Riding In Her Mortal Dress

An aged man is but a paltry thing,
A tattered coat upon a stick, unless
Soul clap its hand and sing, and louder sing
For every tatter in its mortal dress

Those lines, from the second stanza of William Butler Yeats' Sailing to Byzantium, will never be found on the door of any plastic surgeon's office.  But for me, they have become an inspiration, if not outright instruction.

They are among the reasons I continue to call this blog "Midlife Cycling" at a time when many would argue that I am no longer in mid-life.  To them, I say that as long as I don't know when my life will end, I am in the middle of it.

Such an outlook provides an answer to another question.  If it doesn't, then perhaps Martha Stewart does.

Truth be told, I never paid a lot of attention to her because, in the days before saving episodes of TV shows for future viewing was possible, let alone convenient, she always aired at times when I couldn't watch them.  Also, I always sensed that I would never be able to replicate some of the things she showed because I didn't have a big enough living space or enough money, or I didn't just happen to have the ingredients on hand.

But now I look to her to solve a riddle.  Actually, it's one that never really exercised my mind before, but someone brought it up in a tweet:

So, this "seafoodpedia" thinks Ms. Stewart will "set an example" by giving up cycling.  Why?  I suspect that "seafoodpedia" is trying to rationalize his or her own laziness or indolence--or is simply upset that Martha is riding faster or better than he or she is--or riding at all.  For all I know, "seafoodpedia" might just be someone who hates bicycles or cyclists.

So, how old does "seafoodpedia" think is "too old to bike safely."  Well, apparently he/she would say 77--Ms. Stewart's current age--or younger.

While I might be practicing a form of denial in calling myself "middle aged", I think it will keep me from believing I'm "too old" to ride a bike--or do many other things.  With every pedal stroke, I can clap my hand and sing, louder, for every tatter in my mortal dress.

So can Martha Stewart--though, I must say, her "tattered dress" looks pretty darned good!

Enrigester--ou Laissez-Faire?

Woonsocket, Rhode Island claims it's "la ville plus francaise aux Etats-Unis": the most French city in the United States. In one sense, that's true:  An estimated 46 percent  of its residents  are of French or French-Canadian heritage. It's believed that proportion is higher in Woonsocket (Don't you just love saying that name?) than in any other US municipality.  Moreover, the city is home to the American-French Genealogical Society.

But of all cities in the States, the one with the most French influence is undoubtedly New Orleans.  You can see it in the food, architecture, street names and the pace of life:  Gallic joie de vivre combined with Southern languor.  And while other US states are divided into counties, Louisiana, where New Orleans is located, consists of parishes:  a remnant of the region's French Catholic colonial past.  For that matter, the city's and state's codes bear more semblance to France's (or Quebec's) Civil Codes than to the Common Law-derived jurisprudence found in the rest of America.

Interestingly, it seems that the former colony and the former coloniser could go in opposite directions, at least in one area of bicycle policy.

Yesterday, "N'awlins" (All right, I'm a New Yorker but I don't say "Noo Yawk".  So this is the last time I'll pronounce New Orleans as a contraction!) announced that bicycle registration is no longer mandatory--except for rental bicycles.  The city will still offer registration; however, it will be voluntary and the fee will rise from $3 to $5 on New Year's Day.

What spurred the change, according to local advocates, is the $1000 in fines levied against musician Kevin Louis when he rode his "raggedy old" bike to buy a pack of cigarettes in the wee hours of morning.  Others have suggested, though, that the process for registering too often proved to be cumbersome, especially for those who couldn't provide a sales receipt or other proof of purchase for their wheels.  Examples include bikes purchased at yard sales or passed down between family members or friends--or, say, a bike someone gave away when he or she was moving.

But I believe there are also other reasons for the repeal.  One is the laissez-faire Southern attitude.  Remember, the city and state are deep in a part of the nation where the Second Amendment (or, at least a particular interpretation of it) is as sacred a document as the Gospels or the book of Leviticus.  People there really don't like governments telling them what to do; for them, having to register anything reeks of "Big Brother."

