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Entries Tagged as 'bicycles'

A hidden class of “bike-to-workers”?

On the eve of the annual “Bike to Work Day” – which this year is observed nationally in the US on 19 May 2017 (with some exceptions like Chicago and Colorado) – here’s a quick look at a couple of aspects of bicycling that don’t seem to get much attention:

  • people who bike to work regularly, largely out of necessity; and
  • unavailability of bike racks, which seems to affect the latter most.

The question is whether there is a kind of second class of bicyclists overlooked both by events such as Bike to Work and by longer-term planning and installation of infrastructure for bicycling.

First, about Bike to Work Day – it is part of the League of American Bicyclists‘ initiative for National Bike Month and National Bike to Work Week (15-19 May this year), all of which apparently go back to 1956, as ways of promoting bicycling. In the Washington, DC area, which concerns me in this case, Bike to Work Day is a popular and well supported event, with volunteers working “pit-stops” on bike routes, food and drink available, and giveaways. Altogether a great way to encourage commuters to at least try bicycling, or to get back on their bikes as weather warms up.

But what about people who bike to work pretty much every day on less frequented routes?.

Lycra or jeans

Several years ago I observed in Vienna, a northern Virginia suburb of Washington, how there seemed to be two separate groups of bicyclists – one with better bikes perhaps in lycra, often seen on the bicycle-friendly W&OD Trail, and another with less expensive bikes, perhaps in jeans, more likely seen along the commercial main street. The latter group apparently included people commuting to lower paying jobs in shops and restaurants. Although I was not able to verify this through any systematic research, one did notice here and there bikes locked up behind or near shops. Also, research done by others has noted use of bicycles by “day laborers” in northern Virginia (a situation perhaps similar to what one finds in other areas like Los Angeles).

Where are the bike racks?

What brings me back to this topic is noting recently – or really taking the time to notice – bikes locked to trees in a couple of shopping centers near another northern Virginia suburb, Falls Church. This is actually not that uncommon, but often easy to miss (as for instance the photo below on right, where the bikes were in an area screened from the shops).

In Seven Corners area east of Falls Church (l.) & at The Shops at West Falls Church (r.)

It is my impression that there are relatively few shopping areas that have bike racks or installed stands for parking bicycles. The same was true of Vienna – where I recall personally having to lock up my bike against sign posts or railings when going into a store – and of Falls Church, especially outside of the downtown area (where some bike stands have been installed by the city).

Bike stands at different locations along Broad Street, Falls Church City, VA

One can easily get the impression that bike racks are a priority only in certain higher traffic areas and/or with certain types of cyclists in mind. Or at best that their locations are not thought through too thoroughly. Running an errand one Sunday midday along the main street of Falls Church, I noted several empty bike stands (two of which pictured above), but then a little farther away, two bikes and a one-wheel trailer locked up against an awning support in front of an eatery.

Bicycles & trailer locked to awning support, Broadale VIllage Shopping Center, Falls Church City

So there are really two levels of discussion on bike racks:

  1. Which areas do get them, and which simply don’t.
  2. Within the areas that do, how well placed they are for people to use.

On both levels, there are decisions about either public expenditure on racks or ordinances requiring residential or commercial properties to include provision for bicycle parking and locking. Within the city of Falls Church, there is a bicycle master plan that considers placement of racks. Outside, it is apparently another matter (both of the locations with bikes locked to trees happened to be just over the boundary in Fairfax County, a huge jurisdiction).

Who counts in planning for bicycles?

It’s not a coincidence that the pattern of provision for bicycle parking – racks or stands – facilitates certain kinds of use of bicycles more than others. The higher level regional planning for bicycle infrastructure, processes of input into policy, and the local decisions about what is installed where for bicycles all seem to happen without input from people who ride bikes to a local job where they have to lock them to trees or fences or whatever. Those same people are also the ones for which just about every day is a bike to work day.

Admittedly, part of the issue is numbers. If only a couple of people ride bikes to each small shopping area, it is not likely that they’ll get a rack for parking. On the other hand, a couple of bikes each day represents a steady traffic, perhaps enough to justify putting in some kind of rack. Still, it would probably take shoppers and restaurant clients biking in some numbers and complaining about lack of places to lock their bicycles for there to be a change. It shouldn’t have to be that way.

Another perspective is that adding bike racks in places where one sees bicycles locked to trees and whatnot would in addition to helping those less visible cyclists, also facilitate more people biking to those locations.

