Minor Injuries

It happens to the best of us.  One minute you are riding along blissfully, enjoying the wind in your face, and the next minute you are face to face with the ground.  This can happen at any speed, in any conditions.  Crashing does not necessarily mean that you were riding recklessly or poorly.  Sometimes it just happens.  Whatever the cause, many of us have had some kind of silly, minor cycling accident – be it riding to work, during a group ride or a charity ride, during a recreation ride or race, or simply when the stars do not seem to be aligned in our favor.  Although the results may vary, a minor accident may result in light road rash, contusions, soreness, sheepishness, and annoyance, but nothing more serious would be included in this category.

Dealing With a Crash: In the event of any type of cycling accident, carefully assess any injuries to your body.  Take your time getting up.  Make sure you didn’t hit your head, and if you did, take it seriously and consult a doctor.  If you cracked your helmet, throw it away and get a new one.  If you can get up safely and you aren’t experiencing any symptoms of shock (ie. nausea, dizziness), get to a safe place.  However, if you are going into shock, try to convince yourself not to get up, or you may pass out or fall again.  Stay on the ground until help arrives.  If you are on a road, move to the side of the road as quickly as possible and sit down again.  If you aren’t in shock, you should next assess any damage to your bike.  If it is in working order, take some time to let the adrenaline from the crash pass and take a few deep breaths.  When you are ready, remount your steed and keep pedaling.

In the case of a minor cycling accident, your first reaction might be to want to call for a ride.  However, I highly recommend getting back on your bike, as long as it is safe to do so, as riding can really help to calm your nerves.  Once you are home, go over your bike and body once again to make sure everything is ok.  From there, try to get on your bike the next time you are scheduled to ride.  If you keep riding, the crash won’t seem so bad, and the easy movement of riding can help reduce soreness.  Make sure that you properly protect any damaged skin from the sun until it is healed.  But with a minor cycling accident, I highly recommend that you keep riding to exorcise the crash demons!

Major Injuries

Unfortunately, sometimes more serious injuries do occur due to cycling, but they can also be sustained in other ways.  I am certainly not writing this post to scare anyone, but sometimes an injury, or a health problem, can force us to take some time away from riding.  I briefly discussed some rules of thumb for making a quick assessment of a cycling crash above, but a more major crash might be more complex than can be covered here.  However, if you are anything like me, loosing the option of using a bicycle for transportation is a somewhat scary thought.  After breaking my arm, I had a panic moment where I thought to myself, “Oh no!  How am I going to get around now?!”   So here are a few suggestions for getting around without a bike or a personal car.

Public Transit:  My two main modes of transportation have always been a bicycle or a car, but I refuse to drive to campus, as its crowded, expensive, and makes me grouchy.  Plus, I try not to get in the habit of driving very much, so with both the car and bicycle options removed, I turned to public transportation.  The City of Tucson has a decent bus system, but I had never used it before.  So I purchased a semester bus pass and started riding the Sun Tran.  So far, it’s been pretty great.  The main downside here in Tucson is the lack of shade at some bus stops, which is quite uncomfortable when the temps are above 100F!  Nonetheless, I’m glad I finally made my first foray into public transportation.

Walking:  Although it’s too far for me to walk to campus, the place I go most regularly, I have been incorporating walking into my transportation plan.  This is somewhat by default, as the bus does not drop you off directly where you need to go, like a bicycle can, but it has been a great opportunity to slow down the pace and take in the scenery even more than I do by bicycle.

Carpooling:  This hasn’t been an option for me yet, but not being able to ride would be a good opportunity to become a part of a carpool or even start one.  But make sure to tell your carpool mates that your presence is temporary until you can ride your bike again!

Other:  What other options might you have if you had to take some time away from using your bicycle for transportation?  This varies by person, but it would be fun to hear other creative methods of getting around without a bike or driving alone.

Although using public transportation and walking more have been a good experiences for me thus far, I am certainly looking forward to the freedom and fun of getting back on my bicycle for transportation.  Not to mention, my husband just got me this awesome new commuter bike, and I can’t wait to take it on its maiden voyage!

Increasingly, businesses and employers are acknowledging the benefits of providing bicycle parking for patrons and employees. Not only is bike parking more space-efficient than car parking, but also encouraging community wellness has far-reaching tangible benefits. The Portland Bureau of Transportation even offers to install free bicycle racks in businesses’ parking lots upon request. However, bicycle parking is still far from perfect in many neighborhoods, so knowing what type of structure to look for can allow you to secure your bike in a variety of scenarios.

Image Credit: Sunshine U-Lok

According to the Association of Pedestrian and Bicycle Professionals (APBP), the rack element, or the portion of the bicycle rack that supports the bike frame, should have two points of contact and should allow the cyclist to lock the frame and at least one of the wheels. The “inverted U” and the “post and loop” designs are ideal rack structures. A comb-shaped rack, or a rack that is a series of vertical posts designed to receive one wheel of the bike, is not ideal, as it is difficult to reach the frame of the bicycle with a U-lock, and the bikes are not as stable in this type of rack.

It may not always be possible to find a bike rack where you want to park. There are a few key elements that you should look for if you are stuck in a no-bike-rack situation. Of course, your lock needs to fit around the object and your bicycle frame, so common backups are parking meters and sign posts. However, be sure that the post is very firmly rooted in the ground, and that the top of the post is too large to allow a potential thief to lift the bike and lock over the top of the sign. Finally, avoid any areas that would put your bike or others in harm’s way; do not block sidewalks, entrances or exits.

Image Credit: Cycle Toronto

The lock or combination of locks that you choose is also critical to ensuring that your bike will be where you parked it upon your return. Where you park your bike is a factor in what level of security you need, but it is better to be safe than sorry. The three common types of bike locks include chain locks, U-locks and cable locks.

