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WORLD NAKED

BIKE RIDESTREAKS THROUGH LONDON

74$#0 VELO
Bicycle Culture
Culture onon thethe Skids
Skids
BicycleIssue #8 • July 2008

CMWC

PHO T OGA L L E RY

MESSENGER WORLDSTORONTO

BIKE SHARING IN PARIS • BICYCLE FILM FESTIVAL - NYC • MAJOR TAYLOR HONOREDBICYCLE THREADING 101—When isn’t lefty loosey? p72 • Download this issue free online URBAN
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 #OMPLETE CRANKS IN SINGLE SPEEDMTN TRIPLE AND
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Issue #8
July 2008

Brad Quartuccio

Jeff Guerrero

Editorbrad@urbanvelo.org

Publisher
jeff@urbanvelo.org

Co-conspirators: Kevin Dillard, José Vásquez Vallejos, Phillip Barron, Julian Birch, Roger Lootine, Henry Thompson,
Billy Macrae, Dan Pugatch, Betty Jenewin, David Hoffman, Nicholas Hohman, Mary Megliola Franzen and Andy Singer

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Contents

URBAN
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On the cover: Roughly two dozen riders came from Japan for the 2008 CMWC. See page 40 for coverage. Photo by Brad
Quartuccio

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6

Editor’s Statement
Brad Quartuccio

8

Publisher’s Statement
Jeff Guerrero

10

I Love Riding in the City
Readers from around the world share theirtales of city cycling

30

A Special Place In Hell For Bike
Thieves
Phillip Barron
A lost Canto from Dante’s The Divine Comedy is rediscovered.

34 Sustainable FuelJulian Birch
Channeled properly, anger can be pure rocket fuel. Use it wisely on your commute.

40 Gallery
Brad Quartuccio
Cycle Messenger World Championships

46

Residue
Roger Lootine

48

World Naked Bike Ride,
London 2008
Henry Thompson
The World Naked Bike Ride streaks throughLondon to promote cycling over oil use.

60

Bikes on Film
Jeff Guerrero
The Bicycle Film Festival kicks off its 2008
tour in Manhattan’s Lower East Side.

62

Fastest Man On A Bicycle Honored
At LastDan Pugatch
Major Taylor was one of the greatest
athletes of all time. Worchester, Massacusetts honors him with a bronze statue.

64 Share… And Share AlikeDavid Hoffman
Examining Vélib, the successful French publicbike sharing program.

68

One CarMary Megliola Franzen
Family living with less cars, more bikes.

72

Technical Gubbins
Brad Quartuccio
Bike threading explained, and a simple way
to measure chain stretch.

78

No Exit
Andy Singer

Contents photo: Nicholas Hohman on the hardcourt in Pittsburgh, PA. Photo by Brad Quartuccio

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Editor ’s Statement
By Brad QuartuccioColor covers and more print copies than ever. While thiswas always in the plan, actually having it come to fruition
is something else altogether. Far from being the freakof the week, bicycle culture is the cool kid on the block. Adolescent for sure, the urban culture is growing up. Already bikefriendly cities are reaping the benefits of such forethought, lesscutting edge locales are quickly playing catch up. The “scene” ismaturing, with new faces offered a whole new array of places
to plug into. When it comes down to us, people are readingalong for the ride. And we can’t thank you enough.
International contributors and content truly shines for
issue #8, with two features hailing from the United Kingdom,
content about bike-sharing in Paris, I Love Riding in the City
pieces from around the globe and a photo gallery from the
Cycle Messenger World Championships in Toronto. This isn’t
to say that the stateside coverage isn’t important, but justreflecting a sliver of the world cycle culture. We’re honored
to be a part.

We want your words. Send your editorial contributions to brad@urbanvelo.org

6

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Photo by Brad Quartuccio

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4160%
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Publisher’s Statement
By Jeff Guerrero

We Takin’ Over, One City at a TimeIt started out in Europe many years ago. The Dutch
began laying cycle paths in the 1890’s. By the 1920’s Germany was forced to build extensive bike lanes to alleviatetraffic jams caused by bikes. As the century wore on, automobiles became more popular but gas prices skyrocketed
across much of the continent. With an eye on the high costof transportation and a practical outlook on life, cycling wasa natural solution to the transportation needs of places like
Copenhagen and Amsterdam. Cities all over Europe followed suit, and soon hundreds of miles of bike lanes andcycle paths crisscrossed major cities like London and Paris.
In the 1970’s American consumers got their first taste ofhigh gas prices, and the ubiquitous V8-powered automobile
began losing market share to the 10-speed bicycle. Deft politicking managed to revive the oil and automobile industries,
but for millions of Americans, the seed had been planted.
In high-rent cities like New York and San Francisco, many
people continued to choose bikes over cars, and some forward-thinking cities recognized the importance of bicycles

in their urban planning.
With the dawning of the millennium came an increasein environmental awareness, and a war that brought about asharp increase in gas prices. Once again Americans began tolook for an alternative to high energy costs, and for many theanswer came in the form of a 10-speed relic from the 70’s.
Here in 2008, with gasoline eclipsing $4/gallon in the
U.S., bicycles are gaining acceptance at an unprecedented
rate. American cities are looking to their European counterparts for inspiration, and governments are seeing thevalue of well-designed bicycle infrastructure. What’s more,politicians are recognizing cyclists as a worthwhile constituency. Bike lanes are sprouting in traditionally conservative
cities with hopes that the two-wheeled voters will show
their appreciation on Election Day. Even presidential hopeful Barack Obama has promised to support national cycling
initiatives.
So look out Ford, GM, Dodge, Toyota, Cadillac… We
takin’ over, one city at a time.

Urban Velo issue #8, July 2008. Dead tree print run: 2500 copies. Issue #7 online readership: 30,000+

8URBANVELO.ORG

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I L ve Riding in the City

NAME: Henry Thompson
LOCATION: UK and Yemen
OCCUPATION: Environmental consultant
Where do you live and what’s it like riding in your city?
I live in East Oxford in the UK and work overseas.
Oxford and Cambridge are the two most bike-friendly cities in the UK—almost like Netherlands. Lots of mothers
and multiple kids. Riding here is just part of life, the traffic is
stupid so nobody drives unless they have to. Bike theft is a
hassle so people have pretty scrappy bikes. There’s been an
increase in ‘London freestyle’ on road rules so people now
just go when the traffic permits. It’s pretty clear that people
get scrunched by trucks when they are obeying the rules...
So best ride for yourself and stay alive.
What was your favorite city to ride in, and why?
I liked being a student in Netherlands in the late 80’s.
We biked around Wageningen on slouchy black fietsen—
sometimes dead drunk. The beefy rear racks are there fora purpose: getting a ride sidesaddle behind a Dutch lady
was the best treat. Biking into the teeth of a January north

10 URBANVELO.ORG

wind was no fun—maybe that’s why they have trains. I liked
cycling in Tokyo in the mid 70’s. Cycling was for poor people
and kids—but on a hot summer night one could get thebreeze and just cruise round from Roppongi to Ueno to
Minato, meet people on their bikes. London is fun but the
air quality is dire. Missoula MT was fun for a while, but isthat really a city? I haven’t dared ride a bike in Sana’a but
people do—there’s a brave set of time trial folk.
Why do you love riding in the city?
There is no other way to move. Best of all I like bits in theroad where I can explode—basically a sprint through some
sections of traffic were I know all the cuts and spaces. In London, Victoria to Piccadilly through the paths in back of greenpark, or the section from Hampstead Heath to Regents Park
through Camden. Unlike anything else it makes you live. I wenton the Sheldon Brown memorial ride and around seventy very
convivial people turned up with some classic British frames.
Henry wrote the World Nake Bike Ride article on page 48.

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I L ve Riding in the City

NAME: Soupie
LOCATION: Pittsburgh!
OCCUPATION: Minister of Bicycle Retail
Where do you live and what’s it like riding in your city?
Picksburgh is a fun city to ride in because you could be
riding in four lanes of one-way traffic and make a turn andbe in the woods or by one of the rivers. There are a TONof potholes and road imperfections, not to mention brickroads and cobbles that add some variety. Oh, and hills… I
love each and every one of them.
What was your favorite city to ride in, and why?
Other than Pittsburgh, I really like Richmond, VA. RVA
offers all kinds of bizarre adventures across train bridges
to secret swimming holes, crazy parties and forties by theJames River. All of it is a 20-minute bike ride away at most.

