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Shimano to Provide Tech Support at Tour of Utah

By
Cycling West
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0

The cycling industry’s leading component manufacturer will provide tech support for
“America’s Toughest Stage Race”

SALT LAKE CITY – June 22, 2010 – Tour of Utah President, Steve Miller, today announced that Shimano will be the official technical support sponsor for the fourth edition of the 2010 Larry H. Miller Tour of Utahpresented by Zions Bank. The 2010 race is a USA Cycling-sanctioned pro race and will take place August 17-22 in Salt Lake City, Ogden, Park City, Thanksgiving Point, Mt. Nebo, Tooele, and Snowbird.

Shimano’s U.S. office, based in Irvine, Calif., will provide mechanical support to all racers during the event’s five stages and prologue, as well as showcasing their many new product lines to race fans at the Tour of Utah’s official expo area. This will be the fourth year that Shimano has provided sponsorship to the Tour of Utah.

“We are once again pleased that Shimano has chosen to support our race,” said Miller. “Not only do they offer an invaluable service to our racers and their teams, but affiliation with the Shimano brand solidifies our standing as a serious and successful race on the U.S. circuit.”

As part of the technical support sponsorship package, Shimano will supply four USA Cycling-licensed mechanics and/or support personnel, along with a number of support vehicles and all necessary equipment and parts.

“The Tour of Utah is becoming an important race on the NRC calendar,” said Dave Arnauckas, Shimano’s Multi-Service supervisor. “All the major continental teams will be there along with tons of fans, so we feel it’s important to be there to support the race.”

The Future of Trails in the Wasatch

By
Cycling West
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3

By Sarah Bennett

Envision Utah, the public-private undertaking that is currently working to craft a long range plan for the canyons has been holding a series of meeting and surveys over more than a year to engage the public on the best way to manage growth, transportation, and recreational impacts to the canyons of the Wasatch. In meetings and survey results one thing has become clear; protection of the watershed is critical and trails in the higher reaches of the Wasatch are at capacity. The trails that were carved out of the recent Wasatch Wilderness and Watershed Protection proposal are, for the most part the same trails that existed in 1984 when the first wilderness areas were established. Few new trails have or will be created in the higher reaches of the Wasatch in the future, even as the population of the valley continues to swell.

The time to consider new trails development and invest in a comprehensive trails master plan for the Wasatch Mountains and beyond is urgent, before opportunities are lost due to development or further wilderness protections that restrict mountain bike use are put in place. The boundary for the northern unit of Matheson’s wilderness proposal, dubbed the Wayne Owens/Grandeur Peak/Mt. Aire Wilderness Area, extends well into Parley’s Canyon, potentially eliminating this area from future trail development considerations.

If we are going to maintain our outdoors lifestyle and preserve the quality of the recreational trail experience along the Wasatch Front we need to start seriously looking at trail development in areas outside those intensively managed as watershed. We also need to think sustainably and consider creating trail systems that connect to bike paths, established recreation areas, and that can be accessed close to where we live and work. Both Emigration Canyon and Parleys Canyon—already a major transportation corridor that hosts a recreation area—present excellent possibilities for trails development. A comprehensive trails master plan has already been developed for Emigration Canyon and is waiting funding to become a reality but currently there is little available funds or willingness among land management agencies to embark on that project. Grass roots organizers who pushed for the creation of the trails master plan in Emigration are regrouping and considering ways to fund and help further trail building efforts there.

You’d be hard pressed to find too many trail users, mountain bikers included, who don’t believe in the benefits that wilderness brings to those who love the outdoors. People need clean water and untrammeled wild places and if wilderness designation can help us get that, then so be it. But wilderness designation, by its very definition, disallows any type of mechanical travel, and that means mountain bikes. The much celebrated announcement of the new 23-mile section of the Bonneville Shoreline Trail rings hollow for mountain bikers who will be prohibited from enjoying almost 70% of it because it crosses in and out of several wilderness areas just above the east bench, even though these “wilderness” areas are only a stone’s throw from crowded subdivisions and a busy freeway.

The latest wilderness bill should be a heads up for off-road cyclists to pay closer attention, get more involved, and speak out for access to trails both now and in the future. Currently, local land managers (the Uinta-Wasatch-Cache National Forest and Salt Lake City Watershed) are the best places to register your comments. As Steve Scheid, Recreation Planner from the Uinta-Wasatch-Cache National Forest Service observed, “There are all kinds of competing uses on our forest lands now. If you are not at the table, you lose out.”

Salt Lake Bicycle Collective News

By
Cycling West
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0

Springtime brings bikes and partnerships, and the Collective loves bikes and partnerships. In June the Collective has partnered with the University of Utah’s Continuing Education Program on Wednesday nights, while their shop will be closed to the public on those nights, you can get in by registering for the class on the Continuing Ed website. Due to this scheduling, Ladies ONLY night has been moved to the 2nd Wednesday (just for June).

The Collective also started a contract with the Salt Lake County’s United Police Department whereas they will be receiving all the unclaimed evidence bikes from the county. This combined with the existing Salt Lake City Police Department contract will drastically improve the Collective’s abilities to provide bikes to those in need as part of their Bikes for Goodwill Organizations program. But with more bikes comes the need for more volunteers, and more ways for you to get involved.

First, help refurbish the donated bikes. If you don’t know how, come to our free Park Tool School classes every Monday night.

Second, help with Valet Bike Parking. Not only can you enjoy a Farmers’ Market or outdoor concert — be PART of it. Didn’t get that Red Butte ticket before it sold out? Volunteering has its’ perks!

Third, help with Trips for Kids. Love kids? Like Mountain Biking? You should be a ride leader.

Fourth, help with Earn-a-Bike. Love kids? Like Mechanics? You should be an Instructor.

Fifth… Well, there is no fifth. But if you don’t have time to donate, consider donating financial program support, that old dusty bike, or even your car. You can now donate your old car and proceeds will go to the collective.

The mission of the Salt Lake City Bicycle Collective is to promote cycling as an effective and sustainable form of transportation and as a cornerstone of a cleaner, healthier, and safer society. For more information, including crank addiction, visit www.slcbikecollective.org or call 801-FAT-BIKE.