Chain, U and Cable Locks

• Chain locks: The most impenetrable type of lock is the chain lock, including the On Guard Beast and the Kryptonite New York Fahgettaboudit. These locks are constructed with hardened steel and include serious locking mechanisms.
• U-locks: These locks get their name from the shape of the steel shackle, which fits neatly around the bicycle frame and, in most situations, one wheel and the bike rack. U-locks provide ample security in most urban settings and are easier to manage than a chain lock. Cyclists can choose from various “U” widths and lengths as well as different levels of locking mechanism security. Many U-locks are also sold in combination with a cable, which can be used to secure the wheel that does not fit into the “U.”
• Cable locks: For more secure areas, such as a monitored garage or a remote beach resort, cyclists can use lightweight and flexible cable locks. These locks are also great for securing bikes on a car rack while traveling and in combination with a U-lock in urban areas. While cable locks are generally the easiest lock to carry and the least expensive lock to purchase, they are also the easiest locks to cut.

Bike parking and bike security does not need to be a deterrent to riding a bike for transportation. Check with your local bike shop or advocacy group to find out what type of lock they recommend, and ride by different grocery stores and shopping areas in your neighborhood to find out where the most accommodating bike parking is located. And, if they don’t already provide it, let your favorite establishments know that bike parking would be great for you and great for their business.

To find out more about installing useful bike parking, refer to APBP’s Bicycle Parking Guidelines.

Cycle tracks are segregated bicycle facilities that are constructed along vehicle traffic lanes. These protected lanes are often separated from the road by pedestrian sidewalks, parking lanes or medians, and they allow cyclists to follow the same traffic patterns as automobiles in most instances. There are three types of cycle tracks, according to NACTO: one-way protected cycle tracks, raised cycle tracks and two-way cycle tracks.

Image Credit: NACTO

Dangers such as “dooring” and encroaching drivers are (nearly) eliminated on cycle tracks, and this type of facility is most useful in areas with high traffic volumes and high vehicle speeds. However, this type of facility is not without its critics. Issues can occur when the cycle tracks terminate and cyclists need to reenter the roadway if these intersections are not properly constructed, and cycle tracks typically have a higher implementation cost than conventional bike lanes.

While they are not separated by physical barriers, bike lanes still afford cyclists some level of protection by designating a space on the roadway for bicycles. Conventional bike lanes run with the flow of traffic on the right side of the road, with three to six feet of riding room for the cyclist. Contra-flow and left-side bike lanes are designed to allow cyclists to ride on one-way or median-divided streets; by placing the bike lane on the left side of the road, cyclists can safely make their way through areas that otherwise may be difficult to navigate by bike. To indicate that these lanes are reserved for cyclists, bike lanes have bicycle symbols and directional arrows, although cyclists should still be cautious of motorists who use bike lanes as parking spaces and turn lanes.

Cyclists and pedestrians enjoy shared use paths in many cities, and these paths can be used to avoid motor vehicles for portions of a commute. In the DC metro area, there are many paved trails that run from Northern Virginia into the heart of the District, but nearly all commuters will need to navigate at least a portion of his or her route through the streets on either end of the path.

So how is one to navigate all of these various cycle tracks, bike lanes and paths within a city? Bike maps, of course. Traditional paper maps are produced by transportation departments and advocacy groups, and the functionality of online bicycle route mapping continues to increase. Big name online cartographers such as MapQuest and Google Maps have been slowly introducing “Bike There” features that generate directions based on the most affable road conditions for cyclists. The next generation of developers, such as Utility Cycling’s Melanie Colavito, continues to find new ways to present geographic data in a way that is useful for cyclists.

Image Credit: BikeArlington

With the increase in information regarding bicycle infrastructure planning and development, as presented by NACTO in its new Urban Bikeway Design Guide, as well as the increase in information regarding bike routes through interactive online mapping technologies, navigating the streets on two wheels gets a little easier every day.

Signs for cyclists are typically wayfinding signs placed at intersections where bikeways or bike routes are present. According to the National Association of City Transportation Officials (NACTO), there are three types of wayfinding signs, including confirmation signs, turn signs and decision signs. Confirmation signs serve two purposes: they let cyclists know that they are on the right path to a specific destination (and often include mile markers for these destinations), and they also alert motorists that they are driving among cyclists on a designated bicycle route. Turn signs let cyclists know where to turn to stay on the bike route, and decision signs are placed where multiple bike routes intersect and indicate which direction a cyclist should head to continue on each route. Having a network of signs is especially helpful for new or infrequent cyclists, and the most effective bike routes have a complete network of signs to guide cyclists at all decision points along the way.

Image Credit: NACTO

Primarily in urban settings, painted roadway markings are used to assist cyclists and motorist. “Sharrows,” officially known as Shared Lane Markings, not only indicate to the cyclist that he may take the lane along a given route where a designated bike lane is not present but also alert motorists that cyclists may be sharing the lane. In congested intersections, colored pavement is used to call out a potentially hazardous juncture. By applying a section of colored pavement, attention is drawn to the “multi-modal nature of a corridor” and can help to reduce confusion as to who has the right of way in complex intersections. Sharrows and colored bike facilities, as well as signs, are generally used together to create a complete network of cycling infrastructure.

Image Credit: NACTO

Bicycle signals are very similar to conventional electronic traffic control signals, and NACTO recommends only installing bicycle signals where conventional signals are present. Just like conventional signals, bike signals in the United States very often use green, yellow and red lights in the shape of bicycles to control bike traffic; in other cases, round signals are called out as bike and pedestrian signals with posted signs. These signals are most useful when cyclists would need to traverse an intersection at a different time or pace than automobiles. For instance, if a cycleway or multi-use path intersects with a heavily trafficked road, the combination of a conventional signal and a bicycle signal can allow all types of users to cross the intersection safely.

