sleep on the diagonal. The separate toilet and shower meant both could be used simultaneously. The Minnie was about seven feet longer, providing more space. Two things, though, didn’t work for us. One was the loveseat beneath the murphy bed. We rarely used it due to having to raise the bed. Additionally, the door opened to the foot of the bed, which, despite a privacy curtain, was not private. A few years of this had us searching for more usable space and privacy.  

That search resulted in a Flagstaff Super Lite. It’s only slightly longer but significantly heavier than the Winnebago. We now have a private bedroom, two recliners and a dinette, plus plenty of counter space (another point to consider). It also has 400 watts of solar power to charge batteries off-grid and a hot water recirculation system to conserve fresh water.  

We initially towed the Jayco behind a Toyota Highlander. After a year, we upgraded to a Ford F-150. Focus on Gross Vehicle Weight Rating when determining what you can tow. GVWR is a combination of the weight the trailer exerts on the hitch and the weight of the loaded tow vehicle. Between a fully loaded trailer and truck—meaning people, dogs, food, bedding, bikes, and more—we tip the scales at 6,600 pounds. The GVWR for our F-150 is 7,000 pounds, putting us at 96 percent of capacity. 

Some sources suggest limiting overall weight to 90 percent of GVWR. Towing capacity cannot be enhanced. What the sticker on the door frame says about GVWR is inalterable. With most trailers, a weight distribution hitch, sway bars and electric brake assist are essential.  

Quite literally, your mileage will vary both in what you need and how much gas you burn. Having gone the travel trailer route, we’ve forfeited complaining about the price of gas. Just know you’ll be spending more and loving it. 

Bradley understands that some might not see the RV experience as camping. In the Sept/Oct 2024 issue he shared some observations drawn from being a longtime contributor to OTM. Bradley teaches English at Spokane Falls CC and continues to love nearly everything Spokane. 

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