Securing Your Bike Without Weighing It Down

One of the biggest "arms races" in cycling doesn't involve technological innovations in the equipment Tour de France riders use.

Rather, it has to do with what transportation and recreational cyclists use to keep their bikes.  Ever since Kryptonite and Citadel introduced U-locks (or, as some call them, D-locks) in the mid-1970s, nearly every bike security system is a variation on the design.  The changes have mainly been in the locking mechanisms themselves, as thieves typically found ways to pick them.  

Lock-makers found ways to stay one step ahead of the perps until another kind of technological development--in batteries--made power tools lighter and more portable.  So, now a professional or habitual bike thief's weapon if choice is more likely to be an angle axle grinder, which he or she uses to erode the lock's shank.

In response, U- and D- lock makers beefed up them up, using harder steel and more of it. One unfortunate consequence, which you might be familiar with, is that such locks have become very heavy.

Knowing that, a British company has created a new line--the Litelok X series--of D locks (their terminology).  They are fashioned from something called Baronium, a composite material that is fused to a hardened high-grain, high-tensile steel core. The makers of these locks claim that their products will resist grinders better than any others on the market at about half the weight of conventional D locks.

 

Litelok's makers say the locks are rattle-free, owing to the tight clearances of the shackle and the dual-locking design.   Each come with the company's new Twist + Go mounting system, which they claim will fit any bike.  The firm has also partnered with British bag maker Restrap to make a belt-fitting holster that will allow you to carry the Litelok on your person.

Two different models of the lock, the X-1 and the X-3, will be available.  The X-3, the more expensive one, is slightly smaller and heavier, but has an Abloy Sentry lock--currently considered the "gold standard'--while the X-1 has an ART 4-accredited cylinder.  Both items exceed the new Sold Standard bicycle lock ratings.

 

A New Regime Ushers In A Bike Boom For Half Of The Country

According to the stats for this blog, most of you, my dear readers, live in what policy-makers call "advanced" economies with relatively stable political systems.  Thus, I would surmise, many, if not most, of you are cycling by choice. You know that it's good for your health.  Or you're trying to reduce your carbon footprint, or simply your energy bills.   Pedaling to work or school may be more convenient than other forms of transportation, especially if you live in a large city or don't have to commute long distances.  Finally, you might be riding just because you enjoy it.

There is at least one place where, for understandable reasons, I have few, if any readers.  One of those reasons has to do with access to Internet content:  Whether or not its rulers have restricted it through censorship and other forms of subterfuge, as has been rumored, many people simply have no way to connect.  That has to do with a second reason:  poverty.  Not only do many people not have the means to pay for access, the ways they use bikes--if they have access to them--are very different from what I often discuss. And, finally, I suspect that the authorities might block or scramble this blog, not only because of some of the opinions (some not bike-related) I express, but because of who I am.

In that locale, some might be pedaling for their health, though I suspect that, relative to the United States, few are fighting "the battle of the bulge" and its attendant diseases like diabetes.  I doubt many are riding for environmental reasons, not because the people aren't conscious of climate change, but because their carbon emissions, currently and historically, barely register at all.  And I don't think they're cycling to work, school or the market as an "alternative" form of transportation because, really, there aren't many alternatives for them.

So what place am I talking about?  It's literally on the other side of the world--socially and economically, as well as geographically--from where I am.  That place is the capital of one of the world's more remote countries:  Afghanistan. Whether or not it was their intention, the Taliban have loosed a surge of bicycles on Kabul's streets.  

Over the past thirteen months, since the Taliban took control of the nation, sanctions have seized up banking and trade. At the same time, aid from Western countries has disappeared. As if those things weren't bad enough, Putin's invasion of the Ukraine have sent fuel prices skyward.   Owning and driving a private car was prohibitively expensive for most residents even in the best of times.  Now it's all but impossible, and the dire economic situation has put bus and shared taxi rides out of reach for many.

Photo by Diaa Hadid

So, workers and students have taken to cycling and bike shops are popping up all over the city.  While they, and the more established shops, may have new bikes for sale, most people buy used bikes or fix up old ones, not only because they are less expensive, but the condition of many streets and roads ensures that new bikes won't look that way for long.

While some may return to taking buses or cabs if the economy and their incomes recover, some say they enjoy riding and have found other unanticipated benefits.  Ahmad Fahim, a 25-year-old radiologist, observed that in addition to weaving through traffic, his bike "gets me through Taliban checkpoints" where motor vehicles are typically stopped and searched. 

There is one dark side to this new Afghan bike boom.  It, too, was sparked--if not directly, then almost certainly intentionally--by Taliban rule.  If you know anything about the Taliban's fundamentalist Islamic beliefs, you might have guessed it:  The cyclists are all of one gender.  

