Is The Future In A Miniloop?

If you are a cycle-commuter, someone is sure to ask, "What do you do when it rains?"

In most places, you have the following choices:

1. Use fenders and raingear (or carry a change of clothes).
2. Get wet.
3. Use other means of transportation.

I'll admit to having used 3.) when it's raining, cold and windy--or during a hard, driving rain when I could hardly see in front of me. I also have used alternative means of transportation--which, for me, here in New York, means the subway--when there was more than a dusting of snow.

Some day the weather excuse won't wash--at least, if architect Richard Moreta has any influence over urban planners.

He has just unveiled his "MINILOOP", an enclosed elevated bikeway designed to snake alongside streets or highways, or cut their own paths through cities.  

Moreta says he has designed MINILOOP to be easily replicated in, and adapted to, different locales:  It can be made open-air for warmer climates and fully enclosed in less hospitable environs.  Most important, though, he believes his design will not only help to reduce the number of motor vehicles used for transportation; they will afford more vertical space for trees and plants to grow and help filter the air.

The Shimano Dance?

Today's Shimano Ultegra components trace their lineage to the "600" derailleurs introduced in 1975.  The following year, a complete "600" groupset was introduced.  Two years later, an iteration of them appeared with some fancy scrolls and engravings.

Shimano offered this groupset, called the "600 EX Arabesque" until 1984.  It was good stuff, especially for its time, except for one thing:  the headset required a special tool to adjust it.  Apparently, some Shimano marketing person thought the lace and filigree engraved into the other components would be difficult to replicate on a headset.  So, that person figured the best way to distinguish the headset was to shape the locknut like those scrolls. Still, it was a good headset: At least, the one I had served me well.

(Can you imagine Dee-Lilah, my fancy-lugged Mercian Vincitore Special, with an Arabesque groupset?  Maybe that would be a bit much, aesthetically.)

Anyway, even with all those fancy scrolls engraved into the parts, I have always thought "Arabesque" was an odd name for a line of bike components.  I wonder who their intended audience was.  Perhaps it included someone like her:

The Hardest Part Of The Trip

Some people still can't fathom that I--or anyone else, for that matter--pedal from our homes to the next county or state.  They express wonderment or disbelief when I tell them I've essentially lived on my bike in Europe or that I pedaled up and down mountains in Vermont, upstate New York, California, Nevada, France, Switzerland, Italy and Spain.

I have to chuckle.  After all, my exploits pale in comparison to those of folks like John Rakowski, who spent three years cycling around the world in the 1970s--or Greg and June Sipel who, around the same time, rode their laden bikes from Anchorage, Alaska to Tierra del Fuego, at the tip of South America. 

Now Chris and Sophie Haag plan to take a similar journey.  Come late June, they will take a ferry from Bellingham, Washington to Homer, Alaska.  Then, on 2 July, they plan to pedal north and cross the Canadian border.  From there, they will bike south, through western Canada and the United States to Central America.  From there, they expect to follow the Pan-American Highway into South America.

They anticipate spending two years on the road--about the same amount of time the Sippels took. 

Even if they have studied what the Sippels did, the Haags probably don't know what the most difficult part of their journey will be.  But they know what has been the most difficult part of their planning:  finding someone to take care of their pets. Fortunately for them, some friends in their hometown of St. George, Utah, have agreed to take on the task.

If Marlee were to ask me, "Where have you been for the past two years?", what would I tell her?

He's Cycling With Recycled Organs

Kyle Bailey was born with Cystic Fibrosis.  At age 25, he underwent a double lung transplant.  Since then, he's endured a liver and kidney transplant. He likes to say that he's been "given four chances at life." So, perhaps not surprisingly, he's started a non-profit organization dedicated to spreading awareness about the importance of organ donation and helping to provide for the medical needs of children with disabilities and limited-income families.

What some people might find surprising, however, is that the native of Port Huron, Michigan starting a 1400 mile (2200 km) bicycle trip today.  He plans to pedal from Ann Arbor, Michigan to Orlando, Florida to raise awareness (and funds) for the work he and his organization are doing.

One goal of his, he says, is to change the organ donor system in his home state of Michigan. Currently, a would-be donor has to "opt in" at the Secretary of State's office.  Bailey would like to see it changed to an "opt out" policy, in which everyone is automatically an organ donor unless he or she says otherwise.  Currently, several European and Latin American countries have such a policy, and several US states have considered them.

Whatever happens with those policies, I think Kyle's ride just might convince a few people to become organ donors.  If nothing else, it might help people realize that there is indeed life after getting a new liver.

