Put On Purple And Ride To Work

Today is national Ride Your Bike to Work Day.

I just found out that it's also "Put On Purple" Day.  The Lupus Foundation of America has so designated this day to raise awareness of one of the most pervasive and severe conditions most people don't know about.  

One reason for the lack of awareness, I believe, is that many people perceive--as I did, until recently--that the disease only affects African-Americans.  Another reason is that 90 percent of its victims are female.  Illnesses that affect mostly women and girls are given the short shrift vis-a-vis those that affect males because medicine, as we know it, is a partiarchy.  Not only are the vast majority of doctors still men, so are and were most of their medical-school professors.  Said professors, like their counterparts in any other field, teach their students what they learned.  Given that--because, until recently, nearly all doctors and researchers were men--most research was done on conditions that mostly affect males, and the "baseline" sex in medicine has been male.

Anyway, if I had known that Put On Purple and Bike To Work Day converged as they did today, I'd have organized a ride in which everyone wears a purple jersey or T-shirt. And, of course, I'd be on it, riding one of my purple bikes (actually, Mercian finish #57)!

Here is someone who would definitely belong on such a ride:

Creative Cycling

"The meaning of life came to me while I was washing the dishes.  I wrote it down on a napkin, but it got soaked and the ink ran."

I don't remember who told me that.  It was said in jest, but perhaps it's not such a joke after all.

After all, how many times have you had ideas come to you when you were occupied with something else?  Or, better yet, while you were on your bike, dodging and weaving through traffic or pumping your way up an 8 percent grade?

If you've had inspiration, or simply moments of clarity, while riding your bike, you shouldn't be surprised.  After all, more oxygen is being pumped to our brains, which are probably in a somewhat altered state of consciousness anyway.

I am thinking about that now because I came across this photo of Sir Edward Elgar:

While it says great things about how good cycling can be for our creative processes, it doesn't say much about his relationship with his wife.  Was she a "bike widow" or a "music widow"?

Elgar was an enthusiastic cyclist who often pedaled the 90-mile (150km) round-trip to see his favorite football team, the Wolverhampton Wanderers.  He said that some of his music came to him while he was in the saddle.

That is what this writer said about some of his work:

 I can just imagine Count Tolstoy stopping in the middle of the taiga and hurriedly scribbling War And Peace before re-mounting his wheels.

Speaking of writers, you've probably seen this image of Henry Miller:

 

But I'll bet you haven't seen this one of Thomas Hardy:

Around the same time, one of the very first tandems was ridden by none other than Sir Arthur Conan Doyle and his wife:

About a century later,  Patti Smith was helping to make the Meatpacking District--and city bikes--fashionable:

And, of course, no blog post about creative people and great thinkers on bicycles would be complete without this image:

Einstein said that the concept of the Theory of Relativity came to him while he was riding his bicycle.  That makes perfect sense, especially if you believe that the universe is a giant wheel.

Getting More People To Bike To Work

Two weeks ago, I wrote about something that, I believe, is the most important factor in making a city (or culture) "bike friendly".

Today, I'm going to share some of my ideas about something that could turn more drivers into cyclists and, thus, make a city more "bike friendly":  getting more people to ride bikes to work, school and for errands, shopping and other short trips. 

As more than a few bloggers, writers, urban planners and others who've thought about the topic (including yours truly) have said, employers as well as governments can offer people incentives to ride their bikes to work.  Governments can offer things like tax incentives, both to cyclists (or anyone who doesn't use an automobile) and to employers who encourage their employees to ride to work.  Governments could also offer retailers and other small business owners incentives to make it easier to park bikes safely in or around their facilities.

The Federal Commuter Tax Benefit took effect on 1 January 2009.  An employee can receive up to $20 a month for riding his or her bike to work if--and this is a big if--the employer offers the benefit.  As of now, it's not mandatory.  Also, an employee can receive the benefit only if he or she does not receive other transportation benefits in the same month.

