The Celebrity at Home - Photographs with Bike

Occasionally one finds old news photographs featuring well-known persons of the time with a bike, apparently to show they are regular sorts of people.



In these two examples from some time between 1915 and 1920, a then-successful country singer is shown (among other things) with a bicycle. A regular guy!



Dalhart seemed to like hats - the one he is wearing while riding a bike is somewhat amazing for its size.

"Speed Kills" - According to the Seattle Dept of Transportation

The Seattle Bike Blog has a recent post about e-bike versions of LimeBikes that is interesting to read. The description of the apparent success of dockless bikeshare in Seattle is intriguing since their attempt at "traditional" docked bikeshare was a failure, only getting to 500 bikes available before being shut down. And now they have dockless e-bikes too.


LimeBike e-bikes in Seattle from SounderBruce on Flickr

The blog post talks about how the LimeBike e-bikes only provide powered assist up to about 15 miles per hour. This is explained as follows: In part, this is for safety and liability concerns. As the Seattle Department of Transportation regularly reminds us, pedestrians have a one-in-ten chance of death when a driver collides with them at 20 mph. For LimeBike, any crash or collision at that speed is a serious liability.

I first read that (too quickly) as having to do with the speed of cyclists, not cars, and involving cyclist crashes - thus getting two aspects wrong. Oh well. There probably aren't good numbers about how the speed of a cyclist relates to crash outcomes, but it likely that the faster one is going, particularly beyond 20 mph area, the more likely the outcome will be more unpleasant (for the cyclist - and also for whoever he may run into who isn't in a metal box).

This is why I am often unhappy with the so-far relatively few e-bike equipped bicycle commuters I see whose main goal seems to be to emulate car-like average transportation speeds on their overall commute, chugging along the Mt Vernon trail along the Potomac at between 20 and 25 miles an hour (and beyond). Counter-intuitively many such riders are highly disinclined to slow down when presented with traffic or to exercise what would seem like common sense, instead passing at the highest speed manageable with little apparent interest in anyone's safety. (Of course, this is not true of all e-bike commuters, some are a little more safety minded, thankfully.)

The speed limit for cyclists on the Mt Vernon trail (as one example) whether riding an e-bike or a regular one is 15 mph, so someone traveling at 22-24+ mph is traveling well in excess of the speed limit. Now if there is a fantastic tailwind (which is very rare with the direction of my commute) I may average 20 mph for a while but 16-18 is more typical as my high speed - also exceeding the speed limit, but only by ten percent or so, and not exceeding the 20 mph "death zone" speed.

It is also relevant that the trails are used by persons on foot, running or walking, and that the trails around here are typically not very wide or all that well maintained. The mix of 3 mph walkers and 23 mph e-bikers on these trails is not good for anyone.

The Invisible Mile by David Conventry (Book Review)

The Invisible Mile: A Novel by David Coventry

My rating: 3 of 5 stars


I am something of a cycling enthusiast, although my interest in modern professional road racing has mostly collapsed, I guess from fatigue with doping scandals.

There are some topics that are, let's say, overworked. For U.S. history, topics such as the Civil War, for example, or something about Abraham Lincoln. For books about cycling, the Tour de France has somewhat the same place - it feels like every third or fourth book involves the Tour somehow. This is a work of fiction drawing on actual events at a particular Tour, the 1928 version. At that Tour there was a mostly Australian team; the main character of the book is a fictional participant from New Zealand. The rest of his team are historical figures from that race, as well as other named riders and a few race officials and others.

The structure of the Tour de France has evolved (and perhaps also devolved) over the years - I should have read the Wikpedia entry on the Tour de France for this period before reading the book for some basic context.

The book has several plot lines - one is certainly the main character's participation in the race, and much about the race itself with particular focus on its many grueling aspects. There is at least one other plot line, although perhaps it's more like several others, and I somehow never engaged will with any of that.

I didn't read the book properly, I guess. Oh well. I enjoyed the cycling parts.

View my other cycling book reviews.

Bicycles on DC Streets 1907 (Compared to 1903)

Washington, D.C. clip of Pennsylvania Avenue in 1907 from GhostOfDC

In two different earlier blog posts, first this one and then this one I looked at bicycles that appeared in two short videos of DC streets in the summer of 1903. I have now found the above video of Pennsylvania Avenue in DC, with the U.S. Capitol in the background, from 1907. One can see a lot of change in the four years!!


At about 25 seconds in, a cyclist first appears riding from right to left

The main impression of change is WOW there are a lot more cars carrying passengers on a main thoroughfare in Washington DC in 1907 than there were in 1903, and far fewer horse-drawn carriages. The fellow with a hat facing the Capitol is apparently a traffic policeman who casually directs traffic and to some limited extent, pedestrians.


This is the same cyclists as above, having made a left turn in the intersection and now proceeding away from the Capitol

The cyclist proceeds as any other vehicle, motorized or horse-drawn, riding in the main part of the street.


Another cyclist appears

There are some small breaks in the film - it isn't clear how this cyclist got to the middle of this intersection, but probably he was riding away from the camera and towards the Capitol, then stops or slows to turn to the left.


Because of heavy traffic, the cyclist starts to ride away from the Capitol but then turns to his right

The cyclist makes his left turn in two stages - first, he makes a U-turn, then once he is established heading in the reverse direction and traffic clears to his right, he makes a right turn to complete his original left turn. The traffic policeman plays no role in this maneuver. Note that cyclists in this intersection would have had to navigate safely tram rail tracks in two directions, crossing those at as close to a 90 degree angle as possible.


One of several vehicles spewing vast amounts of exhaust, which can't have been too pleasant


One of only five horse-drawn carriages in the short video

Cars carrying passengers have skyrocketed and horse-drawn carriages, all appearing commercial in nature, have dropped off in number from 1903 to 1907. There are still many streetcars in this urban setting. And there are still bicycles, but the ease with which they can be navigated is much changed for the worse, which probably meant fewer were riding as shown here (although these short videos are of course a very small sample).

More Bicycles on DC Streets 1903

In an earlier blog post I looked at a short film available as a video via the Internet meant to show US Post Office operations from 1903 in Washington, DC. I found another.


The version on YouTube is so poorly rendered as to be almost useless

The default viewing version is poorly rendered here but the downloadable mp4 file is acceptable.

In this film, meant to show Post Office operations, you can see a certain amount street traffic as well. (The video is apparently meant to show how bags of mail are transferred between a street car and a Post Office horse-drawn wagon.) There is less than a minute and half shown of a major street in Washington DC. Whatever time of day this was, filmed in July 30 1903 (a Thursday), there wasn't much traffic generally, however I am struck by the number of bicycles. It isn't a vast number, but they are clearly being used for transportation by adults.


Cyclist appears suddenly at left, proceeds at measured pace out of view


Next cyclist appears at right, again riding at a measured pace


Due to low resolution, it isn't obvious but a cyclist is proceeding right to left on the next cross street in the distance and is just visible in the space been the streetcar and the Post Office wagon.


