The Recumbent Blog

Bikes for Change in the Belly of a Horse

2008-05-08T04:00:39Z

We’re pretty excited about our new bikes. They’re both Pashley Sovereigns: hers being the Princess, his being the Roadster. They’re what are known as classic English “country bikes”, though they make wonderful “city bikes” as well. They have lugged-steel frames and they’re still hand-built in Stratford-upon-Avon England as they have been since 1926. Most of the current crop of Dutch city bikes are patterned after these bikes. They’re heavy as a brick, decidedly not fast, but supremely smooth and comfortable (rivaling recumbents for rides under 15-20 miles), and you absolutely cannot beat their bolt upright riding position for navigating the city grid with confidence. No, they’re not recumbents, but they’re great bikes nonetheless.

Which leads to the real message hidden in the belly of this Trojan Horse.

As we’re all aware, bikes are ridiculously under-utilized for transportation here in the U.S. We enthusiasts often exacerbate the problem by treating bicycles as objets d’art, to be admired for their beauty and cleverness, while simultaneously using them only as sporting goods, in a manner no different than we’d use a snowboard or tennis racket. No doubt, bicycles are beautiful things, and cycling is a wonderful sport, but our severely limited view of bicycles does this most powerful and versatile tool a terrible disservice. In these times of global warming, declining oil reserves, and an exploding world population, those of us with the means need to take whatever steps we can to improve the situation, one of which is to seriously consider alternatives to fossil-fuel-based personal transport. Given the right circumstances and sufficient motivation ($4 a gallon gas maybe?), I believe bicycles can be an important part of the solution for many people.

You may have noticed that an increasing number of my posts fall outside the realm of what would be considered appropriate for a “recumbent blog”. As my focus has moved away from recreational cycling toward transportational and utility cycling, my interests have also grown to include bikes other than recumbents. This is a good thing, but I sometimes feel as if I’m doing my readers a disservice by veering off the advertised topic too often. So, at some point in the not too distant future, I’ll be starting a new blog with a broader focus that encompasses any and all topics related to using bicycles for transportation. The new blog will continue to celebrate the beauty and elegance of bicycles, as well as the joys of bike riding, while simultaneously focusing on bicycles as instruments of change; in my view, these are not mutually exclusive concepts.

So, it’s official, this is my last post on The Recumbent Blog.

At some point, when the new site is ready, I’ll announce the address and ask everyone to update their bookmarks and feeds (or unsubscribe if the new topic is not of interest). The Recumbent Blog will then go into permanent stasis, archived on the web as a resource for the ‘bent community.

So long for now… it’s been a fun ride.

Ghost Bikes

2008-05-03T22:14:45Z

Photo © Jonathan Maus, BikePortland

From GhostBikes.org:

Ghost Bikes are small and somber memorials for bicyclists who are killed or hit on the street. A bicycle is painted all white and locked to a street sign near the crash site, accompanied by a small plaque. They serve as reminders of the tragedy that took place on an otherwise anonymous street corner, and as quiet statements in support of cyclists’ right to safe travel.

The first ghost bikes were created in St. Louis, Missouri in 2003, and they have since appeared in at least 30 cities throughout the world. For those who create and install the memorials, the death of a fellow bicyclist hits home. We all travel the same unsafe streets and face the same risks; it could just as easily be any one of us. Each time we say we hope to never have to do it again — but we remain committed to making these memorials as long as they are needed.

Visit GhostBikes.org to learn more about the movement.

No Sweat

2008-05-01T04:00:25Z

I’m a slow walker, a lolly-gagger. I’m content to walk along at whatever pace is comfortable and sustainable indefinitely. I don’t like fast walking. Fast walking is too much like jogging, and jogging is one of my least favorite things. I prefer strolling. Strolling is restorative and refreshing. Strolling fosters contemplation and conversation. Strolling is good for the body and the mind. Strolling doesn’t make you sweat.

Put me on a bike though, and I have a real tendency to go like hell. I’ve done it for years. When I was a kid, I putzed around on my bike all summer long, roaming all over the countryside and rarely breaking a sweat, but somewhere along the way, things went horribly askew. I think it started when I bought my first roadie bike and full team kit back around 1980. You have this racy bike, these hand-made Italian cycling shoes, this full Campy grouppo, this pro looking wool jersey, and a bevy of steely-eyed friends that are all intent on dusting you… what else are you gonna’ do? After awhile, riding hard and fast turns into the default mode. After years of doing it, you completely lose all muscle memory of how to ride a bike without a grimace on your face. The idea of riding a bike in a relaxed manner, and God forbid, maybe even doing it without breaking a sweat, doesn’t even enter your mind. It’s a terrible old habit, and as they say, old habits die hard.

I’m not a person that likes to offend others with, shall we say, personal aromas, so I’m having to re-learn how to ride slow and easy.

But here’s the thing. I’m now riding my bikes for transportation nearly full-time, which means I’m mostly riding in street clothes and going places where I need to interact with others in those same clothes. I’m not a person that likes to offend others with, shall we say, personal aromas, so I’m having to re-learn how to ride slow and easy. You’d think this would be a simple thing — riding slow — but damn, it’s super-hard to ride slow enough to avoid stinking up your street clothes.

So what I’m trying to do is adopt the mindset of the stroll and port it over to the bike. It’s a strange and foreign concept to me, riding slower than as-fast-as-you-possibly-can, slow enough to keep the heart rate down and the perspiration at bay. As ridiculous as it sounds, it requires considerable concentration for an ex-roadie like me. Often, I let my mind wander and the next thing I know I’m falling back into the old habits, pushing hard up a rise, or jumping on it through an intersection. But when it works, when I’m able to overcome my programming from 30 years of hard riding, I kind of like this “new” old way of riding, this slow and easy, no-sweat way of getting around.

