Saturday, August 30, 2008

Safety Equipment I - Bells

The laws of the State of Maryland (where I live) has this to say about how a bicycle ridden on public byways is to be equipped:
By law, all bicycles must be equipped with:
  • Brakes that enable the operator to make the braked wheel skid on dry, level, clean pavement.
  • An audible device (bell or horn) that can be heard for at least 100 feet. Sirens and whistles are prohibited.
  • A white beam headlight, visible at a distance of 500 feet, and a red rear reflector, visible at a distance of 600 feet, if ridden at night or during unfavorable light conditions.
  • A safety seat, firmly secured to the bicycle, or a trailer must be used if traveling with a small child.
  • A bicycle basket, rack or bag must be used in transporting small articles so that both hands may be kept on the handlebars.
For the longest time, even though I'm a safety fanatic, I ignored the bell requirement. After all, I reasoned, I can yell, "Bicycle!" or "On your left!" much louder than any silly bell. But a couple of weeks ago, after a close brush with a car, I dug a bell that I bought several years ago out of my parts box and installed it. It's one of those "incredibells," very compact. They don't muck up the looks of your bike nor do they get in the way if properly installed.

I was motivated after the close brush because I realized that if I were in an accident, my not being fully and properly equipped according to the state law would weaken my position in any litigation. A bike bell seems like a small burden to bolster your standing in this way.

In the two weeks that I've had the bell installed, I've made an interesting observation. Bike bells work. They work to alert people ahead of you that there's a "bike back," and they seem to be effective for two reasons:
  • They don't require the hearer to understand English, and
  • They are universally (or almost so) recognized as the sound of a bicycle
So, I say, if you ride on the street, make sure your bike's properly and legally equipped. You might just find that things work more smoothly to boot.

Tuesday, August 26, 2008

Cycling Movies

There haven't been that many English-language dramatic movies about bicycling made since the 19th-century "Ritchie the Tramp Bicyclist" (1899, UK, silent).

The late screenwriter Steve Tesich wrote a couple of movies in the late 1970's and 1980's.

"Breaking Away" (1979) was an (I guess you'd say) "sweet" kind of coming-of-age movie, set in a small Midwest college town. One of a group of four friends gets caught up in the romance of bike racing and the movie follows him and his buddies through the changes of late adolescence. The protagonist is Dennis Christopher, backed up by a very young Dennis Quaid, 4 years before he found a broader audience in The Right Stuff. Here's the Netflix entry. Tesich won an Oscar for the Breaking Away screenplay. (Rating: 7.6, imdb)

(PS: Check out the poster at right: What's wrong with this picture?)

Six years later, Tesich wrote "American Flyers" (1985) starring Kevin Costner, 2 years before he found a broader audience with Untouchables, and Jennifer Grey. I haven't seen American Flyers, so I can't give you a personal plot synopsis, but here's what Internet Movie Database has to say: Sports physician Marcus persuades his unstable brother David to come with him and train for a bicycle race across the Rocky Mountains. He doesn't tell him that he has a cerebral tumor. While David powerfully heads for the victory, Marcus has to realize that the contest is now beyond his capabilities. / Features great views of the Rockies and an insight in the tactics of bicycle races. Here's the Netflix entry. (Rating: 5.9, imdb)

Now the movie that inspired this post: "The Flying Scotsman" (2006) starring Jonny Lee Miller and the versatile Scots actor Billy Boyd of Lord of the Rings fame. This is the fascinating true story of Graeme Obrey, the Scotsman who held two world records in the 1-hour track time trial (on a bike of his own design and fabrication) and was World Pursuit Champion in 1993 and 1995. This is a dramatic and engaging story that has it all: competition, desire, conflict (Obrey and the World Cycling Federation were in conflict for years over his unconventional methods and designs) and (even) mental instability. I wholly recommend this movie.

