Thanks National Park Service! New Water Fountain on Mt Vernon Trail

New water fountain along the Mount Vernon Trail near National Airport

There has been some construction work ongoing since (it seems) the end of last summer to improve small parts of the Mount Vernon Trail where it was routed down right next to the parkway (roadway). These improvements took longer than one would have imagined - part of it took longer than six months - but are good improvements.

At the same time, this new water fountain was installed. For a long time it was surrounded by yellow construction tape, but it didn't matter much since it was cooler weather. Now that hot hot weather has really arrived, it is great for this to be there.

Thursday afternoon it was up around 95 degrees (Fahrenheit, or around 35 Celcius) during ~ten mile (16 km) commute home. I have my bottle of water filled before I leave work, but getting through the DC traffic out of the city was hot work it seemed so when I got to this water fountain, I was glad to be able to stop and get a little refreshed.

The photo was taken Friday morning on the way in, around 6:30 - Fridays are a day a lot of people telework so not too much traffic, bikes or cars.

The fountain post has a metal bowl at the bottom that can be filled with water for dogs. Nice touch.

Thanks National Park Service! Happy 100th birthday!

Outbursts of Everett True Against Sidewalk Cyclists

A colleague at work brought Everett True cartoons to my attention - they appeared in newspapers and are now available online online in digitized papers.



From the newspaper "The Day Book." (Chicago, Ill.), 11 March 1913. Chronicling America: Historic American Newspapers. Lib. of Congress. chroniclingamerica.loc.gov/lccn/sn83045487/1913-03-11/ed-...

According to Wikipedia's article about The Outbursts of Everett True, this was a cartoon published from 1905 through 1927. The cartoon is described:

The original strip revolved around an ill-tempered man in late middle-age who was typically dressed in a suit and bowler hat of antiquated and comical appearance for the time. Without his hat he was completely bald. In the early cartoons he was moderately stout, but in the later ones he became increasingly portly. The first panel of each strip generally had someone inconveniencing or annoying True. In the second panel he would then make an ill-tempered outburst. In early cartoons this was usually an uninhibited rant which expressed what other people wanted to say, but were too polite to. Sometimes it was accompanied by comments from bystanders in speech-bubbles ("that's the way I like to hear a man talk"; "I wish I could hand out one like that"). Later cartoons were more slapstick in character.

From the newspaper "The Day Book." (Chicago, Ill.), 21 July 1915. Chronicling America: Historic American Newspapers. Lib. of Congress. chroniclingamerica.loc.gov/lccn/sn83045487/1915-07-21/ed-...

Cycling does not appear to have been a common topic; these are the only two examples I found and arguably they are the same cartoon, one with dialog and one without.

Anyway, in his "everyman" role, True seems to be expressing a general annoyance with cyclists on the sidewalk in cities - a hundred years ago. Who knows that the law was on this at that time (and in this place).

Streetfight: Handbook for an Urban Revolution (Book Review)

Streetfight: Handbook for an Urban Revolution by Janette Sadik-Khan

My rating: 4 of 5 stars


I didn't read this from cover to cover but paged through it and read some of the sections more focused on cycling. I can't imagine as a bike commuter I need or want to own such a book, but to get it from the library and read up a little, sure. It is readable enough. If you ignore the occasional attempt at making it all more dramatic than it probably was.

I have several quibbles with the title. I don't think this is a handbook, for one, and even if it is a handbook, it isn't for an urban revolution but for incremental urban change. It's just that the way things work around here, it seems like a revolution. To me.

Anyway, as to whether it is a handbook or not - according to wikipedia, "Handbooks may deal with any topic, and are generally compendiums of information in a particular field or about a particular technique. They are designed to be easily consulted and provide quick answers in a certain area. For example, the MLA Handbook for Writers of Research Papers is a reference for how to cite works in MLA style, among other things." If the topic here is urban traffic design, then this is more a collection of case studies than a reference book. Handbooks, as reference works, are something you look up an answer in, not something to be read in large chunks. This is more the later.

The chapter on the NYC implementation of a bikeshare program is sort of amusing since here in the DC area there was much less drama but it seems to have worked out just fine.



View all my cycling book reviews on goodreads.

Nice Bridgestone Bicycle

From studying the Sheldon Brown digitized Bridgestone bicycle catalogs, it appears this is a 1988 Bridgestone 400. www.sheldonbrown.com/bridgestone/1988/pages/bridgestone-1...

This appears to be mostly the original components and is in pretty good shape, all things considered. The rear wheel looks to be the original 27 inch wheel while the front wheel is a 700 mm wheel - it isn't a good fit, which is clear from the front brakes, which only extend down to the tires, not the rim. Does the person use the front brakes on the tire?? I suppose that would sort of work. The seat is obviously not the original and could use replacing (again). A bike like this could be nicely refurbished.