Spezi Report

2008-04-30T14:26:15Z

Azub’s Honza Galla sent me this report from Spezi:

The 13th Spezialradmesse (in engl. SPEZI show) was held in Germersheim, Germany April 26th and 27th. As each year there were many exhibitors with wide range of products from children trailers, over tandem bikes, recumbents and trikes to some very special machines which one have never seen.

This year the weather was beautiful and thousand of visitors were looking for around. I think that this year the highest number of visitors has come and also the highest number of exhibitors. Booths were everywhere. Inside of halls, in the voyer and also outside.

There were no big news among recumbents or trikes. New KMX trikes were introduced, also META bikes were there for the first time and AZUB had new cheaper line of their nice bents. But according to me velomobiles had the biggest impact and they were in each corner where I looked. New Alleweder, new Leiba, the Bries from Fietser, Borealis for ICE Q and many others. It seems that the market is really growing, or at least producer thinks that there is a potential.

As is common on the SPEZI, the trike races were organised on Saturday by Hase and HP Velotechnik. Lot of different trikes were participating and also some VIPs like Marek Hase from Hase :-) or Ales Zemanek, the owner of AZUB which is running the Greenspeed-Europe branch.

All around, I would say that the SPEZI was again bigger and better and soon or later organisers from Hassies Radschlag will need to change the location, because three small halls in Germersheim are already too small.

View a photo montage from the show:

High Resolution [16.9 MB QuickTime Movie]
Low Resolution [YouTube]

Hal and Kerri Grade Your Bike Locking

2008-04-29T12:07:32Z

Five years later, Clarence Eckerson Jr. has produced a follow-up to his alternative transportation hit Hal Grades Your Bike Locking. In the original piece, Clarence roams the streets of Manhattan with Bicycle Habitat’s ace mechanic Hal Ruzal, while Hal rates the bike locking abilities of unsuspecting New Yorkers. The original is fun and educational, and Hal is a complete riot.

In Clarence’s new film for Streetfilms, Hal is joined by The Bike Church founder Kerri Martin. The two of them follow the same path Hal took 5 year ago, once again rating and berating the bike locking abilities of SoHo’s riders. The good news is that it appears New Yorkers have learned a few things about bike locking in the intervening years.

Gallery: Decher Kritzmire’s Bacchetta Aero

2008-04-27T17:40:18Z

I originally began this quest to upgrade highracers when I decided I needed a larger size frame for better weight distribution. After reading reviews, statements of riders love for their bikes and researching options I set my sites on acquiring a Bacchetta Ti Aero. While this investment is typically more than I would spend on a bike, I reasoned myself through the doubt. After all, I’m middle age and not getting any younger. Besides, it’s cheaper than a motorcycle or sports car, less dangerous and more environmental friendly.

I knew the Ti was out of production.After looking for some time for a used bike I decided to contact Bacchetta and inquire about any dealers who may still have a large Ti Aero. As a result I contacted Dale at Angle Lake Cyclery. He had both a complete bike and a frame in stock. I took the frame, as well as the sweet Reynolds EC90 Aero fork that he had. I really prefer and enjoy building up a bike with parts of my choosing so the frame only option was much to my liking.

I have seen a number of Aero’s posted on this sight but I like the way this bike built up and added a few things that I think worked well. So I decided to post some pictures as they may be of use to others.

As for parts:

The wheels are a custom build by Ron at White Mountain Wheels. They include beautiful White Industry hubs laced to Velocity Fusion rims and the build is excellent.
Ultegra Triple Crank with Rotor Q-Rings, Front Derailleur and SPD-SL pedals
Dura Ace Bar end shifters
XT rear derailleur
XTR brake levers
105 brakes
Chris King headset
Hope skewers
Ripcord cables
SRAM 991 chain

Of interest is the modified front brake, the idea for which belongs to a gentleman from the Bacchetta web site forum. He maintains a webite with better pictures of this. For cable management I used the adhesive backed guides shown in the pictures. These are made for hydrolic lines but worked well for this purpose. I used them on the chainstay, front derailleur cable and mid frame in front of the seat. I like them better than the cable ties I often see used. As the new XT rear derailleur has no cable adjuster built in I placed the inline adjuster in front of the seat. From this spot it could be adjusted while riding if need be. As for keeping this baby looking good I have found that the clear liquid car wax works well on the titanium, smoothing out the appearance which can get blotchy looking and leaves no white residue.

All said and done this bike is great. It rides very well, climbs great and has put a hold on my bike lust, well at least for now. –Decher

AZUB to Introduce New Models at SPEZI

2008-04-23T15:51:53Z

From Azub:

Czech Republic, Uherský Brod, 23.4.2008

SPEZI show in Germany is always an opportunity to introduce new models, new projects, customer services and also prices. And this year we have prepared many and many news for our large stand in hall no. 2.

Mainly we will proudly introduce our three new models which we have developed to provide our customers with high quality bikes for good price. All three models the Bufo (dual 20“), the Apus (20“/26“) and Ibex (dual 26“) are completely build in Czech Republic and their prices start at 1390 EUR incl. VAT.

They have aluminium frames and rear forks and all the advantages of AZUB recumbents which are mainly incredible adjustability of the seat, bars, boom, steering etc. which is
called Ideal Positioning system. Also very stiff and durable frame is an advantage and possibility of individual set-ups of bike according to customer’s wished.

