momentum no. 31

the magazine for self-propelled people

#31 freejanvandertuinmelbournehotdrinks

+momentumplanet.com

jan/feb 08

foodin havana

lettersup to speed

gleaningsthe advocate

booksfoodgear

mitey misslegal brief

ecstatic mechanic

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on the cover:Tania Lo and Gwendal Castellan, producers of the feature documentary Long Road North.longroadnorth.com

Tania’s Electra Amsterdam Sport 3 courtesy of Denman Bike Shop. Gwendal’s Breezer Uptown 8 courtesy of Cambie Cycles. Helmets from www.predatorhelmets.com

momentum magazine reflects the lives of people who ride bikes. momentum provides urban cyclists with the inspiration, information, and resources to fully enjoy their riding experience and connect with local and global cycling communities.

citybikerevolution!

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brendt barbur’s BFFbiketunesbent cultureNAHBS1947 dream bikejorg & olifjan vandertuinbiking teachers

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Jenni Flanigan | 25

Well-traveled writer, professional surfer. Lovesclean city streets, inspired individuals, Parisian cabaret and compelling conversation. Volunteer with Pediatric Oncology support team nonprofit that provides counseling and social services to young cancer patients and their families.

essential blend of compassion and action with purpose...

Amsterdam | classic 3

Quintessential form, contemporary components.Loves clean lines, inspired design and a spin to the sidewalk café for an espresso and good conversation. amsterdam—today’s icon of old-world elegance and new world design.

alluring blend of sophistication and spirit...

electrabike.com

EBC_1pg_Amst_Clas_Momentum.indd 1 12/17/07 1:49:41 PM

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publisher Amy Walker [email protected]

associate publisher Tania [email protected]

editor Terry [email protected]

news editor Paul [email protected]

food editor Paris Marshall [email protected]

advertising Mia [email protected]

copy editor Paloma Vita

webmaster Wendell [email protected]

cabana boy Julian Killam

ground distribution Brian Gold [email protected]

victoria distribution William [email protected]

graphic design Chris Bentzenwww.thisisplanb.net

cover photo Clancy Dennehy

writers Bryan J. Ball, Omar Bhimji, Wendell Challenger, Jeff Chan, Segue Fischlin, Andrew Fleming, Lars Goeller, David Hay,

Paul Halychuk, Jan Heine, Eric Kamphof, Terry Lowe, John Luton, Margo Mactaggart, Donald Rennie,

Damon Rao, Ron Richings, Ulrike Rodrigues, Radhika Samwald, Kathy Sinclair, Paris Marshall Smith, Peter Stull, Jack Thurston, Amy Walker, Denise Wrathall

photographers & illustrators Chris Bentzen, Barbe Bowen-Sáez, Oker Chen, Doug Craig,

Mel Cranenburgh, Andy Cunningham, Clancy Dennehy, Fifi Fontanot, Audrey Guillemenot, Lane Kagay,

Michelle Leong, Scott McKay, David Niddrie, Paul Pradères, James Saddlier, Radhika Samwald, Alex Singer,

Terry Sunderland, Robin Thom, Ben Tiefholz, Amy Walker, Andy White

proofreadersBonnie Fenton, Terry Lowe, Margo Mactaggart, Kathy Sinclair

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bike snobs can kiss my axle. I don’t care what kind of bike you ride, just as long as you ride one. Still, I want you to be comfortable, without pain or strain, to enjoy a smooth, quiet and efficient transfer of your energy into motion. I want you to be visible at night, and I want your clothes to be safe from rain splashes and greasy chains. I want you to know that there are mechanical adaptations which can make your ride more pleasurable – so you become unconscious of the workings of the machine – and turn your attention instead to the experience you are having with the world around you.

There was a time when North Americans rode bikes as vehicles. Bikes mobilized the population and literally paved the way for motorcars. 100,000 cyclists from across the United States joined the League of American Wheelmen, founded in 1880, to advocate for paved roads. Their advocacy efforts led to the national highway system. But since the advent of the automobile, the bicycle’s life in North America has been relegated to recreation rather than utility. In recent decades our adrenaline-fuelled bike market has seen bikes bred into knobby, shock-resisting, reptilian mud-munchers, or slender high-strung greyhounds. Those were the bikes sold to the majority of consumers in bike stores because that’s what the folks in the bike industry were excited about. But when someone decided they were going to try riding a bike to work, and went to a bike shop to find one, there were few complete and practical vehicles for them to buy.

We are now welcoming bicycles back into our daily lives. As cycling for transportation takes hold in the popular imagination, bike manufacturers are tailoring their products to this demand for complete vehicular bicycles. The giants of the North American bike industry collectively are like a huge ship. Considerable force is required to shift its direction, but once the shift is underway there is a great deal of momentum available in the new course. We’re starting to see the products of that shift. In 2008, large bike makers are offering simple, purposeful, even elegant city bikes. It is encouraging, and I think it is just the beginning. As the manufacturers start seeing the beauty of utility and start building bikes as vehicles again, they might also see the value in making sure there is proper road space available for their customers, so they can help us fill the roads with even more of humankind’s most efficient means of transportation.

momentum’s distribution is growing!

With this issue, copies of momentum will be distributed in six American cities. We are now available to riders in New York, Chicago, Minneapolis, San Francisco, Portland, and Seattle. In Canada, we are available in Montreal, Toronto, Ottawa, Winnipeg, Edmonton, Calgary, Vancouver, and Victoria. See www.momentumplanet.com for a full list of free distribution locations.

We are looking for city biking savvy writers, bloggers, photographers, illustrators, and correspondents – tell us what the biking is like where you are. Our goal is to help create a sophisticated, civilized culture of cyclists in North America – and from all the signs, it appears we are going to succeed.

editorialamy walker

a sea change in

www.momentumplanet.com�

mr. forester weighs in

Kay Tesche’s study [“Cycling in Cities” in momentum #30] tells us nothing new, it just repackages the common superstitions as reported by a new batch of respondents. Ms Wrathall incorrectly writes of Teschke’s study that, “the findings give insight into the needs of urban cyclists.” The safety and convenience of the traveling public are the criteria for transportation, yet the findings show nothing at all about the safety and convenience of various methods or types of facility for traveling by bicycle in urban areas. The findings are no more than statements of preference that show the desire to be separated from same-direction motor traffic and avoidance of the need for improving traffic-cycling skills.

As any surveyor should know, stated preference surveys do not reflect the actual choices of the respondents. Those are shown by revealed action surveys. However, there is far more to criticize about the study than that. Almost all of the respondents have no understanding of bicycle transportation; very few persons have any such understanding. The respondents are dreaming impossible and undesirable dreams. The most desired facilities are four types of bike path, the top three being away from any street, the fourth being a side-path. There are too few locations in urban areas for paths away from streets to have much impact on bicycle transportation, and they have high accident rates, while side-paths are the most dangerous type of facility known. Next

biking is the best!

I recently picked up your magazine in a café in Portland, OR and loved it.

I lived in Copenhagen for years and own one of the famous Danish trikes that I actually ride in heels. For years I have been setting an example by running a successful company Recessfitness.com without owning a car.

I bike to business meetings in a suit and high heels. I emphasize in my company’s message that being healthy doesn’t have to be a big deal – but that you have to step away from any self-limiting beliefs in order to integrate healthy behavior more. What better way than making transportation actually fun and good for you? Biking is the best!

I’ve attached a couple of photos that we took for our upcoming web revamp, and a press release that we did last year for Recess and my role as a CEO who walks the talk. I have seen many companies in Portland who try to practice what they preach regarding health and the environment by making bikes and biking an integral part of their business. I think it would be a very cool story!

My two favorite cities for cycling are Madison, WI and Copenhagen. The way they take bikes out of traffic makes it fun, easy and not such a big deal. People can just get on with the business of biking without worrying about being blindsided by an oncoming car.

Thanks for your work!Tanya BarhamPortland, OR

markhamjohnson.com

www.tripsforkids.org(415)459-2817

[email protected]

You can change the lives of children.

Start or fund a Trips For Kids program.

Many kids never leave their own neighborhood to enjoy the beauty of nature. That’s why we started

Trips for Kids, a national non-profit organization that provides mountain bike

rides and environmental education for disadvantaged youth. You can start a

Trips for Kids chapter in your area. We’ll assist you, at no charge, by supplying

bikes and helmets, and support based on 20 years of experience.

Or make a difference by donating money, bikes or equipment (new or used). All donations are tax-deductible.

v i s i t u s o n l i n e a t momentumplanet.com w h e r e y o u c a n :· read previous issues· find distro spots· subscribe

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letters

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#214 - 425 Carrall StreetVancouver, BC, CanadaV6B 6E3

Please send us your feedback. We seek to continually improve our coverage of self-propelled culture, and we need your help. Tell us about your local cycling scene. Send your love, as well as your constructive criticism (also a form of love). Letters may be edited for length.

short and sweet

I just got your magazine for free at the Valencia Cyclery in SF, when I was tracking down some parts for my cruiser rebuild. Your bike magazine rules over all others. I had a Bicycling subscription but they don’t get political and [they] feature 4K dollar bikes over the whole DIY thing, which is what I (and others) have always done. Anyway, your mag is exactly what I am looking for. Also, on your website you should give a two-year subscription option, as I would be into that. Thanks, and keep up the amazing work!

PaulSan Francisco

Cheers!!!Gabriel Rojo

bike tunes #1

First let me tell you how much I like your magazine. I received my first issue yesterday and sat down and read it from cover to cover. Great, interesting articles. I’ve been looking for a publication that focuses on the issues of bike advocacy and cycling as a means of transportation and as a lifestyle. Your publication is right on target.

My favorite cycling song for you to add to your iPod is “Seven Angels on a Bicycle” by Carrie Rodriguez.

Chris QuillenBeloit, Wisconsin

bike tunes #2

I just discovered momentum magazine today. I really enjoyed my 20 minutes of reading about city cycling. I’m a bike lover from Montreal and to add to your music selection I want to share my favorite song during my joyful pedaling moments. I love the Mark Mothersbaugh song “Ping Island Lightning Strike” from The Life Aquatic. The beat is so easy to ride with but at the same time it can match the variety of speeds our feet do during a ride.

Rodolfo MoragaMontreal

The purely subjective winner of our “Bikes and Music” contest is Tom Childs, for suggesting Águas De Março (Waters Of March). Congratulations Tom!For more bike tunes, see page 12.

bike tunes #3

I see in the #30 issue you’re looking for some tunes. Don’t miss the “Waters of March” by Jobim, sung by Elis Regina and Tom Jobim. Absolutely beautiful! I have the English lyrics if you’d like.

Subcomandante Tomato (aka Tom Childs)

below that are residential streets with traffic calming. Traffic calming does slow down motor traffic, but it doesn’t reduce the movements that cause most car-bike collisions, and all too often increases them.

The modern city cannot be changed to suit the dreams of being able to travel while getting away from motor traffic. Rather than continue to pursue that which is known to be impossible, we should modify the streets in the small ways that make lawful and competent cycling better; smooth surfaces, wide outside through lanes, better traffic signal detectors, wheel-safe grates, and similar. Of far greater effect would be a campaign that convinced people that the very best way to make urban bicycle transportation

safer and more convenient is for cyclists to operate according to the rules of the road, and, correspondingly, for motorists to accept that. In fact, since such operation is the only safe and convenient method, so we should make that our public policy, rather than chasing will-o-the-wisps that have no reality.

John ForesterBicycle Transportation EngineerLemon Grove, CA

John Forester is the author of “Effective Cycling,” first published in 1976. He is also, we believe, the originator of the term “take the lane.” He is a steadfast opponent of dedicated cycling infrastructure.


up to speed! a collection of going concerns

by paul halychuk

following the rapid growth of bike-share programs in Europe, a number of North American cities are now considering following suit, with some planning to launch similar programs in 2008. Chicago, San Francisco and Portland are currently reviewing implementation proposals from various companies. Montreal and Washington, DC are both planning to launch bike-share programs in 2008. In November, Metro Vancouver’s transit agency has requested proposals to study the feasibility of a bike-share program in the region.

In Europe, over 30 towns and cities now have bike-share programs. Paris started its program in July with over 10,000 bicycles located around the city. It has been so popular that the city plans to double the number of bicycles to 20,600 at 1451 locations in 2008. Within two months of launching, Barcelona’s program had signed up 30,000 members sharing 1,500 bicycles at 100 locations, and that city now plans to increase the number of bikes to 6,000 in 2008. In China, the Beijing government has announced plans for a bike rental program with 50,000 bicycles by summer 2008.

In the European bike-share programs, bicycles are secured at automated racks. Members of the program or, in some cases, almost anyone with a valid credit card, can release the bikes from the racks and use them at very little cost. The bikes can be returned to racks at other locations when the riders are finished with them. Although the programs are usually initiated by governments, the bicycles, racks, and card systems are often maintained by a contracted company.

toronto cyclistsunion

Small-scale programs have been tried in North America before, often consisting of bikes left unlocked for the general public to use for free. Invariably, bikes were stolen and not replaced. It would seem to be technology that makes the difference between a sustainable system and one where the bikes disappear. The card systems identify who is using the bikes, and the users are responsible for returning them.

Paul DeMaio is the founder of MetroBike LLC, a company that consults on bike-share programs. DeMaio was asked why it is only now that bike-share programs are becoming more popular in North America.

“There has been great latent demand for bicycling in North America for quite some time. Bike sharing makes it that much easier. This, combined with improved and inexpensive smart card and mobile technology, rising petroleum prices, and a greater concern and commitment to fixing global warming has hastened the growth of bike sharing’s appeal in North America. Paris’ Velib’ bike-share program launching in July with plans to expand to 20,600 bikes hasn’t hurt either!”