Rep. Earl Blumenauer of Oregon has tried to amend the FCTB so bike commuters could receive the transportation benefit and divert the $20 from their own money, rather than asking for it from their employers.  Such attempts have been unsuccessful, possibly because most employers who provide transportation benefits do so through a benefit provider, just as they contract for employee health benefits through insurance companies or state plans.  Although I have no experience in this area, I imagine that it's harder for an employer to get their providers to change a policy than it is for them to change policies regarding benefits they provide in-house, on their own.

It's obvious how such a benefit can help cyclists both in helping to defray the costs of cycling (which, while far less than automotive commuting, can still add up) and to pay less in taxes.  But--again, I speak as a layperson--I should think that employers would like it because, as a pre-tax benefit, it would save them money on taxes as well.

I think governments could do even more.  For instance, those who itemize their deductions  could be allowed for the expenses incurred while cycling to work, just as automotive (or other vehicle) expenses can be deducted.  And, I think greater deductions could be allowed for business owners and employers who offer such things as indoor bicycle parking facilities and facilities in which employees can clean themselves up and change clothes.

As for employers, some interesting and creative suggestions are offered on the website of Muskegon County (Michigan) Ride On!  One is offering "starter kits" consisting of items like patch kits, reflective stickers, water bottles and a bike commuter's handbook to employees.  Another is making arrangements with local bike shops to offer free or subsidized tune-ups on employees' bikes.  Also suggested are having employee groups participate in local cycling events, or for the employers to have such events themselves--as well as recognition for participants as well as those who regularly ride to work.  And, perhaps most enticing of all, employees could receive discounts or subsidies on the purchase of bicycles and other bicycle-commuting necessities.  Or, employers could provide financing or payroll deductions for such purchases.

Any of these ideas--and greater implementation of tax breaks and monetary benefits for commuting--will do more to get people to ride their bikes to and from work than all of the bike lanes that have ever been built.

Stoopidtall

If you're reading this, you've probably seen at least one "funny bike":  you know, the kind with one frame is stacked on top of another.  

I've seen as many as four frames stacked up, with I-don't-know-how-many kilometers of chain connecting the cranks bearing the pedals with conveyor cogs and the sprocket that spins the chain that drives the rear wheel.  It was parked, so I don't know who (or whether anyone) rode it, let alone how he or she would have mounted such a machine.  

Turns out, that bike wasn't nearly as tall as one someone rode (yes, rode) at Ciclavia, a car-free bike ride through Los Angeles streets.  

Now I'm going to show you how much of an East Coaster I am:  I can't believe I typed the "car-free" and "Los Angeles" in the same sentence.  Still, I find it even more incredible that someone was actually astride that contraption.

If you really want to be amazed, here's a video of someone riding it:

That intrepid cyclist is 14.5 feet (about 4 meters) above Santa Monica Boulevard, or wherever he was riding.  Although I admire him, I don't think I would try it at home--or L.A., or anywhere else.

If that bike were ever to come to New York, its name would help it to fit right in:  It's called Stoopidtall.

CycloFemme In Ottawa

Here's something I wish I'd known about sooner:

Today, a new ride is taking place in Ottawa to honor Global Women's Cycling Day, or CycloFemme.

Rides and other events to honor this day--which also happens to be Mother's Day in the US. (Yes, I called my mother!)  Today's ride is the first such event for the Canadian capital.

According to the announcement, women of all ages and cycling abilities are welcome.  And there's no entrance fee. What's not to like?

I've never cycled in Ottawa, but I hear that an active cycling community has developed there.  Given what I experienced when cycling in another Canadian bilingual city--Montreal--I wouldn't be surprised.

A Bike Tom Would Have Liked

Thomas Avenia, who owned one of the first (and, for a long time, one  of the few) shops in the US to sell lightweight bicycles, once told me that track bikes are "the king of bicycles."  He, who lived to be 95 years old, rode one well into his 80's.