Why do you love riding in the city?
I used to think about all kinds of important environmental issues, but it just comes down to riding. Riding a bike isa total BLAST and driving a car around town totally sucks.
When I drive places I feel like a slug, when I ride I feel alive.
Or just say whatever you want about riding in the city…
A good friend of mine once left me a bike note that said
“Fenders and brakes are for queers.” I respond three years
later that, “Fenders and brakes are for commuters, and aresweet!”
Photo by Kevin Dillard, www.demoncats.com

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Where are your nipples?

www.canecreek.com
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I L ve Riding in the City
90-minute blast following the Torrens River without hitting the traffic.
Easy!
What’s your favorite (or the most
exotic) city you’ve ever ridden in,
and what’s special (or memorable)
about it?
In the nations capital, Canberra.
Canberra has a vast network of cycle
paths weaving in and out of the city.
And if you’re into a bit of fat tyred
fun the trails are only a short driveor even better a 30-minute ride forsome pinus radiata needle crunching.
Why do you love riding in the city?
It beats the hell out of driving. As
the plebs wait like sheep to be dippedin the traffic lights I’m on the treddly,
mp3 blasting away sniping, dodging
and cutting through the lines of petrol munchers like a cut snake.
And being a graphic artiste I get
to see bits of ephemeral street art
in side streets, alleys and other dark
hidey holes. When I get to my destination I feel alive and ready to takeon the world. OK, OK, the city.

NAME: Carlo Russo
LOCATION: Adelaide, Australia
OCCUPATION: Graphic Artist/Cook
Where do you live and what’s it like riding in your city?
I live in a semi-quiet city in south Australia called Adelaide, named after apommy lady named Adelaide. Since Adelaide is a small city I found the mostefficient way to get around is on the bike. The city and surrounding suburbs havedesignated bicycle lanes but with these you still have to tackle the tintops. The
linear bike path is a bike/walk track stretching the foothills to the coast, a goodOr just say whatever you want
about riding in the city… Poetry
anyone?
Sniping through the streets on
the KM monkey,
Jersey pocket chockers with art,
feeling a little punky
Hit an alley and plaster a wall,pole, fuse-box or dumpster
Mate, cycling through the city is
the way to go chumpster!

Contribute!
Send your answers anda high-quality photo to:jeff@urbanvelo.org

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THIS AINT ABOUT COWBOY HATS AND LOLLIPOPS.

www.chubwheels.com

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I L ve Riding in the City
NAME: Stephen Holloman
LOCATION: Salt Lake City, UT
OCCUPATION: Student
Where do you live and what’s it like riding in your city?
I live Sandy, UT, a suburb of SLC, and riding here is likeplaying dodgeball with hot moms in Suburbans. This is thesuburbs though, once you hit the heart of SLC, it’s a typical(not nearly as congested) urban-city ride. Rush hours holdthe worst conditions for bicyclists, but late night rides unveil
some of the most amazing views and hill bombs. You havemountains to both sides, leaving you with tough, but manageable, hills to climb that are even more fun to bomb.

NAME: Matt Bronner
LOCATION: Concord, CA
OCCUPATION: City Maintenance Worker

What was your favorite city to ride in, and why?
I have only ridden SLC, and it’s super versatile, big hills,
big bombs, great flats, great terrain to play around on.
Dodging cars, and taking lights, its all in the daily, and still
keeps me coming back for more. There is an up and coming
fixie scene, BFC, they are killing it with monthly events suchas the BFC Sunday Sprints, and BFC Trick Comps. They are
helping to educate the mass public on bike awareness andtrying to help people get out of their cars and trying to support smaller carbon footprints.
Check out www.myspace.com/bfcsaltlake

What was your favorite city to ride in, and why?
San Francisco. Beautiful city, killer cycling scene, andchallenging hills. It put the hook in me when I was a messenger for a summer, where in three months I learned more
about how to ride a bike than in the previous twenty years.
Or just say whatever you want about riding in thecity…
Riding in the city, or anywhere for that matter is fun
for me on any type of bike. Fixed gear, road bike, mountainbike—whatever. They all put a smile on my face. I like waving to kids on BMX bikes, grannies on hybrids, and commuters with panniers. I have seen and experienced the negativity some riders seem to exhibit towards other riders, andit amazes me. We have the potential to become a paradigm
shifting community, changing our world for the better, butinstead we insist on wasting our energies on petty criticism.
Let’s get over ourselves and get with the program, because
opportunities to change the world are rare, and this could
be our last chance.
Check out www.mattbronner.com

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I L ve Riding in the City

Fotografía: José Vásquez Vallejos (Bilobicles) Módelo: Pancho

NOMBRE: José Vásquez Vallejos (Bilobicles)
UBICACIÓN: Santiago de Chile
OCUPACIÓN: Diseñador
¿Dónde vive y como es montar en tu ciudad?
Vivo en Santiago de Chile. Montar aquí es complicado
para los primerizos pero ya con experiencia se hace muy
fácil circular por las calles en tu bicicleta.
¿Cuál es tu ciudad favorita para montar, y por qué?
Valparaíso, por su gente, sus calles, restaurantes, megusta esta ciudad porque es un puerto único nada que se leparezca, sus casas de colores colgando de los cerros comosi estuvieran en el cielo: una ciudad muy hermosa paravísitar.
¿Por qué te gusta montar en la ciudad?
Me muevo mucho más rápido que en cualquier otro
vehículo, además del dinero que te ahorras. Te hace sentir
muy bien de salud y desestrezado.
O simplemente decir lo que quiera sobre montar en laciudad… Alguna poesia?
Me gusta cuando monto bicicleta, desde arriba veo todo
más hermoso, incluso yo.
Check out www.flickr.com/photos/bilobicles

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Stop Making Sense

Talking heads can rant about high-tech drivetrains until they’re blue in the face.
We’ve got a fixie that’s better than that. The Schwinn Madison. Its flip-flop track
hub features a direct-drive cog on one side and an 18-tooth freewheel on the other.
What could be better than that? Take the Madison for a spin at your authorized Schwinn dealer.

© 2008 Pacific Cycle Inc.

schwinnbike.com( N’Gauged double-butted chromoly main tubes ( Chrome-plated rear stays & track

dropouts ( $549

Madison™

Precision crafted Schwinn Select Series bicycles
are available exclusively at authorized Schwinn dealers

SCHWINN_UrbanVelo_Madison.indd 1

12/18/07 10:45:33 AM

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I L ve Riding in the City
Why do you love riding in the city?
I get to ride by everyone stuck in their cars, and actually see the city for what it is, rather than just trying to getfrom point A to B. You really can’t get to know a city in acar. Plus it’s fun to see everyones bikes... fixies, choppers,
tall bikes...
Or just say whatever you want about riding in thecity…
Please for the love of your bike... check the fucking chain
tension! I love my fixie... and if you love yours, you wouldn’t
let the chain tension get too slack!

NAME: Annie Gillberg
LOCATION: Seattle, WA
OCCUPATION: Bike shop clerk
Where do you live and what’s it like riding in your city?
I live in Seattle WA, which is a pretty bike friendly place...
plenty of commuters, and more and more new cyclists by
the day which is very cool. The hills aren’t too terrible, evenwith my fixie
What was your favorite city to ride in, and why?
I’m from the midwest, so I’d have to say Minneapolis. It’ssuch a bike friendly place, and I love stopping for coffee andstaring at bikes at One on One!

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I L ve Riding in the City
The Council and Environment
Canterbury also do a lot for MTB
riders. There are two large multiuse parks for riding, plus there are a
lot of good tracks on the Port Hills,
which are on the edge of the city. It’s
15-minutes to the base of the hills
and then you have hours of tracks ataltitude with great views… it’s a greatplace!
What’s been your favorite city toride in and why?
The one I’m in right now! I have
moved around the country a bit but
nothing compares to here.
Why do you love riding in the city?
It’s exciting but not life threatening, but you have to be on your game.
Christchurch drivers are reasonably aware of cyclists but you neverknow… I know that I can get mostplaces in the central city just as fastby biking.
I like racing the buses, they stop
a lot so it’s this leap frog game, that’s
good fun. But mainly I just like making
good progress, and really because oneof my happiest places in the world ison the saddle of a bike.
Kev with his first bike, circa 1970

NAME: Kev Botman
LOCATION: Christchurch, New Zealand
OCCUPATION: Aircraft Engineer
Where do you live and what’s it like riding in your city?
I’m back here in Christchurch, and it’s great. I bike to work as it takes me 30minutes to ride and 20 to drive. The city is mostly flat and for many years people
have cycled, so the city has grown up with the idea as it were. The City Council isreasonably pro-cycling, I have seen a lot of improvements in terms of cycle lanes
and dedicated cycle strips at intersections since I first moved here many years
ago. They support a Season of Cycling which covers a lot of events and races,
including a multi-lap sprint race around the central city area.

