Rec.Bicycles Frequently Asked Questions Posting Part 2/5
From: iglesias@draco.acs.uci.edu (Mike Iglesias)
Newsgroups: rec.bicycles.misc,news.answers,rec.answers
Subject: Rec.Bicycles Frequently Asked Questions Posting Part 2/5
Supersedes: <rec-bicycles-faq-2_970602@draco.acs.uci.edu>
Followup-To: rec.bicycles.misc
Date: 30 Jul 1997 15:43:03 GMT
Organization: University of California, Irvine
Expires: 29 Aug 97 00:00:00 GMT
Message-ID: <rec-bicycles-faq-2_970729@draco.acs.uci.edu>
References: <rec-bicycles-faq-1_970729@draco.acs.uci.edu>
Archive-name: bicycles-faq/part2
[Note: The complete FAQ is available via anonymous ftp from
draco.acs.uci.edu (128.200.34.12), in pub/rec.bicycles.]
------------------------------
Subject: 5.6 Tour de France Points Jersey Competition
From: Bruce Hildenbrand <bruce.hildenbrand@eng.sun.com>
The green ("points") jersey is awarded from points accumulated from
finishing places and intermediate sprints. Riders receive points for
all stage finishes based on the type of stage.
Each stage of the Tour falls into one of four categories:
1) flat stage
2) rolling stage
3) mountain stage
4) individual time trial or prologue
From the 1990 racer's bible:
Flat stages: 25 places: 35, 30, 26, 24, 22, 20, 19, 18, 17, 16, 15, 14, 13,
12, 11, 10, 9, 8, 7, 6, 5, 4, 3, 2, 1
Rolling stages: 20 places: 25, 22, 20, 18, 16, 15, 14, 13, 12, 11, 10, 9, 8,
7, 6, 5, 4, 3, 2, 1
Mountain stages: 15 places: 20, 17, 15, 13, 12, 10, 9, 8, 7, 6, 5, 4, 3, 2, 1
Individual Time Trial and Prologue: 10 places: 15, 12, 10, 8, 6, 5, 4, 3, 2, 1
Intermediate Sprints: 3 places: 6, 4, 2
Bruce Hildenbrand
bruce.hildenbrand@eng.sun.com
------------------------------
Subject: 5.7 Bicycle Racing Movies
From: Michael Frank <mfrank@geedunk.com>
Date: Thu, 30 Jan 1997 22:12:33 -0500
THE OBVIOUS ONES
BREAKING AWAY
Local cyclist in a small town (townie's aka 'cutters), lives, eats, and
breathes cycling and everything else Italian, comes of age in a race
against college kids. Based on Dave Blaze, and his experiences at Indiana
University and the Little 500. Lots of trivia in this one, look for a
current USCF board member, a current regional USCF coach, some former
Olympians,
One story I had heard was that one of the plot inspirations for the race
scene in Breaking Away was Wayne Stetina. Wayne made the 1972 Olympic team
at the age of 18. According to the story, after riding in Montreal he
enrolled at IU, joined a frat, entered the Little 500 as part of his frat's
team, rode the entire race himself and won. Just like the Cutter's plan for
Dave Stohler in the movie.
I think the term "Cutters" referred to the principle industry of the
community, which was large (building) stone quarying, or "cutting". The
race was sponsored by a local university and there was a strong "us against
them" mind set between the University team and the non university or cutter
team. The whole movie was loosely based on fact. The race does in fact
still occur. It's still the cutters against the college crowd, and I saw
it on TV about a year ago on ESPN2. Can't for the life of me remember the
name of the university.
Does anybody if this actually happened?
I've heard basically the same story, and I do know that Wayne (and also
Dale, I believe) went to IU and was on a frat team that won the Little 500.
However, whether he did it singly-handedly I don't know.
I *can* tell you for a fact that if you were a decent cyclist and were
interested in attending IU, fraternities were willing to pay for your room,
board, and tuition. After the Stetina's domination, however, the rules of
the Little 500 were changed to limit it to only Cat 3 riders (there were no
Cat 4 or Cat 5 categories back then). A friendly rival of mine (Bill
Brissman) from Indy moved from Junior to Cat 3 (instead of Junior to Cat 2
like I did) just so he could pick up this "scholarship". He had to be
careful about when and where he raced, so that he didn't draw too much
attention and get bumped up to Cat 2 against his wishes. As soon as he
graduated, he moved up to Cat 2.
The IU alum and USCF racer who did the riding "stunts" for Dennis
Christopher (the actor who played the protagonist) is now a woman. No need
to mention his/her name.
AMERICAN FLYER
2 brothers, one, a former National caliber rider (Kevin Costner), and his
enthusiastic 'newbee' brother, take an adventure to the 'Hell of the West'
(aka Coors Classic) stage race. Lots of good 'Coors Classic' footage in
this one, even Eddy Merckx makes an appearance.
QUICKSILVER
Trials and tribulations in the tough world of bicycle messengers in New
York City. Stars Kevin Bacon, and Nelson Vails.
THE LESS OBVIOUS ONES
LITTLE MISS MARKER
A depression era bookie (Walter Matthau) gets stuck with a little girl,
left as an IOU (marker). Only about 5 minutes of 6-day racing in this one.
The track is a portable one, built by the same builder as the portable
Atlanta Olympic Velodrome.
JOEY BROWN, 6 DAY RACER
A 1940's Bike messenger wins the Big 6-day race. A hard to find BW film
from the 40's. Lots of 6-day footage, starring era comedian, Joey Brown.
THE BICYCLE THIEF
A family in Post war Italy struggle to make a living, taking their life
savings to buy the Husband/Father a bicycle for work, only to have the bike
stolen. Often shown at art festivals, or 'Study of film' classes. This
film is by one of those famous 'Fellini' -types . No racing, but lots of
old bikes, and definitely a different lifestyle, where the bike is King.
Italian with Subtitles.
EVEN LESS OBVIOUS ONES
HUGO'S MAGIC PUMP
Hugo is the winningest 6 day racer in Italy, beating everyone, incuding the
Mafia's 'Fixed' riders. To stop losing gambling monies, the Mafia decides
to wear Hugo down by throwing beautiful women at him, hoping to reduce his
endurance and stamina. This Adult movie from the late 70's was 'Competive
Cycling' magazines choice for best cycling footage in the era before
'Breaking Away'... Dubbed.
THE YELLOW JERSEY
A PBS Documentary from the Early 70's, showing the trials of the American
team at a stage race in Canada.
BREAKING AWAY, the TV Series Shawn Cassady plays the role of Dave Stoller,
bike racer, in the TV series, based on the movie of the same name. This
one is tough to find, as it only lasted one season in the early 80's.
Don't forget "Pee Wee's Big Adventure" whose opening scene is Pee Wee
Herman dreaming about winning the Tour de France.
Wasn't there a movie (french) called the Maillot Jaune? I do remember some
talk a few years past and even some speculation about a remake starring
Dustin Hoffman
Another movie filmed in New York City in the 80s was Called "Key Exchange"
with Dany Aeillo and one of the actors from "Breaking Away"
UN AFFAIRE D'HOMMES (F)
(there seems to be no dubbed version of this one - you could translate the
title to "a men's affair", maybe?)
Starring Jean-Louis Trintignant and Claude Brasseur
Story
JL-T is an architect and joins a bicycle racing group where also a
detective (C.B) is member. he uses this friendship to cover, that he
mudered his wife. Film includes several scenes of the group's weekly race
(which also plays a part in the murderers alibi), and even the final
confrontation is not done using guns, but bikes.
On a far tangent anyone ever see the Euro 'Vanished' (I think there was a
poor attempt at an American version with Jeff Bridges)? There was a
reference in the bizarre dialogue about Joop Zotemelk (sp?) and bicycle
racing. Never figured out what it had to do with the rest of this
disturbing film.
Neither do I, except maybe that the Dutch couple in the French/Dutch movie
"The Vanishing" was on bicycle vaccation in France when the wife was
abducted?
THE YELLOW JERSEY
A PBS Documentary from the Early 70's, showing the trials of the American
team at a stage race in Canada.
BREAKING AWAY, the TV Series Shawn Cassady plays the role of Dave Stoller,
bike racer, in the TV series, based on the movie of the same name. This
one is tough to find, as it only lasted one season in the early 80's.
One great movie to watch is "A Sunday In Hell 1976 Paris-Roubaix" available
from World Cycling Productions. Not one of their regular videos, but a
real movie about pro racing.
Yeah.. great flick, but if I remember correctly, isn't that the one with
the endless "PAREY RABO.. PAREY RABO..." chant in the background that goes
on forever?
Of course this one is slightly disappointing after you hear all of the
build up. Another one, Stars and Water Carriers is a better movie with much
better scenes of Eddy (The Cannibal) Merckx and how he won so much.The film
shows the strain on Eddy's face and clearly shows how much effort he put
into his racing. This is a Danish documentary with added english sound
track so it sounds a bit funny, but it takes my vote for best cycling video
to date.
John Forrest Tomlinson wrote
There was also "Key Exchange," though it might be better termed "mid-80s".
I was in it ;-)
So was Nelson "The Chettah" Vails, (a.k.a., the fastest cat in the jungle).
He races the cabbie in the opening scene.
Nope ... that scene is from Quicksilver ... Kevin Bacon is the passenger in
cab... and the star of the movie.
>From what I understand, he did a lot of his own stunts ... the boy could
ride.
My favorite scene was when KB was racing one of the other messengers, and
COASTED down one of the major S.F. hills on his fixed gear without brakes
... that and the freewheeling noises whenever he was riding his fixie.
That and when Nelson shifts *from* a 14 *to* a 28 to race the cab.
Speaking of.... Doesn't Dave Stoller drop into his little ring to motorpace
the semi at the beginning of Breaking Away?
------------------------------
Subject: 6 Social
------------------------------
Subject: 6.1 Bicycling in America
From: Jobst Brandt <jbrandt@hpl.hp.com>
(or How to survive on a bicycle)
In America, bicycling appears to be an unacceptable activity for
adults. It is viewed as a pastime reserved for children (people who
are not old enough to drive cars). Adults who sense that they are
violating this stricture, excuse their bicycling by representing it as
the pursuit of physical fitness. They refer to their bicycling as
training rides. Rarely do you hear a cyclist say "we were bicycling"
but rather "we were on a training ride". Certainly most of these
people never race although one might assume, by implication, that
their other rides are races. Some also refer to themselves as serious
cyclists, a term used to describe those who, typically, keep track of
pedaling cadence and other bicycling statistics, thereby giving proof
that they are not engaged in child's play.
In contrast, Europeans seem able to accept bicycling as a proper
activity for all ages. That is to say, motorists do not treat
bicyclists with apartheid and bicyclists do not feel the need to
justify their pursuit as anything other than bicycling, for whatever
reason. In Europe cadence on speedometers is an un-marketable
function for unexplained reasons, however, one could imagine that for
the average cyclist it is a useless statistic, except for those on
"training rides".
With this perception of bicycling in America, non cyclists and some
occasional cyclists are offended by others who bicycle on public roads
in the presence of automobile traffic. "Get the f#%k off the road!"
and similar epithets are heard from drivers, some of whose cars are
equipped with bike racks. It is similar to gay bashing; by expressing
public outrage they demonstrate abhorrence of unacceptable behavior.
The same is true of bicyclists who deride others in public for not
wearing a helmet. Aggressive self righteousness is probably a fitting
description.
Another motive behind such behavior may be a sense of dissatisfaction
with ones life. Anyone who is perceived as having fun, or at least
more fun than the subject, needs to be brought down a notch.
Psychologists who have interviewed youths that go "wilding" have
gotten responses to the effect that "my life is terrible and I can't
stand people who are having fun". So these youths attack others and
beat them bloody. In a manner that may not make sense to others, they
bring their victims down a notch to achieve parity.
There is little doubt that bicycling has its hazards. You can fall by
running into a pothole or an obstacle, by riding into a grating, or
falling on loose gravel or a slick manhole cover. There are enough
hazards without the threat of being run down by a car. However, the
whole sport loses its appeal when motorists, who believe that adult
bicycling is offensive, actively engage in making it a deadly
endeavor.
