Remote Control Brake for Your Kid's Bike - God Help Mankind

Ugh. That's all I can say about this one.

"MiniBrake: to make cycling safer for kids all over the world!"

This YouTube video was mentioned by the NYC Bikesnob blog - it seems to represent a new low in parenting. Or something. The young Hungarian developers of this idea have setup an IndieGoGo project to fund commercial production of these devices, which are a remote control brake system for kids' bikes. If your child is riding off into danger as you talk on your cell phone (as shown in the video!), you just punch a button on a remote and the brake is applied. Since the remote has a range of 50 meters, the brake automatically applies if it moves out of range of the remote, and also applies if the battery is running low.

I suppose I could launch into my personal list of the reasons why I have problems with this, but I think each of us can do that for ourselves.

Note that they maintain that, "MiniBrake does not replace parental care and prudence!" Umm. And, "The product contains a „black box”, which logs all braking events." Oh great, already heading down the Strava path, if only for "braking events."

They have had this funding opportunity open for five days and raised about $3,300 of their $75,000 target, which they hope to achieve by May 11. Well, who knows.

Addendum: This isn't a new idea - as we know, there are few new ideas with bicycles. Some British folks came up with "Bike Stoppa" (but URL appears dead) in 2008 - it was written up news article but they seem to have ceased production, although someone sold one for several dollars used on eBay as recently as March of last year. It probably doesn't say much for the commercial chances of this endeavor for the Hungarians that the British version failed.

The Bike Deconstructed (Book Review)

The Bike Deconstructed: A Grand Tour of the Modern Bicycle by Richard Hallett

My rating: 5 of 5 stars


This is one of those rare books that I get from the public library that I will probably buy a copy of later. Overall it is well done and interesting for someone with a general interest in cycling and bicycle history but who is not an expert already.

As with many books, the "blurb" is disingenuous - it says, "Do you know the difference between a head tube and a headset?" [and several other such questions] If not, this is the perfect guide for you. This sort of over-inclusive enthusiasm from the publisher (one assumes) is amusing, but probably not accurate. At less than 200 pages and with half of most pages allocated to photographs and the occasional diagram, the author assumes a fair degree of interest and acquaintance with bicycles and is a few steps beyond an introduction that clarifies what's what.

The focus is on "road bikes" but as the author explains, more than just for road racing - "the road bike is a fast- and easy-running machine with ergonomics suitable for a wide range of riding conditions. More specifically, it is a lightweight bike equipped with dropped handlebars, narrow(ish) tires, and an efficient connection between feet and pedals."

There are seven chapters: Materials, Frameset, Wheels, Drivetrain, Brakes, Contact Points, and Accessories, along with a glossary, index and limited suggestions for other reading.

Because of the abbreviated length of the text, the author makes quite a few categorical statements about subjects where there are other opinions - that's just a consequence of this kind of approach. In 35 pages he says what he can about road bike drive trains but there is no comparison to the detail in something like The Dancing Chain at 400 pages.

This isn't a book that I have sat down and read from cover to cover - although I suppose you could. I page around, look at the photographs, read the captions, maybe read some of the text, learning a few things and being entertained. A caption for a photograph of a modern handlebar says, "The oversized bulge at the handlebar center point adds strength and stiffness where needed as well as increasing the surface area available for clamping." Oh - I wondered about that. An explanation of the benefits of the modern threadless headset over the more traditional threaded headset convinced me of the advantage of the modern approach (even as I continue to admire the elegance of the appearance of my 1982 road bike with a threaded headset).

The photograph credits are from dozens of sources, mostly manufacturers, which is surprising since they were processed to achieve a standard and pleasing appearance in the book.

A fun and entertaining book to have around.



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Denmark and Cycling in 1898

Evening star. (Washington, D.C.), 16 April 1898. has this short item on its page featuring a variety of stories about cycling for the many in those days who were interested in the topic, towards the end of the cycling craze of the 1890s. This was arguably more for business types interested in selling bicycles in Denmark but has some interesting description, from an American perspective, of cycling in Denmark at the time.

FOREIGN BICYCLE TRADE
Recent reports received at the State Department give some interesting facts in regard to the bicycle in European countries.

Vice Consul Bloom in Copenhagen says: "All classes, from the royal princes and princesses to the poorest workmen, use the bicycle in Denmark. The number now in use is estimated at about 100,000 for a population of 2,300,000). The roads through out the kingdom are excellent. Denmark is a flat country, with hardly any hills, and must be considered ideal from a cycler's point of view. If American exporters ship frames and wheels separately, they are sure to be on the safe side, or they can stipulate that they will not have anything to do with the duty, and leave that question to be settled by the Danish importers. There are no differential duties. The retail prices are from $25 to 100. The demand is mostly for the cheaper grades, and large quantities have been sold recently at $10 free on board New York."

From the National Museum of Denmark - in 1940 King Christian X could have chosen a bike, but certainly everyone else here seems to have done so

This situation is contrasted with that of Germany, also describe:

Consul General Cole at Dresden says: "Bicycles are used in Dresden by the wealthy and the middle or well-to-do classes. The lower and poorer class could hardly hope to accumulate enough money to buy them, although the remarkable reduction In the prices of American wheels may place them within reach. The streets of Dresden lire paved with asphalt and stone blocks, or macadamized, and are kept hard and smooth by constant rolling. They are clean, and furnish delightful avenues for wheeling. In the Grosser Garten are many miles of dirt roads, level and smooth, and, besides these, roads are being made in the park exclusively for cycling. Throughout Saxony the roads are hard smooth, and kept in good repair. Americans supply the largest number of wheels sold In this market, but there is considerable traffic in English bicycles."

The article goes on to describe the situation in similar detail for selected regions of Italy, France, Spain, and (somewhat oddly - since it is not part of Europe) Canada. (The article starts on the bottom of the page, fourth column from the left.)

World War I: German Bicycle Corps

Rotogravure of German Bicycle Corps soldiers WWI

An image from "The War of the Nations" published in 1919, made up of rotogravures taken during World War I from the New York Times. Rotogravures were photographs printed in newspapers using a higher quality process than was typical, producing better results - this comes from a volume published in 1919 after the war was over, a compilation of photographs taken by news photographers.

The photographs in books like this, with minimal (and fairly self-evident) captions, often raise all sorts of questions. Here the soldiers with bicycles are "marching with difficulty over the sand dunes" - one has to wonder, why are they bothering to do this? And why are they heading in one direction while behind them we see a column of soldiers (the same army) heading in the opposite direction? It is noticeable without much examination that the soldiers heading left-to-right seem to all have backpacks, while those heading right-to-left are (mostly) not doing so. And so on. One will likely never know. Not, of course, that it matters.

World War I - Americans Race Bicycles in France

The Stars and Stripes (Paris, France), February 7, 1919, Vol. 2 No. 01, page 6 has the following short story about a bicycle race held by the American Expeditionary Force during World War I.

BICYLE RACE IS LATEST WRINKLE

5th Army Corps to Hold Thirty Kilometer Pedal Speed Contest

On Saturday, February 15, the Fifth Army Corps will stage a bicycle road race from Bourbon les Baines to Nogent en Bassigny, a distance of about 30 kilometers. Three teams of 20 men each will start, representing the 29th and 82nd Divisions and the Fifth Army Corps troops.

There will be a trophy for the team having the greatest number of men to finish, as well as individual prizes. Bicycle road race rules will govern. There will be no pacing other than that done among the contestants themselves, and controls will be established where assistance may be given the contestants.

Colonel Foster, athletic officer of the Fifth Corps., is in charge of the details of the competition, which he claims will forever put a stop to the arguments about the speed of the couriers in the recent big offensive.

All along the course organizations are arranging to give the riders a big reception. The finish will be at the foot of a big hill in Nogent en Bassigny, near Major General Summerall's chateau.