To Enjoy the 4th of July - a New Bike! (1897 Ad)

From The Evening Times newspaper. (Washington, D.C.), 03 July 1897. Chronicling America: Historic American Newspapers. Lib. of Congress. chroniclingamerica.loc.gov/lccn/sn84024441/1897-07-03/ed-...

To Enjoy the 4th of July
See that your outfit is complete. It is immaterial what your sport or pastime is, you will find something that will be invaluable to you in our monster Fourth of July and Vacation Sale that will commence today.

BICYCLES. We are offering the best Bicycle bargain of the year, new 1896 Spalding Bicycles, fitted with 1897 tires and 1897 Christy saddles, at $50 for men's and $60 for women's models. We will attach to the 1896 Spalding the Hygienic Cushion Frame device, which makes riding over all kinds of roads a pleasure, for $10 extra. We have a few 1897 Tandems left at $50 each, sold for cash only, fully guaranteed by the maker, and it is a genuine bargain.

BICYCLE CLOTHING. We are offering exceptionally fine values today in complete Bicycle Golf Suits-just the kind to knock about in for cycling, seashore, or mountain. The fact that we manufacture all our own clothing makes it possible for us to offer you better bargains than anyone else.

BICYCLE SUNDRIES We are headquarters for Bicycle Sundries. Have everything required by the cyclist. The famous Christy Anatomical Saddle will make your vacation trip a pleasure if you are going riding. See that your bicycle is fitted with one.

A.G. SPALDING & BROS.,
1013 Pennsylvania Avenue.

July 4th - Let's Sell More Bikes

The holiday themed advertising campaign is an American tradition - here is an example from a little over a hundred years for a July 4th bike sale:



From The Pioneer Express newspaper. (Pembina, Dakota [N.D.]), 27 June 1913. Chronicling America: Historic American Newspapers. Lib. of Congress.
chroniclingamerica.loc.gov/lccn/sn88076741/1913-06-27/ed-...

The marketing approach in the ad's text is amusing (or something) suggesting immediately the second class nature of cyclists to motorists by this time (1913):

We are giving away an electric automobile horn to the best decorated automobile in the proce ion on July 4th, but thee are no prizes to bicycle riders. So I have concluded to donate to new riders handsome presents in the prices of new wheels. . . . We have a shipment of new, standard bicycles which will be on sale July 4th, while they last at twenty per cent off the regular price. This includes the regular $22, $25, $30 and $35 kind, from the single tube to Dunlop and G. & J. tires and coaster break [i.e., brake]. We have seven new bicycles to dispose of at these prices, and no more, and they will be sold for cash only.

Probably seven bicycles for sale in 1913 was quite a few in 1913 in North Dakota. ?

With no connection to the previous other than that it was published in a digitized newspaper, here is an Uncle Sam graphic with him riding a bicycle to celebrate the Fourth of July:



From the Willmar Tribune newspaper. (Willmar, Minn.), 29 June 1897. Chronicling America: Historic American Newspapers. Lib. of Congress.
chroniclingamerica.loc.gov/lccn/sn89081022/1897-06-29/ed-...

It would seem this was originally published in the St. Louis Chronicle but was republished in this Minnesota paper.

Bicycle Rationing - No Really, It Happened

Someone at work sent around a message about the new Library of Congress online access to pre-digital versions of the Federal Register and used "bicycle" as the example search. When I ran the search, I discovered that bicycles had been rationed during World War II. It had never occurred to me that bicycles would have been rationed, although I knew there was rationing of sugar and gasoline (although apparently gasoline was only rationed on the east coast, it seems) and certainly tires, but bicycles? Yes.

The National Museum of American History has a good description of one example of a Victory bicycle and the program but oddly with no photographs. Here is one paragraph:

In December 1941, the Office of Production Management and leading manufacturers developed specifications for a simplified bicycle dubbed the "Victory bicycle" by government and media. OPM reviewed several prototypes submitted for examination. Regulations finalized in March 1942 specified that bicycles would be lightweight - not more than 31 pounds, about two-thirds the weight of prewar bicycles - and they would be made of steel only, with no copper or nickel parts. Chrome plating was limited to a few small pieces of hardware. Handlebars and wheel rims would be painted instead of chrome plated, and most accessories (chain guard, basket, luggage rack, bell, whitewall tires) were eliminated. Tire size was limited to a width of 1.375 inches, narrower than balloon tires on prewar children's bikes. Production was set at 750,000 Victory bicycles per year by twelve manufacturers, approximately 40 percent of total prewar production but a significant increase in annual production of adult bicycles. The manufacture of all other types of civilian bicycles was halted.

However some bicycles were produced from existing parts that were also considered to be "Victory" bicycles, as shown in the photograph below that varies considerably from the description above.