The scenario:
In a typical encounter a driver says to his passenger "You see that
guy on the bicycle? That's a dangerous place to ride." while slicing
within inches of the cyclist. The passenger is truly impressed with
the danger of bicycling, especially in the presence of this driver.
I don't understand how drivers justify such behavior but I think I
know what is going on.
Examples:
o The buzz and swerve routine:
A driver slices dangerously close even though there is no opposing
traffic. Then he drifts to the edge of the pavement to make clear how
far he went out of his way for the cyclist. The desired path was even
nearer the road shoulder than at the passing point. The buzz and
swerve is executed equally well consciously and subconsciously.
o Center court, extra point:
The car, on a visibly empty stretch of road, travels perfectly
centered between the median and edge stripes, even when this requires
passing within inches of a cyclist. It appears that the driver is
awarding himself points for not flinching when passing cyclists and
extra points for proximity. In the event of a collision it is, of
course, the cyclist who swerved unexpectedly. The precision with
which the driver executes this maneuver, in spite of the danger, makes
the center court game conspicuous. People generally don't drive
exactly centered in a lane, especially when there is an obstacle.
o Honk and slice:
The buzz and swerve or center court routine can be enhanced by honking
a single one second blast. This is usually done at a far greater
distance than a sincere warning toot; about 200 yards works best.
This is a great crutch for the driver who subsequently collides with
the cyclist. "But I warned him!"
o The trajectory intercept:
A car is traveling on a road that crosses the cyclists path at right
angles. The car and bike are equally distant from the intersection
but at different speeds. With skill, the driver of the car can slow
down at a rate that lets him arrive at the intersection at precisely
the same time as the cyclist. The bicyclist who has a stop sign may
now come to a complete stop and wait for the driver who is only
looking out for the cyclist's safety. If the cyclist doesn't stop,
the driver honks and yells something about breaking the law.
Extra points are gained by offering the right of way to the cyclist,
in spite of moving traffic in the adjacent lanes.
o The contrived hindrance:
A driver refuses to pass a cyclist on a two lane road until the
passenger asks how much longer they must follow this bicyclist, or
until the following cars begin to honk. Then, regardless of
visibility or oncoming traffic, an inopportune pass is executed after
which each of following drivers makes it clear when passing that it
was the cyclist who was responsible for the near collision.
o The rear-ender:
While riding down a mountain road, the cyclist catches up with a car
that notices his rapid approach. If an oncoming car approaches the
driver slows down, obviously for safety sake, and then suddenly slams
on the brakes when there is no place for the cyclist to go. Bicycles
cannot stop as fast as cars since cars can safely skid the front
wheels but bicycles can't. This game is the more dangerous variation
of speeding up every time the cyclist tries to pass but to drive as
slowly as possible everywhere else.
One explanation for these maneuvers is that the driver recalls that
riding in the mountains was always too hard and riding down hill was
scary. This cyclist can't do what I couldn't do and I'll show him a
thing or two. Thus the driver proves to himself that not riding in
the hills was for safety's sake, it had nothing to do with physical
ability. It fits into the " I'll teach that smartass a lesson. There
is little risk for the car because in a rear-end collision the vehicle
behind is, with few exceptions, found at fault.
So why does all this go on and on?
It is not as though they are all hostile drivers; some are just
frustrated drivers. They may still be getting even for some bicycle
accident they had in their youth and don't want others to get off any
easier. Some are angry at having to spend the time behind the wheel
while other "irresponsible adults" are playing on their bicycles. I
believe the meanest ones are insecure people who don't feel as though
they are accomplishing what they expect of themselves and don't like
to see others have it any better. Many drivers believe that the only
part of the road to which a bicyclist is entitled is the road
shoulder, unless it occurs to the driver to use that part too.
A bike rack on a car may lead you to believe that the driver has a pro
bicycle attitude. Some people use bike racks to transport family
bicycles to a park where they can be ridden safely without venturing
onto dangerous roads; roads that are meant for cars. Among these
people are some of the strongest opponents of general bicycling. They
take refuge in the belief that, if they should run you down while
playing center court, it would prove that you should bicycle as they
do, and not get in the way of cars.
What to do? Don't fuel the flames. Don't return the rudeness that is
dished out. Take legal action where appropriate (and possible).
Don't posture in traffic drawing attention to some undefined
superiority to people who sit in cars. Don't balance on your bike or
ride in circles in front of cars waiting at a red light. Don't make
moves in traffic that are either discourteous, or at best, awkward but
legal. If you hear loud knobby tires coming, believe it! That guy in
the extra tall pickup truck with the all terrain tires, dual roll bars
and multiple searchlights is not a friend of yours coming close to say
hello. Give him room.
------------------------------
Subject: 6.2 League of American Bicyclists
From: Erin O'Brien <bikeleague@aol.com>
The League of American Bicyclists, (founded as the League of American
Wheelmen) has been working to improve the quality of bicycling in America
almost as long as there have been bicycles.
In the 1870s the forefathers of bicycling banded together to lobby the
government for more paved roads and to put a stop to antagonistic acts from
other road-users. United in 1880 as the League of American Bicyclists, their
mission has carried on throughout the history of bicycling.
Fashioned after "The Good Roads Movement" of the 1880's, our current agenda
is embodied by the L.A.W. Safe Roads Movement, a comprehensive program that
aims to reduce the number of injuries and deaths to cyclists. Highlights
of this 10-pointaction plan include educating bicyclists and other road
users about thei rights and responsibilities to safely share the road, and
promoting the improvement of road design and maintenance to better
accommodate bicycles.
The League's Effective Cycling program is making great strides to advance
this agenda. Taught by certified instructors, it is the only national
bicycling education program that combines the technical training needed to
safely negotiate any traffic situation, with the principles of safe,
responsible riding.
L.A.W. sponsors National Bike Month (May), which serves to promote the
various aspects of bicycling. In 1992, L.A.W. founded The International
Police Mountain Bike Association (IPMBA) to address the growing need for
information, assistance, and training to start-up bicycle-mounted police
patrols.
L.A.W. played an instrumental role in the passage of the Intermodal Surface
Transportation Equity Act of 1991 (ISTEA), federal legislation allowing
both for increased spending on bicycling improvements and for bicyclists to
participate in local transportation planning. L.A.W. also publishes the
bi-monthly Bicyclist Advocacy Bulletin, which provides the most
comprehensive, bicycle advocacy and planning information and advice
available in the nation.
In between advocacy and education efforts, L.A.W. manages to find time to
enjoy bicycling. L.A.W.'s national and regional rallies bring together
members from all over the U.S.A. and Canada for great riding and
entertainment, daily workshops include, advocacy, safety, club leadership,
cycling techniques, and more.
Pedal for Power, another division of L.A.W., hosts Across America and
North-Southa rides that raise money for bicycling and various charities of
the rider's choice.
Eight issues per year of Bicycle USA magazine to keep members up to date on
League activities. Regular features include effective cycling tips,
Government Relations and Education columns, cycle news, and an event
calendar. Special issues include an annual Almanac and Tourfinder. L.A.W.
offers national touring services to members including Ride Information
Contacts in every state. While touring, members can also stay in the homes
of more than 600 fellow members, free of charge, through the Hospitality
Homes network.
League members can fly their bikes for free on TWA, America West, USAir,
Continental, and Northwest airlines when they make their travel
arrangements through the Sports National Reservation Center.
L.A.W. is a 501c-3 non-profit organization with membership of more than
24,000 bicyclists and 500 affiliated clubs and coalitions nationwide.
Individual membership costs $25/year or $30 for families. Advocacy
membership, which includes the bi-monthly Bicyclist Advocacy Bulletin costs
an additional $10/year.
To join the League of American Bicyclists send your membership contribution
to 190 W. Ostend St., Suite 120, Baltimore, MD 21230-3755, or call (410)
539-3399. For membership by phone call 1-800-288-BIKE. For a membership
form to pay by credit card see the "How to Join League" file.
------------------------------
Subject: 6.3 Rules for trail riding
From: Roland L. Behunin <behunin@oodis01.hill.af.mil>
The Salt Lake Ranger District of the Wasatch-Cache National Forest has
some guidelines for trail riding in their district. Here they are:
1. Yield the right of way to other non-motorized recreationists.
People judge all cyclists by your actions. Move off the trail to
allow horse to pass and stop to allow hikers adequate room to share
the trail.
2. Slow down and use caution when approaching another and make your
presence known well in advance. Simply yelling bicycle is not
acceptable.
3. Maintain control of your speed at all times and approach turns
anticipation of someone around the bend. Be able to stop safely within
the distance you can see down the trail.
4. Stay on designated trails to avoid trampling native vegetation, and
minimize potential erosion by not using wet or muddy trails or
shortcutting switchbacks. Avoid wheel lockup. If a trail is steep
enough to require locking wheels and skidding, dismount and walk your
bike. Locking brakes contributes to needless trail damage. Do not
ride cross-country. Water bars are placed across to direct water off
the trail and prevent erosion. Ride directly over the top, or
dismount and walk your bike.
5. Do not disturb wildlife or livestock.
6. Do not litter. Pack out what you pack in and carry out more than
your share whenever possible.
7. Respect public and private property, including trail use signs, no
trespassing signs, and leave gates as you found them. If your route
crosses private property, it is your responsibility to obtain
permission from the landowner. Bicycles are excluded from designated
Wilderness Areas.
8. Always be self sufficient. Your destination and travel speed will
be determined by your ability, your equipment, the terrain, and the
present and potential weather conditions.
9. Do not travel solo in remote areas. Leave word of your destination
and when you plan to return.
10. Observe the practice of minimum impact bicycling. "Take only
pictures and leave only waffle prints."
11. Always wear a helmet.
12. If you abuse it-you lose it!. Since mountain bikers are
newcomers to the forests, they must prove to be responsible trail
users.
From personal experience, you may also want to add the following
information:
13. In National Parks and National Monuments bicycles are considered
vehicles and restricted to roads.
14. On BLM land - ride only on roadways, trails, and slickrock. The
desert crust (microbiotic crust) is fragile and takes up to 50 years
to recover from footprints, waffle tracks, etc.
15. When camping out of improved campsites camp at least 500 feet
off the road or trail. Try to leave no trace of your campsite.
16. Toilets in unimproved areas - move off trail, and dig a 1 foot
deep pit, cover after use.
------------------------------
Subject: 6.4 Commuting - Is it possible for me to commute by bike?
From: royce@ug.eds.com (Royce Myers)
Not everyone can commute to work on a bicycle. Some people can't cycle to
work in a reasonable time because of their fitness or because they live
too far away. Other people need their cars for their jobs, or take
children to school. Some employers frown on bicycle commuting, and don't
provide any facilities. All these obstacles can be surmounted.
If you want to commute by bike, you will find a way to do it.
A few facilities at your workplace can make commuting easier.
Minimally there should be racks in a well trafficked area. Some business
will let you park them in your cube, and others might provide a closet or
unused room to store them. My company provides enclosed lockers. If
theft is a significant danger, consider buying a second, inexpensive bike
to be used only for commuting.
If your commute is short, and the dress code where you work is relaxed,
you won't need to change or clean up after getting to work. The rest of
us need to prepare for work.
Every workplace has a bathroom where a sponge bath and change is
possible. If you're lucky (like me) there's showers and lockers. If your
ride makes you sweat a lot, and there is no way to take a shower at work,
look around for a nearby gym. Sometimes you can arrange to change and
shower there, then walk or ride slowly to work. If you want to get a
workout, but there's nowhere to clean up at work, try getting your workout
on the way home, making little or no effort on the way to work.
If your ride is too long for a round trip, and there's no place to park,
put your bike in your car and drive to work on Monday. Monday night, ride
home. Tuesday morning ride to work and put your bike in the car. If
you're tired Tuesday night, drive home. If there is a vanpool to work,
get the vanpool driver to mount racks. Then you can take the vanpool in
the morning and ride home in the afternoon.
Some people reduce the length of their commute by driving to a "park and
ride" area, then riding in from there. Another way to solve a long
commute is to find out about bicycle accommodation on buses or other
public transportation. Many people use a combination of bikes and buses,
subways, or trains to make a long commute possible.
