Do lycra and high-wheelers mix?
Of course, we all know Sunday is for family rides:
Of course, we all know Sunday is for family rides:
10 September 2017
09 September 2017
Sad News About A Television Station Owner
He was cycling eastbound on Slaughter Beach Road in Milford, Delaware around 7:35 Thursday morning.
A Ford pickup truck was going the same way--and struck the cyclist.
The driver, Shawn E. Armstrong of nearby Lewes, stopped to help the cyclist. But the cyclist, 76-year-old Thomas Draper of Milford, didn't survive the impact.
He is well-known in his community--and throughout the Delmarva area--as the longtime owner of WBOC, one of the largest television stations in the area. He also owned other television stations and media outlets in the area, as well as other parts of the United States.
At least Armstrong stopped when he realized he'd struck Draper. That is, unfortunately, more than can be said for too many other drivers in similar situations.
A Ford pickup truck was going the same way--and struck the cyclist.
The driver, Shawn E. Armstrong of nearby Lewes, stopped to help the cyclist. But the cyclist, 76-year-old Thomas Draper of Milford, didn't survive the impact.
He is well-known in his community--and throughout the Delmarva area--as the longtime owner of WBOC, one of the largest television stations in the area. He also owned other television stations and media outlets in the area, as well as other parts of the United States.
 |
| Thomas Draper |
At least Armstrong stopped when he realized he'd struck Draper. That is, unfortunately, more than can be said for too many other drivers in similar situations.
08 September 2017
No New Bike Shares In Beijing
It wasn't difficult to see this coming: Beijing has banned all new bike-share bikes.
China's largest city has been bedeviled by the same problems as other municipalities where Ofo, Mobike and other private bike-share companies have set up shop: bicycles are left haphazardly on sidewalks, around people's houses and even in the middle of intersections--or they've been stolen, vandalized or even destroyed.
It seems that the very advantage those share companies offered--their chip-implanted bikes could be located with an app and left anywhere, and didn't have to be taken from or returned to docking stations--also made life easy for vandals, thieves and people who are simply inconsiderate of others.
Beijing is not the first Chinese city to ban new share bikes. Since it is the largest, though, it begs the question of whether similar bike share schemes in the rest of the country are doomed. Moreover, these bans are taking effect just as similar programs are starting in municipalities outside China.
In particular, I wonder about similar operations in the US: Just last month, Ofo began operating in Seattle, as an example. It seems that such private companies appealed to cities like Seattle, where an earlier city-funded bike share program failed, or other American cities that are reluctant to use public funding, or where corporations like Citibank (the sponsor of New York's Citibike) might be reluctant to invest in such a project--or where property or business owners don't want docking stations by their frond doors.
In cities large and small all over the world, there is certainly a demand for bike share programs. Now the problem seems to be one of how to make them useful and practical without creating nuisances or hazards.
China's largest city has been bedeviled by the same problems as other municipalities where Ofo, Mobike and other private bike-share companies have set up shop: bicycles are left haphazardly on sidewalks, around people's houses and even in the middle of intersections--or they've been stolen, vandalized or even destroyed.
It seems that the very advantage those share companies offered--their chip-implanted bikes could be located with an app and left anywhere, and didn't have to be taken from or returned to docking stations--also made life easy for vandals, thieves and people who are simply inconsiderate of others.
 |
Beijing is not the first Chinese city to ban new share bikes. Since it is the largest, though, it begs the question of whether similar bike share schemes in the rest of the country are doomed. Moreover, these bans are taking effect just as similar programs are starting in municipalities outside China.
In particular, I wonder about similar operations in the US: Just last month, Ofo began operating in Seattle, as an example. It seems that such private companies appealed to cities like Seattle, where an earlier city-funded bike share program failed, or other American cities that are reluctant to use public funding, or where corporations like Citibank (the sponsor of New York's Citibike) might be reluctant to invest in such a project--or where property or business owners don't want docking stations by their frond doors.