On pictures you can also see our two new colors beige one RAL 1001 and olive-grey RAL 7002.

We feel that it might be quite difficult to choose the right recumbent for you even in situation you are not the bicycle specialist. That is the reason why we have prepared quite
long AZUB Buyer’s guide which will help you to understand better to all the possibilities and options and to choose your dream AZUB recumbent. On-line order form is also available
on our web pages.

So please, do not hesitate and come to our stand on SPEZI. We will have also one or two other surprises for you which you should not miss.

Let’s visit www.azub.cz and see how enjoyable the recumbent world can be.

Cyclist, Pedestrian, or Both?

2008-04-21T17:21:22Z

Our “parkways” here in Suburbia are a lot like freeways, only with side streets and stop lights. Most have three lanes going in both directions with a substantial center median and generous, over-spec bike lanes. Speed limits on these mega avenues are typically 45 mph, but unless the local authorities have recently set-up a speed trap to intimidate the locals, traffic usually flows closer to 55-60 mph. I appreciate the wider-than-required bike lanes on these surface street superhighways, but even still, it’s a bit unnerving to have an endless stream of cars flying by at 60 mph, 4-6 feet from your left ear.

If you’re only going straight or turning right (how often does that happen?), these roads aren’t really a problem, but they break down when you need to make a left turn in traffic. Imagine rush hour, with a long stream of cars flowing past at 55 mph, three lanes deep to your left, and you need to get over into the left turn lane. Vehicular cycling technique would have you take the first lane to your left, then the next, and so on, until you reach the left turn lane. I can guarantee that if you tried that during rush hour around here, the only place you’d be rushing to is the hospital or morgue.

An alternative that I often see practiced is what I like to call “pedestrian cycling”. Believe it or not, riding on sidewalks is legal within our city limits. I don’t advocate doing so for most cyclists, but for children and those that lack the confidence to brave the bike lanes, it’s arguably a viable option. Because car drivers don’t expect to see anything moving at vehicle speeds entering the roadway from a sidewalk, it’s critical that these pedestrian-cyclists stop at every cross street and either walk their bikes or slowly ride across within the crosswalk, behaving as pedestrians. This type of riding is frowned upon by some bicycle advocates because it (supposedly) reinforces the idea that bikes aren’t vehicles and should be relegated to the sidewalk. I don’t necessarily agree with this, and whatever makes people feel safer so they get out and ride their bikes is a plus in my mind.

To deal with our less-than-perfect, heavily-trafficked roadways, I often practice a hybrid combination of vehicular and pedestrian cycling. This pragmatic approach to city cycling is not beholden to any one school of thought, but is based on the reality of needing to safely get from one side of town to the other through a maze of dense and dangerous city traffic. It involves using vehicular cycling techniques whenever practical, but quickly switching to a pedestrian cycling mindset when road conditions become dangerous and the only alternative is to slow down — and even stop to use a crosswalk — to get through a bottle-neck such as the left turn scenario described above. When I’m riding through the city, I’m following the path of least resistance, the safest and smoothest way to get through a tough traffic area on bike and foot, while trying to avoid pushing the vehicular cycling envelope too far by blindly hoping a stampede of cars recognizes my right to the road.

Bikes for this type of hybrid walking-riding need to be easy to mount and dismount. They should facilitate a smooth transition from walking, to rolling along slowly, to accelerating through an intersection, to hopping off to hit a crosswalk trigger, etc. Probably the ultimate bike for this type of riding is a small folder or possibly a step-through city bike. Among recumbents, bikes with low bottom brackets and upright seating positions (for easy entry and exit) are best. Quick handling and minimal weight are also pluses. For obvious reasons, high bottom bracket recumbents with reclined seats, as well as recumbent tandems and socked LWBs, are not ideal for this type of riding.

I want to believe our roadway designers carefully consider bicycles in their plans, and I also want to believe automobile drivers have our best interests in mind while operating their vehicles, but unfortunately, my real-life experiences have taught me otherwise. So until our road conditions improve, I’ll ride like a vehicle when I can, but I’ll switch at a moment’s notice to whatever technique is necessary to arrive at my destination in one piece.

Leg Suck Be Damned

2008-04-20T14:12:44Z

Let go of the fear…

OK, I know I’m going to catch sh*t for this, but I recently switched from clipless to platform pedals on my Tour Easy. I’m going to get in trouble because a couple of years ago, on a popular message board, I mouthed off big time about the dangers of riding unrestrained, and there are still a couple of people out there that love to remind me about my one-and-only public message board temper tantrum… LOL.

The sight of my foot pointing exactly 180 degrees from normal when I got up from the crash is still clearly burned in my memory.

I have good reason to fear riding without toe clips or clipless pedals; I broke my leg and ankle in multiple places in a leg suck accident many years ago. The sight of my foot pointing exactly 180 degrees from normal when I got up from the crash is still clearly burned in my memory. I’ll admit it was a bit of a fluke, but it put me through multiple surgeries and in-and-out of casts for over a year, so I’m still a wee bit skittish around platforms, even after all this time. It’s taken a month of riding my little folding bike with platforms to make me realize I could probably do the same on my TE and survive with both legs intact.

Coincidentally (or not, as these things often go), our household is on a serious jag to revamp our on-bike time to include more utilitarian cycling in the form of commuting, library trips, grocery shopping, dental/doctor appointments, coffee/breakfast/lunch/dinner runs, bill paying, etc. We’re trying to make hopping on the bikes as convenient as hopping in the car (imagine how much automobile use would decline if we all changed into padded shorts, helmet, gloves, goggles, and special shoes every time we hopped in the car to make a grocery run for soy milk or toilet tissue). We added platform pedals and panniers to our main rides and revamped our bike storage situation to make for quick and easy entry and exit. The platforms accomodate whatever shoes happen to be on our feet, the panniers accomodate the stuff we need to haul to or from wherever we’re headed, and the convenient entry/exit just makes the whole process that much more pleasant. And, of course, recumbents don’t require padded bike shorts, so we were already good to go in that “area”.

