New Product Spotlight: NEXT Cycling Gravel Disc Carbon Tubeless DT350 Wheels with Specialized SCS Conversion Kit - Cyclocross Magazine
New Product Spotlight: NEXT Cycling Gravel Disc Carbon Tubeless DT350 Wheels with Specialized SCS Conversion Kit
NEXT Cycling, founded in 2015 by Vermont-based engineer and long-time Jonathan Page sponsor Jerry Chabot, is the first company we know of to produce a wheel kit for the 12X135 thru-axle design of the SCS rear end on the 2016 Specialized disc ...
Tuesday's Tour of Qatar stage ended in a small bunch sprint after the field was split by a major crash. Photo: Tim De Waele | TDWsport.com
Mark Cavendish and Alexander Kristoff were tucked behind the last of their lead-out men at 65kph when the Tour of Qatar peloton flowed around and then crashed atop a raised concrete road divider strewn with sign posts and speed camera poles — unprotected by barriers — just over 500 meters from the finish of the race’s second stage.
It was eerily reminiscent of the scene that ended the 2015 season and permanently scarred the leg of American Peter Stetina: metal poles, a pile of torn spandex, bent and broken equipment, glasses half off faces. Quite a lot of road rash. There was more luck this time, as no major injuries were reported, but riders say that game of chance and inches should never have been played.
They’re also saying that the Qatar crash was avoidable, and are clamoring for the the UCI to strengthen its punishments for race organizers that fail to create safe courses.
“How much has Qatar paid for the UCI worlds bid? The 2019 IAAF world championships? The 2022 World Cup? Of course they could afford a few more kilometers of barriers,” said Michael Carcaise, executive director of Association of North American Professional Cyclists (ANAPRC). “This is not an unsolvable or prohibitively expensive problem. This is the UCI failing to do its number one job: make rules and enforce them.”
Responses submitted by pro riders to a new rider race report form created by ANAPRC indicate that the crash Tuesday was caused by a lack of barriers in a key section of the final kilometer.
“The crash with 500m to go was due to a lack of proper barricades to block off a turn lane and island. It could’ve easily been avoided,” reads a response submitted to the form by one of the day’s racers.
Despite the fact that proper barricading could have kept riders upright, and despite the fact that the UCI produces a comprehensive guide to creating safe race finishes, history suggests that little will be done. At present, the UCI has little recourse against organizers because its guidelines are not binding, but are mere suggestions of best practice.
ANAPRC, which is part of the Cyclistes Professionnels Associés (CPA), called Tuesday for the current course guidelines to be turned into regulations.
“Riders are the only stakeholders held accountable in pro cycling. The UCI must start holding race organizers to a higher standard for safety. Their suggested guidelines are not good enough,” Carcaise said.
Riders are increasingly vocal regarding race safety, which they correctly term workplace safety. The CPA is expanding this year to represent more of the pro peloton, further enhancing the voice of riders in such matters.
— Brent Bookwalter (@brentbookwalter) February 9, 2016
The organizers of Vuelta al Pais Vasco, where Stetina smashed his knee on a metal pole that was stuck in the middle of the road, marked only by a small orange cone, have seen no repercussions.
“We are not asking for all risk to be removed from pro cycling,” Carcaise told VeloNews via email. “We simply ask that race organizers use the most basic common sense to make courses safe in the most dangerous part of the course — the last 5km.”
There are a number of factors to consider when choosing a tire to use for riding on indoor rollers. Photo: Casey B. Gibson | www.cbgphoto.com (File).
I have a question that I cannot find the answer to anywhere. I have been following you for years, have two of your books, and I just read your VeloNews article, “Where the rubber meets the road.” So you are eminently qualified to answer this question. I hope you can.
I just purchased a set of Elite Arion Mag Rollers, and I love them. They are the best rollers I’ve ever used, by far. One problem I am having, though, is that I’m getting some bumpiness. I’m fairly certain it’s due to my tires, and possibly the tubes. The tires, for sure, are fairly old and have imperfections in them. I’d like to correct this problem and make my roller experience as smooth as possible, but I just don’t know the best way to go about it.