Or just say whatever you want
about riding in the city…
It’s not what you ride, it’s not how
you ride, it’s THAT you ride at all.
Have fun—life is short. Riding today
makes a difference tomorrow.

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$99.99
MSRP.J/FXU.JOJ64#1MVT withhelmet mount kit shown/JUF3JEFSJOUSPEVDFTUIFMBUFTUUFDIOPMPHZJODZDMFMJHIUJOHyThe MiNewt Mini-USB!
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I L ve Riding in the City
visible to motorists, hopefully motorists will learn to share
the road and less cyclists will die in hit and runs. Not only
do I want to change the attitudes of the drivers out on thestreets, but I want to educate the new bicyclists out there. I
see many people riding on the wrong side of the street, withno head or tail lights at night, etc.
What was your favorite city to ride in, and why?
Tough question, because I only ride in SFV/LA, I know I
have favorite streets, favorite paths, favorite areas. I reallylove the Metro Orange Line’s bicycle path. I ride 4 miles outof my way to take that path every day. My daily commute isabout 18 miles. It’s worth it because it’s 4 extra miles andit’s safe. So, I guess my favorite city to ride in is SFV/Los
Angeles, because I live here.
Why do you love riding in the city?
I love riding because it’s healthy, I lost 60 pounds when
I was an occasional bicyclist 2 years ago. Then I inheritedan ancient SUV from my father and drove that for a year
(supplemented my “healthy living lifestyle” with a gym membership). Before owning the SUV, I was a bus rider. I only
lost about 15 in that entire year (try as I might, I could notlose anymore). Then gas started going up, so I sold my SUV
and used the money to buy a better bicycle. And I don’t
regret becoming “car-free” at all, it was like unloading a hugeload off my shoulders. I don’t have to worry about gas, carmaintenance, insurance, parking, etc. I’ve developed a newlove for public transportation. I am much more mellow, I’ve
lost more weight, my clothes fit so much better and theendorphins from my daily rides feel great.
NAME: Paula “Righteous Metal Broad”
LOCATION: San Fernando Valley/Los Angeles, CA
OCCUPATION: Medical biller by day, novice blogger bynight
Where do you live and what’s it like riding in your city?
I live in the Van Nuys area and commute to and from
West Hills. It’s unsafe to ride out here so I get an adrenalin rush whenever I hit the streets. Granted, that’s not the
only reason I ride, but I honestly believe the streets will
become safer once there are more and more bicyclists out
riding. Nearly every day at least one person tells me thatthey would love to do what I do and just go out and ridebut they don’t because it’s so unsafe. As cyclists are more

24 URBANVELO.ORG

Or just say whatever you want about riding in thecity…
Cheesy as it may sound, sometimes it is best if you dostop and smell the roses (or coffee, or corner taco stand).
It’s much more pleasant if you have the choice to be able tostop on your bike, rather than stop because you are stuck intraffic. I’ve found that I am catching some things that I would
regularly miss if I was driving, a beautiful sunset or sunrise(the latter rarer), a cute child waving “Hi”, a cute guy waving“Hi”, other bicyclists high on endorphins, a corner groceror thrift shop. When I’m on my bike, I feel more a part ofthe scenery. I’m no longer outside looking in. I’m out there,
living it up...
So go out there, live it up... I’ll see you on the streets...
Check out righteousmetalbroad.blogspot.com

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I L ve Riding in the City

NAME: Phillip Barron
LOCATION: Durham, NC
OCCUPATION: Writer, digital media artist
Where do you live, and what’s it like riding in yourcity?
Durham, NC is a post-industrial town trying to figureout how to keep being democratic, open, and inclusive
while moving forward with a capitalist understanding of
progress. It’s the city that tobacco built. Along with sales ofthe famous “bright leaf” tobacco came storage warehouses,
drying/re-drying plants, hosiery mills funded by and aimed atserving the tobacco industry, and even schools endowed by
tobacco magnates like the Dukes. Now, Durham is the Cityof Medicine—go figure.

centric place. But bicycles fit right in with traffic there, andI felt oddly comfortable riding with the buses, trucks, andtaxis swirling around me. From Monte Alban, a Zapotec citythat dates back to 100 AD, to the glossy, new medical facilities off Chapultepec Highway, I realized that drivers seemed
to be more aware and respectful of bicyclists than I am used
to. You know how we cyclists talk about our bikes becoming
extensions of us, about how perceptive and intuitive we canbe when we ride every day? Oaxaca is the only place I’ve
been where I believed that drivers of cars had those same
intuitions and feelings of corporeal extension.

What’s your favorite or most exotic city you’ve riddenin, and what made it special or memorable?
I rented a mountain bike in Oaxaca, Mexico in 2005 toride through its streets. Traffic flows in the streets like aswift river. Oaxaca is, like most developed areas, an auto-

Why do you love riding in the city?
Exploration. Not knowing what you will find around thecorner, and when you round the corner, not really knowing
what you’ve found until you know the history.

26 URBANVELO.ORG

Check out www.nicomachus.net
Phillip wrote A Special Place in Hell for Bike Thieves on page 30.

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I L ve Riding in the City

NAME: Jason Crane
LOCATION: Albany, NY
OCCUPATION: Union Organizer/Jazz Writer& Broadcaster
Where do you live and what’s it like riding in your city?
I just moved to Albany, NY after living in Rochester,
NY for seven years. There are some stark differences—
Rochester has quite a few bike paths and trails, plus bikeparking throughout most of the downtown area. Albany hasvery little of all of that, but it does have lots of hills andcool neighborhoods to ride in. Plus, it’s a great place to be abike advocate—home of our state government and ripe for
improvements!
What’s been your favorite city to ride in and why?
When I was 17, I moved to Furukawa, Japan for a year
as an exchange student. Furukawa is a town of about 60,000
people located two hours north of Tokyo by bullet train. I’dridden a bike before, but my year in Furukawa was the firsttime I biked for my daily transportation, and also my firstexperience in a bike culture. It was a blast. By the end of theyear, I could ride with no hands while holding an umbrella ina rainstorm. And it gave me a freedom to explore and learn
the language that I could never have enjoyed in a car.
Why do you love riding in the city?
I’ve made great friends riding my bike, not to mention all
the weight I’ve lost and muscle I’ve gained. I also founded thecycling site RocBike.com to help people in Rochester build areal community for bike commuters and other transportation and recreation cyclists.