Article as it appeared in the Stars & Stripes

This kind of activity, a recreational race, was possible since the war had ended in November 1918.


Image of scout (not messenger) cyclists in World War I

Arlington County (VA) and Trail Plowing

March 9 I sent the following as an email to the Arlington Bike Coordinator; later I submitted a revised version to the County Board on their website.

It appears that over the winter the County decided to switch from salting trails to plowing. (I leave near Rt 7 and Walter Reed and ride down the trail along Walter Reed, then down the trail along Four Mile Run to the Mt Vernon trail and then in to DC that way.)

I am surprised by the timeliness of some of the plowing that happened - in particular, the that runs parallel to Walter Reed between Rt 7 and Arlington Mill Drive was plowed recently very quickly after the snow - this makes a lot of sense since if you are going to plow trails (and not salt), it should happen fast before the snow turns into ice from people walking on it.

The different this past week was very noticeable between the trails I use in Arlington and the Mt Vernon Trail, which was untreated and unplowed. The main thing was that the trails that were plowed become clear and useable by a regular bike quickly and the Mt Vernon trail was only rideable until Thursday either by riding very carefully or by having a bike with studded tires (which I have).

Plowing isn't a perfect solution - Tuesday in particular some trails had been plowed before my morning ride but the result was that the asphalt (with the 15 degree weather) was coated with a thin sheet of ice instead of a thicker layer of ice and snow so that a regular bike would not have traction - it would have been impossible to ride without studded tires. But by that afternoon the situation was already better, and Wednesday morning the Arlington trails were rideable (with care) while the Mt Vernon trail was not. Still, I think plowing is better than treating with salt etc.

The plowing is good. Thank you.

Plowed trail near my house - makes a big difference!

This kind of systematic effort to clear trails used by cyclists (and others, of course) following snow storms is new this year in Arlington, and there was enough snowy weather for some experimentation. The first round was to use salt/road treatment type applications on the trails, which isn't great if you want to walk a dog using the trail and also is hard on the bicycle and the surrounding environment since the salt/chemicals aren't confined to the trail (asphalt). Plowing is a lot better, and the County shifted to that, which is great.

Better still would be to have a little less snow.

Walking the 14th St Bridge (on the Way to Work)

Doesn't look too bad . . .

I used my "ice & snow" bike and was reminded it is better with ice and less good with some snow conditions. Most of the ride the asphalt trails were much more clear than I expected and with my studded tires I chugged along steadily. But the 14th St Bridge pedestrian/bicycle area was 3-4 inches of mush (not slush, but mush) that was hard to maintain forward motion with given the 2 inch wide tires and a desire not to spin the wheels (which could pull out studs, maybe) and the sort of wild steering required.

Anyway I ended up walking more than half the way since it was a more consistent level of effort and probably about the same speed as the stop-and-go approach with riding in my lowest gear.

The Elite Bicycle: A Portrait of the World's Greatest Bicycles (Book Review)

The Elite Bicycle: A Portrait of the World's Greatest Bicycles by Gerard Brown

My rating: 3 of 5 stars


This is a coffee table book with lots of color photographs of bicycles and a fair amount of accompanying text to provide context, but I overall I was disappointed. (However since I checked this out of my public library, not terribly. I certainly wouldn't want to have spent money on this one.)

Published in the U.S. by VeloPress, this was originally published in the U.K. by another publisher. While there is some discussion of U.S. bike companies, the original audience was more European than American (or so it seems to me). And the change in the sub-title for the American edition somewhat confuses what the book is about, I think - originally it was "The Elite Bicycle: Portraits of great marques, makers and designers" and in the U.S. it is "The Elite Bicycle: A Portrait of the World's Greatest Bicycles." (Isn't the American version a tautology?)

I'm not sure the original British title is entirely consistent with the content of the book, but it is certainly more suggestive of the information in it the American one. As another person wrote, this isn't a book about bicycles so much as about bicycle parts, and there is something to that - but of course, a modern "elite bicycle" is in fact a collection of parts since there is no one company that creates both the frame+fork and then the group of parts that are bolted to that frame+fork. Also not clear from the (American) title and somewhat unexpected is the heavy emphasis on the manufacturing process rather than finished products.

I found it a little puzzling that the book doesn't present a particular kind of bicycle as this desirable "elite bicycle" clearly. This was not, as I was expecting from a book from VeloPress (not realizing that this was not their creation), oriented towards pure road racing bicycles but rather high end road bicycles for individuals who like really nice bikes but aren't going to be using them as professional cyclists. Most of the companies (those covered I have listed below) are frame builders that specialize in bespoke bicycles (i.e., built to the customer's specific requirements) but not all. And some high end bicycle parts-making companies are covered, such as Chris King and Sapim. A French family business that produces what are the world's best tubular racing tires is covered presumably because they are "the greatest" but very few of the bikes otherwise discussed would use such tires - and then, out of some sense of fairness perhaps, there is a description of Continental's tubular tire manufacturing process, too (which is in Europe, unlike most European company bicycle tires that are now made in Thailand or Taiwan, such as Michelin).

Probably the greatest shortcoming of the American title is that it suggests that the authors consider these particular bikes (and parts) to be the world's greatest. The British title is more clear that this is just about some examples of elite bicycles and not "the list." The book is very clearly (upon reading) intended as a sampling of the various ways such elite bikes are produced and not a collection of the very best.

The foreward by Sir Paul Smith sets a new standard in brevity. But they did get to put his name on cover. So there.

The Library of Congress catalog record for this book includes a list of the companies covered: Brooks -- Selle Italia -- Reynolds -- Columbus -- Cinelli -- Guru -- Chas Roberts -- Rourke -- Cyfac -- Alex Singer -- Fagg in -- Pegoretti -- Independent fabrication -- Richard Sachs -- Ben Serotta -- Condor/Paris -- Seven -- Dinucci -- Ira Ryan -- Tony Pereira -- Winter -- Spécialités TA -- Sapim -- Chris King -- Royce -- Mavic -- FMB -- Continental -- Time -- Contacts.



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U.S. Diplomats & Bicycles

The Library of Congress just moved a set of materials that are the transcripts of oral histories of U.S. diplomats. The collection is describes as follows:

Frontline Diplomacy: The Foreign Affairs Oral History Collection of the Association for Diplomatic Studies and Training at the Library of Congress makes available interview transcripts from the oral history archives of the Association for Diplomatic Studies and Training (ADST). These transcripts present a window into the lives of U.S. diplomats and the major diplomatic crisis and issues that the United States faced during the second half of the 20th century and the early part of the 21st.

Full text search of these items is part of using the simple "one box" search for the entire website. This leads to what seems to me to be an amusing result - a suggestion the there is a significant linkage between diplomacy and bicycling. If you search "bicycle" across the entire LOC.gov site, the search results indicate that of the "sites and collections" within LOC.gov, Frontline Diplomacy is in sixth place as a "site or collection" for this search term. What this actually indicates is that if you ask 1,700+ people to talk about their life story, it isn't uncommon that they will mention "bicycle in passing, often for these 20th century diplomats in the context of "I rode a bicycle to school" type statements. (The most that "bicycle" appeared in any interview was three times - much more typical was one mention.)

Even my father, someone who I don't recall ever seeing ride a bike, mentioned "bicycle" twice in his interview! His interview is not about policy so much as anecdotes of life in the foreign service. One "bicycle" event was in Tunis:

For example, in the early summer of 1951, I bought a lovely 20 x 14 foot Kairouan carpet — all white. That fall, the U.S. Sixth Fleet paid a visit to Tunis — that is to say that Admiral Gardener and his carrier, the Coral Sea, anchored some miles off shore (Tunis is a shallow road stand). Anyway, at one point the Admiral and many of his colleagues ended up at my house — until about four A.M. — when the last was fished out of the pool and sent on his way. As you can imagine, many an hors d'oeuvre was ground into my Kairouan carpet. When I finally staggered out of bed the next morning, Ali, my cook, said that someone had stolen the carpet. He had not wished to disturb me, but he had washed the carpet and hung it out to dry, and someone had rolled it up and fled with it on a bicycle. So — that was the last I ever saw of the Kairouan carpet.