So there you have it: I’ve officially rescinded my dogmatic stance on the benefits of restrained pedaling. Let the barbs fly! Leg suck still looms a little larger-than-life in my amygdala, but the freedom to come and go on a whim is finally putting that old fear to rest.

A Visitor

2008-04-18T17:12:12Z

My buddy Rick is a lucky guy. It’s not enough that he owns and operates one of the nicest ‘bent shops on the left coast, but the shop also happens to be located off the beaten path in the beautiful foothills at the base of the Sierra Nevada. I’ve seen deer in the woods behind the shop, but a Quail that wandered in to check out his inventory is the first critter to come inside for a look-see. Here he’s demonstrating his preference for bar-end shifters - now that’s my kinda’ bird!

S24Os

2008-04-18T13:25:08Z

The January 2007 edition of Adventure Cyclist magazine featured an article by Grant Petersen titled “S24Os” (that’s short for “sub-24-hour overnights”). An S24O is an ultra-short “tour”, an overnighter that involves less than 24 hours total travel time, to be executed when you don’t really have the time for a full-fledged tour, but have the need to get away and breathe some night air.

From Adventure Cyclist:

Probably one of the best ways to get people into bicycle travel is
to encourage them–and show them how–to take short trips close to
home. Grant Petersen, founder of Rivendell Bicycle Works, wrote on
this subject in a story titled “S24Os” that appeared in the January
2007 edition of Adventure Cyclist magazine. (S24O is short for
“sub-24-hour overnights.”) Subtitled “Bicycle camping for the time
challenged,” the piece explains how to plan and execute a short
bike tour on short notice. By definition, Grant wrote, an S24O “has
to last less than a full day, doorstep to doorstep.”

Adventure Cyclist has made the full article available for download here.

Although it’s been many years since I’ve done an overnighter like this, I love the concept and I hope to give it a try again in the not too distant future.

Anatomy of a Multi-Modal Commute

2008-05-11T03:48:23Z

Bent but not ‘Bent

I recently transitioned from a mix of telecommuting and car commuting, to multi-modal commuting using bike, bus, and train. In the process we eliminated a car and we’ll cut our annual automobile mileage by approximately 75%.

I’m fortunate that my monthly transit pass is valid on city commuter buses, county commuter buses, and Amtrak commuter trains and motor coaches. These options make it possible to start my commute as early as 5 a.m. and finish as late as 7 p.m. To come and go at convenient times for my changing work schedule, I often mix it up, taking the train in the morning and the bus back in the evening, or vice versa. It’s been a real adventure, trying out all the options, figuring out where, when, and how to fold and stow the Brompton to make the various connections required to complete my 60 mile round-trip.

Here’s one example of a typical commute day:

Morning

Out the door at 6:40 a.m., ride 5 miles to the Amtrak station.
Board the train at 7:05.
Depending upon whether the bike rack is full or not, either load the bike into the rack, or fold it up and carry it upstairs and place it between a pair of seat backs.
Arrive at the downtown station at 7:35.
Unfold the bike, exit the train, and ride the 6 blocks to the office.
Bikes are not allowed in the front entrance of the building, so partially fold the bike and roll it in as a “cart”.
Take it up the elevator to my work area, finish folding it and stow it under the desk.
Get cleaned up and start work before 8:00.

Afternoon

Partially unfold the bike into “cart” mode. Exit down the elevator and out the front door by 4:00 p.m.
Completely unfold the bike and ride 10 blocks uptown to intercept the commuter bus where it first comes into downtown. Doing so gets me on the bus ahead of the busiest stops near the capitol where it quickly turns into standing room only.
Fold and cover the bike to put it in “stealth” mode for the bus. Get on the bus at 4:15 and take a seat near the front where there’s room to stow the bike.
Chill for an hour.
Arrive in the suburbs at 5:15.
Exit the bus, unfold the bike, and ride the 5 miles to the house.
Get cleaned up and sit down to dinner before 6:00.

“No Bikes Allowed” : Ha!

This may all sound like a lot of work, but actually I find it quite enjoyable. It’s a great way to get in an hour’s worth of low intensity exercise every day, and the down time on the train/bus helps me to unwind from 8-9 hours of intense work on the computer. Overall I’m spending an extra 40-45 minutes on the road, but 60 minutes of my total travel time is on the bike, which in my mind doesn’t count, so I’ve actually gained a net 15 minutes.

My old two-hour round-trip commute by car did nothing but add to my daily stress quotient. Now I look forward to my commute and arrive relaxed and refreshed; even without the numerous other benefits, this makes it well worth the effort.

A Field of Wildflowers

2008-04-14T12:29:15Z

The past couple of weeks I’ve been preoccupied with working the bugs out of my new multi-modal commute, consequently all of my riding time has been spent in the city on my Brompton. In my absence, Spring — outfitted in her full regalia — snuck in the back door while I wasn’t looking and transformed my local riding environs from the drab gray of late winter into an explosion of blooming color. While my Brommie seems perfectly content dodging cabs and pedestrians in the concrete jungle, my TE is much happier lounging in a field of wildflowers.

‘Bent Breakfast

2008-04-28T03:33:30Z

One of my favorite things: getting up at 6am on Sunday morning and riding to the coffee shop for breakfast.