NAME: Bernie Crane
LOCATION: Albany, NY
OCCUPATION: Kindergarten student (age 5)
Where do you live and what’s it like riding in your city?
I live in Albany. It’s a good experience for me to ride in
my city. I like to get my bones moving. It helps me get strong
and healthy.
What’s been your favorite city to ride in and why?
My favorite city to ride in was Rochester, where I wasborn, because I had more room and there was a lot more
space to get out there and play on my bike.
Why do you love riding in the city?
I love riding in the city because it’s a lot of fun. I’ve ridden my bike for four years. I can do any kind of biking I
want!
Check out www.rocbike.com

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A Special Place In

For BikeThieves
By�Phillip�BarronAneighbor recently posted a note to the neighborhood listserv that his daughter’s bike wasstolen. The bike was unlocked, leaning against
another (adult) bike, which was locked. Both were on asemi-enclosed front porch; one could have determined thatthe kid’s bike was unlocked only if (s)he had seen someone
park the bike without securing it, or (s)he walked up on theporch to find out. Either way, this is a pretty bold move for acommunity where, as my neighbor says, “our neighborhood
doesn’t feel to me like the kind of place where...” he needs
to lock his bike.
Don’t waste your breath (nor your keystrokes) calling

him naive. Regardless how fashionable cynicism is thesedays, it’s worth lamenting that we live in a world where we
can’t leave a bicycle in a front yard without it becoming atarget for thieves.
Nevertheless, bike thievery is a unique moral and criminal transgression. Theft of one’s bike has been known to rile
the wrath of even the most otherwise placated pacific souls.
Indeed many in the cycling community have noted that there
must be a special place in hell for bike thieves.
To know whether there really is a place in hell reserved
for bike thieves, you have to turn to Dante Alighieri. Dante
is not just the only person who claims (with some authority)

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to have been to hell and back. He is also famous for relaying that there is a special place in hell for just about every
sort of miscreant. And sure enough, according to Dante,
between the grafters and the gamblers, there is a circle ofthe inferno reserved just for people who steal bicycles.
You might have noticed that Dante’s comments on bikethieves didn’t make it into the original edition of The Divine
Comedy. Dante’s journal tells us that the omission resulted
from his editor’s fascination with more complicated technologies: carts put before horses and what not. Disappointed that mention of his velophilia didn’t make it into his
magnum opus, Dante later published the Canto concerning bike thieves independently under the title “Tractatus di
Ciclisma.” A rare copy of the Tractatus recently resurfaced
during an excavation in Florence.
In an effort to correct his editor’s mistake, we republish
the text for the first time in seven hundred years.
Then my guide said to me, “Now it is time to quit
the wood; see that you come behind me. The path I shalllead does not burn, and you would do well to follow closebehind.”Once our feet resumed their path, the tormented continued their ancient wail. My guide, the Poet, beseeched
me to view the next pit with cautious eyes. I surmised
that, like the ones before, this pit’s walls were steep sothat climbing out is prohibited by design. In the center
there rose a summit with strata of endless undulating
paths encircling the conical mount.
The Poet advised that I look more closely at one of
the layered paths. On it, a most peculiar sight did move
before my eyes. What appeared to be a bicycle was actually a party of five fools bonded together for all eternity.
They formed themselves, two apiece, into the wheelsof fleshy bicycles. Hands grasped ankles in a human wheel
at the sight of which I might have laughed had not such
exultations of pain carried through the air. The fifth andmost rigid among them clasped the hands of the wheelmen, whose thrice wound palms and fingers formed axles.
Together they rolled. Each wheelman’s spine was repeatedly subjected to the gnash and grind of the rocky path.
I asked my guide, Virgil, what these violators had done
to be sentenced as both man and machine, dehumanizedand beaten by the weight of their own movement.
My guide said merely that I have not yet looked closely

enough. And as I returned my eyes to the tissue and sinewthat tore at every revolution, I saw one of the bicycles
become unsteady. Rolled away from its lane beside themountain it did, and an explosion of noise filled the pit. A
grand team of one-hundred and eighty horses sped frombehind the unstable human bicycle to trample the fivepunished souls.
On the uneven path pocked with holes, the five wheelmen—although bloody and weak—quickly reassembled
their velocipedic form and continued their roll within the
narrow confines of their path.
My guide revealed to me subtle tortures which my eyes
did not independently perceive. The cyclists’—if that they
can be called—path was one of many unending undulating surfaces, alternating between climb and descent.
Both were designed expressly to insure that neither climb
nor descent is of such length that a traveler might gather
momentum. Instead, the wheelmen are frustrated by the
sharp curve of the path in descents.
Whether the onslaught of horses gains mastery overthe velocipedes depends upon their position within thepath. If their machine of marrow strays away from themountain to which their path is bound, the horses’ authority is summoned. With no appropriate markings delineating the bicycle’s space, the cyclical men have taken
to riding so close as to grind their shoulders against theescarpment solely to prevent an equine trampling.
“Who then dear guide,” I pleaded, “are these sufferers who ride the shoulder of the path to avoid an explosion of horse power?”
And Virgil answered, “the contortions you see before
you are the eternal humiliations of those who sought tomisappropriate a bicycle from the world of its rider. They
did so disrespect the joy and utility of the world’s greatest
contrivance that they spend eternity in futile and dispiriting detour.”

About the Author
Phillip Barron, a cyclist and philosopher, lives in Durham, North Carolina. He works with the National Humanities Center, writes “The Outspokin’ Cyclist” for The Herald
Sun, and is the pedaling force behind nicomachus.net.

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Su
s

l
ue

b
l
a
eF
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i
a
t

By
By Julian
Julian Birch
Birch

I

remember reading a John Irving book where one of theremembera John Irving
where
one ofaboutthecharactersreading
said something
like “Ifbook
you’renot angry
characterssaidsomething
like“Ifyou’re
not
angry
about
anything then you’re not very observant.” Yeah, I think
anything
thenYeah, Istreetsthink
I knowhow
thatyou’regoes notand veryridingobservant.”a bike on urban
I means
know you’ve
how thatridinga bike onstreets
gotgoes
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you won’t
last
long. Ergoanger
be pretty
a lifesaver,anothermechalong.
can arsenal.
be a lifesaver, another survival mechanismErgo
in theanger
cyclist’s
nism in the cyclist’s arsenal.

Time was when I felt like the angriest cyclist in the city,
Time wasI felt likeangriestalmost
cyclistimperceptiin the city,
sometimes
onwhenthe planet,butthegradually,sometimesontheplanet,but
gradually,
almostimperceptibly, my on-road persona has started to mellow. Then justbly,
on-roadpersona evenhas started
to mellow.
justthe myother
day I surprised
myself withthe kindThenof meatheotherday I surprisedeven employ
myself withthe kindsured
responsea Yogi might
if facedwith ofa meabully
sured
Yogi
employ if facedwith a bully
behindresponse
the wheela ofa bigmight
red double-decker
bus.
behind
the
wheel
of
a
big
red
double-deckerbus.
I was on the homeward leg of my commute, barrelling
I was on the homeward leg of my commute, barrelling

34 URBANVELO.ORG
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Photos by Julian Birch

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away from one set of lights, where I’d just out-maneuvred
said bus, only to be confronted by amber lights a few yards
down the road. The pedestrian waiting to cross looked anxiously apologetic; she obviously didn’t expect I’d stop. I wasto disappoint her (I specialize you know). Suspecting I’d been
concentrating too hard on getting in front of that No.26 andhad missed the change from green to amber I grabbed handfuls of brake. The road was wet and greasy yet I negotiateda fishtailing halt, albeit nearly sideways on to the stop line.
But before I had time to congratulate myself I felt rather an
odd sensation; my bike nudging forward as if it had a little
more stored momentum to surrender. Mm, something wasamiss. My brain was turning over slower than a big gear up a
steep hill but it dawned on me; perhaps some outside influence was involved.
I turned to face an expanse of red glossy bus filling thesky and getting much too intimate with my back tyre! Gawping at the driver, my mouth hung open like a suffocating fish.
He glared back from behind glass with an all too familiar
kind of stare. A look that said “**** off you stupid ****ing
2-wheeled freak! What did you stop for? I wasn’t going to.
You ****ing dick!” – Yeah he had expressive eyes! I had aquick check to make sure my back wheel wasn’t compromised but feeling the blood rising, I stared down those cold
little piggy eyes and telepathically transmitted a message of“Yeah? Well you’ll get yours… mate!” I shook my head andslowly turned to face the road ahead.
Time was when such calmness and control would’ve
been unimaginable, that bus driver would’ve certainly got
a fistful of expletives and maybe a bang on the cab window
for good measure given the opportunity. The heightened
adrenalin and accelerated heart rate would’ve probably
been good for five miles of extra go-go juice too.
Sadly there always seemed to be an innocent, unwitting bystander who’d catch the fallout from such heatedexchanges. Victims were typically slightly shocked andfrightened bus passengers or unfortunate pedestrians wincing at my colourful language. Though directed at a half-wit
behind the wheel (trying to turn me into a description-defying lump of kerbside detritus the pigeons love to pick at)
my outbursts were more like buckshot than bullets. F C S& W words spat out with such venomous ferocity pelted
down on the pavement and scorched the blameless. I’d feelashamed when I caught the look in their eyes and slightly
disappointed too that my outburst could’ve turned a neutral
witness into a hostile one. The swearing and arm-waving
extravaganza sure was good therapy, for all of about 10 seconds, but in the end I was never very proud of myself.
Becalmed today I may be but cycling on the road still
feels like a political act most of the time. However, subtler