PLEASE NOTE: The tires and tubes will be used on the rollers ONLY; no road or turbo trainer usage.
What characteristics do I need to look for in a tire? Weight, puncture resistance, and handling are obviously not a concern, so what does matter? TPI? Suppleness? Outer materials? Casing materials? Does tire width matter? (Ex 700×23 or 700×25?) Will using a latex tube make a difference? What about tire pressure?
There has been so much written about these issues in regard to turbo trainers, but I can’t find a single word on the subject for rollers. I just want to get the best experience out of them as I can, but also without spending hundreds of extra dollars.
In the late 1970s, before turbo trainers, any indoor training I did was on rollers. The drums on my Cinelli rollers were not machined; they were made out of large-diameter, thin-wall steel tubing, and they had open cup-and-cone bearings, rather than cartridge bearings. Consequently, I had few expectations for smoothness (or quietness). My roommate, however, had some early Kreitler rollers with machined drums, and his were nice and smooth (so I tended to use his!). There were no decent clincher rims or tires at the time, so we rode tubulars for training as well as for racing. A good racing tubular glued on straight onto a true (especially a radially-true) wheel made for a smooth ride on the Kreitlers, but if the valve stem were cocked or if there was a bulge in the tire, it made for rough roller riding.
In the rolling-resistance article you cite, I did not publish the test results performed on the (very large-diameter) smooth roller surface at Wheel Energy Oy because it was unrealistically smooth, making the rolling resistance numbers unrealistically low and showing only that rolling resistance continues to go down as tire pressure goes up. (In the real world, even small imperfections in the road surface will cause rolling resistance to increase after a certain tire pressure with a given tire has been exceeded, so I instead only published the results of the diamond-tread surface on the roller, which revealed this effect.) Even with smooth rollers, however, as the roller diameter decreases, the tire’s rolling resistance will increase, due to the deeper deflection of the tread and casing. And while the drums on your Elite Arion Mag rollers are smooth, they are also relatively small in diameter, so they will push more deeply into the the tires than bigger drums. This will tend to compound any rolling issues due to inconsistencies in the tires.
Kreitler service manager Billie Uriguen says, “Any tire can be used on the rollers. However, the smoother the tire, the quieter the ride. The knobbier the tire, the louder the ride. We recommend a set of used tires, as they seem to have less rubber buildup than brand new tires.”
So, you will be looking for a used tire with a very smooth tread, and my contention is that you should also seek one with a consistent, supple casing. This generally means a higher-quality tire, as the construction will not only tend to be more consistent, but the thread diameter in the casing will also be smaller, allowing the casing to deflect more easily as the roller pushes deeply into it. To answer one of your questions, yes, this means higher TPI (threads per inch). And yes, better-quality inner tubes, especially latex ones, enhance the suppleness of the tire and hence, the smoothness of the ride.
To answer another of your questions, a larger tire size will also result in a smoother ride, as it will distribute the load over a wider area. So go for that 700x25c, rather than the 700x23c tire.
As for tire pressure, you obviously want it high enough that you won’t feel the valve area as it rolls over the roller. That said, lower pressures will provide smoother riding, and, as I discussed above, the rolling resistance will increase with decreased inflation pressure. If the tire were completely smooth, you could run super-high pressures, and your rolling resistance would be at or near its lowest. But no tire and wheel will be completely smooth and round. Furthermore, nobody pedals completely smoothly, and less rider-induced bouncing will be absorbed in a harder tire, so the amount of bouncing on the rollers will increase with higher tire pressure. And you don’t want the tire to be so hard that you could risk explosion with the added heat of friction on the rollers.