DeMaio describes the factors for a successful

a team of volunteers is developing a new organization to provide advocacy and services for Toronto cyclists. When asked why the Union is being formed, organizer Dave Meslin explained that cyclists are unrepresented or often misrepresented in the media and at City Hall. “It’s pretty common for communities to form a union to make sure that their voices are being heard.” The volunteers intend to launch the Toronto Cyclists Union in June 2008 and, as Meslin puts it, “We want to launch with a really loud voice.”

They may need that loud voice to get the attention of Toronto’s City Hall. The City produced a Bike Plan in 2001, with the objective of doubling the number of bicycle trips and reducing the number of bike collisions and injuries. To achieve this, the plan called for the creation of over 1,000 kilometres of new bikeways by 2011. To date, only 300 kilometres of bikeways have been created. So far this year, just eight kilometres have been created. Meslin feels that when the City sets budgets, “We cyclists get shut out again and again.”

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program. “Important keys to success include committed partners, sustainable funding, ubiquity of bikes, and a bikeable environment.”

“Having a sizeable program is important. A small program will be overwhelmed by demand. Keeping the bikes well-maintained is also important, so customers can rely on the bikes and their safety. Bike sharing is transit, so customers expect nearly everything they would expect from riding a bus or taking the train.”

paris’ velib bike share bikes and docking station. photos by doug craig.

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There are a number of existing organized groups for cyclists in Toronto. The objective of the Toronto Coalition for Active Transportation (TCAT) is to give a unified voice to groups working for a better cycling and pedestrian environment in Toronto. Advocacy for Respect for Cyclists (ARC) lobbies for cyclists’ rights, provides legal defence and advice, and performs direct action aimed at changing society’s dependence on the automobile. Dave Meslin was asked how the Toronto Bike Union would be different from existing organizations.

“It’s a sign of the number of cyclists that there are so many groups approaching it from different angles. TCAT has been around for one year, and they focus on pedestrians and bikes. The Union would just focus on bikes. The ARC has done great work protecting rights and doing legal challenges. But they operate on a shoestring budget. This is admirable but not sustainable. Staff can burn out.

“The Union would be membership funded. Cities like San Francisco, New York, and Chicago have bike advocacy groups with the majority of

their money coming from memberships. This is effective because the objective is not to fulfill the requirements of grants, but to fulfill the requirements of their members.”

Meslin clarified that over 80 percent of the Union’s funding would come from membership fees. The balance would come from individual

donations and fundraising events. Membership fees haven’t yet been set, but there will likely be different rates for different packages of services. The lowest package will probably be around $30 and will include a subscription to the new

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magazine, discounts at select stores, and access to the Union’s bike trailer fleet.

“The Union would be modeled after the Canadian Automobile Association, and would provide services to its members.” In addition to the magazine, discounts, and trailers, services are to include performing roadside repairs, hosting events, organizing rides, and providing insurance.

Regarding the insurance, Meslin explained that countries like the UK and Australia have companies that provide insurance for cyclists. If you crash and are injured and there is no car involved, the benefits provided by Ontario’s provincial health insurance plan are limited. One aspect of the insurance would be to extend the help available to injured cyclists.

The plans for the Union are ambitious. Meslin hopes that there will be two full-time paid staff to make sure that it all happens. For now, there are a number of volunteers working on making the Union a reality and keeping potential members apprised of progress. Their latest newsletter can be found at: www.bikeunion.to


photo by scott mcvay

forget your stinkin’ 29ers. If you want to ride big, you need the 75er that the locals of Cedar Falls, Iowa design and build for use around their town. Riders in the Midwest apparently tend to be larger than most, so something special was called for. This particular bike is believed to be the first of a fleet for use in Cedar Falls’ version of the Paris Velib’ bike rental system. Relying on the honour system, the city believes that locks will not be necessary for their bikes.

best from the blogs + elsewhereby ron richings

a cutting-edge design for fixed-gear riding couples who want to get back to the basics. No chain maintenance or adjusting – ride clean and direct. And with two riders you can brake with both wheels. For all you builder/hacker/fixie riders, it should be pretty easy to do a home-built version. So get building! You have, as they say, nothing to lose but your chains.www.patentpending.blogs.com

hot helmets6

styling on4your three speedif you aspire to ride a three speed with white gloves, pearls and a perky hairstyle, then this Dutch ad, from a few years ago, for GAZELLE bikes may just appeal to you. The flowers certainly add to the continental ambience. Image courtesy of www.transportfiets.net

chainless tandemradical fixie4

for big ridersbig bike

gleanings

an interesting sticker that is part of a campaign started by Lauren Mardirosian in Washington, DC.

These might influence people who haven’t been convinced by the interminable helmet and legislation discussions. And I think most cyclists would agree that alive is hotter than dead. For more info and images see www.safetyissexy.blogspot.com

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within days of the recent election in Ontario, Premier Dalton McGuinty introduced a sales tax exemption for bicycle helmets and bikes selling for under $1,000. The tax breaks quickly got the thumbs up from the Bicycle Trade Association of Canada (BTAC), whose members are independent bike shops, and the manufacturers and distributors of bikes and accessories.

Tax breaks for new bikes are nice, but advocates and BTAC are looking for more. The real need is for investments in the infrastructure that will attract people to get out of their cars and onto their bikes. Without the trails, bike lanes, and other facilities, tax breaks alone won’t be enough to move the mainstream population onto their bicycles.

Jack Becker, a director with the BC Cycling Coalition calls it the “third wave” of cyclists that we need to attract. The current cycling population, he argues, includes experienced cyclists who will take to the streets no matter what conditions they face. Since the early 1990s, the appearance of bike lanes and trails have helped increase participation among a “second wave” of cyclists – people interested in cycling but less confident in traffic.

In Victoria, BC just over three per cent of all trips are by bike. Victoria has the highest numbers in Canada, but it’s only a fraction of that enjoyed in bigger and occasionally colder European cities (roughly 40 per cent in Amsterdam, 36 per cent in Copenhagen).

Becker says we need to take a more radical approach to designing facilities and programs. A dramatic shift in people’s transportation choices

won’t happen on the limited networks of trails or by chipping away at road space with bike lanes alone.

He points to Montreal in particular with its street “cycle tracks” and European approaches to road designs. More facilities that physically separate bikes from traffic or give them priority at intersections will be needed to strengthen cyclists’ claims to the road.

Recent research on cyclist preferences, including an article published in momentum (Cycling in Cities, momentum#30), has found that this is what people are looking for. In Montreal, another survey sponsored by Mountain Equipment Co-op confirmed that people want more paths, and they are willing to pay for them.

It’s not always easy, however, to take away space from motorists for new bike facilities. Last year a Globe and Mail story exposed the “high cost” of bike lanes. Paint is cheap; talk isn’t. The “soft” costs of consultations, traffic studies and community process are pushing up the price of every project in Toronto. It’s difficult to imagine radical change in the design of our transportation environments when faced with the tyranny of the majority where motor addicts outnumber cyclists seven to one.

It can be done. In Victoria more than $11 million will be invested in a new trail alongside an active rail line. The project is scheduled for completion in time for the 2010 Olympics. For an ambitious project, this is a relatively short timeline. Nearly all of the money comes from federal gas taxes returned to local governments for green infrastructure projects.

In Vancouver, local access to a share of provincial

cycling

gas taxes has institutionalized funding for cycling projects at the regional level. The British Columbia government is greenwashing its Gateway project (more roads for cars and trucks) by throwing in $50 million for bike facilities (mostly wider sidewalks on expensive new bridges or shoulder bike lanes on new roads).

By way of contrast, in Ottawa, funding for cycling facilities and programs has dropped to zero. A long history of support has left a legacy of trails and a culture supportive of cycling, but new energy is needed in local advocacy to get the city’s efforts back on track.

Becker’s “third wave” will still need more than infrastructure. Ontario advocates are lobbying for a one metre passing rule, paving of rural shoulders, and projects to copy La Route Verte in Quebec. A number of US states have already adopted three foot passing rules to give cyclists a level of comfort on existing roads. Oregon is taking the European approach to protecting vulnerable road users and doling out more severe penalties for drivers injuring cyclists and pedestrians.

Will this be enough and will we change our habits in time to slow the pace of climate change? Big picture commentators and the science community are not so sure. They are saying we have to act big, and act fast. The incremental change we are successfully introducing into our transportation environment, however, may not be sufficient. Looking back to Jack Becker’s “third wave” concept, we may have to find a way to trigger a tsunami.

tsunami?

parts/service/damngoodbikes

bicycles

www.bicyclesvancouver.com

(coming soon to vancouver)

1823 W. 4th Avenue

www.momentumplanet.com10

culturearts +

chloe sevigny. Naomi Watts. Elle Macpherson. Even Paris Hilton and George Clooney have been spotted on two wheels.

It’s officially official: the bike is hot.Sure, you could credit Hollywood, a heightened

awareness of climate change, and stylin’ new designer bikes for this growing love affair with two-wheelers. But it wouldn’t be a stretch to say that the International Bicycle Film Festival has had something to do with it, too.

In 2007, the BFF – a rollicking celebration of cycling-related film, art, performance, and parties – toured 16 cities, including New York, Portland, Paris, Barcelona, and Tokyo. From the time it kicked off in May until its completion in December, more than 100,000 people attended. And over its seven-year history, the event has been covered by such unlikely suspects as Vanity Fair, TIME, Marie Claire, and Style.

“Karl Lagerfeld came to the opening in Paris with his Chanel bike,” said Brendt Barbur, the Festival’s founding director, on the phone from Milan last November. “[Lagerfeld] said to me, and he was being very competitive, ‘I am a biker.’ He had these gloves with cut-off fingers, and he said, ‘I rode my bike six kilometres every day when I was a kid going to school. And it’s in my family, my uncle died on his bike. He died a happy man.’”

Barbur is clearly tickled by this brush with celebrity, and genuinely pleased about the Festival’s success. The actor and lifelong cyclist, who hails from San Francisco, started the BFF in New York City with some friends in 2000. “I wanted to do something fun and positive, something that I personally would go to or relate to. And I’d worked in film and [I] love art, so it kind of worked.” They had sold-out shows and national press from the start.

Barbur’s objective for the Festival is simple: “I want it to inspire people to ride a bike.” He claims he’s no activist but he’s certainly keen to see more cyclists on streets.

“There’s two ways of looking at obstacles to everyday riding,” he says. “One side, I would say, is infrastructure, which includes ‘Where do I park my bike if I ride to work?’ or ‘Are there showers?’ or ‘Is there even a bike lane?’ Then there’s the other side, [which] is lifestyle – does it really occur to anybody to ride a bike at all?… Another part of

by kathy sinclairphoto by andy white

twenty minutes withbrendt barbur the founding director of the bicycle film festival

you oughta be in picturesSubmissions to the 2008 Festival are now being accepted. “Make a bike movie, make it short, make it fun, and make it as if you were sending it to the best film festival in the world,” says Barbur. “The movie doesn’t have to be the greatest production or whatever, but it has to say something.” Visit www.bicyclefilmfestival.com for details.

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lifestyle is status, uplifting the status. So I feel that the Festival has contributed to some of that.”

The rising status of cycling has simultaneously been raising the bar for the films. “This year we crossed over into a new realm,” Barbur says. “Before, it was just movies made by people who’d never made a movie before. Now we’re getting a lot of Hollywood-type people who work in the industry at different levels, who want to make a movie for the Festival or who are just inspired by the bike.”

One such entry was Klunkerz, the Billy Savage-directed film about the birth of mountain biking. “We had Gary Fisher and Charlie Kelly, all those pioneers of the industry when the mountain bikes were all handmade,” says Barbur. “We had a lot of these guys at the movie there in L.A. onstage, and that was a really special moment.”

Still, the Festival will always be rooted in an indie vibe. “I think the Bike Film Festival is a part of this cultural movement where you know, in the past, you had a guitar, and that was a statement,” Barbur says. “There was a time when people didn’t play music, generally speaking, unless they were taught how to play. And then rock & roll came along and people started to get out the guitar and maybe they didn’t know how to play. I think the Ramones are a good example of that, they just had something to say. I think the same thing goes for technology now, with the camera. Some of the most popular movies at the BFF are made when people just have this passion, and they make a five minute short.” Barbur cites Hunger in the City, a film about the L.A. Burrito Project (cyclists who deliver food to homeless by bike), as one example.

The diversity doesn’t stop there. By all accounts, one of the most remarkable things about the BFF is that it brings different

So why has the Festival taken off? “I think people just want to live a different life… People are moving to city centres… they’re tired of sitting in traffic or what have you, and want to discover a more spontaneous way to get around.”

And has rubbing shoulders with Cameron Diaz and Penelope Cruz at afterparties gone to Barbur’s head? Not likely.

“When I started doing this Festival there was a director I knew who said to me, ‘Get everybody you can involved’ – you know, because you’re building community. And I always remember that. If people want to be involved I always try to

find a place for them. It may not be the place they want, but I try to find a place… The art

world is just an amazing tribe of people around the world who are so active and I just say it’s the community that’s built [the Festival], and works very hard on it. Me, I just go from city to city and party!” he laughs.

But it’s not all about the rock-star lifestyle. Barbur’s been on the road for

more than six months. “This is the first year I feel like giving up,” he admits. “I’m

on a ride… I certainly can’t complain. But it’s challenging. I think we’re all, as a team,

really tired.”And with that, the Bike Film Festival’s fearless

leader signs off. He’s flying to Sydney, Australia the next day to attend a press conference with that city’s mayor. “We’re doing it right next to the Opera House, that’s our cinema,” he says excitedly. “Have you ever seen the Opera House in pictures, or been there? It’s beautiful.”