Racks, bags and panniers: Some people drive in clothes once a week and buy
lunch at work so they don't need to carry much on their bikes. Others
need something to carry paperwork, lunch and clothes. A lot of commuters
use knapsacks rather than putting racks on a bike, but this raises their
center of gravity and increases wind resistance. Racks can be put on any
bike, and they come in handy for running errands, touring and unsupported
rides. If you're looking for a commuting bike, get one with rack eyelets
on the frame for convenience. Another alternative are touring saddle
bags, which are hard to find but are very handy on bikes without racks.
Get your bike in shape. Replace tires which have cracked sidewalls, or
worn casing. Carry a flat kit, a spare tube and enough tools to fix a
flat. If you're not mechanically inclined, have a bike shop tune up your
bike. Check every part of the drivetrain for lubrication and wear. Make
sure your wheels are true, and that the hubs are lubricated and adjusted
properly.
Contributors:
[I did not retain the mail address of contributors who posted to the group
without a sig; also, I may have missed some posts that weren't emailed to
me]
drobinso@mendel.une.edu.au
ilana@niwot.scd.ucar.EDU
burrows@bcu.ubc.ca
jlbell@presto.eecs.umich.edu
jones@greg.cs.usu.edu
banders@netcom.com
curt@cynic.portal.ca
doosh@netcom.com
"td"
"Robert"
ae505@yfn.ysu.edu
cs4601ah@coral.cs.unm.edu
tbd@dfw.net
timlee@netcom.com
------------------------------
Subject: 6.5 Commuting - How do I choose a route?
From: royce@ug.eds.com (Royce Myers)
According to the U.S. Uniform Vehicle Code, drivers of bicycles have the
same rights, and the same responsibilities, as drivers of other vehicles.
This means that commuters may use any road, street or highway they want,
and that they must obey traffic laws. Some states vary from the UVC, and
of course, some countries treat bicycles diffently than the US does.
John Forester, in his book Effective Cycling, suggests that all cyclists
use the following traffic principles:
"1. Ride on the right-hand side of the road, not on the left and
never on the sidewalk.
[Note: this is specific to those countries which drive on the right hand
side of the road, like the US. In countries like the UK, you should ride
on the left side of the road.]
2. When approaching a road that is larger than the one you are on, or
has more or faster traffic, you must yield to traffic on that road.
Yielding means looking and waiting until you see that no traffic is
coming.
3. When preparing to move laterally on a roadway, you must yield to
traffic in that line of travel. Yielding means looking forward and
backward to see that no traffic is in that line of travel.
4. When approaching an intersection, you must choose your position
according to your destination. Right-turning drivers are at the curb, left
turning drivers are at the center, while straight-through drivers are
between them.
5. Between intersections, you choose your position according to your
speed relative to other traffic. Parked ones are at the curb, medium-speed
drivers are next to them, while fastest drivers are near the center of the
road."
Transportational cyclists want to maximize safety and minimize time.
Usually the most direct route between the cyclist and work will be the
best choice, but other factors may come into play.
Facilities: Multi-use paths (trails shared with bicycles, pedestrians,
skaters and sometimes horses) are less safe than the road, according to a
recent study published in the Institute for Transportation Engineers
journal; this kind of facility is more likely to send cyclists to the
hospital than comparable streets. Pedestrians, pets and skaters are
unpredictable and require more skill to pass safely. Sidepath
intersections are very dangerous because motorists don't expect vehicular
cross traffic.
Roads with wide curb lanes are safer than narrow roads, but narrow roads
may be ridden safely by using an entire lane. Bike lanes may be as safe
as the same width roads without lanes as long as the rider is competent to
avoid their dangers (e.g., they direct cyclists into right turn lanes,
when the cyclist should normally ride to the left of the right turn
lane). In California, cyclists traveling at less than the speed of
traffic must remain in the bike lane unless preparing for a left turn or
avoiding a hazard, like parked cars, a slower cyclist, rough pavement or
debris.
Traffic: even though arterials usually faster and more convenient than
side streets, riding on side streets may be more enjoyable due to lower
traffic noise and better scenery. Some cyclists are willing to ride the
Huntington Beach multi-use path during the summer even though the fastest
safe speed is 5mph. The view is very nice.
The compromise among pleasure, safety and time is yours.
Once you set your priorities, scout a few routes. Get the best street map
you can find and highlight streets that you like. US Geological Survey
maps (1:24000 scale) also show the hills, which is handy. They're
beautiful maps, too. They look nice on a wall.
Contributors:
[I did not retain the mail address of contributors who posted to the group
without a sig; also, I may have missed some posts that weren't emailed to
me]
drobinso@mendel.une.edu.au
ilana@niwot.scd.ucar.EDU
burrows@bcu.ubc.ca
jlbell@presto.eecs.umich.edu
jones@greg.cs.usu.edu
banders@netcom.com
curt@cynic.portal.ca
doosh@netcom.com
"td"
"Robert"
ae505@yfn.ysu.edu
cs4601ah@coral.cs.unm.edu
tbd@dfw.net
timlee@netcom.com
------------------------------
Subject: 6.6 Commuting - Do I really need to look that goofy?
From: royce@ug.eds.com (Royce Myers)
Before I started cycling I had no idea why cyclists wore such silly
looking clothes. Now I know why, but I still think we look silly. The
value of using cycling clothes on a commute depends on the length of the
commute. It is hardly worth it to ride 1 mile to work in cycling clothes
and then change to regular clothes at work, but 20 miles is a different
story.
How to dress for the road, from the ground up:
1. Shoes: if you have a short commute with little climbing, virtually any
kind of shoes and socks will do. I have seen commuters wearing cowboy
boots moving at around 15 mph. If you expect to exert yourself for any
length of time, some trade-offs should be considered. Socks made of
cotton will retain moisture, while polyester type socks (e.g., Coolmax)
will wick moisture and encourage it to evaporate. Cycling shoes are
stiffer than casual or dress shoes, so transmitting energy to the pedal is
more efficient. On the other hand, they are not comfortable to wear off
the bike, so a change of shoes is necessary at work. For most of us, this
is not a problem because shoes take up little space and can be left at the
office. There are a range of options in cycling shoes, depending on your
pedal choice.
A note about pedals:
- Flat pedals allow easy on-off and may be used with any shoes. If you
hit a bump your feet may leave the pedals, which can result in loss of
balance and a crash.
- Toe clips and straps keep your feet on the pedals. They are designed to
be used with cycling shoes, either touring shoes, which have a sole
designed to hook onto a pedal, or racing shoes, which have cleats that
lock the cyclist to the pedal and improve efficiency. Many people
consider clips and straps to be obsolete, but they are a low cost way to
improve your efficiency. They will work adequately with street shoes and
hiking boots, which some people consider an advantage.
- Clipless pedals attach your shoes to the pedals similar to the way skis
attach to boots. With practice you can step in and out of them as easily
as flat pedals, but they are more efficient than toe clips. These pedals
require shoes that are compatible, and are much more expensive than toe
clips. I use the SPD style of clipless pedals, which has a recessed cleat
allowing you to walk around off the bike. I wouldn't recommend extensive
walking in these shoes, but they are perfect for what I need.
- Some pedals are flat on one side and clipless on the other, which allows
the rider to choose to wear cleated shoes for performance or regular shoes
for utility trips.
- An adapter is available for some clipless pedals that will turn them
into flat pedals with toe-clips.
2. Shorts: Casual cyclists ride at low speeds, at low RPMs, for short
distances so no special shorts are necessary. If you ride for any
distance you will need to develop a high RPM (80 - 110) for efficiency.
When your legs are moving that fast, baggy clothes will chafe, as will the
the seams in ordinary underwear, so you'll need something clingy like
lycra. And if you exert yourself, you will need to have some kind of
liner in these shorts to wick moisture from your privates. Bicycle shorts
are meant to be worn with no underwear; they are usually made out of lycra
and are lined with wicking pads. A good pair of bike shorts makes long
rides a pleasure; in fact, I never get on my bike without them.
3. Jerseys and shirts: Cotton retains moisture, so if you sweat, cotton
will keep it next to your skin, making you feel sticky and soggy. Yecch.
Polyester fabrics are designed to wick moisture away from you and allow it
to evaporate quickly. Bicycle jerseys are made out of polyester, and are
cut longer in the back because cyclists usually ride leaning forward to
reduce air resistance. Also, jerseys normally have two or three pockets
in the back, handy for carrying a handkerchief, banana, etc. When I take
my kids on rides I'll wear a tee shirt because I'm not going to sweat
much, but I always wear a jersey on my commute. Some people like cotton
and other natural fibers because they don't retain odors as much as the
polyester fabrics. In cool weather, wool is ideal.
4. Gloves: gloves will make your commute much more comfortable, and will
offer some protection in a crash. Long fingered gloves really help you
stay warm when it's chilly.
5. Eyewear: If you are commuting at dawn or dusk, you should consider
wearing clear glasses to protect your eyes from debris kicked up by cars
and wind. In daylight, sunglasses are a necessity to protect against UV
as well as road hazards.
6. Helmet: A helmet offers some protection in a crash, but the best way to
survive a crash is to learn to avoid falling in the first place. I wear
one, but I don't think it's some kind of magic talisman.
7. Other equipment: If there are unpredictable rains in your area, carry
rain gear. The articles on riding in the winter are availble through ftp
from:
ftp://draco.acs.uci.edu/pub/rec.bicycles/wintertips
ftp://draco.acs.uci.edu/pub/rec.bicycles/wintertips.pam
If you might work late, carry a light. Articles on lights are available
through ftp from:
ftp://draco.acs.uci.edu/pub/rec.bicycles/arnie.light
ftp://draco.acs.uci.edu/pub/rec.bicycles/lights
ftp://draco.acs.uci.edu/pub/rec.bicycles/lights2
Contributors:
[I did not retain the mail address of contributors who posted to the group
without a sig; also, I may have missed some posts that weren't emailed to
me]
drobinso@mendel.une.edu.au
ilana@niwot.scd.ucar.EDU
burrows@bcu.ubc.ca
jlbell@presto.eecs.umich.edu
jones@greg.cs.usu.edu
banders@netcom.com
curt@cynic.portal.ca
doosh@netcom.com
"td"
"Robert"
ae505@yfn.ysu.edu
cs4601ah@coral.cs.unm.edu
tbd@dfw.net
timlee@netcom.com
------------------------------
Subject: 6.7 Commuting - Do cyclists breathe more pollution than motorists?
From: royce@ug.eds.com (Royce Myers)
The sources for this information vary in credibility, but most of it comes
directly from published studies or other reputable sources like the
Berkeley Wellness letter.
1. Exercise will extend your life by about the amount of time you spend
doing it. So if you spend an hour on your bike, you've added an hour to
your life.
2. Drivers of cars are exposed to up to eighteen times more pollution
than "ambient air", approximately 300 feet from the road. Cyclists share
the road with cars, but they do not trap pollutants, and they take air in
at a much higher position than cars (assuming a diamond frame) so...
3. Cyclists breathe approximately 1/2 as much pollution than cars (this
appears to be _per breath_).
4. Over _time_, a cyclist will breathe much more than a sedentary driver,
since the cyclist is using more than twice as much air. Athletes appear
to be very sensitive to foul air.
5. In general, cycling takes longer than driving, so the bike commuter
may be exposed to pollution for longer periods of time.
6. A UK study found that cyclists had 1/2 the blood level of CO that
drivers did after traveling along a ten mile stretch of congested road.
7. CO blood levels may be less of a problem than inhaled particulates,
which are much harder to measure. Masks make breathing difficult if they
are properly sealed, and are ineffective if they are not sealed.
As a result, the health advantages of commuting by bike depend on several
key factors:
1. Would you exercise anyway? That is, would you drive to the gym and
ride a stationary bike in relatively clean air if you weren't commuting in
traffic.
2. How hard do you ride? The harder you ride, the more air -- and
therefore pollution -- you take in. But then the better the training
effect will be, so if you don't do any other exercise, this is a wash.