Cyclist rides into view, apparently against the flow of traffic on this side of the street

Street mail car, U.S.P.O.
Summary-The first scene appears to have been taken on a main thoroughfare of large city. In the immediate foreground is a horse-drawn U.S. mail vehicle waiting at the side of a streetcar track. Soon a streetcar approaches the camera position. It stops beside the mail vehicle and the driver unloads mail sacks from the streetcar. He then puts some sacks from his wagon onto the streetcar. As the film ends, both the streetcar and the horse-drawn mail delivery wagon leave the scene.
Contributor Names-Weed, A. E., camera.; American Mutoscope and Biograph Company.
Paper Print Collection (Library of Congress)
Created / Published-United States : American Mutoscope & Biograph Company, 1903.
Notes
- H34992 U.S Copyright Office
- Copyright: American Mutoscope & Biograph Company; 22Aug03; H34992.
- Cameraman, A. E. Weed.
- Cameraman credit from Niver's, Early motion pictures, p. 314.
- Filmed July 30, 1903 in Washington, D.C.
- Source used: Niver, Kemp R., Early motion pictures, 1985.
- Available also through the Library of Congress Web site as digital files.
- Received: 2/2000 from LC lab; ref print and dupe neg; preservation; Paper Print Collection.
Repository-Library of Congress Motion Picture, Broadcasting and Recorded Sound Division Washington, D.C. 20540 USA dcu
Digital Id-http://hdl.loc.gov/loc.mbrsmi/awal.1878
LCCN Permalink-https://lccn.loc.gov/00564571

The Cost of Cycling for the "Modern Athletic Girl" of 1896

WHAT THE "MODERN ATHLETIC GIRL COSTS. The Various Items of the Necessary Summer Sporting Outfit. From The Journal newspaper (New York), Sunday June 26, 1896 (https://www.loc.gov/resource/sn84031792/1896-06-28/ed-1/.

The Journal newspaper of 1896 in New York carried far more pages than other urban newspapers in the U.S. at the time and worked hard to fill the pages up with various kinds of human interest material. 1896 was the height of the so-called "bicycle craze" in the U.S. so here we have an article that combines that topic with women and sports. Probably because of the exceptional popularity of bicycling at the time, it is discussed first, then golf, hunting, and other sporting endeavors. Cycling is also given here as the most expensive at almost $200.

The father of an up-to-date society girl who decided to take up athletics this Summer consented with pleasure to buy his daughter a $100 wheel, thinking that $125 at the highest would be all the money necessary for him to spend on her bicycle outfit. The following Is an' Itemized account of the bills which were sent him for everything pertaining to her bicycle outfit: Bicycle, $100; lamp, $5; cyclometer, $1.25; bell, 50 cents; foot pump, $1.50; bicycle stand, $2.50; lock, 50 cents; silver name plate, $2; knee protector, $3.50; Summer bicycle costume, made to order of linen homespun, $25; linen knickerbockers, $5; one pair low bicycle shoes, $4; one pair boots, $6; three pairs of silk stockings, $G; three pairs golf stockings, $6; linen hat to match suit, $3; six shirt waists, $18; pair of gloves, $1.35, making a total of $191.10.

Arguably the amount and cost of the "required" clothing is intentionally varied and high in order to support the article's point that such activities are expensive; it is more interesting to see what are given as typical accessories, including lamp, cyclometer (measuring distance covered), bell, footpump, stand, and lock. (I wonder how the lock would have worked - in looking at ads and articles about cycling at the time, I have not commonly observed a lock set-up for bicycles.)


Detail of above illustration with woman on bicycle

Descent: My Epic Fall from Cycling Superstardom to Doping Dead End (Book Review)

From Flickr, user Vanil-Noir

Apparently there is a sub-category now of cycling literature, the "I was a great bicycle racer, but then somehow I became a doper and it all went to hell" tell-all, as-told-to-someone-who-can-write memoir. We have Tyler Hamilton's "The Secret Race: Inside the Hidden World of the Tour de France: Doping, Cover-ups, and Winning at All Costs" (2012) and then there is David Millar's "Racing Through the Dark" (2011). Mr. Dekker is a little late to this activity, since all three are reporting on much the same period of doping, but Dekker attempted to continue his career later than the other two so only got around to publishing this late in 2016 (in Dutch; the English version was published in the US about a year later).

As a highly successful Dutch bike racer in a land of cyclists, Dekker was presumably as much of a name there as Lance Armstrong had become here. In Dutch, the title of his book was "mijn gevecht" which apparently translates to "My Fight" (or maybe "My Struggle"?). With himself, I guess.

I thought that to be clever they used "descent" as the title in the English version since cyclists who win typically have to be good at descending mountains as well as racing up them, to give the title kind of a double meaning, but in reading it I eventually decided that was just coincidence. The cover of the Dutch version has Dekker in 3/4 profile, looking as come-hither as a sanctioned cyclist-doper can for his Dutch admirers. It's a little . . . odd.

I gave this two stars because . . . well, I didn't really like this book. It was pretty depressing, in fact. The main plus is that it is just over 200 pages with fairly large print - it is a fast read.

Tyler Hamilton's book was not so heavily focused on doping, he talked a lot about racing. The discussion of doping was mostly amusing since it became clear that he ran into problems largely because the team he was on after being with Lance Armstrong didn't spend the kind of resources organizing doping and that Hamilton realized eventually that poorly organized doping is not a good idea once he accidentally ends up with someone else's blood transfused into his system instead of his own. Oops! David Millar's book is hideous because it talks way too much about David Millar - but even he has more blow-by-blow description of races he was in than this book. "My epic fall from cycling superstardom to doping dead end" means you read far more about doping as well as drugging and drinking and sleeping with hundreds (his word) of women than about any races he was in. One wonders why VeloPress thought it was publishing a book about cycling. There are endless examples of how he wasted money, giving Euro values in most cases - 25,000 Euro for this evening, etc. Ugh. Simply ugh. (The apparent need to list his Euro salaries for all the different years he worked is just plain weird. I half expected him to say how much he got for writing this book.) And there is certainly far more detail about the mechanics of doping as he practiced it, and a fair amount of description of how members, managers, and others of his now defunct Rabobank cycling team supported his and others' doping.

I read to the end - now not sure why. Does he make some statement or apology at the end that redeems himself at the end? Spoiler alert that probably isn't a surprise - no, he doesn't.

I might have felt better about investing the time to read this if I had come away with some understanding (or feeling of understanding) of why someone would do this, why he did this. This is almost entirely missing, other than that it was the culture of the team and (in effect) "everyone did it" (although he does mention at least one other rider who didn't, but who only had moderate results). He describes the trip down but makes no attempt to explain what we might be able to learn from this from his perspective.

Bicycles on DC Streets 1903

"Collecting mail, U.S. Post Office"-digitized short film shows a few bikes in street traffic

This short movie from the collections of the Library of Congress shows two post office boxes on a street corner and was apparently intended to show how the Post Office employees serviced them. Separately the video shows something of what street traffic was like, including persons on bicycles, which from my perspective is far more interesting. (The video is not identified with any tags or other access points suggesting cyclists are part of this. Typical.)