A photograph of a newly produced Victory bicycle in Washington, DC

Title: The first lot of the new "Victory" bicycles to reach Washington receiving the seal of approval from Leon Henderson, administrator of the Office of Price Administration. Miss Betty Barrett, an OPM stenographer, is in the parcel basket. Stratetic [i.e. Strategic] war materials were eliminated in the manufacture of the bicycle.
Date Created/Published: 1942 March.
Medium: 1 photographic print.
Reproduction Number: LC-USZ62-102599 (b&w film copy neg.)
Notes: Office of War Information Collection. No. D-10906.
Subjects:
Henderson, Leon,--1895-1986.
World War, 1939-1945--Economic & industrial aspects--Washington (D.C.)
Bicycles & tricycles--1940-1950.

Library of Congress http://www.loc.gov/pictures/item/91719260/

Leon Henderson who ran the Office of Price Administration for several years appears to have been kind of an idiot, since putting a woman in the bike's basket is pretty dumb, all the while smoking a cigar. (He was fired after the 1942 elections.) Since this bike would have been made from existing parts, the title entry above is in error (although it was transcribed, so the error isn't that of the Library of Congress) - strategic materials would only be eliminated in the production of new bicycles made with newly manufactured parts, not a bike like this.

HathiTrust Digital Library helpfully provides a booklet published by the federal government during the War that explains rationing, which notes, "In a democracy, government controls are relatively novel." In the section, "How Things are Rationed" it talks about bicycles:

When the supply is not large enough to distribute some to all, the commodity goes only to those who need it in connection with service to the war effort or the public welfare. Commodities being rationed in this way are tires, tubes, automobiles, bicycles, and typewriters.

On page 11, there is more about rationing of bicycles:

With curtailment of automobile manufacture, a new demand for bicycles arose in the United States. Whereas previously bicycles were used largely for sport, now there is a demand for them for essential transportation. In order to make sure that war workers, communications and messenger services and other essential users would be able to secure bicycles, the Government decided to ration the available supply. Bicycles may be purchased only by persons who need them to travel to work or who need them in their work, providing that such work contributes to the war effort.

It is slightly disingenuous to say that "bicycles were used largely for sport" - apparently 85 percent of bicycles sold before the War were children's bicycles. Production of all children's bicycles ceased as part of bicycle rationing, so that while far fewer bicycles were produced overall, there were more adult bicycles made and sold.

How Photos and Articles Appeared Across the Nation

The original photograph in the Library of Congress collections

The above image of the Department of State official, who happened to be someone who rode to and from work every day on a bicycle.


The photograph used in 1914 about Adee's trip to France, published in The Greenville Journal newspaper in July 1914

These kinds of short articles were distributed nationally by different services and often were used to fill up pages with human interest material. In the above version Harris & Ewing (the photography house) was given credit.


And the Grand Forks Daily Herald . . .

A rather more cropped version of the photograph and a shorter version of the text, above. They needed to fill up some of the page, but not so much.


And the Dakota Farmers Leader

This paper made use of the item as supplied, it would seem, like the first version. The darkness of the photograph in this last example has to do with the quality of the microfilm and (probably) not any real differences in how the photographs would have looked on newsprint.

One sees this sort of thing from time to time in Chronicling America, the searchable database of American newspapers from many states provided by the Library of Congress. Occasionally even involving bicycles!

The Mechanical Horse: How the Bicycle Reshaped American Life (Book Review)

The Mechanical Horse: How the Bicycle Reshaped American Life by Margaret Guroff

My rating: 3 of 5 stars


Several times recently I have written Goodreads reviews for books and commented that I was not part of the target audience for the book. When I got this from the public library, I thought to myself, "aha - here is a book where I certainly am part of the target audience!" After all, I read books about cycling history whenever I find them and I even have a bicycle history oriented blog (although I have not published so much in recent times). Once I had read partway through this, I decided I apparently was not really the target audience for this book, either, which I will explain below.

First, I should note that I was a little confused by the title, subtitle, and dust cover illustration of this book. I added up "mechanical horse" and "how the bicycle reshaped American life" (in the past, mind you) with the drawing of a couple in the 1890s riding their then-new safety bicycles and took this to be a book about the early days of cycling. It turns out it covers the entire span of bicycle history, from the earliest days up through now, all in only about 165 pages of text. (Extensive notes and an in-depth bibliography add another 120 pages, which is unusual. Oddly Goodreads says the book is 216 pages, but the copy I have has 287 including the index.)

165 pages isn't much to cover the entire history of cycling in America, certainly not in any kind of depth. That's why this wasn't, I think, a book for an enthusiast like me - there just isn't much depth to what is here. Which is too bad, because in looking through the above-mentioned extensive bibliography and notes, I was able to appreciate how much research went into this book - a lot! I sensed that the author chose not to share much of what she learned with her readers in this book, for whatever reason.

