The consensus among those in the know was that a u-lock is best for virtually everyone, offering the highest ratio of security to portability. Unconventional devices like folding locks are intriguing, but so far none offer the security of a good u-lock. Chains sometimes offer a slight bump in security, but they often weigh twice as much and still relent to power tools. Let masochists wear belts of hardened steel; all our experts said a good u-lock is the sensible solution.
But before we talked specific lock models, they also insisted we slow down. Most people don't know how to use their locks, they said. Most people buy big, heavy expensive u-locks and then don't secure their bike's frame, or don't lock to an immobile object, or worse. Videos like this and this and this drive the point home.
Both the professional and petty thieves we talked to suggested that if a cyclist couldn't take his bike inside, he should lock his bike in a different spot each day, making it harder to case out. And they encouraged people to ride cheaper bikes. After all, the resale value of a bike -- and its expensive components -- is what makes the thing worth stealing.
Bike frame builder Tom Donhou, inspired by the home-built cars of yore ripping it up on the salt flats of Utah, wanted to see if he could build a bike in his shop that would do 100 mph. This video documents his quest.
I love everything about this video, but especially the pace car. (via ★interesting)
Five-year-old Jack is trials rider Danny MacAskill's biggest fan. (Don't know who MacAskill is? Start here.) Inspired by his hero, Jack made a video of himself riding his bike around and doing some tricks.
Oh man, there's water coming out of my face now. #cryingatwork (thx, meg)
First of all, I set the menu. I mean, they can request stuff, the riders, if they want. I'll note it and I'll do it if it's possible. But, obviously, then there's rules to how to assemble the menu. Today's a rest day, so we do a low-carb lunch for them. They're not going so far, they just want to keep their legs going, so we don't want to fill them up too much. And we don't want to go too hard on the carbs so they don't gain weight.
Then we have a philosophy of using lots of vegetables, proteins, and cold-pressed fats, and then we use a lot of gluten-free alternatives. So we try to encourage the riders to try other things than just pasta and bread. I do gluten-free breads as well.
It's all to minimize all the little things that can stop you from performing 100 percent, that promote injuries, stomach problems, all those things. So that's a big difference (from cooking in a restaurant), because I have to follow all those rules. I can't just cook whatever I think is amazing. It has to be within those guidelines.
Then I take it as my personal job to take these guidelines and then make an incredible product from it, so they don't feel like they're missing out on things. It shouldn't be a punishment to travel with a kitchen truck and a chef who cooks you food that's good for you.
Grant's cooking seems to be paying off for the team...Saxo-Tinkoff currently has two riders in the top five and is in second place overall in the team classification. (via @sampotts)
Last month, we posted a video of Tim Knoll doing ridiculous and panic-inducing circus style tricks on his bike. In the video below, he explains how he does the bike limbo, riding under several semi trucks in a row. Just because he tells you how to do it, does not mean you should try it. In fact, it is the expressed opinion of this blog you should not try it. However, if you do try it and you do feel yourself falling -- which you will, because let's be honest -- don't try to lift your head up. Just fall, because as Knoll says, "scrapes are better than stitches."
Here's an unfortunately short bit of circus riding by Tim Knoll. You often see a lot of the same tricks in bike videos, so Knoll's style mix of flatland, street, and circus riding is refreshing. I do get nervous when he stands on his handlebars or plays limbo with a row for semi-trucks. Be careful, Tim Knoll!
A new study from the New York Department of Transportation shows that streets that safely accommodate bicycle and pedestrian travel are especially good at boosting small businesses, even in a recession.
NYC DOT found that protected bikeways had a significant positive impact on local business strength. After the construction of a protected bicycle lane on 9th Avenue, local businesses saw a 49% increase in retail sales. In comparison, local businesses throughout Manhattan only saw a 3% increase in retail sales.
And that's just one of the many tidbits from a NYC DOT report released last November (right around the time of Hurricane Sandy, which is probably why no one noticed at the time); read the whole report here:
Among them: "retail sales increased a whopping 172% after the city converted an underused parking area in Brooklyn into a pedestrian plaza", and traffic calming in the Bronx decreased speeding by ~30% and pedestrian crashes by 67%. (via @lhl)
Claim #3: The stations are too ugly for historic neighborhoods, and Citibank's sponsorship is too crassly commercial.
These are just some of the claims behind a series of lawsuits that are already in the works, brought by specific building owners who argue that docking stations don't belong next to their beautiful buildings. They're also worried that delivery truck access may be impeded by the presence of some stations. The lawsuits are being filed within the context of additional complaints that neighbors feel they weren't consulted on the location of some stations, despite the city's department of transportation having held nearly 400 meetings on station locations with community boards and other neighborhood groups. This is a classic NIMBY reaction, and by far the easiest one the city could have predicted. The idea that bike-share infrastructure is somehow uglier or more commercial than any other element of New York's streetscape is easy enough to debunk. But the truth is, one of the best things about the design of the Alta bike-share stations is how easy they are to install and, if need be, later remove. It's entirely possible that small problems with the specific locations of some stations will become apparent after the program launches, and they'll need to be moved around the corner or across the street to better serve users. This has happened here in Washington, D.C., and it'll happen for sure in New York. But that's all part of the bike-share roll-out process. If there's a legitimate problem with the location of a single station, that can actually be fixed within in a matter of hours or at worst, a day or two.
Our neighborhood newspaper went full-NIMBY about the bike-share this week and hit all the major points addressed in this article, including the ridiculous "bike racks are taking valuable parking spots" one. (via @jmseabrook)
Martyn Ashton takes a carbon fiber road bike (the same bike Bradley Wiggins won the Tour de France with) and does some trials riding with it. It's a bit like recreating the Mini Cooper chase scene in the Bourne Identity with a Bugatti Veyron.
