Tag: Cycling Page 1 of 5

How athletic cyclists can ride for transportation

Finding my way on a bike through the COVID-19 lockdown

I, like most of you, have been stuck at home for weeks now because of the COVID-19 lockdown, and I’m glad to be doing my part to help stop this virus.

But it hasn’t been easy. Being stuck home for weeks, frankly, sucks. But thankfully, I’ve still got my bike, and I still live in a jurisdiction where health officials are encouraging its use, as long as it’s being done while keeping appropriate distance from others to prevent the spread of the virus.

But riding a bike through a city these days is completely different than in the past. Here are the ways in which I’m trying to find my way through this crazy situation.

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Tom Babin is the author of Frostbike: The Joy, Pain and Numbness of Winter Cycling. 

Add lights to your bike for the Christmas season

Decorating your bike for Christmas is fun, but can also help make you more visible.

I’ve always wanted to do this, but never quite got deep enough into Clark Griswold mode to get it done. But this is the year I decorate my bike with Christmas lights. This is mostly for fun, but being more visible on the roads during the dark winter months isn’t a bad thing!

Check out my video below to see how I did it (spoiler alert: It’s super easy!).

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Tom Babin is the author of Frostbike: The Joy, Pain and Numbness of Winter Cycling. 

Testing the best ways to get around a city: Bike, e-bike and e-scooter

It’s an urban challenge we’ll all run into at some point: You need to get across the city quickly. What’s the best way?

To answer that, I decided to test three transportation options.

  1. My own bike.
  2. A dockless shared e-bike from Lime.
  3. A dockless shared e-scooter from Lime.

This isn’t only about speed. I’m also factoring in things such as costs and the all-important sweat factor. Any predictions?

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Tom Babin is the author of Frostbike: The Joy, Pain and Numbness of Winter Cycling. 

My summer mission: Photographing utility-box art in my city

More than a decade ago, the City of Calgary commissioned artists to paint utility boxes. You’ve seen these nondescript grey things that electricity runs through, even if you’ve never consciously noticed them before. I hadn’t. They are part of the overlooked underpinnings of city infrastructure, like telephone poles or storm drains.

But dozens of artists have painted them in Calgary as part of this project, and, one day, while perusing the city’s open data site (I don’t have a lot of hobbies), I came across a list of the commissioned painted boxes and their locations. After a little spreadsheet work and some Google magic, voila, I had a map of every one of those 68 boxes.

This isn’t all of the painted boxes in the city. Apparently, the map hasn’t been updated in some time. But still, I kind of like these utility boxes. And I like maps. So I decided that I would make it my summer project to visit each of the points on this map on my bicycle and take a look at the art. And since I’m there, I’ll snap a photo and post it to Instagram, in a style inspired by Behind Handlebars. By the end of summer, hopefully, I’ll have a gallery of 68 artfully painted utility boxes.

Even as I type this I’m struggling to come up with an answer for the inevitable question that will follow: Why? Beats me. Ask me when I’m finished.

If you lead an empty life and want to follow along, Instagram is your best bet. And I’m taking a bit of time away from my usual blogging and vlogging this summer as a creative recharge, so this may be all you’ll get from me for a while. Enjoy your summer.

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Tom Babin is the author of Frostbike: The Joy, Pain and Numbness of Winter Cycling. 

Why multiuse pathways sometimes suck for cyclists

Why would a person on a bike choose a road over a pathway designed specifically for cycling? After being yelled at by a motorist for riding my bike on a road adjacent to a shared multiuse pathway, I decided to bicycle commute home using only pathways to show the good, the bad and the ugly about multiuse pathways.

The results show that the good and the bad about pathways. The good? For recreation, they can be fantastic: usually placed in beautiful places and rolling through parks, they are looping routes that allow for connections to nature and slow, easy rides perfect for hauling a picnic or visiting relatives.

For transportation? Not so much. They tend to be indirect, full of gaps, and rarely get you directly where you need to go. And as some followers have also pointed out, they tend to have slow speed limits and be full of pedestrians, both of which slow a commute.


Check out the video below for more.

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Tom Babin is the author of Frostbike: The Joy, Pain and Numbness of Winter Cycling. 

City bike, road bike or e-bike? What’s best for bicycle commuting?

What’s the best bike for commuting? This is the second video in which I test different types of bikes on my commute. This time, instead of a mountain, road or city bike, like I did last time, I tested these bikes: A slow, comfortable city bike, a light and fast road bike and a pedelec , a.k.a an electric pedal-assist bike.