Another mention was of his work in Moscow in the 1950s as a General Services Officer:

As General Services Officer (or housekeeper), I had some sixty Russians working for me, only one of whom spoke any English. The rest were carpenters, mechanics, painters, plumbers, laborers, what have you. Two things happened immediately — I changed the sign on my door to read “Genial Services” and, secondly, I set out to work with my “team.” I won't say we were totally successful. We tried to keep people (including Mrs. Bohlen) happy by doing what we could. And, I think, by and large, we succeeded. There were, of course, some people who could not be kept happy. Like the Air Force Attache (departing) who called up in a rage one day because we had dismantled his daughter's bicycle to be shipped home. Did we realize it would cost him money to have it reassembled in the U.S.? We put it back together for him — forget the U.S. taxpayer.

So while there are some mentions of bicycles in these materials, arguably diplomatic history is not, as perhaps suggested by the search system, a rich source of information generally about bicycles.

I am reminded that while I don't recall my father riding a bicycle, I do remember his putting a bicycle together. While living in Bucharest in the 1960s, the U.S. Embassy community included (all things considered) a relatively large number of children roughly my age - I don't know how this was done, but a number of Raleigh Grand Prix bicycles were purchased and imported by the parents of many of these children one Christmas season. My father, being pragmatic in such things, had assembled the bicycle well in advance (he was also pretty good as a mechanic). But the night before Christmas I overheard him talking to someone in our house (my bedroom was at the top of the stairs above the diplomatic-reception-sized living room) and clearly assembling a bike. I learned years later that he was helping some American military attache by assembling the same sort of bike for the attache's child, the attache not having properly understood "some assembly required." This is somewhat ironic, I suppose.

As a tangential connection with cycling history, I have blogged before about the most famous U.S. diplomat-cyclist, Alvey Adee.


Alvey Adee of the U.S. Department of State riding his bicycle to work in 1914

Cycle Chic by Mikael Colville-Andersen (Book Review)

Cycle Chic by Mikael Colville-Andersen

My rating: 5 of 5 stars


First - my five stars is because as I understand Goodreads, the idea for assigning stars is did I like the book and not is it a good book generally.

This a book of photographs with very little text, loosely organized thematically, from Mikael Colville-Andersen, the Copenhagen-based creator of the blog Copenhagen Cycle Chic.

The photographs are about the people in them and the bicycles they are with together, in support of the "Cycle Chic Manifesto". This manifesto declares things like, "I choose to cycle chic and, at every opportunity, I will choose Style over Speed" or "I will endeavour to ensure that the total value of my clothes always exceeds that of my bicycle" and "I will refrain from wearing and owning any form of 'cycle wear'."

The book includes hundreds of color photographs (and a very small number of B&W) taken all over the world, but predominately in Europe, in particular in Copenhagen. Most but not all were taken by Colville-Andersen and most appear unposed.

The role that such a (physical) book plays in our world today is an interesting (perhaps) question - one can see many of the kinds of photographs included in the book in the Copenhagen Cycle Chic blog (or many of the similar blogs that Cycle Chic provides links to). One can also see
Colville-Andersen's photos in his Flickr account (although there are plenty of non-bicycle photos there, too). I don't have an answer to this question - in this particular case, the book seems pleasing because it emphasizes the photographs one-by-one in a way that neither Flickr nor the blog presentations do, and allows for flipping around that the Internet still doesn't support.

Fun. Good.



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Book about Schwinn HIstory in the Pubic Domain

Page from this company-sponsored history of Schwinn from 1945

Fifty years of Schwinn-built bicycles: the story of the bicycle and its contribution to our way of life. Arnold, Schwinn and company, Chicago. 1945. No author is given on the title page, but the dedication is from Frank Schwinn, son of the company founder, Ignaz Schwinn.

Typically books published after 1922 in the U.S. are still covered by copyright, but if published before 1964 (I think) then copyright has to be renewed after 28 years or the book goes into the public domain. Or perhaps the University of Michigan where this was digitized cleared the copyright otherwise somehow. Anyway, the full book is viewable through HathiTrust.

While primarily a book about Schwinn, looking back from 1945, there is quite a bit of general cycling history in this too (albeit presented in summary). There are some interesting photographs comparing a Schwinn factory in 1895 and 1945, and some discussion of the development of bicycle technology as it relates to technology in (then) automobiles and even airplanes. In many ways it is more interesting for someone interesting in Schwinn and bicycles than the much more recent No Hands that was published in 1996 but is more about Schwinn as some kind of extended business case study. (350 pages, published by Henry Holt & Co.)


The Schwinn family on a bicycle built for three

Schwinn's introduction of the balloon tire in 1933 is described in detail and makes clear that the bicycle industry in the U.S. following the initial craze of the 1890s had been negatively affected by the "single tube" tire that was difficult for individuals to repair but cheap for bicycle makers to sell.

THE BALLOON BICYCLE TIRE
The antiquated single-tube tire had been standard equipment on American bicycles from the 90's to 1933. Small double-tube tires were available, but expensive and little used. Everywhere else in the world only double-tube tires had been used for a generation, because they were readily repairable, while the single-tube tire was not. Small punctures in the single-tube tire could be repaired by makeshift methods, but large punctures could not be repaired satisfactorily, and a cut of any size meant the purchase of a new tire. The fiction that the American cycle buyer just wouldn't pay the additional cost of the practical, repairable, double-tube tire had taken root, and no serious attempt was made to encourage their use.

Ad for Schwinn's 1933 bike featuring a balloon tire in the U.S.

Snow & Fenders

Having arrived at work after riding mostly in about 1/2-1 inch of snow

On Tuesday it was starting to snow when I got up in the morning and starting to accumulate a little on the trails when I was ready to take off for work. Still, the promised weather for later was that the snow would stop, the sun would come out, and there would be enough warmth for all this to go away.

In previous experience, I have found that riding a road bike in fresh snow where there is no ice underneath can be easier than riding a mountain bike with big wide tires - and it seemed I wouldn't need any sort of special snow or ice compensation for the ride home. So I chose to ride my 1982 steel road bike (or whatever one calls such a thing) to work. I lower the tire pressure a bit to improve grip.

On the trails the snow was less than an inch, generally (that is, less than 2.5 centimeters). After a while I started hearing a high pitched noise from a tire in contact with something and realized that the way the rear fender is fitted, snow was building up at the back and pressing against the tire, making the noise. It didn't seem to be causing me to work noticeably harder, however.

When I crossed the 14th Street bridge into Washington, however, the snow was deeper on the bridge section set aside for pedestrians and cyclists and somehow the difference meant snow was building up under the fender enough to slow me down. The bridge is long enough that it was beginning to wear, but for whatever reason it got to a certain point and didn't get so bad that I was stopped.


Snow built up under rear fender in particular

The above photos are after I got to work (but before I entered the parking garage, which since it is heated, quickly melted all this messiness). In DC there was much less snow and almost none on the roads I was riding on, but you can still see the build up problem.

So I learned something - road bikes may be fine for certain snowy conditions, but not with fenders, or at least not with fenders fitted this closely.

Capital Bikeshare Usage Visualized

Mobility Lab, a kind of think tank/advocacy organization in Arlington (Virginia), has this blog post that links to interactive displays of various kinds of usage of the Capital Bikeshare system based on 2013 statistics displayed on an aerial photograph of DC and northern Virginia. One of the amazing things about bikeshare systems is that they provide detailed statistics about cycling that have never been available before.