Maybe that’s something to think about on Bike to Work Day…


Mountainbiking in the Futa Jalon, 1986-87 (a Peace Corps retrospective)

A recent story in Wired magazine, “The Roots of Dirt: How Mountain Bikes Went From Clunkers to Global Phenomenon,” brings to mind a brief personal experience with the genre in Guinea, West Africa in the mid-1980s. Since bicycling in the Vienna, Virginia area was a topic on this blog previously, I thought it would be interesting to recount this rather different bicycling scenario. And because this also coincided with the restarting of Peace Corps in Guinea, it additionally provides an opportunity to relate some of that history, which I did not find elsewhere on the web.1


In January 1986 I brought a new BMX Mongoose ATB Pro (picture on left from the BMX 1985 catalog, via VintageMongoose.com) to my new Peace Corps post in Pita, a town in the middle of the Futa Jalon2 highlands – perfect country for cross-country biking.

At the time, this Mongoose had very favorable reviews. I purchased mine in suburban Chicago for something on the order of US$300, including a rack for the back (this was to be used for work) and mud guards (I knew the roads & weather). Before discussing how I got it there, and used it, here is some context on how I came to Peace Corps Guinea and had the opportunity to choose a bicycle to take along.

Peace Corps’ return to Guinea

map-africa-guinea-EBIn 1984, following the death of Guinea’s long-time dictator, Sékou Touré, that country’s government requested that Peace Corps be re-established in the country. (The story I heard was that this interest was first conveyed to then US Vice-President Bush during the latter’s short visit to Conakry for Touré’s funeral.) Peace Corps had been in Guinea during two brief periods in the 1960s, and despite having to leave due to political issues related to Touré’s rule, had apparently retained a positive image.

So the Peace Corps administration fast-tracked its return to Guinea. The normal Peace Corps procedure for (re)entering a country, as I learned much later, was to first have a team evaluate the potential based on several criteria, and then to bring in limited staff to set up an office and identify volunteer work assignments and posts, and then to bring in new Peace Corps volunteers (PCVs). In this case the sequence was sort of reversed, bringing experienced PCVs in first.

Carroll Bouchard, who was at about this time transitioning from serving as Peace Corps Country Director in Burkina Faso to filling the same position in Senegal, was asked to lead the process. Somewhere along the line, a specialist named R.J. Benn was brought in to research and report on aspects of getting Peace Corps going there again, including specifics of the volunteer assignments. Chris Kopp, the Associate Peace Corps Director (APCD) for forestry in Senegal also participated in the process.

So, sometime during the rainy season of 1985, four volunteers responded to the internal Peace Corps offer to extend their service to go to Guinea – three from Senegal, and me from Mali. We were convened for a week-long orientation in the beginning of October at the PC/Senegal training site in Thiès. The plan was for two of the group with more agronomic background to work with a USAID-funded agriculture research station in Faranah, and the two others with reforestation background, including me, to work with a “community forestry“/agroforestry project in Pita, whose USAID funding was coming to an end. Prior to the conclusion of the orientation, however, the two scheduled to go to Faranah dropped out, each for their own reasons.

The two remaining – Phil Comte and I – then went to Guinea to start work with the USAID “Projet Forêts Communautaires.” The plan was to meet all the principals in the forestry service (including the director, Kalidou Diallo), USAID (including Mark Wentling and Bob Hellyer), the US Embassy, and of course the project in Pita (including David Laframboise, the outgoing USAID project head, and M. Sangaré, the Guinean project director). After 6 weeks there was a break – the home leave given extending volunteers plus vacation time to cover from Thanksgiving through New Year’s Day – and then return to Guinea.

The mountain bike idea

Personally I was primed to the idea of a bicycle even though I enjoyed the dirt bikes that we rural development volunteers were assigned in those days. When in Djenné, Mali, I fixed up the unused bicycle of the neighbor family I ate with (the household of Madani Koné in Kanafa), and and used it from time to time to go to work in the project nursery on the other side of town (rather a long walk, but also kind of short for a motorcycle every day). Also, there was a PCV in another part of Mali – Koulikoro as I recall – who brought a mountain bike back from a US vacation break. It should be noted that PCV teachers based in towns were assigned bicycles as a matter of course, so volunteers on bikes was by no means a novelty, but mountain bikes were.