Pacelines

By
Cameron Hoffman
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0

By Cameron Hoffman — Pacelines are a basic element of bicycle riding and racing. It’s been said that you gain about 30% more efficiency/energy savings (give or take depending on wind conditions) by drafting. With that much energy savings it’s easy to see why riders tend to travel in packs rather than by themselves. Just a few weeks ago at the Giro D’Italia we were treated with watching one of the most beautiful elements of bicycle racing, the Team Time Trial. We can view the Team Time Trial and a group ride paceline or a breakaway with many of the same angles.

Bike riders on century ride in Utah
A good paceline rolling through at the 2014 Tour de Cure.  Photo by Dave Iltis

The goal of an efficient paceline is to ride as “allies” and share the workload at the front (into the wind) of the group. The more people helping, the less energy everybody has to expend. The smoother the group, the easier it is to maintain a higher pace. If a group’s pace is choppy, it’s not likely to hold together for much longer. Sometimes those who are stronger may cause too much of a rapid increase in the paceline’s speed. Or weaker riders may slow the group down causing riders to pull their brakes (which is very dangerous in any pace line). In either scenario, group frustration increases and the likely hood of the group’s success diminishes.

A long time ago I was reminded of what rider in a good pace line looks like. They look relaxed, even at high speeds. They are smooth holding a relatively straight line. They are aware that everything they do also affects the riders behind them. They stay off the brakes. They don’t make sudden moves.

Which direction should a rider pull off? To the right or to the left? The rider at the front of the paceline should always pull off into the wind. For example, if the wind is coming from the left, you need to pull off the front of the paceline to the left also. Be aware that if you have a brisk wind coming from the left, riders may be crossing the right side of your rear wheel. Although an acceptable riding position to closely follow along the side the rear wheel in front of you. If the rider in front of you does not know what they are doing nor do they pull off into the wind, you may be in trouble.

Team Time Trials are beautiful to watch. The top Pro teams make it look so easy. They are all riding the best technology and aero equipment available. Their speeds are incredible. However, inside their paceline they must be very attentive to their smooth riding style, wind direction and riders different strengths and/or weaknesses. For example, bigger riders should take a larger load of the pace during the downhills; hill-climbing riders should do more work on the front during inclines.

During your next breakaway, team time trial or group ride pay close attention to the elements around you. Become as smooth of a rider as possible. Help your paceline “allies” maintain a strong smooth pace.

Keep your head up and RACE SMART!

Let’s Be Clear About This: The 2010 Clear the Air Challenge

By
David Ward
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1

By David Ward

Utah Governor Gary R. Herbert, Salt Lake County Mayor Peter Corroon and Salt Lake City Mayor Ralph Becker have joined together to challenge Utahns to “Drive Less and Drive Smarter”. In support of this effort, Utahns are being asked, during the month of July, to participate in the 2010 Clear the Air Challenge.

Those participating will accept a challenge to eliminate single-occupant vehicle trips thereby reducing emissions and conserving energy, while at the same time saving money. Trips are eliminated through the use of alternative forms of transportation, such as bicycling, car-pooling and trip-chaining.

I am excited that this challenge is back. I participated last year with the cycling utah team, and doing so finally got me into the habit of regularly opting to commute by bicycle to work and to run errands. I had resolved for years to do so, but the Clear the Air Challenge is what finally got me on track.

During July 2009, because of the Challenge, I consciously altered my routine and lifestyle to utilize the bike for utilitarian purposes and not just for exercise and recreation. Though, the truth be known, just the opposite happened: Commuting and running errands became more fun, more recreational if you will, and of course resulted in a lot of good exercise.

In 2009, thanks to the 3,456 people who took the challenge, 110,720 trips were eliminated, mileage was reduced by 1,000,615 miles, emissions were lessened by 1,715,344 pounds and 45,482 gallons of gas were conserved, resulting in savings to participants of $58,035 in total vehicle costs. My own stats were: 54 trips eliminated, 207 miles less traveled, 355 pounds of emissions eliminated, 9 gallons of gas conserved and $120 saved.

When a person accepts the challenge, they commit to reducing their vehicle trips at one of three levels: Gold (20 weekly trips), silver (10 weekly trips) or bronze (5 weekly trips). Last year, I committed to the silver level. This year, I intend to commit at the gold level. It will be hard for me to reach that goal, but I hope to be motivated to do so.

This year, cycling utah is inviting our friends and readers to join the team we are organizing for the 2010 Clear the Air Challenge. To join, simply name cycling utah as your team when you register for this year’s Challenge. Or, you can create your own team. Registration is now open, so go ahead and sign up.

Frankly, I simply enjoy and love riding a bike. For me, taking the Clear the Air Challenge only enhances my enjoyment of life while being a more conscientious world citizen.

To learn more and to register, go to www.cleartheairchallenge.org.

Cycling Utah’s June 2010 Issue is Now Available!

By
Cycling West
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0


Our June 2010 Issue is now available as a PDF (7.2 mb download) – Mid-Mountain and Crest Trails, Clear the Air Challenge, Wasatch Trails, Achtune Review, Pacelines, Choosing an MTB Tire, Commuting with a Load, Sundance Spin report, Bear Lake Classic, Government Liability, State Crit Champs, A Day in the Life of the Tour Divide, Advice from 5 Women Bike Tourers, Results, Commuter Column, Mechanics Corner, Calendar and More!

New: The ads in the pdf are now hyperlinks – click on them to go to the advertiser’s webpage.

Pick up a copy at your favorite bike shop or other location today.

Who Owns the Roads Anyway?

By
Cycling West
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3

By Rob MacLeod —If you ride a little or ride a lot or have just been walking and ‘in the way’ of an impatient driver, I bet at some point in a ride, someone has yelled at you from a car or truck window to “Get off the road!” The really clever ones add “I pay taxes for it and you don’t!”

Ever thought about this suggestion? That we, as cyclists, are getting a free ride because we don’t pay gas taxes for the miles we do on two wheels under our own power? Well, forget this idea because it is as wrong as wearing your bike shorts backwards and about as helpful as a stick between the spokes.

There are two reasons why cyclists have every right to be on the road. The first comes from the economic facts. As cyclists we don’t pay less in taxes than a motorist to use the road, we pay more. The details are available in some reports from Todd Litman of the Victoria Transport Policy Institute that are available via the website www.vtpi.org. But the summary goes something like this.

