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 Bike Cult
The Ultimate Guide to
Human-Powered Vehicles

David B. Perry

Four Walls Eight Windows

New York / London
© 1995 David Brunn Perty

Published in the United States by:

Four Walls Eight Windows
39 West 14th Street, room 503
New York. N.Y., 100 II

U.K. offices:
Four Walls Eight Windows/Turnaround
27 Horsell Road
London, N5 1 XL, England

First printing July 1995.

All rights reserved.

No part of this book may be reproduced, stored in a data base or
other retrieval system, or transmitted in any form, by any means,
including mechanical, electronic, photocopying, recording, or otherwise,
without the prior written permission of the publisher.

Library of Congress Cataloging-in-Publication Data:

Perry, David Brunn. 1955-
Bike Cult: The Ultimate Guide to Human-Powered Vehicles/
by David Brunn Perry
p. cm.
Includes bibliographical references and indexes.
ISBN 1-56 858-027-4
I. Cycling— History. 2. Bicycles— History. I. Title.
GVI040.5.P47 1995
796.6— dc20
95-5128
CIP

Printed in the United States

1098765432 I
 CONTENTS

Contents

Acknowledgments Hi

Part One: Human-Powered Vehicles

1 Beginnings 2
2 Velo Development I I
3 Bicycle Ingenuity 44
4 Cycling Machines 96

Part Two: Human Power

5 Bicycle Body 158
6 Energy and Power 188
7 Cycling Performance 212

Part Three: Bikeable Planet

8 Global Bicycles 230
9 Transport 240
10 A Political Tool 288
11 War and Peace 314
12 Cycle Sports 350
13 Recreations 428

Part Four: Bike Culture

14 Public Image 454
15 Living and Loving 466
16 Bicycle Mind 476

Appendices
Cycles 498
Groups 502
Sports 508
Arts 530
Periodicals 539
Bibliography 543
Glossary 557
Notes 559
Index 565

BIKE CULT ii
 Acknowledgments

Special thanks for major support of this project go to Transportation Alternatives,

including Paul Harrison, Charles Komanoff, and Jon Orcutt; to Bill Stark and
Susan Davis of the 13th St. Recyclery; and especially to Steve Stollman of
Lightwheels. Special thanks also go to George Bliss (Center for Appropriate
Transport), Pryor Dodge (Pryor Dodge Collection), John Dowlin (Bicycle
Network), Mary Frances Dunham, Cari Hultberg (Village Green), John and Vera
Kraus (The Bicycling Book), James Rosar (New York Cycling Club), and Ted
White (Return of the Scorcher).
Thanks to those who got me into cycling, Larry Walpole (Belmont Bicycle
Club) and Keith Vierra (Palo Alto Cycling Club). Thanks to those mentioned
herein whose contribution to the world of cycling inspired me to do this project,
Jobst Brandt, Gary Fisher, John Forester, Anne Hansen, Eric and Jon Hjertberg,
Bud Hoffacker, Greg LeMond, Paul MacCready, Owen Mulholland, Robert
Rodale, Bob Silverman, Jack Simes, Andrew Ritchie, and Tom Ritchey. Thanks
for special contributions, Kevin Bryne, George Carty, Cheryl Daitch, Adam Fuss,
Diana Graham, Monroe Litman, Susan Richter, Melora Walters, and Jim Westby.
I am grateful to the editors at Four Walls Eight Windows, who took special
care with this project, John Oakes, Dan Simon, Tom Downs, JillEllyn Reilly, and
David Kusin. Thanks to Cary Rosmarin for production assistance. Thank you Zoe
Waldron for your sharp eye. This is dedicated to my loving parents, Allan
Sherman Perry and Hallie Elise Bninn.

ill BIKE CULT

Part One

Human-Powered Vehicles

BIKE CULT r
HUMAN-POWERED VEHICLES

Beginnings

6*e, mythical Goddess of Cycling, c. 100 B.C..from Bicyding!. 1969.

2 BtKECULT
 A few people have insinuated falsely that Jesus ' machine was a draisi-
enne, an unlikely mount for an uphill race. According to the old
cyclophile hagiographers, St. Briget, St. Gregory of Tours, and St.
Irene, the cross was equipped with a device which they named
suppedaneum. There is no need to be a great scholar to translate this
as "pedal. "
— Alfred Jarry, "The Passion Considered as an Uphill Bicycle
Race" (1900)

