More Bike Lane Follies

Writing yesterday's post got me to thinking, again, about some of the really bad bike lanes I've ridden. I'm talking about the kind that, if they don't enrage you because they put you in more danger than you would have experienced while riding with cars and trucks, they leave you scratching your head and wondering, "What were they thinking when they built this?"

Of course, some of those lanes aren't exactly built:  They were merely designated by some lines of paint and a few signs.  But there are the ones that make you wonder why anybody bothered to spend the time or money to build barriers or cut through parkland. 

Paths like those lead to nowhere.  I wrote about such a lane in an earlier post:

A year later, I showed another that ran under the elevated tracks of the IRT #1 train in upper Manhattan--and right into the pillars that support said tracks:

I guess I shouldn't complain, though.  No lane I've ridden is quite like this one:

It's in Exeter, England.  Hmm...Maybe the Brits have some sort of cycling we've never dreamed of here in the 'States.  Whatever it is, it's certainly stranger than riding down this bike lane:

It might be the only bike lane in the world designed for BMXers or downhill riders--though I still rather doubt that whoever conceived it has ever been anywhere near a bike!

Bike Lane Follies, Here And Down Under

If you've been reading this blog for a while, you might have noticed that I am not enthusiastic, in general, about bike lanes. 

A separate bike lane, especially one that runs alongside traffic, is not intrinsically safer for cyclists than a traffic lane on a typical city or suburban street.  The biggest flaw in most bike lanes I've seen and ridden is that they're positioned so that it's all but impossible for cyclists, especially inexperienced ones, to turn or cross safely at major intersections.  This is particularly true for those lanes that, in effect, turn into the right-turn lane for motor vehicles at such intersections, or for those streets that have right-turn-only lanes that cross the bike lane.  Things are even worse for a cyclist making a left turn at such an intersection, as he or she must cross several lanes of traffic coming from different directions.  This particular hazard is exacerbated when traffic flows off a highway into the intersection.

There are also other hazards, such as pedestrians who use the bike lanes as sidewalks or who wander onto them while they're texting or talking on their phones.  Two of the worst lanes I've experienced for that are the portion of Manhattan's First Avenue lane below (south of) 14th Street and Brooklyn's Kent Avenue lane (the one that skirts the Williamsburg waterfront).  Both lanes are lined with stores, restaurants, clubs and bars.  The clubs and bars pose particular hazards, especially during evenings and weekends, with patrons staggering out to the lanes.  But even shoppers and restaurant-goers too often aren't paying attention to their surroundings as they walk, and sometimes talk, with others.  And, of course, the drinkers, shoppers and restaurant-goers often leave debris in the lane.

Not to mention the drivers who steer their vans and trucks into the lanes to make deliveries at those establishments--or the driver who  pulls in mistakenly, to make a turn or, on rare occasion, out of sheer malice.  And, yes, police officers who their cruisers in the lanes while they're having coffee.

But even worse than the hazards I've mentioned or lanes that are poorly-designed (or -constructed or -maintained) are those that are built in ignorance or defiance of regulations governing them.  One such lane is found in Melbourne, Australia:



Apparently, according to Austroad's guidelines (see p. 30, Figure 4.27) a bike lane should be 1.2 to 1.5 meters wide and be separated from the parking lane by a strip 0.4 to 1.0 meters wide.  The bike lane in the video clearly does not follow that principle.

A few years ago, I was "doored" in a similar lane not far from my apartment in Queens.  The marked bike lane was not in any way separated from the parking lane to the right of it.  Fortunately for me, I did not take a full facial hit; I took a glancing blow that left me looking like I was pregnant on one side for a couple of weeks.

Now, from what I understand, Austroad's guidelines are not law or in-any-other-way-binding policy, so perhaps the designer of the lane in the video was (in addition to a non-cyclist, most likely) possibly ignorant of them. 