3. How long is your drive compared to your ride? If it takes
significantly more time to ride, you may be exposed to more pollution.
4. What kind of car? An open air Jeep would take in and trap less
pollution than a sedan.
The health effects of exercise far outweigh any additional health dangers
from pollution. If you would exercise anyway, though, commuting may not
in your best interest. If you commute on low volume side streets, or on
sidepaths, pollution might not get you, but other hazards might.
Here is a rationalization for those of us who want to believe that
cyclists get less pollution than motorists:
One thing I've noticed about my commute: when I drive, I am _always_
surrounded by traffic. All us cars meet at the light and move from light
to light more or less together. When I ride my bike, I meet cars at
lights, but I don't spend a lot of time around them when they're rushing
past me to get to the next light. The vast majority of time is spent
between packs of cars, without much motor traffic. Since I'm not around
cars very much I can believe:
- I am breathing more garbage than a motorist when I'm in traffic
- I am breathing less garbage than a motorist when I'm not in traffic
- I am not in traffic far more often
Therefore: I am probably getting less pollution on the bike than in my car!
Contributors:
[I did not retain the mail address of contributors who posted to the group
without a sig; also, I may have missed some posts that weren't emailed to
me]
drobinso@mendel.une.edu.au
ilana@niwot.scd.ucar.EDU
burrows@bcu.ubc.ca
jlbell@presto.eecs.umich.edu
jones@greg.cs.usu.edu
banders@netcom.com
curt@cynic.portal.ca
doosh@netcom.com
"td"
"Robert"
ae505@yfn.ysu.edu
cs4601ah@coral.cs.unm.edu
tbd@dfw.net
timlee@netcom.com
------------------------------
Subject: 7 Marketplace
------------------------------
Subject: 7.1 Marketplace hints/guidelines
From: Jim Siler <ksi@panix.com>
: Are people really willing to pay 10% less for a "nearly new" MTB when
: they
: a) often have no assurance that it really hasn't been used
: (except of course someone's word)
: b) may have to buy, unseen.
: c) may not get a transferable waranty on the MTB
I think that in general, many people are acutely aware of what they
spent for a thing and are woefully unaware of how much value that thing
lost when they walked out of the store. Let's assume for a moment
that I buy an XTR rear derailleur in my local shop (good practice,
worth some added cost) for $100. I use it for a week, and trash my
frame and want to part it out. Hmmm... this was $100 new and its only
a week old, virtually new. Let's ask $90 o.b.o. and see what happens.
Now I change roles and become the buyer.
I go to my local bike shop, where I trust the owner and am willing
to pay a premium, but no XTR rear derailleur. Next stop mail order.
Everyone but everyone has it for $80, plus shipping, but less tax.
They will take a credit card. The unit is warrantied, in the box,
with instructions (the value of which should not be underesimated).
Given this I am unlikeley to even consider the used part. But let's
suppose I offer $75, and send off my money order, sight unseen.
What can happen?
1 -- It never arrives. After a number of hassles and excuses I
realize that there is a major problem. Email stops being
returned. I contact his sysadm, who can't do much. I
publicly flame him, starting one more interminable flame
war. Eventually I either get my $75 bucks back or not.
Even if I get the derailleur (remeber, the original
object was the derailleur) I have bought myself
hundreds of dollars worth of aggravation.
2 -- It arrives and looks like hell. C'est la vie.
3 -- I arrives and one week later it is obvious that something
is seriously wrong. No amount of adjustment will cause
it to shift reliably for any length of time. See 2, above.
4 -- While waiting for arrival i trash MY frame. Derailleur
arrives. Sadly, I have nothing to hang it on. See 2,
above.
Let's run through the same scenarios having purchased through mail
order, using a credit card.
1 -- I don't pay. If they get pissy about it I do too. As most
mail order houses have, at best, a fragile relationship
with Mastecard/Visa (it is VERY difficult to open a merchant
account to accept credit cards over the phone for mail order,
so difficult that many use their in store accounts, faking
signatures) and are dependent on that relationship to stay
in business, they tend to become most reasonable when you
make real noise with the credit card company.
2 -- Unlikely, as goods should be new. See 1, above.
3 -- Warranty problem. If you have a good local dealer, you
would have been better off there. If you have a so-so
dealer you may well be better off through mail order.
Worse comes to worst, see 1, above.
4 -- Worst case, you eat a restocking fee.
In general, I would be hesitant to buy anything here for much more
than 60% of its mail order price, unless the product is exactly
what I want and all else is right.
I have bought two things this year through this group, a GT Zaskar LE
frame, new in the box with slight cosmetic ding for $350 (negotiated
from $375) and a Flashlite 2 tent with a tiny hole, professionally
repaired, for $100. Both carried resonable prices in the original
post, offered to pay the shipping, and clearly spelled out the
possible problems with the product for sale. Both sales were
satisfactory to all involved, and I am delighted with both.
I have seen many other Items for sale that I have wanted and bought
elsewhere because the posted prices were so ridiculous that I
had no basis for negotiation. Typically, these are reposted with
sad wonderings as to why no one has responded. C'est la vie.
In general, I think that anyone wanting to move something quickly
through posting should do the following:
Be realistic with price. Look at the true market value of
your goods. It is not what you paid. You are going to take
a loss. If your fork, which was the hottest thing in July
of this year, cost you $600 in a store is not any better
than the new $375 fork that is available in December, its
market value is certainly no more than $375, if it is new.
Unless limited availability takes it out of the commodity
realm (e.g., my Zaskar frame with blemish had only limited
availibility) knock off 40% of the realistic market value.
Our fork is now down to $225. If this makes you too
queasy, up it a bit and throw in shipping, say $275 with
U.P.S. ground shipping, hmmm... not too bad.
Clearly state everything of importance to the buyer, good
and bad. This will avoid later hassles, and greatly increase
your trust factor.
Don't initially offer at an inflated price, thinking to
negotiate down (remember back to Onza Clipless Pedals for
sale flame war). It just makes it clear to an intellegent
buyer that you are hoping to find a sucker, and will take
whatever advantage you can. This may not be true, but it
will be clear, nonetheless. Trust factor goes down the
toilet.
Make phone contact as soon as possible. A human voice is
often more comforting than an email address.
To anyoune who has read this far, thanks for putting up with my
rambling and opining.
------------------------------
Subject: 7.2 Bike Trailers
[Ed note: The posting I saved on bike trailers is over 145k bytes, so
if you want a copy see the section on "Archives".]
------------------------------
Subject: 7.3 One Less Car T-Shirts
From: Alayne McGregor <alayne@gandalf.UUCP>
(Ed Ravin panix!eravin@cmcl2.nyu.edu)
The T-shirts are produced by Transportation Alternatives, a New York
City bicycle activist group. They're 100% cotton, have the TA logo
on the front, and ONE LESS CAR on the back. Call TA for colors and
sizes currently in stock. They're US$15 each. No refunds or
exchanges. Allow 6 weeks for delivery. For people who have to
drive but feel guilty about it, they also have "I'm Polluting the
Atmosphere" bumper stickers at 3 for $5.
Send orders to:
Transportation Alternatives
92 Saint Marks Place
New York, NY 10009
USA
attn: One Less Car
I happen to have one of these shirts in my closet right now. Causes lots
of comments when my covivant and I ride our tandem with both us wearing
our shirts.
------------------------------
Subject: 7.4 Panniers and Racks
From: Sharon Pedersen <pedersen@cartan.berkeley.edu>
This is a condensed version of a longer article on panniers, low-rider
racks, loading and generators. --Sharon pedersen@cartan.berkeley.edu
--PANNIERS--
Price--cheaper may not be better, if they fall apart. Commuting to
school entails stuffing sharp-cornered books into them thus making
sturdiness as important here as for touring.
Cut--an angled cut may make those books not fit so well.
Pockets--convenient for organization, but cuts down on versatile use
of space. You can use stuff sacks for organization instead of pockets.
One big and one small pocket on each pannier is plenty.
Fastening--lots of options: bungees and hooks, or fixed placement
hooks, or straps with buckles or cams. Bungees and hooks have been
just fine in my own road experience, but for off-road riding, you will
want more security. However, don't get a system with so many
attachments that you can't stand to take the panniers on/off.
Brands--the following is a by no means exhaustive list, with
telegraphic comments made in 1988. Check local stores since features
may have changed since then.
Eclipse--(no comment); Kirtland--tourers like them;
MPacks--panniers made by an actual bike tourer, Mike Center, in
Santa Rosa, CA, (707) 545-4624;
Maddens--made in Boulder, "superior construction at better than
average cost" yeah! (I love mine, write for more glowing testimonials);
Performance--low-cost, non-spring attachment; Rhode Gear--expensive;
Tailwind--aerodynamic, rigid attachment.
--LOW-RIDER RACKS--
Some manufacturers: Bruce Gordon, Blackburn, Vetta, Voyager. The
Bruce Gordons are more expensive (~$70 in 1988) but are designed with
clearance for the quick-release skewer so you don't have to pry them
apart to take the front wheel off.
--REAR RACKS--
(No comment in the original article; Blackburns seem to be the
standard and durable enough.)
--LOADING--
Balance the load side-to-side and, if possible, fore-and-aft.
Keep heavier items low and towards the bottom bracket. Rider, bike
and luggage together should have 55-60% of weight on rear wheel;
remainder on front. Bike with front low-riders is quite stable.
--GENERATORS--
The usual location on the left seat-stay interferes with panniers.
Mount the generator on the right seat-stay facing the other way, and
it will work fine, despite rotating "backwards." Or go with a
generator under the bottom bracket, which will have the advantage of
putting the wear on the tread rather than the sidewall of the tire.
------------------------------
Subject: 7.5 Clothing materials
From: Jim Carson <carson@mu.rice.edu>
[Ed note: From a summary Jim posted]
Polarlite
Fluffy, fleecy stuff also called Polarplus and Synchilla. Comfortable.
Incredibly warm, especially under something that breaks the wind.
Doesn't wick moisture out very well. Breathes very well.
Supplex (nylon)
Comfortable. It is breathable and water repellent (but NOT water proof).
Seems to absorb a small amount of water if it is really getting drenched
Merino (wool)
From a "breed of fine-wooled white sheep originating in Spain and producing
a heavy fleece of exceptional quality." I guess you could treat this as
normal 100% wool.
Thermax
An improvement on Polypro. The big advantage is heat resistance so
you can put it in the dryer. Balance that against the extra cost.
CoolMax
This stuff seems more like a plastic bag than the revolutionary wicking
material it is advertised as.
Dacron
Trademark name for Dupont polyester. Woven fabric made from dacron is
similar to nylon ripstop or taffeta, but not as stretchy. Many of the
better clothing insulations are made from dacron. They are usually refered
to by more specific trademark names, like quallofil, hollofil, polarguard,
and dacron-88.
Lycra
Used for its stretch, mostly a warm weather (>65 degrees) thing.
GoreTex
A teflon based membrane with microscopic holes. Gortex's claim to
fame is that it will let water vapor (from perspiration) through, but
not liquid water (rain). It blocks wind fairly well too. The
membrane is delicate, so it always comes laminated between 2 layers of
other material. It does not breathe enough. There are less expensive
alternatives.
Polypropylene
Does not wick very well. Can be uncomfortable. Troublesome to
care for (e.g. can pill badly) Will keep you fairly warm if soaked.
Not very wind resistant. Melts in the dryer.
Capilene
Wicks moisture away. Very comfortable. Comes in different weights
for more/less warmth. [lots of favorable things about it... only
really unfavorable thing is the co$t]
60/40 cloth -
This is a cloth with nylon threads running one direction, cotton in
the other. It was the standard wind parka material before Goretex came
along, and is considerably less expensive. Good wind resistance,
fairly breathable. Somewhat water resistant, especially if you spray
it with Scotchguard, but won't hold up to a heavy rain.
------------------------------
Subject: 7.6 Seats
Seats are a very personal thing, for obvious reasons. There are several
types of seats:
Leather
Seats like the Brooks models. Usually used by hard-core riders. Requires
breaking in before it's really comfortable.
Padded
The usual bike seat, sometimes refered to as "anatomic". Has padding
where your "sit bones" (bottom of pelvis) supposed to rest.