A more legitimate argument, however, was raised by other people.  Whenever any jurisdiction implements bike registration, a stated purpose is invariably to combat bike theft.  Registration supposedly deters at least some thieves, and makes it more likely that stolen bikes will be returned to their owners.

While there is no way to verify the first claim, one would expect that registration might deter casual thieves or "crimes of opportunity".  On the other hand, while some bikes in New Orleans and other places have been returned as a result of registration, the chances that you will ever see your bike again if it's nicked is depressingly small.

Yet, another jurisdiction--a nation, in fact--is making the arguments about theft deterrence and returning stolen bikes as it proposes a bike registration program.  It's part of a Plan Velo that, if implemented, would take effect in France in 2020.  Each frame would be marked with a number registered in a national database, much as motor vehicles are.

Other parts of the plan include installing secure bicycle parking facilities at SNCF (the French national rail system) stations, creating more widespread networks of bicycle lanes, offering employer-disbursed incentives for employees who ride their bikes to work.  (Similar subsidies are offered for those who use mass transit.)  It also would provide for bicycle classes in elementary schools.

While few doubt that building infrastructure and offering financial incentives could entice some commuters out of their cars and onto bikes, it's legitimate to question whether bicycle registration will actually help, as its proponents claim, to curb bicycle theft.  In fairness, some people, especially in cities, might be more willing to pedal to work if they felt confident they would still have their bikes at the end of the work day.

It's always interesting to see what happens when nations and their former colonies forge very different solutions to a problem.  Could 64 million French people really not be wrong?  Or do 393,292  folks in The Big Easy have the right idea?

What would they do in Woonsocket?

Trying To Clear The Air

According to the World Health Organization, the cities with the world's worst air quality are clustered, with a few exceptions, in three areas:  India/Pakistan, China and the Middle East.

What most of the cities on WHO's list have in common is rapidly-developing economies, mainly in manufacturing and other highly-polluting industries.  However, one of the reasons why so many Chinese and Indian cities make the list is, ironically, the opposite of a reason why Middle Eastern urban areas are found on that same list.

That reason has to do with petroleum.  Countries like Saudi Arabia and Iran have lots of it, and use it.  On the other hand, while India and China are also petrol producers, they have also become importers because their industries and vehicular traffic have grown so much, and because their current oil reserves are more difficult to tap than the ones that have previously been tapped.  Plus, both countries are rich in coal, which is widely used as fuel as well as in making steel, a major export for both countries.

But it seems that even in parts of the oil-rich Middle East, there is some awareness of the perils of petrol dependency.  Some of them are, of course, economic:  What will they do when the oil runs out, or simply becomes too difficult or expensive to extract from the ground--or, for that matter, if demand for it decreases?  Other hazards of fossil-fuel addiction include--you guessed it--health hazards related to poor air quality.

So, perhaps, it is not surprising that the Netherlands Bicycle Partnership, a consortium of public and private organizations working with the University of Amsterdam, is working to encourage cycling in Tehran, the capital of Iran, as well as other cities (which made the WHO list) in the country.

The NBP, formed in 2015, works with local governments and organizations on sustainability issues.  It recently helped to devise a document designed to encourage cycling in the Iranian capital over the next five years.  The city is starting to take the steps necessary to develop the infrastructure and do the other things needed to meet the goals of the document.  This is significant because previous attempts to promote cycling failed, in part, due to the lack of said infrastructure--including bike lanes and ride-sharing programs.

It would be interesting--and gratifying--if an area with an economy so tied to petrol production can develop the sort of bicycle infrastructure--which, one imagines, could encourage bicycle commuting as well as recreational cycling--found in petrol-poor countries like the Netherlands, which has significantly better air quality in its cities.

(Interesting side-note: In Europe, the west generally has better air quality than the east--and the differences are stark.  In fact, there's a clear line between the two, and it roughly follows the old Iron Curtain.)