Image Credit: NACTO

In cities around the world, these various types of signs and signals are used in different ways, which is an important piece of information for traveling cyclists to keep in mind. Effective and safe cycling infrastructure within a city should use a combination of these indicators, and they should be used in a consistent application throughout the city. With the proper bicycle signage, cyclists can ride with more confidence and motorist can drive with a greater amount of awareness.

There have been many interesting debates in various corners of the bicycle interwebs, breaking down the pros and cons of bike bags/racks vs. bike trailers, bike trailers vs. cargo bikes and bike bags/racks vs. cargo bikes.  Here at Utility Cycling we like to embrace all things that give bicycles more use, so naturally, we are fans of all 3 approaches.  While a specific approach can be distinctly better than the others in a particular situation, generally any method for carrying stuff on your bicycle dramatically increases the utility potential of cycling.

In many instances some combination of cargo bike, bike trailer and bike bags/racks will prove to be a very effective approach.  Many utility cyclists utilize a combination of products mixing and matching depending on the requirements of their load.  A good example is owning both a mid-size cargo bike and a bike trailer and hooking up the bike trailer to the cargo bike when the load gets larger.

Pashley Cargo Bike

To look at the variations in cargo bicycle design is to look at several branches in a design tree.  The main trunk of a design tree is the basic cargo bicycle, a standard bicycle with heavy duty rear and/or front racks.  This basic design branches off into standard length bikes with special setups like small front wheels that integrate into heavy duty racks or boxes.  Branching beyond standard length designs, the bicycles frames stretch out either forward or rearward for accommodating larger loads.  Generally these stretched out cargo bike designs, focus the load either to the front or the rear but not both, though it is common to have a standard length rack opposite the extended cargo area of the bike.

The other major branching is applying the forward and rearward load configurations of cargo bicycles to a tricycle configuration.  While standard length cargo tricycles are possible, the balance and load carrying advantages of a tricycle generally lead to the inclusion a large, extended cargo area as part of the design.  The two wheels of the tricycle support the cargo area.  Front loading tricycles have the 2 wheels forward in a configuration that is referred to as tadpole or reverse trike, while rear loading tricycles have the 2 wheels rearward in the traditional tricycle configuration.

Beyond front and rear loads and two or three wheels, cargo bicycles, go into some odd extremities that are not very common.  Anything you can imagine from side-loading to multi-person pedaling machines have been done though are generally more used for novelty, fun and community building rather than more work oriented utility cycling.

Standard Length Cargo Bikes

The standard length cargo bike is at its core just a heavy-duty bicycle.  The vast majority of bicycles really can be converted into cargo bikes, though there are plenty of specific sport and recreation bicycles that should not be outfitted for cargo in any way other than possibly adding a bike trailer.  That said, many an old mountain bike or town bike has been successfully outfitted for cargo hauling.

Most standard length cargo bikes have heavy duty bike racks on both the front and rear of the bicycle.  Some standard length bikes focus the cargo area on just the front or rear rack.  The use of a very heavy-duty front rack configuration can almost be considered a style of cargo bike in itself.  The entire design of the Pashley cargo bike pictured above, is focused around an efficient placement of the cargo.  The small 20″ front wheel and long head tube combine to offer up a nice area to place the cargo basket.  This design offers a balanced ride where the cyclist has excellent visibility and accessibility to their cargo.

The distinction between a standard length cargo bike and bikes with front and/or rear racks setup specifically for bike touring or bike commuting is a slim distinction.  Basically the intended use is in large part what defines it.  Overall, it could be said that standard length cargo bikes have the sturdiest bike frame and components, offer up the most rugged racks designed for heavy and awkward load carrying and focus on reliability and balance over factors that are more emphasized in commuter and touring bicycles such as efficient riding positions and lighter weight design.

Rear Loading Bicycles: The Longtail

Xtracycle with Two-Wheeled Bike Trailer - Better than an SUV

Longtail bicycles have been very popular over the last decade, popularized by the introduction and wide adoption of the Xtracycle longtail extension system which easily converts almost any standard bicycle into a longtail bicycle.   The popularity of the Xtracycle was followed by a variety of companies building longtail bikes.  The list of companies focusing on longtail bicycles now includes Yuba, Madsen, Surly with their Big Dummy, Kona with their Ute and Trek with their Tranport.

Longtail bicycles offer up a great deal of versatility in a design that is very similar to traditional bicycle design. Components and accessories designed for standard length bicycles work just as well on longtails.  The essential difference is that the rear wheel of the bicycle is extended rearward generally from 5″ to 20″ extra by extending the chainstays and seatstays of the frame or effectively doing the same thing through the installation of an Xtracycle kit.  Generally the only required changes to the bicycle components are a longer chain and longer rear brake and derailleur cables.

Longtails are popular as both cargo carriers and child transporters.  The configuration of  most long tails generally offers up side and top loading.  Long loads such as ladders and surfboards are carried on the side of the longtail by having the load angled out past the cyclist.  Most longtails offer a variety of racks, bags and other strapping systems to handle a wide variety of loads.  For transporting children, most longtails can be setup for carrying up to two children on the deck.  The Xtracycle PeaPod work on Xtracycles, the Surly Big Dummy and the Kona Ute.  Two of these bike child seats can be installed or an older child can sit on the deck while the younger child rides in the PeaPod.

The Madsen longtail offers a unique approach in that the rear wheel is a small 20″ wheel that is extended close to 3 feet behind the cranks.  A large multi-use plastic tub sits over the rear wheel and can be used for both kids or cargo or can be quickly removed for installing other cargo carrying devises.

The versatility on longtail bicycles extend beyond their ability to carry cargo and children.  Most longtails offer a perfect spot to bring along an adult passenger.  The Xtracycle Footsies and Stoker Bar Kit make the Xtracycle Deck a safe and fun spot for an adult rider to jump on and join the ride.

Front Loading Bicycles: Bakfiets

The Beer Bike | Photo: Metrofiets

Maybe this style bicycle should be classified as longnose as a response to the term longtail, however they are best known as the Dutch style Bakfiets bikes.  These bikes have long been popular in the Netherlands as family, grocery and all-around load haulers.  They are now becoming quite popular in certain parts of the US.