First cyclist enters screen from left at around 15 seconds, riding parallel to a streetcar

The first bicycle rider shown looks to be an adult man riding at a moderate pace, likely to get from one place to another - bicycle as transportation that is faster than walking and less elaborate than using a horse-drawn carriage.


At about 20 seconds, second cyclist appears in upper middle of screen as traffic clears, riding across intersection from cross street

Much like the first bicycle rider, bicycle as transportation. I was amused by the man walking across the street in another direction, who ambles rather casually.


At 28 seconds, third cyclist appears from left, who has a boy sitting on the handlebars as a passenger

All the cyclists shown are traveling at a moderate pace. If you look closely, you can see the rider here pedaling steadily. It is almost certainly a single-speed bike.


At 32 seconds, fourth and last cyclist appears from right, cutting through the intersection

A little hard to tell, but this appears to be a younger rider, moving at a faster (but not that much) pace. He seems to ride in front of two women who are going to cross the street. He has a bag of some kind in his hand held to the handlebars.


No bicycle shown here, but you can see four different horse-drawn carriages at once near this Washington DC intersection in 1903

Most of the "traffic" shown during the video consists of horse-drawn carriages. Two different streetcars pass, one in either direction. There are a moderate number of pedestrians, and then the four cyclists, one with passenger. All the traffic is moving at a moderate pace - the horse-drawn carriages in particular. Most of the pedestrians are shown walking briskly and enter the intersection without pause - one suspects that absent many cars, concern about entering intersections was much more casual.

One assumes that this was shot during the middle of the day and that the various traffic elements are representative. The use of bicycles looks pretty high. Interesting.

LimeBike Parking is Difficult in DC

LimeBike dockless bikeshare bikes "parked" on National Park Service land near the Jefferson Memorial

In yesterday's blog post I had a video about how to park a dockless bikeshare bike produced by LimeBike for its users.

Over the last three days, during which there was some snowfall, I have seen these same three LimeBikes parked in a row near the Jefferson Memorial in Washington DC. First they were parked on the sidewalk, all standing up. Then after the snowfall they were all laying on the sidewalk where they had previously been standing. This morning someone had stood them back up but then on the way home someone else (one assumes) had tossed them over the chain-fence so that they were lined up as shown on the grass, laying there in a row. I suspect the National Park Service would not approve.



This parking arrangement of course does't follow the advice in the video, where they are particularly critical of laying bicycles on the ground. Because so far there are far more of these bikes than available bike rack slots at the locations where people seem to want to take them, I would say I have never seen so many bikes laying on the ground before the introduction of dockless bikeshare bikes.

Absurd Instructional Video on How/Where to Park a Dockless Bikeshare Bike

Let's just make a joke out of it then it will be ok

The LimeBike people seem to think this is a helpful gesture towards getting their users to park their bikes appropriately. It includes several "do this" and "don't do that" points.

It is worth noting that the LimeBike User Agreement has this minimalist statement: Upon conclusion of your ride, the Bike must be parked at a lawful parking spot, i.e. the Bike cannot be parked on private property or in a locked area or in any other non-public space.

The video suggests that what is needed beyond "lawful" parking is to show good "parking etiquette." For example, do not lay the bike on the ground, but do park at a bike rack. Do not block driveways or pedestrian paths, do park "in this zone" - which is shown as the parking strip next to the roadway that in residential areas in particular is often grass or dirt. Do not park at bus stops or street corners, but do park next to a bus stop.

After listening to this the two main characters launch themselves into the sky leaving their bike on the path - whether this falls under "blocking a pedestrian path" or not is unclear. The don't stay to clarify.

In Washington DC at least, some of this gets a little ... complicated. What is a lawful place to park? Since I have observed the U.S. Park Police carrying away dockless bikes parked up near the Washington Monument (before it was recently closed off to everyone) apparently they aren't too thrilled with them on NPS territory, period.

The kind of "zone" that is shown as ideal isn't necessarily all that common around here. What is best is to park them at bike racks, but there simply aren't enough of them.

Hmm.

A Great Cycling Comedy? Jour de Fête

Trailer-like video for the re-release of a restored version of this 1948 movie in 2014 - embedded video starts where cycling is featured

Jacques Tati was a film director and actor in France after World War II up through the early 1960s. His films are quite remarkable, making certain social commentary in films that were mostly physical and visual humor (although it is more complex than that).

His first 1949 full length film, Jour de fête (or The Big Day), centers on a postman in a French village who spends much of the film making deliveries (although I have only seen snippets, not the entire thing). Wikipedia has a short summary of the plot. Apparently the thought was he should perform more like the (then) super-efficient United States Post Office.


Two minute clip where the postman joins French racing cyclists on the road

It is not clear to me in the above scenes how he manages to appear to maintain such a high rate of speed; perhaps the playback is sped up somehow, although it doesn't look that way when he is with the other riders. Sitting bolt upright as he is, it would be hard to maintain such speed, particularly given what seems to be a single-speed bike and how it appears to be geared.


The postman chases his bicycle that travels a considerable distance without a rider

Again, I don't know how they did this - keeping the bike rolling for these distances without falling over. I like that the pedals keeping going around, as they would on a fixed gear bike.

The Evolution of the Bicycle as a Tool-for-Living

A point of comparison - 15 years (or so) of mobile computing devices

One reason I appreciate bicycles is that a good basic bicycle can be highly useful even if only slightly evolved from what was in use over 100 years ago.

By comparison, we have mobile computing devices, which are disposable units (although we see uhm I forgot to dispose of several) that provide useful service for at best four or five years. Further, while mobile commuting are evolving, not all the evolution is in a positive direction for many users. The 2001 (or so) Palm Pilot M105 was a cheap plastic device that required docking with a PC in order to upload/download messages but it weighed almost nothing and having no glass, was difficult to break (and if you did, it was so cheap, it didn't matter that much). I was actually fairly good with the "shorthand" to enter text with a stylus. The next step, a "traditional" 2005 or 2006 BlackBerry, was much more truly a mobile computing device but best for doing email with its "real" (tiny) keyboard - the size of the screen made Internet browsing painful - but then, that wasn't the point. Then we have a now-old(ish) iPhone 6 - the main thing I use it for is email, for which the keyboard is not great (for me; I realize some are good at it). The browser is good but not the main reason I have this device. And compared to the Palm Pilot or the BlackBerry, it is heavier as well as fragile with its sheet of glass. (Alas now I find it necessary some of the time to have both a work phone and a personal phone and the two of them together weigh 5/6 of a pound, which is annoying.)

Most importantly the two older mobile devices are simply unusable due to obsolescence. There is no comparison with a good bicycle!


A 1982 Bridgestone bicycle that I ride thousands of miles a year to and from work

About six years ago I bought the frame and fork for this Bridgestone on eBay for a little over $100 including the shipping. I then spent another ~$400 on a combination of used and new components to make it into an outstanding commuter bike. Other than the brakes I chose, which are a design introduced in the 1990s, nothing about the bike now represents a technological improvement over the bike as originally sold in 1982. I would be fine with riding the bike to and from work with the components that it had originally - that is, there is no way to regard any aspect of this bike as sold 35 years ago as obsolete. No one gives a second glance to this bicycle as they would if I tried to use my plastic Palm Pilot at a meeting at work, for example, or to use a different example, if I drove around in a 35 year old car.