You'll note that I qualify in the first sentence of this posting the "English language". Let me warn you that (especially for the American ear) parts of the dialogue in Flying Scotsman in in such a thick brogue you may need to turn on the subtitles in English (yes, they have English subtitles in a Scottish movie!) Here's the Netflix entry. (Rating 7.1 imdb)

Friday, August 22, 2008

(No Relation)

Here's a story about convoluted reasoning in San Francisco bike politics. A person who (sort of) shares my name, Rob Anderson, a 65-year old described as a "gadfly" has insisted the city of SF complete an environmental impact study before they roll out a massive bike lane / bike parking plan.

His reasoning? Allotting more street space to cyclists could cause more traffic jams, more idling and more pollution.

This guy is definitely a weirdo / lightning rod, to be sure, but hasn't SF always, always been the epicenter of this kind of highly-charged local politics? Critical Mass originated in San Francisco in 1992.

This political contentiousness is nothing new. I remember 10 or 12 years ago seeing sidewalk stencils in the parks at Haight-Ashbury with pictures of cars described as "heat death machines". Here's another article on sidewalk stencil art in SF. You can see a nice collection of stencil art over at StencilArchive. (The bike stencil above came from there.) I searched, but I couldn't find my "death machine".

Thursday, August 21, 2008

Folding Bike Rationale

Folding bikes seem to be very popular, and there are many good online reviews of them. Here's a recent one that is a nice broad (and current) survey. In the interest of not clogging up the blogosphere with duplicate information, I'm not going to re-hash anything to be found at Optimal Ride.

One of the things that jumps out at you with regards to "foldies" is that it's a design-heavy category, with apparent points for originality. Line up a bunch of road bikes or fully suspended mountain bikes and let your eyes go out of focus, and they all look the same. Not so with foldies. Every manufacturer has a different idea in mind as to what is important to the user of a folding bike. With this in mind, let's approach the issue from a different direction, to wit:

Why fold a bike in the first place?

Since folding a bike frame will either add weight or decrease strength or both, there should be a compelling reason (or reasons) for doing it, to make up for what is lost. Following, I write down the use-cases that I can think of for folding a bike. Maybe some readers of this post can comment this posting up with a few more. Anyway, let's begin:
  1. Fold up a bike to put it in your private vehicle, to avoid using a bike carrier rack: Perhaps you consider bike carrier racks a pain, and feel that they are flimsy and insecure. In this case, it's expected that ride quality will be important, because this use-case suggests you'll be getting your bike to the starting point of say a club ride, which could be of any length.
  2. Fold up a bike to carry it on a public conveyance that won't accept a full-size bike: In this case, it's expected that you will be attending your bicycle, and will presumably load it to and unload it from the conveyance by yourself. This use-case suggests public transit for commuting, so ride quality may be less important, as distances may well be shorter. A commuting scenario suggests that you'll be doing setup-fold and fold-setup sequences quite often, so compactness and ease of setup will be important here. And weight will be important, unless you're looking for some upper-body exercise.
  3. Fold up a bike so it can accompany you on a plane trip: Handing your bike over to someone else to handle requires a leap of faith, insurance to cover damage, or a highly protective case. Or very possibly all three. This use-case values ride quality over speed of break-down or setup; this isn't a commuting scenario, you'll likely be setting up and breaking down only once on the trip.
  4. Fold up a bike so that you can carry it to and store it in your office because you don't have a bike rack or other place to secure it: This scenario suggests an urban, multi-story setting. In this case, setup speed and weight of the bike would be important.
With these possible user-cases for a folding bike, let's now look at quality criteria for folding bikes:
  • Ease of setup/knockdown: How quickly can the user put the bike in a folded state from a rideable state or vice versa?
  • Compactness: How small is the folded-state package?
  • Ride quality: How well does the bike ride compared to a regular bike? What gear range is available?
  • Weight: How heavy?
  • Utility: Is the bike equipped (or equippable) with fenders or rack, or a special conveyance system (such as the Bike Friday carrying case / trailer)?
  • Sizing: Can the bike accommodate tall or heavy/strong riders?
So looking at the use-cases vs. the quality criteria, here's a little chart at right that represents my opinion on weighting the various attributes of the folding bikes for the different use-cases. As always, your mileage may vary. But I recommend using a method such as this when comparing the various folding bikes if you're in the market for one, otherwise it's easy to get overwhelmed or to purchase a foldie that doesn't solve your particular problem.