The longnose offers the advantage over longtails that the load can be clearly seen and accessed by the rider.  This has made the design very popular for transporting children, up to even 3 or 4 at once in some instances.  The bakfiets has become an almost ubiquitous symbol of the wide adoption of cycling by the Dutch and has been dubbed the Dutch SUV due to its common use all over the Netherlands.

Bakfiets are purpose built bikes capable of not only transporting entire families but also easily carrying large and awkward loads.  Where as on a longtail bike, the load often needs to strapped in place to be transported safely, on a bakfiets the cavernous cargo area can be used to just dump things in.

Unlike longtail bikes, there is not an aftermarket kit that easily tansforms a standard bicycle into a longnose.  These bicycles are purpose built.  This offers up the advantage that every aspect of their design is focused specifically on the task of efficiently carrying cargo.  The disadvantages here are that these bicycles can be quite costly due to their low production volumes and the specialty parts required in their design.  Recently there has been a rash of low quality bakfiets made in China flooding the US and European markets.  Many customers have been left far from satisfied as many of these bicycles have not held up very well.

Bakfiets are specialty bikes with more complicated aspects to their design and more load and pressures being applied to them.  While it is possible to get excellent use out of a very a basic and low cost bicycle, I highly recommend going with a well established manufacture when it comes to this style of bicycle.

Front Loading Tricycles

Christiania Cargo Tricycle

The front loading tricycle has a long tradition, with examples of this simple style of pedaling cargo machine going back almost as far as the bicycle itself.  The long use of the cargo tricycle  is likely due to the simplicity and easy usability of this design.  Tricycles are ideal for many utility cycling applications because of their large load carrying capacity.  Two front wheels allows for a large and unbalanced load to be easily transported.  For many utility cycling applications such as street vending, delivery services, and factory parts delivery, the cargo tricycle solves use problems such as having to stay balanced at slow speeds and parking and accessing the load.

A simple cargo tricycle is effectively a hand cart with the rear of a bicycle attached. A horizontal pivot between where the rear section of the bicycle attaches to the hand cart area allowing for the tricycle to be steered. This simple straight forward design is ideal for any utility cycling application where a hand cart is used and its more efficiently used if you can pedal it.

While the simple handcart style of front-loading cargo tricycles is simpler to construct and maintain, more sophisticated steering systems offer smoother handling and control especially at faster speeds.  Similar to the two-wheeled bakfiets designs, some cargo tricycles deploy a system of levers with coupling to turn the wheels.  Recently their have been some interesting new developments in new front-loading cargo tricycles that allow for the tricycle to lean as well, allowing it to ride very much like a two wheeled bicycle, while offering up the balancing, parking and load carrying advantages of a tricycle.

Rear Loading Tricycles

1 of 5 FedEx Electric Cargo Tricycles Deployed in Paris for Testing

Many of the load carrying, balancing and parking issues that are solved by front-loading cargo tricycles are also solved with the configuration of a rear-loading tricycle.  While front-loading cargo trikes offer the advantages of being able to see what you are transporting in front of you, in some instances the load may be so large that it will block your view. This would be the case with the load of the pedal electric cargo tricycle that FedEx is currently testing in Paris as well as with every pedicab tricycle design that I’ve come across.

The design of a cargo tricycle is often simply the front end of a bicycle extended rearward to a custom installed framework that supports two wheels.  I wonder if Xtracycle has considered the idea of designing an Xtricycle?  The single wheeled steering mechanism on the front end can utilize simple, lower cost bicycle components while still yielding a vehicle that is more maneuverable than hand-cart style, front-loading tricycles.

Others: Side Loaders, Loaded Frames, Monster Bikes

Custom Sidecar Cargo Bike

Going beyond the standard array of cargo bikes leads us into the strange waters of bikes designed for amusement, very specific purposes or as experiments in design or construction.  I lump most of these new styles of cargo bikes as being a bit on the whimsical side of things with less capabilities for typical utility cycling purposes.  The utility of many of these strange bicycles can surface when deployed in parades and events as tools for community building. And we shouldn’t dismiss the power of inspiration that comes through experimentation. Yesterday’s strangely, awkward devise sometimes becomes the general-purpose tool that we don’t know how we lived without.

In creating this dumping ground for all of the odds and ends of the cargo bike world, I’m lumping in pretty much everything that falls outside of the parameters of standard configurations of cargo bikes, has some specific ability to carry cargo and utilizes a pedaled drivetrain of some form or another. I’m tossing in side car bikes and bikes with cargo container built into the frame as well as tall bikes where you are pedaling above the load. On the stranger and more complicated side of things, the list of cargo carrying monster bikes includes pedal powered parade floats and other large and multi-person pedaling devises.

Cargo Bikes In Use Far and Wide

In our article about bike cargo trailers, I focused on the use of bike cargo trailers more than on their design.  While there are some interesting design differentiations with bike cargo trailers, their designs are generally similar enough that their usage had more interesting aspects to discuss from the Utility Cycling perspective.  Cargo bikes on the other hand are quite interesting in their design differentiations and I hope that in explaining the different aspects of their design the different applications for Utility Cycling would be apparent.

Referring to my bike cargo trailers article and their utility cycling modes, is useful in this discussion of cargo bikes. For a moment, consider a cargo bike to be a bicycle with the bicycle cargo trailer built into it.  A bike with a bike cargo trailer offers the ability to remove the cargo carrying portion, reducing down to just the standard bike.  Conversely the cargo bike always has the ability to carry cargo but no ability to reduce down.  So while a bike cargo trailer offers added utility to a bicycle, a cargo bicycle makes that function inherent to the design.  While a bike trailer can be unhitched for storage and travel, the cargo bike is quite large.  On the flip side, dealing with a bike and bike trailer means dealing with two separate things to maneuver, while maneuvering a cargo bike gets the whole kit-and-kaboodle sorted out at one fell swoop. In general, it seems that cargo bikes are an ideal choice when their use is more constant and less varying where as a bike with bike cargo trailer offers more flexibility in use as well as the ability for multiple users to share them among many bicycles.