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manifestos i.e. less gesticulation and cursing probably havemore chance of getting the undecided onside. I’ve discovered you can say a lot with the eyes alone (but first you must
establish eye contact) and as a bonus feature my Jedi mind
control is really coming on.
I’ve learnt too that thou shalt not criticize the driver, oh
no. Who am I to point out driving skills that need development and attention? Just a pesky cyclist is all. Of course I
have no rights and how dare I take up space on their personal highway? Did I say I wasn’t angry? Phhutt! Oops, did
I get spit on you? Regardless of whether the numbskull
could’ve killed me, highlighting their shortcomings only everraises their blood pressure alarmingly and brings out a bitof the old Anglo-Saxon vocabulary. Yeah I’m fluent too but
chances are they’re headed for a coronary any day soon so
why waste my breath bandying obscenities? Yet you’ve got
to look out for yourself, no one else will. So now I anticipate
every one on the road is either an idiot or a psychopath.
If they’re neither, well great, if they are one or both I’m
hardly surprised but I’ll just mutter my scathing critique tothe wind, thank you.
Of course the memory-banks, the database of scenarios and driver behavior is ever expanding; driving standards aren’t improving. There is the chance I don’t com-mute quite so hard these days and have freed up previously
over-stretched resources and stolen a fraction more timefor electricity to cross the synapses. The result being I see
things earlier, react faster and don’t have so many fuel-injected interactions perhaps.
Yet if I’m taking it easy why is that feeling of over-cooked
spaghetti legs more of a frequent feature, especially on the
homeward journeys? The ravages of time can’t be the reason, surely? Am I giving in too easy? Hopefully not although
after so many trips round the block there is a numbing inevitability to what regularly plays out on the roads around
me. While still appalled daily by some of the tricks thosein charge of a lethal dose of metal get up to I don’t get so
regularly wound up. Anger is like electricity in the bloodand I have less running through my veins than I once did, thered stuff doesn’t boil up so easy either. Less fire in the bellymeans less zip in the legs then.
So I’m a little less explosive, physically and mentallythese days but I don’t feel duty bound to calm anyone else
down. Sure be angry when you need to be but be observant
too – like I need to tell you, huh? Anger can be pure rocket
fuel and happily it’s one of the most environmentally friendly
and sustainable fuels on the planet.
GRRRRRRRR!!!!!!! Flame on!

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CMWC 2008

presented byoneononebike.com

Photography from the2008 Cycle Messenger
World Championships
in Toronto, Canada.

Photos by Brad Quartuccio

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CMWC 2008

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WORLD

Naked

BIKE RIDELONDON 2008

By Henry Thompson
Photography by Billy Macrae
billymacrae.blogspot.com

Ichange into my orang-utan suit in the bowels of the Park
Lane underground garage. They set the lights really low
in there, so behind the Planet of the Apes rubber mask
I can’t see very much, but take great pleasure from riding
under the exit barrier, just.
Out in the sudden brightness I’m briefly in big traffic,
then cross the pavement to ride straight out into Hyde Parkand on what must be one of the widest and most luxurious
bits of cycle path in London: the avenue of mature plane
trees that runs adjacent to Park Avenue.
Three lads ride up alongside, they want to take my photo,and so I stop while bystander’s watch and chuckle. I’m just aguy dressed as a monkey riding an armchair bicycle.
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I head for a group of fifteen or more Day-Glo yellow
cycle police standing together in the shade and looking happyin anticipation of their day out with the nudes. They laugh at
my bike and as I hop off, one of them walks over for a closer
look. I stroll off toward the gathering event, looked for a
few friends, don’t find any, and walk back. They’re feigning
disinterest, but yes, it has reflectors and a bell, two brakes
and gears—it’s road legal.
The group of riders grows and grows pinker from the
top down as the surrounding crowd of tourists, photographers and passers-by also grows. The tourists are just funny,
holding up their cell phones to take hopeless shots of a few
pallid bums and people with bicycles. The passers-by arelaughing, trying to steer their kids away or talking to theirfriends about it on their phones. The photographers aremostly a nuisance; few ask if they can take a photo, somehave brought stepladders and long lenses, while some try
hard to pretend that they’re not taking photos — particularly near women. Hidden in a monkey suit, I am immune
to this: a lot of people want photos — but it’s not in any
way intrusive for me. It’s an odd mix, the highly middle-classgreens with a liberal agenda, the international gay set, andour laughing proletarian police as chaperones.

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The ride organizers would like to get the body-painters
off to one area and essentially protected from photographers until the ride, and to get the ordinary riders assembled in a long straggle in the avenue and then on a signal they
all strip and ride. This would minimize the opportunities forhassle photographers and maximize the effect, perhaps. But
on the other hand there are the bronzed, tattooed, pierced,
shaved and ardent exhibitionists who really want to gettheir money’s worth. The result of their show seems to be
the large coterie of overweight middle-aged male photographers in dark-glasses.
So the normal non-habitual naked riders, especially the
women, have another strategy. They start the ride fullyclothed, then as the ride progresses, they remove either
one piece at a time in a delightfully demure disrobing of theirown timing and design, or they pull off on the pavement at
a chosen spot and strip — to hoots and cheers of supportand encouragement from other riders. They seem to do
this in pairs with mutual encouragement and disbelief. But
at this stage, everyone is bonded by the experience, so it’svery easy and funny.

52 URBANVELO.ORG

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As with the critical mass—it’s the hooting, whistling andringing that signal movement... We move, but this is painfully
slow, as the public have formed a narrow lineout throughwhich we must pass to get going into the road. It is noteasy riding an armchair slowly. The bike weighs perhaps 100
pounds and is low-slung, I can ride at walking pace, but not a
weavy-wobbly tip-toe dragging pace. I have to wait for clear
ground in front, then go. People are laughing, cheering andjust gawping. Once out onto the open road life gets better, I move out into the front and settle in just behind thefront riders and police escort. There I have room to ride
because the police have closed the roads to traffic to allow
the volume of riders the full road to ride in. We hoot, weyell, we weave. It feels good to stop traffic like this. The sun
is out, London is packed with people who can’t afford it, andthey’re all so happy to line the railings and laugh and cheer
and take photos with their cellphones.
We move fast—up Piccadilly, down Haymarket, throughTrafalgar Square, and down Whitehall. In Whitehall I stop in
the wide center lane and look back at the throng—it seems
about the same size as last year. People are up to the usual
antics, taking photos of each other on the Cenotaph—that
most sombre and sparse of our first world war memorials. What first seems sacrilegious is actually a vindication of
the freedoms they died for. I remount and rejoin the naked
snake near the tail end, straggling up to the corner of Parliament Square where more naked people start hopping about
for more photos... The police are keen to move people on
simply because they can’t hold up the traffic forever, so theircalls of “Move on!” are met with replies of “Go slow!”

54 URBANVELO.ORG

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TROPHY BIKES
Bicycles For Commuting, Touring, Racing & Fun

PHILADELPHIA(Northern Liberties/University City)

Photo: Al Gilens

Brompton • Surly • Bakfiets
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Arkel • Carradice • Ortlieb
Tubus • Brooks • Blackburn
Baileyworks • Smartwool

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Westminster Bridge. What is it withwomen stripping off on Westminster Bridge?
The Houses of Parliament and the surprised
tourists were obviously too tempting.
York Road on the South Bank is one ofthose streets that are always in shade—lousy
cold in winter, wonderful in summer. We fizzalong past the Shell building and out onto
Waterloo Bridge. Another favorite stripping
off point with people lining up on the pavement to get photos taken buck naked against a
backdrop of London beyond the Thames and a
few startled-looking tourists. Now comes thehard bit—Covent Garden and Charing Cross
Road. The streets are narrow and packed withshoppers, so the pace slows again to walking
pace and a frequent standstill. I’ve got a namenow, “Monkey,” and people are making monkey
hoots and being very supportive but I am sweltering in the acrylic fur suit and there is no air
when we stand still. Ribald banana jokes float
about. I’m just wishing to take it off. But Covent
Garden also brings laughs and coble streets thatmake everything visible jiggle. Charing Cross
Road has construction, congestion and a longstandstill at Seven Dials where a kind young
man hands me a promotional litre of flavoured
mineral water, which I drink without stopping.
Without this I was surely in for an almighty
headache. Last year on Charing Cross Road I
saw a policemen crash his bike because he wasogling a particularly fulsome lady. No such luck
today, we’re hardly moving. But on Oxford
Street, despite the narrowness of it, we float
along. Naked cyclists kiss the windows of busses while giggle-frozen teenagers inside show
gapes full of bubblegum and wide eyes.