Tuesday, August 19, 2008

MOMA sez: Bikes are Hip

Continuing on our theme of New York City, bikes and urban hipness, mosey on over to the MOMA online store. On the front page of their Fall 2008 catalog is a Strida bike, a classic design which is now in its fifth generation. (At a long-legged 6' 6", I personally am too big for a Strida, and I think it would be tough to ride a Strida for more than a couple of miles, even for someone whom it fit. But a compelling modern minimalist design, nonetheless.) Bikes as expressions of urban hipness have officially arrived. We'll see how long this mania lasts, but my advice is to enjoy it while you can!

But wow, the MOMA catalog item that caught my eye (at a suggestion from my wife) was these pant-leg clips (pictured). They are called "Windriders" and designed by Gijs Bakker. They seem obvious, so obvious that I have a nagging feeling that I must have seen them before. I don't know if this is the case, or if my sense of déja vu is simply the subconscious recognition of a classic design, but in any case, hats off to Bakker and MOMA. (I don't wear long pants riding, and so don't have any practical use for them, but if they were given me, I'd wear them over my socks now and again just for fun.)

Sunday, August 17, 2008

Byrne, Bike Racks, and Design

David Byrne is the paragon of the hip urban cyclist. If you don't believe me, look here. He's been doing bicycle activism in New York City, for which he is to be commended. When asked to be a judge in a bike rack design content, he instead turned in some (in my opinion) cutesy designs (that are, admittedly, very NYC-savvy) and expects to sell them as objets d'art later. I'm certain he'll find a willing market for this. (The finalists in the NYC bike rack design contest are here.)

If I had not recently been charged with doing bike-rack research for our office, perhaps I would be more impressed. But there has been a lot of really creative design work going into bike racks, design that often goes deeper than simple croquis imagery. Consider the Byrne coffee mug rack in fabrication (below right) vs. the custom Dero coffee mug rack (below left), several years old:

Let's start by asking the question, "What does a bike rack need to do?" I would submit that a bike rack should fulfill some or all of the following functional requirements:
  • It should be identifiable as a place to park bicycles;
  • It should allow bike parking at a reasonable density, while still keeping bikes from getting scratched or dinged up;
  • It should allow secure locking of bikes (a very good design would make it hard to lock your bike incorrectly);
  • It should accommodate all kinds of bicycles.
There are no doubt other requirements relating to budget, etc., and of course your mileage may vary, but for now, let's assume all other things equal and let the above requirements stand.

So, when researching a bike parking facility at our office, I did a fair amount of online research. There are many repetitions in the land of bike rack design, and where there are duplicates, I make an attempt to present the original designer (such as "Ribbon Racks" below, the originator as far as I know, of the undulating ribbon design). I was looking for group bike parking in the 6 to 12 bike range. Here in no particular order are the racks I found. Consider the following a survey of bicycle rack design in the current day. Although there are other designs to be sure, most all of them will be a variant of one of the following designs:

The Bike Rib, series 3: Available from Function First, Inc: This is a nice, clean design that is formed from simple round steel tubing and appears to be nicely optimized for bike density. I like the use of angles for functionality here. The design at right holds 8 bikes, two for each vertical loop. It looks like it would be sturdy.

Vintage Bike Rack: Available from Cycle Safe, Inc: This is a standard "inverted loop" design, but with decorative inlays. This would be very useful, I think, if you're an urban planner doing street-scape work in a historical district. There are 11 different designs, of which I show 4 at right. They seem to have taken some pains to make sure that the decor does not decrease the locking function.

Campus Racks: Available from Peak Racks: This is an alternating-height rack with a separate locking bar. Looks to be very high density, and moderate security (certainly good for campuses and other controlled environments, probably not sturdy enough for hard-core or overnight urban settings.) This is a difficult design to photograph, but it looks like it has lots of applications, particularly on (as the name suggests) campuses.

Cora Expo:
Available from Cora: This looks like it would work in a setting where high security was not required. Those "coat hangers", while allowing good density, don't make it obvious how to lock up the bike and frankly, they look a little lightweight. I'm afraid a pair of bolt-cutters would go through them.