Despite their major difference, the use of cargo bike and bike cargo trailers is quite similar.  Both can be utilized in a wide variety of personal, service and business application.  The larger versions of both offer up larger carrying capacities but are also heavier  and generally designed for specific uses.  Meanwhile the smaller versions are more versatile and maneuverable.  Seeing how utility cycling has evolved in Europe and the US, it seems that in areas that offer up a larger cycling community and infrastructure, cargo bicycles are more widely used.  The hesitation with cargo bikes is likely that with their larger relative costs, if there is not ample opportunity to use them, the return on investment may be to low.  But with opportunity for plenty of use, cargo bikes are a great investment for efficiently accomplish utility cycling tasks.

The District of Columbia is a fairly expansive city, and the DC Metro area includes portions of Northern Virginia and Maryland.  Although I can think of worse rush hours, traffic in DC can be unpleasant.  The good news is that it is relatively easy to ride a bike from a neighborhood in Arlington, VA to one of the many Metro stations in the area, where there is ample bike parking (even secure bike lockers, in some instances) for people that can use the Metro to get to their final destination.  For people that want to take their bikes onboard, they need to plan their trips around rush hour (weekdays from 7-10am and 4-7pm), holidays and special events.  Getting a bicycle onto the Metro is not difficult- just do not attempt to transport your bike on an escalator or to enter a Metrorail car through the center door (trust me- they’re watching).  Metrobus is a good option for people that need to move a bike during rush hour; the front of every bus has a rack capable of holding two bikes.

Image Credit: 511.org

Plenty of other cities have made accommodations for multi-mode travelers, but sometimes understanding the rules of riding can be a slightly perplexing.  In San Francisco, bikes are allowed on BART (Bay Area Rapid Transit), although some stations prohibit bikes during specified peak hours (and these hours are not necessarily consistent among stations).  Additionally, “bikes are never allowed on crowded cars,” according to BART’s bike rules.  Who makes the call on when a car is officially crowded?  On the positive side, there are three BART Bike Stations, and the Fruitvale station in Oakland includes a full-service repair shop.  Muni, or the San Francisco Municipal Railway, is one of the most diverse public transportation fleets in the world with streetcars, alternative fuel vehicle, buses and more.  While Muni’s newer diesel buses and trolleys have front-loading bike racks, the streetcars, cable cars and light rail vehicles are not yet bicycle-friendly.

Image Credit: austinontwowheels.org

In London, a folding bike seems to be the way to go if you need to take your bike on public transportation.  Folded bikes are allowed on the Tube, on buses (at the driver’s discretion), and on the London Overground.  Non-folding bikes are permitted on the Tube and the Overground within designated sections and at designated times, and bikes are always welcome “on any London boat service at any time.”  Interesting, Amsterdam’s public transport company, GVB, only has this to say about bicycle regulations: “Bicycles can be carried on the sole condition that the Transport Company has granted explicit permission to do so.”  And that enlightening explanation is located in the “Animals and bicycles” section of GVB’s company rules.

There are so many cities with so many various options and rules around the world that the only conclusion that one can draw with regards to bicycles and public transportation is that you need to investigate the rules before attempting multi-mode commuting or traveling.  In many instances, local advocacy organizations compile these resources online, and the transit operators very often have cycling guides posted online as well.  Jumping onto a train or a bus can be an incredibly convenient way to cover longer distances that may not be feasible everyday on a bike as long as your commute route and schedule are aligned with the rules and regulations of your city’s public transportation options.

Image Credit: StreetsBlog.org

While bicycle bags are a standard everyday tool for utility cyclists of all stripes, bike cargo trailers are frequently considered an auxiliary tool, left home for days when there is a larger or more cumbersome load to haul.  Most utility cyclists that rely on bike trailers for daily use are using it for a special purpose such as a bike delivery service.

Though commonly viewed as auxiliary or specialty use tools, bike cargo trailers can also offer everyday utility for standard types of utility cycling needs.  Take for instance, bike commuters with large amounts of stuff needed at both home and work.  Another common scenario is making use of bicycles designed for racing or recreation for utility cycling purposes.  Most bike cargo trailers can be hitched up to almost any type of bicycle, transforming even the most non-utilitarian time trial road bike or down hill mountain bike into a machine that can carry both you and your stuff.  In some instances, a combination of a racing bike with a trailer even might be the best tool for the job.  Think of a long, low traffic commute on smooth roads where a sizeable load is being carried.   Some utility cyclists simply prefer the function of the bike with a bike cargo trailer as opposed to bike racks and bags.  A bike loaded with bags handles differently than a trailer loaded bike, and the best tool for the job, may come down to a matter of preference.  Finally some trailers such as the Burley Travoy and Carry Freedom City offer use both on and off the bike which can be very appreciated for a variety of utility cycling challenges.

Bike cargo trailers can be effectively explained, broken down by either type or by use.  Since here at UtilityCycling.org we are generally interested in combining the words such as use, using, utilize and utilizing with words like bike, bicycles, bicycling and cyles, I think I’ll focus on breaking things down within the use paradigm.  But quickly, I’ll blurt out the main types of bike cargo trailers.  Single-Wheel.  Two-Wheel Enclosed or Flatbed. + Bonus Specialty Use (aka wacky).  I’ll explain a few of these types of trailers a bit within their use, but overall, most types of bike cargo trailers are usable to some degree within all of the uses that I’m about to describe.