Similarly, the Department of Transportation here in New York City has guidelines for bike lanes (pp.55-59) but they are essentially unenforceable.  To be fair, those guidelines include some of the flaws I have pointed out in this and other posts.  However, the guidelines call for physical barriers between two-way bike lanes and arterial streets, in addition to clear markings between one-way bike lanes and narrower streets.  I have ridden on bike lanes that fail to meet those criteria.  And, worse, those lanes include some of the other design flaws I've mentioned, particularly when it comes to turns and merges--or, worst of all, bike lanes that suddenly disappear.

The thing that rankles me most, though, is that even such dry technical documents as the ones issued by the Department of Transportation continue to blithely tout the "benefits" of bike lanes for cyclists as well as motorists.    A poorly-designed or -constructed bike lane helps no one and, if anything, only fuels anger and resentments between motorists and cyclists.
 

Spinning Your Wheels To Make A Wheel

Two and a half years ago, I wrote a post about a bicycle wheel that looked as if it could have been drawn with a Spirograph set.

 

If you're of my generation, you might have had one.  It consisted of toothed wheels and bars used to draw various kinds of roulette curves.  The drawings that came out of it looked like some "dream catchers", wind chimes, stained-glass windows--and, yes, bicycle wheels--you've seen.

I don't remember whether I (or my brothers and I) got the Spirograph or the Etch-a-Sketch first.  But, for a time, we had both--that is, until the screen broke on the Etch-a-Sketch. (I still miss it sometimes!) I don't know what happened to the Spirograph set, but as I recall, we had it for a long time.  If memory serves, my brothers were still using it when I went away to college.

As I mentioned in my earlier post, not only some bicycles and wheels, but various accessories and art installations made from them, look like they could have been drawn with one of my favorite toys.

Here is another:

Not Monet: Vladimir Gusev

The first time I saw this painting

I said to myself, "I didn't know Monet painted that."

Now, I have never claimed to be an expert on the seminal Impressionist painter.  I can say, however, that I probably am more familiar with his work than the average layperson.  At least, I know enough to know that not all of his images are of waterlilies on ponds, lovely as those are.

And I know enough to tell a Monet from a Manet--and, certainly, from a Sisley, Pisarro, Renoir, Degas or Gaugin.  Still, I had to wonder, "Why did I never see this in any of the books--or in the Musee d'Orsay?

The first vehicles most of us would identify as bicycles--or semblances of them--were created early in Monet's life.  The high-wheeler or penny-farthing came along when he was coming into his own as an artist; the "safety" bicycle would be invented in the middle of his life, when he was becoming his most productive and innovative.  And the "bike boom" that seized most of the Western world (and Japan) at the end of the 19th Century and the beginning of the 20th coincided with his etudes of the Rouen Cathedral and his early Giverny work.  So it's certainly not inconceivable that a bicycles would appear in Monet paintings--or, for that matter, works by any of his contemporaries.

But, as far as I know, there are no velocipedes in any of his work.  This painting--of his son, Jean, on a hobby-horse--is about as close as he comes to including a bicycle in anything he did:

The artist whom I mistook for Monet, however, has graced quite a few canvases with his depictions of two-wheelers and the people--women and girls, mainly--who ride, or at least accompany, them.

And I wouldn't be surprised if he turned out more paintings with two-wheelers in them.  Yes, the artist in question is very much alive and working:  Vladimir Gusev.

If his name sounds familiar, it probably means you've been reading this blog.  In a bizarre coincidence, he shares his name with the unfortunate cyclist who--in my opinion, anyway--had his career ruined by the hypocrisy and mendacity of Johan Bruyneel, the directeur sportif of Astana, who threw him under the bus after the Union Cycliste Internationale (UCI) threatened to ban the team (and defending maillot jersey winner Alberto Contador) from participating in the Tour de France after doping allegations. 

Yes, we're talking about the same Johan Bruyneel who managed someone named Lance Armstrong on something called the US Postal Service team.  And, yes, the same UCI that looked the other way when Lance was winning but forced Gusev to drop his suit against them in order to continue his career.