Most cycling happens on local roads (versus state and federal highways) and there were $26 billion dollars (1995 dollars) spent on local roads in the U.S. in 1994, only $2 billion of which came from motor vehicle user charges. The rest of local road funding comes from general funds and special assessments, taxes we pay whether we drive an automobile or ride a bicycle. But it gets better.

The cost of building and maintaining roads, on average, works out to 3.9 cents per mile driven for vehicles, but the cost of actually driving those miles in gas taxes and vehicles fees is, on average, only 2.5 cents per mile. In fact for the local roads, the cost to drivers is only .2 cents per mile. This means that drivers are actually subsidized by 1-2 cents per mile to use cars. But these are only the direct costs of road repair and maintenance.

If we add in the cost of tax funded parking subsidies, and the cost of acquiring roadway land, we get a number more like 12 cents per mile in true costs of having roads, so the subsidy now climbs to 13-14 cents per mile. And things get really out of hand when we begin to include some of the more indirect impacts of driving, such as lost productivity due to time spent in traffic congestion, off-street parking facilities, uncompensated accident damages and environmental impacts. The estimates for these components add a further 10-40 cents per mile to the real cost of having our road system. This still doesn’t include the health costs of vehicular air pollution, which are estimated to be as high as 21 cents per mile nor the indirect health costs of inactivity. Neither does it include the societal and economic costs of obtaining and defending oil supplies or the long-term, yet to be determined effects of driving on global warming.

For the cyclist, who creates much less impact, typically rides many fewer miles, and yet still pays just as much in income, sales, property, etc. taxes as the typical driver, the deal is not nearly as good. One comparison in Litman’s report shows that while an average household’s general taxes are several hundred dollars per year, the typical bike commuter can actually end up over-paying $252 per year for the privilege while his neighbor the motorist enjoys a subsidy of $176 for the year.

So in reality, on average, it is the cyclist subsidizing the motorist instead of the reverse. But don’t let this moral superiority go to your head and start yelling for drivers to get off the road, for there are better reasons for us all to share the road.

There is at least one good reason why the argument that motorists own the roads is ridiculous. I learned this one from Bob Bayn, a leading bike advocate and Effective Cycling instructor in Logan, Utah.

Bob points out that roads are a part of the public right-of-way. This means that roads are there for the public and the last time I checked, we belonged to the public, even when we ride our bikes, look geeky, and smell nice and “fresh” when we commute to work/school. Using the public right-of-way does not depend on what we pay–there are no tollbooths on sidewalks.

If use of public facilities actually depended on how much each of us paid in taxes, then rich folks would have even more rights to the road than the rest of us, whether they drove, rode or walked down the middle of the street. All of us with lower salaries would have to move to the side and let the rich folks pass. I bet the drivers trying to evict us from the public right-of-way would be real happy to learn that someone else was yelling the same thing at some of them!

The laws of every state and municipality support our right, the right of everyone, to use public spaces, including the roads. The privilege of access depends on our willingness and ability to obey the rules of that public space, not on our income or how much we contribute to the national debt.

(Dave Iltis contributed to this story)

ADVENTURE CYCLING CAMPAIGN RAISES OVER $24,000 FOR U.S. BICYCLE ROUTE SYSTEM

By
Cycling West
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0

June 10, 2010
Vision of national network and grassroots approach inspired businesses, members, and others to give and get involved during National Bike Month

Missoula, Montana — Adventure Cycling Association announced today that it raised more than $24,000 during its National Bike Month fundraising effort for the emerging U.S. Bicycle Route System (USBRS) — a system that could become the largest official cycling network on the planet.

The Build it. Bike it. Be a Part of it. campaign rallied a diverse group of business and organizational donors, “core supporters,” Adventure Cycling members, and other supporters to donate online and by paper check.

“This was an experimental fundraising campaign for us,” said Julie Emnett, Adventure Cycling’s associate development director. “We wanted to reach out to new donors through our large social media communities — something we had never done before — but also create an exciting campaign that business supporters and existing members could get behind and enjoy.”

Approximately 56% of the total funds raised from individual donors were generated through the campaign’s “core supporters” — strong supporters of Adventure Cycling who committed to a specific fundraising goal — while around 46% were raised through the organization’s outreach efforts online.

Contributions from businesses and organizations accounted for over half of the total funds raised.

During the campaign’s first week, the American Association of State Highway and Transportation Officials (AASHTO) Center for Environmental Excellence provided Adventure Cycling with $5,000 to assist states with route selection, mapping, and technical aspects associated with development of the U.S. Bicycle Route System.

In the campaign’s next weeks, $1,000 challenge grants from BOB, Salsa Cycles, and TeamEstrogen.com were met in a few days’ time. Other business supporters included BikeFlights.com, Klean Kanteen, Red Arrow Group, and Renaissance Bicycles. Woman Tours came on as a business supporter near the end of the campaign, making a surprise contribution of $1,000 to the project.

“The fundraiser captured the imaginations of these companies who are all committed to improving cycling in America, either because it is their business, or their passion,” said Amy Corbin, membership and marketing assistant.

To publicize the campaign, Adventure Cycling did extensive outreach online through its business supporters, media partners, bloggers, well as cycling organizations and clubs. As a result, in addition to surpassing its fundraising goal, Adventure Cycling’s U.S. Bicycle Route System Facebook page gained more than 3,500 fans, and traffic to its USBRS landing page at www.adventurecycling.org/usbrs increased nearly 50% over the first four months of the year. Media partners included Bicycle Radio, Momentum, New Belgium Brewing, NewWest.net, Pedal Pushers, Wend, and USA Cycling.

The goal of the U.S. Bicycle Route System is to connect the nation’s urban, suburban, and rural areas. In the last year, the project has gained momentum at the state and federal levels. U.S. Bicycle Routes will be designated and recognized by State Departments of Transportation and more than 28 states are interested in or actively working on implementation. The USBRS is also currently part of the proposed Federal Transportation Bill now pending in the U.S. House of Representatives to be considered later in 2010.

“The U.S. Bicycle Route System is progressing at a much faster clip than we expected,” said Jim Sayer, Adventure Cycling’s executive director. “This campaign has shown us that support for the project crosses over from government to advocates to businesses. They all see the value of building a network that makes America more bike-friendly.”