The tire pressure will also need to be lower with larger tires. As pressure is force per unit area; the force on the sides of the tire (and, in the case of a clincher, on the rims and beads holding tire onto the rim) at a given pressure go up as the square of the tire’s cross-sectional diameter. That’s why even high-quality mountain bike tires have a much lower maximum pressure written on the side than small road tires of similar-quality construction. It’s not that the listed number is for the smoothness of your ride, but that the bigger tire cannot contain as much pressure before exploding. So bigger tires will ride more smoothly on the rollers also because the pressure will be lower, thus increasing the size of the contact patch on the roller.
Of course, you also want to have as perfectly true and round wheels as possible. No combination of tire and inflation pressure can make up for a wheel that is bouncing up and down.
Just wanted to report that IRD’s 11-speed (with 32t as the biggest cog) seems to shift as well as the OEM cassette on the wife’s Athena 11 triple setup.
Last Friday, Brooklyn Council Member Carlos Menchaca introduced legislation that would allow cyclists to cross with leading pedestrian intervals (LPIs) that give people on foot a head-start on turning motorists at intersections.
LPIs have been implemented at more than 100 intersections in Manhattan, Queens, and the Bronx. Menchaca’s legislation would not require the city to install separate signals for cyclists, but would give cyclists the legal right to cross at the same time as pedestrians. It would cost nothing.
Menchaca said his proposal, Intro. 1072, would legalize a common practice among cyclists that prevents conflicts with drivers. “What I like about this is I think that people already have the instinct to want do it, and I think that instinct is about safety,” he told Streetsblog.
The proposal is in the same vein as legislation proposed by Council Member Antonio Reynoso last year to allow cyclists to treat red lights as stop signs and stops as yield signs. Menchaca said his bill builds on the conversation Reynoso began. “I think Council Member Reynoso really started the conversation in probably one of the more grand ways anyone could do it,” Menchaca said. “What I’m doing is taking a piece out of that vision and bringing it into here and now at a low cost and allowing for us to build that narrative.”
Menchaca said his proposal, co-sponsored by Reynoso and Council Member Brad Lander, is a small step in a greater legislative effort he envisions to shift cultural attitudes toward cycling and Vision Zero. By passing legislation that reflects shifting attitudes about cyclists’ and pedestrians’ use of streets, Menchaca hopes to build a greater understanding of safe streets policy and design in communities across the city.
Menchaca believes such a process can bring more people on board with Vision Zero initiatives. “[Vision Zero] is our model and I think part of that model might mean we do it in increments, in steps that walk people through this,” he said. “My vision is about process, my vision is about timing and it’s about doing things that we can do today.”
“Our objective is not to be disruptive. Our objective is to really help culture move along the way,” Menchaca said. “We’re talking about everybody. In the culture that I’m envisioning, it’s all these people feeling like they’re being part of this evolution in culture.”
Menchaca said he hopes to hear how other cities have experimented with Idaho stop-inspired laws such as he is proposing. That hearing has yet to be scheduled.
Note: Public comment is due by the end of the end of the business day on TUESDAY, February 9, 2016. Sorry for the late notice, but I just received word on this myself.
Caltrans District 5 announced plans to close eight miles of US Highway 101 to bicycles near the Monterey County / San Luis Obispo (SLO) County line during the North Paso Rehab Project. Caltrans invites public input on this closure. The map below shows the construction area in orange.
This portion of Highway 101 is popular for cyclists touring California. Bicyclists are currently allowed on most of Highway 101 from Bradley to the town of Paso Robles, though they are required to exit at either end of San Miguel. Caltrans offers no suggested detour in their published project material, and any alternate routes in this region are challenging to cyclists with significant added mileage on steep roads.
Caltrans staff say they’re closing this portion of Route 101 during construction because of safety concerns for cyclists, but alternatives are on curvy roads with no shoulders, and poor sight lines.
In your public comment to Caltrans, please point out the Caltrans is obligated to provide a reasonable alternative to bicyclists. Suggested alternatives include:
- Provide paved, two-way access through Camp Roberts.