I recently spotted one that I think he could have appreciated:

Now, he never would have ridden his with those handlebars:  His own machine, a vintage Frejus, had TTT Pista bars, if I recall correctly.  But the rest of the Bridgestone I spotted would have pleased him.

I think I've seen one or two other Bridgestone track bikes.  This is the first chromed one I've seen.  

If I'm not mistaken, this Bridgestone track bike was built by hand, in a separate area from other Bridgestone bikes.  Most Bridgestones I've seen had clean, well-finished lugs and paint.  They're even better, I think, on this bike.

Bridgestones were originally imported into the US under the name "Kabuki" during the 1970's. In the 1980's and early '90's, Grant Petersen worked for the company and helped to design the bikes that were imported into the US until 1994.  

I feel that the only Japanese bikes that were as good as, or better than, Bridgestones were made by Miyata and Panasonic.  They are also among the most sought-after mass-produced vintage bikes.  

Tom would have appreciated Miyata's and Panasonic's track bikes. But I think this Bridgestone would have done more to remind him of his beloved Frejus.

Silver Lilacs

After yesterday's deluges, riding to work this morning under a sun thinly veiled by high cirrus clouds was simply delightful.  Doing the commute with an engaging man--and good cyclist--made it even better.

His name is Allen.  Or is it Alan?  However, he spelled it, he was keeping up a good pace--and riding an intriguing bike.  I'd seen one or two like it before, but his was the first I'd seen in a large frame size.  I didn't get a chance to photograph it, but I've found images of that model on the web.

It's a Motobecane Le Champion.  He said he bought it used in 1981, in his native California.  I'm not surprised that he's still riding it: The frame, which was hand-brazed with Reynolds 531 tubing, is as solidly as it is beautifully built.  

If I recall correctly, Le Champion was the top Motobecane racing model until the Team Champion, on which Luis Ocana won the 1973 Tour de France, came out.  Allan's Le Champion appeared to be from about 1974 or so, based on decals and paint that looked like this:

Sometime in around 1975, Motobecane started to use blockier lettering rather than the script you see in the photo.  But, in 1974, Le Champions were offered in the color shown. The catalogues referred to it as "silver lilac."  It's one of my favorite bike colors of all time, because it has the character of purple that I so love, but it also has, to some degree, the elegance of silver Cinelli bikes from that same era.  

"Velouria"--who inspired me to start this blog--has a Mercian fixed-gear bike  in a similar color, although I think hers is a bit more purplish.  I love it, too.  It's what I would have chosen for my own Mercians if I hadn't gone with the purple/green (which actually looks purple most of the time) finish they sport.

Le Champions were equipped with a combination of high-end French and Campagnolo components. Alan, or someone else, swapped out the original Campy Nuovo Record derailleurs for Sun Tour Cyclones which, in my opinion, shift better.  And modern Mavic rims were laced to the vintage Campagnolo hubs.  But the bike still had its original Stronglight cranks, Campagnolo brakes and other parts.

He said he'd like to give the bike a "facelift."  Whatever he does, I hope he keeps the original color.

When I Ride--And Don't Ride--In The Rain

I am often asked whether I ride in the rain.  The most precise answer I can give is, "within reason".

What does that mean, exactly?

Well, if it's raining and the temperature is less than 40F (5C), I won't ride.  Likewise, I won't start a "pleasure" ride in the rain unless it's warm and I'm at a seashore. And, unless I absolutely have to be somewhere (e.g., my workplace) and there is no alternative means of transportation, I won't ride if it's raining so heavily that I can just barely see out of the windows of my apartment.

The latter condition prevailed today, just when I had to leave for my commute.  The rain stopped for a few brief interludes throughout the day.  But I knew more was coming.  I think this cell-phone photo I took from the Queensborough Plaza train station tells today's weather story:

The clouds envelop much of the Empire State, Chrysler and UN buildings which, on most days, are clearly visible from the station platform.  

And, yes, more rain came. It fell even harder than what came down when I was leaving my apartment.

An Unintended Victory For Cyclists

Today, 8 May, is celebrated as VE, or Victory in Europe, Day in some countries.