Since 2006, Adventure Cycling’s work on the U.S. Bicycle Route System has also been supported by grants from Bikes Belong ($40,000), Education Foundation of America ($70,000), Lazar Foundation ($40,000), New Belgium Brewing ($30,000), SRAM Cycling Fund ($30,000), and the Surdna Foundation ($15,000).

Cyclists and other supporters can follow the development of this national network through “Building the U.S. Bicycle Route System,” a weekly blog column about the project posted by Ginny Sullivan, Adventure Cycling’s special projects director and a coordinator of the national network.

Background on the U.S. Bicycle Route System, resources, and implementation information can be found on Adventure Cycling’s website: http://www.adventurecycling.org/usbrs.

Interested in getting involved? Learn how: http://www.adventurecycling.org/routes/nbrn/getinvolved.cfm

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Mid-Mountain and Crest Trails

By
Adam Lisonbee
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There are those unforgettable moments in life when idealistic imaginings collide with reality and experience to create iconic and lasting, even transcendent days. For me, those days come in the form of airy, creamy powder in the winter, and flowy, extraordinary singletrack in the summer. And living along the Wasatch Front provides absurdly easy access to both. Indeed, as I ride my bike I can see ridges and meadows that I skied months ago, creating a sense of familiarity and friendship with the very terrain itself. There are times when those moments are anticipated, expected and unsurprising—though still just as fantastic. But there are other days, or more often than not, minutes or perhaps hours that come out of oblivion, unforeseen and improbable that catch you so off guard as to be altogether alarming.

Keith Payne and Paul Moote on the Wasatch Crest Trail.

Such was the case on Friday, July 3rd, 2009, while riding the Crest and Mid-mountain trails.

And yet, it seems utterly absurd to think that a loop on the Wasatch Crest and the Mid-mountain trails should be anything less than superlative. But even so, I found myself grinning stupidly from ear to ear, whooping, hollering and altogether having the time of my life on trails that were so perfect, and so immaculate as to conjure up wonderment as to whether or not I’d somehow perished and was now riding through the eternities in some sort of singletrack paradise.

It really was that good.

From the active and threatening clouds, to the rich and deep green of the pines and aspens, to the popping intensity of the wild flowers and the serenity of high altitude, snow fed lakes, the day was simply perfect. Somehow the predicted storm swirled around us, seemingly conscience of our whereabouts as we traversed and climbed and sped along what was shaping up to be the year’s best day on the bike. The Crest itself was empty, void of any other bikes, and nearly human-free entirely. I find myself at a loss to truly describe the childlike joy we experienced. Alas, instead I am being overly hyperbolic, exaggerated, and sensational.

But what other way is there to describe one of those rare and fleeting moments?

That combination of freedom and fitness and the melding of man and machine all meshed together to create that day, and that moment. An effusive day that will always be remembered when there is doubt, when there is pain, fear and that disturbingly insistent voice of reason trying heroically to cast one off the bike and into the flow of mainstream life, sedentary and flabby.

Well, perhaps I have gone to far. But then, perhaps not. Regardless, the ride, left me wondering, and struggling to think of a legitimate answer whether or not it gets any better? And of course it does. And that is why we return, again and again to the rugged mountains and the vast deserts. That is why we crawl out of bed at those forsaken hours before the sun has even thought of rising and brave the elements and the unknown and the thumping heart of hard earned, leg scorching and lung burning efforts. The rewards of which are impeccable sunrises, breathtaking sunsets, and a sense of accomplishment and satisfaction that can only come after a day of fighting off the nagging and persistent law of gravity.

It might be summed up rather succinctly that we do it, simply for the view. And it might also be said that the process to obtain those views plays a part as well. Ultimately the sums of those various parts—the effort and the reward—are those days. Unforgettable, unexpected, incredible and unfettered in their joy and experience that bring us back over and over again.

How to get there:

Start and finish at Park City Mountain Resort, in the lower most parking lot. 1310 Lowell Avenue, Park City, Utah. www.parkcitymountain.com

Basic Statistics: 30 Miles. 4,500 vertical gain. Plan to be in the saddle for 3-6 hours, depending on your physical ability and technical skills. Plan for various weather and riding conditions. Some areas, specifically on the Crest Trail can be quite remote. June-September, depending on the snow pack.

Basic Trail Route:

  • Climb up the Spiro Trail into Thayne’s Canyon.
  • Continue up the Crescent Mine Grade to Scott’s Pass.
  • At Scott’s Pass follow the signage to the Wasatch Crest Trail.
  • Stay on the Crest Trail until it intersects the Mid-mountain Trail.
  • Continue across the Mid-mountain Trail back to Thayne’s Canyon.
  • Descend the Crescent Mine Grade and Spiro Trail, back to the parking lot.

Note: One can descend all the way into the Canyons Resort at the Wasatch Crest/Mid-mountain intersection, in order to ride back to Park City Mountain resort on the paved bike path. This will eliminate the Mid-mountain Trail, and shorten the ride.

Resupply: Food and water are available at Red Pine Lodge. Contact The Canyons Resort for hours of operation. www.thecanyons.com

For a detailed map and GPS file of this route, visit: http://connect.garmin.com/activity/8067216

Achtune: Do you listen to head phones when you ride?

By
Cycling West
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0

Review by Tyler Servoss

Achtune: Do you listen to head phones when you ride?

Ryan Dallon the creator of the Achtune system was tired of hearing stories about cyclists being hit by cars, including his own personal experiences, being injured in vehicle related crashes twice in the last few years. By now we have all heard the safety advice that we should not ride with headphones. And while we acknowledge the risk, the vast majority continues to do so. Enter Achtune. Achtune is a product that is designed to attach to your helmet and hold your earphones close enough to your ears that you can enjoy your music, but far enough away to be safely hear traffic noise around you.

Installing the Achtune clips on my helmet was simple. The adhesive plastic clips use special glue that will not adversely affect the materials of a helmet and are easy to install. Clips are also provided to keep you cords organized at the back of your helmet and keep the lines clean. The clips were a little tight for my earphone cords. I had to gently press the cords in to the clip with a flat screw driver.

I found in testing the product that the sound quality and sensation take a little getting used to. The sound is clearly not as good as if the earphone where directly in your ear, but as I rode with them I found that I became more accustom to the audio quality and was pleased. The music is loud enough to hear and the ambient and background noise of a car overtaking me is much easier to hear than otherwise.