BHPC to Host World Championships

2008-04-12T14:44:38Z

Photo © Richard Ballentine

The British Human Power Club is hosting the IHPVA World Championships this year.

From the BHPC:

Please find enclosed the press release [PDF] for the IHPVA World Championships
to be held in England on August 16 17 2008.

More information can be obtained on the http://www.wc2008.org.uk site in several languages.

If you have any queries then please get in contact with me.
Ian Fardoe
+447740358525

Recycled Parking Meters

2008-04-12T11:27:28Z

They found a good use for decommissioned parking meters in my neighborhood.

From the Sacramento Bee:

They are no longer ticking, but some of Sacramento’s retired parking meters are being reborn as bicycle racks.

One hundred of the 4-foot-tall metal poles that lost their heads when the city converted to solar-powered parking pay stations are being fitted with eye-pleasing bike racks, primarily along J Street from Eighth Street to 28th Street.

There are plans to expand the program if the initial installation proves successful. Read the full story at SacBee.com.

You Say Tomato…

2008-04-11T12:36:16Z

Photo © ‘Bentrider Online

Bryan Ball over at ‘Bentrider Online recently posted an excellent review of the Easy Racers Javelin. I also wrote a Javelin review last year. Our reviews are similar in many respects, though as one would expect, we differ on a few points. This is only natural. For one, the bikes were tested a full year apart; manufacturers often quietly tweak their designs without making it known to the public (I have no idea whether changes have been made to the the Javelin, but it’s a possibility). Also, both of us write subjective reviews based predominantly upon seat-of-the-pants testing, not technical reviews based upon controlled testing. It only makes sense that our opinions are going to differ at times.

A few readers over at BROL seem a little upset over the fact that our reviews don’t agree on every point. In my opinion, this is a good thing. What I’m trying to do is provide one data point, based upon my personal experiences and viewpoint. That data point is only worthwhile if taken in context and considered along with other opinions.

A review is only a prelude to the actual process of choosing a bike. Careful consideration of how a bike will be used, combined with multiple test rides, is the only sure way to find the right bike. Giving any one review too much weight is a good way to end up with the wrong bike.

Greenspeed GT1 Commuter Trike

2008-04-09T11:46:41Z

Greenspeed Commuter

I’ve reported here before on the need for the industry to market more aggressively to commuters and transportational cyclists, particularly in light of our ever-increasing gas prices and environmental issues. Greenspeed is doing just that with their new GT1 trike. The design is patterned after the new generation of commuter and “trekking” bikes from the likes of Breezer. I applaud Greenspeed for taking a step in this direction. To make the GT1 a true off-the-shelf commuter, I’d suggest adding a dedicated lighting system, front mud guards, and rack as standard equipment; all essential items for daily transportational cycling.

From Greenspeed:

There have been leaks and rumours for a while that Greenspeed was releasing a “cheaper” trike and we would like to squash those rumours! We don’t feel like we’ve created a cheaper trike at all, what we have created is the ultimate commuting trike. From the outset what we wanted to create was a hassle-free trike for commuters and ‘returning’ cyclists. Like the great new commuting bikes coming out with internal hubs and brakes we thought, ‘how easy would this be to incorporate into a trike’.

Appeal for this trike was two fold: One was for your everyday commuter needs for a solid care-free machine that wouldn’t take up much of your time in maintenance. We understand that you as a commuter needs to rely on your trike day in and day out and with out getting grease on your hands. The second was for you who wanted a simpler or more integrated trike. Incorporating internal gears for the use of a single shifter, and internal brakes and single front ring, the gt1 is a very functional trike packed into a sleek looking design. But let’s face it, a reliable trike is going to appeal to all but the most touring or sports minded trike riders.

We started with the tried and true gt-series II frame; hand made from air craft grade Cromoly tubing, for light weight reliability, and a ride that isn’t going to shatter teeth. In that package you get all the gt-series II features of NSR steering for no brake steer and a smooth road feel, up-dated chain management and the alloy crank extension with adjustment markers. We stuck with the 16″ wheels for their light, zippy feel and fast take off combined with high strength/weight ratio and their ability to transfer less stress to the frame under cornering loads.

As has always been our goal at Greenspeed, we feel such a worthy trike is really going to get people thinking more about human power. Oh yes, and by the way, this trike has a suggested retail of 2350USD. Although this is a new price point for Greenspeed, we feel it is more than worthy to carry our name along with its ‘derailleured’ brethren. Please take a test ride and see for yourself.

Full spec as follows:

Colours: Deep Metallic Red w/ safety yellow seat
Frame: Hand made cromoly 4130 main frame and seat
Folding: Removable seat and folding mech.
Sizing: Standard 41-49″ x-seam, Small 37-45″ x-seam
Steering: Linkage USS ‘NSR steering’. Bars with width and fore/aft adj.
Seat: Cromoly/Mesh 40dg with lumbar and shoulder curves
Track width: 29.5″ / 750mm
Wheel base: 39″ / 975mm
Seat height: 9.75″ / 250mm
Wheels: 16 x 1-1/2″ 40-349 Hand built w/ Jetset rims, SS spokes and Scorcher tyres
Brakes: Sturmey Archer cable act. Drum brakes w/Promax locking levers
Cranks: Driveline 170mm (std) 155mm (sm) fitted with 2 chain guards
Gears: Shimano Nexus 8speed 25 - 78 g”s
Fitted extras: Rear mudguard and flag
Build Options: Schlumpf drive. (speed drive expands range to 22-113g”s)
Accessories: All Greenspeed tadpole accessories, along with a myriad of other manufacturers’ accessories

StreetFilms

2008-04-05T04:42:46Z

The StreetFilms video series, from New York’s NYC Streets Renaissance, documents the livable streets movement in NYC and elsewhere. Topics run the gamut from air quality to urban planning to over 40 videos on cycling. As one might expect, the videos tend to be NYC-centric, but the information is widely applicable. One of my favorites is their in-depth look at physically separated bike lanes.

