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About Grant Petersen’s book, Just Ride

Just Ride, by Grant Petersen

This post is a review of Grant Petersen’s book Just Ride, partly in response to a New York Times review.

The basic premise of Petersen’s book is that racing culture is bad for bicycling.

My main goal with this book is to point out what I see as bike racing’s bad influence on bicycles, equipment and attitudes, and then undo it.

I agree in large part, but by no means completely.

I rode a bicycle in street clothes for transportation years before I took up bicycle touring and joined a recreational bicycle club. It was several more years before I first wore the much-derided spandex outfit for my tours and club rides.

So, I live in both worlds. I do think that some elements of racing technique and equipment are useful to everyday cyclists — especially concerning nutrition, how to propel the bicycle efficiently, and how to maintain it. On the other hand, faddish imitation of racers leads to some very poor choices. A fiendishly expensive, fragile racing bicycle buys the typical club rider a couple percent greater speed on a ride with no prize at the finish line. Hello, hello, you’re being taken for a ride! The bicycle industry has discovered how to churn the market with yearly model changes and planned obsolescence! It’s like choosing a Ferrari when a Toyota Corolla would be much more practical — except that a more powerful engine isn’t part of the package.

When rain starts during a bike club ride, why must I be only among the 5% of participants who have a bicycle with fenders — or that even will accept fenders?

I have a few points of disagreement with Petersen, and the Times reviewer. About only wearing a helmet at night: it’s your choice to make, I hope. I’m not in favor of mandatory helmet laws. Examples should be sufficient to make the case for helmet use. (A longer discussion is here.) But — I’ve had to replace three helmets so far in my bicycling career. All of the crashes were during daylight hours. Bicycle gloves, too, are very nice if you are going to have to put a hand out to break a fall. And a rear-view mirror? I don’t think it should be required by law, but I find mine highly useful when interacting with motorists, and with other cyclists on group rides. Actually, the Times reviewer gets this wrong — Petersen recommends mirrors. But the ones I like best attach to a helmet! (My take on mirrors). I use walkable cleated shoes, too. Disparaging simple and effective equipment doesn’t play in my book.

Petersen states that a bicyclist needs only 8 gears — somewhat in jest, giving vague (and charming and humorous) descriptions of the gears: “high”, “low”, “lower”, “super low”. Here, as elsewhere in his book, Petersen gives simple and direct advice, poking a finger at silly fads, while avoiding details that would bog down his presentation. That’s good as far as it goes, but gearing requirements depend on the cyclist, ride purpose and location. I know that Petersen knows this, based on the way he equips the (practical, sensible, expensive but worth the price) bicycles he manufactures. Most have more than 8 gears.

Petersen gives no coherent or comprehensive advice on how to ride in mixed traffic, though he describes something which is a little bit like “control and release” lane usage. Going into detail would, again, bog him down, though in this case, I get the impression that he may not be an expert on the topic.

All in all though, I really like this book. It’s refreshing. Its common-sense perspective is all too rare. And it’s a lot of fun to read, too.

Review of Pedaling Revolution: How Cyclists are Changing American Cities by Jeff Mapes

Review of
Pedaling Revolution: How cyclists are Changing American Cities
by Jeff Mapes

cover of Jeff Mapes's book Pedaling RevolutionI bought my copy of this book at the 2009 National Bicycle Summit, a conference and lobbying event organized by the League of American Bicyclists.

Jeff Mapes is a political reporter for the Portland Oregonian newspaper, and often commutes to work by bicycle. He took a sabbatical to write this book.  He attended the Summit, and he inscribed my copy:

To John. You made this a better book. Thanks for your help. Jeff Mapes.

(You’re welcome!)

Mapes had interviewed me when he visited Boston, and I had taken him for a ride on my tandem  bicycle, showing him bicycling conditions, and techniques for a safe ride in Boston urban traffic.