Wallrack: Available from Cycle Safe, Inc: This looks like a sturdy alternative to the ubiquitous wall hook, with the advantage that the angled brace provides a lock point, although it's not clear that this brace will work with any standard U-lock unless you have a cable. These are staggered on the wall (see photo) to allow handlebar clearance with standard 16" stud spacing. Unlike most of the other designs, which tend to be embedded in pavement, these would require a sturdy attachment to the supporting wall to prevent a thief from just ripping the whole thing away.

Grid Style Bike Rack: Available from Saris: This is the familiar, mass-market style of bike rack that you've seen on a hundred college campuses. Not terribly convenient, but no doubt economical. You can usually find a way to securely lock your bike if you don't get one of the coveted end spots, but you have to work at it.

Bikeeper: Available from Bikeeper: This Dutch company is easily my personal pick for the best new design I've seen in this area (even if they do have a Flash website.. ugh). It's not surprising that the Dutch, who are bicycle-oriented in the extreme, would come up with a simple and clever design such as this. You roll your bike into the trough, and the trough pivots to present obvious locking tangs to hook your U-lock into. (See the animation at their website.) Gosh, I love good design ideas. The only fault I can find with this design is, it may interfere with (or, rather, be obstructed by) down-tube bottle cages. Or if you have a bike (like a Montague) that doesn't have a down-tube. (I'd take my down-tube cage off if we had one of these at work.)

Commuter Bike Rack: Available from Huntco: This is a high-security "clamshell" design. Very safe, difficult to make dense, probably has a learning curve to use well. No nonsense aesthetics. Although Huntco has some more highly-designed stuff similar to Dero and Ribbon Rack (below), this particular model seems to be unique to them. This is what I'd want in the inner city (along with a Kryptonite New York City lock.)

Ribbon Rack: Available from RibbonRack: This is the classic design that has been widely copied, perhaps because the designers didn't pursue appropriate protections, or perhaps because they wanted to design and not spend their time in court. Or maybe, just maybe, they've been successful in protecting it and this is what everyone sells. (I hope so, but I somehow doubt it.) In any case, this brilliant design came out in (I think) the late '70s or the early '80s. Simple, beautiful, economical, classic.

Dero "Bike" Bike Rack: Available from Dero: It seems to me that Dero has been doing for years what many of the New York City designers have just started, and that is, iconic bike racks. They are in my opinion the leaders in commercial bike-rack design and execution. If you look at the NYC designers stuff (including Byrne) above, and then go look at the Dero site, you'll see a lot of similarities, and where there are duplicate themes, the Dero design is usually better. (Dero has the advantage of having done this for years and subjected their designs to a manufacturing discipline, so it's natural that they would be convincing when it comes to quality.) Dero has many different designs on their site (including an intriguing "stag" design) but I especially like the Bike Bike Rack. It can park up to 4 bikes and simply, iconically, announces what it is.

BikeTree: Available from BikeTree: On rare occasions, you come across something that is so stunningly over- engineered while being under- considered, it just takes your breath away. The BikeTree is one such item, a fantastic example of a solution hunting for a problem. Neither "bike parking" nor fully-realized "integrated bike sharing sytem", the BikeTree is an over-the top design exercise for parking bikes that employs Wi-Fi, Smart Cards, solar panels, lithium ion batteries, and lots and lots of polycarbonate plastic, all in the service of solving the awful problem of (wait for it).. having to carry a bike lock. Yes! Freedom from bike locks! Except, er, if you go on your bike to the grocery or hardware store, you'll have to carry a lock anyway. Nevermind. On their website, it says, "Bike Tree products emphasize simplicity, efficiency and convenience." I don't know what they're smoking over there at BikeTree, but I want some.

Saturday, August 16, 2008

Your Bike's Sound System

I think that these kids in Queens have an idea of "bike sound system" that is different from mine.