Slyway Ultrateam

2008-04-03T12:22:29Z

Photo © Rick Steele

Rick at Gold Country Cyclery just finished building the first Slyway Ultrateam imported into the USA. From Gold Country:

Had a lot of false starts, but the first completely built Ultrateam in the USA is here at Gold Country Cyclery. Keeping with the Ultrateam name, I decided to pick a Shimano Ultegra 10spd Triple Group. The components are:

Ultegra 165×52/39/30 Hollowtech II crankset and BB
Ultegra BR6600 Brakes
Ultegra SL RD6600GS rear derailleur
Ultegra FD6603 TPL front derailleur
SRAM OG-1070 11/28 10spd cassette
SRAM PC-1090R hollow pin and slotted link chain
Dura-Ace SL-BS78 10spd bar-ends
Cane Creek Crosstop Carbon brake levers
Easton EA70 650c wheelset
Hutchison Fusion 2 650×23 tires

Had to weigh this all aluminum high racer with it’s lightened AL seat. Weight minus pedals is 22.3 lbs and is 21.7 lbs without the zippered covered seat pads. I figure weight could be lower with a lighter weight crankset.

Estimated retail as built is $3,900.

–Rick

See more photos here.

He’s Off!

2008-04-02T15:59:36Z

On Sunday, March 30th, Ray Taylor embarked on a cross-country trip on his Bacchetta Giro to benefit Melanoma and Spina Bifida research. These diseases have touched his life in an all too personal way:

Ray’s Ride is dedicated to the effort of raising money for the medical research of Melanoma Cancer and the birth defect, Spina Bifida. This effort is a tribute to my daughter, Kristen Taylor-Cameron who has fought melanoma since 2003, and to my granddaughter Grace Glaros, born February 14th, 2008, with spina bifida. So… this challenge might aptly be named, “The Great Race for Kristen and Grace.”

Please visit Ray’s website and offer whatever support you can, whether it be financial or simply a word of encouragement from a fellow ‘bent rider. Ray will be blogging his trip, so be sure to check back at his site to track his progress.

View a video about Ray here.

Movin’ On Up

2008-04-13T02:38:48Z

My favorite April 1 blog post: Movin’ on up… to a not-so car-free life.

Cycle Vision Scheduled for June 21-22

2008-04-01T02:38:52Z

From Cycle Vision:

Recumbent cycling event Cycle Vision at the Sloten Sportpark in Amsterdam

Cycle Vision, an internationally-renowned recumbent cycling event, will take place on the weekend of June 21 and 22, in and around the Velodrome at the Sloten Sportpark in Amsterdam. Vendor exhibits and test-riding areas are at the core of the event, which also draws hundreds of participating riders for its series of recumbent races. Inside, as well as outside on the Velodrome’s roughly 2500-meter racetrack, unusual bikes and trikes by the dozens are on public display.

Cycle Vision has existed in this form since 1997. In earlier years, the event took place at the Zandvoort auto race track and the RDW test-track in Lelystad. With last year’s move to Amsterdam, the sporting and racing component really came into its own, with the availability of a genuine cycling race course. There are even two racing programs running simultaneously.

The Netherlands’ lead role in the recumbent world, both in numbers and in innovation, is apparent on the exhibit floor. International recumbent manufacturer exhibits occupying nearly 2000 square meters offer the public a sampling of new designs and gadgets. In the test areas, visitors can try out recumbents for themselves and see whether it is true that, “a recumbent is very comfortable, and it is fast; you don’t suffer the pain in the back, wrists and neck that often accompanies riding a traditional bike; it’s not hard to ride a recumbent, and almost everyone is able to ride away within just a few minutes” . There are also recumbent demonstrations, and specialists provide information. Visitors can also become acquainted with other unusual cycles, such as trikes, rowing-bikes, back-to-back tandems, hand-cycles and velomobiles. Children can take part in a special children’s race, a children’s test area, or activities in the Kids’ Corner.

The Sloten Sportpark and Velodrome are owned by the city of Amsterdam. The Velodrome is a unique location. It is one of two enclosed cycling racetracks in the Netherlands. The other is in Alkmaar. Entrance and parking are free during Cycle Vision!

More information and a complete program can be found at www.cyclevision.nl

The Bicycle: Toy or Tool?

2008-03-30T03:57:33Z

A majority of mainstream bicycle manufacturers marketing to the U.S. audience would still have us believe bicycles are primarily intended to be used for entertainment by baby boomers with an abundance of discretionary income and leisure time. In the U.S., bikes are marketed as fashion statements, requiring replacement every couple of years for fear of looking passé. They’re marketed more as fitness machines and “healthy lifestyle enablers” than transportation. Carbon fiber frames and uber-lightweight components and wheels only feed into this consumerist, disposable bike mentality.

In the U.S., bikes are marketed as fashion statements, requiring replacement every couple of years for fear of looking passé.

