At the end of the year I lamented that I didn’t feel like I got on my bike enough in 2013. I clocked in a total of 3,184.38 miles, which was exactly 1,815.62 miles less than last 2012 (in which I went out on New Year’s Eve to cap off precisely 5,000 miles).
I’m not a person who makes resolutions (or rather, I don’t make resolutions on only one day out of the year), but my brother suggested I attempt to circumnavigate the moon by bike.
6,784 miles around the moon / 365 days in the year = 18.59 miles a day, which is over twice my average commute. Considering that takes about 15 minutes, this seems rather do-able.
Even if I don’t make it all the way around the moon, hopping from crater to crater seems like a fun challenge for anyone. Plus, maybe there’s a chance to learn something, too. Continue reading ›
I got a chance to try out the Slipnot Bicycle Tire Chain system. The results were a mixed bag. Ultimately they were overkill for my use cases, but I could imagine situations in which they could prove to be useful. I’ll run through the pros and cons below.
“Please find attached a current photograph of the switch back, just beyond the Marsupial Bridge at Kadish park.
I have often had to put forth a request to have the bike paths and recreational trails cleared after a heavy winter storm. When make the request I always ask why these trails are not cleared in an immediate way, considering how vigorously the streets are salted and plowed (though I could go on about the state of the bike lanes every year).
The response I usually get (if any) is that the city doesn’t plow the paths because they assume it is too cold for anybody to want to use them.
Well, here I offer you undeniable proof, in the form of rutted, iced over foot prints and tire tracks. Continue reading ›
Make way for the king. The automobile rules the road and getting in their way is comparable to heresy. Or, at least, that’s where the American road system has lead our beliefs.
Street designers are always looking for ways to clear the way for a steady flow of auto traffic. This is particularly obvious at busy highway on–ramps and interchanges; the more steady the flow of traffic, the less likely a traffic jam will occur. Unfortunately this has tricked people into thinking that there is a social right to flow. In other words, if you cause a person to hit their brakes, you’re in the wrong, no matter what. The next time you hit a deer on the highway, ask it if it believes in the right to flow.
Automobile flow does make sense when dealing solely with automobiles. Cars are big and fast and wasteful. But city streets are filled with all kinds of non–automobiles: pedestrians, cyclists, dog–walkers, children, the elderly, skateboarders, the differently–abled, construction workers, ipods, and cell phones. The streets are also filled with specialty vehicles that don’t always move in a straight line: emergency response vehicles, garbage trucks, semi trucks with trailers, construction vehicles, taxis, parallel parkers, school buses, delivery trucks, and more.
Despite the incredibly common appearance of any number of these non–commuters and non–automobiles, drivers continue to drive beyond the speed limit and blindly struggle to keep pace in an effort avoid hitting the brakes as often as possible swerving impatiently around a cyclist to race to the next red light. To a driver it makes perfect sense to respect the laws of the uncaring light, which is hanging safely above the dangers of auto traffic. A driver will stop unquestioningly and waiting semi–patiently for the light to turn green. That respect drops dramatically, though, when it comes to merely slowing down and move cautiously around living, breathing human beings. Cyclists are “unpredictable” and that’s aggravating.
When motorists encounter the more vulnerable non–automobiles, their default thought is to view the encounter as a threat, even one as innocuous as a person crossing in the middle of a block. This person, they think, who is in my way is challenging my kingdom. 9News out of Colorado ran a report about threats being made against a local bike race. Trooper David Hall reassured that caution would be taken, but didn’t seem to foresee a real problem. That is very much appreciated, but my problem was in a closing statement made by Hall:
This is not a new issue. I understand the frustration that motorists feel sometimes when they encounter bicycles on the road and I also understand the frustration that bicyclists feel when a motorist is belligerent to someone on a bicycle. This issue is a two way street.
A two way street, perhaps, but a lopsided one. The problem is that Hall is comparing a motorist “encountering” a cyclist to a cyclist being threatened by a motorist. Hall is essentially saying the two are the same and that bikes on the road are, by default, an assault on a motorist.
Really those cyclists are an assault on the myth of flow. Cyclists aren’t out to piss off motorists. They’re out to ride their bikes.
I encountered a belligerent driver on my way back to work a few weeks ago. Traffic was traveling at a very moderate pace due to the signals which were programmed to shuffle cars through a pedestrian heavy area at a safe speed. As I attempted to merge from the bike lane a man in a suburban didn’t appreciate my butting in and accelerated, knocking me off my bike, in a threatening (thankfully), not injuring manor.
His anger was particularly unjustified as he had nowhere else to go, but in the 10 feet between him and the next car that I was presently trying to occupy. When I was on my feet I immediately called the police. They reviewed both sides of our story (My claim was that he hit me, his claim was that I was interrupting traffic) and they reviewed the stories of two witnesses (One saw me swearing at the guy to stop hitting me, one saw him actually hit me). Their ultimate decision was that it was a “misunderstanding.” They didn’t write warnings (they apparently don’t do this in Milwaukee) and they didn’t file a report, so it essentially it was like it never happened. I talked to Attorney Daniel E. Goldberg about what I could do, but since there was no report, my bike wasn’t damaged and I wasn’t damaged, there wasn’t much I could do.
Do not overreact. Do not yell at the person. Do not assault their vehicle. The law will treat you as if you are a car, not a cyclist and not a pedestrian.
Get the license plate number.
Get the names and numbers of all witnesses immediately. Witnesses tend to leave the area when they’re needed most: when the police arrive.
Get the name of the officer.
Demand that they file a report.
But this city is slowly livening up to the idea that there are more people on the road than just themselves. This weekend my neighborhood is running a 24 hour bike race calledThe Riverwest 24. In only its second year it has managed to attract over 350 registered riders, with the expectation that it will continue to rise, well into the hours before the race begins.
If you want to see what it looks like when a cities residents, both motorized and pedal powered, start to cooperate come out and cheer on the races.
The following is an open letter I sent to firstname.lastname@example.org to get a more accurate bicycle license application page.
I was talking with some of my cycling friends lately and I’m all about registering my bike. As a representative of the Milwaukee Bicycle Collective I make sure to tell everyone to get their bike registered to be a legal rider in the city.
However, I feel like the registration form is a bit lacking as far as bike description goes. For instance, it asks for the tire size, when really you should be asking for the rim size. Furthermore, the tire size only uses inches while today’s modern wheels follow European standards. And even the archaic “inch” measurement doesn’t include larger wheels, like 28” wheels.
It may not seem like such a big deal to just use a close estimation (700c rims are only marginally smaller than 27 inch wheels) but some cyclists are afraid of being caught between a technicality.
Rim sizes should include:
The bike type is also pretty lacking. Instead of men’s and women’s, which is a very generalized (and increasingly sexist) delineation I would recommend something more descriptive:
As you can see, it would be hard to classify a BMX or Folding bicycle as expressly male or female. Add a final option for the technical “sex” of the bike and include a “Not Applicable” for those that don’t apply.