Another ageless bicycle, a 1995 Trek SingleTrack

I purchased this bike two years ago from a bike repair "collective" (http://velocitycoop.org/ that had too many bikes and was selling excess - it cost $60 more or less as shown, except it was missing a saddle (seat) and only had one pedal. Well and it was incredibly filthy. I added a pedal and saddle and cleaned it and it was immediately ridable. While at the time this was a "low end" Trek bike, it was still significantly more expensive than many similar looking bikes one sees for sale today - the difference was that this bike was made with well thought out double butted chromoly tubing for the frame that means it only weighs 27 pounds (which is good). I have put studded tires on this for winter and it is a great bike for icy conditions!


My one perhaps mistaken concession to modern bicycle technology - sort of

I did buy this bike new in 2007 - it is a carbon fiber road bike and I ride it in good weather. Avoiding rain reduces maintenance and the bike doesn't have fenders anyway. It is nice, weighs just under 20 pounds, or about five pounds less than the Bridgestone above. The "technology" that is advanced for this bike is the use of carbon fiber for the frame, which at the time had a certain appeal to me that I still understand, but I wouldn't do it again. Carbon fiber is simply nasty to dispose of, although apparently the bike frame is unlikely to wear out - but eventually someone will dispose of it. And creating it in the first place was not a green process, either. Carbon fiber bike frames didn't render my steel bikes obsolete for commuting!

I doubt I will ever buy another new bicycle. New to me, perhaps, but not new-new. New technologies for bicycles are largely optional (if not also perhaps highly attractive/sexy to some people) such as hydraulic brakes or electronic shifting. No thanks.

Unusual Bicycle Messenger Photograph

Telegraph messenger, Berlin - during WWI

http://hdl.loc.gov/loc.pnp/ggbain.19641 persistent link to this Library of Congress collection item, a digitized Bain News Service photograph.

Bicycle messengers in the US 100 years ago or so were usually teenage boys, hardly old enough to serve in the army, but apparently in Berlin this was not the case since with the men off serving, this woman was a bicycle messenger. Her attire, with long skirt, is not particularly practical for this activity (but it could have been worse). Her single-speed bicycle with a simple spoon brake with a step-through frame is probably not inferior to a mens that would have been used for this purpose at the time.

Presumably this photograph was taken before the United States joined the war against Germany.

"A Celebration of Cycling"-Statue

Happy New (Cycling) Year!

Artist Jerome B. Meadows's 1991 sculpture, "A Celebration of Bicyling," stands on the grounds of Carillon Historical Park in Dayton, Ohio, that contains historic buildings and exhibits concerning the history of technology and the history of Dayton. One of the reasons that the city celebrates cycling is that the pioneer aviators Orville and Wilbur Wright operated several cycling shops in town while they worked to perfect their historic flying machine.
Title
Artist Jerome B. Meadows's 1991 sculpture, "A Celebration of Bicycling," stands on the grounds of Carillon Historical Park in Dayton, Ohio, that contains historic buildings and exhibits concerning the history of technology and the history of Dayton
Contributor Names-Highsmith, Carol M., 1946-, photographer
Created / Published-2016-10-12.
Subject Headings
- United States--Ohio--Montgomery County--Dayton
- America
- Jerome B. Meadows
- Celebration of Bicycling sculpture
- Carillon Historical Park
- Wright brothers
- Orville Wright
- Wilbur Wright
Format Headings-Digital photographs--Color--2010-2020.
Genre-Digital photographs--Color--2010-2020
Notes
- Title, date and keywords based on information provided by the photographer.
- One of the reasons that the city celebrates cycling is that the pioneer aviators Orville and Wilbur Wright operated several cycling shops in town while they worked to perfect their historic flying machine.
- Credit line: Photographs in the Carol M. Highsmith Archive, Library of Congress, Prints and Photographs Division.
- Purchase; Carol M. Highsmith Photography, Inc.; 2016; (DLC/PP-2016:103-4).
- Forms part of the Carol M. Highsmith Archive.
Medium-1 photograph : digital, tiff file, color.
Call Number/Physical Location-LC-DIG-highsm- 41750 (ONLINE) [P&P]
Source Collection-Highsmith, Carol M., 1946- Carol M. Highsmith Archive.
Repository=-Library of Congress Prints and Photographs Division Washington, D.C. 20540 USA hdl.loc.gov/loc.pnp/pp.print
Digital Id-highsm 41750 //hdl.loc.gov/loc.pnp/highsm.41750
Library of Congress Control Number-2016632568

Hollywood Rides a Bike: Cycling with the Stars (Book Review)

Hollywood Rides a Bike: Cycling with the Stars by Steven Rea

My rating: 4 of 5 stars


This is about 150 pages of photographs of movie stars riding bicycles, or simply posed with them. There is a short introduction. Most of the photos are older - only a handful after 1970 or so. Some are off movie stars on bikes in scenes in movies but more are of movie stars on bikes riding around the studio or in some publicity photo that happens to include a bike. The author has often been able to deduce what the bicycle is and provides that information, which is amusing and pleasing if one is interested in that sort of thing. One of the studios apparently liked "Rollfast" cruiser bikes that appear more than others.

As it happens, the author also has a blog that provides the same sort of photographs - http://ridesabike.com/. It says, "Rides a Bike was launched on Thanksgiving Day, 2010 — a photo blog designed to showcase and celebrate two big passions of mine: cycling and cinema." It appears a new photo is still added about once a week. There is a pull-down list of all the movie stars who appear in a photo (or in some cases, more than one).

I got this from the library, paged through it a bit, and was amused. For that, the book is better than the web site I think - but maybe not. Browsing quickly still seems something a paper book can do than a blog-format web site.

View my other book reviews.

Draft Animals: Living the Pro Cycling Dream (Book Review)

Draft Animals: Living the Pro Cycling Dream by Phil Gaimon

My rating: 5 of 5 stars


I have read Gaimon's two previous books and liked them reasonably well, so when I saw that he had another book coming out I was eager to read it. It focuses on his most successful year as a WorldTour rider with Garmin-Sharp in 2014, then his "remedial" year as a Continental level rider with Optum, followed by a less successful year with Cannondale (which was a successor WorldTour team to Garmin-Sharp).

The books successfully combines an interesting narrative presentation of what it is like to be on a WorldTour team with contemplation of several "what is the point of this?" type questions or considerations. At least for me, neither of these threads got in the way of the other.

Gaimon has a brisk style that I find easy and pleasant to read - I got through this in only a few days, which for me these days is highly unusual. (That alone is why it must be a five star read.) Gaimon's humor can veer into the juvenile, but my impression is that there is less of that in this book than the previous two books. One senses it was part of his identity as a professional bicycle racer, so it belongs.