Which one is best? I measure my commutes on all of the bikes and compare the numbers.

If you don’t want to watch the video, here are some of the numbers:
City bike: Riding time: 66:61, average speed of 20.2 km/hr
Road bike: Riding time: 58:65, average speed of 22 km.hr
Electric bike: Riding time: 56:31, average speed of 24.6 km/hr

Speed, however, is not the only factor in bike commuting. In the video, I also examine a number of other factors around bike commuting, such as comfort, costs and the sweat factor.

I hope this video helps you become a better bike commuters.

Also: You’ll probably notice that my math is weird on some of the calculations. I have an accumulated time of 58:65, for example, which should be expressed as 56:05. The larger point I’m trying to make still stands, but, yeah, I messed up.

Here’s my first bike commute challenge.

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Tom Babin is the author of Frostbike: The Joy, Pain and Numbness of Winter Cycling. 

Why it’s time to stop building painted bike lanes

Two thing caught my eye recently and led to the question: do painted bike lanes suck? In fact, the question might go even farther: is a painted bike lane more dangerous than nothing at all?

You know what I’m talking about. It’s those bike lanes that are created just with a strip of paint and nothing else. No protection or separation from passing motors vehicles as all. Just a strip of paint.

The first came when I saw a talk recently by Dr. Jennifer Dill from Portland State University, who has done a ton of research into urban cycling. And one of the things she did recently was to survey people’s impressions of different types of bike infrastructure.

One of those question was to ask people if the presence of a different types of bike infrastructure made them more likely to ride a bike in a city. She asked about things like painted bike lanes, bike paths or protected bike lanes. And among the lowest results was painted hike lanes. People didn’t like them. They just don’t feel safe in them.

One of the vehicles that passed my while riding in this painted bike lane. Photo by Tom Babin.

Which is interesting. Bike lanes are explicitly designed to accommodate cyclists, but most people perceive them as unsafe.

But maybe that’s just perception. Are they actually unsafe?

A different new study looked at this question. It looked at passing distance. Basically, the researchers hooked up a device to cyclists that measures the distance of passing vehicles. They sent those cyclists riding on different types of roads to see if drivers gave the cyclist more space when there was a bike lane.

What do you think happened? Yep, researchers found that motorists passed cyclists closest in two situations: Around parked cars, and in painted bike lanes.

I found this bizarre. Not only did people perceive painted bike lanes as among the most unsafe types of bike infrastructure, they are probably right.

So I did a little experiment and recorded one day of my bike commute. I then examined the video to see if this research bears out. Guess what? On just one day of commuting, I found that research is probably correct. The closest calls with cars came around parked cars and in painted bike lanes.

Which leads to a natural question: If painted bike lanes suck so bad, why do we build them? My theory? Because they are easy. Even though they do nothing to help cyclists, they are cheap, easy to implement and make cities feel like they are helping.

But it’s time to move on. Let’s drop the painted bike lanes in favour of infrastructure that actually works. Separate bikes from cars and people will ride bikes. It’s simple. Now, we just have to do it.

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Tom Babin is the author of Frostbike: The Joy, Pain and Numbness of Winter Cycling. 


Can a cargo bike fit your urban life? Maybe this one can. Plus, it’s electric!

True cargo bikes are amazing. They can haul just about anything, including furniture, children and that Tinder date you just swiped on. But their size can sometimes be limiting for those living smaller urban lifestyles. That’s why I wanted to try out this bike, the Tern GSD S00, a kind of smaller and more portable cargo bike. With features of a folding bike and a great Bosch electric pedal-assist motor, this is a pedelec that may just fit an urban life.

Also check out Power in Motion. This Calgary company loaned me this bike, and they do the most amazing overviews of all their bikes on YouTube. Great info (and they make amazing heated clothing too, for you winter riders).

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Follow Tom Babin on TwitterFacebookInstagram or Medium.

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Tom Babin is the author of Frostbike: The Joy, Pain and Numbness of Winter Cycling. 

Will cyclists ever get the rolling stops they want?

For 30 years it’s been whispered about, a bicycle urban legend passed among envious cyclists throughout North America, every few years rearing its head with a little piece of news that brings hope, then despair. And now, it’s come up again here, in my city of Calgary.

It’s the Idaho stop law.

In reality, it’s hardly dramatic: a traffic statute that allows cyclists to yield at stop signs rather than coming to a full stop. But because it’s been talked about, teased and killed so many times, it’s become legendary in status.