Gel
Like the padded seats, except they have a gel (e.g. Spenco Gel) in them
for additional padding. Reportedly, the gel can harden and/or shift,
making the seat uncomfortable.
There are several types of seat pads (gel filled, containing an air bladder,
etc) that can be fitted over the seat to make it more comfortable.
If you are experiencing pain in delicate areas (especially you women readers)
you should make sure your seat is adjusted correctly (see the section on
seat adjustment). Women may need a women's type seat, which is wider in
the back (women's sit bones are farther apart than men's). Most pain
can be eliminated by a correctly adjusted seat, using a women's seat,
and riding so your body becomes used to it.
------------------------------
Subject: 7.7 Women's Saddles
From: Pamela Blalock <pamela@keps.kodak.com>
Many women who cycle have experienced frustration with trying to find
a comfortable saddle. It is amazing how many times I end up talking
with other women about saddles. This article comes from those
discussions and an informal survey of woman's saddle preferences. This
is a dynamic article and changes on occasion, so if you have comments
please contact me (pamela@keps.com) and I will incorporate your
comments.
While this is intended to be an article on women's saddles, since so
many other things can contribute to potential saddle pain, it will
also address some of these issues as well.
Just as women are different from men, we are also different from each
other. Since (fortunately) there is no mold into which we were all
poured, what works for one woman may not work for another.
First, be sure that your bike fits properly. Many women end up with
overly padded shorts and a big fat thickly padded saddle instead of
with a bike that fits properly. No saddle will be comfortable if the
bike is too big, or set up incorrectly. It is important to find
someone who knows about fit and specifically about women's fit and get
the bike set up properly before making other changes. In addition to
being more comfortable, a bike that really fits will also handle
better than one that is improperly sized. It isn't always easy to find
someone willing to take the time, but when you find a shop that will,
give them lots of business and send your friends there! Go to shops
during non-prime hours for the best service. You won't get a salesman
to spend an hour letting you try different saddles on a Saturday
afternoon, but you might on a Tuesday morning.
[ See Section 7.8 for more information on bikes for women ]
Now to saddles. A woman's hip bones tend to be set farther apart than
a man's. (This is a design feature to help with childbirth!) Every
woman is different, and there are many women out there with narrower
hip bones. To determine where you sit bones are, sit on a low curb.
Sorry, a chair won't do! When you sit on the curb, you will be able to
feel your sit bones. This is what you want supported by your bike
saddle. Avocet used to run a great ad showing a hip bone sitting on a
saddle. (look in old copies of bike magazines). With a saddle that's
too narrow, a woman may find herself effectively straddling it with
her hip bones, or slipping off of one side and pinching nerves - which
may eventually cause the legs or feet to go numb. A saddle that's too
wide will also cause problems.
A saddle that's slightly wider in the back (than the man's saddle that
comes on most stock bikes) may offer better support for the sit bones.
BTW, I'm not talking about those foot wide saddles you see on exercise
bikes at the gym. These are too wide for anyone.
I have quite a few retired women's saddles with depressed gel
indicating exactly where my bones are. Actually, looking at and
feeling your old saddle will tell you a lot about where you do and do
not need support! It's important to try out several different saddles
to find one that fits. Terry does produce a couple of different width
models but they are still somewhat limited. Widths do vary from
manufacturer to manufacturer - so for example, if the Terry is too
wide or too narrow, try the Vetta or Avocet or some other brand. Ask
your local dealer to let you put your bike on a trainer in the shop
and try sitting on and riding a few of his saddles. Saddles are fairly
easy to change and a good shop should be willing to let you try this.
(But not on a busy Saturday afternoon!) Some shops now have a device
that makes this easier. It is a stationary bike with merry-go-round of
saddles. You can sit on the saddle, pedaling, and then dismount and
swing the next saddle to be tried in place. It isn't as good as trying
a saddle on your bike, but will tell you a lot more than holding a
saddle and poking it, which it seems it how most saddles are
purchased!
There are several women's saddles on the market, many of which are
padded with some form of gel. I have used (and retired) several of
these with no complaints. The gel does compress after a while
(regardless of sex), so these saddles do have to be replaced (for me
it's every 10,000 miles). Brooks also has several different models of
women's leather saddles, which some women swear by. I swar at them,
but that's me! (And there are women who swear at the saddles I swear
by!) And rather than needing to be replaced after 10,000 miles, the
Brooks is probably just getting broken in well at that point!
Many women who responded to my survey said that they have the nose of
their saddle tilted slightly forward to alleviate pressure on the soft
tissue. A large variety of saddles were used with this method. One
rider pointed out that having a seatpost with infinitely adjustable
angles, like the American Classic or Control Tech, will help one to
find the perfect angle. With the ratchet type adjustment of most, she
was never able to get the angle quite right. One problem with having
the saddle tilted too far forward is that you may end up with two much
weight/pressure on your wrists and hands. The result is numb hands and
pain in the lower back.
In John Forester's "Effective Cycling" book, he suggests getting a
cheap plastic saddle and carving out a depression in the area where
the labia would normally rest. This would place the weight on the sit
bones where it belongs, and remove it from the genital area, where it
does not. A couple of women used this idea and modified saddle pads in
this way. I watched a Spenco pad slowly get modified in this way each
day throughout PAC Tour last year. One survey respondent cut up a
neoprene pad and put it under the covering of her Flite saddle.
There are a couple of women's saddles which specifically address this
issue, the Terry Sport and the (formerly) Miyata Pavea (see the end of
the article for more info on acquiring this saddle). Both are shorter
and wider than the typical man's saddle and both have a hole to
suspend soft tissue. These saddles should be comfortable when level.
The Miyata leaves the hole exposed, while the Terry is covered in an
open-cell low-density foam. I should also point out that with the
Terry, the hole is in the nose, while the Miyata saddle has the hole
in the middle, further back.
While like many women, I tend to bend more at the waist, I also roll
my hips forward on a saddle to get in a more comfortable (and aero
cycling position). This means that on a standard saddle I am pressing
directly on tender tissue. Since I've switched to a saddle with a hole
in it, I can without any saddle related discomfort roll my hips
forward, and strech out on the aero bars for hours!
I heard from Carol Grossman, an Australian rider praising another
saddle. She wrote , "I have a Selle Bassano modular seat, which may or
may not be available in the US ( I live in Australia now). It has two
halves, with the split running nose-to-tail and a gap between them.
It joins together at the nose. The width of the seat, and therefore
of the gap as well, is adjustable so you can set it to match the width
of your seatbones. It has titanium rails, which give it a little bit
of spring. I must say, though, that it is quite firm and if I have
not been riding much and go for a long ride I do get sore seatbones.
But I can live with sore seatbones! Interestingly, the packaging
material said nothing about it being for women -- it was marketted as
a seat for men who suffered numbness."
My concern with this saddle is that as you make it wider in the back
to accommodate sit bones, you are also making the middle wider as
well. I have not personally triedon e of these yet.
T-Gear makes a leather saddle with a diamond shape cut in the middle.
The saddle is quite narrow and firm, and didn't fit me, but I've heard
some men rave about it. John, my SO found it too narrow in the back,
and too wide in the middle. Like the Selle Modular seat it is marketed
to men with numbness problems. (Mine is for sale!)
Another saddle I have tried very briefly is an Easy Seat. This is
actually two separate pieces, which rock independently. The only
points of contact are the hip bones - although the backs of my legs
rub the saddle. The two pieces can be adjusted for width and angle. I
know of a couple of women who used these saddles to salvage Race
Across America attempts, when saddle sores otherwise would have taken
them out of the race. I mounted this saddle on the bike on my indoor
trainer, but we had a wickedly mild winter, so I didn't use it this
year.
I have used both the Terry and the Miyata a lot. (These were the two
most popular saddles in the survey.) I've received lots of positive
comments from women (and men) about their experiences with these
saddles. The men seem to notice the difference more after the ride
later in the evening :) when their partners weren't complaining about
saddle tenderness!
In 1992 I did BMB, a 750 mile ride in less than 4 days on the back of
a tandem. That's a lot of time on a saddle. I'd been using the Terry
for over 6 months and it worked great on everything up to 200 miles.
But 400 miles into the trip, I was ready to rip the foam out of the
hole. Once the swelling started, the presence of the foam became
unbearable. Even though there was no plastic shell underneath, there
was still something! I asked our crew person to see if he could find
the Miyata saddle. It's often quite difficult to find women's
products, and I was almost shocked when he showed up 20 miles later
with this wonderful saddle with an exposed hole. He had found the
Miyata. The difference was immediately noticeable. In addition to the
missing foam, the hole was further back (more where I needed the
relief). I probably would have finished the ride without it, but I
wouldn't have been in a good mood for days! The Miyata is a little
harder under the sit bones than the Terry, but that's not where I was
experiencing pain, and as Carol said above, it was worth the
sacrifice. Of course the saddle is different looking and draws lots
of comments and sexual innuendoes, but it saved my ride. Over three
years and 45,000 miles later, including 2 x-country rides and another
BMB, I still love my Miyata and won't ride anything else.
Not all women like the wider saddles. Some women find all women's
saddles too wide. Several women responded to the survey saying they
prefer a man's saddle. Some of these even felt they had wide hip
bones. For those who use a narrow saddle, finding one that was flat
on top seemed to help with the above mentioned problems. Others who
liked various women's saddles still found them a little thick in the
middle, even if they were the right width in the back. Someday, maybe
we will see women's saddles in various widths. We must create the
demand though.
Terry does makes a men's version of their Sport saddle. It is narrower
and has a longer nose and hole than the women's model. It also doesn't
say Terry on it anywhere. Instead it is marketed under the initials
TFI. Both this saddle and new models of the Sport have a (politically
correct) simulated leather covering. I know of several men who really
like this saddle, especially when using aero-bars. Women who find the
Terry Sport too wide may want to check this one out.
I've seen Terry saddles change a bit over the past couple of years.
One change is from a lycra cover to a simulated leather cover. Some
women didn't like the feel of the lycra. (I do.) Another women
noticed after replacing a stolen one with a new one that the foam in
the hole seems to be getting firmer, kind of negating the benefit of
the hole. Terry does offer a 30 day money back guarantee on their
products, so you can *painlessly* decide if you'd like a Terry saddle
or not.
They have also produced a couple of racing saddles. The first was the
same width in the back as their Sport model, but narrower through the
middle and had titanium rails. I was one of the lucky few to get one
of these. They replaced it with a Flite lookalike with holes drilled
in the nose. I tried one of these and must say for me it was the most
uncomfortable thing I ever came into contact with. But if you prefer a
narrow saddle like a Flite, you'll probably like this one.
Speaking of which, many women do LIKE Flite and other really narrow
saddles. I know that at their cycling camps, Betsy King and Anna
Schwartz get many women on them. They stress the flexibility of the
saddle with it's titanium rails and thin shell. They are very good for
mountain biking where you want to slide off the back of the saddle for
balance where a wide saddle would get in the way. I even know of a few
women who use them for distance cycling. Two women used them on the
x-country ride I did in 93, but they had very narrow set hip bones.
The other 15 women had women's models of one type or another,
including Terry, Brooks and of course I had my beloved Miyata.
And I would be completely negligent if I didn't mention that one
respondent said that recumbents almost always solve the uncomfortable
saddle problem. (Thanks to David Wittenberg for pointing this out.
His wife won't ride anything else.)
Other suggestions for improved saddle comfort included trying
different shorts. There are a lot of different shorts out there - far
more than saddles and just like saddles, they all fit differently. The
common theme from most women was to stay away from shorts with seams
in the center. This includes seams in the lycra as well as the chamois
(good luck!). On multiday rides, you may want to use different brands
of shorts, since having the seam in the same place day after day may
also cause irritation. Shorts that bunch up in front may cause also
discomfort.
Pearl Izumi and Urbanek make very nice women's shorts. And of course
Terry produces women's shorts. Some have fuller hips, longer legs,
wider elastic leg grippers, etc. I really prefer bib or one piece
suits, since there is no binding elastic at the waist. These are less
convenient for quick bathroom stops, but I prefer the added comfort.