The other day I was passing another commuter on my way in to work. A younger guy, nice bike, not slow, but kind of wobbling a little. It's my experience that when you pass a cyclist, you say, "on your left" or "on your right," not too loud, just to be courteous. Well, I said, "on your left" as I was beginning to pass, and the cyclist didn't respond. Hmph, I thought. Then I looked and noticed he had earbuds in place. I think this is dangerous, particularly if you use the isolation kind of earbud. (I also wonder if having his ears stopped up contributed to his wobbling.)

Well, there are new earphones on the block that use bone conduction to transfer the sound, and don't obstruct the ear canal, thus allowing sensing of ambient sound. Finally a system for safe cyclists! These are called "Zelco outis" (I guess they pronounce "outi" as "outie", like a belly button.) You can read a little more about them on Gizmodo.

It would be great to pick up Morning Edition as I bike in to work. Or All Things Considered as I go home. I think I'm going to have to get a pair of these.

It looks like these list for a little over a hundred dollars, but they're being heavily discounted. I'd love to hear from someone who has used them, and will gladly post on this blog any reviews from cyclists. So let me hear.

Friday, August 15, 2008

DC SmartBike vs. Paris Vélib

Today (August 14), Washington DC rolled out its public bicycle system, called "SmartBike". There are 120 bikes based at 10 different stations spread across downtown Washington DC. I'm a little dubious about how it will work, or rather I should say that the system is structured in a way that is unclear. Is the system for locals or tourists? Some aspects of the system seem to discourage tourist use, but others suggest that the system will not work all that well for local commuters.

The obvious comparison is to the Vélib system in Paris, what Parisians have cleverly nicknamed "La Vélorucion". I've had the good fortune to visit Paris 3 times in the past year, and have personally admired Vélib. Rain, shine, night, day, whatever.. you see Parisians on Vélib cycles. You see the stations everywhere. At night, you see trucks full of Vélib bikes being hauled back to the central depot for maintenance. It's really something.

Both systems, Vélib and SmartBike, are subsidized by advertising (billboard) companies in a private-public partnership with the respective city. And the bikes (Vélib top right, SmartBike center right) are not so different, urban highly adjustable upright bikes with full mudguards, and high-capacity front baskets. (The DC program for some inexplicable reason decided to go with differently-sized front and rear wheels, thus doubling their tire inventory requirements for maintenance. And, equally inexplicably, the SmartBikes have no lighting system. No doubt a cost-cutting measure.) There the similarity (such as it is) ends.

In the thematic spirit of Practical Cyclist, let's run the numbers.

Looking at the chart outlining the systems at right, we can see that it's not really fair to compare the Paris and DC systems. (Note: corrected for DC served area.) A quick glance shows that the Paris system has 170 times the bikes, 150 times the stations, and 30 times the density (the Paris system covers approximately 5.5 times the land area). Not much of a match-up there; the American sponsors are being, ahem, a little timid (understandably, I suppose).

An even more striking contrast is apparent when you compare the fee structure between the two systems. To use a bike in DC, you can go up to 3 hours free. To use one in Paris, you are charged a surcharge of 1 euro after your first 30 minutes, and the rate of surcharge increases the longer you have the bike. At 3 hours, the limit of the DC system, you've been charged over 20 bucks on Vélib!

So what's going on here?

Well, it would seem, from the economic structure shown, that the DC and the Paris systems are designed to answer different questions. The Paris system tries to answer the question, "What would a mass-transit system based on bicycles look like?" The frankly punitive surcharges that they levy are designed to get the users to use the bikes to get to their destination and get them back in service. They are trying to create a feeling of reliability, such that you can go to your nearest station and expect to find a bike to use. (Failing that, if your nearest station is out of bikes, the station density assures that there will be another one very nearby.)

The question the DC system is trying to answer is not so clear. They don't cover a broad enough area nor do they have enough density to truly serve the commuter needs. Nor do they have a bike depot at Union Station, where all the train commuters come into town. The 3-hour limit is too ahort for a work day, and seems more oriented towards a tourist use. However, the station locations are not in the right places for tourists, and tourists won't use it anyway because of the annual fee. So I'm forced to conclude that the question the DC system is trying to answer is, "What symbolic but ineffective gesture can we make to show we are a 'green' city?" or, alternatively, "What can we do to further frustrate the cabdrivers of DC?"