56 URBANVELO.ORG

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Then it’s Berkley Square. This is my costume cut off
point in front of the US Embassy. One of the very few
Embassies worldwide not owned by the State Department,
this example is rented from the Duke of Westminster at
a very solid commercial rent. I strip; I’ve had enough ofsweat and fake fur and the rubber mask. The Indonesians
and Americans can have my ass, because the very best bit
is just around the corner. Park Lane southbound is a gentle
downhill, four or five lanes wide and devoid of traffic, so
from being packed into mass or wheels and legs on one lane
we are suddenly all spaced out and very very free: naked,
light and flying. I tear off down Park Lane weaving between
the riders who call out, “Monkeyyyyy! You took it off!” This
twenty-second blast is by far the best bit—there’s nobody
much on the pavement, the road is immaculate, we fly... It is

delicious. I weave, scraping my skids, people laugh, it’s justa moment to kiss.
Round Marble Arch and onto the grass to flop and wonder what to do next. I always want to go straight back anddo it again—only much much faster.
Riding an armchair in the town is not a great way tomove fast, you can’t run between vehicles, you can flip it
about much. But it has huge cachet, people love it, breakup laughing. I’m beset by unattached women who want topose, who ask where why and how and who claim it is thesexiest most desirable bike they’ve ever laid eyes on. Dario
Pegoretti, we are brothers.

For more info visit www.worldnakedbikeride.org

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Bikes on Film
By Jeff Guerrero

Bicycle Film Festival - NYC
The Lower East Side might be the perfect venue
for hosting an urban cycling event. Easily accessed from
Brooklyn and the rest of Manhattan, the matrix of
crowded streets offer a myriad of cultural activities andopportunities for fun. Not to mention plenty of chances
to play in traffic. And with well over 18,000,000 people
living in the metro area, there’s a good chance you havefriends or family in NYC.
As in years past, Urban Velo headed to NYC for
the 2008 Bicycle Film Festival. Arriving on Thursdaynight, we spent most of the day Friday riding around thecity and meeting up with friends—old and new. After a
cruise up to Harlem via Central Park, we headed downtown on the West Side Bike Path. When we arrived at
the Film Anthology building a marching band was playing
to a fast-growing crowd of cyclists.
Friday’s program included a special presentation of
Benny Zenga and Brian Vernor’s “Goodbye Tomorrow.”
The eight-minute reel was a preview of their upcoming documentary on crossing Africa by bike. Anothergood documentary was Kalim Armstrong’s “Orange
Bikes Take Manhattan,” which explores a highly-criticized, bicycle-themed DKNY marketing campaign. On

60 URBANVELO.ORG

the lighter side, “The Loaded Warrior” lampooned the
Mel Gibson classic “Road Warrior” with bikes and beer
replacing cars and gasoline.
Saturday’s activities began with a block party at 2nd
and 2nd. Highlights included trick demos, skills competitions, music and a handful of bike companies showing off
their wares. Saturday’s main event was the messenger
film program, and anyone who made it into the sold out
theater knows why. No other screening was as muchof a party, replete with lots of beer and a boisterous
crowd. The audience went wild for local filmmaker Daniel Leeb’s entry “King of Skitch,” especially with the starof the film, Felipe Robayo, in the audience. Along with acontribution from perennial favorite Lucas Brunelle, thescreening featured a variety of documentaries, shorts
and music videos.
With a limited amount of time at our disposal, weonly took in a sampling of the festival’s offerings. Rest
assured, there’s much more. Check www.bicyclefilmfestival.com for complete program listings.
For more Bicycle Film Festival 2008 coverage,
including photos and video, visit www.urbanvelo.org/
bff2008.
Photo by Brad Quartuccio

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www.planetbike.com

better bicycle products for a better world.

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Fastest Man
ON A BICYCLE

HonoredAT LAST

Photo by Betty Jenewin

By Dan PugatchMarshall “Major” Taylor, known as the Worcester
Whirlwind in the early 1900’s, was an extraordinary athlete whom overcame many obstacles othercyclists did not endure. Taylor left Indiana in the 1890’s tothe more liberal state of Massachusetts to follow his dreamof track cycling during a time of racism in excess. Many did
not want to race Taylor because he was not white; others

62 URBANVELO.ORG

used it as an excuse because no one could beat him on two
wheels. In velodromes across the world, Taylor continued
to persevere despite the physical and verbal abuse his competitors unleashed on and off the bicycle.
At the Worcester Public Library on Wednesday May 21,
2008 a statue honoring Taylor, the first modern day African American champion athlete was unveiled. Hundredsof cyclists, politicians, citizens, and school children cameout to remember as City Manager Mike O’Brien put it, “A
man we honor for his character and role in breaking downboundaries in cycling and life.” Among the crowd was thefirst American to win the Tour de France, Greg Lemond,and Olympic track and field champion Edwin Moses.
The morning started with a 20-mile ride sponsored by
the Seven Hills Wheelmen that passed the infamous 18%
grade George Street that Major Taylor used for training in
1899. As noon approached, cyclists and citizens arrived forthe unveiling of the Taylor statue. The New England Gospel Choir kicked off the celebration and local dignitaries aswell as family members shared stories of passion, inspiration, and triumph. This statue is not just a memorial to say
to the world the Worcester, Massachusetts was home to
the greatest cyclist of all time. It is as Mrs. Chandler of theWorcester School Committee put it, “So kids can come tothe library and learn about a man and be inspired to succeed.” Statues are not sculpted because people great, unlessthey were also great at heart. And with a strict code ofself discipline including no alcohol, no tobacco, no racing on
Sundays and always forgiving his adversaries, Major Taylor
met the former and the latter.
Taylor’s constant strive to be able to just race despite
his skin color was one of many early fights in Civil Rights
relatively early after slavery’s abolishment. Speaker Edwin
Moses quoted Nelson Mandella, “Sport has the power tochange the world, give hope when there’s despair.” Moses
feels strongly that “when good people want to do something, you can wipe out evil and prevail” and that is exactly
what Major Taylor did on and off the track.
For Lemond, Major Taylor was an inspiration. Bothcyclists started in their teens professionally, at the time one
graduates high school and starts adulthood. Lemond reminisced about how his grandfather talked about Taylor. Three
years later as not only an American, but also the youngest
person in the Tour De France, Lemond felt just a hint of theoutsider status that Taylor experienced everyday.
Located only a few blocks from Union Station, the statue
is an essential visit for cyclists across the world. Check out
The Major Taylor Association at www.majortaylorassociation.org for more information on Major Taylor, and upcoming related events.
Check out pugatchis49x18.blogspot.com

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1IPUPHSBQIZCZKFGG!CJLFKFSLTDPN$VCJD*ODI.FTTFOHFS#BHXJUIQBEEFEMBQUPQTMFFWFGVMMZMPBEFEm/P

4NPLFZ5SFBUTRead our daily blog & visit our forums online @ www.UrbanVelo.org

.
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64 URBANVELO.ORG

By David Hoffman

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Urban Velo examines Vélib’, the French bike sharing program.

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H

ave you heard about Vélib’, a bicycle sharing program in Paris, France? This enormously successfulprogram places thousands of free bicycles in thehands of the French, for them to rent 24 hours a day, sevendays a week. The bikes are free to take from one location
to another provided that you check it back in at any rental
station within 30 minutes or less. After 30 minutes, users
are charged a nominal, then increasingly stiff fee for keeping
the bike. The system is designed to promote short, one-way
trips by bicycle, as there are hundreds of stations throughout Paris. Finding a bike or a nearby location for returning is incredibly easy to do. One year ago, prior to Vélib’,
the number of trips per day made by bicycle in Paris wasapproximately 12,000. Currently, more than 70,000 trips a
day are made by bicycle in Paris. That represents a six hundred percent increase in bicycling!

spot, however, and there was a significant amount of theftdespite efforts to make the bikes difficult to disassemble
without special tools in tandem with designing them to lookdifferent from other available bikes. This and other similar
efforts were met with a reasonable degree of success. Bikes
were typically made available by depositing coins, swiping acredit card at a station to release the bike, or alternately,associating the bike with a user’s mobile phone account.
The technology for releasing and tracking the bikes was stilldeveloping rapidly.