Some women like longer legs, some shorter. Some prefer thick chamois,
some fake, some real. Try on as many different types as you can, until
you find one that fits you the best. Women are even more varied on
their opinions about shorts than on saddles, so just keep trying new
ones until you find the perfect pair for you.
(And while on the subject of saddle comfort, I use a combination of
Desitin (or some other diaper rash ointment) and powder sprinkled
liberally in my shorts to keep myself dry and rash-free.)
I can't stress enough that each woman is different and no one saddle
is perfect for all of us. Just because a local or national racer, or
your friend, or this author uses a particular type of saddle doesn't
mean that it will work for you. Don't let anyone intimidate you into
riding something that is uncomfortable, or changing the angle of your
saddle because it's different. Use the setup that's most comfortable
for you.
Among the saddles recommended by respondents were
Terry Women's (most popular of the survey)
Miyata Pavea (my favorite and a close second in the survey)
TFI (men's version of the Terry Sport)
women's Selle Italia Turbo
Avocet O2 (said to be as comfy as the above Turbo, but lighter)
WaveFlo Avocet Women's Racing saddle
Viscount saddle
San Marco Regal
Brooks B-17 and Brooks Pro
Flite
Terry Racing (like a Flite with holes drilled in the plastic)
Selle Bassano modular seat
(Of course some women swear at saddles that others swear by! Did I
mention that we are all DIFFERENT?)
Since Miyata no longer imports into the US, another source has been
found for the saddle with the hole in the middle. Tandems East is now
carrying this saddle (with their name imprinted on the back.) You can
contact Mel Kornbluh at Tandems East at (609) 451-5104 or (609)
453-8626 FAX.
------------------------------
Subject: 7.8 Women's Bikes
This subject has been compiled from different sources.
Part 1 is Lynn Karamanos' discussion from her questions about
purchasing a Terry bike.
Part 2 is the information from Pamela Blalock about the differences in
fitting women's bikes and suggestions for what to look for.
Part 3 was added by Marcy Stutzman and is a listing of different types
of bikes that are either scaled down with smaller wheels or
specifically designed for women.
Part 1
Lynn Karamanos <karamano@esd.dl.nec.com>
Here's a summary of the info I received on whether or not to purchase a
Terry bike.
1.) First, find a good bike shop, one that will try to find a bike that
fits you, not just sell you what they have in stock.
2.) Ride many different bikes to see what's best for you. You may be able
to find other bikes that fit just as well as a Terry once you've made some
adjustments/replacements (stem, crank arms, etc.).
3.) If you can't find any other bike to fit you, then a Terry's worth the
extra money.
4.) Except for about two people who sent me email, everyone who's ridden a
Terry has loved it. Even those two people said they knew others who loved
Terry bikes. Bottom line: the fit depends on your build. Women with long
legs/short torso seem to be the ones who like them, not necessarily just
short women.
5.) Also a few people mentioned that there are other road bikes that are
specifically "designed for women" or that fit women well. The names
mentioned: Fuji, Miyata, Bridgestone, Specialized (Sirrus). Also, someone
mentioned that the same production line in Japan that makes Terry
"proportioned" bikes also makes them under other labels. (Also one mountain
bike was named, Mongoose Hilltopper, and two hybred bikes, Univega Via
Activa and Giant Inova.)
6.) Something to keep in mind if you buy a Terry with a small front
wheel... replacement tubes and tires for smaller wheels could be more
difficult to find and/or more expensive.
7.) In case you're looking at older model Terry's, a few people mentioned
that until a couple years ago, some Terry bikes were $200-$300 less than
they are now.
Part 2
Pamela Blalock pamelab@ren.pcdocs.com>
Considerations for women buying bikes.
Most production bikes are built proportionally for the AVERAGE MAN.
But the average man tends to be taller than the average woman, so
women, especially smaller women, may have a much more difficult time
finding a bike that fits. Using the old guidelines of sizing a bike by
straddling the top tube may leave you a bike with a top tube that is
too long, since many of these smaller bikes have shorter seat tubes,
but the top tubes are left at the same length as larger bikes, so the
bike is no longer scaled proportionately. Of course this is not
strictly a woman's issue, but one that all smaller riders face.
Empirical evidence has come to suggest that many women are more
comfortable with a shorter top tube - stem combination than men.
Originally it was theorized that this was due to women having longer
legs and shorter torsos than men of the same height. Statistics have
proven otherwise. But despite the similar proportions, many women
still felt stretched out on bikes that men of the same size felt
comfortable on. There is no one definitive explanation for this. Some
have proposed that women may bend from the waist while men pivot more
at the hips, which would explain why two riders with identical torso
lengths might still want different top tube stem lengths. Georgena
Terry has observed that women tend to sit further back on their
saddles than men, which she believes is due to different distributions
in muscle mass. Again this could lead to that stretched out feeling.
I struggled for the longest time to get comfortable on a bike. I always
wanted to sit further back than I could. I finally found a gadget that
I could use to mount my saddle further back on the seat post. This
really helped. What helped even more was when I switched to a softride
bike. I switched for comfort, but discovered a very pleasant benefit,
that with the 5 inch range (fore/aft) of saddle adjustment along the
flat part of the beam, I could effectively choose any seat tube angle
I wanted. I could finally get my saddle far enough back.
A riding position that leaves the rider too stretched out can cause saddle
pain. It is not necessary to run out and buy a new bike right away if the
top tube on your current bike is too long. Using a shorter stem on a this
bike MAY give you a more comfortable reach. Very short stems, less than 40
mm, are available, but may have to be specially ordered.
Some shops use a fitting system called the Fit Kit. The numbers
generated from the Fit Kit are just guidelines and may not work for
everybody, especially women, since most of the original data was
collected for men. It is important to RIDE your bike and make
adjustments to achieve a perfect fit. Others may use an infinitely
adjustable stationary bike. One has been developed by Ben Serotta to
help choose the perfect size bike - whether it is a Serotta or not.
Adjustable stems are available to help you and the shop pick a perfect
length stem the first time, rather than the expensive trial and error
method of buying different length stems repeatedly until you find the
right size. Unless your current bike is a really, really poor fit, you
should be able to make a few relatively inexpensive changes to improve
the fit. Then when upgrading or buying a new bike, use what you have
learned to buy a bike that fits better.
Some builders tried to shorten the top tube by increasing the seat tube
angle, which then may place the rider uncomfortably far forward over the
pedals. This forces the rider to use an adapter in the seat post to get the
saddle back, which counteracts the *shorter* top tube. A steep seat tube
angle may be good for a time trial or triathlon, but is not comfortable for
longer distances, recreational riding or touring. And if it is true that
women tend to be more comfortable sitting further back, then this is really
counterproductive.
A sloping top tube has been used by many manufacturers to achieve a shorter
seat tube and more standover clearance, but this leaves the top tube length
the same as that for a larger bike, so the smaller rider still feels
streched out on a somewhat out of proportion bike..
Several manufacturers have started building bikes proportionally sized for
smaller riders to specifically address those needs. There are several
different ways of getting the smaller geometry. Some bikes have a small 24"
wheel in front and a 700C or 26" wheel in back, others have two 26"or 650C
wheels. To truly scale down a frame keeping it in proportion, it is
necessary to go with smaller wheels.
To avoid confusion, let me state that by 26", I am referring to 559mm bead
seat diameter. This size wheel is most commonly used in mountain biking.
Thanks to mountain bikers use of very narrow rims, and a few tire
manufacturers willingness to make narrow, slick tires for this size, these
wheels can be used to build smaller bikes with proper proportions. Several
manufacturers make 1.25 high pressure slicks which are very nice for loaded
touring or casual riding. Specialized has the ATB turbo, which they
advertise as 1 inch wide. I am currently using these on my commuter in good
weather. And I understand from recumbent riding friends that other 26X1"
tires are available through 'bent specialty shops. While the selection of
narrow tires is somewhat limited, it is growing. I understand there is more
variety in Germany, and soon both Ritchey and Continental will have narrow
tires available in the US market.
By 650C, I am referring to wheels with a bead seat diameter of 571mm. These
wheels have found their way onto many triathlon bikes. These wheels are
also occasionally referred to as 26" wheels, which is why the bead seat
diameter number is so important. Tires for these two different *26 inch*
wheel sizes are NOT interchangeable, and it is very important to know which
one you have. Currently there is a very narrow range of tires available for
this wheel size, and I mean narrow in more ways than one. In the US, the
widest available tire is a Continental 23 or Michelin 20. In my opinion,
neither of these tires is really wide enough for general purpose use on
rough roads, and definitely not quite up to touring standards. Of course I
live in New England where road surfaces are quite rough. I have used wheels
of this size on a softride equipped bike. I don't believe I could take the
shock from such a skinny tire on a non-suspended bike, at least not for
longer rides.
700C is of course ISO 622, and is the most common wheel size for road bikes
in the US today.
In addition to a shorter top tube, women's bikes may also have smaller
brake levers, narrower handlebars, shorter cranks and wider saddles.
Georgena Terry was the pioneer in this area, but many other manufacturers
now build women's bikes. They may cost a little more than a comparably
equipped man's bike, due to higher production costs for fewer number of
parts. But, I believe that the extra initial cost to get a properly fit
bike will pay off in the long run, since you will either stop riding an
uncomfortable or poorly fitting bike, or you will eventually replace the
poorly fitting parts at additional cost.
Part 3
Womens Bikes manufacturer list by Marcy Stuzman, mls3z@virginia.edu
I have compiled a partial list of what bikes I have heard of that are
designed specifically for women or small people. I have only ridden one of
these bikes myself, so I really can't comment on any of them. I would like
any comments from owners about these mailed to me so that they can be
included in the future.
Marinoni manufacturers a small frame, but it is not featured in their
homepage. For a description of this bike, you can visit Wedgewood
Cycles home page which does give a description of this bike.
The Marinoni comes in sizes up to 52 cm and has 26 inch wheels, which
can use slick mountain bike tires.
Bianchi makes a version of their bike called the Eros that comes with
the smaller wheels, but their web page so far is only finished in
Italian, so I couldn't discern much about the bike.
Cannondale manufacturered two bikes last year with the compact frame
(R500 and R800), but for 1997 is offering only the R600 in the compact
size.
Rodrigues is manufacturing a small bike which was featured in the Jan
1997? issue of Bicycling magazine. One nice feature is that this bike
uses Dia Comp's small hands brake levers and bar end shifters, which
may be easier for women with small hands to use than the Ergo or STI
shifters that are popular.
Waterford makes a bike, but I have been unable to find much more
information on this manufacturer.
Performance made a bike in 1994 called the Expresso that used a scaled
down design and 650c tires, but this design has been discontinued.
Rivendell also designs 50 cm bikes the 26" mountain bike sized wheels
and offers shorter top tubes on their bikes if you need it.
Trek offers its 470 roadbike in sizes as as small as 43 cm with 700c
wheels.
Terry bikes have been discusses extensively earlier in this article
and they don't yet have a home page, so I will just refer you to the
discussions above. (e-mail: tpbike@aol.com)
It was brought to my attention that Bike Friday, a folding bike with
20" wheels, does come in very small frame sizes for short people. Many
different brands of mountain bikes come in smaller sizes, including
Bontranger, Fat Chance and Ibis, but small mountain bikes are somewhat
easier to find than small road bikes.
------------------------------
Subject: 7.9 Bike Rentals
From: Various <people>
Skate Escape Ph. 404-892-1292
1086 Piedmont Ave. (Corner of 12th & Piedmont)
Atlanta, GA. 30332
Lincoln Guide Service
Lincoln Center
Lincoln, MA
(617) 259-9204
Rents mountain, road, kids bikes, and trailers. About 11 miles west of
Boston, within sight of Lincoln Center commuter rail stop.
Team Bicycle Rentals
508 Main
Huntington Beach, CA
(714) 969-5480
12spd $29/day, MTB $29/day, Santana tandem $69
Gregg's Greenlake
Seattle, WA
Second Gear
Seattle, WA
New York City Area:
All phone numbers are area code (212).