I think the SmartBike system could work, even given the major limitation it has (that of being situated in a non-cycling city!) I think that if they situated a huge depot at Union Station, (where they care about how bicycles look,) and situated "receptor" stations around L'Enfant Plaza and the Capitol office buildings, it could succeed locally in terms of visibility and ridership. And that would be a success, indeed.

Thursday, August 14, 2008

Vehicular Cycling in Beijing

Sometimes, I wish people who weren't vehicular cyclists would get trained before they try to write about it.

Katie Thomas, a sportswriter for the (wait for it) New York Times, writes in an article today that urban cycling is nerve-wracking. Nerve-wracking, that is, for an inexperienced cyclist. For an experienced one, such as Jason McCartney, a member of the US Olympic cycling team, it's "giddy" fun.

I'll give Thomas some credit. She admits her inexperience by calling her own idea "archair arrogance". And, she offers a good one-sentence description of vehicular cycling: "It required looking over one’s shoulder, moving into an open space in traffic, and trying to avoid pedestrians — all at once." But by describing the experience as "not for the faint of heart" and as implying that left turns across traffic were tantamount to taking one's life in one's hands, she in effect portrays vehicular cycling as not for ordinary people. And that's just wrong.

See "A Relaxing Ride, but Not for the Faint of Heart".

Wednesday, August 13, 2008

My Ride

Here's my current ride. It's a commuter that's really built on a cyclo-cross frame. I'm a pretty old-school guy, so in some ways this is an old-school bike. I've put about 4500 miles on this bike so far, (about 1600 this year) and it's held up well. Here are the "specs":

Frame: Steel Nashbar generic mountain bike hardtail frame and rigid fork. Extra long seat post to handle my long legs (38" inseam!).

Wheels: combo rim / disk brake compatible 26" mountain wheels. Sun Rhyno Lite rims on Deore hubs (I wish they had cartridge bearings.) I have Forte City ST/K tires from Performance Cycling which I run at 85 psi.

Drive train: This is the most unusual aspect of my bike. It's a 9-speed. 45-tooth chainwheel on an old French TA crank (185mm crank arms for those long legs of mine) driving an 11-34 Shimano cluster. This is all the gear range I need around Columbia, Maryland. SPD compatible pedals from Nashbar. Sealed Shimano bottom bracket. Deore indexed shifter and derailleur. Just having a single gearing to shift up and down on is so intuitive, it's almost like having an automatic transmission. Sometimes I think about replacing this with an internal-geared hub. (It would be nice to downshift when stopped.)

Saddle: Terry Liberator Men's. Very nice commuter saddle. Durable and comfortable.

Brakes: Mafac cantilevers with drilled-out Mafac levers. These are very "old-school" brakes. They require a fair amount of hand strength to operate, but they are as solid and reliable as it gets. Fantastic stopping power.

Handlebars: Old improvised "bull-horns" cut from a standard drop handlebar. Bought for $5 from the parts box of a local bike shop. I use a double-wrap of gel tape covered with yellow and blue Cinelli cork tape. It is so important to be color-coordinated!

Lighting / visibility: Cateye 3-LED front light, 3-LED rear light (on seatpost), with 3" amber truck reflector on the back. (You can see the reflector shining in the mirror behind the bike in the photo above.) Everything uses AAA batteries, and they last a surprisingly long time.

Mudguards (fenders): Yellow Planet Bike "Hardcore". Life is too short to limit yourself to black or silver fenders.

Baggage carrying: Old Eclipse platform rear rack with a couple of Nashbar panniers. I fill these up on a daily basis. One pannier carries rain gear, a change of clothes, a lock, and lunch. The other pannier carries my briefcase-backpack, including my laptop. It's a pretty full load, and this bike handles it nicely.

Saturday, August 9, 2008

Lost in the Fog

I greatly admire George Vecsey, the sportswriter for the New York Times. Here's a link to his coverage of the Olympic men's bicycle road race (152 miles).