The Taliban doesn't explicitly forbid women from cycling.  It doesn't have to.  It simply tells women to stay home and, if they step outside, to cover up and be in the presence of a male guardian.  Those edicts effectively ended the mini-bike boom Shannon Galpin helped to create among Afghan women for more than a decade.  She recalls, "It was like popcorn.  It just took off."  There were women's bike clubs and teams, and even a coed multi-day race in the relatively liberal province of Bamiyan.

When the Taliban took power, Galpin helped dozens of female cyclists flee the country.  The ones who couldn't now watch, with sadness, depression and anger, male cyclists.  "When you see men can do that and you can't do that, it feels like  injustice," laments a woman who asked that her name not be used because she's seeking asylum in the US.

It's a sad irony that she has to seek a new life in an unfamiliar country to enjoy something the Taliban have enabled in her own. I hope she finds the refuge she seeks--and that she continues to cycle, by choice.

Danger In My Backyard

As I've mentioned in other posts, for several years running, Florida is the US state where a cyclist is in the most danger of being killed by a motorist.  No other state comes close in that category.

Of course, that doesn't mean the Sunshine State has a monopoly on intoxicated or distracted drivers, supersized diesel-powered pickup trucks with bodies customized to take up an entire roadway, drag racers (though the state is home to Daytona) or inherently dangerous roads.

As for the last item on that list:  The single most dangerous road (excluding Interstates and other highways where bicycles are prohibited) for cyclists in the United States is in my home state of New York.  In fact, it's in my backyard.

All right, since I'm an apartment dweller, I don't have a backyard.  What I mean is that said thoroughfare is near me.  In fact, I've crossed, though not ridden, on it a number of times.

According to the Nassau County and Hempstead Police Departments, drivers struck 320 cyclists and pedestrians on the 16 mile-long Hempstead Turnpike (a.k.a. New York State Route 24) between 2011 and 2021. Mind you, that is only the number of such incidents the constables know about through 911 calls.  Of said victims, 13 died.  Another six were killed just during the past year.  The road is so dangerous for cyclists and pedestrians, in fact, that most of the fatalities were cyclists or pedestrians trying to cross the road so they could continue along one of the many streets that intersect with it.  

The most impatient and hot-tempered drivers I've ever encountered, anywhere were along that road.  When the light turns green, it's like a dam opening: a torrent of vehicles rushes through.  Woe be to a cyclist or pedestrian, even one in a wheelchair, who happens to be in the path of that storm surge.

OK, so I mixed my metaphors a bit. But I think you have at least a partial picture of what I'm talking about.  The drivers are indeed in a hurry to get to the store or through the next red light, but if someone wanted to design a traffic conduit that would bring out the worst in such drivers, he or she could hardly come up something that better fits the purpose than the Hempstead Turnpike.

Photo by Levi Mandel

One problem is that, in some stretches, it's even wider than an Interstate (like an Autobahn or Autoroute).  Through most of its length, it has eight lanes of traffic, with dividers that are low to the ground or nothing more than lines painted on the asphalt.  Also in keeping with the worst in highway design, it has no bike or pedestrian lane or, for most of its length, sidewalks.  

But unlike superhighways, it's not elevated or in a trench:  It's at the same level as other streets.  And, as it passes through residential and suburban residential neighborhoods, many two-lane and one-way streets cross it.  That means many people must cross in order to get to work or school or go home.

What exacerbates all of these deficiencies is that the Hempstead Turnpike begins in an area of southeastern Queens that has one of the highest population densities in the United States but almost no mass transportation.  That means people are car-dependent.  That part of Queens is also relatively low-income and has few stores besides bodegas and small grocery stores.  Thus, residents of that area frequently drive to the Nassau section of the highway, with its abundant stores (including supermarkets and chain stores), which offer more variety and lower prices.  

Also, many residents work in those stores and in other area businesses.  Meanwhile, the fact that on its Queens end, the highway connects with the Grand Central Parkway--a major artery to western Queens and Manhattan--also guarantees that many Nassau County residents drive their daily commutes on it.

When the Hempstead Turnpike isn't clogged with traffic--on most days, only from about 2 to 4 in the morning--it becomes our local version of Daytona.  Sometimes the wannabe racers even test the limits of their machines, in speed and maneuverability, when there's traffic.  The worst part is that they're not the only ones exceeding the 30- to- 40 mph speed limit.  In fact, according to a grim joke or local folk wisdom (depending on whom you believe), police officers give tickets to drivers who don't speed because they're the ones the cops can catch .

Having crossed the Hempstead Turnpike many times, I'm not surprised to learn that it's officially the most dangerous road in this region, and probably the nation.  Ironically, when I was "doored" nearly two years ago, I had just crossed the Hempstead Turnpike.  It wouldn't surprise me if the driver who opened her door into my path--or the drivers who honked their horns out of frustration over having to stop for a cyclist lying in their path--had just turned off the Turnpike.