A West Side Bicycle Store -- 231 W 96th St -- 663 7531
Eddie's Bicycles Shop -- 490 Amsterdam Ave -- 580 2011
Country Cycling Tours -- 140 W 83rd St -- 874 5151
AAA Central Park Bicycle Rentals -- 72nd St/ Central Pk Boathouse -- 861 4137
Midtown Bicycles -- 360 W 47th St -- 581 4500
Sixth Avenue Bicycles -- 546 Avenue of the Americas -- 255 5100
Metro Bicycle -- 1311 Lexington Ave -- 427 4450
Larry and Jeff's Bicycles Plus -- 204 E 85th St -- 794 2201
Gene's 79th Street Discounted Bicycles -- 242 E 79th St -- 249 9218
Peddle Pusher Bicycle Shop -- 1306 2nd Ave -- 288 5594
A Bicycle Discount House -- 332 E 14th St -- 228 4344
City Cycles -- 659 Broadway -- 254 4457
San Francisco
Park Cyclery -- 1865 Haight street (at Stanyan) -- 751-RENT
Start to Finish -- 599 2nd Street at Brannan -- 861-4004
Pismo Beach, CA
Beach Cycle Rentals, 150 Hinds Avenue, Pismo Beach, CA 93449 (805) 773-5518
http://www.fix.net/~pismobill/ or E-Mail pismobill@fix.net
Marin County, CA
Caesars Cyclery -- 29 San Anselmo Ave San Anselmo -- 258-9920
Far-go bike Shop -- 194 Northgate #1 Shopping Center San Rafael -- 472-0253
Ken's Bike and Sport -- 94 Main Street (Downtown Tiburon) -- 435-1683
Wheel Escapes -- 1000 Magnolia Ave Larkspur -- 415-332-0218
Austin, TX area
[all stores rent ONLY mountain bikes]
Bicycle Sport Shop -- 1426 Toomey Road -- (512) 477-3472
University Schwinn -- 2901 N. Lamar Blvd -- (512) 474-6696
University Schwinn -- 1542 W. Anderson Ln -- (512) 474-6696
Velotex Inc -- 908-B W 12th St -- (512) 322-9131
Boulder, CO
Boulder Bikesmith, Arapahoe Village, Boulder, (303) 443-1132
Bike'n'Hike, 1136 Main St, Longmont, (303) 772-5105
High Wheeler, 1015 Pearl St., Boulder, (303) 442-5588
(MTBs, Road and MTB tandems)
Lousiville Cyclery, 1032 S. Boulder Rd, Louisville, (303) 665-6343
Morgul-Bismark, 1221 Pennsylvania Ave, Boulder, (303) 447-1338
Doc's Ski and Sport, Table Mesa Center, Boulder, (303) 499-0963
University Bikes, 9th and Pearl, Boulder, (303) 449-2562
(MTBs and Tandems)
Full Cycle. 1211 13th St., Boulder, (303) 440-7771
High Gear, 1834 N. Main, Longmont, (303) 772-4327
Cutting Edge Sports, 1387 S. Boulder Rd., Louisville, (303) 666-3440
------------------------------
Subject: 7.10 Bike Lockers
From: David H. Wolfskill <david@dhw68k.cts.com>
Many thanks to all who mailed or posted an interest in my quest for
information regarding bike locker vendors; I apologize for the delay in
posting this summary.
My colleague -- thanks to some of that information -- was able to locate
a sufficiently nearby vendor... one of the requirements of which I had
not been aware was that the vendor must be fairly close (to Orange
County, CA) -- to minimize shipping charges. (I apologize for failing
to determine this issue before posting, and hope that some of the
information about other vendors may be of value to others.)
I figured it would be more useful for me to organize the information,
so I have done so -- at the expense of making an attempt to give credit
for the sources at the point the information is quoted. (I include a
list of sources at the end of the article.)
First, I received a few pointers to one Ellen Fletcher, such as:
>For a comprehensive treatment of the bicycle parking subject,
>along with a list of vendors & prices, contact Ellen Fletcher
>at cdp!scvba@labrea.stanford.edu (put "ATTN ELLEN" in your
>"To" line.
[I requested clarification regarding addressing a note to Ms. Fletcher,
but have yet to receive it.]
>... Ellen Fletcher, 777-108 San Antonio Road, Palo Alto, CA
>94303-4826, 415-495-8943.
Fortunately, someone sent a list of products & manufacturers,
apparently originally compiled by Ms. Fletcher. I have taken the
liberty of using that list as a "base document" and have augmented it
with other information I received; entries are alphabetically by
munufacturer's name, since I don't always have product names:
(Manufacturer, {Product Name(s)}, Address, Contact Person, Phone, FAX
[comments])
American Bicycle Security Co., {BIKE SAFE}, PO Box 7359 Ventura, CA
93006, Thomas E. Volk, 805-933-3688 & 800-BIKESAF, 805-933-1865.
Bike Gard 8149 South 600 East, Rexburg ID 83440
208-356-0744 bikegd@ida.net http://www.ida.net/users/bikegd
Bike Lockers Company, {BikeLokr}, PO Box 445 W. Sacramento, CA 95691,,
916-372-6620, 916-372-3616 [approx. $300/locker, small
quantities].
Bike-Lokr Mfg. Co., {?}, PO Box 123, Joplin, MO 64802, Jim Snyder,
417-673-1960/800-462-4049, 417-673-3642 [approx $450/locker,
which holds 2 bikes; seem to be the lockers used by the
Washington, DC Metro system]
Bike Security Racks Co., {?}, PO Box 371, Cambridge, MA 02140,,
617-547-5755, -
Bike Stable Co., Inc., {?}, PO 1402, South Bend, Indiana 46624,,
219-233-7060, -
Cycle-Safe Inc., 2772-5 Woodlake Rd. SW Wyoming, MI 49509,,
(616)538-0079 -
David O'Keefe Company, {Super Secure Bike Stor}, P.O. Box 4457, Alamo,
CA 94507, Thomas & David O'Keefe, 415-637-4440, 415-837-6234.
General Machine company, {Bicycle Locker}, PO Box 405 Vacaville, CA 95696,
Vitto Accardi, 707-446-2761, -
J.G.Wilson Corp, {Park'n'Lock Bike Garage}, PO Box 599, Norfolk, VA
23501-0599, J.L.Bevan, 804-545-8341, 804-543-3249.
Palmer Group, [CrankCase] http://www.bikeparking.com
Sunshine U-LOK Corp., {Secura Bike Locker}, 31316 Via Colinas Suite 102,
Westlake Village, CA 91362, Doug Devine, 818-707-0110.
[Specific information near the end of the article -- dhw.]
Turtle Storage Ltd., {?}, P. O. Box 7359, Ventura, CA 93006,,, -
[Ed. note: The complete posting is available in the archives on
draco.acs.uci.edu.]
------------------------------
Subject: 7.11 Bike computer features
[This table was created from information contained in Performance and Nashbar
catalogs. In the table below, 'Y' means that the computer has the feature,
'O' means it is an optional feature.]
Speed Ave Max Total Trip Elpsd Clock Auto Count
Speed Speed Miles Miles Time OnOff Down
Avocet 30 Y Y Y Y Y Y
Avocet 40 Y Y Y Y Y Y Y
Avocet 50 Y Y Y Y Y Y Y
Cateye Micro Y Y Y Y Y Y
Cateye Mity Y Y Y Y Y Y Y
Cateye Mity 2 Y Y Y Y Y Y Y Y
Cateye Wireless Y Y Y Y Y Y Y
Cateye Vectra Y Y Y Y Y Y
Cateye ATC Y Y Y Y Y Y Y
Ciclo 37 Y Y Y Y Y Y Y Y
Ciclo IIA Y Y Y Y Y Y Y
Performance ITV Y Y Y Y Y Y
Vetta Innovator Y Y Y Y Y Y Y
Vetta HR1000 Y Y Y Y Y Y Y Y
Vetta C-10 Y Y Y Y Y Y Y
Vetta C-15 Y Y Y Y Y Y Y
Vetta C-20 Y Y Y Y Y Y Y
Vetta Two Y Y Y Y Y Y Y
Vetta Wireless Y Y Y Y Y Y Y Y
Specialized Y Y Y Y Y Y Y S
Speed Zone
Cadence Wireless Altitude Heart
Rate
Avocet 30
Avocet 40
Avocet 50 O Y
Cateye Micro Y
Cateye Mity
Cateye Mity 2
Cateye Wireless Y
Cateye Vectra
Cateye ATC
Ciclo 37
Ciclo IIA O O O
Performance ITV
Vetta Innovator
Vetta HR1000 Y
Vetta C-10
Vetta C-15
Vetta C-20 Y
Vetta Two Y
Vetta Wireless Y
Specialized
Speed Zone
------------------------------
Subject: 7.12 Recumbent Bike Info
From: David Wittenberg <dkw@cs.brandeis.edu>
(updated by Gary Walsh gary.walsh@canrem.com)
Here's my standard response to questions about recumbents. I'd be
happy to answer more specific questions.
Here's some info I posted in the fall of 1990. I think it's still pretty much
up to date. Changes from the last posting are in []'s.
--David Wittenberg
A few words about recumbent design, and then I'll provide a much
larger list of recumbent manufacturers.
There are three main choices in designing (or buying) a recumbent.
Frame material -- all the ones I know of are either Alumninum or Steel.
Wheelbase -- The front wheel can either be in front of the bottom bracket
(long wheelbase) or behind it (short wheelbase). You can't have a medium
wheelbase without a lot of extra work because the wheel and the bottom
bracket would interfere with each other. Long wheelbase is reputed to
be a bit more stable, while short wheelbase machines are often easier to
fit into cars for transport. Some long wheelbase recumbents fold in
neat ways to fit into a remarkably small space.
Handlebars -- under seat or in front of the rider. Under seat is probably
a more comfortable position when you get used to it (your hands just hang
at your sides), and may be somewhat safer if you get thrown forward as
there is nothing in front of you. High handlebars are somewhat faster
as your arms are in front of you instead of at your side, thus reducing
the frontal area. Some people find them more natural.
[There are long wheelbase bikes with both high and low handlebars. I don't
know of any short wheelbase, low handlebar recumbents, but there may
be some I don't know of.]
The following updated by Gary Walsh (gary.walsh@canrem.com) July 1992.
There are a couple of interesting publications for recumbents:
International Human Powered Vehicle Association
P.O. Box 51255
Indianapolis, IN 46251 USA
They publish Human Power Magazine and HPV News on all aspects of human
powered transportation (bikes, aircraft, watercraft.)
Dues are US$25/year in the U.S., Canada, and Mexico, and US$30 elsewhere.
The Recumbent Bicycle Club of America/Recumbent Cyclist Magazine
PO Box 58755
Renton, WA 98058-1755.
(206) 852-8149
The best source of information on commercially available recumbents. Read
the reviews in this magazine before you buy your first recumbent.
Subscriptions are US$25 in the U.S.A., and US$30/year elsewhere. Sample
issue and info pack $5. See especially the buyers guide in issue #8
Oct-Dec 1992.
Addresses of recumbent manufacturers:
Ace Tool & Engineering (Infinity Recumbent) $1 for a flyer
P.O Box 325
292 W. Harrison St.
Mooresville, IN 46158
(317) 831-8798 Long wheelbase, low handlebars, aluminum frames.
$499 + $85 for triple crank option.
Information $1.
Alternative Bikestyles
P.O. Box 1344
Bonita, CA 91908
Phone (619)421-5118 Maverick $ Renegade LWB recumbents with upright
handlebars. Framesets from $200. Complete bikes
from $395.
Advanced Transportation Products
550 3rd Ave. N.
Edmonds, WA 98020
Phone (206)771-3719 R-20 SWB. $1350. Info pack $2.
Angle Lake Cyclery
20840 Pacific Hwy S.
Seattle WA 98198
Phone (206)878-7457 Counterpoint Presto SWB with upright handlebars.
Presto SE Tour $1699.
Presto SE High Performance $???.
Presto CL $1399.
Counterpoint Opus IV Tandem
Opus CL $2999
Opus SE $3599
Tri Com Trikes $600-$700.