An excerpt is a quote from Jacques Rogge, the president of the International Olympic Committee, (IOC):

“The fog you see is based on the basis of humidity and heat. It does not mean to say that this fog is the same as pollution. It can be pollution, but the fog doesn’t mean necessarily that it is pollution.”

It's tempting to say that Rogge doesn't have a superb command of English, and that would explain the ambiguity of this statement. Me, I think it's rubbish. Rogge is trying to say something that is less than a bald-faced lie, and not succeeding at it.

The cyclists call it pollution, and I tend to believe them. "Grandpa" George Hincapie said these were the worst conditions under which he had ever raced.

This is a scandal, and the IOC's and the US Olympic Committee's (USOC) transparent responses to pressure from their Chinese hosts is disgraceful. Consider this story: The USOC issued the specially designed masks to protect athletes from the potentially harmful air in Beijing. Randy Wilber, the USOC's main exercise physiologist, advised the athletes to wear the masks on the plane and as soon as they stepped foot here. Which is precisely what the US Track-cycling team did (see photo). Then, after being scolded by USOC officials who told them "the Chinese were mad," they apologized to the press. For doing what is (1) prudent and (2) what they were advised to do. This sucks big time. I'm probably going to boycott TV coverage of these Olympics because it angers me so. (Update: I didn't. It was good to see the American swimmers and roundball players rock.)

Vecsey describes the air as "Hot and furry and persistent". Ugh. I'll leave it at that. Put on your masks, people.

Update: Here's a followup in the NYT from a pulmonologist.

Photo Copyright© 2008 The New York Times Company

Tuesday, August 5, 2008

Chain Maintenance: Waxing

Most people probably think that tires are the highest-maintenance items on a bike, but they're not. The highest maintenance item is the chain. I might have to deal with flats 3 or 4 times a year (I use aramid aka "Kevlar" belted tires), but I have to lube my chain every few weeks (say every 300 or 400 miles) or it starts clattering.

I use a very "old-school" type of chain lubrication. I dip it in hot (liquified) paraffin wax and let it sit for a few minutes. The chain heats up, the joints loosen, the old dirt falls out, and the wax seeps in to all the nooks and crannies of the chain. I pull the chain out, and it's magically shiny -- a thing of beauty. It cools, and has a slightly waxy feel (can't imagine why). Goes right back on the bike and I'm good for a couple more weeks of daily riding.

The hidden beauty of chain waxing is that it is (as far as I know) the cleanest form of chain lubrication. It's dry and absolutely does not pick up dirt. Which means it doesn't get the rest of the bike dirty nor you dirty. Most liquid lubricants inevitably pick up dirt and just getting near your bike will give you a "tattoo". A needless mess, whereas I can rub against my chain all day, even with long pants on, and.. nothing.

So, if it's so advantageous, why doesn't everyone do this? Well, it's a bit of a hassle to get set up. First, your chain should be removable from your bike without tools (see Update 1 below). Then you need a pound of paraffin wax (this is widely available at most grocery stores in the "canning goods" aisle.) Then you need something to heat it, and here's where it gets tricky. You have to use something that will melt the wax but not heat it above its flash point or you will have a big fire on your hands.

For a long time I used a coffee can with my wax melted into it and set that in a large saucepan of water. Just like a double-boiler in principle. This has worked fine, but my dear wife has finally had enough of the little wax splatters that inevitably happen. So last weekend I went out to a beauty supply store and bought a wax heater (just a little thermostatic hot-plate device that they use for heating depilatory paraffin.) I wish I had taken pictures of the quizzical looks on the beauty-supply clerks' faces when this big sweaty cyclist walked in their shop wanting a wax heater.

If it works, (and I've got a little setting up to do yet this weekend,) I can leave it set up out in the garage. Woo-hoo! It will be nice to be able to just flip the switch, get the wax liquid, and drop the chain in, and not have all the cleanup associated with the kitchen.

I'll let you know how it goes with an update.

Update 1: I haven't got the new setup going yet, but my brother Willie makes the comment that, in this post, I assumed that all users would have an easy way to remove the chain from their bike. Silly me for making this assumption! I use an SRAM Power-link (pictured at right). and have for years. Here's a good web-page that gives the best technique for removing the PowerLink, which does have some, uh, "nuance".