I do not recall any specific conversations on the topic with Phil or anyone else at the end of 1985, but two main factors made bringing mountain bikes back to Pita an attractive idea:

  • the Futa Jalon, a beautiful rolling plateau region, was ideal for that kind of biking – all roads off the main highway from Mamou to Labé were unpaved and unimproved, but mostly hard clay as opposed to sand or other loose material, and there were not nearly as many thorny tree species as in the Sahel; and
  • the project’s CJ-7 and CJ-8 Jeeps were a scary proposition to run on a regular basis – despite their image they were not built for rough roads, and needed frequent repairs often without proper parts or “Jeep special tools” (one of the vehicles with brake problems was involved in the death of a child before we arrived).

So Phil and I each decided to bring mountain bikes back with us.

International travel with bicycles

My return flight originated at Chicago O’Hare airport o/a January 2, 1986. The procedure for traveling with a bicycle, in those days at least, was fairly easy and straightforward. Narrow bicycle boxes were available from the airline, and to fit one in, it was necessary to loosen and turn the handlebars. Fortunately the airline (which one, I forget now) had tools available for the latter task when people forgot to bring their own.

I met up with Phil at JFK International in New York for the flight to Dakar and then Conakry. At Conakry airport we actually had to go out onto the tarmac to call the baggage handlers’ attention to the bike boxes that hadn’t been offloaded.

Mountain bikes and Peace Corps/Guinea

We were met in Conakry by the new Peace Corps Country Director for Guinea, Jerry Pasela, who was already busy finding an office and residence location. It was during this time that the formal agreement was signed to re-establish Peace Corps in Guinea after a 19-year absence.

On my first spin on the Mongoose in Conakry I shifted gears and something unexpected happened. The rear rack had been retrofitted with the screw in such an orientation that it would snag the chain, in this case pulling the derailleur and bending the flange on which it was mounted (that was done at the shop, but I should have checked). Fortunately it was possible to bend it back without the alloy cracking, so the bike needed no serious repair and worked fine.

Before going up to Pita, Phil decided to terminate his stay for personal reasons. (He sold his bike – as I recall, to one of the Marine guards at the embassy in Conakry.) That meant that for the next nine months or so, I was the only PCV in country.

Mongoose in Futa Jalon

In Pita, a small upcountry town in a nation that had been largely closed off for years, no one had seen a bike like this. But then, folks were already used to seeing things they hadn’t before. Still, an obvious foreigner on a bike of novel design naturally got attention.

It was probably not just coincidence that shortly after moving in, a nice thin-tired racing bike appeared briefly on the streets (I never met the owner – probably the father of the rider I saw from a distance – who must have had it in storage).3 The Mongoose, however, was made for all the unpaved sidestreets of Pita and roads beyond.

I took the bike on several trips related to work, the longest of which was to Timbi Madina about 30 kilometers to the west. It was a really nice experience taking roads on bike that I had previously taken in a Jeep – with the slower pace you take in a lot more of the nature, visually as well as aurally. A totally different appreciation of the environment. And of distance and terrain. These were not easy jaunts as the terrain is mostly hilly. I remember one road to a village whose name I forget being basically a series of hard climbs and careful descents. The way to Timbi Madina was more like the top of the plateau, or perhaps it seemed more level because the route chosen for that frequently-used road minimized steep passages.

The main problem with using the bike, however, turned out to be that as a mode of transportation it did not facilitate involvement of my counterparts in field visits.

Honda vs. BMX (vs. Jeep)

Not too much later, my Peace Corps issue motorcycle – a Honda 125cc dirt bike – was delivered.4 This changed the transportation and work equation. The Jeeps in theory could now be reserved for instances involving transport of multiple staff, materials for nurseries, or seedlings for outplanting. For regular extension and monitoring of activities, I could go with one of the Pita-based staff on the moto.

So, soon after the moto arrived, the mountain bike was relegated mainly to in-town travel.

As a practical matter, my work as the only PCV attached to the project (instead of one of two) expanded over a wider area than originally foreseen. That territory, as it were, then expanded further with site selection in preparation for a new group of volunteers, and my subsequent decision to stay on as volunteer-leader when they were posted in September 1986.

Jerry was during this time building the Peace Corps administrative staff with local hires from Guinea – including an APCD for administration, Tafsir Thiam, and at least one third-country national – but there was no programming APCD until after I left in July 1987, so in some ways I served as kind of a brevet APCD.

On to other roads

All in all, this BMX Mongoose was a worthwhile investment. Even with regular use only on the hills and unpaved roads of Pita, and a limited number of trips out of town, it was a nice way to get around. And often the best way to do so.