In cities large and small all over the world, there is certainly a demand for bike share programs. Now the problem seems to be one of how to make them useful and practical without creating nuisances or hazards.
07 September 2017
Across The Canal In 3D
The Dutch ride bicycles more than just about any other people in this world.
Their capital, Amsterdam, has more than one hundred kilometers of canals and about 90 islands. So, perhaps, it's not surprising that the city has about 1500 bridges--or that some of those bridges are devoted to bicycles.
As an American, it's difficult for me to imagine any city in this country even envisioning a bridge for bicycles. Hey, some of our major bridges, such as the Verrazano-Narrows, don't even have pedestrian or bike paths!
As an American, it's interesting--though not surprising--to me that the Dutch are also among the world's leaders in applying advanced technology to everyday life, and their infrastructure.
So, perhaps, it was inevitable that the first 3D printed bicycle bridge would be built in the Netherlands.
Yes, you read that right. The Eindhoven-based construction company BAM has collaborated with the Technical University in that same city to create a structure that will be 8 meters (26 feet) long and 3.5 meters (11.5 feet) wide when it is set up in the nearby town of Gemert, where it has just been delivered.
The bridge is constructed in eight one-meter segments which will be connected with a special concrete mortar. Thus assembled, it will be built between two bridge heads and secured by cables.
Cyclists riding across Peelsche Loop in Gemert can
expect to see the bridge in place by October, according to published reports.
Their capital, Amsterdam, has more than one hundred kilometers of canals and about 90 islands. So, perhaps, it's not surprising that the city has about 1500 bridges--or that some of those bridges are devoted to bicycles.
As an American, it's difficult for me to imagine any city in this country even envisioning a bridge for bicycles. Hey, some of our major bridges, such as the Verrazano-Narrows, don't even have pedestrian or bike paths!
As an American, it's interesting--though not surprising--to me that the Dutch are also among the world's leaders in applying advanced technology to everyday life, and their infrastructure.
So, perhaps, it was inevitable that the first 3D printed bicycle bridge would be built in the Netherlands.
Yes, you read that right. The Eindhoven-based construction company BAM has collaborated with the Technical University in that same city to create a structure that will be 8 meters (26 feet) long and 3.5 meters (11.5 feet) wide when it is set up in the nearby town of Gemert, where it has just been delivered.
The bridge is constructed in eight one-meter segments which will be connected with a special concrete mortar. Thus assembled, it will be built between two bridge heads and secured by cables.
Cyclists riding across Peelsche Loop in Gemert can
expect to see the bridge in place by October, according to published reports.
06 September 2017
Paris In The Bike Lane
If you were to ask, "What is the world's most bicycle-friendly city?", the answers you'd most commonly hear probably would be "Copenhagen" and "Amsterdam".
It would be difficult to argue against either. And, although it's more bikeable than most American cities, not many people would put Paris ahead of either the Danish or Dutch capitals.
If you've been reading this blog, you know that I thoroughly enjoyed cycling in the City of Light. That is not to say, however, that there isn't room for making it an even better place for cyclists than it is. Mayor Anne Hidalgo recognizes as much, and has said that she wants not only to improve the cycling experience in her city, but to make the French capital into "the world's cycling capital".
Although one sees many bicycles and cyclists along the banks of the Seine, the portion of the population that rides regularly, let alone every day, is still fairly low, at least in comparison to places like Copenhagen and Amsterdam. Nearly everyone agrees that one of the goals in making a city more "bike friendly" is to get people out of their cars and onto bike for their commutes, and to shop and visit the sights of the city. That can be done when cycling is made available, affordable, safe and practical for those who are not, and do not wish to become, hard-core cyclists.
From what I can see, Paris has succeeded with the first two priorities: You don't have to go very far to find a Velib station (or other bikes to rent or buy), and rental rates and purchase prices are relatively reasonable. The availability of Velib even well beyond city limits at least partially addresses the practicality issue. But another part of it ties in with safety: a coherent scheme of bike routes that cyclists can actually use to get to work, school or anyplace else from their homes and is physically separated from vehicular traffic.