- Allow two-way access on the one-way frontage road between Camp Roberts and San Miguel.
This project from Fall 2016 to Fall 2018 will reconstruct both directions of US 101 and extend its service life. Caltrans will also widen the outside shoulders from eight feet to ten feet. Learn more by reading the North Paso Fact Sheet.
SUBMIT COMMENTS BY TUESDAY, FEB. 9, 2016 to Caltrans Project Manager Amy Donatello, 50 Higuera Street, San Luis Obispo, CA 93401. Call her at 805-549-3014 or email Amy.firstname.lastname@example.org
In spite of rain, couch potato heart rate, and other obstacles, Neal Karlinsky appreciates the privilege of getting out on a bike. Photo: Neal Karlinsky
Too busy to ride? So’s Neal Karlinsky. But the married father of two, who’s also a national television news correspondent (you may remember his bombshell 2010 interview in which Floyd Landis admitted to having doped with Lance Armstrong), just got his first USAC race license in 25 years. He’ll be blogging here throughout the year about re-entering the race world in middle age and trying to juggle training and team obligations with work, family, and unpredictable days-long trips to cover breaking news.
If the drug testers ever come, I’m gonna pee a steady stream of peanut butter and honey sandwiches. Plus some tortilla chips and hummus. I have no idea if it’s a good idea, but peanut butter and honey is my go to, non puke-inducing pre-ride fuel. And after a ride, I sometimes gorge myself on chips and hummus, before getting down to the real eating, but I can’t really explain why.
I blame the bike for all kinds of weird habits and eccentricities. I think I know my friend Owen’s butt better than his wife does. Don’t get me wrong, I’m happily married. But I swear I can identify a dozen different guys I know, even in matching kits, just from their butts while at cruising speed. Not that there’s anything wrong with that.
On a recent ride, the butt in front of me belonged to Mike, a hard-charging racer on my Taco Time NW team. Near the end of the ride, he didn’t know it, but I was counting on that butt to drag me the last few, painful miles — and fast — or my butt was gonna be in big trouble. We dads have a constant headwind called kids’ activities. And the clock was ticking in a big way for me to get home in time to take my daughter to her basketball game. In all honesty, I love taking my kids to stuff and am painfully aware of the passage of time as they grow. But that didn’t make the decision of whether to clean myself or my bike — no time for both — any easier during the 20 minutes I had left by the time I got home. (Also, see food intake issues above.)
As determined as I am to race, my heart is with family and job first. But that’s left my heart aching. I mean really, my HR monitor tells me that my heart is the first muscle to lose fitness when I’ve been working like crazy, not sleeping and NOT riding or exercising. It’s a shockingly quick return to CPHR (couch potato heart rate). After a recent week on the road for work with roughly three hours sleep per night, not including one all-nighter, my first ride back was a mess. My average heart rate was higher than normal. My speed was fine and my legs felt OK-ish, but it sure didn’t feel good and the effort outweighed the performance. I try to fight this in the most pathetic ways. I skip the escalator or the scrolling people mover at the airport and pick up my walking tempo. I’ve convinced myself that the annoyingly distant new rental car facility at the Burbank Airport is actually a good thing, because there’s so much more walking now.
I’ve also convinced myself that being miserable is helpful. I ride in the rain a lot, but the other day, the thrashing I endured was so bone-chilling and wet, I was sure that my curse-filled thought bubble was showing. I like to think that people in their warm cars, rather than hating us for riding on the road, quietly respect the crazies in spandex spending their Saturdays filthy and freezing with a steady breadcrumb trail of snot. At least that’s the way I imagine it behind fogging Oakleys.
Before one such blustery ride, I was driving my son someplace and mentioned that I was going to head out and torture myself on the bike shortly. He looked at me and said, “You know what Dad, you love riding your bike so much, you shouldn’t look at it as torture.” And there it was, the boy had set me straight and cut right to the heart of it. Because even though I like to joke about how hard winter riding can be, I know it’s a privilege every time I get a chance to click in. Even when there’s no magic butt to draft and my training partner is my own imagination, that cold, lonely road is sweet as the honey in my belly.