I thought the author made several surprising detours in her discussion of how bicycles reshaped American life. One of the eleven chapters talks about the connection between the development of flight, most notably the Wright brothers, and cycling in general. And another (The Cycles of War) talks about use of bicycles by different armies, with what for this book is a long digression into a discussion of the use of bicycles in the Vietnam War (by the North Vietnamese). I thought the direct connection between these topics and "reshaping American life" was pretty thin.

The book has a few illustrations, but some concepts that would have been helpful to who with illustrations or photographs are not included - for example, the simple difference between a so-called "ordinary" bicycle and a "safety" bicycle.

Although the book has (as noted) page after page of notes on what is in the text, these are not referenced in the text itself. If you wonder what the source was for something, you look to the back of the book and maybe there is relevant note and maybe not. I guess having endnote numbers in the text would be a distraction? Or not appropriate for this popular treatment?

The final chapter tries to briefly summarize the many different cycling tendencies out there now and to argue that the influence of cycling is likely to grow. Sure, maybe. But there isn't much that is persuasive provided here.

If one is interested in the topic and not too familiar with it, this is a reasonably short and certainly quite readable way to learn about some of the ways American society has been influenced by cycling. I was disappointed because for all the effort that seems to have gone into it, it could have been better.



View all my cycling book reviews on Goodreads.

"Modern" Ambassador to Vietnam is a Cyclist

Ted Osius’ path to becoming U.S. ambassador to Vietnam began with bicycle diplomacy, soon after relations with Hanoi were restored in 1995. As a consular officer, he pedaled the countryside and endeared himself to the Vietnamese. Osius is gay and married, and represents a modern America: “I'm white, my husband's black and our kids are brown,” he says. Special correspondent Mike Cerre reports.

In the 1990s Ambassador Osius rode 1,200 miles throughout Vietnam as a consular officer and he still rides around the country as ambassador there today.

Of course, Secretary of State Kerry is well known as a serious recreational cyclist himself. The most amazing U.S. cycling diplomat in my view though was Alvey Adee who rode to and from work in Washington by bicycle over 100 years ago into his 70s. He would also travel to France to take bicycle trips in the countryside (until World War I, anyway).


Yes, John Kerry is 72 and Adee was 72, but times have changed and Adee didn't have the support for cycling Kerry has

Bike to Work Day - I Don't

Why don't I want to ride this (or some other) bike to work tomorrow?

OK, I guess I'm kind of a grouch, or something. My thought is that since I ride all the other work days, I can take this day off, not just from riding a bike to work, but take the day off from work altogether. The effort of bike advocates to identify a day when good weather can be assured seems to me to miss the point, which is that bike commuting isn't a big deal; no need to wait for perfect weather.

Whatever.


Apparently this was the last time I rode to work on Bike to Work day, in 2011

If we look at the above photograph, maybe another problem I have with Bike to Work day is that it is an opportunity to encounter a bike traffic jam. Gee, uhm, yeah no.

Now don't get me wrong - I am glad to see more people cycling, and riding in a line like this that might be going more slowly than I otherwise would enjoy is fine too, but the kind of overnight increase in the number of cyclists on some of these trails demonstrates immediately that the existing cycling infrastructure is not all it should be if biking to work is supposed to be a serious alternative (and not a one day celebration). Much of the Mount Vernon trail, shown above, is not wide enough to support the kind of heavy use it gets on Bike to Work day. Where are the pedestrians supposed to go?


Even the Russians have bike2work day, as evidenced by this poster from last year - this year, same day as here in America!

Another reason why Bike to Work day annoy me is that it is an excuse for the Washington Post to publish more dumb stories about bicycling. Like this one, Biking to work is great. If you can put up with the cars. And the weather. This listicle complains about taxis and cars passing too closely, then moves on to complain that you might get wet, "Riding a bike in wet conditions can too often make people feel like they’ve been returned to a time when they tottered around in soggy diapers." Generally this is baloney - if you ride a bike with fenders, it is amazing how rarely the weather is sufficiently downpour-ish that you get wet-wet. I've been doing this for 15+ years. Really, it isn't that big a problem. "Soggy diapers" - is a reference like that what attracts clicks?

The front page of the Washington Post weekend section on Friday had an illustration showing cyclists around the Lincoln Memorial and a few pedestrians with no cars at all. A caption reads, "A capital idea: forget Metro, ditch the car and start pedaling - Washington on two wheels." Framing the discussion this way is a bit dim - for most people it is an unrealistic idea to make a complete changeover to cycling. I get that the Metro problems present what seems like an opportunity to encourage more cycling, but if we could just get people to make one in ten of their trips usually made by car using a bicycle, that would be grand.


People in cars, myself included, don't seem to need "super fun events" in order to decide to use them

The Cyclist's Bucket List (Book Review)

The Cyclist's Bucket List: A Celebration of 75 Quintessential Cycling Experiences by Ian Dille

My rating: 2 of 5 stars


The inside of the dust jacket states that the book "catalogs both the iconic and little known-the accessible and aspirational-sensory and emotional experiences that instill cyclists with a deep passion for the sport."