If you like to listen to music as you ride, and would like to be safer, Achtune may be your answer. They are available in a variety of colors. The M.S.R.P is $11.95 and can be purchased at your local bike shop or at www.rememberdelaware.com

Utah Bicycle Coalition News: Membership Drive and Job Opening for Executive Director

By
Cycling West
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0

Why be involved? Every cyclist who rides in Utah has had an experience or comes to appreciate the need to improve facilities, laws, and policies that impact human powered locomotion. As members of the Utah Bicycle Coalition have worked with legislators on various initiatives, one question frequently comes up: How many cyclists do you represent? How many are dues paying members? When it comes to developing laws and policy that influence cycling in Utah, the larger our voice is, the more impact we have. These numbers count! The Utah Bicycle Coalition is seeking members from individual cyclists, cycling industry (both manufacturing and retail), and cycling clubs and teams. With the growing number of cyclists throughout Utah, we should be able to put together a formidable coalition. See utahbikes.org to join. Many thanks to those who have joined.

In addition to its membership drive, the Utah Bicycle Coalition is recruiting an Executive Director to serve as an effective leader, entrepreneurial fundraiser, visionary manager and knowledgeable advocate. The Executive Director will be tasked with preserving the safety, opportunities, and responsibilities of cyclists and pedestrians through legislation, education, and facilities development. A complete job description, required qualifications, and application deadline are available at utahbikes.org.

-Ken Johnson

Mountain Bike Tires – Choice and Pressure

By
Tom Jow
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0

By Tom Jow

If tire construction and inflation pressure important for road bike tires, then for mountain and cyclocross bike tires it is even more so. The reason is because mountain and cyclocross bike tires are used in a much wider variety of surface conditions. Ever wonder why those mountain bike race trucks have stacks of tires? Selecting the correct tire for the local conditions can have a significant effect on how you and your bike perform. This month in mechanic’s corner we’ll look at how the elements of tire casing construction, tread compound and pattern, and inflation pressure work together to provide durability, traction, and performance.

The beginning of all tire construction is the casing. This casing consists of a bead, thread layers or plies, and sometimes other materials added for puncture protection. The tire bead is the wire that physically locks the tire to the rim. These can be made of a lightweight, folding material such as Kevlar or a heavier duty material like steel. Kevlar beads can save up to 100 grams (4 ounces) per tire, which doesn’t sound like much but reduction of rotating mass becomes a significant energy savings. Because the steel beads stretch less they are well suited for heavy-duty use. The main tire casing is made up of nylon or cotton threads woven together and measured in threads per inch (tpi). The higher the thread count, the more supple and lighter the tire. A tire with a more supple casing conforms to the trail surface for more comfort and greater traction. The smaller threads can be more fragile and therefore are often used in layers to provide better durability. The thicker threads of lower thread count tires make a stronger, more rigid casing which is ideal for the rugged terrain and higher speeds of downhill use.

The most obvious feature of mountain bike and cyclocross tires is the tread. There are two design characteristics of tire tread, the rubber compound and tread pattern. Measured on a scale of durometer hardness, a tire compound with a lower durometer rating will provide better traction. While not the most important factor, a dual compound tire, with a softer compound on the edges, can be advantageous in some conditions. More important is the actual tread pattern. Tread patterns have as much variation as there are soil types. Tires for dry, packed conditions might be semi-slick, with little or no tread in the center and short, firm knobs on the sides for cornering traction. More often a tire with short small knobs and a tight pattern is better because it offers more traction when the trail has a little loose dirt and small rocks on top. As trail conditions become looser, a more aggressive tread is required. For this or all-around use, a tire with thick, medium depth knobs in a widely spaced pattern is a good selection. The open pattern and deeper knob provide traction in the gravelly or softer soil while the larger knobs will resist deflection under power or braking forces on the harder surfaces. The softest soils or wet and muddy trails demand a more specialized tread. This is where a low durometer compound and mud specific tread is important. The tread for these conditions will be in a wide-open pattern and the knobs will be fewer, taller and with simple square shape. The tall knobs provide deep digging traction and the simply shaped (no nooks and crannies) knobs will shed dirt and mud while riding.

Once a tire is chosen, how much should it be inflated? As discussed in earlier articles, a low tire pressure provides the best traction and rolls over rough terrain easier. There is no magic number, however, because ideal tire pressure will vary with rider size, tire size, riding style and terrain. Some riders use the same tire pressure for all conditions. Others adjust it up or down for “the ride of the day”. Therefore, finding the correct tire pressure requires some experimentation. To find your own best tire pressure, begin with a tire that is pretty firm, approximately 30, 38, or 45 psi for the small, medium and large rider respectively. At this point, the tires should feel a little rough on the trail, like they bounce off of every pebble. Stop every once in a while to let a little air out. Not too much at one time, just a couple quick “psssts” is all it takes. Keep in mind that a tire pressure that is too low will pinch flat too easily. Also, while pedaling fast it may seem bouncy and during hard cornering it may feel unstable and “squirmy”. The ideal pressure feels smooth on rough single track and on rare occasion you can feel the rim hit rocks (without pinch flatting) on very rocky descents.

As with all equipment choices, selection is dependant upon the rider and how it will be used. Will these tires be used for racing? Is the rider lightweight? Are the trails hard packed? Under these circumstances consider a narrow dry condition tire with a tight tread in a width of 1.9 or 2.0 inches. Going on 2-3 hour fun rides? Just purchased a medium travel suspension bike? A wider 2.2 or 2.3 inch with a more aggressive tread will be more appropriate. Suffering on the uphill with that long travel freeride bike just to go down the other side? Going lift served once in a while? Choosing a low thread count heavy duty 2.3 or 2.4 (or even 2.5) inch tire with an aggressive tread will extend the miles of downhill smiles. Taking a 2-week long mountain biking vacation? Bring a truckload.

Got a bike question? Email Tom at [email protected].

Pains of Bike Commuting – Tips on Carrying Your Load

By
Erik Moen
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0

By Kari Studley PT, DPT and Erik Moen PT

Did you miss “Bike to Work Day/Month”? Whether you did or not, now is the perfect time to commit to a bike-commute. The logistics of bike commuting include things such as what to do with your bike clothes, bike parking, how much stuff (clothes, computer, food, etc) you can bring, how to carry your stuff, hygiene, tools, etc. This article will evaluate how you carry your stuff to work. We will review the most popular methods (backpack, shoulder bag, and pannier). The load you chose to carry can have a significant impact on the body. Your choice of how much stuff you will carry and how you carry it will be affected by your musculoskeletal tolerance of load.