Kathy Sinclair is a Vancouver writer and editor who likes bicycles, films, and films about bicycles. She’s currently plotting her way to BFF Paris.

subgroups of cyclists together – including racers, fixie riders, BMXers, Critical Massers, commuters, cruisers, and everyone in between.

“The biggest program at the Festival is the urban bike movement – a lot of fixed-gears, messengers. By far that’s the big screening that sells out 98 per cent of the time… This program is packed and fun and it’s like a rock show kinda, going back to the music theme. People are shouting at the

movies… it’s a lot of hooting and hollering.”

As keen as he is about the Festival, Barbur remains cautious about the public’s current bike obsession. “I know it gets exciting if you were into bikes even 15, ten years ago,” he says. “But I still think we have a lot of work to do. It’s still a car thing out there.”

“I think people just want to live a different life… and want to discover a more spontaneous way to get around.”

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“daisy bell” – blurA rock’n’ roll version, complete with pianos and horns, of the 1892 classic more commonly known as “A Bicycle Built For Two.” Of course, the song also received a memorable cover by HAL the computer in Stanley Kubrick’s 2001: A Space Odyssey but it isn’t nearly as catchy as this one.

“my white bicycle” – nazarethThese Scottish hairfarmers are best known today for the AC/DC-ish “Hair of the Dog” and the slow-dance staple “Love Hurts,” but one of their first appearances on the charts was a cover of this song by Tomorrow, a 1960s psychedelic band. Even though it may first appear to only be a song about tooling around on a two-wheeler (“Riding all around the street / Four o’clock and they’re all asleep / I’m not tired and it’s so late / Moving fast everything looks great”), the song pays tribute to a prototype community bike

by andrew flemingillustrations by barbe bowen-sáez

there are many more songs about gas guzzlers out there than there are songs about bicycles. Bruce Springsteen alone probably accounts for more car tunes than all bike-related songs put together. But while they may not be as well-known as such hits as “Born To Run,” “Pink Cadillac,” or “Little Red Corvette,” there are still plenty of songs for your MP3 player to help rev you up on that next ride. Here are a dozen to get you started.

program. According to Tomorrow drummer John Alder, it was inspired by an anarchist

group called the Dutch Provos who “had white bicycles in Amsterdam and they used to leave

them around the town. And if you were going somewhere and you needed to use a bike, you’d

just take the bike and you’d go somewhere and just leave it.”

“superheroes of bmx” – mogwaiThis Glaswegian experimental five-piece first released this track on their acclaimed 1997 debut EP 4 Satin. Eight minutes of synch-laced guitars mixed with spacey drum and bass; it’s really more the kind of tune to listen to while going on a mellow cruise than when busting BMX moves. A live version also appears on the compilation album Government Commissions: BBC Sessions 1996-2003.

“bicycle” – masters of reality“Late at night I get around / Pedal round this lonesome town on a bicycle.” Clocking

in at a mere 47 seconds, this short but sweet stoner rock ditty from their 1993

album Sunrise On the Sufferbus (which also features the silhouette of a bike-riding bunny rabbit on the cover) boasts an appearance by Cream drummer Ginger Baker.

“my bike” – bif nakedIt’s possible that this rock star and noted fitness enthusiast was using a bike as a metaphor in this track from her self-titled 1995 debut. Something about how she recalls their first meeting when Bif got the bike all sticky with juice and how the bike liked it when she tied it to a tree in the middle of their ride together. Or maybe that’s just me.

“bicycle wheels” – ugly kid joeThis song from southern Californian rockers Ugly Kid Joe was from their final album Motel California. Less about bike culture per se and more about the importance of looking on the bright side of life, the song explains how having bicycle wheels can help keep you feeling positive.

“drunk on a bike” – snfuWho hasn’t been drunk on a bike? A not-so-gentle reminder from Vancouver’s hardcore legends SNFU that drunk riding is as dangerous as drunk driving in this tragic tale of a rider on a bender who encounters a fender.

“bike boy” – debbie harryThe artist better known as Blondie gets back to basics in this bonus track from her third solo album, 1989’s Def, Dumb and Blonde. More punk than her signature new wave, “Bike Boy” reveals Harry’s aesthetic appreciation of pedal-powered eye candy. Sample lyric: “Moving fast, looking lean! You say action, be extreme!”

“bike” – pink floyd“Bike” is from these legendary prog rockers’ 1967 debut album The Piper at the Gates of Dawn. Essentially a 12-bar blues tweaked with distortion galore, the song features Syd Barrett boasting to a girl about his bike that has both a basket and a bell. Alas, he is unable to give said bike as a gift because it is merely on loan, and so instead offers her a torn cloak, a mouse without a house, and some gingerbread men.

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Andrew is a freelance music critic, author of several trivia books and, of course, a bike enthusiast.

imported bike parts with exotic-sounding foreign names have always had an allure to the English-speaking cyclist. It should come as no surprise that some of the best songs about cycling aren’t sung in English.

In the jaunty bell-ringing “Cycling is Fun,” Japanese popstrels Shonen Knife celebrate escape into an innocent world (“Riding on a bicycle together / We could ride forever”). Decades earlier, French crooner Yves Montand evoked the yearning of teenage love on the byways of rural France in “A Bicyclette.” In the 1970s, Simone, a Brazilian singer and former women’s professional basketball player, had a hit with the perky and child-friendly “A Bicicleta” (“Body in the wind / Your thoughts free in the air”).

Hailing from Berlin, Culcha Candela’s blend of dancehall, reggae and hip hop is sung variously in German, Spanish and Jamaican patois. ‘La Bicicleta’

tells of the anguish of a stolen bicycle (“My steel horse has always been my buddy”). Kraftwerk’s ‘Tour De France’ conveys the simple

harmony of man and machine that the German godfathers of electro-pop

found so appealing (“Puncture on the cobblestones / The

bicycle is repaired quickly / The peloton regroups

/ Comrades and friendship”).

“my new bicycle” – the rochesThe Roches – Maggie, Terre and Suzzy – are three folk-singing sisters and former Paul Simon backup singers from New York. “My New Bicycle” is from the trio’s album Will You Be My Friend? The ballad not only tells of the joys a child, presumably helmeted, has while riding a new bike but also of what fun it is to clean and care for afterwards.

“bike ride to the moon” – xtcA tongue-in-cheek tip of the hat to druggy British psychedelic-era bands like Pink Floyd, “Bike Ride To The Moon” was part of a 1985 album recorded as a side project by members of XTC under the name The Dukes of Stratosphear. The song makes about as much sense as the title would suggest.

“bicycle race” – queenFeaturing the late Freddy Mercury shouting his deep-seated love of two wheelers to the world (“I want to ride my bi-cy-cle!”), “Bicycle Race” is one of the best known bike-related songs ever. It is also possibly the only Top 40 song to feature a bicycle bell solo.

bike songs sung in another tongueby jack thurston

Jack Thurston presents The Bike Show on Resonance FM in London, UK. www.thebikeshow.net

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full tilt ireland to india with a bicycle by Dervla Murphy; Various Editions

reviewed by terry lowe

in 1941, Dervla Murphy was given an atlas and a bike for her tenth birthday. Shortly thereafter, she decided that someday she would ride her bike to India. This book, first published in 1965, describes that journey.

She set off in the winter of 1963, riding a classic English three-speed, which she modified to be a single speed, figuring a derailleur would never survive the roads of Asia Minor. She aptly named her bike Rocinante (Roz for short) and took with her, along with a lot of wool clothes, a spare tire and tube, some extra chain links, a battery for the lamp, many notebooks, a rain cape, and a .25 calibre pistol.

She chose winter, thinking she could beat the heat once beyond Istanbul. It turned out to be the coldest European winter in 80 years; she nearly froze to death pushing her bike over mountain passes in Yugoslavia. She was also attacked by starving feral dogs outside Belgrade, in complete darkness to boot. She shot two of them, and the others fled.

She reached Afghanistan in early April, and fell in love with the place, despite rapidly rising temperatures and having to rely on buses for transport. “My experience to date of Afghan buses leads me to expect that the trip to Mazar will be (a) infinitely more dangerous than by cycle, (b) a thousand times more wearying and uncomfortable, and (c) at least as long in travelling hours.”

After suffering heatstroke in Pakistan, she concluded that “evidently the human mechanism can adjust to almost anything but extremes of temperature.”

This was Dervla Murphy’s first book. She’s a lyrical and gifted writer, and she’s still very much active, writing and travelling, often by bike. Many editions of this book exist; I recommend finding one with photos.

atomic zombie’s bicycle builder’s bonanza by Brad Graham and Kathy McGowanMcGraw-Hill, 2004; US $25 or CAD $40, 388 Pages

reviewed by donald rennie

this book will help you build a chopper with much more street cred than the $200 factory-made ones; a trail-a-bike or unicycle for $50 to $100 less than store-bought; a recumbent, tricycle, or tandem for $200 to $2,000 less than store-bought; or a tall-bike or swing-bike that simply isn’t available in stores.

Bicycle Builder’s Bonanza is not a step-by-step guide that describes in exact detail everything you need to do to weld these bikes together, nor is it a complete bicycle maintenance guide. It is, however, a good, fun how-to guide for those who like to get their hands dirty and either have the space and desire to weld, or have a friend or nearby shop who can weld for them.

Having built many “freak bikes” already, I didn’t expect to learn much from this book but I was pleasantly surprised. It provides an excellent description of how to make two-wheel steering, and describes an easy way to make a chain tensioner. And just by looking at the Marauder design, I could see why ball-joints are used for remote steering.

The list of essential tools is not quite comprehensive (the chain-tool, Allen key, and screwdriver aren’t listed); and it’s odd that they choose to buy fresh steel instead of cleaning up old free bicycle tubing – yet won’t buy an $18 crank-arm remover. Still, the only advice I’d have added is: don’t risk your chain-tool trying to remove a rusty old chain. If you are just going to throw it away, cut it off with a hacksaw instead.

This book is well worth the price, even if you only build one of its many projects. Knowing how to do your own prep work will save you as much on labour if you were to pay someone to weld one bike for you.

Atomic Zombie will also be publishing Bike, Scooter, and Chopper Projects for the Evil Genius, due in April 2008. See www.atomiczombie.com for details.

the bicycle book wit, wisdom and wanderingsSatya House Publications, 2007, $14.95, 152 Pages

reviewed by denise wrathall

this is a book for people who love cycling. And although I had a few suspicions at first, I must finally have become a real cyclist, because I enjoyed this book.

The Bicycle Book: Wit, Wisdom and Wanderings is a compilation of contributions from the Bicycle Exchange website, edited by Jim Joyce. The book also includes contributions that have never appeared on the site. It is divided into three categories – you guessed it: Wit, Wisdom, and Wanderings.

At first, the Wit section might remind you of those cliché golf books; you know, the ones that only golfers think are interesting and funny? Articles like the “Life is a Bike” series, and “Are You a Gearhead?” are okay, but you’ll really start to warm up to the book when you read the part about what dogs and cyclists have in common.

The Wisdom section is my favourite, mostly because of the sample of questions and answers from Andy the Mechanic’s bike repair column on the website. Andy’s contributions should almost be in the Wit section – they are entertaining and full of great information.

The Wanderings section is aptly named, and is an eclectic mix of mostly personal stories, ranging from a tribute to a bicycle mentor, to a short bit about a railbike tour. If you don’t already know what railbiking is, you’ll have to read the book to find out.

Overall, the book has some nice touches. The comics are great, and the little bicycle icons at the end of each article are so cute! It’s the sort of book that you leave lying around and dip into from time to time. For avid cyclists, it’s a worthwhile read. www.Bikexchange.com

books

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of design projects focused around bicycles for work. The workshops built on the success of a recent RMIT project in India. There, designers worked with locals to redesign the rickshaw. The result was a lighter, faster, cheaper vehicle that was culturally appropriate and that could be constructed using locally available materials and tools.

That summer’s program was a forum for new ideas in work bicycle design and culminated in several “Ride On dinners.” These were Critical Mass style rides with multiple course meals, each course prepared, carried, and served from the work bikes. Ideas from these designs were then developed as pedal-powered business initiatives on the street.

Metropolitan Melbourne has no overall cycling plan; instead, each municipality has its own plan. Most of the coordination is done by the member-funded staff of Bicycle Victoria, and not by a government authority. This is both an opportunity for cyclists and a burden on their organization. Though they are not the source of funding for bicycle projects, they are the source of expertise and the central point of reference for bicycle planning.

Melbourne cycling maps were recently upgraded and coordinated across the metropolitan area by TravelSmart [the author worked on these maps]. Based on Melbourne’s internationally renowned Melway Street Directory, the maps used the established street map and grid referencing system with new colours to emphasize cycling and transit instead of the freeway and main road network that is normally emphasized. Thirteen maps were developed with more areas yet to be covered.

melbourne’s first step towards becoming a contemporary bicycle city began in the late 1970s with the formation of the Bicycle Institute of Victoria, now known as Bicycle Victoria. With over 40,000 members, it is arguably the largest and fastest growing bicycle organization in the world.

In the mid 1980s, government and cities formed bicycle plans: every street in Melbourne was surveyed in 1984 and city bike maps indicating good, fair, and poor bicycle routes were published. This led to Melbourne’s first generation of routes, on-road bike lanes, and off-road paths.

At the same time, Melbourne became the world’s first city to pass a mandatory bicycle helmet law. It is now a rare thing to see a cyclist without a helmet, and an even rarer thing to expect to ride helmetless without garnering disapproval from friends and strangers alike.