Origins

Modern day bike sharing can trace its roots back to a
Dutch counterculture movement in the mid-sixties called
Provo. Provo won a seat on the Amsterdam City Council,
and a series of “White Plans” were developed. The mostsuccessful was the “White Bicycle Plan” of 1964 that called
for 20,000 community bicycles to be made available to the
public. In 1968 bikes were painted white and left in the community for anyone to ride, though not nearly in the numbers called for in the original plan. Success was modest, but
the idea caught on. Other locations around the world have
implemented similar free bike programs over the years,
with the bikes typically painted a single color for easy identification and recovery. This simple and basic method of bikesharing continues to this day. See for example the Austin
Yellow Bike Program (www.austinyellowbike.org/bikes.htm)
out of Austin, Texas. Portland, Oregon has had a very successful bike-sharing program for years. Free Ride (www.
freeridepgh.org) out of Urban Velo’s world headquarters in
Pittsburgh, Pennsylvania, operates a “bicycle library” where
cyclists can check out bikes for free. Until recently, programs around the United States like these received little if
any attention. And there are actually quite a few. For thoseof you who are keeping track, these low-tech bike sharing
systems are often referred to as “first generation.”As the concept of bike sharing became more popularand fashionable in Europe, several attempts in the 1990s andearly 2000s were made to commercialize the movement,
moving into the “second generation” of bike sharing. One
large program (for the time) of 1,100 bikes was launchedin Copenhagen, Denmark in 1995. Bikes were checkedout for the nominal fee of depositing a few coins in to therelease mechanism. Bikes had to be returned to the same
Photos by Nicholas Hohman

An interesting side note to the provo“White Plans”: the “White CorpsePlan” was developed in 1967, and canbe thought of as a forerunner of thecurrent Ghost Bike movement (www.
ghostbike.org). The Plan called for the
chalk outline of a person killed by anauto to be drawn around the body, theline chiseled out and filled with whitemortar, and then the outline left permanently in place.

The French Connection

In the United States, cheap oil was nearly a birthright
until a couple of years ago when prices started rapidly
climbing. Now at a national average of $4.00 per gallon,
media attention is finally being given to what was once considered a fringe activity for Americans: using bicycles fortransportation and not just recreation. Stories of “everyday
people” miraculously riding to work or the store are thecurrent vogue. A benefit to all of this media attention is thatbicycle advocates can point to systems in place elsewhereand finally be taken seriously.
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Enter Paris, France.

Paris isn’t the only place where bike sharing is rapidly catching on, but it provides a great example. The French system works
so well because it is easy to use. In mid-July of 2007, the system was launched with 10,000 bikes and 750 bike stations – allwith at least 15 bikes per station and at intervals of roughly 300
meters. Cyclists swipe a credit card and are assigned a bike at thestation. The bikes are all identical, set up with batteries for lightsthat recharge when docked at any station, and complete withbaskets for errands and of course holding strategically placedbaguettes. Bikes that are not functioning properly are reported
when returned to a station. Mobile crews of mechanics ensurethat bikes are up and running as rapidly as possible. The current
technology-rich systems for checking out and tracking bikes are
considered “third generation.”
The first 30 minutes are free, and the cyclist can return thebike at any available station with an open spot for the bike. Additionally, it appears that the “safety in numbers” theory that as
more cyclists take to the road collisions involving cyclists actually decrease relative to the number of riders on the road, may
be correct. Parisian motorists seem to be adjusting with little
trouble to the massive numbers of cyclists on the road. But who
would expect anything less from the country that holds the Tourde’ France? And as if this doesn’t sound good enough, Paris hasplans to significantly expand the system to over 20,000 bikes in
the coming years.
Vélib’ (www.velib.paris.fr) is operated by the city of Paris,but is financed by JCDecaux, an advertising company. JCDecaux
earns money by advertising on the bikes, and in return, gives
Paris a portion of the revenue. Here in the United States, Clear
Channel Outdoor has licensed the rights to a system similar tothe one in Paris, though to date, no system has been deployed.
Among some cyclists, there is vehement opposition to Clear
Channel Communications – they were the parent corporationof many radio stations whose morning show shock jockeys
were egging folks on to report misdeeds that they had done tocyclists, or even worse. This was especially true at a recent minisummit held with neighborhood advocates in San Francisco, acity that is beginning to take a close look at deploying a similarsystem to Vélib’.

Here. Now.

Interest in bike-sharing programs in the United States is at
an all-time high. I recently attended the previously mentioned
mini-summit organized in part by the Bay Area Bicycle Coalition(www.bayareabikes.org). Several potential vendors were present to showcase their wares, including Clear Channel Outdoor.
Presentations were made by local transit agencies, the San Francisco Bicycle Coalition (www.sfbike.org), land use organizations,and the City staff. Input from local citizens was sought, and lively

66 URBANVELO.ORG

discussion ensued. These types of mini-summits will become
increasingly common as more and more cities consider bikesharing programs.
In Washington, D.C. a bike sharing program is currently
being rolled out called Smartbike DC. This is the first of the
Clear Channel ventures to operate here in the U.S. and is tiny
as compared to its Paris counterpart; only 120 bikes in 10 locations. Congressional staff in the District of Columbia will soon
get their own bike sharing program in an effort to make it easierfor elected officials and staffers to get from building to building as well as around the Capitol without driving. Bikes Belong(www.bikesbelong.org), the Industry-funded national advocacy
group in partnership with Humana (www.humana.com), one of
the nation’s largest healthcare interests plans to have 1,000 bikes
at both the Democratic and Republican National Conventions
later this year. A recent editorial in the Philadelphia Inquirer
indicated that local advocates were already gearing up to get a
program in place in the near future.
In the private sector, Humana has developed an in-house
bike-sharing program called “Freewheelin” that they proudly
presented at the 2008 National Bike Summit. The system as they
developed it works similarly to other third generation efforts,
but has the added component of Social Networking built in for
their users. Cyclists can log miles online, schedule rides, swap
stories, arrange competitions, etc. Humana plans to continue todevelop their system with the hopes that other companies ororganizations can deploy it. From Humana’s perspective, people
who regularly bicycle are typically healthier people and thattranslates to lower healthcare costs overall.
Other cities around the world (mostly in Europe) have implemented third generation bike-sharing systems with considerable
success. Here is a short list of some of the more prominent
locations: Aix-en-Provence, Rouen, Barcelona (Bicing), Brussels,
Copenhagen, Lyon (Vélo’v), Nantes (Bicloo), Toulouse, Stockholm, Pamplona (Cemusa), OYBike, Call a Bike (Berlin, Frankfurt, Cologne, Stuttgart, Munich, Karlsruhe), Copenhagen/Helsinki/Aarhus (CIOS), Oslo, Sandnes, Seville (Sevici) and Vienna.