Mapes has a keen journalist’s eye and sense of where to look. He found his way into a number of previously obscure corners of the bicycling advocacy landscape. An example: do you wonder sometimes about the wide-ranging online presence of Streetsblog and Streetfilms, which relentlessly promote urban bicycling? Turns out that they are bankrolled by Mark Gorton , a successful New York City hedge-fund manager who also is a “streets for people” advocate, and that many Streetsblog activists are on staff in the New York City  Transportation Department. More about Gorton is here.

Mapes traveled in Europe as well as in North America to research the book. He describes the endemic lawlessness of Amsterdam cyclists, and the frustration of driving a motor vehicle in that city – partly a consequence of the ancient street layout, partly of the complicated and slow traffic patterns with bicyclists separated from motor traffic, and partly of the need to pay very careful attention to avoid collisions with the bicyclists. The crash rate is low, but speeds also are low, and for bicyclists too. This portrayal contrasts with the unfailingly rosy pictures painted by many cycling advocates, who emphasize bicycle mode share over everything else.

While Mapes touches on many of the social and political issues concerning bicycling, I’m not moved to consider that he explores them deeply. Mapes, for example, expresses the opinion that people of all ages, including children, should be able to ride bicycles anywhere in an urban area – without immediately raising the cost/benefit issues for the majority of the bicycling population and others, or whether it makes sense to accommodate cycling at a child’s level of skill in a financial or industrial district where children are unlikely to go.

Mapes describes bicycling advocates as “unlikely transportation revolutionaries” seeking to “seize at least part of the street back from motorists” with “a contest for space on the street and alternately as mixing it up.”  I find the huge red flag and the subtitle on the cover a bit much: probably the publisher’s wretched excess. Most bicycling “revolutionaries” are comfortably middle-class. The meaning of “mixing it up” is unclear – street demonstrations, or simply taking one’s place in traffic? – but Mapes doesn’t exactly sprint away with these premises in top gear. He acknowledges the impediments to bicycling – the size of the US urban areas and that bicycling is not practical for many trips for many reasons – physical impairments, age, weather, the need to carry passengers or tools.

But, again, the value of this book is in that Mapes really got around, both in North America and in northern Europe, and he interviewed many people,  so he is able to offer many aha moments of insight into the history and character of bicycling advocacy. The book is all about details, as befits a journalist’s work. I wrote several pages of detailed notes as I read the book, then had to put them aside so this review wouldn’t go on and on. For historians some twenty or fifty years in the future, the book will be a valuable resource, as it already is for anyone interested in surveying the bicycling advocacy scene today.

Street Traffic Regulations: classic book online

My friend Bob Shanteau writes:

Another reason scofflaws give [to justify their behavior] is that traffic laws are intended only for motorists, reflecting a total ignorance of the origins of those laws.

Google has made the 1909 book “Street Traffic Regulation” by William Phelps Eno available online.

This book makes it clear that the first rules of the road preceded the dominance of the streets by motor vehicles. The behavior of … scofflaw cyclists now closely mirrors the behavior by all road users that Eno observed in the early 1900′s, leading to the need for street traffic regulation in the first place. He focused his efforts on education about his proposed rules of the road. That education is what the bicycle scofflaws of today sorely lack.

Review of J. Harry Wray’s book Pedal Power

Review of
Pedal Power, the Quiet Rise of the Bicycle in American Life
By J. Harry Wray

I purchased this book at the 2008 National Bicycle Summit (conference and congressional lobbying event), where the author spoke. He inscribed my copy:

“John – Pedal on! We skipped over the 20th century to take over the 21st. J. Harry Wray”

OK, that’s a friendly inscription, so I’ll tell you what I like best about the book first. It gets most interesting about one-third of the way through, with vignettes of individuals and organizations involved in bicycling and bicycling advocacy. You could

  • follow several Chicago-area utility bicyclists on their daily commutes and errands;
  • learn what motivates bicycling advocacy honcho Randy Neufeld,
  • visit with a group of counterculture types who ride around Chicago on bicycles and glean most of their material possessions from dumpsters,
  • read pocket biographies of politicians who champion bicycling causes, including members of the U.S. Congress,
  • Read some useful descriptions of the history and workings of various local and national bicyclists’ advocacy organizations.

and more.