The post Shifting Gears #3: Fighting off couch potato heart rate appeared first on VeloNews.com.
SANTA FE, N.M. (BRAIN) — Santa Fe-based distributor BTI is rolling out faster delivery incentives to dealers in most U.S. states.
Shops west of the Mississippi River will receive orders above $450 in 1-2 business days for free, while those east of the Mississippi River will receive orders over $450 in 2-3 business days at no charge. The company said it has no exclusions for oversized goods and no maximum on shipping expense as a percentage of the order.
Below the $450 free shipping threshold, dealers will experience upgrades to delivery speed as well. Shops in most of Colorado and parts of Wyoming and Nebraska will now see packages arrive in one business day. Shops in most of Montana, South Dakota, Iowa, Missouri, and Kansas will see orders arrive in two days, a day sooner than the company previously delivered.
BTI also added USPS Priority Mail for 2016. Shops across the U.S. can benefit from Saturday delivery, without additional fees. Eastern U.S. shops will now also have the option to ship by Priority Mail for delivery in two days to most major cities. Alaska, Hawaii and Puerto Rico will generally receive orders in three business days via Priority Mail. Domestic Priority Mail shipments qualify for free shipping at $450 (USPS size restrictions apply).
BTI's founder Preston Martin said, "BTI has not only made it easier to place smaller orders without incurring freight expense, but also accelerated delivery to most shops; this keeps the shop's inventory turns high, reduces freight expense and best of all, increases customer satisfaction. BTI's true free shipping just got even better."
More information at bti-usa.com.
Imagine 20 percent of commuters getting to work by bike in a major U.S. city. No entire city is close yet (Portland, with the highest rate, is at about 6 percent), but some neighborhoods are getting there.
Dan Malouff at Beyond DC shares new data from DDOT showing that in a few areas of Washington, the bike commute mode share is especially impressive. The numbers for specific Census block groups should be taken with a grain of salt because the margin of error is high. But it’s safe to say that more than 1 in 10 workers commute by bike in some parts of DC.
It shows how hugely popular bicycling can be as a mode of transportation, even in the United States. What’s more, this data actually undercounts bicycle commuters by quite a lot.
It’s originally from the US Census’ American Community Survey, which only counts the mode someone uses for the longest segment of their commute. People who bicycle a short distance to reach a Metro station, then ride Metro for the rest of their commute, count as transit riders rather than bicyclists.
Keep in mind that DC has made rapid progress on bike infrastructure for an American city — it didn’t have a single on-street protected bike lane as recently as 10 years ago.
Elsewhere on the Network: Sustainable Cities Collective explains how cities like Seattle and Toronto are “rethinking” backyards. And the Dallas Morning News’ Transportation Blog says that for a city with no plans to stop expanding highways, building landscaped “decks” to mitigate the damage is likely to become increasingly common.
PETALUMA, Calif. (BRAIN) — Mountain bike apparel brand Kitsbow has added a road line that includes a jersey, bib short, windbreaker, and knee and arm warmers.
"Mountain biking was our starting point, our core and our passion at Kitsbow," said Charlie Cronk, who co-founded Kitsbow with Zander Nosler. "Most of us ride, whether it's mountain, urban commuting or road, so each addition to the line has been a natural progression. Now we're excited to expand into road apparel, remaining true to Kitsbow's design philosophy: dedication to beautiful, technical fabrics with functional details, made to be worn hard and built to last. The new pieces are in the spirit of what we like about being on the bike — adventure, fun, going out and getting lost or finding a new path and exploring where it goes."