PDF of map for cyclists in the Washington DC Morning Times, May 24, 1896

The above "Washington Bicycle Road Map (presented in a newspaper) is one I like very much since it covers so much of the DC region - it reminds me that at that time, the growing popularity of cycling was about leisure riding and a significant part of that for long rides into the countryside (which would now be suburbs, mostly). The city was only around a quarter of a million people after all. The map extends at least 12 miles out in all directions from the center of DC.

"Bicyclists, Get Off the Road"

A letter to the editor of the Yakima Herald-Republic (in Washington state) is titled, "Bicyclists, get off the road" and starts out:

Yes, it keeps happening. People riding their bicycles on roads and highways designed for motorized traffic. Thank God my parents had enough common sense to beat my rear end and ground me if they caught me riding my bike in the street. Just because the law allows stupidity does not mean you have to make yourself a dangerous liability. . .

- and so on, from some fellow in Moxee (apparently a place in eastern Washington state).

What a point of view, from one a resident of one of the top bicycling-friendly states in the nation! I guess this says something about the divide between urban sensibilities and whatever Moxee Washington represents.

On the other hand, we have this.

The Power of Bicycling (Get Psyched) from Streetfilms on Vimeo.

Yeah.

One wonders if the Man from Moxee is aware that the Good Roads Movement" that created all these roads he feels belong to motorists exclusively was started by cyclists (then known as "wheelmen"). OK, OK - one could add that they were helped in organizing by bicycle manufacturers like Colonel Pope. One can read about these efforts in their monthly journal from the 1890s, entitled "Good roads: an illustrated monthly magazine devoted to the improvement of the public roads and streets." There were no motor vehicles.

Looking Forward from 1894 - Cycling Options

I found a curious and amusing article in the Phillipsburg Herald (Phillipsburg, Kansas) from April 5, 1894. In the 1894 the "bicycling craze" of the 1890s was well underway but the "safety bicycle" (that is, a bicycle with the basic design we still have today) was still being improved each year and the peak of the craze would not be until 1896-1897. As with any "craze" there was speculation as to what might come next - this long article from the middle of the United States covered the possibilities (most of which were quite improbable) extensively, with illustrations.


nGram shows discussion of "wheelmen" in newspapers peaked 1896-1896 -- 1894 was still early

As you can see below, the article on bicycles and cycling took up the entire left side of the full page.


Image of the full newspaper page

The article begins:

The friends of cycling are legion and their number is augmented every day. As a sport it remains as popular as ever, and during the enforced dullness of tho winter months the cyclist dreams but of the perspective enjoyment another season. Long before the advent of the first robin and the timid crocus, the wheelman has burst in full bloom and can be seen gayly "pumping" through mud and slush having a glorious time in making himself and others believe that gentle spring has come.

Then it continues with illustrations and descriptions of a variety of possible bicycle types, including some more imagined than real.


A fanciful illustration suggests the skepticism of many about cycling at the time


A bicycle driven by one's arms as well as legs


A bicycle equipped with a sail


A bicycle equipped for ice (only)


An apparently regular bicycle used to help create a "new" milking maid


Cargo carrying with bicycles can require considerable skill - Egypt, 2008 example

Yes, this fellow is riding along with an open tray of Egyptian flatbread on his head.

More on the Bicycle of the Future (a View from 1901)

An article in "Modern Culture" from 1901 looks at "The Future of the Bicycle" from a few years later than my previous post that was a view from 1897 - between 1897 and 1901, the market for bicycles collapsed and prices fell and at the same time the automobile was being introduced, along with motor bicycles (motorcycles).

I have only reproduced here the text of some representative paragraphs from the beginning, middle and end of the article but it is not very long and may be interesting to read the entire thing.

The introduction is written in a rather overdone style I often see in articles written around this time.

THERE still are those, as there were ten years ago, who persist in their contention that the days of the bicycle are far spent, just as there are those who commune with nature on a spring day with their fingers in their ears and admit the earth is beautiful while they lament that the birds have ceased to sing in the tree tops. And because it takes all manner of people to make a world, there doubtless are those also who confess that wheeling exhales a most seductive influence, but who will resist it for the same reason as of yore; they will wait until bicycles are cheaper. Not while green Nature allures when winter wanes, and mankind enjoys his liberty, will bicycling or some kindred recreation lose its fascination. The industry has felt an impulse to renewed activity, and while it is in a measure true that this spirit of optimism is perennial, the conclusion is so logical that it must be shared by everyone.

The article then reviews the history of the bicycle's development and makes the following conclusions:

All sorts of impossible inventions continue to emanate from the patent office, but the prospect of another radical step forward on present approved lines is obscure. Advancement is not an abstract condition which exists as a natural course,and the improvement of the bicycle cannot be said to cover a century, but was rather confined to two decades.

There have necessarily been greater variations in the different designs for the last ten years than reason demanded, but the amount of experimentation to which it is attributable has not been without a favorable effect on the present high standard of excellence. Every important feature has been carried to opposite extremes in order to attain the happy medium, and possibly with an ulterior motive of keeping the public curiosity whetted by constantly changing fashions. But now there is no longer need to perpetuate that expensive custom of adopting a radically different design every year, and marking wheels a scant year old down to bargain counter prices. Evolution has been toward uniformity. . .

Here the writer has in mind bicycles for general use and not a bicycle used by a professional racer, which would have been a much more narrow market at that time. Since then, of course, it has turned out that there can be a great variety of bicycle types overall, but here question was whether there would be some additional leap to improve bicycle technology comparable to the introduction of the pneumatic tire.

The article then has the following flowery conclusion:

While prices are not actually increased this year, it augurs well for the quality of the bicycle that there is a tendency to buoyancy in this direction. With the public clamoring for prices lower than the cost of a good bicycle, there was a flood of inferior wheels, cheap in all save price, assembled from a fortuitous medley of unrelated parts and pieces. The sale of assorted parts has decreased, which means that with wheels of established reputation within the reach of all, the profit in home made work is lost.

So give the bicycle its due. It will live though a few immunes deny it the right. It will bear the same relation to the motor bicycle that the horse does to the automobile. Society will resurrect it as a fad; indeed it may even now be bent upon it since King Edward of England is an enthusiast. And society will eventually drop it again without affecting its stability. For as a leveler of distances between the city pavements and the green of country earth it is a boon to the nature-lover, while its utility appeals to man's commercial instincts.

"A bicycle is to a motor bicycle as a horse is to the automobile" is not how things have worked out, but the basic logic that the bicycle's "utility appeals to man's commercial instincts" seems to be true for some today at least, if we take "commercial" to mean "it's economical."


A good quality bicycle from 1901 at the reduced (from 1897) price of only $50

The "Bicycle of the Future" (of 1897)

A short piece looks at the "bicycle of the future" published in the Washington DC Evening Star, August 14, 1897. I have reproduced here just parts of the article, which speculates on what will be the "radical" changes in the design of the then-named safety bicycle (essentially the same basic bike design used today). After a ten year period of introducing and perfecting this design, including the introduction of pneumatic tires, it was apparently assumed that there would continue to be innovations of similar significance.

By many it is predicted that the bicycle of the future will be a radical departure from the wheel of today. As near perfect as the wheel of today may be, it is not so perfect that improvements cannot be made in it. This has been the invariable rule of mechanics, and the bicycle can hardly prove an exception. Stimulated by the demand of the public for something better, the manufacturers will endeavor to put an article on the market to meet the popular taste. As it seems at present, there is no need for any improvement, yet there are many who are demanding something unique and novel in the line of bicycle construction, and the manufacturers find it a lucrative investment to gratify the whims of this class.

Arguably the most significant statement is at the end - the market for bicycles at the then prevailing prices was apparently satisfied, so the manufacturers were hoping that some new enhancement would allow them to sell new and (literally) improved bicycles even to persons who already had one but would feel a need to have a new one that was clearly better.