Weight: Limiting the amount you carry can make your commute more enjoyable as well as easier on your body. While you will want to make sure you have the essentials for work and biking, do you really need to carry it all every commute? Look for ways to lighten your load by leaving a ration of clothes and food at work, try transporting digital data on a portable drive rather than transporting a laptop. Research that studied children and backpacks found that pressures on the shoulder as a result of carrying 10% of their body weight through a backpack or shoulder bag was more than the minimum amount to occlude skin blood flow.1 Basic point is that it doesn’t take much extra weight to add unnecessary strain to your body while bike commuting.

Anatomical Considerations: The main regions of concern with backpacks and shoulder bags are the shoulders, neck, and upper/lower back. Backpack and shoulder bag straps can compress sensitive nerves, arteries and muscles in the shoulder and armpit regions. A nerve which runs on the top of the shoulders and provides upper shoulder sensation (supraclavicular cutaneous nerve) can become injured as a result of carrying a heavy load on the shoulders. Excessive exposure to load at the neck, upper back, shoulder blade, and shoulder musculature can create strain injuries. This is a result of carrying bags that are just too heavy or create asymmetrical/irregular loading to the body.

The Backpack: A backpack balances the load on both shoulders in a symmetric fashion. Backpacks have the potential to create muscle strain, nerve irritation and limit blood circulation. The use of chest and hip straps can help offset some of the direct weight bearing to the shoulder region as improve the stability of your load. The position of your backpack on your back can contribute to commuting discomfort. Scientific research of backpacks and children is so far inconclusive with regards to ideal pack position on the back (high vs. low) and its association with pack-related symptoms in standing. Bicycling requires a forward bent position. A lower position of the backpack may be more ideal in regards to preventing low back strain as it is closer to your center of gravity. There is a lack of research in backpacks and adults and none that we know of with adults wearing backpacks in the bicycling position.

The Shoulder / Messenger Bag: This style of bag is generally worn over one shoulder through a single strap. The asymmetric nature of a shoulder/messenger bag places unequal strain on the shoulders, neck and back. It also results in altered cycling biomechanics as the body tries to compensate for the uneven weight distribution. It has also been found that perceived pain was significantly greater in children that used a single shoulder strap bag (compared to a backpack).1

There are some extra features that you may want to look for in a shoulder bag to improve cycling ergonomics and comfort. Extra padding on the shoulder strap may help improve comfort and alleviate centralized pressure on the shoulder. An additional lower strap that crosses the abdomen will also help relieve pressure and better secure the bag – an important safety factor while cycling!

A general safety consideration with shoulder bags is to ensure that your visibility is not obscured by the bag. If you have to turn your shoulders and trunk significantly to see over/past your bag, consider modifying the position of the bag on your back, carrying less stuff, a smaller bag, and/or an alternative carrying method.

Panniers and Rack System: Panniers are bags that attach to front and/or rear mounted bicycle racks. Panniers place the burden of load on your bike rather than your body. Imagine less weight/load at your saddle and handlebars. Imagine improved trunk and neck motion. Not all bicycles can take racks. Racing-style bicycles do not typically have mounting brackets incorporated to their frame. Have your local bicycle shop help you assess your bicycle’s rack-compatibility.

Any pre-existing chronic neck and back issues can be further exacerbated by bicycling with backpacks and messenger-style bags. Heavily loaded bikes will create extra stress and strain to legs and back. You may need to adjust your gearing to best tackle your commute route. Bike commuting should be an enjoyable extra dimension of bicycling and health promotion. Do not hesitate to consult a qualified health practitioner, such as a Physical Therapist, to further assess your cycling biomechanics and ensure your commute stays pain free and safe!

References: 1. Macias B, Murthy G, Chambers H, Hargens A. Asymmetric loads and pain associated with backpack carrying by children. Journal Of Pediatric Orthopedics [serial online]. July 2008;28(5):512-517. Available from: MEDLINE, Ipswich, MA. Accessed May 8, 2010.

Kari Studley PT, DPT has been a Physical Therapist since 2006. She races mountain bike and cyclocross professionally and has been bike commuting for over 10 years. Kari is working at Corpore Sano Physical Therapy in Kenmore as a treating physical therapist and bicycle biomechanist. Contact Kari by visiting www.CorporeSanoPT.com.

InterContinental Hotel Group Receives Bronze, Shoots for Gold

By
Lou Melini
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By Lou Melini

InterContinental Hotel Group (IHG) received a Bronze award from the League of American Bicyclists as a bicycle friendly business. IHG will be our featured commuter profile for this Month. Steve Gerber took the lead in facilitating this interview for the group of riders at IHG. He is the 57-year-old Manager of Business Performance and Quality at IHG. Also contributing to this month’s commuter profile are Nate Briggs, Tom Taylor, Robby Morehead, Chuck Krivanek and Brett Cushing.

Cycling Utah: First of all, Congratulations on the award. Charles Pekow discussed how IHG received the award in the April issue of Cycling Utah, so I’m going to move on and talk to the individuals that made it happen. How did you guys decide to bike commute? Tell the readers a little about your commuting.

Steve Gerber: I was inspired by my co-worker, Nate Briggs, to start commuting by bike 5 or 6 years ago. I ride every day, year round except when the roads are too icy. I use my bike for shopping, errands, going to the gym, and almost anything I have to do within 5 or 10 miles of home.

Nate Briggs: When I was diagnosed with late onset diabetes in 1996, I found it hard to imagine any kind of exercise that I could do every day. Since I had bicycled some back in college, I turned to bicycling to try to extend my life and keep various body parts that are typically sliced off diabetics who are not exercising. It was only after riding for some time that I became interested in various alternative transportation issues.

I ride roughly 5 miles each way, 4 times a week. I like to add an additional 20 miles on Sundays. This usually takes the form of longer trips (Ogden, Provo) from time to time. The last 2 years have averaged 1,600 miles per year. This year I would like to push it up to 3,000.