Well, perhaps. The book is organized geographically, by continent (more or less). The number of "experiences" described per region varies considerably - Africa gets one (although it crosses the entire continent north-to-south) while North America gets 33.

The type of "cycling experiences" described range from truly iconic professional races such as Paris-Roubaix to identification of places that would be nice to ride, such as the San Juan Islands of Washington state or Moab of Utah. The length and quality of the descriptions also varies widely.

For a coffee table sort of book, there are, when you stop to think about it, remarkably few photographs. Several of the two or three page descriptions, such as of RAGBRAI, have no photographs at all. Other than a few photos of the Tour d'Afrique at the beginning (provided by the Tour's organization) the rest seem to be purchases from Getty Images or the like, not produced for this book, shot by different photographers. They all meet the requirements of typical Bicycling magazine "dramatic place bicycle photography."

There is some "get there" and other on-the-spot information that might be helpful to someone who chose to read about one of these rides with an interest in actually doing one, but not much - this is in no way (OK, perhaps in a slight way) a reference book for embarking on these rides.

A public library near you may have this book. Sure, check it out, look through it, return it. It won't disappoint in that case. But this is not a cycling book to own and return to again and again.

View all my reviews in GoodReads of cycling books.

Official Handbook [of 1890] of the League of American Wheelmen

Official hand-book / League of American Wheelmen
Published in New York City in 1890. From the collections of the Library of Congress.

Explanation of the contents on the title page:
COMPLETE LIST OF LOCAL CONSULS, LEAGUE HOTELS AND RATES, AND REPAIR SHOPS IN THE UNITED STATES; THE POLICY OF THE NATIONAL GOVERNMENT FOR 1890; SYNOPSIS OF STATE LAWS REGARDING WHEELMEN; THE L. A. W. CONSTITUTION AND BY-LAWS; RACING RECORDS, REGISTER OF BICYCLE CLUBS IN THE COUNTRY, NAMES OF OFFICERS AND NUMBER OF MEMBERS; ARTICLES ON THE ROAD QUESTION; TOURING, ETC.

In my previous blog post I linked to a book "Tourists' Manual and Book of Information of Value to all Bicyclers" published in 1892, two years after this time. The illustrations of the two books show the evolution during this brief period so that by 1892 a "safety bicycle" already looked much like a modern bicycle, as opposed to the safety bicycles of 1890, which look a little odd or strange by comparison.


Bicycle design is still evolving towards what we would recognize as "modern" in 1890

Tourists' Manual and Book of Information of Value to all Bicyclers (1892)

Tourists' manual and book of information of value to all bicyclers, by Pope Manufacturing Company
Published in 1892. From the Library of Congress.

Smooth 26 Inch Tires for Zippy Ride

1995 Trek Singletrack bike with 26 inch 1.4 inch wide Michelin Run'r tires installed


Close-up view

When I bought this bike, it had some Kenda knobby tires that are 1.95 inches wide (according to the sidewall) installed. Ths rims of this bike are a little narrower than the wheels on newer mountain bikes I have and the 1.95 tires looked a little odd on the more narrow rims. Also, they are noisy when riding, even when pumped up, and likely do little to make the bike zippy.

I found these Michelin Runn'r tires at Bike Tires Direct. There are supposedly made of the same rubber compound as road bike tires (although lots more of it) and yet only cost around 16 dollars each. The sidewall says that the max inflation is 87 psi, but at 75 they seemed plenty hard enough. Bike rides great with these.

Evolution of My Bike Helmets & MIPS

The progression of bike helmets I have owned - at right, 16 years old (or so), in middle 8 years old, and the brand new one


The inside view of the three


The MIPS compliant LaZer Tonic helmet I just bought


Inside of new MIPS helmet - note the yellow inner liner that can move around

The Bicycle Helmet Safety Institute (aka helmet.org) says that Bell, for example, recommends replacing a bicycle helmet every three years - I think I've seen that elsewhere. Yes, what a wonderful world it would be for companies that make helmets if everyone followed that - but otherwise it makes little sense if the technology doesn't change.

In the late 1990s, I had a Specialized helmet that was mostly good for me since it was sized as a large (not "one size fits all") and I have big head. It was simply a chunk of Styrofoam (tm) with a blue plastic cover held in place with tape around the edge of it, some holes for ventilation, and simple straps. Space between head and helmet was provided by bits of spongy padding. It was good to put stickers on (the outside) but I think I outgrew that somewhere in my 50s.