Stroll down the main aisle of any large, mainstream bike shop and on one side you’ll see mostly carbon fiber and aluminum racing bikes with spindly wheels, splashy graphics, and pencil thin, high-pressure tires. On the other side you’ll see mostly mountain bikes with crazy monocoque frames of every shape and configuration, complex long-travel suspension, and bristling knobby tires. In front of the shop, you’re likely to see a line-up of brightly colored 50 lb., one-speed retro-cruisers. And if the shop is keyed in to the latest fashion trends, they may have a half-dozen pseudo fixed gear track bikes to cater to the suburban high school crowd, which seems to have bought hook-line-and-sinker into the gritty, urban courier image (it’s more than bizarre to see suburban teenagers cruising to the mall on “fixies”, though at least they’re on a bike and not in front of the television). I’d volunteer that all of these bikes are only marginally useful as anything other than toys.

If the shop happens to be located in a large urban center and is somewhat progressive, you might find a small section of “commuter” or “utility” bikes sequestered in the back near the restroom. These bikes are the ugly ducklings of the bike world (only recumbents are more disdained) and don’t garner much attention on the sales floor. They look clunky with their fat tires, fenders, racks, lights, and upright seating positions that conjure up images of your mother’s 3-speed junker. They’re heavy and they have subdued graphics, they lack curb appeal and they make an anti-fashion statement: “Look at me, I’m a clueless nerd.” Sadly, these are the bikes most people need if they’re going to use them for anything other than entertainment, but they get lost in a sea of glitz and glamour.

Since when did bikes become fashion statements, with their design and functionality being driven by marketing and image over practicality and usefulness? As recently as the late ’80’s you could walk into a bike dealer and find a balanced selection of practical bikes on the floor. Somewhere along the way to 2008, the emphasis went from building practical bikes for real people to ride everyday, to pumping out Tour De France and World Cup look-alikes to fulfill aging baby boomers’ racing fantasies.

I’d like to suggest that it’s time we start thinking about bikes as tools again. With gas prices approaching $4 per gallon, peak oil on the horizon, and the looming environmental catastrophe that is global warming on many peoples’ minds, there’s never been a better time to seriously look at bikes as a legitimate alternative to the automobile and give up this ridiculous idea we have in the U.S. that bikes are only playthings for the well-to-do.

Ultracyclist of Distinction Award

2008-03-28T14:06:45Z

The Ultra Marathon Cycling Association (UMCA) has initiated a new Ultracyclist of Distinction award to honor outstanding ultra cyclists. A total of 21 riders (approximately 1% of membership) have received the award so far, and of those, 3 are recumbent riders: John Schlitter, Tim Woudenberg, and Larry Graham. Congratulations to these outstanding competitors.

From the UMCA:

Ultracyclist of Distinction
The highest award that an ultra cyclist can earn.

The UMCA is inaugurating a new award to honor ultra cyclists who achieve excellence in several areas of the sport for three or more years. The Ultracyclist of Distinction is the highest award that an ultra cyclist can earn. To earn the Ultracyclist of Distinction honor a cyclist must demonstrate outstanding performance in three out of four consecutive years, with 2005 as the first year in which a rider can earn credit. Further, a rider must achieve distinction in at least two UMCA programs over the course of the four years. (A rider need not achieve distinction in two programs every year.)

Each rider earning the Ultracyclist of Distinction will receive a plaque from the UMCA and will be honored in UltraCycling. The UMCA is also having a custom jersey or vest designed which will be available only to riders who earn the UCD distinction.
The programs and standards are:

UMCA Year-Rounder Challenge. Earn at least Platinum (5000 miles). The Year-Rounder showcases consistent performance in cycling throughout the year. Riders earn certificates, medals and plaques and top riders are recognized in UltraCycling.
Ultracycling Cup. Earn at least 85 total points. The UCC is a series of races to determine the best ultra racers of the season, with divisions based on age and gender. Riders earn medals and plaques and are eligible for prizes. Top riders are recognized in UltraCycling.
Ultra Cycling Records. Set one or more records totaling at least 500 miles in one year. Setting a record is a significant achievement for an endurance cyclist and a great way to prepare for racing. Records are categorized by age and gender and may be set by solo riders, tandem riders and 2- or 4-person relay teams. Record setters are recognized in UltraCycling and are awarded plaques.
RAAM Qualifying. Qualify for the Race Across America, except by completing Team RAAM, which is included below. RAAM-qualified riders receive a UMCA plaque and are recognized in UltraCycling.
Race Across America. Complete solo or team RAAM, iincluding corporate RAAM.
Starting with 2005 the UMCA will automatically track riders participating in these programs. No application is necessary - all riders who achieve excellence in two (or more) programs in three out of four years will be recognized. 2007 will be the first year when UCD honorees will be recognized.

Keen Commuter

2008-03-27T15:16:20Z

Cycling sandals have become increasingly popular over the past few years, and for good reason; they’re comfortable, light, convenient, and walkable. I’ve been wearing Shimano sandals for the past 18 months and I find them to be far more comfortable than traditional cycling shoes, both on the bike and walking about. As Sheldon Brown put it, “These are my very favorite footwear. In the summertime I go for weeks on end without ever having anything else on my feet. Far and away the most comfortable cycling footwear ever.“

I too love my Shimano sandals, but I always felt they’d be better with a closed toe box (a la Keen) to keep my toes a little warmer in the winter and provide some protection in the event of a crash. Consequently, I was excited when I caught wind that Keen was coming out with a “Shimano Killer” cycling-specific sandal.

Called the Commuter, Keen’s new bike sandal features a full length SPD compatible plate, a thermoplastic urethane cleat tap plate, and an upper that is nearly identical to Keen’s ever-popular Newport H2. (The Newport H2 is half sandal, half trail running shoe, with open straps and a treaded sole similar to traditional sandals, but with an enclosed toe box for protection.) The Commuter goes a step beyond the Newport with a stiffer sole and more compact tread pattern to narrow the overall profile, resulting in greater crank clearance and a more positive pedal/shoe interface (don’t let the narrower outsole scare you; both sandals are built on the same men’s “D” width last).