I never paid much attention to that date until I was living in Paris and I encountered a street named for that date.  I was fascinated with the custom of naming streets after historical dates--a practice almost wholly absent in the US--and the number of Parisian streets named after historical figures.  As Google didn't exist in those days, I spent a pretty fair amount of time in the bibliotheques.  That is where I learned, among other things, the significance of 8 mai 1945.

From  Denes.us

I also learned about the significance of bicycles in that conflict.  Though we hear a lot about the evolutionary advances in military technology--such as the ones in aircraft, submarines and munitions--pedal-powered two-wheeled vehicles also played an important role in the war, to the degree that all of the combatant nations (including the US) had bicycle patrols or batallions, and transported bicycles in their ships, tanks and other vehicles.

Germany--which was, at the time, the most technically advanced nation--discovered, as the British, Japanese and Americans soon would, that their most sophisticated forms of transport were all but useless in some of the terrain they encountered.  As an example, when Italian forces landed in Albania, they found that the only ways to advance on the rocky coastline were on bicycles or on foot.  In addition to the harsh terrain, the narrow streets and roads found in much of Europe weren't conducive to motorized transport.  

But, interestingly enough, the armed forces on both sides of the conflict encountered a problem that civilians faced on their home turf:  There simply wasn't enough fuel and other resources.  Sometimes bicycles and even horse-drawn carts were used to transport the very supplies soldiers found in short supply and civilians, at times, couldn't get at all.

From mjgradziel

The severe rationing imposed in nearly all countries that participated in the war--and many that didn't--led, ironically, to improvements (or at least changes) in bicycle technology that we today take for granted.  Rationing would make bicycle production difficult; however, governments in the US and other countries realized that, in the face of gasoline and other shortages, bicycles were the only viable transportation option for many people who were working in jobs deemed essential to the war effort.

From Behance

In 1941, the average bicycle built for adults in the US weighed 57 pounds.  Yes, you read that right.  Bikes built for boys and men often had two top tubes (or a "crossbar" underneath the "camelback" top tube.)  Bikes made for women and girls had long, curving top tubes, and sometimes had another, paralell tube underneath.  Those frame tubes were thick, and (at least on American bikes) joined by welds reinforced by additional metal.  Also, bikes--especially those made for children--typically had "tanks" built between the top tubes.  They contained large batteries that powered the lights and horns that were built into them.

Nearly all of the bikes' components were made of heavy-gauge steel or even cast iron.   Those metals, as well as other materials used in building bikes, were needed for the war effort.  So, in addition to imposing rationing for any and all kinds of resources, the US Government also imposed new regulations on how, and what kinds of, bikes could be built.  Frames had to have a minimum size of 20 inches, which all but ended the production of children's bicycles.  Bicycles built for men could have only one top tube, and were to be built in the "diamond" configuration so familiar to us today. Gone were the "crossbars" found on many bikes.  

Along with the design changes, the government mandated that bicycles use less material.  In 1942, the government told manufacturers that their new bicycles had to weigh 47 pounds or less.  That weight limit further decreased as the war raged on.

So, as much as it pains me to say this, the war was actually good for cyclists, as it led to lighter bicycles--just as the rationing the conflict engendered led to shorter skirts and fewer ruffles and pleats (as well as less of other kinds of ornamentation) on other garments.

A Beacon Or Deterrent To Thieves

If you live in an urban area (in the US, anyway), you've probably seen bikes with tacky or simply ugly paint glopped or blotched on them.  

The bikes' owners so deface them in order to make them less appealing to would-be thieves.

However, some argue that it can have exactly the opposite effect:  Crooks, they say, know that the bike must be good if someone made such an effort to make them visually unappetizing.  

In any event, the bike in the photo turned out to be,  on closer inspection, just a typical '70's Bike Boom ten-speed turned into a single-speed.  It's perfectly reliable transportation, I'm sure, but nothing special. Or, at least, it's not special enough that its owner had to make it seem less special.
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