The diamond frame has been recognized as the strongest combination that could be made for bicycle construction. It has stood the test well, but now the demand is for something different. Accordingly, the triangle or pyramid, frame wheel has made its appearance. It may be several years ahead of its day, as popular fancy has not taken to that style of construction as yet. This is only one of the most prominent departures from the present style of bicycle frames. There are innumerable designs on the market, but they are either lacking in some qualities, or else do not equal the present style in weight, and are therefore objectionable to riders. No cyclist is going back to a thirty-pound wheel after having pushed a twenty-pound or twenty-two pound wheel for several years. It would be a foolish move, indeed.

"Triangle" frame design - failed to attract interest

Within the past three or four years there have been no improvements in the general design of the bicycle. The improvements that have been made are mostly in the line of detail, though In this direction some wonderful strides have been made. The number of changes in this direction are too many to mention here. The weight of the wheel has been reduced to a point undreamed of four or five years ago, until The Friction Ch. today the factor of safety Is the smallest known in mechanical construction. The tires have been wonderfully improved upon, and the matter of repair brought into the hands of all riders.

The tread has been brought down to a scientific basis. The bearings have been made as near perfect as is possible, though it is admitted by all bicycle experts there is plenty of room for improvement yet. The bearings have also been made as near dust proof as possible, while arrangements for the chain adjustment have been patented by a number of people. The cranks and sprockets have been brought down to a scientific basis also, and innumerable other smaller details have been looked after. all tending to produce the bicycle of today. If one make of wheel had all the improvements on it we would have a model bicycle, but as it is the improvements are scattered over a number of different makes and as a result no particular wheel is perfect.

Cog-based drive system to replace chain - never caught on

The article goes on to suggest that a likely place for innovation would be to replace the chain with some other kind of "chainless" drive system, although the article dismisses shaft-drive approaches (which were marketed by a number of companies and still exist today) in favor of exotic approaches like the cog-based approach shown above, even as it admits that this system has some drawbacks.

Somewhat oddly, on this same page in the next column over from where this article appears, in a collection of short items called "Cycling Chat", a Professor Carpenter from Cornell University is quoted saying, "no better power conveyor can be found than the chain that is today in use on the bicycle" - he discounts the greater efficiency from chainless systems.

(The next post takes a further look at the "bicycle of the future" as described in 1901.)

Bike Train Commuting?

Voice of America decides to report on a bike commuter innovation in L.A.

Voice of America, the "official external broadcast institution" of the United States, has an article (along with the video, above) about a way to make car-centric Los Angeles better for bicycle commuters.

To make cycling safer, some bicyclists in Los Angeles, who live and work near each other, are commuting together in what's called a “bike train.”

“You’re a big enough group that cars don’t have the same behaviors as if you are just one person," said Nona Varnado, who co-founded L.A. Bike Trains. "And you’re also with an experienced cyclist.”

L.A. Bike Trains launched in May 2013 and the number of participants and routes around the city has been growing.

“We specifically design each route so we avoid problem intersections,” Varnado said.

This has been going on since May 2013; it is described more fully on the L.A. Biketrain site.

"DOWNTOWN LOS ANGELES - When it comes to riding a bicycle, especially on city streets, the rule of safety in numbers applies. A group of cyclists pedaling at the same pace is simply more visible to car drivers. There’s another plus about riding in a group: It’s more fun.

I understand the concept but I think this is arguably a misapplication of the idea that there is "safety in numbers" with urban cycling. As cycling grows in a particular city or area, motorists get used to seeing more cyclists and interacting with them more successfully (that is, less dangerously for the cyclists). It appears there is some kind of threshold for this - it doesn't happen until you get enough cyclists out on the streets as a presence. The "bike trains" may be more people out riding (which is good) but it also presents motorists with something on the roads that they almost certainly don't like and won't know how to interact with, bicycles in a group - so that aspect seems more problematic. The statement, "cars don't have the same behaviors as if you are just one person" seems correct from my experience, but in the wrong way - motorists here seem much more inclined to get really annoyed with a group of cyclists riding in some way that they don't like than with just one. They can almost always easily figure out how to get around one.

Another problem from my personal perspective is that bicycle commuting is a delightfully independent activity, and to be part of a "bike train" you have to be on a schedule that syncs with the train's and so on. Perhaps I come at bicycle commuting all wrong, but being part of an organized "train" would take away much of the appeal.

On the other hand, whatever works? Sure.


This sort of group ride looks more pleasant and functional than trying to manage a commute as part of a group

Two Wheels North: Bicycling the West Coast in 1909 - Book Review

Two Wheels North: Bicycling the West Coast in 1909 by Evelyn McDaniel Gibb

My rating: 5 of 5 stars


I have a blog about cycling history and although my main interest is the 1890s, this book about two young men traveling up the west coast from Santa Rosa California to Seattle to visit the Alaska-Yukon Exposition in 1909 was both enjoyable to read and informative in its providing some sense of the obstacles to this kind of long distance cycling at that time.

The text is a first-person narrative written by the daughter of one of the two men, based on her father's description of the trip as well as post cards sent both home and to a newspaper that published updates about their travels. This historian's blog post gives a good summary of the book's contents.

As someone interested in cycling history, I was pleased to read a book that included enough description of the bicycle-related aspects of their trip. For example, they paid to have someone weld racks much like those used to hold panniers on cycles today to their bike frames in order to carry some of their baggage - although generally they traveled very light. One understands quickly why their trip was considered so unusual - the road conditions were varied but often very poor, and they ended up walking about 200 of the 1,000 miles they traveled (measured by an odometer fixed to one of the bikes). While there were macadam roads in some towns, most roads were dirt or gravel (which might be rolled gravel which was better but often not) and "corduroy" log roads and even a road made from corn stalks. Long distance travel in this part of the world was supported at this time by the railroads, not the road system.

At first it seemed surprising that they felt pressed for time when they had six weeks to go only 1,000 miles, but this was not a bike trip where there were any 100 mile days, given the road conditions in particular. In addition, they stopped from time to time to take on day jobs to earn more money to continue their trip, since they left with only about five dollars cash - apparently at this time it was generally not a problem to find such work.

One might wonder about the attraction of the Alaska-Yukon Exposition for two fellows in California - apparently the publicity across the U.S. was very well organized, and it was expected to include what would then have been exotic exhibits from Hawaii, Japan, and Alaska (among others). The site of the exhibit and some of the buildings then became the main campus of the University of Washington (where I went to school). A number of photograph books of the exhibit were published and are available today online, such as Alaska-Yukon-Pacific Exposition or this Souvenir Guide for visitors.



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Bikenomics - Book Review

Bikenomics: How Bicycling Can Save the Economy by Elly Blue

My rating: 4 of 5 stars


Elly Blue is a columnist for BikePortland.org and well qualified to write a book about cycling's impact on society. I suppose the rationale for the title's focus on the economic benefits of more cycling is because that is what we are all supposed to care about these days, but the twelve chapters provide something more like a reader or introduction to the main social issues of increasing use of bicycles in America, from "asphalt bubble" to "whose streets?"

As with most advocacy texts of this sort, the author's intense expressed enthusiasm for her position suggests to me that few cycling opponents would have any interest in reading this, so there may be a "preaching to the choir" problem. My public library purchased several copies (and presumably others did too); perhaps some folks who are in the middle or open to learning about the topic will consult it.

At least for me, it hasn't been easy to find books on "cycling policy" that make for engrossing reading. I certainly didn't sit down and read this from cover to cover - eventually I read about half of it, jumping around. I knew some of what was described, but I learned a few things, too.



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Limits of Cold Weather Commuting

As in, my limits. Well, my limits and the limits of my cycling equipment.


My ice commuter, for better or worse

Today was the second day I rode back and forth the ten miles between my house and Capitol Hill with the trails pretty icy and in reasonably cold weather, particularly in the morning. In my years of commuting in more or less all weather, it is fairly unusual to have sustained cold such that the trail conditions didn't change that much between two days. In a few places some salt had cleared areas, but it was not like the second day was a huge improvement. (Mostly the trails are not treated.)