In 2007 I bought a road bike that I guess was a ramping up in my seriousness (or something) so I decided I needed a new helmet - I found the red one made by Tirreno (which it seems is a Performance Bike house brand) in a large size on sale. It has been what I have used since. It looked sporty but I didn't find it terribly easy to adjust the straps, and recently the plastic ring that grips the wearer's head broke. The ventilation slots, while numerous, are narrower than the older helmet, which isn't so good. I also eventually realized it has a design flaw - towards the front there are slots that come together resulting in a parts of the helmet facing forward that could hook something hanging down from a tree (or whatever). This is in fact amazingly stupid (from a design perspective). Yeah, it is highly unlikely, but still - completely avoidable.

I have read about the MIPS helmet technology that is supposed to help prevent concussions by allowing the head to roll more easily in the helmet. Some people think this is baloney and maybe it is, but at least it represents an attempt at an advancement beyond basis protect for your head from a chunk of Styrofoam (TM). All the MIPS helmets are more expensive but I was able to find a LaZer Tonic (which apparently is intended for commuters) with MIPS from Bike Tires Direct for $75 on sale. It doesn't look like a road racing helmet (oh well) but it has good large ventilation holes, fits me well, and it is supposedly safer (maybe). I've ridden a few times with it; it seems good.

Parisian Bicycle Commuting

What I find pleasing is the variety.

Raleigh Sports, Paris Variation of Braking

Raleigh Sports bike from 40 or so years ago, much like one I have at home

I have a very similar bike from what must be about the same time period. This one, parked on the streets for many years (one assumes) is in remarkably good condition - much better than the one I have (which I got only a few years ago from someone giving it away). It has some superficial differences - the rear rack that clearly came with it, for example, and the full rather than partial chain guard. But it also has a very surprising (to me) difference - the brake system is not a cable-pull system with caliper braking front and back but rather front and back rod-driven brakes that bring brake pads up against the inside of the rim. Just as a traditional caliper brake uses the rim like the disk of a disk brake system, this is like an open drum brake using the entire rim as the drum, but only pressing on one side. I don't even know what this is called. I am quite doubtful as to how efficient it might be.


My 1973 Raleigh Sports, much the same except where it is completely different


Back end - rather less than elegant wiring for tail light from old style generator


Impressive front porteur rack - that would look good on mine!


Note rod-driven brake pulls


Between the rack and the rods for the brakes, there are a lot of chrome bits of metal here


Note rod to activate rear brake under down tube

Sunday Ride Along the Seine (March 20)

On Sundays in Paris various streets and roads are closed to vehicular traffic, including a stretch along the Seine river.

My wife and I were in Paris for a week in March. The weather was seasonal - so it wasn't too warm, but not cold, either. We didn't have any rain until the day we left. We were right in the middle of the city. One of the lovely things about Paris is that you can rent a Velib bikeshare bike for almost nothing for a week - 8 euros. Yes, 8 euros for an entire seven days! This can be done easily online in advance, and you get an account number and a pin number (which you have to keep track of). It is very nice to have available as a travel option.


These are the best not-very-good bikes in the world!


It was a little cool


One of the traffic tunnels that are part of the route


Marker for the end of the closed off section


Entrance to traffic tunnel near northwest end of route

I didn't take photos with very many people in them, for some reason, but I thought for a cool cloudy Sunday that there were a fair number of people out, on bike, skates, hoverboards (a hoverboard training class), skateboards, and of course walking.


Looking back into another tunnel


Other end of the ride

In the distance, along the far side of the river, the four towers of the main building of the National Library of France are visible.

Young Woman Cyclist in Painting in Paris

While visiting the Petit Palais in Paris, I came across a painting by Leon-Francois Commere, Bicyclette au Vesinet. 1903.

A nicely realistic painting - of the bicycle, anyway.

Predictable-Alert-Lawful on Your Trail, in Your Neighborhood

The PAL campaign mobile unit-the bike trailer has a 20 inch wheel on each side

On my way home Thursday, it was surprisingly windy given that weather.com suggested a SSW wind of 10 mph. I was surprised to find the young woman above walking her bike that has a PAL - predictable, alert, lawful - billboard-trailer. Apparently despite the holes cut in the fabric to let the wind through, it doesn't do well in a crosswind. If the thing blows over, she would get pulled over too, so she was walking. I guess she does this as a volunteer? Or someone pays her to ride around Arlington trails with this thing? This isn't the first time I have seen her, just the first time I have seen her walking. One odd aspect is that when riding along and seeing her coming the other way, or passing her, there is no time as a cyclist to read her trailer-billboard. So I sort of don't understand it.

I don't know if other jurisdictions have this PAL slogan and campaign or not. Somehow to me it comes across as a little too focused on illegal cyclist behavior or that assumption that if only cyclists would clean up their act everything would be fine. They endorse the following PSAs.


Makes the point that cyclists are the ones who die so they should avoid breaking laws

The problem I have with this logic is that the parallel would be that since motorists have pretty good protective metal boxes around them, it's OK to be a little free and easy with the obeying the traffic code.