In the past few years, Melbourne has seen a massive boom in cycling, especially in road bike training and commuting to the downtown core. The annual Ride to Work Day has been running for 13 years and is about to go nation-wide. Over the past few years, a huge number of bike lanes have appeared on Melbourne streets.

As the number of cyclists rises, the pressure to improve connections has increased, since some routes are overcrowded in the morning peak hours. Also needed is bike parking, as well as shower and locker facilities in downtown office buildings.

In 2006, Mick Douglas, professor at the RMIT University School of Industrial Design ran an intensive summer work-bicycle design workshop. Bringing together innovators in the bicycle industry, they developed a range

by damon rao

photo by james sadlieriamgloworm.com

continued on next page


www.bv.com.au Bicycle Victoria forums, BUG, and clubs listings.

www.railtrails.com.au Rail trail network outside of the city centre.

www.Bikely.comTo find bike routes around Melbs (and the world).

www.ceres.org.au Centre for Education and Research in Environmental Strategies.

www.Fyxomatosis.com The “fixed gear track disease” photography, vintage track frames & velo entertainment.

www.Shifterbikes.com An unconventional single speed shop with punk-rock attitude and great bike-style.

melbourne has the most extensive tram network in the English-speaking world. Cyclists are experts at crossing tram tracks at wide angles, especially in the wet.

Trams in Melbourne are getting bigger, longer and faster. With the introduction of platform stops – miniature railway stations in the middle of the road on several downtown streets – both cars and bikes have been squeezed over to the side of the road.

Trams do not allow bikes on board, despite identical tram carriages carrying bikes in Portland, and in many European cities.

Bikes are allowed on trains in Melbourne. There are over 300 train stations in Melbourne stretching across almost all of the metropolitan area. For years, cyclists were supposed to pay a half-fare for bicycles during peak hours, but it was rarely enforced. More recently the government waived this fee, installed hundreds of bike lockers, and waived the annual fee on those as well. Since the gas price spike, transit ridership has peaked and government is being forced to ban bikes on trains in the inner city in the peak direction. This is neither here nor there for many cyclists because, if train after train is full, you’re not going to fit, whether you’re allowed on or not.

sharing the mode: trains & trams.......

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The maps also include a category of “informal routes” – streets that connect official bike routes or provide useful links but that won’t be funded for line marking in the years to come, as more pressing projects are completed first.

The bike route collection process included input from a wide range of cyclists, advocates, bicycle user groups, bike messengers, police, and city engineers. TravelSmart printed a special run of 45,000 maps specially designed for Ride to Work Day with reduced transit information and more information on Bicycle Victoria.

There is a cycling war going on in Melbourne’s media. Every week, we see a number of articles either praising the innocent pleasure and popularity of cycling, or criticizing the increasing number of dangerous and inconsiderate cyclists menacing the streets. Topics include cyclists without lights, cyclists on the side walk, cyclists running red lights, a proposed car-free day, Copenhagen-style bike lanes on St Kilda Road, and the infamous Critical Mass.

The huge increase in cycling has brought some discontent. Cycling routes that run through busy pedestrian areas have caused friction. Southbank, a seaside recreational path in a trendy downtown location has imposed a ten kilometre per hour speed limit on the bike path.

St Kilda Road feeds downtown from the south. Bike lanes first appeared on St Kilda in the early 1990s. A plan to upgrade the existing bike lanes to Copenhagen-style lanes was announced by the city, and then immediately scuttled by the Roads Minister in the media a day later. This is despite the completion this year of a series of Copenhagen-style bike lanes feeding in from the north.

Perhaps it is the Australian predilection for strict rules of the road which results in a more regimented code of conduct among cyclists in Melbourne. Because their numbers are growing, the police and the media are noticing them far more than in the past, and cyclists are thus less able to slip through the cracks of bureaucracy and public opinion. The city that brought helmet laws to the world is now seeing a newly intensified focus on nuisance behaviours such as cyclist riding without lights.

The swelling numbers of cyclists is bringing an end to the days of the cyclists as a minority on the streets of Melbourne. There are dozens of places to hang out with other cyclists. As cycling has boomed, so has the number of informal cycling events which you won’t find listed in the calendar of Ride On, the official magazine of Bicycle Victoria: fixie rides, Alley Cats, Melbourne Roubaix, Midnight Mystery Rides and, of course, Critical Mass.

melbourne in a nutshell: flinders street station, trams, bikes, sunny weather. photo by andy cunningham.

continued from previous page

melbourne bike links:

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melissa cranenburghMelissa Cranenburgh is a former editor of Ride On, Bicycle Victoria’s magazine, and is currently Deputy Editor of The Big Issue, a street paper sold by people who’ve experienced homelessness or disadvantage. In the summer she’s one of four women hosting a bike show, Along for the Ride on Melbourne’s Triple R radio.

What do you LOVE about riding in Melbourne? It’s probably the quickest – and the best – way to get around in the inner-city suburbs. I live in Melbourne’s inner-north and there’s a pretty strong bike riding culture in that part of town. I especially love riding along the back streets after dark when there are fewer cars; such a feeling of freedom!

What do you hate? When my bike lane suddenly fizzles out at the traffic lights and I have to merge into car traffic. It’s one of those urban planning things. Most of Melbourne’s bike lanes are painted onto the left hand side of the road. They often stop before the lights to make way for a turning lane. I also hate car doors .

If I were visiting Melbourne and wanted to meet local cyclists and get oriented to the city’s cycling scene, where would you recommend I visit? Go to CERES! [see links] It’s an urban enviro-haven built on a reclaimed rubbish dump. You can pick up a second-hand bike from the bike shed or talk shop with the volunteer mechanics. You could always pop into Bicycle Victoria in the city – they have bike maps and you can look up information about local bicycle user groups, or BUGs, and bike clubs on their website (www.bv.com.au).

Shops: Try BSC Bikes on Elizabeth Street in the city centre or on Brunswick St in the North (bscbikes.com.au); Lygon Cycles is a bit further out, but they’re really helpful guys in there. If you’re in the inner-south, try the folks at Spoke(n) in St Kilda(www.spoken.com.au) – they have a great website! Abbotsford Cycles in Richmond is worth checking out for their interesting range of bike trailers and Peter Moore is an excellent mechanic (www.abbotsfordcycles.com.au). There are other really dedicated people, like Bill Bretherton, who’s helping refugees settling into Melbourne by providing bikes. You can check out information about his group Wheels of Justice on www.woj.com.au.

andrew whiteAndy White is a world-travelled bike courier who blends his enthusiasm for bikes, people, photography and travel with his own sense of quirkiness through his brand/website: fyxomatosis.

What do you LOVE about riding in Melbourne?With an extensive and growing network of bike lanes and parks, Melbourne is slowing becoming the Amsterdam of the south. Every day, more people are riding, and discovering the joys of it as a transportation alternative. With fair weather all year round, you can count on one hand the number of days you’ll get wet.

What do you hate?The constant fight against mainstream media that cycling is a hippie (or poor man’s) means of travel, and the belief of motorists that by not paying registration, we have no place on the road. Registration of cyclists is something that has been suggested of late, but the administration of that proposal was prohibitive.

Who are Melbourne’s public promoters of cycling?The current mayor of Melbourne, John So, is considering introducing the “white bikes” [bike share] scheme.

Are there regular rides that I might take part in to enjoy some local cycling colour?You can check out www.bikefun.org, which has local rides and ‘bike fun’ listings in their calendar. Critical Mass starts at 5:30 pm outside the State Library on Swanston Street (www.criticalmass.org.au). Local “Bike User Groups” or BUGs have their own group rides.

Are there any prominent people who are flag-wavers and promoters of cycling? Hilary Harper, the traffic reporter on ABC radio 774, is a mad keen commuter cyclist. She includes bike traffic and public transport in her reports. She also writes a regular back-page column in Ride On about the cycling life, and was the MC for the local Ride to Work day in the heart of Melbourne at Federation Square.

I really like that the Chief Justice for the Victorian supreme court, Justice Marilyn Warren, the first woman who has ever had that role, is a commuter bike rider. It always gets brought up in interviews. She rides in to work as much as possible, rather than using the car that comes with the job.

Are there websites or forums that would help me orient myself? Absolutely. You could go to Bicycle Victoria’s website, which has forums as well. As I mentioned before, this is a good resource in itself, but the BUGs and clubs listing can mean it’s a good jumping off point.

photo by andy white

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BentCulture

in 1933 the prestigious cycling record for distance in one hour stood at 44.247 kilometres. The Swiss rider Oscar Egg held the hour record at that time, making his name a household word in France.

Along came Charles Mochet, a self-taught engineer. Mochet had already invented a four-wheel pedal car that was gaining popularity. It occurred to him that it would be lighter and faster with only two wheels. There is no evidence that he knew of any previous recumbent bikes, but he may have. It seems he developed his two-wheel design from the four-wheel pedal cars he manufactured. Named “Velocar” after his popular four-wheel vehicle, his recumbent bike was ready to race in 1933. Mochet managed to interest Francis Faure, a 43-year-old French “second-rate” rider, in racing the bike. Faure hoped to set a new hour record on it.

On the day of Faure’s hour attempt, the other racers jeered at him and his bike. “Stand up and pedal like a

man,” they joked, “lying down will make you sleepy.” Their laughter died as he outpaced two professional riders and went on to beat the world hour record, going 45.055 kilometres in one hour.

In 1934 the UCI (Union Cycliste Internationale) ruled that the Velocar was not a bicycle and could not be raced in UCI events or for UCI records.

Faure’s record was relegated to a footnote in cycling history with the stroke of their bureaucratic pen. The recumbent bicycle was faster, and they didn’t want to have to compete with it. They have not relented to this day.

Without the UCI’s endorsement to race or have the record, Mochet’s recumbent never had a chance to become a mainstream item. That is why recumbent bicycles have not been

by peter stull

how recumbent bicycles were

mass-produced until now. Who knows, if the UCI hadn’t banned recumbents from racing, you could have been riding a recumbent years ago.

Most people, except on really big hills, are faster on a recumbent. After Tim Brummer, designer of Lightning Cycles, won a US national championship on a lowracer, the United States Cycling Federation outlawed them in 2005. When a reporter asked Lance Armstrong about recumbents he said he would try one if they were legal.

Peter Stull is president of Bicycle Man in Alfred Station, New York. This piece is excerpted from a longer history on his website at www.bicycleman.com

banned from racing

Farah Moolji Nazarali has ridden upright bikes as well as back-to-back bent tandem (across Canada!) and now she is a Bachetta Babe who says, “Beware! After riding ‘bent you may never want to ride upright again.” Read Farah’s perspective on bent riding in the next momentum.

Roberto Cavalli jacket, courtesy of Leone,Silver Lamé tights from American ApparelBachetta bike available through Cambie Cycles. Photo by David Niddrie

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BentCulture

by bryan j. ball banned from racingfor the average cyclist, recumbent riders can be hard to figure out. Perhaps even a bit scary. The stereotype is that they’re bearded, late middle- aged, and know more about Linux than the average person. Up until very recently this was quite accurate. Fortunately for the recumbent community and cycling as a whole, this cliché has started to fade.

“Nowadays riders come from all walks of life, from farmers to doctors, plumbers to lawyers. Oh sure, you’ve got some genuine geeks, but they are becoming the exception, not the rule,” said recumbent rider Denny Voorhees.

This swing of the pendulum has to do with the evolving designs of the bikes themselves. Short wheelbase recumbents with matching 650c or 700c wheels (often called highracers) are becoming quite popular. These bikes don’t look quite as goofy to the average rider and have eliminated some of the geek factor. The name “highracer” is a bit misleading as not all of these designs are meant for performance. Big-wheel recumbents have also become quite popular in touring and commuting circles; their wider tire selection and ability to better roll over road imperfections is appreciated.

Not all recumbent riders are out there begging for acceptance. Certainly a good portion of the recumbent population feels slighted by the mainstream and is striving for acceptance. However, more still are perfectly content with their outsider status. In fact, this may be what attracted them to recumbents in the first place. Many recumbent riders are forward-thinking people. They’re what marketing people in the tech industry like to call “early adopters.”

“When you find another recumbent rider, you know you’re in for an interesting time,” said science fiction author Dr. David DeGraff. “This is someone who doesn’t have conventional views. They won’t be afraid to express an opinion, especially one that goes against the popular notions.”

Recumbent riders are usually a very social bunch. True recumbent addicts are known to travel a thousand miles or more for a weekend rally hosted by a major recumbent dealer or manufacturer, and once they’re there you’re just as likely to see them discussing their machines over a beer as you are to see them riding. If you listen in on these conversations the most popular topic is likely to be what bike or trike they’re going to buy next.

Many of the most vocal and knowledgeable recumbent owners have more than one bike. Actually the word “fleet” could be a more accurate word to describe their recumbent collection.

“I think, as a recumbent owner, that there’s an incentive to own a lot more bikes than when I owned exotic road bikes because road bikes are constrained within such narrow design parameters, whereas recumbent design is all across the map,” long-time recumbent owner and rider, Don Clore said. “Cycling devotees can wax ecstatically and debate vigorously the nuances of one builder’s geometry versus another’s, but in fact, there is very little difference ultimately. Recumbent designers don’t have to obey any authority when designing the bikes. They are limited by physics and their imaginations, rather than cycling governing bodies like the UCI.”