A Microclimate Under The Tracks?

When I was in Rome last summer, I learned that during the centuries when the Colosseum was all but abandoned, so many species of vegetation grew in it that Domenico Panaroli cataloged them. 

According to some writers and chroniclers, all of those herbs and other plants created micro-climates within the Colosseum's walls.  I don't find that so difficult to believe:  Different parts felt hotter or cooler, depending on the sun, shade and wind, during my visit there.

My commute this morning got met to thinking about the possibility of Colosseum "microclimates".  For one thing, the lane I ride to the Randall's Island Connector winds underneath the tracks on which Acela trains shuttle between New York and Boston.  Those tracks run on a viaduct supported by stone arches that would not look out of place in Rome, or the ancient parts of many other cities in the Old World.

But, more important, I think I rode into a microclimate:

The remanants of yesterday's storm dripped, and rays of sunlight flickered, through the tracks above.  And I pedaled through the "rainbow" you see in the photo.  I didn't see another rainbow anywhere else, nor did any rain fall.  And the sky grew brighter as I neared the college.

Voices Of Crash Victims

He'd planned to go for a bike ride.  Twelve days later, he woke up.  "I didn't fully understand what was going on or why I was there," recalls Paul Gobble.  Still, he doesn't "recall feeling surprised" that he was in a hospital bed.




Paul Runnels was on the bike ride Gobble couldn't recall.  Like Gobble, he spent "nearly two weeks in the hospital" after that ride.  The last thing he remembered is pedaling to the right of the white line on the side of the road and hearing fellow riders shout "Car back!"




Jennifer Johnson's last memory of that day's ride, which she led, was seeing the sign for Markin Glen Park.  The next thing she remembers is waking up, seeing her right arm tangled in a fence and burrs in her clothing.  Scanning her body, "I struggled when I couldn't find my right leg," she recounted.  "I found it very acutely over my right shoulder."

Sheila Jeske met Johnson, Runnels and Gobble in a parking lot for the ride. Her next memory is from hours later, at 9:15 pm, in the hospital.  Doctors asked whether she knew what had happened.  "I said I knew I was on a bike ride and I asked where Deb and Suzanne were," she testified.

Debra Bradley

Suzanne Sippel

She was referring to Debbra Bradley and Suzanne Sippel.  They would not remember the ride:  They did not survive it.  Nor did "Larry" Paulik,"Tony" Nelson and Melissa Fevig-Hughes.  

"Larry" Paulik

"Tony" Nelson

Melissa Fevig-Hughes

Jeske, along with Runnels, Gobble and Johnson, described the ordeals they have lived through since the day Runnels heard "Car back!"  Although they are all riding again, they endure all sorts of pain and continue to undergo therapies and even surgeries.  Gobble, who suffered a brain injury, sometimes struggles with finding the right words.  Still, he and the others, were determined to testify, no doubt in memory of their cycling buddies who met them every week for over a decade.

Their testimony came this morning, on the second day of a murder trial for Charles Pickett Jr of Battle Creek, Michigan.  In addition to five counts of second-degree murder, he also faces five counts of driving under the influence:  The police allege that he had metamphetamine,  muscle relaxers and pain pills in his system at the time he plowed his blue Chevy pickup truck into the group of cyclists who called themselves "The Chain Gang."

Now Jeske, Runnels, Gobble and Johnson are linked in two other ways:  They survived a horrific crash, and they are giving voice to their friends who died that awful day.

Torment In The Torrent

I recently taught Dante's Inferno.  In it, Hell is divided into nine circles, each reserved for particular kinds of sinners and each with its own punishments.

(As best as I can tell, I'd end up in the third ring of the seventh circle.  But I digress.)

One thing that has always struck me about the punishments meted out in each part of Dante's Hell is that they are not only retributive (at least, according to notions of divine justice prevailing in his time);  they are also meant to torment those who are sentenced.  At least, that is how it seemed to me.

Sometimes it seems that the torment is worse than the punishment itself.  I think it's because the resulting pain, humiliation and embarrassment endure for even longer than any physical torture.  Plus, folks whom you believed to be friends or allies--or, at least, fellow travelers--will pepper you with "witty" comments or taunt you with laughter.

At least, that was the experience related described Dublin-based writer Cal McGhee in his Broken Bicycle Blues.  As if it weren't bad enough to get thrown from his bike into a parked car, all of his attempts to call would-be rescuers failed:  The Vodafone customer you are calling is not accessible at the moment.