The road line includes:
- Geyser's Jersey (MSRP: $169): The jersey's merino synthetic blend (57 percent poly, 43 percent merino) is made for riding in any weather, with breathability, wicking, moisture management and anti-microbial properties. An articulated shape and race cut with a higher front ensures proper fit in the saddle while the gripper waist keeps the garment in place. Available in three colors: flash, ti-gray and denim.
- King Ridge Windbreaker ($179): A lightweight, packable wind- and water-resistant shell, the King Ridge Windbreaker has a reflective logo for safety, soft knit at the top of the collar and knit cuffs at the sleeve openings, articulated fit and shaped sleeves.
- Coleman Valley Bib Short ($179): Made from Polartec Power Stretch, the bib short's next-to-skin layer stays dry, breathable and comfortable by continuously transferring moisture vapor for rapid evaporation while the outer surface has a low-friction finish that increases abrasion resistance. Straps on the bib are made from a knit mesh elastic for lightness and breathability, and hidden leg pockets are available for ditching wrappers.
- Road Arm Warmer and Knee Warmer ($59 each): The lightweight, 50+ UPF-rated warmers feature an articulated shape for great fit, flat-lock construction, silicon pixel grippers, and reflective logo treatment for visibility.
More information: kitsbow.com.
(Reuters) - The Katusha World Tour cycling team have escaped suspension despite two of their riders failing drugs tests in the space of a year, the International Cycling Union (UCI) said on Tuesday after a disciplinary commission hearing. The commission ruled, however, that the conditions for a suspension of the Russian team had not been met because the first positive test involving Italian Luca Paolini was for cocaine taken on a recreational basis. "The President of the Commission has expressed that he could share the view that it would be disproportionate to suspend a team on the basis that one of its members (uses) a social drug, the consumption of which is not related to sporting performance." Paolini tested positive during last year's Tour de France.
Some have likened the 2016 Doha world championships course to a Belgian kermesse criterium race. Photo: Tim De Waele | TDWsport.com
DOHA, Qatar (VN) — The elite men’s peloton properly saw the 2016 world championship course at race speed for the first time Tuesday in stage 2 of the Tour of Qatar. The Pearl circuit, they say, will likely see a sprint finish for the men on October 16.
The Tour of Qatar covered four laps of the 15.3-kilometer Pearl circuit before finishing farther away, at the Qatar University, where Katusha’s Alexander Kristoff won over Mark Cavendish.
The $15 billion artificial island with its ever-increasing high-rises grew from nothing over the last 10 years. The circuit navigates the roads between the towers, passing 24 roundabouts and making two U-turns. It looks nothing like the open and straight roads outside the city that winds often buffet, creating echelons in the Tour of Qatar.
“I think it might be a bit easier [than the Copenhagen Worlds in 2011] because the roads aren’t as wide,” said Dimension Data’s Cavendish, who won the title that year.
“You’ve got in your head that it’s going to be a roll around and sprint finish, but it’s not. It may look like that on TV, but cycling’s f—king hard, man. It’s going to be someone who can sprint, but who is quite resilient over that distance. It’s going to take its toll, the distance around there. No matter where you sit in the peloton, it’s going to be gnarly.”
The race will start at Sealine Beach, where the final stage of the Tour of Qatar usually begins, and cover 73.5 kilometers, mostly through barren plains, to reach Doha’s Pearl to the north. Details are yet to be released, but the men would need to cover 12 circuits to reach 257.1 kilometers. Each lap circles around two lagoons, in the shadows of the island’s 60-plus towers. The finish is near a residential area made to look like Venice.
“It was windier than I thought it was going to be, there wasn’t so much shelter from the buildings and the wind was coming always from a different direction when we moved around the different pearls. I don’t think the final circuit will create any splits, but it’s definitely going to be uncomfortable no matter where you are in the group,” added Cavendish.
“There may be a split, I can’t see it happening, but it’s definitely going to be gnarly wherever you are in the peloton. It actually makes for quite a good world championships. The people who write on your internet forums are going to want echelons and that, but we’re not f—king robots, we’re not going to do that for 260K.”