Illustrates the classic "right hook" threat to cyclists from motorists

It's interesting that even the demonstration of how it should be done, turning behind the cyclist, results in the car rushing up directly behind the cyclist in a way that would not be great to experience. Better than being cut in front of, yes, but not great.


Motorists in cars should look before opening the driver's side door

These PSAs make good points, but for me there is usually something off about them. In the last one about avoiding getting doored, the third scenario suggests that in the end you should ride in a bike lane well away from the parked cars, presumably because the motorists may well not check before opening a door. In other words, in the end it is all on you Mr. or Ms. Cyclist.

And for whatever reason I end up grinding my teeth a bit whenever I see reference to this PAL campaign (which fortunately isn't often - they seem to have taken the ads for it off the County transit buses). "Predictable" is fine as advice, although it is clearly more about cyclists than motorists. (In fact, most of the predictable motorist behaviors are the ones we don't want, like opening doors without looking or cutting off cyclists with right turns.) "Alert" seems to be because they needed a vowel. Because otherwise, duh. Alert. Yeah. But it is the "lawful" that annoys me most, but I suppose as much as anything because it makes no grammatical sense. What they mean is "law abiding" but I guess that is two words.

Hmmm.

ADDENDUM: BikeArlington read this and says: I also saw your latest post on the PAL trailer. While [the PAL trailer-bike and rider] does ride on the trails, her primary focus is to connect with motorists. She’s frequently camped out along the Mount Vernon trail to interface with traffic moving slowly on the GW Parkway.

The idea behind the PAL campaign is that it’s designed to be targeted towards all mode of travel. We recognize that pedestrians jaywalk, that people on bikes will run red lights, and that motorists will speed and text. We don’t assign blame to anyone in particular, but rather just point out that if everyone travels in a manner that is predictable, alert and lawful, that we would have much less conflict on the streets.

OK.

Arlington Makes the Trails Smoooooth

Looking towards the south end of National Airport along Four Mile Run

Concrete trail areas and where such trails meet asphalt can have problems - a typical quick response is to fill in with asphalt. Often the results do not make the situation better and may make it worse. In this area where several bridges cross over the concrete trail along Four Mile Run, there were several such asphalt repairs that were not very well executed. There were also several places where concrete blocks did not meet evenly (but were not filled in with asphalt). Today Arlington County had these problem repaired by grinding down the concrete to create smooth concrete! Yay! Well done!

The example shown in the photograph above was dangerous for inexperienced riders - the raised concrete running in the direction a rider was heading could easily result in a crash if someone tried to go across the imperfection when passing someone, for example. This is a lot safer and better. There were about a dozen spots along here where such fixes were made today. Really nice.

"Bicycles Are Prohibited Off the Mount Vernon Trail"

This sign, and another pointing the opposite direction, appeared Friday

In the past year or so, it has become popular for cyclocross type cyclists to ride along near the trail, but not on the trail, near Gravelly Point. (This sign is stuck in the ground right next to it.) The regular riders have created a kind of dedicated rut-trail that winds around under the railway bridge away from the asphalt trail. The people look like they are having fun. Apparently with the onset of better cycling weather, the National Park Service has decided to put a stop to it. I am not going to look up the Code of Federal Regulations 4.30, but really? It covers this situation? Hmmm.

What surprised me most today was that the two signs were still there! No one pulled them out of the ground and tossed them into the Potomac (or elsewhere).

I would be a little more sympathetic if the Park Service had done even a little trail maintenance in the last five years or so. Or did anything during snow.

BikeArlington read this and wrote me: . . . last fall, a group of cyclocross racers met with NPS who were concerned about the trail sections that came dangerously close to the GW Parkway (literally cornering at speed just a few feet from traffic). And while NPS is open to the idea of using that space, because it is federal parkland, an environmental study needs to be conducted before the NPS can officially condone such use. Unfortunately, that study . . . takes quite some time. . .

My Choices for Three Significant Bikes

I was talking to someone at work who explained his thinking about significant bikes - ones that can still be owned and that a person can ride even today. "To the general public the most popular styles of bicycle, and bikes I’d like to ride, I would argue, are the three I mentioned earlier - roadster, ten speed, and hybrid." So he has acquired and had restored and rides a Rudge Sports roadster, a Schwinn Paramount ten-speed road bike, and a Bridgestone X-O hybrid. Pretty nice!

I have three bikes that I ride, but my approach is far more . . . . . well, I'm cheap, for one thing. And since I commute in all kinds of weather, I take the approach of having three different bikes that are suitable for different conditions. (I am not a one-type-bike-fits-all-situations person.) I don't concern myself with the historical accuracy (period correctness) of the components on my 1982 Bridgestone, for example, which has brand new wheels (that aren't the right size, in fact) and only use period components where more or less required (and cheap! did I mention cheap?), like the handlebar stem.