One aspect of modern bicycle road racing is that we are in the post-Lance Armstong era - doping reached something like a pinnacle of technical success, then came crashing down. Gaimon, who has a tattoo that reads "clean" on his arm, was a professional road racer who established his career just when many sponsors were withdrawing support in reaction to the doping scandals. Most of the best known riders for some time however were all former dopers and one of the questions this book raises (but does not answer) is what the appropriate position is for a clean rider towards these former dopers. He does, however, describe many interactions between the two kinds of riders.

Gaimon occasionally makes comments about individuals that are not, let's say, particularly positive. That is, some of these people are almost certainly unhappy with him. The range of these comments varies considerably in tone and approach. For example, it becomes clear he has no use for the Schleck brothers, who are both (apparently) assumed to have enjoyed success largely through doping, mostly be descriptions of exchanges with them where other riders told them in one or another way to get lost. He is far more direct in his criticism of his former tour director, Jonathan Vaughters, and a few others.

One subject that surprised me in its absence is that while Gaimon had the difficulties of the contraction of support for professional cycling to contend with in the post-doping era, he says nothing about being an American professional bicycle racer in Europe as such. By the time he arrives to WorldTour cycling that mostly plays out in Europe that previously would have been mostly European riders, the challenge of success presented simply be being an American has been overcome, it seems.

One interesting aspect is that Gaimon's success with social media and skills at public relations ended up being perhaps his strongest contribution to a WorldTour team - which he realized was not what really what he was in it for. Now, however, as a "retired" racer, social media is fine and he is all about public relations, mostly it would appear on behalf of himself. http://philthethrill.net/ is the starting point for current information about "PhilTheThrill."

What will he write about next??

View my other book reviews.

Overman Wheel Co. Victor Bicycle Lithograph

Three women on bicycles

Will H Bradley was the American illustrator who did this, which was to be included in an issue of Harper's Magazine. Published in 1895, this is just before the height of the "bicycle craze" of the 1890s.

This is an for the Overman Wheel Company and their Victor bicycles.

www.loc.gov/item/2002721219/

Title-Victor bicycles, Overman Wheel Company, Boston, New York, ... / Will H. Bradley
Summary-Three women on bicycles.
Created / Published-1895.
Notes
- Lithograph printed by Harper & Brothers, New York.
- Reverse: cover by M. Parrish for Harper's Weekly, Christmas, 1895 [can't see since encapsulated with backing sheet].
- Promotional goal: US. D41. 1895; US. K22. 1895.
- This record contains unverified, old data from caption card.
Medium-1 print (poster) : color.
Call Number/Physical Location-POS - US .B732, no. 25 (B size) [P&P]
Repository-Library of Congress Prints and Photographs Division Washington, D.C. 20540 USA>
Digital Id-cph 3b49660 //hdl.loc.gov/loc.pnp/cph.3b49660; cph 3a17246 //hdl.loc.gov/loc.pnp/cph.3a17246; cph 3a29202 //hdl.loc.gov/loc.pnp/cph.3a29202
Library of Congress Control Number-2002721219
Online Format-image
Description-1 print (poster) : color. | Three women on bicycles.
LCCN Permalink-lccn.loc.gov/2002721219


This poster, also be Bradley for Overman, is probably better known.
Title: Victor Bicycles Overman Wheel Co. / / Bradley.
Creator(s): Bradley, Will, 1868-1962, artist
Date Created/Published: Boston : Forbes Co., [1896]
Medium: 1 print (poster) : lithograph, color.
Summary: Poster advertisement for Overman Wheel Company's Victor bicycles, showing a woman watching another woman riding a bicycle. Includes art nouveau style flowers.

OOPS! I eventually realized that I blogged separately about these two different items some years ago. Here, however I consolidated the information. And expanded it, slightly. Oh well!

Eiffel (Tower) Tandem Bike

Eiffel Tower tandem bicycle of 1896

New York Journal, December 20, 1896 - human interest article (of a sort) in the New York Journal newspaper during the "bicycle craze" of the 1890s.

RECONNOITRING TANDEM
The Newest Thing in Cycles Is Twenty Feet from Mother Earth.

Probably the most grotesque production in the cycling line is the Eiffel tower tandem. Der Stein der Weiser shows an illustration of this curiosity. It is a strongly constructed bicycle, supporting a pyramid shaped frame of hollow tubing twenty feet high. On top of this frame is a saddle with handle bars and treadles, the motion of which is transmitted by chains to the corresponding lower parts of the bicycle.

The chief difficulty with which the riders have to contend is to keep the machine balanced, as will be easily understood from a glance at the illustration, but it must also be very difficult for the upper rider to reach his seat, which cannot be a very safe one.

The illustration has "Sci.Am.NY" below it, which is probably giving credit to Scientific American where an article with this illustration may have appeared, although the text mentions a German publication (but seems to misspell the title?). The New York Journal newspaper of the 1890s was a relatively large newspaper in terms of pages and they filled it up with a wide variety of stories on various topics taken from other sources, the then-equivalent of click-bait. How (or if) these other publications were compensated for this re-use is not clear.


The do-it-yourself somewhat lesser modern version of this sort of thing

Thanksgiving and Bicycle Repairs (1897)

New York journal and advertiser, November 21, 1897

This is at the end of the 1890s "bicycle craze" in the United States and offers a sense that bicycles required paid upkeep. This appeared on a page of what were apparently intended to be humorous Thanksgiving anecdotes.

Urban Cycling (Book Review)

Urban Cycling by Laurent Belando

My rating: 4 of 5 stars


The sub-title is "From the BMX to the Fixie" - it is something of a historical review of what could be called hipster or urban cycling.

There is some text but it is mostly the photography that draws you in. I got a used copy (from Powells online) for nine dollars and for that this is fun to have to page through occasionally. This is from a British publisher with some U.S. distribution, but it isn't the sort of thing a public library will have and anyway, I like to have a certain number of books heavy on photographs around the house, that I own. The book was originally published in France (in French) by a different publisher in 2015; this version was published in 2016. Most of the book is organized into "bike types" and "bike disciplines" (activities) with some "how to" type information at the end. They could have left the "how to" stuff out, which is mostly too brief to be useful.

View my other cycling book reviews.

Generic Bikes of 1942

Farm Security Administration/Office of War Information photo of women and bicycles in 1942

Title-Pocatello, Idaho. Bicycle racks
Contributor Names-Lee, Russell, 1903-1986, photographer
Created / Published-1942 July.
Subject Headings
- United States--Idaho--Bannock County--Pocatello.
- Idaho--Bannock County--Pocatello
Format Headings-Nitrate negatives.
Notes
- Title and other information from caption card.
- Transfer; United States. Office of War Information. Overseas Picture Division. Washington Division; 1944.
- More information about the FSA/OWI Collection is available at http://hdl.loc.gov/loc.pnp/pp.fsaowi
- Film copy on SIS roll 16, frame 296.
Medium-1 negative : nitrate ; 2 1/4 x 2 1/4 inches or smaller.
Call Number/Physical Location-LC-USF34- 073822-E [P&P]
Source Collection-Farm Security Administration - Office of War Information Photograph Collection (Library of Congress)
Repository-Library of Congress Prints & Photographs Division Washington, DC 20540 http://hdl.loc.gov/loc.pnp/pp.print
Digital Id-fsa 8c32556 //hdl.loc.gov/loc.pnp/fsa.8c32556
Control Number-fsa2000050764/PP
Reproduction Number-LC-USF34-073822-E (b&w film nitrate neg.) LC-DIG-fsa-8c32556 (digital file from original neg.)
Rights Advisory-No known restrictions. For information, see U.S. Farm Security Administration/Office of War Information Black & White Photographs http://www.loc.gov/rr/print/res/071_fsab.html
Online Format-image
Description-1 negative : nitrate ; 2 1/4 x 2 1/4 inches or smaller.