The narrower profile is key. My Brompton is outfitted with platform pedals (a necessity due to the nature of the little folding beast) and I found the Newport outsole to be far too wide, with crank interference on the inside and a feeling of tipping off the pedal to the outside. The Commuter, on the other hand, with its narrower profile and stiffer sole, perfectly mates with a standard width platform pedal. There’s also ample clearance with clipless pedals, even on low “Q” cranks like I have on my Tour Easy (this was a bit of a problem with the Shimano sandal). So, whether you’re of the clipless persuasion or, as Grant Petersen puts it, you prefer to pedal “free”, the Commuter is a good fit.

Even with an enclosed toe box, the Commuter feels more like a sandal than a shoe. It’s well ventilated and the upper is supple and easily adjustable using Keen’s unique “bungee cord” lacing system. They can literally be slipped on and off in seconds while being plenty secure for road riding. You do pay a price for the Commuter’s cycling-specific features. Even though it’s not a bad sandal for short walks and even a bit of light (very light) hiking, the wider and more supple Newport is far better for long walks and more demanding conditions. That said, the Commuter is probably the most walkable cycling-specific shoe on the market.

The Commuter successfully combines the ease of use, comfort, and walkability of a sandal with the stiffness and toe protection of a cycling shoe. Because they’re built with the same high quality and attention to detail that is typical of all Keen products, they should provide many seasons of trouble-free use. And who knows, with their enclosed toe box, you might even be able to get away with wearing them around the office!

For more information: www.keenfootwear.com

Ride for Gerry “Chief” Frierdich and Win a Bacchetta

2008-03-25T04:53:01Z

Support a fellow ‘bent rider in need and earn a chance to win one of two Bacchetta Bellandare’s!

From Bacchetta’s Mike Wilkerson:

Friends and family of Gerry Frierdich are teaming up with The Touring Cyclist bicycle shop and the Belleville Area Bicycling and Eating Society of Belleville, Illinois to put on a benefit ride for Gerry “Chief” Frierdich.

Gerry “Chief” Frierdich was critically injured on August, 19th 2007, when he was struck by a pickup truck while riding his Bacchetta Giro 26. As a result of the accident, Gerry is now a quadriplegic. Having overcome the initial hurdles, Gerry continues to work hard in physical and occupational therapy with inspiring achievements thus far.

While Gerry has continued to make progress, the reality is that his life will never be the same. His medical costs and day-to-day living expenses are astronomical, but you can help!

On June 1st 2008 a benefit ride will be sponsored by the Touring Cyclist Bicycle Shop, the Belleville Area Bicycling and Eating Society and the friends and family of Gerry. All proceeds from the ride will go towards paying for Gerry’s medical and living expenses.

Bacchetta is proud to play a small part in this event, by donating two Bacchetta Bellandare’s that will be raffled off the day of the event. For more information on the ride, go to: www.chiefgetwell.com/roadtorecovery.htm

Thanks,
Mike Wilkerson
Bacchetta

Schmidt E delux

2008-03-24T03:09:09Z

Information on Schmidt’s new E delux LED headlight is starting to trickle in. Here’s what I know so far:

80 lux output - 3 times as bright as the E6, twice as bright as the B&M IQ Fly
Internal optics from the B&M IQ Fly
Auto on/off light sensor
Standlight
Onboard status light
Magnetic reed switch
Aluminum casing w/copper heat sink
SON-ready coaxial cable
Weight: 85g
Compatible with all popular hub dynamos

This looks like an absolutely killer dynamo headlight. I haven’t seen a definitive word on price or availability, but I’m guessing we’ll see it on U.S. shores before summer and the price will probably come in at around 125 Euros ($193 USD). A beam pattern and output graph can be viewed here.

Large Fella on a Bike

2008-03-22T04:58:34Z

Scott Cutshall is my hero. On Thanksgiving Day 2005, he weighed 501 lbs. That was the day he decided to change his life and start riding a bicycle. It was no easy feat for a man that weighed three times as much as your average bike rider. That first day he went for a three hour ride, stopping 5 times to rest and making it a grand total of 1.9 miles. Two-and-a-half years later, Scott weighs 232 lbs. and is prepping for his first 200k brevet. He logged over 4,000 miles last year. He figures his weight will plateau at around 180 lbs., but he’s not worried about numbers at this point; the battle is already won. Scott’s story has particular meaning to me because a person very near-and-dear to me lost nearly 100 lbs. while displaying the same sort of single-minded tenacity, guts, and smarts.

Read more about Scott at the following links:

Steppe by Steppe

2008-03-20T16:12:36Z

Megan Kerr and Roger Chao are planning a 12-month journey across Central Asia, Mongolia, and Russia on their Greenspeed-built, all-terrain, four-wheeled, amphibious, pedal-powered “Quike”. From Greenspeed:

Here is a sneak preview of the latest Quad from Greenspeed’s ‘extra specials’ department. Technically it’s a Recumbent Sociable Tandem Quad with active front suspension, but more affectionately know by the imaginative young couple that dreamed of such a beast (Megan and Roger) as Quike. What you see here is the bare bones of the quad, and it will be all kitted up later on after the initial testing with pods to make it amphibious and many a rack to carry everything needed for desert and water crossing. To follow this amazing story you can check out their website at steppebysteppe.com.au.

Best regards, Mick.