Local Hauling & Chores

I think I can safely presume that the most typical use of bike cargo trailers is for picking up groceries.  In this same genre, bike cargo trailers are an ideal tool for other bike errands like hauling loads of laundry, picking up gardening supplies or dropping of donations at goodwill.  I’ve personally used a bike cargo trailer for hauling all imaginable types of goods around town. The odder things I’ve transported include a shop vac, a hand truck and jumbo packs of toilet paper.  Whatever the load is, the most important aspect of bike cargo trailers is their liberating nature.  They free up cyclists from dependencies on motor vehicles in situations where loads need to be carried.

And in the same light, we shouldn’t forget long haul utility cycling.  For long distance travel by bicycle, bike cargo trailers can be very helpful, especially in those instance when extra amounts of gear is needed.  For voyages where things like video, photography or perhaps even scientific equipment is needed, bike cargo trailers are an essential tool for handling the extra capacity.

Bike Commuting & Ready For a Load

While many make the choice only to bring a bike cargo trailer only when anticipating a load, others prefer to always have the capacity to handle cargo.  In the daily routine of bike commuting there are many unexpected situations where having a bike cargo trailer would be very convenient.  Planning ahead for the unexpected, some bike commuters choose to simply have a bike cargo trailer with them at all times so that they are always prepared. Planning ahead for the unexpected when your spouse calls you at lunch and asks you to pick up some groceries, you’ll be able to say “No problem hun” rather than “errr, I don’t know if I can get everything in my pannier“.

Another way to be prepared for unexpected loads is to choose to ride a long tail bicycle such as a bike with an Xtracycle kit, a Surly Big Dummy or some other version of cargo bike.  Advantages of these style bikes over bike trailers include everything built into the bike, a shorter overall vehicle and capacity to carry passengers.  Disadvantages are that you always have a cargo rig (no unhitching and riding unencumbered) and a bigger bulkier bike that may be more difficult to store and maneuver into small spaces.  (We’ll be fully covering cargo and longtail bikes in an upcoming post) The use of a longtail or cargo bike also presents the interesting option of adding a bike cargo trailer into the mix when the load gets really large. (See photo of Xtracycle Raddish with Wandertec BONGO bike trailer above)

In considering always being prepared for the unexpected load during a bike commute, I’ve been interested in the notion of coupling a bike cargo trailer with an electric bike.  While the extra weight of a perhaps only occasionally utilized bike cargo trailer might seem like more of a burden than a help, the added speed and range of an electric bike would offset this disadvantage significantly.  An electric bike coupled with a bike cargo trailer certainly seems like a worthy vehicle capable of handling the majority of situations and challenges of modern life that a motor vehicle does.

Delivery Services, Pedicabs & Other Bike Businesses

When it comes to delivery services, bike taxis and many other forms of business’s on a bike, bike cargo trailers are a necessary tool for getting work done.

Small and maneuverable, single-wheel bike trailers like those by BOB and Extrawheel, are excellent for more personal type uses as those described for local hauling and bike commuting.  For business’s involving small package delivery or perhaps a handyman on a bike, a standard size bike cargo trailer such as the Wandertec Bongo or Burley Nomad will smoothly do the job. Single-wheel trailers such as the BOB might be the best choice if the loads are not to small or if the terrain is especially rough.  BOB trailer’s are a popular choice when the utility cycling gets rough and are great for uses such as carrying tools and equipment for trailwork.

When the utility cycling task involves larger loads,  a two-wheeled bike cargo trailer is generally called for.  While the spectrum of styles of single-wheeled trailers is limited by the ever present factor that the weight of the loaded trailer will be swaying with the rider, the spectrum of two-wheeled bike trailer designs is much broader with the weight of load supported almost entirely by the two wheels of the trailer.  Weight limits of two wheeled trailers are much higher and are primarily defined by the following factors:

1. Load transfer and strength of the bike trailer’s hitch design
2. Load capacity of the frame and wheels of the trailer
3. Braking capacity of the bicycle to handle a loaded trailer (requirements vary depending on speeds and hilliness of riding)
4. Ability of rider (with the right trailer and bike) the weight limit sometimes is only limited by what the cyclist can actually pull.

Large load, two-wheeled trailers are well suited for large haul tasks such as recycling services or large item deliveries.  Large bike cargo trailers such as those by Bikes-At-Work, Tony’s Trailers, Haulin Colin and the new Surly Trailer are excellent platforms for building up unique business ideas on.  Think out-of-the-box ideas like mobile coffee, beer or food stands, mobile bike repair or perhaps a mobile retail shop.  Now think of some more and maybe just go do one…

One particular booming bicycle based business are pedicabs also referred to as bike taxis or cycle rickshaws. While the predominant form of pedicabs are tricycle styled bikes where 2 to 3 passengers sit tingin the rear, bike trailers can also make for excellent pedicabs.  Advantages of bike trailer style pedicabs are that they can be more affordable to manufacture and can work with a broad variety of bicycles.  The taxi driver can ride a bicycle ideally suited to them and has the ability to share the pedicab with a variety of other pedicabbies.

Parades, Advertising & More Fun Stuff

What would a bike parade be without bike trailers?  Bike parades are the perfect opportunity to bring out the weird and the wacky.  Haul a sound system or perhaps a keg of beer, maybe a toilet or just bring the whole band.

The spectator side of bike cargo trailers makes them great for bike advertising.  A variety of business’s have been set up with cyclists towing advertising billboards in densely trafficked areas such as city centers, universities, beach fronts and sporting events.  Bicycles are great vehicles for advertising in dense areas where other form of advertising can be very expensive. This unique form of advertising is eye catching and accessible.  The cyclist can be a spokesperson for the product answering questions and handing out samples or pamphlets.  There are a variety of advertising bike trailers designs.  The Extrawheel Advert is the only single wheeled advertising trailer while there are a variety of custom style two-wheeled advertising bike trailer styles.

Bike cargo trailers just generally bring an atmosphere of fun when they are in use.  I’ve watched quite a few videos of whole tribes of friends moving someones house by bike trailer.  It’s hard to imagine people having more fun than that while going through a move.