This comes from a large collection of materials best known for the "Migrant Mother" photograph by Dorothea Lange, taken in 1936. Here is general information about this collection. There are about 100 other depression-era and World War II era photographs in this collection.

In most of these photos from the 30s and 40s, the bikes are not particularly interesting, reflecting I think the poor status of bicycles as a means of transportation at the time. In most of these photos the bicycles are being ridden by adults for whom a bicycle was a poor second to motorized transportation (that is, a car). The main focus of bicycle marketing at the time, such as it was, was on children, although during WWII that was not active to save on the materials required.

Wildlife on Urban Cycling Travels

Falcon - or Hawk? - on trail along Four Mile Run in Arlington VA

Saw this today - remarkable how much wildlife I see along streams on trails around here. This was no more than 100 yards (meters) from the 395 interstate highway going into Washington DC. And I saw a rather large fox while walking our dog this morning!

Paris Poster Featuring Cyclist-Photographer

Note the camera attached to the handlebars

Title-Première Exposition Internationale de Photographie
Summary-Woman riding a bike with a camera on the handle-bars.
Created / Published-1892.
Notes
- Color lithograph by Affiches-Camis.
- Promotional goal: Fr. K94. 1892.
- Exchange, Bibliothèque Nationale, Paris.
- This record contains unverified, old data from caption card.
- Caption card tracings: 1. Photographers 1892. I. Title. II. 1892.
Medium-1 print (poster) : color ; 130 x 100 cm.
Call Number/Physical Location POS - Fr .A48, no. 1 (D size) [P&P]
Repository-Library of Congress Prints and Photographs Division Washington, D.C. 20540 USA
Digital Id-cph 3b49687 //hdl.loc.gov/loc.pnp/cph.3b49687
Library of Congress Control Number 2002721228
Reproduction Number-LC-USZC2-1787 (color film copy slide)
Online Format-image
Description-1 print (poster) : color ; 130 x 100 cm. | Woman riding a bike with a camera on the handle-bars. LCCN Permalink lccn.loc.gov/2002721228

www.loc.gov/item/2002721228/

Idyllic Cycling Outing of 1896

Presumably used in advertising for this Indiana bicycle company

Title-Crown Cycles
Summary-Family outing on bicycles.
Created / Published-1896.
Notes
- Lithograph poster.
- This record contains unverified, old data from caption card.
Medium-1 print : lithograph.
Call Number/Physical Location-No call number recorded on caption card [item] [P&P]
Repository-Library of Congress Prints and Photographs Division Washington, D.C. 20540 USA
Digital Id-cph 3a48326 // hdl.loc.gov/loc.pnp/cph.3a48326
Library of Congress Control Number-2006684350
Reproduction Number LC-USZ62-48185 (b&w film copy neg.)
Rights Advisory-Rights status not evaluated.
Format-image
Description-1 print : lithograph. | Family outing on bicycles.
LCCN Permalink lccn.loc.gov/2006684350
www.loc.gov/resource/cph.3a48326/

Peculiar sort of advertisement - only the man's bike is properly visible, and even it is not shown in much detail. The front of the woman's bike is obscured and the child's bike is not visible at all. (At this point serious children's bikes were not much of a market since the cost was rather high for something for a child.) It is also interesting that the emphasis here, in 1896, is on where you can go with the bicycle and doesn't show the cyclists riding the bicycles.

1896 was the height of the so-called "bicycle craze" of the 1890s.

"What Happened?" Bicycle Illustration 1897

Found on the Library of Congress web site - https://www.loc.gov/item/2010715933/

Title-What happened?
Contributor Names-Frost, A. B. (Arthur Burdett), 1851-1928, artist
Created / Published-[1897?]
Subject Headings
- Bicycles & tricycles
- Men
- Traffic accidents
Format Headings-Drawings.
Periodical illustrations.
Notes
- (DLC/PP-1934:0009).
- Forms part of: Cabinet of American illustration (Library of Congress).
- Published as cover of: Harper's weekly, 41:1093 (Nov. 6, 1897).
Medium-1 drawing : wash.
Call Number/Physical Location-CAI - Frost, no. 47 (C size) [P&P]
Source Collection-Cabinet of American illustration (Library of Congress)
Repository-Library of Congress Prints and Photographs Division Washington, D.C. 20540 USA hdl.loc.gov/loc.pnp/pp.print
Digital Id
cai 2a12589 //hdl.loc.gov/loc.pnp/cai.2a12589
cph 3c38124 //hdl.loc.gov/loc.pnp/cph.3c38124
Note: digital file from intermediary roll film copy

The digitized version is not of very high quality since it was digitized from a photographic reproduction of the original item. That is why it has the color bar and rulers.


Detail from the above illustration

Above is a zoomed in view of the bicycle taken from the TIFF image - the level of detail, because this is digitized from a reproduction and not the original illustration, is not particularly good but at least provides enough to show that the person doing the illustration captured accurately the details of an 1897 bicycle.

You can tell it is a "fixie" as it would be called today - that is, the chain drive doesn't spin freely when the rider is not pedaling, the pedals move in concert with the back wheel. The easiest way to slow down or stop was simply to slow down or stop pedaling. This bike has a small post on either side of the front fork that stick out so that a rider could remove his feet from the pedals and rest them on the fork to allow the pedals (and rear wheel) to spin freely while descending hills - getting the feet back onto the pedals was tricky, but this bike also came equipped with a simple "spoon brake" that is visible - that is, a levered brake actuated by the right hand that pressed a post downward to the front tire, pressing a block of some material (perhaps also covered in rubber) against the tire to slow the bicycle. This can be a moderately effective braking system but if used frequently it was hard on the front tire. Certainly it was better than nothing! (And such brakes are still in use on bikes in many parts of the world.)

Another detail provided is the bicycle saddle - a non-standard bicycle saddle was a common aftermarket upgrade for bicycles in those days. Here the saddle is split in the middle, apparently to provide more comfort (or something). Such bicycle saddles remind me of the slotted McClellan saddle for riding horses used by the military that have a slot down the middle. As a teenager I occasionally rode a horse using such a saddle and didn't find it very comfortable, but the slotted nature of a bicycle saddle is less rigid and usually comfortable enough. Still, I don't have a good association with slotted bicycle saddles.