Such networks are what separates Copenhagen and Amsterdam from nearly all other cities, according to Mikael Colville-Andersen,a planner who regularly works with cities around the world to improve cycling conditions. Of his native city, Copenhagen, he says, "Visitors who come for the first time will easily find their way around by bike because the network is uniform. That is not the case in Paris," where he points to "incoherent" choices like putting buses and bikes in the same lane on some roads. Then there are "utterly stupid" ideas, he says, like the bicycle lane in the middle of the Champs-Elysees that is scheduled for completion next year. "It will fail," he pronounces, because it will "lead to accidents" which will "give ammunition to the bike haters."
He does, however, see signs of improvement, like the new bike expressway" along the right bank of the Seine. The route was created by taking two lanes from the Voie Georges Pompidou, a motorway that winds past the Louvre and the garden of the Tuileries, across the river from the Eiffel Tower. This new "expressway" meets the standards of "Copenhagenization" in that it runs in a continuous axis in both directions, has enough room for cyclists to pass each other and has a separator between the bike and auto lanes, according to Colville-Andersen.
He says it could be the start of a bicycle network that could take its inspiration from another network for which Paris is justly renowned: its Metro.
It would be difficult to argue against either. And, although it's more bikeable than most American cities, not many people would put Paris ahead of either the Danish or Dutch capitals.
If you've been reading this blog, you know that I thoroughly enjoyed cycling in the City of Light. That is not to say, however, that there isn't room for making it an even better place for cyclists than it is. Mayor Anne Hidalgo recognizes as much, and has said that she wants not only to improve the cycling experience in her city, but to make the French capital into "the world's cycling capital".
Although one sees many bicycles and cyclists along the banks of the Seine, the portion of the population that rides regularly, let alone every day, is still fairly low, at least in comparison to places like Copenhagen and Amsterdam. Nearly everyone agrees that one of the goals in making a city more "bike friendly" is to get people out of their cars and onto bike for their commutes, and to shop and visit the sights of the city. That can be done when cycling is made available, affordable, safe and practical for those who are not, and do not wish to become, hard-core cyclists.
From what I can see, Paris has succeeded with the first two priorities: You don't have to go very far to find a Velib station (or other bikes to rent or buy), and rental rates and purchase prices are relatively reasonable. The availability of Velib even well beyond city limits at least partially addresses the practicality issue. But another part of it ties in with safety: a coherent scheme of bike routes that cyclists can actually use to get to work, school or anyplace else from their homes and is physically separated from vehicular traffic.
 |
| The new Paris bike expressway. Photo from a tweet by Marie Fugain. |
Such networks are what separates Copenhagen and Amsterdam from nearly all other cities, according to Mikael Colville-Andersen,a planner who regularly works with cities around the world to improve cycling conditions. Of his native city, Copenhagen, he says, "Visitors who come for the first time will easily find their way around by bike because the network is uniform. That is not the case in Paris," where he points to "incoherent" choices like putting buses and bikes in the same lane on some roads. Then there are "utterly stupid" ideas, he says, like the bicycle lane in the middle of the Champs-Elysees that is scheduled for completion next year. "It will fail," he pronounces, because it will "lead to accidents" which will "give ammunition to the bike haters."
He does, however, see signs of improvement, like the new bike expressway" along the right bank of the Seine. The route was created by taking two lanes from the Voie Georges Pompidou, a motorway that winds past the Louvre and the garden of the Tuileries, across the river from the Eiffel Tower. This new "expressway" meets the standards of "Copenhagenization" in that it runs in a continuous axis in both directions, has enough room for cyclists to pass each other and has a separator between the bike and auto lanes, according to Colville-Andersen.
He says it could be the start of a bicycle network that could take its inspiration from another network for which Paris is justly renowned: its Metro.
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