“I’m good in the cross-winds, though!” Norwegian Kristoff said of the lack of open desert roads. “It’s not really like what you’d find in the Tour of Qatar, where we are normally in the desert. It’s a little bit special, it seems like a criterium. There are accelerations after every corner.”
Both Cavendish and Italian Manuel Quinziato (BMC Racing Team) said that it looked like the Belgian and Dutch roads they ride in the Eneco Tour.
Dimension Data’s Tyler Farrar could lead the U.S. team. He previewed the circuit ahead of the Tour of Qatar and rode it in stage 2. He called the circuit “crazy.”
“With a lot of roundabouts and a lot of corners, I’ve never seen anything like this before,” Farrar said.
“There’s more wind effect on the circuit than I thought there’d be, but I don’t know if it’ll actually split the bunch on the circuit. I think it’ll be a sprint, it won’t be the easy sprint, riding around in the bunch and easily spinning your legs all day and then sprinting. I think everyone will be tired at the end, but it’ll still be a sprint.”
Belgian Greg Van Avermaet (BMC Racing) was not so happy with what he saw on the island. He commented that “it’s not the most beautiful course.”
“It’s something special, like a kermesse criterium in Belgium,” he said. “Maybe some riders will be happy with it, but for a classics rider like me, we prefer something else. Even if it’s tough, a rider like Cavendish who can win Milano-Sanremo after 260K can do great on this course.”
Defending champion, Slovak Peter Sagan (Tinkoff) is not racing in Qatar after starting his season in Argentina’s Tour de San Luis. He won last year in Richmond, Virginia.
The post Kermesse-style Doha worlds course favors tough sprinters appeared first on VeloNews.com.
John Oliver on DC Statehood... give this a glance... give this a listen... I had not known so much of what is said here... DC STATEHOOD NOW!
Halfords accused of sexism after describing women's bike as great for 'cycling to Auntie Doris's' - Cycling Weekly
Halfords accused of sexism after describing women's bike as great for 'cycling to Auntie Doris's'
The cycling retailer has been branded as sexist by social media commentators as the description for the men's version of the bike simply reads: “The Carrera Crossfire 1 Men's Hybrid Bike 2015 is great whether you're biking on tarmac or trail riding.”.
curious how they got their data...
wondering if they could remove me from the Mount Pleasant representatives and add me to Manor Park
Manor Park was thin in its representation
but I know that 3rd Street NW is a major commuter route
taking people from and through Manor Park
in short... my thought...
the neighborhoods they mentioned that were high achieving in bicycle commuters are places where young and single people live
while in the more established neighborhoods there are older couples and families
as a father of two I will tell you
it is not easy to be CAR FREE... in fact... I never tried it
my effort is to be CAR LIGHT
no everyone has the luxury to ride their bikes with their kids to school
and the churchies?
the big churchie anti bike campaign
well... it is not very "christian" (or any other religious affiliation) to be so selfish over the public space that is not yours to be possessive over
the churchies often double park while in church
the older church goers could car pool
or better yet
park in a parking lot and have the church provide shuttle service
people could start warming up with some prayers and some tunes as they get into a shuttle bus
Wapo article about the breakdown of bicycle commuters by neighborhood
Sicuro, contaci. Il nuovo sindaco ha già detto bau.
NuVinci(R) Cycling, a Division of Fallbrook Technologies, Adds Technical Product Manager and Expands successful ... - GlobeNewswire (press release)
NuVinci(R) Cycling, a Division of Fallbrook Technologies, Adds Technical Product Manager and Expands successful ...
GlobeNewswire (press release)
CEDAR PARK, Texas and ZWOLLE, Netherlands, Feb. 9, 2016 (GLOBE NEWSWIRE) -- NuVinci Cycling, a division of Fallbrook Technologies Inc. (Fallbrook), announced today that it has hired a new technical product manager to manage its existing and ...
and more »