Dockless BikeShare Bike Hiding From Riders in Plain Sight

Parked at this location on a busy street for a full week

This bike arrived at this location last Sunday morning. (The photo was taken from the local multi-use trail across the street from the bike that is heavily used by walkers and cyclists.) It is at South Wakefield St and South Walter Reed Drive in (South) Arlington, VA, at a bus stop. Biking by most direct route, it is less than ten miles from Capitol Hill, which is the middle (assuming you look at it that way) of Washington DC. Not the distant suburbs, but not a quick bicycle ride either.

For the "docked" Capital Bikeshare system, this area is at the edge of the present network of bikeshare docks. The nearest station is now about one-third of a mile away. There are about (per https://www.capitalbikeshare.com/how-it-works) 3,700 Capital Bikeshare bikes available across the metro DC area with this network.

This orangy bike is part of Mobike's dockless bikeshare. In the DC area, Mobike has started with 400 of their "dockless" bikes. Mobike ("the world's largest smart bike sharing company" they say) has a press release with some details of their plans.

Mobike is a re-imagination and delivery of the ultimate urban bicycle with innovations such as the chainless shaft transmission, non-puncture airless tires, a lightweight aluminum anti-rust frame, an enhanced and durable disk-brakes and an auto-inspired five-spoke wheel. These functional design elements result in a maintenance-free bike, with each Mobike’s lifespan estimated at 4 years of fix-free cycling. Each bicycle is connected to the Mobike IoT network via GPS-embedded smart lock; forming one of the largest IoT networks on the globe.

Some of this isn't accurate for DC - apparently Mobike bikes are usually single speed bikes with a shaft drive (no bicycle chain, but rather a drive shaft like a car). Here, in their first US location, Mobike decided to have a three speed gear system and apparently for the time being they aren't able to combine a low cost durable three speed hub with their shaft drive system, so you get a bike chain (with chain guard to keep chain grease off clothes). Some of it sounds good in one way but is more about reducing the company need for bike maintenance than anything else - as they mention, they hope for "4 years of fix-free cycling." (Four years without lubricating the chain will be . . . interesting.) So the "non-puncture airless tires" (by which them mean flat proof) are mostly about avoiding any company time spent fixing flat tires and not because you are going to prefer the ride of a bicycle with hard tires. (Part of the genius of the basic bicycle design is that the shock absorbing system is built into the inflatable tire, which is mostly not possible with airless tires.) And the "auto-inspired five-spoke wheel" (that has five pairs of spokes, or ten spokes, but OK) is also about low maintenance since unlike regular bike spokes, no maintenance or adjustment of spokes like these is even possible. (The idea that people using bicycles want something inspired by automobile design is curious.)

To get back to the subject at hand. Mobike's PR continues:

Mobike’s distinctive silver and orange bikes will be initially deployed at key downtown locations such as DC Metro stations, university campuses, and public parks. To use the service, users simply need to download the Mobike app, register, and scan the QR code on the bike.

While they may have been "deployed at key downtown locations" this one has been ridden to an obscure South Arlington location where hundreds if not thousands of people have seen it there. Since use of the app is presumably still becoming commonplace, in the course of a full week no one has been interested in using this thing. And Mobike, which is presumably seeing it with their gigantic "Internet of things" network, can't be bothered to move it to some place where it might be useful since that would cost money.

Is there anything seriously wrong with this scenario? Not sure.

Post Script: After a week and a day, the bike disappeared from that location. Perhaps the Mobike people reacted to my tweet (to them) on the subject.

Dockless Bikeshare Parking Example

MoBike in front of Library of Congress Madison building

The most recent rider left it near the front door. The nearest bike rack is about 100 feet away, just barely visible in this photograph (if you click on it and zoom in). As it happens, the nearest bike racks were all full, but a plaza like this isn't intended for bike parking on a random basis like this.

Part of My Commute on YouTube

Someone's video of the trail I use for several miles of my commute. The video starts where I join the trail on my commute.

I understand why the camera angle is the way it is, to show the area traveled through more fully, but this doesn't show very well the condition of the trail itself and how (for example) the width varies. The last mile or so (starting around minute 11) shows the most recently "upgraded" part of the trail that is wider than most of the trails around here, but this isn't obvious from the video (alas). I also find it disconcerting when the video is playing at 300 percent of actual speed. . .

LimeBikes on Mt Vernon Trail Near National Airport

Two LimeBike bikeshare bikes parked on the grass just off Mt Vernon trail

At around 6:45 AM, there were two of these LimeBikes in the same location, although one was on its side. I was surprised to find that they were still here on my ride home, around 4:45 PM. Now though both were on their kickstands, looking like they were posed for a bikeshare ad!

The LimeBike user agreement states, "Upon conclusion of your ride, the Bike must be parked at a lawful parking spot, i.e. the Bike cannot be parked on private property or in a locked area or in any other non-public space." Keep in mind that these dockless bikeshare bikes are "locked" by disabling the ability of the rear wheel, but not locked to a fixed object. One wonders if the Park Service thinks of the areas adjacent to the trail as a "lawful parking spot" for such bikes.

In Seattle there was considerable discussion before permits were issued to operators of dockless bikeshare systems about where they could and should not have their bikes parked. That hasn't happened here as far as I have seen, with DC government in particular taking a wait-and-see attitude.

Perceptions of Bicycle Safety Have Changed (Since 1991)

Man and boy riding a bike with a dog perched on the man's shoulder near the U.S. Capitol Reflecting Pool

This photograph from the Library of Congress collection taken in near the Capitol reflecting pool in Washington DC suggests that in the 25 years since 1991 safety in cycling has changed a little bit.

Contributor Names - Patterson, Laura, active approximately 1989-2000, photographer
Created / Published - [Sept. 1991]
Subject Headings
- Reflecting pools--Washington (D.C.)--1990-2000
- Cycling--Washington (D.C.)--1990-2000
- Dogs--Washington (D.C.)--1990-2000
Format Headings - Film negatives--1990-2000.
Notes
- Title devised by Library staff.
- Date from caption information for contact sheet ROLL CALL-1991-507 or corresponding negative sleeve.
- Contact sheet available for reference purposes: ROLL CALL-1991-507, frame 20/20A.
- Contact sheet or negative sleeve caption: "Reflecting pool."
- Forms part of: CQ Roll Call Photograph Collection.
Medium - 1 photograph : negative ; film width 35mm (roll format)
Source Collection - Roll Call portion of CQ Roll Call Photograph Collection (Library of Congress)
Repository - Library of Congress Prints and Photographs Division Washington, D.C. 20540 USA http://hdl.loc.gov/loc.pnp/pp.print
Digital Id - ppmsca 38847 //hdl.loc.gov/loc.pnp/ppmsca.38847
Library of Congress Control Number - 2015646966
Reproduction Number - LC-DIG-ppmsca-38847 (digital file from original item)
Rights Advisory - No known restrictions on publication.
Description - 1 photograph : negative ; film width 35mm (roll format)
LCCN Permalink - https://lccn.loc.gov/2015646966

LimeBikes on the Mall (Dockless Bikeshare Arrives in DC)

While jogging during lunch Friday September 22 I came across these two LimeBikes

I almost wonder if the LimeBike people put these here like this, or if some users actually left them aligned with this bike rack. I have yet to see a MoBike bicycle around, but two days after these were announced as being available (I think that's right) here these are at lunch time on Friday September 22.