Still, I was thinking about what three bikes I consider most significant even if I wouldn't want to own ridable (or just viewable) examples of them. I guess I would choose an 1890s Columbia, a 1930s Schwinn with balloon tires, and a 1980s Specialized mountain bike. I regard all these bikes has having significance both good and bad, which I'll try to explain. (Keep in my these are just my ruminations, I am not a bicycle historian of some sort.


Columbia single speed bicycle in 1900, with a brake only as an option

The catalog page above is for a somewhat later version of the bike I have in mind from Columbia, but in 1900 it is mostly the same. This was the kind of bicycle that was common during the "bicycle craze" of the mid-to-date 1890s in the U.S. - a fairly utilitarian and simple bicycle, with fixed gearing - you could only coast by putting your feet on small posts on the side of the front fork - and a true brake as we understand them today was optional equipment. The combination of fixed gear and lack of a brake made such bikes more difficult and perhaps thrilling to ride than a typical modern bike even though visually they look much the same.


Bicycling for ladies : with hints as to the art of wheeling, advice to beginners, dress, care of the bicycle, mechanics, training, exercise, etc., etc. / by Maria E. Ward. Published 1896.

Such bicycles were significant in providing opportunities for American women to develop greater independence. The above image is from the cover of a book at the time to provide women guidance on riding bicycles - the rider has her feet up on the fork, coasting dramatically at high speed. These bikes were what made this all possible.

At the same time, there was a serious drawback, which was that these bicycles were marketed with single-tube tires and rims intended for single-tube tires that were tedious to repair when flat. It quickly became clear that there were better approaches for consumers but manufacturers were more interested in keeping their coasts low. It does not seem likely that the difficult-to-fix tires did anything other than work against the interests of consumers to buy bicycles, and then of course there was the introduction of the automobile . . . . .


1933 ad for Schwinn's new balloon tires (bike included)

This business with tires is why I would suggest this somewhat odd Schwinn from the 1930s was the next significant bike I would choose - it has balloon tires with inner tubes that were far easier to maintain. It took an absurdly long time, but a bicycle manufacturer finally broke the pattern of offering consumers mostly bicycles that had a serious built-it problem in terms of tire repair. And in fact the balloon tires meant a bicycle owner could have a more casual attitude towards maintaining tire pressure altogether.


Early Schwinn Aerocycle from Natalie Wilkie

The drawback of this bike, however, was that it was a diversion of the bicycle manufacturers into a focus on bicycle as toy, or anyway, of bicycles as something to market to people who couldn't yet drive (and their parents) in ways that were not, unlike the balloon tires, particularly utilitarian but rather about marketing. In a way, this was running up the white flag to the auto industry.


Early Specialized Stumpjumbers from Hugo Cardoso

My third choice of a Specialized Stumpjumper is not based on any particular fondness for or interest in Specialized or that bike, but according to a Wikipedia article this was the first mountain bike, so we'll take that as sufficiently authoritative. For me personally, the appearance and my eventual recognition of the existence of mountain bikes was not on that they were mountain bikes but rather that there was this alternative to road bikes, which eventually got me back to riding a bicycle as an adult. Road bikes (this is amusing for me now) held no attraction, largely because I seemed to have thought they could or should only be ridden on roads which I didn't want to do. A fellow where I worked who lived nearby rode back and forth most days on a nice mountain bike (mostly on paved trails) and I was inspired by his example to do so also. I'm still not sure what would have happened if he had been doing this on a road bike.


My 1995 Trek Singletrack - a mountain bike, sort of, that that I recently acquired (but don't ride on mountains, or even gravel)

So I think that the mountain bike, and the many variants that have appeared since, have helped to get more people riding. This is mostly good. I kind of feel however that there is a downside in that the bicycle manufacturers now seem to see the creation of new bicycle "types" as their salvation for sales. For example, so-called "gravel bikes." I mean, I know there really are "gravel cyclists" but uhm not so many to support all the gravel bikes being produced, I suspect. Or say fat bikes - I recently went to buy something at a nearby REI and the fat bike near the entrance, front-and-center, struck me mostly as a tedious example of marketing wishful thinking and certainly not as an attractive bicycle - here "attractive" meaning "I'm gonna buy one."

And here we circle back to the 1890s, because in fact already at the height of the bicycle craze, the problem the manufacturers were facing was how to come up with new designs - a Columbia bicycle model of 1898 that was significantly different from the Columbia model for 1897 that would generate ever more sales of new bicycles. (I am not much of a friend of the bicycle manufacturers these days since I only seem attracted to used old bikes.) In fact, in 1900, the bicycle shown at the beginning of this blog post was offered as the inferior option when compared to the shaft-drive bike that was new(er) technology that they were insisting was better. (It wasn't better. Do you see anyone riding a shaft-drive bicycle? No, practically never.)