On a hot day, one of the best ways to end a bike ride is with a boat ride. That I did today on the Staten Island Ferry, after a ride on Helene that took me up the Bronx cliffs, across Manhattan, down the New Jersey Palisades into Hoboken, Jersey City and Bayonne, then, finally, over the bridge into Staten Island.
One of the nice things about riding on a hot day with low humidity, as I did today, is that the weather isn't nearly as oppressive as it is with high humidity. On the other hand, if you're like me, you drink anything and everything in sight. Still, I think I got to the Ferry less fatigued than these guys:
Helene is in front; the bikes behind her were ridden by the two recliners. At least nobody can be accused of reading over this guy's shoulder!:
As befitting a high-class English lady with some French culture, Helene was her usual modest self:
With her, the ride was definitely smooth sailing:
I've been to Hell.
All right. I confess (Do you still go to Hell if you confess): I wrote that first sentence to get your attention. I didn't see lakes of fire or papal prelates or industrial/military plutocrats with encased in ice up to their necks. And I didn't have an out-of-body experience.
But I did ride over something that, on a fixed-gear bike, can very closely resemble Hell:
Riding over this street made me think of the Paris-Roubaix race, often called L'Enfer du Nord (The Hell of the North). Every year in April, the race organizers look for the roads in northern France and Belgium with the pointiest cobblestones or with all sorts of other hazards.
Bernard Hinault is a five-time Tour de France winner and very old-school racer: Unlike, say, Lance, he used to ride--and, very often, win--all sorts of races all over Europe. But he flatly refused to ride in L'Enfer. It's hard to blame him: He had chronic tendinitis in one knee, a condition that caused him to abandon the 1980 Tour de France while he was wearing the leader's yellow jersey. Finally, the following year, he rode Paris- Roubaix--the only time he would do so--and won.
Wouldn't you like to see a race like that run through DUMBO, where I took the photo? From there, such a race could spin through other nearby industrial areas along the Brooklyn waterfront. There are also other areas--most of them industrial or post-industrial--with Belgian cobblestones like the ones you see in the photo.
When I had a mountain bike with shocks, I used to ride over those streets for fun. The experience was still jarring, because most mountain bike shocks are designed to keep the bike stable rather than to cushion the rider. It's the kind of joyously harebrained thing you do when you're young--or, as I was, full of testosterone (and, possibly, other substances).
After bouncing along the DUMBO cobblestones, I stopped in Recycle A Bicycle, where I have been volunteering. The young woman there was working on this bike:
She assured me that the paint job was as it appeared to me; I was not seeing an optical illusion induced by the ride I'd just done!
The latest edition of John Forester's Effective Cycling has been published. I plan to obtain a copy, in part because I am curious to see what has changed. Also, given Forester's age, it might be his last revision to his book.
I have one of the early editions of the book, from 1985. It may have been the first publication--at least in this country--to advocate and explicate the concept of Vehicular Cycling. This means that cyclists should ride as if their bikes are vehicles--which, in fact, is what they are for many of us. That means, among other things, taking and using lanes in similar ways. In turn, he says, motorists and policy-makers should treat bicycles as if they are vehicles.
At the time the first edition of the book came out, Vehicular Cycling seemed like a radical idea. Even more radical was his notion that there shouldn't be separate infrastructure for cyclists because if cyclists acted more like vehicle operators, there wouldn't be any need for separate bike paths and such.
Almost everything urban planners have done to promote cycling and make their cities more "bike friendly" runs counter to what Forester says. One reason for that is that most planners are not cyclists; even the ones that are labor under the same misconceptions the non-cycling public has. Also, it seems that cities can get money for building bike lanes, but not for Effective Cycling courses (or any cycling courses, for that matter).
I don't entirely agree with Forester's idea that there should be no infrastructure for cyclists. If Vehicular Cycling became the norm, there wouldn't be as much need for paths and such. There are a few areas, I think, in which such lanes make sense. However, I would rather not have any lane at all than lanes that are poorly conceived- and -constructed and therefore even more dangerous than the streets from which the lanes are supposed to protect cyclists.
Still, I think the fact that such questions are being discussed at all is perhaps Forester's greatest contribution.