The painter Gusev, of course, has nothing to do with any of that.  And the bicycles and cyclists in his paintings seem worlds away from the scandal-ridden milieu of professional racing.

Happy Mother's Day

I'll admit:  I wasn't always the best kid in the world.  I certainly wasn't the most obedient.  (Confession:  I still take some pride in that!)  Then again, as a rabbi pointed out to me, "The Fifth Commandment says, 'Honor thy mother and father.'  It doesn't say 'obey'."

Of course, that rabbi wasn't saying that I, or anyone else, should be a defiant child.  But he emphasized honor.  And, well, I can say I've tried to do that.  Really, I have.

The thing is, my mother knows that.  She knows now that even when I've done things she wished I hadn't, I wasn't trying to hurt or dishonor, let alone disrespect, her.  She knows there are some things I could only but do.  And she has supported me in what I needed to do.

Does she realize that I see cycling as one of those things I need to do?  Possibly:  She has encouraged me to do it, whether or not I needed encouraging. (She has never been a cyclist herself.) And, in the other things in which I needed encouragement--especially the biggest change I ever made--she has stood with me when others wouldn't.

My mother doesn't do computers, and probably never will.  However, my father might be reading this.  If he is, he will probably show it to her.  So, Mom:  Happy Mother's Day. And thank you.

(Both images are from Eleanor's NYC.)

She Didn't Need A Miracle. Neither Did I.

I've been to Lourdes.

No, I wasn't looking for a miracle cure--not even for the conflicts that raged within me.  In fact, I never planned to go there:  I just happened to pass through.

Back in 2000, I took a ride from France into Spain and back, through the Pyrenees.  Yes, I pedaled up Tourmalet, Hautaucam, Aspin, Portillon and Peyresourde, all of which have been part of the Tour de France at one time or another.  But I also pedaled through some cities and towns full of history and culture, including Toulouse (where I started) and Foix.  And, of course, Lourdes.

Now, I didn't think that a visit to the shrine would do anything that a good masseuse couldn't.  Still, I figured it would be interesting to stop there.  Even with all of the hawkers selling the tackiest souvenirs imaginable, it's lovely and charming--and offers some rather stunning vistas of the mountains and river valleys, not to mention great cycling.

The latter is known to many, including Rachel Atherton.  However, the ride she did is, let's say, just a little different from what I did:

 

Sometimes A Longer Crank Arm Is Only A Longer Crank Arm...

Time spent with cats is never wasted.

Truer words were never uttered.  (All right, very few truer words were ever uttered.)  Who said them?

The same person who said,

Everywhere I go,  I find that a poet has been there before me.

Hey, I can get with that, too.  Or:

Dreams are most profound when they are the most crazy.

Such a pronouncement is ironic, coming from a man who hated radios and telephones--he would use the latter, but only when absolutely necessary--because of the noise they made.  He even hated music!  He also hated motorcycles, which came out in the middle of his life, for the same reason.

He also hated bicycles, which no one--not even his closest family members and associates--could explain.  He never explained it himself.  However, I think it may have had something to do with his being a control freak, a label attached to him by everybody who knew him.  Or it may have been about his relationship with his son, who was an avid cyclist.

Ahh, father-son conflicts.  Did I hear "Oedipal"?  All right...now, perhaps, you have a clue to whom I'm referring.

Yes, I am talking about none other than Sigmund Freud-- who, if he were alive, would be 160 years old today.

What would he make of the fact that so many cyclists, particularly males, are riding longer cranks these days?  What would he have to say about wheels, and what our choices about spoke patterns--or discs--say about us?

About his hatreds:  Here's one that, perhaps, overshadows the others:

Yes, America is gigantic, but a gigantic mistake.

What would he make of the current Presidential race?
 

What I Will And Won't Do On Cinco De Mayo

I have it on good authority (i.e., some Mexicans of my acquaintance) that one sure-fire way to give yourself away as a gringo is to eat Tex-Mex or Cal-Mex or Nuyo-Mex food and drink Corona beer on this day, Cinco de Mayo.