It is certainly true that there are so many variations on the recumbent bicycle today that it’s almost difficult to describe to someone what a recumbent is. This can be intimidating to a prospective recumbent dealer or to the first-time recumbent buyer. Recumbent bikes and trikes are a major investment and buying one often requires weeks, if not months, of research. If you’re a cycling enthusiast to begin with, it’s easy to get sucked in. Recumbent cyclists are fairly evangelical as a rule and once you start poking around the very active recumbent websites and forums, it’s easy to be seduced into their friendly, quirky, and occasionally smug world.

One recent phenomenon that is attracting more people into the recumbent fold is the growing prominence of recumbent trikes. The three-wheeled ‘bents offer all of the comfort of a two-wheel recumbent while eliminating the awkward training phase that a first-time recumbent rider usually has to go through. We’ve all heard horror stories of people buying a recumbent bicycle only to get it home and find that they just couldn’t adapt to it. You don’t hear that about trikes very often. Of course there is a substantial performance penalty but with the introduction of higher performance “mainstream” trikes this drawback is being lessened somewhat. Reduced trike prices are also attracting more and more first-time buyers to three-wheelers. Lastly there’s the fact that, professionally speaking, they’re a freaking blast to ride!

Overall the recumbent segment is getting younger; as ‘bents get lighter and faster, they’re attracting more young and fit riders. Comfort is still the primary reason for making the jump but it’s not uncommon to find a young rider who has switched to increase his or her speed. The latest generation of lightweight carbon-fibre recumbents are at least respectable on the hills and are much faster on flat ground than the average road bike. And loudmouths are right about that 1934 ban thing. With equal riders, the average time trial bike doesn’t stand a chance against a race-specific recumbent.

Of course the meat and potatoes of the recumbent market is still the more conventional multi-purpose bike. Recumbents can do just about anything a good “conventional” bike can do. They’re super comfy for cruising along on bike paths, they allow you to wear your regular clothes more comfortably if you’re a commuter, and they can’t be beaten for touring. In fact it seems that the cycling industry as a whole is gravitating towards the recumbents’ strengths. Touring and commuting are two of the fastest-growing segments of the industry.

If you’re interested in learning more about recumbents, don’t be afraid to ask your local recumbent rider. Most are very willing to share their experiences and maybe even give you a test ride. Just be aware that some of them get asked a lot of questions and may not be interested in a prolonged conversation. There are plenty of places on the web to read more about recumbent bikes and trikes. Be careful – you might just get sucked in.

Bryan J. Ball is the managing editor and founder of ’BentRider Online. He’s a former semi-pro mountain bike racer who found recumbents after a series of injuries forced him to retire from racing. Bryan lives in upstate New York with his wife and two children. www.bentrideronline.com

’bent bike resources from ron richings: www.recumbentcyclistnews.comThe premier recumbent magazine, at least in North America. www.hostelshoppe.comAn online recumbent store. A good guide to what’s available for ’bents. www.bikesutra.com/recumbant.htmlA useful linklist to most recumbent builders and some other resources.

If you’re looking for a book, try The Recumbent Bicycle by Gunnar Fehlau.


North American Handmade Bicycle ShowFebruary 8-10

Portland, ORwww.handmadebicycleshow.com/2008/

the fourth annual North American Handmade Bicycle Show (NAHBS), the world’s largest consumer show for custom-built bicycles, will be held at the Oregon Convention Center in Portland from February 8-10, 2008.

“Handmade” means just that: the builders create these beautiful bikes from the ground up, in their own workshops or factories. And beautiful they certainly are. Their loving attention to detail, whether that be flourishes of decoration or sleek minimalism, begs to be admired. These bikes are functional works of art.

And since these bike builders are all working craftspeople, you can order one of these stunning one-of-a-kind rides built to your specifications, and built to fit you perfectly.

Also present will be representatives from the world of high-end performance bikes, so if your interest lies instead in carbon-fibre frames and shaving milliseconds off your “personal best” time trials, you will also be well-served here.

At press time (two months before the show), there are 115 exhibitors signed up. This is a chance to ogle our favourite machines, and rub shoulders with those who know them best: those who build them.

momentum will be there, so please come and visit us at our booth.

swea

tpea

moyer

davi

dson

sadi

lah

alternative needs transportation

vanilla

alternative needs transportation

moyer

pereira ahea

rne

ira

ryan

badg

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if i lived in the Netherlands, I’d get a Dutch city bike. It’s a great machine: You just hop on, and ride off in your street clothes. The upright position is comfortable for short distances even when wearing dress clothes, and the full chaincase protects the rider’s pants from the chain. The weight of 40-50 pounds is not a problem, since there are no hills in the Netherlands, and towns are very compact, so hardly anybody rides further than five miles. If you need to go further, you ride to the train station, lock up your bike, and hop on one of the many trains that will take you to your destination.

I live in Seattle, however, and I need a different bike. Like most North American cities, Seattle is spread out, and a typical errand for me involves riding 15-40 miles over hilly terrain. Considering that any ride around here is a workout, I prefer to ride in cycling clothes. Thus, the advantages of the Dutch city bike don’t apply, and its upright position and lack of gears are impractical for my distances and terrain. My ideal city bike is as fast and nimble as a racing bike, as my errands are pretty much the only “training” rides I can fit into my schedule. At the same time, I need a bike that offers excellent protection from Seattle’s infamous rain. I need a bike with lights, because my life continues after the sun sets. And I need a bike that can carry parcels of magazines and books to the post office on the way out and groceries on the way back, without the hassle of dividing the load into panniers.

Before you shake your head, let me assure you that this bike does exist. It is my friend’s 1947 city bike, made by the famous French constructeur Alex Singer. The frame is made from the same lightweight Reynolds 531 steel tubing that carried generations of professional racers to countless Tour de France victories. The 650B x 32 mm tires roll faster than most racing tires, yet offer better shock absorption and safety on urban roads, so the performance is assured. In the photo, you see how the front fender and mud flap extend almost all the way to the ground. This means your feet and chain remain dry and clean even when the roads are wet. The large front rack is custom-made from steel tubing. It is lightweight, yet sturdy enough to carry a large and/or heavy load without careful packing. The front load does not affect the bike’s handling when riding out of the saddle – very important when you start at a traffic

1947 Alex Singer city bike. Photo by Jean-Paul Pradères © Bicycle Quarterly, 2007

by jan heine

light with cars all around you. When you are out of the saddle on a bike with a heavy rear load, your bike feels like a dog that is being wagged by its tail. (Of course, Alex Singer designed the front-end geometry for a front load – simply sticking a front rack on your mountain bike won’t work nearly as well.) The Singer is remarkably light, about 11.5 kilograms (25 pounds), fully equipped with racks, fenders, lights and even a pump. It has maintenance-free sealed bearings in hubs and bottom bracket, and even its derailleur pulleys are equipped with grease ports to facilitate maintenance. Its powerful cantilever brakes provide ample stopping power. If I were to order one today, I’d use a generator hub and mountain bike clipless pedals, but beyond that, there is little I would change.

Why can’t you buy a bike like this in every bike shop? Well, even in 1947, a custom bike, with custom racks and fully integrated fenders and lights, was

tremendously expensive. Back then, a city bike like this was a real status symbol – more so than a racing bike – and builders took city bikes seriously. Lately, there has been a resurgence of custom builders in North America, and some of them can build you a

bike almost like it.

Jan Heine is Editor of Bicycle Quarterly, a magazine about classic bikes old and new with in-depth technical information, honest bike tests, exciting history and wonderful rides. More information is at www.bikequarterly.com

my dream bike for the city


fisher simple city$549-$879available march 2008www.fisherbikes.com

city bikeby wendell challenger

breezer finesse$1,899 USDavailable april 2008www.breezerbikes.com

in north america, it has been a long-standing tradition to sell naked bikes with the conceit of being city-ready. While the geometry and handling of “hybrid” and/or “comfort” bikes have been designed with urban riding in mind, these bikes often lack important transportation-oriented features such as a chain guard, fenders, lights, and racks.

This sends a message that these bikes should not be ridden with regular clothing, in the rain, at night, or with a load. In other words, they are for recreational purposes only. Compare this with Europe, where cycling is a well-accepted form of urban transportation and city bikes come standard with all the above-mentioned features.

In North America, the onus has been on the urban cyclist to do a three-step city bike shuffle: Step 1) buy a bike; step 2) buy everything else you need; step 3) mount these extra purchases on said bike. While great for DIY types, it is an unnecessary barrier to cycling’s acceptance as a valid form of transportation.

Thankfully, the times they are a-changin’. North American bike manufacturers are listening, and we are finally seeing the emergence of transportation-focused bikes. While every urban cyclist has slightly different needs, here are some common things to look for.

you have to be able use it… all the timeIf a bike is to be used as a primary form of transportation, neither rain, nor sleet, nor snazzy party dress should keep you from your destination. Look for full wrap fenders (which should cover a large proportion of the wheel) to keep road grime and wet off your clothes (bikes 1-5). Look also for a chain guard to protect loose clothing from the pull of the chain (bikes 1 and 3-5). Ideally, the bike should also come with a self-powered lighting system to get you home when the sun goes down (bikes 2-4).

a steel packhorse?For better or worse, we will always need to carry stuff with us, and a true city bike should offer a helping hand. Look for bikes to come with either pannier racks (bikes 2-5) or baskets (bike 1) to carry your goodies to and fro. Also check to see how the bike handles with a load: a good city bike should keep its manners while working.

simple and reliableCity bikes need to be ready four seasons per year without much intervention. This can mean smart cable routing (e.g. bike 3) and/or full cable housings (see bikes 1-5), internally geared hubs which are sealed from the climate (bikes 1, 2, and 4), and puncture-resistant tires. If an external derailleur system is used, look for those with fewer gears (i.e. bike 5), as they tend to be more robust. Also bolted (versus quick- release) wheels and saddle may be preferable, since quick-release parts can be easily stolen.

Finally, look to see if the manufacturer took measures to reduce rusting. This may include the use of stainless steel, alloy, or galvanized parts. If in doubt, ask.

safety by designCity bikes should have an upright riding position for good sightlines and to increase your visibility in traffic. The bike’s handling must be stable, so that if you hit the odd pothole unexpectedly you are not thrown into traffic.

Safety includes the ability to stop, so your bike requires strong brakes. Disc brakes are becoming more common (see bikes 2-4). These are quite reliable and long-lasting once set up properly, and

shakedown

1

2

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electra amsterdam royal 8$1099

available march 2008www.electrabike.com

civia hyland$1900-$3100 USD

available march 2008www.civiacylces.com

a good bike shop will set them up for you. Most rim brakes will also work fine, with the only real caveat being that the pads may wear out more quickly if you ride a lot in wet weather.

Avoid bikes that have rim brakes coupled to steel rims, as wet-weather braking will be non-existent. Most modern rims are non-magnetic alloy; cheaper steel rims are easily detected with a magnet.

safety means being seenMost city bikes will at some point be ridden at night and, more often that not, bikes are sold without lights, leaving it as a problem for the buyer to solve. This is where the industry has room to improve (the improvement may be seen on bikes 2-4).

In an ideal world a “complete” city bike should come with lights that are 1) bright day or night, 2) powered by a generator so you’re not caught with dead batteries, and 3) work for a short period of time even when you are not moving. The bike industry has come up with all sorts of technological solutions to other problems; why this one remains overlooked is inexplicable.

comfort and efficiencyCity bikes need to be comfortable and efficient. You don’t want to show up at your destination with a sore back and covered in sweat. In terms of efficiency, larger-diameter wheels combined with slick or semi-slick tires reduce rolling resistance.

Body contact points are often overlooked. These include the saddle, handgrips, and handlebar position. If you plan to ride for long periods of time, look for high-quality saddles (firm and supportive), and handlebars with multiple hand positions (e.g. bike 2). Each person’s body is different, so take your time to find out what fit works for you. Here again, the bike shop should help you.

style is as style doesAt the end of the day, who doesn’t want to look smoking hot as they ride from point A to B? For many, cycling is a lifestyle choice. As such, a bike can be an extension of the self. So don’t hesitate to style it up; the more attractive you feel, the more you’ll want to ride!

Wendell Challenger is the multitalented webmaster of momentumplanet.com

giant transend$589-$849

currently availablegiant-bicycles.com

3

4

5

by wendell challengershakedown

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what attracts an urban planner and an interior designer to get into the bike business? “The pay is much better!” jokes Rob MacDonald, partner, with Jane Cox, in the Dutch city bike company known as Jorg & Olif. Since 2003 the two entrepreneurs have been importing and selling the old-school Oma and Opa style bikes that are ubiquitous on the streets of Amsterdam. They have been doing a tremendous job of marketing, not just their own bikes, but the concept of city biking to new cyclists all over North America. About 80 per cent of Jorg & Olif customers are women, and about the same proportion are new to cycling. Their impressive collection of press clippings includes mentions in Vanity Fair, Vogue, Dwell, and ID among others.

In the field of urban planning, much of the focus is on sustainability, transportation, and experiences in urban space. Rob says he feels like he’s doing the same work, albeit with different tools. “Part of my mission in launching Jorg & Olif with Jane was to introduce a new way of getting around the city that introduces style and sensibility and is also sustainable. That’s exactly what I was doing in urban planning: trying to create urban experiences and urban spaces that were awesome places to be. I’ve lived in Europe and I loved the public spaces and how people interact in urban centres. The work I was doing in urban planning is very similar to what we’re trying to create in Jorg & Olif. There are elements of community building and sustainability and providing choices for people.”

Jane’s interior design background sensitized her to people and experiences. Her passion is clear when she describes the benefits of biking: “Instead of sitting in traffic and being all grumpy, now the in-between time is much better.” She saw herself and others becoming conscientious consumers, but not at the expense of craftsmanship and design – which is why selling Dutch bikes to North Americans made sense. She describes herself as part of the demographic for Jorg & Olif. “It is the iconic Dutch design. It’s like an Eames chair. It’s always going to be around. It’s got longevity, and because of that it’s also green – it’s not a throwaway, cheap item.”