This morning it was cold, for here at least, at around 12-14 F - around -10 C. It was colder than yesterday and since it took me over an hour to get to work, my fingers were starting to get cold on one hand - but overall my cold weather biking clothes work OK at least down to this temp. But I need to keep moving, spinning, to maintain my warmth.

The bigger problem is with my bike and my fitness (my "fitness" in the broader sense of being physically ready for such an endeavor). The bike is an old Giant that I have only ridden in the last few years when I want to take advantage of the studded tires I have mounted on it, and that's it. The bike could use some adjustments. The rear brakes in particular don't work well in these conditions and of course when it is slick the front brake can't be used (much) without instantly causing a crash so the poor rear brake performance isn't helpful at all. (I should fix that!) The 1.95 inch wide tires with the studs are lovely for traction when the surface is mostly flat/smooth but if there is accumulated snow or snow+ice they have a terrific amount of road (or I guess snow) resistance - the width isn't helpful.

But it does work. Two days running I rode back and forth on a lot of slick surfaces and didn't fall once. And I got back and forth.


The Gravelly Point area of the Mount Vernon Trail; another riding north as I head south

I don't see too many other riders on the trail on a day like this. Today I saw two riders coming the other way on my ride home (total) - one was a commuter and the other fellow just seemed to be out enjoying the fun to be had. The photo above shows the commuter I saw, chugging along. He did not, I think, have studded tires - he was riding a cyclocross sort of 700 size tire bike and was hugging the right edge of the trail. I am familiar with this approach - basically you stay away from where other riders have been riding and especially stay away from icy sections. The narrow tires cut through the snow OK and you have traction but it very tiring to maintain this kind of straight-ish line.

My approach with the wide mountain bike tires is to stick to the middle where the snow is pounded flat and where there is compacted snow on ice and try to skirt as much of the clear ice as I can. The studded tires will allow some riding on clear ice, but you can't brake or steer (much). And sometimes you hit a bump and the bike simple slides. The studs aren't a perfect solution.

It's an adventure (or something like one, for me) but I'm glad to have the weekend now to rest up. I don't know if I could do more than two days running of this. I was unhappy this morning to pass a guy walking his bike on the Mount Vernon Trail near the airport, on one of the bridges - he had a very nice bike, but apparently was having no luck staying upright. He didn't look like he was dressed as warmly as me, and walking . . . I didn't have anything to help him with this problem, so I just kept going.


A snow-bike patent for a set of attachments from 1900 - but my problem was ice, alas

I have a sort of cyclocross bike that is presently out of commission with disk brakes - I should get some studded tires for that thing when they are on sale so I have a bike to ride in this kind of weather with working brakes and have narrower tires to cut through snow. For next year. Yeah.

My Cool Bike - Book Review

My Cool Bike: An Inspirational Guide to Bikes and Bike Culture by Chris Haddon

My rating: 4 of 5 stars


150-plus pages of photographs of a very wide variety of interesting ("cool") bikes with enough text describing their owners and/or history - what's not to like?

I suppose there is a certain prevailing hipster sensibility to the choices, but in a very broad sense. The only type of bicycle clearly excluded by design is that of modern racing bicycles - well, really modern mass produce bikes "for the masses" of all kinds, I suppose. Mass production bicycles from the past are included where they have been adapted for modern use in some way but otherwise the emphasis is more on bikes made in limited number for different enthusiast audiences.

The photographs are by Lyndon McNeil who apparently mostly does motor sports and vehicles - the photographs are a good mix of "action" shots and closeups of bicycles sufficient to make out interesting details.

The book was published in England so while there are some bikes from the U.S., the U.K. and Europe are much more heavily represented.

Some sections are almost more about the activities done with the bicycles than about the bicycles - from playing polo to riding around the world. The sub-title references "bike culture" - it appears that there is much variety in what that phrase may mean as there are different types of bicycles, if not more.

A lovely book to page through for the cycling enthusiast.



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Kickstarter Bicycle Proposals - Short /= Good

The idea of Kickstarter is that with a compelling "ask" online a person can get funding for a great idea that would have otherwise been difficult if not impossible for most "regular" people to achieve. It is important to have a good network of online contacts who will use social media to plug your idea on your behalf, but first and foremost a person needs an attractive idea and to present it in a compelling way. While it can be good to be brief, it is possible to be too short.

I know this having bumped into the Bamboo Bicycle Modules Kickstarter proposal.


A minimalistic Kickstarter proposal if there ever was one

In addition to its brevity, another problem with this Kickstarter could be that it doesn't explain very well what it is offering, I suspect. For around 100 years, almost all bicycles frames were somewhat like tinker-toys in that bits of metal tubing where inserted into specially designed "lugs" and welded/brazed together - here the idea is that you substitute (your) bamboo for the tubing and use his special lugs to hold the bamboo together. He also offers some sort of magical way of holding the frame pieces together (that I don't think would work) rather than a traditional jig. And I still am not sure if he means that with his "modules" the bamboo is inserted into the things or if the modules are inserted in the bamboo. I find it puzzling that one is expected to use carbon fiber with the epoxy to hold the materials together. It seems antithetical to the bamboo approach to slather carbon fiber on it to hold it together.


Examples of lugs from the 1890s - available for purchase much like the "bamboo bicycle modules"

This Kickstarter's author seems not to have followed the usual approach of offering various levels of "awards" - his one option, for $600, is to get a set of the modules so you can build your own bamboo bike with them. Where is a T-shirt with a logo and a bamboo bike on it for $25? Where is getting a postcard if you give $1? And so on. While a couple of people have pledged a total of $102 (as of today), neither will receive a "reward." So far not one person has funded at the reward level and the fellow has about two weeks left.

So minimalism doesn't seem to garner good results. Or is it the quality of the proposal? Perhaps both.

If I write any more, my blog post will be longer than the Kickstarter.

When Capitol Hill Staffers Were "Bicycle Crazy"

1896 was the height of the 1890s "bicycle craze" - when cycling was highly fashionable and popular. So much so that this short article appeared in the [Washington DC] Morning Times on May 24, 1896.

EVERYBODY around the Capitol has gone bicycle crazy. As a consequence more people are limping around the corridors than one would suppose. They are all learners. So it is no strange thing to hear every person laughing when some one comes limping along. Most of them have been there before and have gone through the same experience. The case of the clerk of a prominent Presidential candidate illustrates the heartlessness of the initiated, of those who can dodge a cable car, coal carts and street sweepers all at once. He was limping along the corridor when he was greeted by a friend with:
"Halloo, Billy; sick?"
"No; bicycle."
That was all except the laughter.

Since most cyclists were riding fixed gear bicycles at this time, either with no brakes at all or primitive spoon brakes, it was not just that many cyclists were learners but also that cycling was generally more risky since stopping (in particular) was more problematic.


This photograph illustrates the suggested approach for coasting with an 1890s fixed gear bike, with the rider putting her feet on pegs on the fork while the pedals spin below - she does have a brake on this bicycle, at least


A photograph of fashionable young then-Washingtonians, some with their "wheels," near the U.S. Capitol

Robot Cyclist for a Rainy Day

The weather today here is terrible, following what was for me, as a bicycle commuter, a tiring week. After several weeks of riding very little while on vacation, I came back and worked a full week (imagine that!) and rode the "Polar Vortex" on Tuesday and yesterday in freezing rain in the morning when I managed to find the one icy spot between my house and work and fall down. (I did not suffer much physically from the fall, it was just unpleasant and inspires further thought about how to avoid such things in the future.)

Anyway, I happened to bump into this video on YouTube that I find very entertaining - yes, it is several years old. It only has around a million views, however, so not everyone has seen it . . .