From what they tell me, outside of Puebla, the holiday is not widely celebrated in Mexico.  It's not seen as "Mexican Independence Day" any more than 24 December, the day the War of 1812 ended, is seen as American Independence Day.

From Pinterest

In fact, according to my authorities/acquaintances, Mexicans have actually taken to calling this day "Drinko de Mayo" and "Gringo de Mayo".  Somehow I'm not surprised:  The vast majority of folks who get drunk on St. Patrick's Day aren't Irish, or even partly of Celtic heritage of any sort.

And, in another parallel to Cinco de Mayo, St. Patrick's Day is celebrated more robustly in the US, Canada and Australia than it is in Ireland itself.  The day celebrating an Anglo-Roman who converted Ireland to Christianity has become, more than anything, an ostensible celebration of Irish heritage, just as Cinco has become a celebration of Mexican pride.

(Likewise, Italian-Americans see Columbus Day as an occasion to celebrate their roots and culture.  But why, of all people, do we choose someone who got lost?)

Photo by Can Turkyilmaz, from Oak Cliff Advocate

Anyway...I promise I won't wear a sombrero or fake moustache.  (Having had a real moustache--and beard--for long periods of my previous life, I get no thrill out of sporting facsimiles.)  I won't even wear a sarape or any of those brightly-colored dresses or shoes.   I might eat something Mexican because, well, I like Mexican food, even in all of its bastardizations.

"Working Relationship"  by Nick Mc Coy, from the Oak Cliff Advocate

But I'll probably go for a ride after work.  That's one thing that translates into almost any culture, and therefore isn't culturally insensitive!

From the Downtown Mobile Alliance

(That bike shop certainly looks OK to me!)

 

Happy 100th Birthday, Jane Jacobs!

In general, what is good for pedestrians is good for cyclists--in urban areas, anyway.

Or, to put it another way, cities that are good for cycling are also usually good for walking.  Such cities usually have stores, services and other amenities that most people can reach without having to drive:  food stores, theatres, doctors' offices, floral shops, schools and book stores are accessible by bike, foot or mass transportation. 

While said retail establishments might include large supermarkets or department stores, they aren't the only options.  Stores in the kind of neighborhood I have just described often specialize in some thing or another, whether it's fruits and vegetables (possibly organic), hardware or housewares, biographies or practical bicycles:  the sorts of things that still often aren't available from big-box stores or online retailers.

Such communities also foster diversity, whether in gender identity and expression, race, ethnicity, income levels, cultural practices or education--in theory, anyway.


By "in theory", I mean in the world Jane Jacobs described in The Death and Life of Great American Cities.  When it was published in 1961, New York's Penn Station was about to fall to the wrecking ball, only to be replaced with a grim, cramped public space that shares only the name and ostensible function of its predecessor.  And, at that time, American metropolises, as well as some cities in other parts of the world, were doing everything they could to follow the vision of planner Robert Moses-- who envisioned cities that were vehicles, if you will, for the automobile (If he'd had his way, downtown neighborhoods like Greenwich Village, Soho and Little Italy would have been bulldozed for an expressway that would have torn through lower Manhattan from the Brooklyn and Williamsburg Bridges in the east to the Holland Tunnel in the west)--and of Le Corbusier, the Swiss-French architect who called for bulldozing downtowns to build skyscrapers interspersed with parks.




Both Moses and Le Corbusier saw traditional neighborhoods as vestiges of the past that impeded progress.  A street, in the words of Corbusier, was  a "relic of the centuries, a dislocated organ that can no longer function".  While people-watching could be fun, it could not compare, he said, with "the joy that architecture provokes".

Now, I like architecture as much as anybody does, if I say so myself.  But a necropolis of towers directs the eye away from the street, and a monochromatic cityscape can only deaden the senses.  I can't help but to think that adding more drivers to such a scenario wouldn't make a city safer, let alone more pleasant, for pedestrians--or cyclists.