With prices from $545 for a one-speed Scout model to $1495 for an eight-speed Oma or Opa, Jorg & Olif’s bikes certainly aren’t cheap. But

customers regard them as design objects and status symbols as well as vehicles. Jane: “Their purchase comparison is not between our bikes and other bikes. They’re comparing it to their designer suit and their designer sofa. They’re going, “OK, I could spend $1000 at this fashion store on this outfit or on this chair for my home…” Rob: “…or on that piece of art I’ve been eyeing.”

Despite the public relations success of Jorg & Olif, the learning curve on the way to ringing in sales has been steep. As they have learned, the

bike industry is a tough place to make a buck: “The margins are small and it’s a brutally tough business.” Along with the

conventional business challenges, MacDonald and Cox have been faced with the task of breaking down

barriers to cycling that exist in the minds of non-cyclists. To overcome these obstacles they have created artful images of beautiful people riding bikes in stylish clothes. Their approach has made cultural inroads for cycling in the psyche of mainstream people where conventional advocacy sometimes has not.

Jane: “Our biggest strength is creating a unique brand. We’ve put the bicycle into a

completely different perspective and association, which is where we’ve made the connection

and appealed to a non-cyclist audience. These are people that don’t go into bike shops and never thought

about riding a bike and now they’re thinking about it. In an environmental frame of mind, that is so rewarding because we’re getting

a whole lot more people on bikes.”Getting beyond the perceived notion of a “dress code” and “attitude”

for cyclists (spandex and speed) has been an enlightening experience for Rob and Jane, and for their customers. As Jane says, “People who haven’t seen the European use of bicycles need an education about why this is different from a mountain bike or another road bike. I spend time with customers and talk about the experience. It’s not like, “Ok, this bike has an internal hub,” because they’re not that interested in the technology. Instead I say, “OK, see what you’re wearing: fabulous boots, nice skirt, business blazer, you can wear that and ride this bike dressed like that. You don’t need to change.”

Amy Walker is the publisher of momentum. She is looking for fabulous riding boots.

’s rob macdonald + jane coxby amy walker

“We’ve put a bicycle in a completely different perspective and association, which is where we’ve made the connection and appealed to a non-cyclist audience” – Jane Cox

trendsetterscity bike


by segue fischlinphotos by lane kagay

jan vandertuin is no stranger to revolutionary ideas. He is credited with introducing the concept of Community Supported Agriculture (CSA) to the US; there are now over 1,300 CSA programs in North America. He also ran the nation’s first car-sharing co-op (the short-lived Eugene Car Co-op), now a rapidly-expanding industry with over 30 operators and 180,000 members in the US and Canada. VanderTuin’s life now, however, centres on bicycles.

Having created the Centre for Appropriate Transport (CAT) in Eugene, Oregon, in 1992, VanderTuin presently oversees its operation, continuously expanding the sphere of influence of this multifaceted creation. The first “bicycle centre” in the U.S., the CAT provides a dizzying selection of offerings: they publish Oregon Cycling magazine; manufacture bike racks; invented and provide bike valet parking services; operate the nation’s first Pedaler’s Express (PedEx), a human-powered delivery service; provide a public do-it-yourself repair workspace; and facilitate organic food production and delivery.

The heart of this operation consists of building and selling utility workbikes, and the training of youth in this trade. The CAT is an officially accredited educational facility that receives most of its funding from the State of Oregon. When teens find their way to the CAT, they step into a hands-on learning space where academics, shop, and office environments mix. They learn entrepreneurial and business skills; bike repair and maintenance; metalworking; CAD/CAM, industrial sewing; organic farming; and journalism, in addition to standard academic requirements. At the human-powered machines production facility, the staff manufactures recumbent bicycles, utility trailers, folding bikes, and cargo delivery vehicles. These vehicle designs evolved from the research Jan conducted on cargo bikes back in the early 1980s.

What inspired you to make cycling and farming the centre of your life’s work?“Being a newspaper boy in snowy upstate New York contributed to my hardiness and to seeing bicycles as a legitimate way to move stuff around. I started working on farms when I was really young. Never really stopped. It’s still a part of my life.

“In 1980 I fell in love and followed a woman to Switzerland. I went to a research institute for organic farming and I told them what I was looking for, that I wished there was a place that took care of workers, with prices based on the true cost of farming, and they sent me to the CSAs or what was pre-CSA. I interviewed the farmers and went back

jan vandertuin

to Zürich where there was a guy with a van, a farm connection, and a distribution route throughout the city; and that’s where we started the Zürich CSA. In Germany, I learned to weld – brazing skills were first taught to me in Frankfurt by a 17-year-old woman. In Europe I experienced cycling as an accepted form of transport.”

Did you go to college?“No. I grew up without TV, taking care of the local library. So I read books… a lot!”

Jan VanderTuin with cat student nolan chase (17).

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Community Supported Agriculture is a partnership of mutual commitment between a farm and a community of supporters which provides a direct link between the production and consumption of food. For more on CSAs:www.umassvegetable.orgwww.itsnotjustaboutvegetables.com

Tell me about the name of your bike centre. “The appropriate technology movement was an inspiration from the 1970s. The idea was that if you have a rosebush you don’t use a chainsaw to prune it; you use a hand cutter. You use the appropriate technology. It’s the same with appropriate transport. Cars have a place, ambulances have a place, even electric vehicles.”

Where are you going with all of this?“Towards decentralization and sufficiency. There’s been a co-opting of the Green movement by capitalist and centralist thinking. A guy starts a worm bin and makes great worm-castings tea. He

starts shipping this tea all over the country, on a maximum growth model. He is at great distance from where his product is being used after great energy has been consumed to transport it there. A decentralized model would be for him to open up regional centres which produce this tea, or to teach others to do this. It’s very difficult to buy a bicycle component made locally. That just shows how deep the problem runs. We’ve lost the ability to make things. I want to see bicycle centres like CAT elsewhere. That’s where our new apprenticeship program comes in. Starting early next year, we will be taking applications for adults

jan vandertuin working where food and transport intersect

to study intensively with us for six to 12 months. The idea being that somebody would come here and be trained to do all or any part of what we do, and to return and duplicate it wherever they are, growing the network of CATs.”

VanderTuin recalls the extreme difficulties he faced when first introducing CSAs to the U.S. After creating a working model in Massachusetts in 1984, he took it national. He recalls the resistance. “I had the best biodynamic and organic farm folks in the United States saying it would never happen here; that you couldn’t get customers to cover the true costs.

“That memory is hugely important for me in thinking about decentralized manufacturing facilities and the model of CAT being replicated. Had I not had that experience, I would never think this could happen; because it’s so big a change in thinking.” With Jan VanderTuin’s track record of launching revolutionary ideas, it seems a short matter of time before PedEx, workbikes, and bike centres start cropping up all over North America.

Centre for Appropriate Transport www.catoregon.org

Segue Fischlin also makes load-carrying workbikes: www.frankentrikes.com

pedaler’s express delivers the weekly free eugene paper Jan VanderTuin with cat student nolan chase (17).


daniel rondeau has ridden his bike to work nearly every day of the 17 years he’s been a teacher at the Ecole Jules Quesnel, a French Immersion elementary school in Vancouver. The message that cycling is a viable urban transportation option passes naturally and effectively to his grade six students by the modelling and infectious enthusiasm offered by Monsieur D, as he’s known by his students.

Daniel’s mud-caked mountain bike leans against the wall in a classroom filled with science projects. He often extends his 20 minute commute with a scenic loop through Pacific Spirit Regional Park, knowing he’ll bring some of the serenity of the damp green woods to his day. As he begins the morning with his charges, he inquires how they came to school: on foot, by bike, car, transit, roller-blades? He listens respectfully and never judges the replies. Some students come quite a distance to attend an Immersion school, and a family’s morning logistics can be challenging. Monsieur D’s message to his students is that as individuals who live une vie en société they have responsibilities that span from classroom to globe. Awareness of environmental issues is high, and the students are thoughtful.

Aware that pushing cycling as an athletic pursuit only distances some students, he presents it as a practical transportation option. The permission slip for his class’s recent museum outing offers bike or bus as transportation options, and calls for parents to supervise and lead groups of cyclists.

In his student days in Québec, Daniel became a commuter cyclist, riding an hour and a half each way from suburban Ville d’Anjou to the Université de Montréal in all but the snowiest months. Hooked on the sensations of cycling, he remains car-free and spends his summers touring the world. He brings local and exotic tastes from his rides to the classroom to share with his students – fresh pastry from a bakery whose aroma enticed him that morning – images of volcanic landscapes, taken when he toured Iceland, as an introduction to a science unit on plate tectonics.

The number of students’ bikes parked in the school’s outdoor rack fluctuates with the seasons, but there has been a slow increase in recent years, despite the lack of a secure covered area. A former student of

“monsieur d”

by margo mactaggart

profile

Monsieur D’s, who now rides daily to the University of British Columbia, describes the impression of his grade six teacher that stays with him a decade later: “I liked his self-reliance – it opened your eyes.” Monsieur D’s self-propelled example to students is clearly effective in both short and long terms.

Vas-y Monsieur D!

Margo is proud owner of a Surly Long-Haul Trucker that she rode from Vienna to the Black Sea with her husband in the fall of 2007. Her kids went to Jules Quesnel over a decade ago, so she was delighted to talk to the self-propelled Monsieur D again.

teaching by example

photo by oker chen

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seeing a respected teacher glide into the schoolyard on a bike, looking competent and upbeat, can encourage more students to become regular bike commuters themselves.

Many schools and teachers are committed to promoting an awareness of environmental issues in the classrooms, and composting or recycling programs teach students that they can make a difference with their actions. Promoting self-propulsion in school communities is the logical extension of students’ concepts of personal environmental responsibility. In view of the well-documented North American rise in childhood obesity, anything that gets youngsters moving is also timely.

The Vancouver Area Cycling Coalition (VACC) is offering a one and a half day Professional Development workshop for teachers and school staff. The Cycling Training for the School Community program is the brainchild of Arthur Orsini, an environmental educator. It combines VACC’s existing commuter cycling skills course with a seminar on bicycle activities and resources for the classroom.

A successful pilot version of the program was held in Vancouver in May of 2007, and the program was then extended to school staff in addition to teachers. When surveyed one and six months after the program, the twenty-two

participants, all of whom were new or novice cyclists prior to the workshop, reported they had formed new habits in their use of bicycles for transportation.

Ask your municipality or school districts to offer programs like this to teachers and staff.

Arthur Orsini encourages Vancouver area parents, teachers and school staff to email [email protected] to arrange a workshop at their local school. He is also gathering research materials on North American examples of similar cycling and schools programs, and may be reached at www.urbanthinkers.ca

communities by margo mactaggart

getting school

rolling

www.momentumplanet.com�0

food “Although bicycles are a common mode of transport in Havana, as a tourist you are unlikely to be riding one unless you bring your own.”

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Havana’s libretta (per person food ration) according to Aleyda Martinez Leiva (a sixty-five year old resident who has lived in the city for over forty years):

1 bun/day5 pounds white sugar/month3 pounds raw sugar/month5 pounds white rice/monthb /c pound vegetable oil/month10 ounces black beans/month and/or10 ounces chickpeas/month3-4 pounds potatoes/month6-8 pounds malanga/month1 pound chicken leg-thigh/6 weeks10 eggs/month1 package of 5 hot dogs (when available)b /c-d /e pound ground soy beans/3 weeksb /c-d /e pound fish (when available)5 pounds powdered milk/10 days (only for children 7 and under, and for people with digestive disabilities)1 soy yoghurt /2 days (only for children 7-13 years old)b /c pound crackers – unpredictable (every month this year)1 pound pasta – unpredictable (not once this year)12 ounce coffee/month2b /c pounds salt/3 months1 tube of toothpaste/month (for up to three family members)1 bar of personal soap/month1 bar of household soap/month1 litre bottle of dish soap – unpredictable (should be every 3 months, but delivered twice this year)4 packs of cigarettes /month (three strong and one mild) for smokers over fifty

sold in the country’s second currency, the CUC, or convertible (peso pegged to the US dollar). The CUC is meant for tourists visiting the island and is officially unavailable to Cuba’s citizens. However, “luxury” items (such as milk, cheese, beef, tomato paste, toothpaste, soap, most clothing, electronics, etc.) can only be bought with this second currency. The desperately sought CUC “dollar” moves into the Cuban economy through the country’s biggest industry – tourism. It also finds its way in through the musicians who travel abroad, and through the many relatives living in other countries who work and send money back home. The competition to make enough CUC, in a country paid only in the paper of the Cuban peso, is fiercely tight.

The common peso (24 to one CUC) does buy fruit and vegetables at the local outdoor markets. The produce arrives from rural Cuba, looking wilted and bruised, covered in the street’s exhaust. The selection is heavy on the root vegetables, although I notice that plantains, papayas, and tomatoes are generally available. I don’t see many green vegetables, onions, or carrots. Beyond the official markets, trading in the streets between neighbours happens regularly. Their produce comes from backyards and community gardens, the informal system that haphazardly fills in the gaps of need.

laid before me is a mouth-watering spread of fried chicken, sliced avocado, congri (rice and beans) and fried plantains. I dip the banana chips into ketchup, savouring the salty, deep-fried, crunch. My days of restaurant hopping in Havana are thankfully over, replaced by the flavours of home cooking. For every meal, my new family must go through an exhausting search for ingredients and, as I join them, I discover the struggle with which food is gathered in Cuba’s capital. As we travel throughout the city, we go by foot and by bike. Because of my local companions, I am granted a seat on a bike taxi, a cheap ride normally reserved only for locals. Although bicycles are a common mode of transport in Havana, as a tourist you are unlikely to be riding one unless you bring your own. Instead, tourists pay for a privileged ride in a gas-fuelled vehicle.