Oh, but it gets worse:  He starts to walk his bike in the pouring rain.  He doesn't get very far when the "innards of the back tyre unravel and intertwine with the wheel, rendering it absolutely 'bolloxed'."  So, unable to roll his bicycle alongside him, he has to carry his machine--until he no longer can.  

Then, "not equipped with any weaponry," he saws at the tire with a key in an attempt to cut the tire off.  But that key proved no match for the tire and snapped in half.

That key was--you guessed it--his bike key.

Having endured the ordeal of flat tire, crash, broken key and the jeers of other cyclists who passed him, he finally reaches home, where he is "greeted by the beaming smile of a child."  He reaches out to embrace the tyke when he notices how grungy he is and stops himself.

"That's how I died," he informs us.

He asks that no flowers be brought to the funeral.  Instead, he requests donations that can go to "an experimental business heralding a new regime" in which "cyclists in peril" will be "rescued and fed curry sauce until they are restored to full health."

Will that ease the torment of other cyclist seeing him walking and carrying his bike?

First Time To The Point

It's hard for me to believe now that on Saturday, I took my first ride to Point Lookout since December, or possibly earlier.

Also, it was my first ride to the Point with Bill--and his first ride, ever, there.  The tide was out, revealing a sandbar where, in warmer months, kids skip and dogs skitter.  We saw a couple of teenagers wade into the water, which reached just above their ankles, to the sandbar.  In my younger days, I might've done the same, or even joined them.  But the ocean water is still only about 8 degrees C (45F), and I know it will warm up fairly quickly during the next few weeks.  I can wait.

Instead, the pleasures of such a ride are the sun, wind and vistas--like the one we saw on the Marine Parkway-Gil Hodges Memorial Bridge:

The sky, as beautiful as it was, didn't look quite spring-like. But we were looking at it about two hours later than we would have in, say, January.

Would Fat Have Become A Fad?

Practically from the moment Specialized introduced the "Stumpjumper" in 1981, would-be pundits said that mountain bikes were a "fad."  Some of those wise folk were in Schwinn's management, which may be a reason why the company filed for bankruptcy a decade later.

Anyway, any number of things in the bike world have been called "fads" almost from the moment they saw the light of day.  One of them is the "fat bike", which typically sports tires 3 inches or more in width.  Although I have never ridden, and probably won't ride, such a bike myself, I am not about to sound its death knell, even if most examples of the genre I've seen don't exactly fit in with my sense of aesthetics.

Still, though, I have to wonder whether "fat bikes" would have endured had they been introduced, say, 130 years ago. 

That is about the time "safety" bicycles appeared.  They are like the machines most of us ride today:  two wheels of the same size powered by a chain-driven drivetrain.  Before that, cyclists mounted "penny-farthings" with front wheels of 60 to 80 inches (150 to 200 centimeters).  Could such a bike have been made "fat"?

Looking at that photo, I can't help but to think that perhaps "fat" bikes would have been a fad that disappeared, say around 1890 if the first "fatties" had been high-wheelers!

Colorado To Allow Cities To Choose The Idaho Stop

As I've mentioned in previous posts, Idaho enacted a law that allows cyclists to treat red lights as "Stop" signs and "Stop" signs like "Yield" signs--all the way back in 1982.  Since then, other jurisdictions have passed similar ordinances.  But nearly all such regulation in the ensuing three and a half decades has been at the local level.

Lawmakers in Colorado, where a few municipalities already have such legislation, seem to have noted this reality.  They also seem to have noticed that other places haven't passed such laws because of hurdles they faced in doing so.

At least, I hope that is the reason why the Colorado House of Representative passed SB18-144 last week and the state's Senate voted for it this week.  Governor John Hickenlooper is expected to sign it into law.

SB18-144 makes it easier for cities, towns and other localities to adopt "safety stop" (a.k.a. "Idaho Stop") rules by creating a standard ordinance.  One hurdle local politicians faced in enacting such rules is that they might not align with the laws in other--sometimes neighboring--municipalities.  In other words, the bill, if signed, would give them a template they can adopt. 

So why doesn't the Centennial State (or any other state) simply mandate the "safety stop" statewide?  Well, in some places--particularly in spread-out rural areas found in states like Colorado--people just don't like to be told what to do by remote bureaucrats, whether in Denver or Washington.  But more important, the ordinance contains language stating that it shall not apply to any part of the state highway system.  That seems to have been a technicality that kept a different version of the bill from passing last year.

Those jurisdictions, such as Aspen and Summit County, that already have similar regulations will be allowed to keep them if the law is passed.