Using a bike for transportation, even if only for short trips, adds an estimated three to 14 months to the average lifespan of the cyclist, according to a study conducted at the University of Utrecht. Adding time to a bicycle commuter’s life expectancy sounds a bit abstract, so I’ll be more specific.

Obesity is a health concern in the United States and in many other developed countries around the world, both in children and in adults. In America, nearly a third of the population is obese, and this percentage is steadily rising. Obese people have increased risks of developing high blood pressure, high cholesterol, coronary artery disease, diabetes, and many other life-altering and life-threatening diseases. In addition to making changes in one’s diet, increasing one’s physical activity is a big step in the right direction in reducing an individual’s risk of becoming obese and encountering these many related health issues.

Riding a bike at a moderate pace for an hour burns approximately 500 calories (more or less depending on your height, weight, sex, etc.). If your commute takes about 30 minutes in each direction and you commit to riding just three days per week, you will have burned 6,000 calories after one month of bike commuting. Keep it up for 50 weeks in a year and you will have burned 75,000 calories after one year of bike commuting. A pound of weight is equal to 3,500 calories, so that’s more than 21 pounds worth of calories expended without ever stepping foot in a gym. According to 1 World, 2 Wheels, the average commuter loses 13 pounds in his or her first year of commuting, and the net loss from commuting translates to a net gain in health benefits.

Image Credit: JPChamberland

Riding for transportation purposes can also improve your mood. Exercise is often cited as an effective way to combat feelings of depression and anxiety, as physical activity stimulates the release of endorphins, an all-natural, feel-good chemical. Using a pedal-powered machine to get from home to work or from the grocery store to home has the same effect on the body’s endorphin production as an equal amount of time spent on a treadmill, and avoiding rush hour traffic in an automobile is an added bonus to this stress-relieving method of transportation.

And that’s not all. New studies are published on a regular basis revealing that physical activity helps to lower people’s risk for strokes and many types of cancer and increases bone, muscle and joint health. Utility cycling is all about being efficient, environmentally conscious and socially responsible. Utility cycling is goal-oriented cycling. Strengthening your lungs, heart, muscles and spirit while you commute to work and run errands is an amazingly useful benefit of utility cycling.

]]> http://www.utilitycycling.org/2011/01/the-salubrious-commute-how-pedaling-can-save-your-life/feed/ 9 http://www.utilitycycling.org/2010/10/3000-miles-on-a-hybrid-electric-bike-by-matthew-zoll/ http://www.utilitycycling.org/2010/10/3000-miles-on-a-hybrid-electric-bike-by-matthew-zoll/#comments Sat, 02 Oct 2010 22:16:56 +0000 Melanie Colavito http://www.utilitycycling.org/?p=3520 The following piece is a guest post by Matthew Zoll, the Bicycle and Pedestrian Program Manager for Pima County, Arizona. Matthew’s piece describes his experience purchasing and owning an electric bike in Tucson, Arizona. We will have more and more pieces dedicated to e-bikes in the coming weeks and months after learning about lots of the great e-bike technology at Interbike. Additionally, we will have some future posts about utility cycling in the Tucson area. In the meantime, please enjoy Matt’s piece!

After 18 years of commuting by bike in the heat in Tucson, I decided in 2008 to try out a new approach. A friend had introduced me to electric bikes, which I always thought were not much more than an oddity and just a great way to cheat as a bike rider. How could I let my compatriots down by wimping out and going electric?

Image Credit: Bike Portland

But then one day I realized it was the commute home in the heat of the summer that was getting to be a real drag, especially because I always commuted the four and a half miles to work each way in my office clothes (change clothes to cycling gear sometimes but still didn’t find it quite cool enough). Little did I know that my new approach was going to be a nice little life-changer, or at least commute-changer.

I’d been keeping an eye on various electric bikes and in summer 2008 a new bike became available. I called the shop owner and asked if I could try it out. He very generously offered for me to use the bike for a week, given in part it was the first of this make that he had gotten into his shop and he wanted someone to test it out.

The next day it hit about 96 degrees and after riding the bike home I immediately called the shop owner and said I’ll take it. I was surprised and pleased by the fact that with this bike I could pedal very easily and cruise along at about 20 mph, keeping around 10 degrees cooler than a regular bike due to the fact I wasn’t exerting myself (boy I didn’t feel guilty about cheating!).

Matt with his e-bike.

I call the bike a hybrid electric because the other part of the hybrid is me, although it’s really the lithium ion battery and electric motor doing 90% of the work. This one’s a pedal-assist which means you have to turn the pedals–but can do so lightly–to move it along.

Within about two months after buying the bike, gas prices spiked. For the heck of it, I decided to figure out how many miles I could ride on $4 worth of electricity, about the price of a gallon of gas at the time. When I ran the numbers I couldn’t believe the results, so I asked a much-smarter friend if he could double check them and he confirmed what I found out: I could travel 1,200 miles on $4 worth of electricity. And no that’s not a typo.

So in two years I’ve used the bike an average of about 5 months of the year from mid May through mid October on a pretty continuous basis for commuting, going to the grocery store with a bike trailer, and other utilitarian trips. I typically don’t use it more than a half-dozen times between November and May when instead I use my other bike(s). In early summer this year I turned over 3,000 miles on the electric, almost exactly two years since buying it. And I’ve spent about $10 in electrical costs for that 3,000 miles.

If I utilize the common average for the personal cost of driving a car, which is around 50 cents a mile excluding external costs such as pollution, I’ve just paid off the $1,500 cost of the bike (this is assuming of course the bike displaces the need to own a car or to own a second one). So from here on it’s a free ride! Actually, not quite; in about two or three years from now I’ll likely need to replace the battery, which should cost around $400. But by then I’ll have essentially earned another $1,500 or so by riding the bike instead of having to use a car, so the battery replacement cost will be quite manageable.