On leaving Pita, I sold it to Jan Cerny, a Czech forestry expert with the FAO project also based in Pita, who apparently had done bicycle racing in the past.

Much later, Peace Corps worldwide moved in a big way to mountain bikes for volunteers as it scaled back use of motorcycles. I have not seen any documents about that decision or ensuing transition, which was well underway by the time I joined the Peace Corps staff as an APCD in Niger. In any event, Peace Corps’ use of mountain bikes fits in a less-noticed utilitarian dimension of the “global phenomenon” that the Wired article alludes to.

My next bike was in East Lansing, Michigan a few years later, when my wife and I bought a pair of used bicycles for use on Michigan State University campus. The next one after was a hybrid that I purchased to take to Niger, which got minimal use in Niamey then went into storage when we relocated to China (in Chengdu I borrowed my wife’s bicycle sometimes to commute to work). I’m still using that same bike that went to Niger – with a couple of new wheel rims to replace the ones bent in the Vienna accident.

(Thanks to Carroll Bouchard, Bob Hellyer, and Mark Wentling for their help with information. Needless to say, any errors in this blog article are mine.)

1. Other accounts of PC/Guinea history, such as on the Friends of Guinea site, do not go into any detail about this period. This blog article is not intended to fully cover that gap.
2. The region name is also spelled Fouta Djallon or Fouta Djalon in French, and Fuuta Jaloo or Fuuta Jalon in Pular.
3. It is tempting to make a superficial comparison with Conakry for the occasional out-of-the-ordinary vehicles one used to spot on its streets back then.
4. This was planned, and typical for rural development PCVs in that era. Many Americans familiar with motorcycles scoff at a 100cc or 125 cc, but this size and power was ideal for rural development work. Even carrying a passenger. I hope to discuss Peace Corps and motorcycles in depth at another time.


A Vienna bicyclist – epilogue

After 8 months of regular and sometimes intensive bicycling in and around Vienna – even through the cold months of winter – my number came up: I was hit at about 7:30 a.m. on April 28 by a car making a right turn on a red light (legal in Virginia). The rest of the details aren’t necessary here except to say that the significant injury was a fracture to the tibial plateau on the leg that the car hit (fortunately no worse a break and now seems to be healed), and resort to legal means resulting in a settlement.

I am very grateful to the doctors, my lawyer, and especially the two people who came forth after I had to advertise for witnesses. The incident was somewhat of a jolt, first for the accident itself and the injury, and then for the way the driver handled it. The fact two witnesses did come forth was extremely encouraging during what otherwise was a very difficult time.

I am not sure about the percentage of bicyclists who have an accident with a car at some time during their life, but some old statistics on bicycle-related injuries (not only accidents with cars) estimate that 1 bicyclist in 20 is injured every year and that on the average, a bicyclist will have a minor injury every three years and a serious one every 15. And per mile of travel, cyclists are 4.5 times more likely to be injured than motor vehicle drivers.

As far as car-bike accidents, a study in Toronto, Ontario showed that bicyclists caused only 10% of car-bike accidents (which apparently is much less than popular perceptions). And the bicyclist is always much the worse off for the encounter (same thing with motocyclists). Whatever the case, as a bicyclist it is worth going to a reasonable extreme to verify what a driver *might* do, and to try to make eye contact with them.

The experience raises a question for me about how practical the slogan of “share the road” is. Driver error, or cyclist error (or road problem affecting cyclist speed or trajectory), and the cyclist loses – paying dispropotionaltely more than ther driver, no matter what compensation the latter may possibly receive.

Well-demarcated bicycle lanes are a minimum for major roads. Maybe also there is a safety in numbers – more cyclists will get more attention and respect. I also used to bicycle in Chengdu, China and was grateful for bike lanes separated by curbs (even though these lanes have been narrowed in recent years to widen the main roads) and for the number of other cyclists around when crossing most major intersections.

On the other hand, even in a city like Denver, Colorado – a community with a lot of cyclists, apparently good bicycle infrastructure, and awareness on the part of drivers – has noted that with more bicyclists, there is an increase in serious injuries from accidents with cars.

The whole thing has also prompted some increased caution when I am behind the wheel. In any event, we have moved so I am no longer bicycling in Vienna, nor for the moment anywhere else. When the circumstances are right I hope to do so again.

Oh – and I was wearing my helmet (funny how many folks asked about that).