Photo by James Havard: https://www.flickr.com/photos/64885769@N08/

I first wrote about this idea back in 2015, and I’ll paste that piece of writing below. But because the idea has been greeted here in Calgary with the same old reactions and arguments against it everywhere, I thought I’d spend a little time explaining it a in the video below. Enjoy.

This was originally published in the Calgary Herald on Oct. 16, 2016, under the headline: Is it time to let cyclists roll through stop signs?

Idaho, famous for potatoes and summering beach-deprived Calgarians, is in the news for something different: a 30-year-old traffic statute that is suddenly most-talked about new idea in urban transportation.

In the early 1980s, concerned that trivial traffic matters were cluttering the courts, a magistrate judge in Idaho changed the rules to allow cyclists to treat stop signs as yields. Rather than forcing people on bikes to come to a full stop at each red octagon, cyclists were allowed to slow and roll through them when safe.

For the next 30 years, Idahoans went yielding on their own merry way without drawing much attention, other than from cycling advocates elsewhere who looked on with envy. In the last few months, however, the “Idaho stop law” has suddenly become a talking point. Both Montreal and San Francisco are considering adopting similar rules, and a subsequent debate has ensued.

It’s easy to understand the appeal of this law to cyclists. Stop signs, to be frank, suck. They are hard work. Coming to a full stop and then pedalling back up to full acceleration is a huge expenditure of energy (this study, pointed out to me by Kay Teschke, found that regular stop signs require so much energy they can drop a cyclist’s speed by 40 per cent). This is especially galling on a bike when there’s good visibility and the stop sign is in an inconvenient location, such as the bottom of a hill, there’s no risk to rolling through, and the sign was clearly intended for motor vehicles. And, let’s face it, the risk posed by a bike in such a situation is much less than a car.

Yet adoption of the law has been pretty much non-existent outside of Idaho. As more cities look to make life easier for cyclists, however, the law is getting a second look. There is, however, some opposition, mostly from car drivers resentful of some perceived advantage being given to people on bikes. Everybody, they say, should obey the same rules.

With that in mind, I called Kurt Holzer to see how the law works in the real world of Idaho. Holzer lives in Boise, is a personal injury attorney who often represents cyclists, and he rides his bike a lot, so he knows of which he speaks. His assessment of the law was simple.

“In my 20 years, I’ve never see a case where the stop-as-yield law has caused a problem,” he told me. As a lawyer, he likes that it “eliminated a bunch of tickets and unnecessary confrontations with police.” As a cyclist, he loves the little boost that comes with rolling through stop signs when safe to do so.

He’s not the only one. For most Idahoans, the law has become a non-issue. In fact, Holzer says it works so well, he’s surprised it hasn’t been more widely adopted.

study was done on the law in 2010. Researcher Jason Meggs at UC Berkeley found that bicycle injuries declined 14.5 per cent the year after the law was adopted. He also found Idaho cities fared 30.4 per cent better in bicycle safety than similar cities that lacked the law. “The law has been beneficial or had no negative effect,” he wrote. Another sign of the  law’s efficacy is its rather low-key success in Idaho over 30 years.

Still, those arguments against the law persist. Holzer dismisses the standard oppositions to the law as “weak arguments.” As for the idea that cyclists would be given preferential treatment, Holzer points out that some road users already have different laws. Some jurisdictions, for example, require school buses to stop at railway crossings, or require big trucks to obey different speed limits than other vehicles. The same approach can apply to cyclists.

Others have argued against the law on the basis of protecting pedestrian rights, but Holzer also likes the law because it better reflects reality. Yes, that means the law acknowledges that some cyclists already roll through stop signs.

The key point in this debate is probably this: The law works in Idaho when people obey it. There are still altercations at intersections, and sometimes cyclists blow through stop signs without yielding, but they are breaking the law. Every problem situation Holzer has seen is because somebody disobeyed the statute. People on bikes are still required to stop for safety. The law is not an excuse to ride like a jerk.

“It’s a rational statute that acknowledges vehicle and human behaviour, and enhances, rather than dismisses, safety on the road,” he said. “And for (vehicle drivers), I can get out of your dang way faster and not pose an obstacle to you because it allows me to . . .  clear the intersection more quickly.”

In the long run, however, the law remains appealing because it makes life just a little bit easier for law-abiding cyclists. With so many cities striving to do just that, it may be an Idahoan idea whose time has come.

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Follow Tom Babin on TwitterFacebookInstagram or Medium.

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Tom Babin is the author of Frostbike: The Joy, Pain and Numbness of Winter Cycling. 

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