I ride 12 months a year. We have 2 drivers in the house, but only one car. The bicycle is my primary mode of transport. I borrow my wife’s car when I need to carry something heavy – or I am under time constraints. Over the 13 years I have been commuting, eight years included riding part of my journey at night (after 9PM). I have a lot of nostalgia for that time, since I consider riding at night to be much simpler and safer.

Tom Taylor: I’ve always been a bike rider. I had a paper route from 12 – 16 years old (BMX-bike powered). I used to take long distance road-bike rides with friends in the neighborhood growing up. I went to Dixie State University in St. George UT, where I participated heavily in off-road and mountain biking. As far as commuting to work via bike is concerned, as a one-car-family, I found that on occasion, it could be difficult to get everyone where they needed to be when they need to be, etc. I brought this up during some conversations with a few co-workers who bike commuted, and was challenged to start biking to work. They talked of the benefits and I, thinking back on my bike riding past, thought it would be a good idea to at least try it once. It would be nice to let my wife have the car, and the exercise couldn’t hurt either. That was in May of 2008. I’ve been riding to work ever since.

My ride is approximately 6 miles to work (12-ish round trip). I live in Rose Park and my office is around 21st South and Redwood Road. It is flat the entire way (thank goodness). I ride south on 1000 west to 800 south, then ride west about a block and catch the Jordan River Parkway Trail south almost to the front door of my office! It is very convenient. I try to ride as frequently as possible. I ride year-round, unless there’s a lot of snow on the ground. I ride at night as well and employ front headlight and rear taillights, as well as reflectors.

Robby Morehead: I was cajoled into biking to work by some of my co-workers in May 2009, and I’ve been riding regularly since June 2009. I needed the exercise and it turned out to be fun, too. I bike 5.5 – 6 miles each way, and my goal is to ride to and from work at least three of the five workdays each week. My commute is almost exclusively North-South. I take 1000 West from 800 North to 800 South; then the Jordan River Parkway from 800 South to about 2200 South where my office is located. It’s a great commute because the river is so pleasant and 1000 West is a pretty quiet street with a bike lane for much of the way. The only busy intersection is 1000 West and North Temple, but it’s not a big deal. It would be perfect if the city would complete the Jordan River trail from 200 South at the old Fisher Mansion to the Liquor Store on North Temple, then I could ride the trail for probably 90% of my commute! I have had no problem riding year round after investing in some cold-weather gear; I’ve found I’m fine to ride in temps as low as 15 or 20 degrees, but lower than that and I’ll be driving. We have two cars in our family so we are definitely not “car-free”, but probably “car-lite” as one of the cars (the one that gets poorer gas mileage) sits in our driveway on the days I ride to work. I also ride to the store, library, post office, etc. in my neighborhood in the evenings and on weekends as opposed to driving. My kids like to ride with me around the neighborhood streets and run errands with me.

Chuck Krivanek: I started two summers ago, just a few times that summer at the insistence of a co-worker. Then last summer I rode as much as I could…typically 3-4 times a week. I almost never use my car on the weekends in summer because I live a short distance to almost everything I need in Sugarhouse, so I either walk or ride. My work commute is about 6 miles roundtrip and takes me down 17th south and along the Jordan River Parkway. My only barrier to riding year round is that I still have to make sure my boys get to school on time and it’s a little too far and in the opposite directions for walking/biking…but summer break takes care of that barrier. I actually considered buying a new car however I decided to buy a new bike instead since I hope to continue to bike more than drive. I take 17th South from about 840 East to the Jordan River Parkway…one tricky area is at 17th South and 7th East mostly on the way home (headed east) as traffic backs us there and the rode narrows a bit. Oh, and at 5th East and 17th, the side of the rode is really rough and again narrow…it’s a kidney shaker. The rest of my ride is smooth unless I get a flat.

Brett Cushing: I got started in bike commuting at the insistence of my good friend, Steve Gerber. I was looking for a good way to exercise and he was looking to get more miles in his commute. Our agreement began with a “Manager’s Bike To Work” event sponsored by the management team here at IHG in early 2009 and continued through the summer. The door-to-door distance from home to office is approximately 7.5 miles and the route is almost exclusively along our local Jordan River Parkway, which winds through the heart of the Salt Lake Valley along the riverside. I don’t ride year-round currently due to my distaste for freezing weather and exposure to ice/snow (much to Steve’s disappointment). My riding hasn’t been enough to warrant going car-free or car-lite, but I definitely notice the reduced impact on my gas expenses. I have commuted home at night and although it isn’t my preference due to reduced visibility, necessity will dictate this type of travel 8-10 times a year.

C.U.: Steve, tell me about your bike and how do you guys deal with the thorns on the Jordan River Trail (JRT)?

S.G: I started commuting with an old mountain bike while I proved to myself that I would stick with it. After a couple of years I decided I could justify a new bike and purchased a Novara Randonee touring bike. I planned to take some loaded road tours, and thought the bike would be a good dual-purpose ride. I have rear panniers and a trunk bag, allowing me to carry a change of clothes for work, a laptop, and have plenty of room to carry groceries or whatever. I have a Planet Bike Super-Flash on the back and a Planet Bike 2W headlight. I also have a helmet cam mounted to my handlebars that makes for some interesting video! Most of us here in the office use panniers, although a couple use backpacks. I leave shoes at the office and bring fresh clothes every day. Through the years I figured out exactly what works and what I am likely to need. We all use what we call the “Parkway Package”, consisting of puncture resistant tires and tubes, slime, and tire liners, to minimize the puncture vine effect of the JRP. Our office is one block off the Parkway so most of us use it for at least a portion of our commute. Nate is the only one in the group to use an electric assist on his bike.

C.U.: The “No Stop” bicycle bill received quite a lot of email traffic among cyclists. What did you guys think of it?

Steve.: I am opposed to the bill. Every year we widen the divide between motorists and cyclists. As cyclists we keep demanding respect but we often behave in arrogant and disrespectful ways. I don’t think the average motorist would be aware of the law and seeing us cruise through signs and lights would just aggravate an already tense relationship.

Nate.: This bill just places a big, red target on the backs of bicycle riders – and could probably lead to another bill removing the designation of “vehicle” from bicycles entirely. The whole “momentum” argument is ridiculous. What we need is a street situation where laws are enforced – and observed – so everyone knows what to expect. Riders need to stop asking for special favors – and they need to stop behaving as though traffic laws are for everyone else. This is the only way that we can be taken seriously.