When I rode home hours later, I saw another one parked on a sidewalk along Independence. It was not near a rack, just standing on the sidewalk held upright by its kickstand. Because people here are used to bicycles being locked to something, these bikes seem odd just standing with a lock merely disabling the back wheel (using a Dutch bike approach). In the above case, the bikes are nicely placed near bike racks, which I suppose keeps them more likely to remain upright but also makes it harder for anyone else to use the rack as intended. Hmm.

I loaded the MoBike and LimeBike Android apps. The MoBike app was a lot more intrusive, more or less asking if it could have access to everything on the phone. Really? Why? I declined to give access to anything other than location, so perhaps that it why the map labels displayed in Chinese - a map of Washington DC, but still. The MoBike app was also in a big hurry to have me "top up" an account with some $ from a credit card. Whoo, let's see where these bikes are, first! The LimeBike app seems to be tailored for the US, which is a better approach I would say, and only wanted to know my location, which makes sense. It noted that the first ride is free and didn't start hitting me up for $. So aside from the fact that I have seen LimeBikes near where I work in DC (and not a MoBike) I already like LimeBike better than MoBike.

I'm curious to see if dockless bikeshare can work in Washington DC that already has a successful "regular" bikeshare system. My doubts include whether people will really park them properly (whatever that might mean, which isn't clear to me, except that certain kinds of bike parking will not work well) and whether a system that only locks the bike wheel and not the bike to a fixed object can work. Among other doubts . . .

I might give one a try. We'll see. First ride is free, after all.

As an aside, I did manage easily enough not to use a car on "Car Free" day (9/22/2017) but it was pretty much business as usual, commuting to/from work on a bike and not going anywhere in the evening requiring a car. So I'm not thinking I should give myself too much credit for that one . . .

My 2,000 Character Response to WaPo Article on Bicycle Commuting

The Washington Post has an article, "Cycling to work means better health and a longer life. Here’s how to get started." that I made a comment on (that will be lost in the sea of comments, which is probably just fine). I have reproduced it here. You only get 2,000 characters for a comment!


Line of bicycle commuters on Mt Vernon trail several years ago on "bike to work" day

"Cycling to work means better health and a longer life. Here’s how to get started." The first part of this title is surprising since typical headlines for stories like this include the word "may" - as in, it MAY mean better health and a longer life - or it may not. I guess that the author (and editor) felt OK with leaving that out is encouraging.

I'm not sure that the approach provided that much useful "here's how to start" guidance but as a selection of somewhat inspiring stories with some selected suggestions it is fine.

About the e-bike commuter, it says, "And she gets to work without sweating, traveling nearly as fast as a car." Since we are talking about pedal assist bike, and since this is Washington DC, this seems unlikely on hot days. Simply standing around outside is enough to start sweating in much of July-August, and although the self-generated breeze from riding does carry away some perspiration, you can't get away from some sweating. And the "traveling nearly as fast as car" suggests a high rate of speed but it is really more the slow-and-steady-wins-the-raise over automobiles that kill a lot of time in traffic jams. Those e-bike commuters I see who want a high rate of speed, which is certainly possible with some of them (over 25 mph on some pedal assist bikes) often create hazards for themselves and others, particularly when on multiuse trails that were intended for around 15 mph max.

The article doesn't include the suggestion that seems most useful to me - anyone thinking about this is likely to have seen a neighbor who is a bike commuter - the thing to do is to ask that person their advice. A lot of getting started is overcoming certain seeming obstacles specific to a location that a neighbor can likely help with. And this ties in with a pleasing aspect of bicycle commuting, which is that most of us eagerly help each other. It's a community you get as part of being a bike commuter.

Bikes Vs Cars (Documentary Movie)

Video from Fairfax Alliance for Better Bicycling

Recently the Washington Post woke up to an issue that had been percolating for a while - a controversy over where to put a multi-use trail that will run parallel to an widened version of an existing interstate highway (I-66) in northern Virginia that is a key commuting route for workers seeing to get into Washington DC (and other points). The problem (or challenge) is that widening the highway (and having a trail with it) will push further into the backyards of many homeowners along the route. These homeowners and their neighbors would prefer to have the cyclists and pedestrians who use the trail on the highway side of the large sound barrier wall that is now an established element of such highways. If the trail is on the neighborhood side of the wall, the trail users will be in what is now someone's backyard (in effect). Not surprisingly most users of such a trail would prefer to be on the side of the wall away from the road traffic, for pretty obvious reasons. Most of the trail users (other than those who own these homes, it seems from the Washington Post) are not concerned with riding in what was recently someone's back yard if the alternative is riding in a concrete and asphalt valley with a bunch of cars, trucks, and buses. Particularly since one can guess that even after the highway is widened the traffic will be going slow or at a standstill, generating lovely exhaust for cyclists and pedestrians to consume in large quantity along with large amounts of waste heat during the warm months of the year.

To me, that such a discussion is proceeding with so little consideration for the views of the trail users says a lot about the relative power and interests of motorists versus pedestrians and cyclists in this country.

OK, enough of that, now a bit about the documentary movie "Bikes vs Cars" that I just watched on Netflix.


Trailer on YouTube for the documentary "Bikes vs Cars" that also invites you to pay to view the whole thing

The New York Times had a reasonably positive short review.

A review on the CityLab site suggests that the movie is "waging the wrong war."

The movie was made in Sweden and was not intended specifically for an American audience. (Some parts of it are sub-titled). The narrative moves shifts between Sao Paulo, Los Angeles, Toronto, and Copenhagen, with a different focus in each location. In Sao Paulo, the emphasis is on a particular activist who zips through the streets on her single-speed bike but eventually attends meetings with mayor - her character (if you will) is the most developed. On the other hand, former Toronto mayor Rob Ford is presented as the buffoonish voice of the most extreme enemy of cycling (which is pretty easy to do given things he has said on camera). A certain amount of factual information is presented, but unlike many discussions of the advantages of cycling, the move doesn't devolve into a sea of facts that are difficult for most people to assess. The main fact-based point is simple - the number of cars is apparently going to jump from one billion at the time the movie is made to twice that in 2020 and in cities such as Sao Paulo and Los Angeles in particular (but also many others not mentioned specifically) the utility of owning a car that is unable to get you anywhere in continuous traffic jams by itself suggests there is a problem.

I think the CityLab reviewer missed a certain point. The movie title, "Bikes vs Cars," is meant ironically. The "vs" relationship is not bikes vs cars but rather a conflict between a vision that allows a vast worldwide growing middle class to have and use automobiles even as the resources to support that are limited and a vision that for something more sustainable and realistic. This alternative reality is where Copenhagen fits into the story, although I thought the main weakness of the movie was that relatively little was shown and said about the successes of cities like Copenhagen and Amsterdam.

This is not a documentary intended to provide a viewer the best possible facts supporting views one way or the other (and certainly not all possible facts for all possible views). It is an attempt to stir a particular emotional reaction - outrage. That's OK, in fact that can be a good thing.

Movie web site: http://www.bikes-vs-cars.com/thefilm.