Update 2: I published an Instructable that gives a step-by-step method for chain waxing. Enjoy!

Sunday, August 3, 2008

Surprising Results in Carbon Footprinting

Sometimes you see an image that conveys a new and unexpected fact and it just grabs you and doesn't let go. So it was was when I read this article in the New York Times in late April. The unexpected fact was about the relative carbon footprint (CF) of French vs. California wines on the East Coast (where I live). As the graphic below shows, French wines have roughly one-half the CF of California wines, almost all the difference due to the shipping of bottles and the finished wines themselves. (Click the image below for a legible version.)

A close read of the article exposes some other gems: Where is the sense in Great Britain exchanging 20 tons of bottled water a year with Australia? This is a fact that only the freight companies could love.

I'm all for eliminating tax exemptions and subsidies that hide the energy / carbon costs of our way of life. (Ultimately this philosophy has to be good for cycling!)

Saturday, August 2, 2008

Overcoming Obstacles: Sweat

I've had a couple of conversations this week with different people about one of the commuting cyclist's challenges, sweat. Which is to say, body odor. Particularly for cyclists with an athletic tendency, who like to ride fast and sweat in the process, body smell in the workplace is an issue. No matter how you feel about how inoffensive your smell may be, believe me, your co-workers will sense it. You've gotta deal with it!

The question is how. Most people feel like they have to have a shower room at the office, and if you've got one, with janitorial service to keep it clean and towel service and lockers, I have this to say to you: "What company was it you said you worked for? Because I want to apply for a job!"

Then there are the rest of us. I for example have a company that provides an employee-policed shower room. Ugh. Better than nothing, but not something to get excited about.

And there's the unwritten observation about showers: they do take significant time. Figure getting in at least 40 minutes early to work, 15 minutes to cool down and 25 minutes to shower, towel off, change clothes, and hang up your cycling stuff. It works, but 40 minutes is a lot of time...

Then there's my solution: I use baby wipes.

Before you recoil in horror, let me walk you through my process. I cycle in to the office, and arrange the contents of my panniers. I cool down (I allow 10-15 minutes, depending on the heat of the day). I strip off my cycling jersey and hang it up on the back of my office door. Then I use two baby wipes, one for my pits, and one for my head and shoulders (hey, isn't that a trademark?) I use aloe wipes with a baby powder scent. (This may sound effeminate if you're a guy, but it's actually a quite refreshing smell.) Then, on with my working clothes, and I'm good.

The whole thing (including cool-down) takes 20 minutes max.

For a long time, I thought this was my own personal brilliant great idea, but one time I ran into a fellow cyclist at a hotel exercise room in Chicago, and found that he'd hit upon the exact same solution. So once again, I was humbled, as I am so often by this wonderful activity.

For an interesting perspective on sweat from the third world, go here.

Friday, August 1, 2008

Good Cop / Bad Cop

Here's the good cop, pictured at right. Tom Casady, Chief of Police, Lincoln, NE. This guy makes me think that living in Lincoln, Nebraska might not be such a bad thing. (And I have to admit, this is the absolute first thing to make me think this.) Read his post on bicycles and cars sharing the road here. The rest of his blog is an interesting insight into medium-sized-town policing. Update: Tom has a good sense of humor. When discussing how to avoid the "door prize", he says, "A row of parallel-parked cars is risky, and cyclists generally need to move out to the left by the approximate length of a 1972 Monte Carlo's door." (The link to the car image is by him.)

Here's the bad cop, also pictured at right. Patrick Pogan, rookie policeman in New York City. This guy brutally tackled a cyclist at a Critical Mass demonstration in NYC. The video is of course on YouTube here. I have (like about so many other things) mixed emotions about Critical Mass, because I feel like their manifestations are unnecessarily confrontational. (I mean, I holler at rude or oblivious drivers, but it's always for a reason.) The NYPD police union is defending him, more here. Good luck. If the video is admissible, it sure looks like an assault to me. I mean, this &*%^! cop didn't even flag the cyclist down!

Be your own judge.