Catalogue $2
Original Car-Cycle Technology
1311 Victoria Ave.
Victoria, B.C.,
Canada V8S 4P4
Phone (604)598-7830 Fully fared commuter trike. Under development.
DH Recumbents, Inc.
4007-G Bellaire Blvd.
Houston, TX 77025
Phone (713)666-4452 LWB with upright steering.
DH1000 $999, DH5000 $1395.
Earth Traveller
1475 Lillian St.
Livermore, CA 94550
Phone (415)449-8312 LWB trike with 2 wheels in back.
Information $1.
EcoCycle
Earth Friendly Transportation
5755 NW Fair Oaks Dr.
Corvallis, OR 97330
(503) 753-5178 The Trice is a recumbent tricycle, with
two wheels in front. Touring $1495.
Speed model $1595.
Also imports Ross recumbent from England.
$2 for flyer, $9 for video tape.
Easy Racers, Inc
Box 255H
Freedom, CA 95019
(408) 722-9797 High handlebar, long wheelbase bikes.
Easy Racer $2300. Frameset $1650.
Gold Rush Replica, commercial version of
the Dupont prize winning Gold Rush (world's
fastest bike) also available.
$2 for a catalog
Lightning Cycle Dynamics
312 Ninth Street
Lompoc, CA 93436
(805) 736-0700 P-38 Short Wheelbase, high handlebars.
Full fairings are available, and very
fast. $1750.
F-40 fully fared version.
Lightning Cycle Inc. (Tailwind) $1 for a brochure
3819 Rte. 295
Swanton, OH 43558
(419) 826-4056 Steel long wheelbase, underseat steering.
Around $1200.
Linear Manufacturing Inc. (Linear)
Route 1, Box 173
Guttenberg, IA 52052
(319) 252-1637 Long Wheelbase aluminum bike with either
high or low handlebars (You can convert
from one to the other.) $900 to $1200.
They sell through dealers, and if you
get in touch with them they'll tell you
where the nearest dealer is. Canadians
see S.C. Safety Cycle below.
Rans Recumbents
1104 E. Hwy. 40 Bypass
Hays, KS 67601
(913) 625-6346 Rans Stratus A & B and Nimbus. LWB with
upright handlebars. $995-$1495.
ReBike
P.O Box 725
Boca Raton, FL 33429
Phone (407)750-1304 The ReBike. A low priced semi-recumbent
with upright steering. New and a big seller.
$389.
Rotator
915 Middle Rincon Rd.
Santa Rosa, CA 95409
(707) 539-4203 Rotator Super-7 Streamliner - LWB with 20" wheels.
Rotator Companion Tandem.
Rhoades International
100 Rhoades Lane
Hendersonville, TN 37075
Phone (615)822-2737 4-wheel pedal car. $999 and up.
Information $4. Video $19.
Ryan Recumbents, Inc.
99R Washinton Street
Melrose MA 02176
ph/fax 617-979-0072
e-mail: www.ryanbike@ryancyles.com
web address: www.ryancycles.com
Vanguard. Long wheelbase, underseat steering.
From $1295.
S.C. Safety Cycle Inc.
1340B St. Paul St.
Kelowna, B.C.
Canada V1Y 2E1 Canadian distributor of the Linear which is
sold as "The Alternative." CAN$1495.
Special Purpose Vehicles
120 Prospect Street
Somerville, MA 02143
(617) 625-9030
Thebis International
110-2031 Malaview Ave.
Sidney, B.C.
Canada V8L 3X9
Phone (604)656-1237
1-800-667-6801 Thebis 201 Touring Trike. Two wheels in back.
$2990.
Trailmate
2359 Trailmate Dr.
Sarasota FL 34243
Phone (813)755-5511 Fun Cycle and Bannana Peel trikes. $399.
Turner Enterprises
P.O.Box 36158
Los Angeles, CA 90036
Phone (383)-0030 SWB with underseat steering.
Laid Back "E" frame kit $375.
LB-2000 $1500. Frameset $899.
Zzip Designs
P.O. Box 14
Davenport, CA 95017
Phone (408)425-8650 Manufacturer of fairings for many of the
bikes listed above.
Cyclopedia
P.O. Box 884
Adrian, MI 49221
1-800-678-1021 Good source for parts for builders.
----------------
European Recumbents
Leitra APS
PO Box 64 DK-2750
Ballerup, Denmark Leitra M2 fully fared commuter trike.
3400 DM for the trike.
5845 DM for complete vehicle with accessories.
Bas Ten Brinke
Postbus 10075
1301 Almere,
Netherlands Flevo SWB front wheel drive.
Fateba, Bachman & Co.
Rosenstr. 9,
8400 Winterthur
Switzerland Fateba Winglet L1 LWB.
Kincycle
Miles Kingsbury
Lane End Road, Sands,
High Wycombe, Bucks
HP12 4JQ England The Kingcycle SWB.
M5
Bram Moens
Waalstraat 41,
NL-4335 KL
Middleburg, Netherlands. M5 SWB.
Neatwork
The Lees Stables
Coldstream, Berwickshire,
Scotland TD12-4NN Dealer for Kingcycle SWB and Radius
Peer Gynt LWB.
Radius-Spezialrader,
Frie-Vendt-Str 16, D-4400
Munster, Germany RFA Peer Gynt LWB with underseat steering.
More Recumbent Bike Info (Gary Walsh gary.walsh@canrem.com)
[This has been copied from a flyer written by Robert Bryant of the
Recumbent Cyclist Magazine. He has given me permission to submit
it for the FAQ. - Gary]
Have You Ever Considered a RECUMBENT BICYCLE?
WHY RECUMBENT BICYCLES?
There are many reasons to consider a recumbent. First and foremost
is comfort. When you ride a recumbent bicycle you will no longer have
an aching back, stiff neck, numb wrists or a sore a sore bottom. You
will sit in a relaxed easy-chair position. You will be able to ride
longer with less fatigue and arrive at your destination feeling
refreshed. The recumbent position offerd you a great view of the
countryside. While seated you will look straight ahead. This allows your
lungs and chest more open and free breathing. Recumbents are very
versatile machines. They can be used for a wide range of applications:
recreational/sport riding, for the daily commute, a fast double century
and they are great for long distance touring.
RECUMBENT PERFORMANCE
Recumbents hold all of the human-powered speed records. This is
because they are aerodynamically superior to conventional bicycles;
less frontal area means less wind resistance. The Lightning F-40
currently holds the Race Across America speed record of five days and
one hour. Gardner Martin's Easy Racer Gold Rush, ridden by Fast Freddie
Markham, was the winner of the Dupont Prize for breaking 65mph. You
can currently buy production versions of these bicycles. Fairings for
street use are common and optional equipment on most commercially built
models. They protect you from rain, cold and wind, with up to a 30%
reduction in drag. Commercially available recumbents are not always
faster than conventional bicycles. It depends mainly on the individual
rider. Your best bet is to do you homework and if your goal is
performance and speed, be sure that you look for a recumbent designed
for this purpose.
COMMONLY ASKED QUESTIONS ABOUT RECUMBENT BICYCLES
1) Do recumbents climb hills well? Yes they do, although climbing on a
recumbent requires a different technique, you must gear down and spin.
Maintaining an efficient spin takes some practice & conditioning, once
mastered, it takes less physical effort to climb hills. Depending on
your riding style, your speeds can range from slowwer to even faster
than on a conventional bicycle.
2) Can recumbents be seen in traffic? Recumbents with a higher seating
position may be better suited for riding in traffic than some of the
low-slung designs. The use of use of proper safety devices such as
safety flags and reflective devices is recommended. Recumbent bicycles
are different, futuristic and they get noticed. Many riders feel they
get more respect from motorists while on their recumbents.
3) Are they safe? Recumbent's are safer than a conventional bicycle.
Due to the low centre of gravity, they stop faster. Brakes can be
evenly applied to both wheels simultaneously providing more traction
without throwing the rider over the handlebars. In crash situations,
the rider goes down to the side absorbing the impact with the hip and
leg rather than flying over the handlebars and absorbing the impact on
your head and shoulder. Straight ahead vision is also better on a
recumbent, however, rear view mirrors are necessary for proper
rearward
vision.
RECUMBENT PAST HISTORY
Why are recumbents such a rare sight? Space age technology? New
type of bicycle? Not really, recumbent bicycles actually go back as
far as the mid to late 1800's with the Macmillan Velocopede and the
Challand Recumbent. In the 1930's, a series of events took place that
changed bicycling history. A French second category professional
track cyclist named Francois Faure rode the Velocar, a two wheeled
recumbent bicycle designed and built by Charles Mochet, to
record-shattering speeds, breaking both the mile and kilometre records
of the day. This created a storm of controversy within the U.C.I.
(United Cycliste International), bicycle rating's governing body. The
debate centred on whether the Velocar was a bicycle and were these
records legal? In 1934 they ruled against the Mochet-Faure record,
banning recumbent bicycles and aerodynamic devices from racing. Were
U.C.I. members worried that the recumbent bicycle would displace the
conventional design? Did they realize this would freeze bicycle and
human-powered vehicle development for the next forty years? This is
why bicycles of taday look very similar to the Starkey and Sutton
Safety (upright/conventional) of 1885. Just think where bicycle
technology would be today if the U.C.I. decision had gone the opposite
way.
MODERN RECUMBENT HISTORY
Recumbent development was fairly quiet until the late 1960's. Dan
Henry received some media attention for his long wheelbase design in
1968. In the early 1970's, the human-powered revolution was starting up
on both the U.S. east coast by David Gordon, designer of the Avatar, and
on the west coast by Chester Kyle. These pioneers recognized the need
for further development of human-powered vehicles. In the late 1970's
and early 1980's, this lead to the first commercial recumbent bicycle
designs such as the Avatar, Easy Racer and Hypercycle. In 1990, the
Recumbent Bicycle Club of America was founded by Dick Ryan who currently
manufactures the Ryan Vanguard and was also involved with the Avatar
project in the early 1980's. In 1988 recumbent promoter Robert Bryant
got his start writing "Recumbent Ramblings," a column for "HPV News."
In the summer of 1990, Robert founded the "Recumbent Cyclist Magazine,"
and in a short two years, RCM has become the source for recumbent bicyle
information in the world today.
SUBSCRIPTION INFORMATION
RECUMBENT CYCLIST MAGAZINE
17560-B6-140th Ave SE, Ste 341
Renton WA 98058
__$2 Info-Pak/recumbent manufacturer list
__$5 Current sample issue with info-pak/list
__$20 USA Bulk Mail Subscription
__$25 USA First Class Mail Subscription Rush Service
__$30 Canada Air Mail
__$35 Worldwide Air Mail (USA funds) (anywhere outside USA/CAN)
__$50 Junior Supporter (includes 3 copies of each issue, mailed first
class
__$100 RBCA Supporter (includes 10 copies of each issue mailed Priority)
BACK ISSUE ORDERING INFO
-Back issues are mailed 3rd class postage. (allow 4 weeks for delivery.)
-First Class Mail/Rush Service - add $.50 per issue.
-Canadian Air Mail/Rush Service - add $1.00 per issue.
-Worldwide Air Mail - add $2.00 per issue.
-Super-Rush Service? We can do FEDEX overnight C.O.D.
$4.00 __RC#2 Flevo & CSPC "Poor Man's Composite"
$4.00 __RC#3 DH5000 LWB Road Test
$4.00 __RC#4 Ryan Vanguard Road Test/F-40/Flevo
$4.00 __RC#5 Linear LWB Road Test/Omega HPV/HPV Design Info
$4.50 __RC#6 Easy Racer Road Test
$4.50 __RC#7 Lightning P-38 Road Test
$4.50 __RC#8 1992 Recumbent Buyers Guide
$4.50 __RC#9 A.T.P. R-20 SWB Road Test
$4.50 __RC#10 Thebis Trike Road Test
$4.50 __RC#11 Counterpoint Presto Road Test
$4.50 __RC#12 Rans Road Test (available 9/92)
$4.50 __RC#13 Trice Road Test (Available 11/92)
$4.50 __RC#14 (Available 1/93)
$4.50 __RC#14 (Available 3/93)
$4.50 __RC#15 (Available 5/93)
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