While Ms. Jacobs' work has had unintended consequences--She saved the Village and Soho, but who can afford to live in them anymore?--there is little doubt that she has made life better for those of us who ride in large cities.  For that, we owe her a debt of gratitude.

She, who would have been 100 years old today, died in 2006.  Needless to say, her legacy lives.

I should mention that she was a cyclist:  She was often seen pedaling the streets of the Village and, later, Toronto.  Are you surprised?

 

The Sad Saga Of Vladimir Gusev

Perhaps you have heard of Vladimir Gusev, the Russian cyclist who twice won his country's time trial championships. In July of 2008, the Astana team fired him for "abnormal values".  (It sounds like an accusation Ted Cruz would throw at Donald Trump, gay people or just about anyone else, doesn't it?)  On the surface, it sounds like just another doping case, wouldn't you say?

However, the story is more complicated than I've so far described.  You see, the Astana team--founded in Kazakhstan two years earlier--was kicked out of the Tour de France in 2007 after its star rider, Alexander Vinokourov, tested positive.  Needless to say, the team was in a crisis--one that could have threatened its very existence.

Vladimir Gusev:  Victim of the UCI and Johan Bruyneel

To show that Astana was taking a stance against doping (I see the eyeballs rolling!), it recruited who was undoubtedly the best man for the job:  Johan Bruyneel. If his name doesn't sound familiar, I'll tell you a little about him:  From 1999 until 2007 (Do those years ring a bell?), he was the directeur sportif  of--are you ready?--the US Postal Service Team.  Yes, the team that employed one Lance Armstrong.  And a fellow named Alberto Contador:  more about him later.

To show that he was really, really serious about running a clean team, he brought in the Grand Inquisitor of the anti-doping movement:  the Danish doctor Rasmus Damsgaard (Don't you just love that name?), who successfully established anti-doping protocols with Bjarne Riis' old crew, Team CSC.

OK, so maybe Bruyneel was ready to set his riders on the straight and narrow after all.  But soon after bringing Dr. Damsgaard aboard, which cyclist does he hire?  Why, none other than Contador, who'd just won the Tour de France under Bruyneel's tutelage with the Discovery team. 

Well, not long after, the Union Cycliste Internationale (UCI), the sport's governing body, declared that it wouldn't allow the Astana team to participate in the Tour de France.  That meant, of course, that Contador would not be able to defend his yellow jersey.  But, even worse, from Astana's point of view, was that the ban would, in essence, destroy the team.

Bruyneel realized he had to show the UCI that Astana could take care of its own doping problems. So--quelle coincidence!--Damsgaard just happened to find "abnormal values" in Gusev's blood.  The good doctor informed the kindly directeur sportif--who, putting the good of the team and the sport above all else, fired Gusev.

He made the announcement in the middle of a broadcast on Belgian TV, where he was a commentator for its Tour de France coverage.

That went down nearly five years before Lance Armstrong made his confession.  During those years--and before, when Lance was winning seven consecutive Tours--accusations of doping swirled around him.  Now, I am not going to take a stand on Lance.  However, I do believe that it was hypocritical, to say the least, for the UCI to look the other way while Lance was winning the Tour but to, essentially, get Gusev to drop his suit against them so that he could continue his cycling career.

Then again, as loath as I am to defend the UCI, the organization looks pristine compared to Bruyneel, who--from all of the testimony we've heard so far--enabled Armstrong, Contador and other riders' doping but hung Gusev out to dry.

Today, Gusev is riding for the Skydive Dubai Cycling Team.  It's good to see that he's still "in the game" but, at age 33, his best years are probably behind him.  It's enough to make one wonder what sort of rider he might have become had he not gone two years (2008-2010) without racing, just when his star should have been ascending.  Perhaps we'd be hearing more about him than about a couple of other riders Bruyneel managed.

(In the near future, I will write about another Gusev who also has a connection with cycling, or at least with bicycles.)