Why It Works

Paris-style bike-sharing works well in dense, populatedareas where people work, live, and play. As transportation costs
continue to rise many predict a return to the urban core fromthe suburbs. Population centers will become increasingly mixed
in use – shopping, work, entertainment, and services will once
again become centralized. This is the perfect environment forbike-sharing systems. Europe has always had these types of population centers, and many moderate to large American cities fit
this bill. Just as we all heard that peak oil was nearly upon us, so
too, will be bike-sharing programs.
Read more of David’s articles at www.urbanvelo.org/advocacy

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One CarBy Mary Megliola FranzenT

he first hint to change our ways came in the form of abright orange impound notice from the Seattle police
department. It was stuck to my husband’s 1979 Celica,anchored first by the windshield wiper and later by the rain.
We didn’t really mean to leave the car parked in the same
spot on the street for nearly a month; we just hadn’t had any
occasion to move it.
We had entered the marriage the previous year with a
car apiece. We held on to them in much the same way weboth kept our old pots and pans. To this day we’re not sure
if our neighbors really thought the car was abandoned, or ifthey just wanted that parking spot. In any event, that brightorange notice was a clear sign that one of our two cars neverwent anywhere.
Our first step was to move the Celica to the other side

68 URBANVELO.ORG

of the street. Our second step was to give it away. That was
1993. Three cities, one child and 15 years later, we’re still aone-car household.
Through the years a lot of people haven’t quite known
what to make of this. Often I would get a sad smile frompeople who assumed we simply couldn’t afford a second car.
They would gently suggest that a used car might be within
our range. (Considering we drove a 1990 Corolla past the
195,000-mile mark and into the next millennium, I’m not sure
how much more used a car could get.) Then came the partof the conversation where I told people that we were livingwith one car on purpose, we hoped never to own two cars at
once, and my husband liked his daily bicycle commute. I would
admit that I like walking and taking the bus. At that point thekind folk looked away and changed the subject.
Photos by Brad Quartuccio

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BICYCLE MESSENGER
EMERGENCY FUND
The Bicycle Messenger Emergency Fund isa non-profit organization that provides
emergency compensation to bicycle
messengers who are hurt on the job.

bicyclemessenger.org

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That was then. Back when a fill-up cost less than $20 wewere the otherwise normal people with quirky transportation habits. Now we’re hip. Visionary. Responsible global
citizens.
Actually, we’re two people who really hate to be in thecar. We make job and real-estate decisions based on ourdesire to minimize driving. Yes, we’ve saved a pile of moneyover the years by not having a second car, and yes, we areboth deeply concerned about global warming. We also getreally cranky if we have to be in the car for more than 20
minutes at one time. Most people feel liberated when they
get behind the wheel. We feel trapped.
I’ve tried to explain to people that being a one-car family isn’t all that difficult, and I point out that we’ve done it
most of our married life. They respond, “But that’s you.”That’s true, but they’re looking at the wrong side of who weare. They’re giving us too much credit for being tough, andthey’re failing to see that we’re simply avoiding an unpleasant activity.
Perhaps that’s my calling in the fight against global
warming—to point out that driving a car isn’t all it’s cracked
up to be. Drivers assume that leaving the car at home is asacrifice. I see it as a gift. No traffic, no parking fees, thefreedom to read a book while someone else drives. It’s abeautiful way to live. Someone needs to tell these people
that the car is not their friend.
And yet, we own one. We’ve had many conversations
about going entirely car-free, but something always stops
us. We recall the last time we had to transport a fever-ish child to the doctor, or the trips to and from Boy Scout
camp. Sometimes we need things from Target or Costco,and they—like most big-box stores—are in the suburbs. So
we hop in the car and go.
We try to make the car our last resort, preserving its
definition as a necessary evil of modern life in the UnitedStates. I admit that sometimes it’s a highly convenient evil.
Our son walks to and from school—but when it’s pouring
rain and he has to turn in his science project that day, I drive
him. On that day we are thankful for the car. More often,
the car is the annoying thing we have to park once we getwhere we’re going.
As I write this, two 20” tires were just delivered to ourfront door. They’re for a decades-old folding Raleigh 20 thatmy husband bought somewhere or another online. Bike purchases have begun to blur. He’s fixing it up to be my city-girlerrand bike. I’m wondering how many groceries I can fit in
the front basket and whether I can ride it while wearing askirt.
Big grocery trips will continue to happen in our car, a‘05 Pontiac in a shade of orange inexplicably called “Fusion.”
We’ve gotten older and acquired some real estate, so thesedays we park our car in our garage and impound stickers
are a thing of the past. Now we’re the ones leaving noteson neighbors’ windshields, trying not to sound too irritatedwhen they park in the alley and block access to our garage.
We can always get the bikes out, though—all 10 of them,with their fenders and baskets and headlights, just waiting
to set us free.

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We’re not just friendly...
We’re bicycle friendly!
ENRICO’S TAZZA D’ORO

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1125 N. Highland Ave. Pittsburgh, PA

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Bike Threading 101
By Brad QuartuccioF

ew things can cause a bigger headache for a bicycle
mechanic than left-hand threads. The confusion andfrustration of “loosening” a stuck pedal only to realize
you’ve truly just been making it really, really tight is unparalleled, and replayed time after time in shops everywhere.
Sometimes lefty isn’t loosey, and it’s a good idea to have afirm grasp on this concept before grabbing the cheater bar
for that stuck bottom bracket.
Most everything in life is right-hand threaded, meaningthat if you turn the head of a bolt clockwise the bolt will get
tighter. As a de facto standard it works well for most applications of fasteners and machine parts. There are instanceswhere the physics of mechanical movement dictate that particular items be threaded opposite this standard, hence lefthand threads that tighten when turned counterclockwise.

Parts of a Bicyclewith Left-Hand Threads
Pedals – The left (non-driveside) pedal and crank arm
Bottom Brackets – The right (driveside) cup of English
		threaded bottom brackets.
Fixed Hub – The lockring on a track hub.
Freewheel – The bearing cover. Don’t loosen it,
it’s a mess.

Right- and left-hand threads can be easily
visually differentiated. With the maleend of the bolt, or in this case pedal
axle, pointed up, right-hand threads
slope up and to the right while lefthand threads slope up and to the left.

Mechanically speaking, pedals, bottom brackets andthat freewheel bearing cover have left-hand threads where
they do because of the principle of precession. Jobst Brandt
explains, “[Precession], in which a round object rolling ina circular ring in one direction will itself turn in the opposite direction… Precession forces are large enough that nomanner of thread locking glues, short of welding, will arrest
them.” Newtonian physics at its best. Pedals are far more
prone to precession than bottom bracket cups are, thus
Italian and French thread bottom brackets which are right-

Technical Gubbins
72 URBANVELO.ORG

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hand threaded on both sides work without loosening. Most
all bicycles in the United States have English threading with
left-hand thread on the driveside, fixed cup.
As for the track lockring, it is left-hand threaded inorder to resist the cog wanting to unscrew with backpressure. Friction between the face of the cog and lockring
causes the lockring to tighten as the cog wants to loosen.
Properly installed that first time, this is a tight connectionthat will rarely fail and a solid mechanical reason to avoid socalled “suicide” setups with a right-hand thread lockring andfixed cog on a converted freewheel hub.
Every mechanic has a different method for remembering what threading is what. Personally, I remember that thepedals loosen by turning the wrench over the top of thepedal towards the back of the bicycle. English thread bottom bracket cups have threading opposite the pedals of thesame side. Take note before pulling out the “Arm of God”
cheater-bar wrench extension.
When rifling through the parts box or otherwise
encountering pedals where left- from right- isn’t marked

The arrows in the image show the direction to tighten the given pedal. If you
can remember that the pedals tighten
towards the front of the bike as shown,
you can remember that the bottom
bracket cup on each side tightens opposite the pedal of the same side.
or otherwise obvious, one can easily discern the different
threading with some wisdom passed down from grandfathers everywhere. With the threads pointing up, right-handthreads slope up and to the right while left-hand threads
slope up and to the left.
Keeping threading in mind will save many headaches andknuckles from slipped wrenches over time. Easily confusedby even the most competent mechanics, frustrations witha tricky part just not coming loose always merit a look atwhich way the threading may go. Righty-tighty, lefty-loosey,
except when it isn’t.

Technical Gubbins
74 URBANVELO.ORG

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Bike Chain Stretch
By Brad QuartuccioChain stretch is an ugly beast. Caught late, it canspell disaster for an entire drivetrain throughpremature wear. Besides keeping things clean
and lubed, regularly checking and replacing your chain is
the best thing to you can do to protect your drivetrain
investment.
Bicycle chains are ½ inch pitch, meaning that there is½ inch between each pin. Using a ruler, you can measure
12 complete links of chain, pin to pin, to determine if thechain should be replaced. On a new chain this measurement should be exactly 12 inches. A chain that measures
12 1/16 inch should be replaced before any drivetrain
damage is incurred. Past the 12 1/8 inch mark and you
should expect at least the most used chainring and cog(s)to need replaced for a new chain to work properly, andmost likely the entire drivetrain is past its prime.
It is truly a misnomer to say that chains “stretch” asthey do not increase in length due to physical stretchingof the links but due to wear on the chain pins themselves. Whatever the mechanism, a stretched or worn
chain is bad news all around. Inspect and replace yourchain when indicated, it’s a small investment as compared to the rest of the drivetrain.

For More Tech Info Visit
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