Robot manages to keep the fixed gear bike upright with internal controls

The general direction the robot takes and the speed of travel is controlled by someone with and RC unit but keeping the bicycle upright during travel is up to the robot itself as an independent activity. The robot rides a fixed (single) gear bicycle that simplifies things somewhat - the robot doesn't use a braking system to slow the bike down but simply pedals more slowly until it is almost stopped, then puts its feet down quickly to keep the bike upright.

The person who created this thing states, "I'm interested in artificial intelligence, and in that context I think intelligence and skills have equal value." I am not even vaguely an engineer, but I am someone who rides a bicycle a lot and there is sometimes (rarely, but still) a conflict between the direction I want to have the bicycle follow and the almost reflexive "keep the bike upright" moves my hands make with the handlebars - it can be a little unnerving. Here, the operator steers the bicycle only approximately since the robot must make independent adjustments with the handlebars to keep the bicycle balanced. To me, it isn't whether the intelligence to choose the route and the skills to keep the bicycle upright are equal, it is that they are independent and if not managed intelligently can be in conflict - for example, with poor planning on my part, I end up running off the edge of the trail because my reaction at some point causes me to steer off the trail to stay upright because I choose (with my intelligence, or lack of it) to ride to close to the edge otherwise.

This kind of thing seems particularly relevant for "intelligent" drone robots that will be flying overhead, it seems. They will also combine intelligence to choose routes with reactive flying skills that may (or may not) have the same issues.

Bicycle Commuting & the "Polar Vortex" (in DC)

So, Tuesday January 7, the temperature when I would normally take off to work on a bicycle was around 8 Fahrenheit. (Apparently that is around -13 Celsius.) Also it was windy, although thankfully not too windy, and not directly from the north.

If I had any sense, I would use Metro. Apparently I don't have any sense. And I have all this biking stuff I have accumulated over the years - surely if I put it all on, I would be able to ride in this weather? In my mind, I had drawn a line at about 10-15 degrees F - below that, stop riding. But I have purchased still more stuff, so perhaps 8 was OK. This would be the coldest weather I have ridden to work in.


In front of work, having arrived - I don't look so good, as a matter of fact

I managed to get there, but I can't say I enjoyed it much. Neither my toes nor my fingers got cold, so the clothes worked OK (I guess). Here is what I wore, from head to toe:

* (Cheap) hiking boots - I have some low-rise boots that are not intended for cycling (at all) that are not "breathable" (due to their cheap design) and therefore are windproof. I swap my usual pedals for platform pedals so I can use these.
* Odd polypropylene "cycling" socks for cold weather - I bought these odd things from Performance some years ago and they do a good job of keeping heat in and cold out, but they don't breath (moisture) at all, so are only really useful when it is really cold.
* Two pairs of wool socks - not real heavy ones, but two pair.
* regular bicycle fitted shorts.
* Cycling cold weather windproof tights.
* Regular cycling tights on top of the other tights.
* A pair of shorts.
* Medium sleeve fitted bicycle wool base layer shirt thing.
* Long sleeve fitted bicycle wool base layer shirt thing on top of that.
* Long sleeve wool cycling jersey (old style).
* Long sleeve lycra cycling jersey with hood built in.
* Short sleeve lycra cycling jersey.
* Polyfill vest
* Cycling windbreaker that is truly windproof.
* Pair of full gloves with fingers.
* Pair of "lobster" gloves (thumb plus two compartments for fingers in pairs) over the other gloves.
* Polar fleece watch cap thing.
* Some other watch cap over that (and over the hood of one of the shirts)
* Wool scarf pulled tight over face, up to below eye level.

There you go!

Land of Second Chances: The Impossible Rise of Rwanda's Cycling Team - Book Review

Land of Second Chances: The Impossible Rise of Rwanda's Cycling Team by Tim Lewis

My rating: 4 of 5 stars


This book covers in a fair amount of detail the development of a road cycling team in Rwanda that began with the cycling equipment entrepreneur (and mountain biker) Tom Ritchey's visit to Rwanda in 2005 until the beginning of 2013. But it is more than that, with a description of the history of the Rwandan genocide of 1994 and a brief summary of the relevant history of Rwanda and the region.

Team Rwanda is more of a program to develop young Rwandans as possible professional cyclists on other teams rather than a true racing team. The team (or program) was led by an American former Tour de France racer, Jock Boyer, who was persuaded by Tom Ritchey to start the it after Tom had started a cargo bicycle program to support Rwandan coffee growers - Ritchey observed that the conditions in Rwanda were excellent to produce professional cyclists, if only they had leadership, equipment, and . . . well, a lot more. Which is what this book is mostly about.

The author's decision to spend the first ~50 pages of the book on background, including introduction of rather many people, means that this may be a difficult book for some to get into if they thought they were going to be reading mostly about a bicycle team's activities. Jock Boyer, the leader of the team, isn't even introduced until after 90 pages, as another 35 pages or so are spent on the coffee cargo bike program.

This book is as much about the challenges for Americans (or others from the west) in trying to provide on-the-ground assistance and motivation in sub-Saharan Africa as it is about a bicycle team.

With a subject like this, where the author has to choose a moment to stop his coverage of the story, the events don't necessarily cooperate to create a neat end - this seems the case here. It isn't obvious where things are going to go with Team Rwanda in the future.

Westerners seeking to provide help and the Rwandans themselves will have different views on what works and what doesn't and why or why not - the author makes this clear with an update he provides on the coffee cargo bike program that Tom Ritchey started (before Team Rwanda even came into being). Lewis follows up with the Americans who are still nominally responsible for the program and they make various excuses but mostly state that the Rwandans didn't want the cargo bicycles for cost or other reasons. Those Rwandans who received the bikes and used them (but then had maintenance problems with them, since they used them very intensely) disagree. The Rwandans claim that no parts were available but then Lewis quickly finds a warehouse of spare parts. It is not clear what the real problem or problems preventing the further success of this clever program to provide cargo bikes to Rwandan coffee growers is, just that it isn't working and that (apparently) no one understands why not. This would seem to map to discussion of the more robust and complex Rwandan cycling team.

Philip Gourevitch had a long article in the New Yorker about Team Rwanda in July 2011 (unfortunately only a short version available to non-subscribers online); this book is to some degree a much expanded version of that (albeit by a different author). There is also a documentary movie out covering the development of Team Rwanda - Rising from the Ashes.



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DC Bike Messengers 100 Years Ago - 1912

In a blog post a few days ago, about some bicycle accidents in 1913 in Washington DC, I included a photograph of a bicycle messenger (below) - I have since looked to see how many other photos of DC messengers were digitized and available on the Library of Congress Prints & Photographs Catalog - it seems there are just two more.

Title: Sam Maddox, 132 N St., S.E., Washington, D.C. Western Union No. 227, one of the young boys pretty close to the age limit. Was born Oct. 3, 1898, which makes him 13 yrs. old. Has permit to work from Juvenile Court. Has been troublesome in school. Location: Washington (D.C.), District of Columbia.
Creator(s): Hine, Lewis Wickes, 1874-1940, photographer
Date Created/Published: [1912 April]
Medium: 1 photographic print.
Reproduction Number: LC-DIG-nclc-03766 (color digital file from b&w original print)
Library of Congress
www.loc.gov/pictures/item/ncl2004000319/PP/

Lewis Hine was a photographer (among other things) whose photographs were important in getting child labor laws passed - many of his collection items have been digitized by the Library of Congress, including photographs of bicycle messengers from different parts of the U.S. Of which there are three from Washington DC.