Reflections of a Vienna bicyclist

For various reasons, I’ve been doing a lot of bicycling over the last few months in Vienna. No, not that Vienna (dream on), rather the one in Virginia, not too far from Washington, D.C. This has me thinking about a number of things: transportation, energy, environment, sociology of bicycles, etc.

In this season, bicyclists really stand out. But even in the warmer weather I did not note very many in Vienna. Judging by the car to bike ratio locally, the estimate that 1% of all trips in the US are by bicycle seems high.

Whatever the numbers, there are some particular patterns to where one does and does not see bicycles in Vienna, and what kind of bicyclists. To begin with, I’m tempted to contrast two routes in Vienna. One of these is more affluent, running mainly along the Washington & Old Dominion trail (W&OD), serving mainly recreational and sports cyclists, and probably a few who use bicycles as part of their commute to work (though those would seem to be very healthy commutes judging by where W&OD approaches Metro stations in Dunn Loring and Falls Church to the east or office parks in Reston to the west).

The second route is less affluent, running on the sidewalks of main commercial road, Maple Ave./Chain Bridge Road/Rte.123 (the road itself seems much too risky for bicycles), and serving mainly people who are going to local jobs. (Noting mention of bicycles as “a common mode of transportation” for day laborers elsewhere in northern Virginia, this demographic in Vienna could be researched further.)

The two routes intersect in the center of Vienna town (on the town map these make an X with one thick red leg and one thin green leg). One sees more bicycle helmets and spandex on the W&OD – and more bicycles overall when the weather is good – than on Maple Ave.

There are not a lot of bicycles off of these two routes from what I’ve seen, though some people bike to the  Vienna Metro station which is a couple of miles to the south (the 54 bicycle rack spaces were full on the rare occasions I checked – don’t be impressed as there are 5800 car parking spaces there which fill up quickly each day). I generally take the Maple Avenue corridor, or some quieter sidestreets that roughly parallel it, and encounter only occasional adult or youth cyclists on Maple, and rarely children bicycling on the side streets.

Bicycling in the US is not as common as it is in some other parts of the world, and indeed some of the infrastructure disfavors bicycling. The W&OD trail is a unique resource in this regard (some other urban areas in the US have similar trails on old rail right of ways), privileging Vienna and some neighboring communities. Apart from that there is not much – Virginia apparently ranks 45th among the 50 US states for funding of bicycle and pedestrian projects, so maybe I’m reporting on the low end of the spectrum in the US.

Aside from the classes of bicyclists I discern on the two routes in Vienna, the age dimension is worth noting. One essay puts it this way:

In America, bicycling appears to be an unacceptable activity for adults. It is viewed as a pastime reserved for children (people who are not old enough to drive cars). Adults who sense they are violating this stricture, excuse their bicycling as the pursuit of physical fitness, referring to their bicycling as training rides. … Some also refer to themselves as serious cyclists, a term used to describe riders who, typically, keep track of pedaling cadence and other bicycling statistics, thereby giving proof that their riding is not child’s play. (quote from the FAQ Archives)

It’s hard to tell what the attitudes are in this regard in Vienna, although it’s clear that not a lot of adults are biking – especially off the recreation-friendly W&OD trail. On the other hand I haven’t noticed that many kids on 2 wheels either. Also, from what I’ve experienced, Vienna drivers generally are quite courteous to bicyclists – certainly no behavior one could interpret as a negative judgment on the appropriateness of someone my age on a bicycle. And in one store, a younger cashier asked if I was biking for environmental reasons – for some it may even be a bit cool (although the weather lately has taken that all the way to downright cold!).

On the individual level, one of the big reasons to bike rather than use the car is the savings in gas money. Fitness too is a benefit (why drive to a fitness club where you pay to use an exercycle?). Environment might be a motivation too, but it should be a factor on the macro level on which planners operate.

Bicycling may not be appropriate for all people and in all situations, but more people traveling on bicycles instead of cars (at least for shorter errands) could have benefits both in terms of lower national consumption of fossil fuels, and improved public health.

In all the talk in the new Obama administration of improved environmental policies and of increased expenditures for infrastructure, could bicycles and bicycling be given more attention as an area to develop? Hopefully the advocacy groups in this area like Bikes Belong , the League of American Bicyclists, and the Thunderhead Alliance will make this point. What about a goal to get the US closer to European or Chinese levels of bicycle use (though in China there has been a trend to more use of cars in recent years) – say moving from 1% to 5% of trips on bicycle rather than cars?

Back again to the local level, what would it take to get Vienna, Virginia to use bicycles more?