Citizens of Fidel Castro’s Cuba are each guaranteed a varying measure of food provisions. In today’s Havana (as in the other regions), every person is given staples that change with the availability of national resources and with international trade agreements. White rice, sugar and black beans come on a regular monthly basis, while meat is less predictable. Beef is not on the libretta’s list (see sidebar) in fact, a Cuban can go to jail for up to twenty years, if charged with killing a cow.

Yet, beef is available. It is frozen, imported, and

buying local:

photos and text by radhika samwaldfood in havana

A neighbour has a lime tree on his back patio. He gives us a few to go with the fish that we have tracked down with another neighbour (after an afternoon of knocking on doors). Along the way, I have seen a bowl of fresh tamales, half-hidden behind a front door; eggs sold surreptitiously under the bar of a café; onions and limes passing by on a dolly; produce sold between crumbling rock; and overflowing street garbage.

Questions of availability and legality shadow the search for food in Cuba. Even when buying with the power of the CUC, I find that freshness and variety in food selection are hard to come by; lucky for me, the warmth of homemade food smooths out the wrinkles of the search. The smells of slowly cooking beans and rice, and sliced and sizzling ripe plantains draw my attention from the complications of buying local in Havana.


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Some sinfully decadent treats for the holidays!

d /e cup butter or b /c cup oil b /c cup (packed) brown sugar b /d cup sugar 1 large egg (can use 1 tablespoon ground flax in water as vegan substitute) 1 teaspoon vanilla extract 1 c /d cups all-purpose flour or light spelt 1 teaspoon salt 1 teaspoon ground ginger 1 teaspoon ground cinnamon b /c teaspoon baking soda 14 ounces semi-sweet chocolate, coarsely chopped 1 cup coarsely chopped toasted walnuts

Beat first three ingredients in large bowl until light and fluffy. Add egg and vanilla and beat until blended. Sift flour, salt, ginger, cinnamon, and baking soda into butter mixture. Beat until blended. Stir in chocolate and walnuts. Refrigerate dough until firm, about 1 hour.

Preheat oven to 350°. Grease or line two large baking sheets with parchment paper. Form dough into balls, using a generous tablespoon for each. Place on prepared baking sheets and gently press down.

Bake cookies until golden brown, about 18 minutes. Transfer baking sheets to racks. Cool five minutes. Transfer cookies to racks and cool completely.

No need to stop, lock up and pull out your wallet at the coffee shop – with a thermos of hot beverage you are self-contained and ready for adventure. Choose your favourite drink to warm up a cold day. These are our suggestions:

hot apple cider (may be spiked with spiced rum or Calvados apple brandy)

ginger tea with lemon & honey (may be invigorated by a touch of brandy) 1 tablespoon chopped fresh ginger2 cups waterjuice of 1 lemonhoney to tasteSimmer ginger and water for five minutes. Remove from heat and add lemon juice and honey.

This is an excellent warming drink to keep away or soothe a cold. If you like spicy, you may also add a tiny amount of cayenne pepper.

green tea Some like it plain and simple. We like a frothy matcha (green tea powder) latté. Rich in antioxidants, green tea bolsters your immune system and has less caffeine than coffee.1 teaspoon good quality matcha1 cup heated or steamed milk or soymilksugar or honey

Add half the heated or steamed milk to the matcha, stir until blended, add the rest of the milk, and sweeten to taste.

mexican hot chocolate Mexican chocolate is made from dark, bitter chocolate mixed with sugar, cinnamon, and sometimes nuts. The end result is a “grainy” less smooth product. Chocolate is frequently purchased in “disks” although it is also available in bars and syrups. 1 quart milk 7 ounces Mexican chocolate b /e teaspoon ground cinnamon b /e teaspoon vanilla extract 1 pinch salt 1 or 2 pinches of chili powder Cut the chocolate into small pieces. Bring the milk to a boil then add chocolate. After the chocolate is dissolved, add cinnamon, vanilla, chili powder and salt. Simmer for ten minutes then whisk briskly to a foam.

homemade chai 4 teaspoons loose tea, usually black1 piece of fresh ginger3 cardamom pods, crushed3 whole cloves5 peppercorns1 piece of cinnamon stick1 star aniseHalf/half cream and honey to tasteChop ginger finely & break up cinnamon stick. Bring two cups of water to a boil, add tea leaves and spices. Let everything brew at boiling for ten minutes. Remove from heat, then let steep at room temperature for another minute. Strain. Serve hot, with cream and honey to taste.

Good morning Sally, I just received an invite to a ride this weekend with some peeps. I was hoping you could make it too. It’s going to be a cold day, so we’re calling it a Warm Bevvy Ride! We’re each going to bring a Thermos with a tasty warm beverage, to warm our bellies at some scenic resting point en route. I’m going to bring hot apple cider and spiced rum and Tanya tells me she’s going to bring coca leaf tea (!). Can you make it for the ride? What are you going to bring? If you make hot chocolate, can you put in a bit of chili powder like you did the last time? I’m drooling just thinking about it. love, Bill

Hot Bevvy Ride!!!!!

thermos cleaning tip Put some salt and a few ice cubes into the container and swish them around for a few minutes – they’ll really scour out the inside of your flask.

by paris marshall smith

chunk5 hot beverages for a cold winter ride

spicedwalnutchocolatecookies

www.momentumplanet.com��

my vancouver cycling calendar has two seasons: fender and no-fender. I don’t like those things. They rattle, they catch on my toes, and they look clunky. But fenders are a necessity in this city and the cyclist who eschews them for whatever reason foolishly opens the door to a host of unfortunate consequences including, but not limited to, looking like they either had an “accident” or are wearing a pair of those pre-faded jeans.

Fenders come in many styles, with the “gold standard” being the full-wrap variety. Their increased coverage means that full-wraps keep you drier than snap-ons while also decreasing maintenance time by reducing the amount of crap spraying into your drivetrain, transmission, and headset. But there’s an obstacle between you and the ultimate in foul-weather protection: many manufacturers feel that instructions aren’t necessary to make sense of the bags full of parts that accompany their full-wrap fenders. My mission today is to make your rainy season much more comfortable by demystifying this installation process. We’ll start at the front:

Remove wheel.Unfasten and remove brake caliper from fork crown. Position fender mounting tab between fork crown and caliper. Reattach wheel. Reattach caliper. Attach wire fender stabilizers to fork end eyelets using included nuts and bolts. Adjust stabilizer length to prevent tire rub.Repeat for rear fender.

A few notes: Grease all threads during installation or fender bolts may rust in place.Some front fenders interfere with brake. Fix by switching to thicker brake pads or trimming fender edges.Clip-on brackets included with some rear fenders give the option of attaching fender with zip-ties without removing brake. Zip-ties can be used instead of bolts, but you may have to pinch stabilizer eyelet holes closed with pliers to keep them from slipping off.If your frame and/or fork lack mounting eyelets, half-wrap clip-ons might be best. Zip-ties can hold fenders on without eyelets, but fenders may slide around causing tire rub.

1.2.

3.

4.5.

•

•

•

•

•

by jeff chanphotos by david niddrie

installfendersthe dreaded hiss of a flat tire adds tension to any ride.

If you’re commuting, you start worrying about being late. If you’re out joyriding

with friends, you’ll suddenly find yourself surrounded by buddies impatiently judging your

wrenching ability. To help you out, the following pumps are all minis that can be thrown in a pack, a pannier, or even a deep pocket if you don’t want to mount them on your frame.

The Crank Brothers Power Pump Alloy (PPA) is a pump for all seasons. Its hammerhead design lets you switch valve types without taking your pump apart, which is handy if you own road and mountain bikes. It also has a pressure gauge mounted on the handle that turns to face whichever valve you’re using. Turning the handle locks the pump onto the valve stem and I was amazed that the PPA could get a good grip on slightly less than a centimetre of Schrader stem. This is awesome since most Schrader valves don’t have the locknut that Prestas come with so they just push into the tire when there’s no air to support them.

Another great feature of the PPA is a knob located at the end of the handle that switches between high volume and high pressure settings. This thick barrelled pump pushes 130 psi / 9 bar of pressure, but pushing much more than 50 psi of high volume air is a workout. So when the going gets tough you change gears and finish the job. The PPA looks clean and simple. No fold-out handle; no fold-out locking mechanism; everything twists. The mounting bracket zap straps to your frame and though it’s a bit bulky, it covers the whole head of the pump to keep dirt out of the valves. The bulk isn’t bad though; it looks good with the thick handle and the solid feel of this 173-gram pump. You can grab the Power Pump Alloy for about $35USD.

The Blackburn Airstik CF is solid. The lever locking the pump onto the valve stem is aluminum, and doesn’t flex at all. The head and handle are solid plastic with rubber strips for easy gripping. The flip-out handle is an ergonomic success: the right shape at the right angle, and your fingers don’t get pinched on the push stroke.

by lars goeller

pum

ps

how to

gear

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minimalist fender optionby margo mactaggart

warning: The rear deflector does not protect

a closely-following rider, so it does not give adequate coverage for

peloton rides.

front wheel:A simple forward deflector shield mounted to the underside of the down tube catches most of the road goop thrown upward and rearward by your front wheel. Velcro strips are provided for mounting, but punch a few extra holes if

you have a water bottle cage below the down tube (as shown) or add cable ties if the Velcro

wears out. A forward deflector doesn’t create the toe overlap that some find is an issue with a front fender.

Those who prefer to tinker have made similar arrangements by cutting and mounting plastic bottles or other

lightweight plastic scrap. Be ingenious!

rear wheel:The rear deflector shield mounts under the rear rack with cable ties. Its extension beyond the rear of the rack is remarkably effective in preventing water and mud from going up your back. If you have no rack, opt for a “rat tail” that mounts on the seat post. To protect your front derailleur from that last bit of muck thrown forward by the rear wheel, mount a simple MTB front fender (no stays) behind the seat tube, attaching its ends to rear fork and chain stays.

simple deflectors give almost the same coverage as full fenders, and are an effective minimalist option. Lightweight and inexpensive, they give excellent clearance from the tire and require no adjustment. They make the bicycle easier to box or otherwise pack for travel, since there are no stays to bend.

deflectors

Made for the road, the Airstik CF cranks out 160 psi / 11 bar of pressure through a low volume chamber. While it doesn’t require arms of steel to push 100 psi or so, you will have to work for those last few pounds. So you won’t be late for work, it inflates on both the push and pull strokes.

This pump fits both valve types by disassembling the nozzle, and a plastic cover keeps the dirt out. It attaches to your frame via a slim bracket that fits under your bottle cage and the pump handle clips solidly onto the barrel of the pump so it won’t rattle open while you’re riding. It weighs only 157 grams and goes for $55,

but you can get the slightly homelier aluminum barrel Airstik with all the same features at 162 grams for only $25. Light, sexy, cheap – pick any two.

Finally, if you’re looking for a pump that offers more air and less pressure, Blackburn will give you the Mountain Air. Made for fatter tires, it pumps 90 psi / 6.2 bar and it works fast. Volume is key, but it’s also about value.

The handle doesn’t flip out, but it’s still angled and flared to fit your hand comfortably. The handle doesn’t clip onto the barrel of the pump either, so you keep it in a backpack (though it comes with

a frame mount). The locking lever is plastic, but really, who cares? There’s no grippy rubber or red anodized aluminum, so you hold on tighter, and crack some jokes to distract your friends. Besides, when it comes right down to it the Mountain Air costs only $19, and regardless of which pump you own you’ll probably only pump your tire to 100 psi anyway.

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We are a part of your daily life.

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when i was in law school back in 2003, I met this guy, Joe, through the UBC Bike Co-op who used to ride his two dogs around with him on his bike. I’d be tearing down the Alma hill after class and I’d see Joe lugging Obie and Raina, a pair of 75 pound labs packed into Rubbermaid containers on the back of his Xtracycle, back up the hill from Kits Beach. Seeing him, I’d think, “Joe’s the man!” But when other friends recounted seeing him riding around town with two large dogs on a weirdly oversized bicycle, the reaction was often, “that guy’s nuts!” Joe and his hounds were pushing the limit of what bicycles could do – but Vancouver just wasn’t ready for the Xtracycle yet.

Flash forward to 2007 and, as one savvy member of the Vancouver bike community recently quipped, “longtails are NOW!”

Longtails are bicycles with an extended derrière – basically, the station wagon of bicycles. Xtracycles, modular additions that can be used to turn a regular bike into a longtail, have been around on the fringes since 1998. But just last year, Minneapolis-based Surly Bikes rolled out the Big Dummy, the world’s first dedicated production longtail, at the Interbike trade show. It became arguably the most talked/blogged about new bicycle product of 2006. The Big Dummy has been stuck in the R&D stage for the past year, and is slated to hit stores in early 2008. Already other manufacturers are jumping on the longtail bandwagon: Kona has the Ute, another production longtail, slated for release this year, and other big companies are rumoured to be following suit.

Seeing the popularity of longtails on the rise, I offered to do an old fashioned shoot-out by comparing different models to weigh both their relative merits and the merits of the longtail concept itself.