But now, backpedaling to the start of the book: Wray’s discussion of car/bike cultural differences wanders far from bicycling and from hard fact. Culturally-mediated perceptions are so important to him that he literally holds Ptolemaic (flat-earth-centered) and Copernican (round-earth, sun-centered) astronomy equally valid (see page 11). Let’s recall that one major goal of scientific and historical research is to refine perception. Wray clearly is not cognizant of bicycling research literature, and he draws some unsupported conclusions e.g., that special bicycle traffic signals increase efficiency and safety. In fact, special signals increase safety only if they are obeyed. They more usually reduce efficiency, and then often are not obeyed. Wray is weak on data which would, for example, quite certainly refute the statement on page 24, “I am absolutely serious about feeling less vulnerable to some violent act on a bicycle than in a car.”

Page 30 begins a chapter discussing bicycling in Amsterdam, where scofflaw bicyclists, as Wray acknowledges, are the norm. They serve the same traffic-calming function that scofflaw pedestrians commonly do in crowded cities. But Wray doesn’t address an important difference, that North American, British and French cyclists more generally expect a climate of equal rights and responsibilities as vehicle operators, making for a huge difference in advocacy goals.

The following chapter covers – take a deep breath – American materialism, individualism, inequality, capital punishment, the lack of guaranteed health care, the weakness of the labor movement, television watched alone, mass consumerism, the Super Bowl as a national religious rite, and the American dream of a house with a fenced backyard with a patio, and car. (I’d turn to James Howard Kunstler for a more compelling discussion of such topics.)

Wray predicts a resulting “culture storm”. Time will tell whether his claim is prophetic. In any case, only the last paragraph of this entire chapter is about bicycling!

Then there’s the useful stuff in the middle of the book, followed at the end by a couple more chapters about global warming, ill effects of motor vehicle use, and societal benefits of bicycling.

Also, Wray and his editors got on my nerves rather quickly by way of sprawling sentences, poor grammar and incorrect word usage. There are some real howlers — here’s one from page 17: “[S]truggling up the mountain, the smell of pine was unmistakeable and exhilarating” — this from a tenured university professor! Wray’s sloppiness with language can lead to confusion, not only eye-rolling. He, for example, frequently uses the word “bike” instead of “bicycle” even when misreporting a proper name, for example “Congressional Bike Caucus” and “San Francisco Bike Coalition.” He calls the Cyclists’ Touring Club (U.K.) the “Bicycle Touring Club”.

And so on.

Enough. I like Jeff Mapes’s book Pedaling Revolution better, and I’ll be reviewing it soon.

Brief Review of book, Bicycling and the Law

Review of
Bicycling and the Law
Your Rights as a Cyclist

by Bob Mionske, JD
(first edition)
Foreword by Lance Armstrong

I write this review from my perspective as a bicyclist, a teacher of bicycling technique, and an expert witness in lawsuits concerning bicycle crashes.

I agree with the book’s premise: “the law permeates every aspect of bicycling…cyclists are hungry for information about their rights.” (p. ix) How true.

The book includes an excellent history of US bicycling law, a nuanced and thorough review of bicyclists’ rights and duties, and good practical advice for a bicyclist who is, for example, stopped by police, or deciding whether to retain an attorney. The author describes the potential legal consequences of bicyclists’ actions, and how these vary with state and local law. The writing is lively – even including a hilarious but also very serious section on potential legal consequences of urinating in a public place.

The book misses some topics of concern – for example, problems with patchwork local ordinances. While the author takes a strong stand in favor of cyclists’ rights, he does not in every case examine the consequences of discriminatory laws. His main weakness, though, is in his poor understanding of technical and scientific issues. He says, for example, that disk brakes do not lock up. This is true only if a brake is weak.

The information on nighttime conspicuity is riddled with error. Mionske says that a brighter light will appear closer – true only absent other cues as to its location. He pins fixed numbers onto situations that are subject to wide variation, for example, “with dark colors, nighttime perception distance is only 75 feet.” Which colors? Whose eyesight? What lighting conditions?
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