Izhar Gafni has designed a bike that weighs 20 pounds, costs between $9-12 to build, can hold up to a 485 pound person, and it made out of cardboard.
Engineers told Gafni that his idea was impossible. Yet he realized that paper could be strong if treated properly. As in crafting origami and tearing telephone books, he explains, "[if] you fold it once, and it's not just twice the strength, it's three times the strength."
The development to what you see today took three years. Two were spent just figuring out the cardboard complications--leading to several patents--and the last was spent converting a cardboard box on wheels to a relatively normal looking bike.
If you had any remaining doubts about Lance Armstrong's involvement in doping, Tyler Hamilton's book should put those to rest. Hamilton was Armstrong's teammate on the U.S. Postal Service team, and in the book, he tells the story (corroborated by no fewer than nine former Armstrong/Hamilton teammates) of how Armstrong, the USPS team, and practically everyone else on the racing circuit doped in the 1990s/2000s. From an early look at the book by Christopher Keys at Outside Magazine:
The drugs are everywhere, and as Hamilton explains, Armstrong was not just another cyclist caught in the middle of an established drug culture -- he was a pioneer pushing into uncharted territory. In this sense, the book destroys another myth: that everyone was doing it, so Armstrong was, in a weird way, just competing on a level playing field. There was no level playing field. With his connections to Michele Ferrari, the best dishonest doctor in the business, Armstrong was always "two years ahead of what everybody else was doing," Hamilton writes. Even on the Postal squad there was a pecking order. Armstrong got the superior treatments.
What ultimately makes the book so damning, however, is that it doesn't require readers to put their full faith in Hamilton's word. In the book's preface, which details its genesis, Coyle not so subtly addresses Armstrong's supporters by pointing out that, while the story is told through Hamilton, nine former Postal teammates agreed to cooperate with him on The Secret Race, verifying and corroborating Hamilton's account. Nine teammates.
I recently spent a couple of days conducting a bike theft experiment, which I first tried with my brother Van in 2005. I locked my own bike up and then proceeded to steal it, using brazen means -- like a giant crowbar -- in audacious locations, including directly in front of a police station. I wanted to find out whether onlookers or the cops would intervene. What you see here in my film are the results.
I'd been looking for something to post to say goodnight, so it was good that Rogre sent something over. It's a fitting way to end the weekend considering it features Killian Martin and Danny MacAskill (featured here earlier in the week). The video is goofy and not as jaw-droppingly jaw-dropping as their solo videos, but they do seem to be doing their thing in a fancy theater the name of which I should know. This reminds me of the commercials where the sneaker commercials get ALL of their athletes into one commercial.
I couldn't tell exactly what I loved about that skateboarding video the other night, but I figured out it reminded me of the Danny MacAskill video from last year that you really should have seen by now. I went fruitlessly looking for a bike video that might have the same feeling and then this showed up in my feed this morning and I figured it could be what takes you through the night (play your favorite song while watching).
I've watched it 3 times and I still can't figure out how those left turns into our face work.
Today, the Transportation Department has gotten serious about biking, and in just three years, the agency has painted bike lanes (good), constructed bike lanes separated by parked cars (great) and bike lanes separated by medians or barriers (the best) and installed bike signals, bike signs and many bike symbols painted on the street.
Sullivan also notes that because of this increased use, pedestrians and car drivers (usually natural enemies) now share a dislike of bikers who run red lights, ride on sidewalks, weave through traffic, and blow through busy crosswalks. He offers four ways that bikers can improve their perception with the public.
NO. 1: How about we stop at major intersections? Especially where there are school crossing guards, or disabled people crossing, or a lot of people during the morning or evening rush. (I have the law with me on this one.) At minor intersections, on far-from-traffic intersections, let's at least stop and go.
Suggestions for pedestrians (don't cross against the light when a bike is coming, don't stand in the bike lane while waiting to cross the street, etc.) and cars (don't park in the bike lane, don't wait to turn in the bike lane, etc.) would be helpful too.
Let's straighten things out, shall we? What you see in the photo above, taken in Copenhagen, is something we call a "cyclist".
Not a "bicycle commuter", nor a "utility cyclist". Certainly not a "lightweight, open air, self-powered traffic vehicle user". It's a cyclist.
The Copenhagener above is not "commuting" - or at least she doesn't call it that. She's not going for a "bike ride" or "making a bold statement about her personal convictions regarding reduction of Co2 levels and sustainable transport methods in urban centers".
Kristin Armstrong, the Olympic gold medalist in the women's individual time trial in road cycling, took a GPS unit along with her when she previewed the road course in Beijing in December 2007. When she got home to Idaho, she d/led the data, put it into Google Earth, and found a similar local loop on which to train.
This capability along with having the elevation profile proved invaluable in my preparation for my Gold Medal race.
The designation falls somewhere between insult and accolade. Mr. Vansevenant, who after Stage 18 sits in 150th place, some 3 hours and 45 minutes behind Mr. Sastre, is indeed the worst-placed rider in the Tour de France. But, in turn, he has outlasted those who abandoned the Tour through illness, injury or simple exhaustion; those who were eliminated for failing to finish within each day's time limit and are forced to withdraw; and those who were banned or withdrew for doping-related causes. From year to year, about 20% of the riders drop out. In other words, you can't simply coast to last place; you have to work for it.
Wim Vansevenant did hang on to become the first three-time winner of the Lanterne Rouge.