So besides essentially cooling off the hot summer, the electric bike has a few other advantages. I tended to drive to work a few times a month before getting the bike, but in the past two years I’ve driven to work only four times total. The bike’s a lot of fun, and because of that you just can’t not ride it. You’ll avoid the need for putting expensive miles on your vehicle or even perhaps having to own one at all.

With the BP spill, oil use is on many persons minds and perhaps their consciences too. Besides reducing our over-reliance on a substance that can have devastating impacts on the planet and our lives, when we use non-petroleum forms of travel including electric bikes we can also reduce our dependence on oil supplies that in large part come from dictatorial countries.

Electric bikes can be used easier by persons who may have bad knees or other disabilities that prevent or limit them from riding conventional bikes. For persons who just won’t consider biking to work because of the sweat factor, this deals with that issue very well. And mid-day meetings away from the office, even in summer, are a breeze to get to on the electric.

Image Credit: Good/ Matt Manos

So if you’re interested in going electric, check out the models offered in various shops and by local distributors. You’ll be pleasantly e-mazed/ at how they work!

Matthew Zoll
Bicycle and Pedestrian Program Manager
Pima County Department of Transportation
201 N. Stone Ave, 5th Floor
Tucson, AZ 85711
Phone: (520) 243-BIKE
Matt.Zoll@dot.pima.gov
BikePed.Pima.gov

Quotes:
I love my new electric hybrid, a.k.a. Cadillac bike. It’s a smooth ride, cooler in the summer and easier on the body with long commutes. Mine has three assist options, so I can choose to work harder or let the bike take up more effort – all with the joy of pedaling required.

- Andrea Lightfoot, 2-month electric bike user

“The electric bike solves many of the challenges associated with commuting by bike. It keeps you from getting sweaty when you’re headed to work or to a meeting, it helps you when you’re tired and commuting home after a long day, it helps you carry a lot more stuff, and it’s fun so you ride it more often!”

- Jan McDonald, 4-year electric bike user

Matthew Zoll’s Biography: Originally from Honolulu, Hawaii, Matthew Zoll is the Bicycle and Pedestrian Program Manager for Pima County. Since its inception in 2002, this program has been successful in bringing in over $10.4 million in federal funding to the region and leveraging an additional $14.8 million in local funding for bicycle and pedestrian safety projects and programs.

Matt manages a variety of projects including two federal Transportation Enhancement projects, the Pima County-Tucson Safe Routes to School Program and the Pima County-Tucson Bicycle and Pedestrian Safety and Education Program. Together these projects total over $1.2 million in local and federal funds. More information on various projects and programs managed by the Bike and Pedestrian Program can be found at bikeped.pima.gov.

What Constitutes “Long Distance” Utility Cycling?

To be honest, “long distance” is all in the eye of the beholder. While ten or twenty miles might seem pretty impressive to some, others hardly blink at covering 50, 75, even 100 miles by bike. However, I struggled a bit as to how best characterize “long distance” with regard to utility cycling. In general, I don’t feel that a specific number or mileage needs to be applied, rather a broader conception is possible. Therefore, I would argue that long distance utility cycling is any type of utility cycling activity that is “out of the ordinary” for the person doing it. This could be any type of unusual or uncommon experience; something that doesn’t happen everyday or if it does happen everyday, involves a longer time commitment. However, there is no specific value – like number of days or miles – that makes something long distance and another not.

Of course, the most important element to anything we talk about on this site is the utility element. Utility cycling is viewed as a goal-oriented type of cycling, or more specifically, goal-oriented cycling that accomplishes a meaningful goal that has some sort or serviceableness or usefulness beyond the individual rider. So in this sense, long distance utility cycling differs from bike touring, as bike touring is generally more of a recreational activity. However, there are definitely some great examples of long distance bike tours that have a greater mission, and those would definitely fall under our long distance utility cycling conception. Below are some incredible examples of long distance utility cyclists. If you have any examples or stories of others to share, as always, we would love to hear from you.

Long Distance Utility Cycling Examples

Perhaps my one of my favorite examples of two long distance utility cyclists are the folks from the Path Less Pedaled. Russ and Laura of the Path Less Pedaled sold most of their worldly possessions a little over a year ago, and since that time, they have been living on the road and getting everywhere by bicycle. Not only does living by bicycle fall under the utility cycling conception, the other cool thing about The Path Less Pedaled folks is that they are not interested in any specific number of miles or days on the road. Rather, their goal is to find meaning and joy in the journey itself and connect with people around the country and world that they meet. So not only are they long distance utility cyclists, they are also community builders. There are other great examples of people living by bicycle, but Russ and Laura just so happened to stay at my house in Tucson for a few days this winter, which was very inspiring and fun.

There are also long-distance utility cyclists who are concerned about miles, days, and even hours. One great example is James Bowthorpe of Globe Cycle. James circumnavigated the globe in record breaking time to earn money and awareness for Parkinson’s Disease. James is just one example of long distance utility cyclists who do some extreme to bring attention to a cause, raise money for charities, or otherwise spread the word about something through their extraordinary efforts.

Another favorite example of mine are musicians who tour by bicycle. Recently, I have been posting video chapters about cellist Ben Sollee and the crew of the Ditch the Van Bike Tour. The group is touring around the country on bicycle, playing gigs, and documenting their experience. Another musician/ long distance utility cyclist is cellist Kristin Rule, who will soon be starting a tour soon using a solar-powered, electric-assist bike trailer. When not being used to assist the bike, the solar-powered trailer will also help provide watts to power machines at the gigs that Kristin plays. Very cool!

Other examples of long distance utility cycling might include riding to a visit friends or family in another town or state. I have even heard stories of students moving to a new town to start college, shipping all of their possessions, and then riding there. There are many great examples out there, so please feel free to share any others with us. In future posts, we will talk about long distance utility cycling gear, tips, and more.