For the next couple of months, I pledge to ride nothing but longtails for transportation, and to come up with all kinds of reasons to haul large objects around the city. I’m curious to see if there’s any reason to buy a dedicated longtail bike rather than investing in the versatility of an Xtracycle kit. But mostly I’m wondering whether longtails represent an evolutionary and cultural step forward for the bicycle. Will their weird looks and high concept push dedicated cyclists even further towards the fringes of modern society? Are they simply another gimmick looking for a gullible niche market? Or will their sensible design and increased carrying capacity make it easier for people to achieve the freedom of a car-free life?

by omar bhimji

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omar on his surly big dummy

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the adventures of mitey miss

ulrike rodrigues

“hey!” bellowed a voice across the Jasper train platform, “Is that one of those collapsible bikes?” Michelle and I had just gotten off VIA Rail’s westbound train and I was unfolding my bicycle, surrounded by panniers, helmets, and curious tourists. We were halfway through our rail-and-bike exploration of Western Canada, and the Speed TR and MU XL folding bikes that Dahon had given us to test-ride never ceased to draw stares.

“Yes, it is,” I said patiently, “Do you want to see me fold it?”

“Oh yeah!” he gushed.“Great!” I straightened up, “That’ll be ten bucks!”That said, I admit I got a little goofy myself

when I first laid eyes on the bikes at Vancouver’s JV Bike. Owner Janko Veselinovic demonstrated the Speed TR’s unique features: a 24-gear drivetrain comprised of an eight-speed rear derailleur working with a three-speed internal rear hub rather than a front derailleur; a floor pump integrated inside the oversized seat tube; and of course, a hinge in the handlebar stem and chromoly frame that enables the beast to fold in 15 seconds flat.

The MU XL is more of an amped-up eight-speed city bike than a touring bike, but – like the Speed TR – it comes with a heavy-duty rear rack; a comfy cutaway saddle and flared handlebar grips; and the 15-second rule. Both bikes weigh about 13 kilograms, provide illumination with hub-generated front lights and battery-powered rear ones, and ride on high-quality tires; but the difference is in the details.

While the Speed cushions your ride with fat two-inch-wide tires, the MU slims down the rubber and sucks up the bumps with a suspension seatpost. The Speed requires you to tweak your handlebar position with an Allen key while the MU quick-releases it for instant rotation, then telescopes the handlebar post up or down. Both bikes shift with a turn of the wrist, but the Speed adds a thumb shifter for its hub gears and surprisingly useful bar-end stubbies. Snappy V-brakes, pull-out pedals, and full fenders are standard on both bikes; “KlickFix” luggage mounts complete their travel-readiness.

I rode the Dahons around the city a bit to get a sense of their basic features: the super-low horizontal frame meant an easy mount in a tight skirt. The small wheels allowed for quick steering around pedestrians on the sidewalk, and the

onboard lighting system kept my path bright when a few drinks at the local got me hazy.

However, the bikes did need a couple of adjustments for touring. I installed a front rack on the Speed, and Michelle swapped the flat pedals on the MU for her own clipless. My Ortlieb panniers fit the fat-tubed aluminum racks fine, but Michelle’s Axioms didn’t have adjustable hooks, so she had to rest the back hooks on the rear light casing to avoid heel strike. Both bikes’ handlebar stem configurations made it impossible to mount our current handlebar bags, so we had to do some creative jury-rigging.

At rest, the bike frames fold in three easy movements and self-secure with a magnetic clip system. In motion, the smaller wheel size means that not only do the bikes feel nimble when fully loaded, but stable as well. Rather than perform an acrobatic leg swing over a fully loaded bike to get started, you can simply step over the low frame. Pedalling efficiency on the smaller wheels seems fine. The fold hinges feel secure. And the combination of ergonomic saddle, grips, and bar ends means little numbness through the whole trip.

Complaints? We were gobsmacked by the oversized light and motion-sensitive battery-powered lights on the rear. They cracked easily, didn’t come on in low-light conditions, didn’t stay on when riding or when stopped at an

intersection, and they didn’t have manual settings to override these shortcomings. This was quite a concern when descending from Bow Summit in a high-altitude snow fall. At dusk.

Oh, and on the ascent, Michelle reported that her eight-speed MU was a few gears short of ideal, especially when fully loaded on a mountain climb.

Dahon’s website lists the specs for both bikes and tags the Speed TR at $925.99 and the MU XL at $899.95 USD. According to the site, California-based Dahon strives “to convince more people, organizations, and governments to use more environmentally sustainable forms of transport.” They support cycling organizations such as Bike to Work Day, Trips for Kids, and the Mobile HIV/AIDS Clinic. And, they say, they’ve been supporting “green mobility” since 1982.

I support green mobility, too – and if you give me ten bucks, I’ll show you how.

Ulrike Rodrigues is a rider, writer, and rover based in Vancouver, BC.

Read the extended version of this column, and the Train+Bike blog, online at www.momentumplanet.com

folding tour bikes lead

mitey miss’ train+bike blog: www.momentumplanet.com/ulrike-rodriguesvia rail canada: www.viarail.cadahon: www.dahon.comjv bike (vancouver): www.jvbike.comadventures of mitey miss: www.miteymiss.com

to greener pastures

dahon mu xl4

dahon speed tr4

a couple of big horn sheep check out ulrike’s gear.


reluctant mechanichoopdriver

the advocatejohn luton

the advocatejohn luton

comingto groundrobin wheeler

coming to groundrobin wheeler

legal briefdavid haylegal

briefdavid hay

as winter closes in and we celebrate the longest night of the year, I feel compelled to once again expound on the virtues of proper bike lighting. Proper lighting shows an intelligent and responsible regard for safety, the hallmark of a civilized cyclist.

Consider the case of Joanne Siderius, a commuter cyclist injured while travelling from Simon Fraser University to her home.

Let us examine the facts.Ms. Siderius was riding under overcast skies but still enjoying the benefit

of daylight. She was wearing highly visible clothes, an orange reflective vest and a protective helmet with reflective tape. She had a halogen light which was attached to the handlebar post, on at the time of the accident. The reference to Ms. Siderius’ equipment and light are found at the outset of the reasons for judgment of Mr. Justice Vickars, indicating they were among his first considerations.

The Plaintiff cyclist was a very experienced commuter cyclist. She travelled the same route five days a week. She was travelling west on Curtis Street approaching Holdom Avenue in Burnaby. After cresting a hill, her practice was to bring her bicycle to a stop and wait at the curb before travelling downhill towards an intersection. She did this so as to avoid reaching the intersection at the time the light changed amber. In this way she could coast down the hill and travel through the intersection on a green light.

Unfortunately, on this particular day, as she reached the intersection and came up directly behind a car that was behind another left-turning car, it suddenly pulled right and into her path. Her reaction was nearly perfect. She managed to avoid the swerving vehicle and to negotiate her way through a very narrow space between the vehicle and the curb at a considerable speed. But she lost control to an extent and travelled across the intersection where she hit the curb on the corner, causing her to leave her bike and sustain significant injuries.

The Defendant for the motorist argued that she was passing on the right, and at an excessive speed to boot.

Mr. Justice Vickars rejected the Defendant’s argument, indicating that speed was not the cause of the accident. It was the motorist’s failure to keep a proper lookout and failure to use a turn signal before making the move he made. Vickars J. cited the usual cases which stand for the proposition that the law does not require a cyclist to guard against the possibility of someone suddenly and negligently moving into her path. The law only required the cyclist to ride her bicycle using reasonable care, having regard to all the circumstances. In terms of speed, his Lordship assessed the Plaintiff’s speed against the background of her own experience as a commuter cyclist, including her ability and her familiarity with the road and traffic conditions

at the time.The interesting aspect of this judgment is that at the time of day when the accident occurred the cyclist

was not required by statute to have or use a lighted lamp. Indeed, the present Motor Vehicle Act only

requires lighting equipment which meets certain standards if the cyclist is riding on a roadway between half an hour after sunset and half an hour before sunrise. However, the use of the light demonstrated to the Judge that the cyclist was conscious of her own safety. This allowed the cyclist to stand in contrast to the motorist who

was faulted for not taking sufficient care before commencing a lane change.

This case is another reminder that the trial process is very much a human process in which

various evidentiary factors are weighed in an effort to assess reasonable conduct in all of the individual

circumstances of each case. Bearing this in mind, one can easily imagine the difficulty a cyclist with no lights after sunset

faces in persuading anyone that he or she was not negligent in the discharge of his or her own legal duty of care. Inferences of negligence are drawn from a myriad of subjective impressions, and once drawn, they are difficult to rebut, particularly years after the fact, in a brightly lit courtroom.

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“ the law does not require a cyclist to guard against the possibility of someone suddenly and negligently moving into her path.”

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ecstatic mechanicomar bhimji

ecstatic mechanicomar bhimji

if you’ve ever had to pack up your bike for an airplane trip, you know that not every threaded part on a bicycle follows the “lefty-loosey” rule of thumb. The following parts of a standard bicycle are reverse or left-hand threaded – which is to say that they loosen clockwise and tighten counter-clockwise:

The non drive-side pedal and the pedal hole of the crank armThe drive side or “fixed” bottom bracket bearing cupThe cone on a freewheel (few people will have had reason to see these)The lockring on fixed-wheel hubs

Non drive-side pedals, fixed cups, and freewheel cones are reverse threaded for the reason of mechanical precession. Broadly, precession refers to a change in the direction of the axis of a rotating object. As a physical phenomenon, it influences the rotation of planetary bodies and toy tops.

For our purposes, precession could cause the first three parts listed above to unthread during riding if they were not reverse threaded.

The pedal is one of the unheralded bearing systems of a bicycle. Typically, it consists of a platform, with a set of ball bearings at either end, that rotates around an axle. This axle is threaded into a crank arm – clockwise on the drive side and counter-clockwise on the non-drive side. As you ride your bicycle, the non-drive side pedal’s platform rests on the same plane – horizontal, just like your foot – in relation to you. But, in relation to the crank arm to which the pedal’s axle is attached, the pedal’s platform is rotating constantly in a clockwise direction while the bicycle is being ridden.

Based on this, you would expect that, if anything, the pedal’s axle would tend to move in a clockwise direction in relation to the crank arm to which it is attached. Indeed, the movement of the bearings connecting the pedal’s platform to its axle would influence it to turn in this direction as well. But all these factors should be moot anyway – wouldn’t a decent bike builder make sure that the pedal’s axle was locked securely into the crank arm?

Firstly, though tightly fitted together, the pedal’s axle and the crank arm are not “locked” together. Despite being composed of metal, both of these parts have some degree of elasticity (as does all metal – think of a steel spring). This inherent elasticity means that there are micro vibrations and movements between the two parts – a

1.

2.

3.

4.

pedal

phenomenon known as fretting – even though they appear locked together. Even the most perfectly fitted parts of a machine have some degree of fretting between them.

Secondly, if we look closely at the interaction between the pedal’s platform and the crank arm, it becomes apparent that the direction in which the platform is rotating is not the same direction in which its axle will move. As you press on the pedal, the pressure you are exerting is transferring through the platform, through the bearings, through the axle to which it is connected, and into the crank arm to which the pedal is attached. Following the rotation of the platform, we see that the pressure being transferred into the crank arm is moving in a clockwise motion. Precession, in this case, refers to the influence of friction (a static force) being exerted by the crank arm hole on the pedal axle which is threaded into it. Frictional force, by definition, being exerted by a surface in the direction opposite to its motion relative to the other surface, this frictional force is working in the opposite direction to the one in which the pedal’s axle is turning.

It is true that the rotation of the pedal’s platform is influencing the pedal’s axle to rotate in a clockwise direction but the frictional force of the precession effect is stronger than this influence. If you don’t believe me, build a left-hand drive fixed-wheel bike with normal cranks and test it out. Or, better yet, try this experiment.

Hold a pencil loosely in your right fist, with the longer end protruding from the bottom of your hand and the shorter end just poking out the top. Now, with your left hand, move the longer end of

the pencil in an counter-clockwise direction. The pencil should be moving around your hand in an counter-clockwise direction – but have a look at the pencil itself: it should be rotating clockwise. This rotation is caused by the friction between the pencil and the inside of your hand, and is essentially the same thing that is happening to your pedal’s axle when you’re riding your bike. As your non-drive side crank turns counter-clockwise, your pedal’s platform is rotating clockwise in relation to the crank, and the pedal’s axle is being influenced by precession to rotate counter-clockwise – if it wasn’t reverse threaded, it would loosen and fall out. So all standard non-drive side cranks have reverse threaded pedal holes.

But what about Italian and French bottom brackets? As noted above, the fixed or drive side cup of these bottom brackets are threaded normally. But if they are subject to precession in the same way, why aren’t they constantly coming loose?

According to mechanical engineer Jobst Brandt, bottom brackets are not subject to nearly as much precession- inducing load as are pedals. As the cranks rotate during riding, the pressure (which would induce precession) being exerted by the act of pedaling is being counteracted by the tensions being exerted by the chain which is being pulled by the pedaling motion – the two loads all but cancel each other out. Thus the fixed cups of standard bottom brackets are reverse-threaded more on principle than for any practical purpose.

For more than you ever wanted to know about the physics of bicycles, check out www.sheldonbrown.com/brandt

precession

HAPPY NEW YEAR FROM TRANSLINK.TO ALL WHO LAUGH IN THE FACE OF THE COLD - WE SALUTE YOU!

Cycling is a great mode of transportation any time of year. Get your Regional bike map and get riding. Visit www.translink.bc.ca/bikesfor a retailer nearest you.

Momentum Bike ad_prs2.indd 1 12/12/07 11:33:29 AM

Rush Hour

civia_momentum_ad.indd 1 12/17/07 5:02:17 PM

momentum no. 31

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