Title: Earle Griffith and Eddie Tahoory, working for the Dime Messenger Service. They said they never knew when they were going to get home at night. Usually work one or more nights a week, and have worked until after midnight. They said last Christmas their office had a 9 yr. old boy running errands for them, and that he made a great deal of money from tips. They make about $7 a week and more, sometimes. Said "The office is not allowed to send us into the red light district but we go when a call sends us. Not very often." Location: [Washington (D.C.), District of Columbia].
Creator(s): Hine, Lewis Wickes, 1874-1940, photographer
Date Created/Published: 1912 April.
Medium: 1 photographic print.
Reproduction Number: LC-DIG-nclc-03757 (color digital file from b&w original print)
Library of Congress
www.loc.gov/pictures/item/ncl2004002434/PP/

Apparently one concern was that bicycle messengers were often assigned to make deliveries in "red light districts." (The "titles" for these items are taken from the annotations from the collection and are interesting.)

Title: Wilbur H. Woodward, 428 Third St., N.W., Washington, D.C., Western Union messenger 236, one of the youngsters on the border-line, (15 yrs. old) works until 8 P.M. only. Location: Washington (D.C.), District of Columbia.
Creator(s): Hine, Lewis Wickes, 1874-1940, photographer
Date Created/Published: 1912 April.
Medium: 1 photographic print.
1 negative : glass ; 5 x 7 in.
Reproduction Number: LC-DIG-nclc-03761 (color digital file from b&w original print)
Library of Congress
www.loc.gov/pictures/item/ncl2004000314/PP/

If you follow the links to the LC presentations of these items, they have different versions that were digitized from the glass plate negatives that are (in effect) B&W rather than these digitized prints, which are "in color" in the sense that they reflect the way that the prints look now (i.e., sort of sepia toned). I prefer the digitized prints, but others might prefer the digitized negatives. Something for everyone ~

1914 - The Year World War I Started

Later in 1914 we will have the 100th anniversary of the start of World War I, about which I expect we'll read and hear plenty. Bicycles were a relatively low-cost way to achieve a more mobile infantryman, but their use seems to have been limited. Still, one does see photographs.


France - Cyclists of Army, from the Library of Congress

[between ca. 1914 and ca. 1915]
1 negative : glass ; 5 x 7 in. or smaller.
Notes: Title from data provided by the Bain News Service on the negative.
Photograph shows French soldiers with bicycles during the beginning of World War I.
Forms part of: George Grantham Bain Collection (Library of Congress).
Subjects-World War, 1914-1918.
Bain News Service Collection
http://hdl.loc.gov/loc.pnp/ggbain.17027 persistent URL for version at Library of Congress.

While cyclist-soldiers take up most of the visual space in the photograph above, there is one mounted cavalryman to the left. One wonders how the two groups, cyclists and traditional cavalry, regarded one another.


Cycle orderlies under fire, from the National Library of Scotland

From the National Library of Scotland description of this photograph: Cyclists sheltering from shelling, Western Front, during World War I. A shell bursting in the rubble of ruined buildings beside a road. Two cyclists have turned their bikes upside down and are using the wheels to give a little shelter from the blast. Curiously, a third man, appearing totally unconcerned, seems to be using a hammer and chisel on a rock in the road.

Bicycles were used quite commonly, not only for general transport, but also for carrying dispatches. Motorbikes, runners, pigeons and dogs were also used to carry messages because field telephones were limited by the need for cables and wireless was still unreliable.

I think the person who wrote this annotation is lacking imagination - rather than using a hammer and a chisel on a rock, I believe the fellow is bashing some bicycle part to try to bend it - that would make more sense. I also don't think they were seeking shelter behind their bicycles - not much shelter to be had! It seems more logical that they were simply working on their bikes, the photographer was going to record that scene, and by chance the photographer captured the shell going off in the background as well. Anyway, I like that theory better.

By chance I found this book written by a young American journalist, Roadside Glimpses of the Great War by Arthur Sweetser, published in 1916 before the United States was part of WWI - amazingly he did much of his travel in the war zones of France and Belgium by bicycle. On page 23 he starts what is probably one of the more unusual bicycle travelogues:

It was obvious that even if the Germans entered Lille at all, it would be only with a small holding force. The main army was driving through farther east. Douai, they told me, was the centre of activities, but how to cover the forty kilometres there was a poser. At last the idea of a bicycle struck me. It would be quaint indeed thus to chase the battle-front blindly all over France. After a whole day's hunting and tremendous linguistic effort, I secured the best the city could offer, the best bicycle, I soon believed, in all France, a machine which, costing me but $23 secondhand, was destined to take me half across the country.

"Ringing in the New Year"

Christmas "doggie" bell added to handlebars of carbon fiber road bike

I got this bell in my Christmas stocking and decided I would try it. As it turns out, a few days after Christmas it was warm and I took it for a ride and decided I liked it better than "on your left" all the time. And in DC at least it is the law to have one.


More typical modern bell in roughly the same location on my older steel bike

I had this bell on the stem, but it isn't a very convenient location. I thought since I have no trouble finding the downtube shifters without looking that I wouldn't have any trouble finding a bell that was on the stem without looking but it hasn't worked out that way. So I have moved it to this location, which seems a lot simpler to find.


Bike bells available in 1900 - quite a variety!

A number of the bells available in this catalog are described as "electric stroke" bells. I don't think any electricity is involved; this is meant to evoke the way it works somehow. There are also "single stroke," "double stroke," "push button," and "continuous ring" bell - this last one activated as by the rotating tire somehow.

Some 1913 Bicycle Accidents in DC

October 1913 had two bicycle accidents that received newspaper coverage, one that involved President Wilson and "the White House car" (as it was referred to) and another involving the then-highest ranking bicycle commuter in the U.S. federal government.

The Washington Herald of October 06, 1913 had this story about the follow-up after President Wilson's car (driven by a chauffeur) had an accident with a bicycle messenger.

WILSON VISITS BOY AUTO HURT - Calls at Hospital and Feels Robert Crawford's Pulse and Head.

LAD SHOWS PLEASURE - Particularly Happy Over President's Promise to Give Him Bicycle to Replace Broken One

"Laying on of hands" may fail to cure nine times out of ten in these days, but in the opinion of Robert Crawford, the messenger boy run down and injured by President Wilson's automobile Saturday, the soothing touch of the chief Executive's hands and his cheering talk worked miraculously yesterday when the President visited the little patient at Providence Hospital.

~ ~ ~ ~ ~

Young Crawford was assured that the President would see that he had another bicycle in place of the one that was demolished by the White House car. After giving the patient this assurance and telling him that he hoped he would be completely well soon, President Wilson left the sickroom and returned to the White House in his automobile.

A typical messenger boy with bicycle in Washington DC, 1912

This incident was of sufficient notoriety that it is mentioned in the Wikipedia article about "telegraph boys" - "The President sent his personal physician to attend Crawford. Later, he visited the boy in the hospital and presented him with a new bicycle. "I did not know it was the President's car that I ran into," the boy said. Wilson replied, "I rather thought it was the President's car that ran into you.""

Not long after that, the second highest official at the Department of State had a bicycle accident that was reported on in the newspaper by The Washington Times on October 14, 1913.

ADEE, ON BICYCLE, CRASHES INTO AUTO

Secretary's Machine Wrecked and He Narrowly Escapes Receiving Serious Injury.

Assistant Secretary of State A. A. Adee had a narrow escape from serious injury this morning, when he rode his world-famous bicycle, which was carrying him to his office in the State Department, into the automobile being driven by J. E. Baines. of Browning Baines, coffee manufacturers, as Pennsylvania avenue northwest. Mr. Adee'a bicycle was damaged to such an extent that he was unable to ride it. He escaped serious Injury, however, although miraculously. Following the collision, Mr. Baines jumped from the car, assisted Mr. Adee to his feet, brushed the dust from his clothes, and after making an inventory, found that the aged cyclist was practically uninjured. The accident happened at Sixteenth and Corcoran streets. Secretary Adee was going west on Corcoran, and was turning into Sixteenth when he came immediately in front of Mr. Baine's automobile, which was going south. Mr. Baines turned his machine about, but not in time to keep Mr. Adee, who had not till that time seen it, from colliding.

Alvey Adee in 1914, riding his bike to work, some time after the above-described crash