Chuck.: After considering all that this entails, I believe the safest way for cyclists to ride is to follow the rules of the road identical to autos. Since this is what most Motorists are used to, there should be no surprises when a cyclist acts the same way. Most times I see a bicycle/car accident, it’s when a bicyclist did something a motorist wasn’t expecting…like flying off a curb or running a light.

Brett: I am not in favor of the proposed legislation to allow cyclists to pass through stop lights/signs without stopping. This conflicts with the instincts of motorists and could cause potentially dangerous situations for all both motorists and cyclists. The only advantage I can see is convenience for cyclists, but legislation for the sake of convenience seems like a poor position.

C.U.: Steve, any comments on the Bronze award from the League of American Bicyclists?

S.G.: Bicycle commuting has become very popular in our office, with approximately 20 regular commuters. We were awarded a Bronze designation by the League of American Bicyclists as a Bicycle Friendly Business. We have set a goal to double the number of riders this year and have undertaken a number of initiatives to aid in the effort. We have a covered parking area now, but will be building a more substantial structure this spring. We are adding locker facilities for riders, a resource center with bike and commuting information, an emergency repair toolkit, a loaner bike, guaranteed rides home for bike commuters, mentoring for new riders, route mapping services, and organized ride-to-work days. We are aware of the Bicycle Commuter Act, but have been unable to take advantage of it yet.

C.U.: Nate, what thoughts do you have on Salt Lake City becoming a Silver City?

Nate: Positives: the completion of the Jordan River trail has made this commute much more enjoyable – and will probably be a big factor in our efforts to recruit more riders in the future (every public survey confirms that new riders are very fearful about mixing with traffic on public streets). As far as street infrastructure, Salt Lake has everything needed to become a Platinum city: exceptionally wide streets and a population interested in outdoor activities.

Here are my top five for improvements: 1) make it a priority that cops actually enforce traffic laws; 2) sweep streets with marked bicycle lanes more than once a month; 3) finish the Jordan River trail – link it all up; 4) design and build a viable east-west route – 8th South isn’t it – 17th South isn’t it; 5) do some pilot programs with physical barriers (rumble strips, concrete dividers, etc.) between automobile lanes and bicycle lanes. Extra bonus effort: close Main Street to motorized traffic – the current configuration doesn’t benefit anybody.

C.U.: Brett- riding the Jordan River Trail has its pro and cons. Talk about the trail.

Brett: The best part of my commute is the health benefit. Although I enjoy biking in a relative sense, the issue that keeps me motivated is the exercise itself. Outside of this primary advantage, another great aspect of my particular commute is the scenery. There are many portions where the landscape is quite nice, taking an almost rural perspective. Not having to take surface roads allows me to avoid the hustle & bustle of car traffic and promotes a feeling of relative safety. These benefits can come at a cost. The first is in the ever-present thorns that are scattered along the pathway and have caused more than a few flat tires. The second is from the river itself, which can sometimes flood the pathway and make passing quite difficult. A third disadvantage is from the presence of large swarms of insects, which can make for a rather nasty mess along the way.

C.U.: Steve, with the improvements that you described, the enthusiast core of bike commuters, and the support of upper management, you should be on the way for a gold designation.

Steve: That’s our hope, but in the meantime we will just enjoy our commutes to work. Lou, thanks for featuring us in your column. If you peddling in the area feel free to stop in, there is no shortage of bike nuts here!

Correction: In the April column there were 2 remarks made by the April bike commuter that Salt Lake City was not doing an adequate job of maintaining the trail. Mr. William Johnson pointed out to me that the section of the trail mentioned in the column was not in the jurisdiction of Salt Lake City. Mr. Johnson rides the Salt Lake City section of the Jordan River Parkway and had very positive remarks about Salt Lake City’s section of the JRT and the maintenance performed on the trail. Thanks to Mr. Johnson for his comments and correction.

This month’s commuter will receive a Blaze light set courtesy of Planet Bike. See PlanetBike.com for more info on their products. Many local dealers also carry their products.

This month’s commuter will also receive a $25 gift certificate courtesy of Saturday Cycles. Find out more at saturdaycycles.com.

If you have a suggestion for a commuter profile, have a commuter question you wish me to address, or other comments, please send them to [email protected].

Grant and Bucher Win Sundance Spin

By
Cycling West
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0

By Trevor Simper

With views that would make the Alps jealous, and miles of bermed, wooded single track, Sundance is one of the premier venues of the Intermountain Cup Mountain Bike Race Series. For these reasons 19 pro men, ten pro women and a host of other locals numbering in the hundreds came out to race on May 15, 2010.

The brisk morning temps had most donning warmers and jackets, but as the start approached the anticipation as well as the temperature started to rise. First to set off on the paved service road were the Pro Men. About twenty feet into the nearly 4000’of climbing on order for the day, Mitchell Peterson (Giant) got the party started and made like a red headed Schleck brother and attacked the field. Alex Grant (Cannondale Factory) took to that like a greyhound to a rabbit and was off the front in short order. Jason Sager (Team Jamis,) who would later boast of the Sundance couse: “There aren’t many race courses I would ride for fun, but this is one;” followed in hot pursuit. The rest of the field strung out as they each found their rhythm on the predominantly single track loop. There wasn’t a lot of mixing going on at the front as Grant continued to push a punishing pace on the climbs, Sager and Mitchell chased all day a minute or so off the pace, holding off Bart Gillespie (Revolution)—who was seen throughout the day staring longingly at the back of Timp, probably looking for a new ski route– to finish second, and third respectively.

The Pro Women had a show down between a seasoned Xterra pro in Renata Bucher (Stockli/Craft), and local neo-pro Kelsey Bingham (Rooster’s). The two would battle it out for almost a full two hours on the mountain with the veteran Bucher taking the win and adding another stellar result to her season. Not far back was K.C. Holley (Mad Dog/29er Crew), fresh off a win in 12 Hours of Mesa Verde just one week previous.

Every pro started as a beginner at some time. Great job to the beginner category winners: Ian Beaty (19-29), Kyle Polzella (30-39), Steven Barlow (40+), Corbin Coombs (13-15), Kyle Jackson (16-18), Tiffany Martin (Beg Women).

For results, see page 9.

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