Circles and Wheels

At the heart of the bicycle is a circle. Numerous components, the shape

and ftinction of which consist of circles, come together to form the bicy-
cle. Riding
a bike is a cyclical exercise that activates the body's circulato-
ry systems.Even the journey of a cyclist is circuitous.
Circles have many symbolic shapes and meanings in the ancient
mythologies. The perfect circle is considered a divine creation, being eter-
nal, impossible,
and encompassing all manifestations of the world in one.
The open circle, or the snake that chases its tail, has been used since the
beginning of recorded time to symbolize birth, death, and regeneration.
The spiraling circle is an image of the universe and the golden number.
When the spiral expands we see a galaxy, when it contracts a whirlpool
forms, when fixed in time we find a nautilus shell. Spirals are perhaps the
most ubiquitous design in nature and the works of humanity.
Circles contain the transcendental number/?;' (3.1415926...) which
describes the ratio of a circle's perimeter to its diameter. With decimal
digits that extend infinitely according to some unknown random order, pi
appears as a symbol of Mother Nature or God. Physicists have said that
all processes are cycles or cyclical, from the micro to the macro, and cos-
mologists have the idea of a circular unified field theory for all creation.
The wheel came rolling into existence as a circle that revolves around a
Buddha's footprint carved on the
central point, perhaps originating in the culture of Sumer, in Lower
Amaravati Tope.
Mesopotamia, around 3,500 B.C. The early wheel myths serve as a
prophecy of the bicycle idea with its eventual embodiment and impact in
modem life. For many ancient philosophers, the wheel held the power of
the sun, life, the stars and destiny. The wheel's spokes, of which "none is
the last," delineate time and space. Among Aryans and Semites, the daily
passage of the sun followed by the moon was thought to be a two- wheeled
chariot. To his followers, Buddha (c. 563-483 B.C.) was the Wheel King
who rolled over the whole world with his footprints showing two bicycle-
like lotus
wheels, and created the Wheel of Law, Truth and Life, with the
Round of Existence. The Wheels of Fate and Fortune revolve relentlessly
and irreversibly, like the Astrological Wheel."
Eventually the wonder of the wheel was balanced by its practical
nature. Wheeled devices were developed for agriculture and craft-work,
for quantifying time, space, and number. Two wheels combined with an
axle became the hub of humanity's emerging transportation technology,

BIKE CULT 3
HUMAN-POWERED VEHICLES

with wheeled chariots powered by animals for thousands of years. The

bicycle idea appears to fall from the skies into the minds of prophetic
artists of the Renaissance. For three hundred years inventors working for
the royalty of Europe experimented with cumbersome human-powered
chariots, until some aristocrats discovered the hobby horse. With the
Industrial Revolution and the Machine Age, wheels came to symbolize
modem civilization, and the bicycle came to represent the most civilized
form of human progress.

Bicycle Archaeology
The "Pre-Historic Bicycle Age" begins with the evolution and conception
of the bicycle idea and spans thousands of years before the construction of
the bicycle's actual ancestors, the swift- walkers of the nineteenth century.
What we are looking for is the seemingly simple idea or image of a
human-powered wheeled vehicle, like two wheels mounted in line along a
beam for people to straddle or balance upon and propel themselves for-
ward.
There are several manifestations of pre- industrial bicycles. Early bicy-
cle myths
are speculative visions foimd in archeological rubble or myths.
Many ideas are manifest as legends, part fact and part fiction. Closer to
reality are actual examples of the earliest bicycle ideas, preludes of bicy-
cle development,recognized only after the bicycle was invented.
Two wheels mounted in-line. Among ancient civilizations, the hint of a bicycle can be found in few
places. The earliest mode of transport is considered the boat, powered by
wind and oar. On land, it was the sledge of rolled logs, followed by the
wheel. Although most civilizations had working variations of the wheel,
there is no definitive evidence of the bicycle idea entering the mind of
humanity until the Renaissance of 1500 a.d. Ancient civilizations that
supposedly used or depicted a pre-industrial bicycle include China
(c.2300 B.C.), Babylonia (c.l775 B.C.), Egypt (c.l600 B.C.), and Pompeii
(c.IOOb.c).
The legend from China describes a kind of bicycle invented during the
Jau Dynasty. It was called the "Happy Dragon," perhaps named after the
Lung Meis, or Dragon's Paths, the routes linking sacred places in the
countryside. It was supposedly favored by women of the court until the
Emperor banned it because of its unfavorable influence on the birth rate.
This "her-story" sounds like a fable, but many take it seriously because
significant inventions came from China, including paper-making, pasta,
printing, gunpowder, and the compass.
A huge amount of time, some 3,000 years from 1500 B.C. to 1500 a.d.,
spanned the development of the first spoked wheels and the first bicycle
images. The Bronze Age (c.3500 B.C. to 800 a.d.) saw many wheeled
vehicles powered by draft animals, or slaves, used for agriculture and
Roman-powered snail, 308 B.C., transport, with more grandiose chariots for military battles and funeral rit-
attributed to Demetrius of Phaleron, uals. Logically,
one might think that the first people to put two wheels on an
from De fiets. axle and combine it with an animal to make a chariot could just as easily put

4 BIKE CULT
 BEGINNINGS

them in line to make a set of walking wheels. Yet perhaps human-pow-

ered two-wheelers
had no place in ancient history because public works
were more important than personal mobility, and perhaps using a pair of
wheels for balancing and locomotion was considered taboo or outside the
realm of possibility.
If ancient human-powered two-wheelers cannot be found in fact, there
seems to be a tendency to invent them in fiction. In "The Bicycle-
Realization of a Myth," (Bicycling!, 1969) by Jay Ruckel, we find "The
Mythical Goddess of Cycling," called Bike (rhymes with Nike), as a bas-
relief of a Trojan wheeled woman warrior with a Greek name from an
invented place called Mervinius.
Reverse reincarnation can be found in the work of the French poet
Alfred Jarry, who introduced a bicycle into the Bible's New Testament in
his short story "The Passion Considered as an Uphill Bicycle Race." It
revolves around Jesus Christ, a cyclist in the "Passion Race," whose well-
known punctures — in his tires, not his hands — force him to carry his
"cross-frame" bicycle to the finish.

Renaissance Prophecy
With the Renaissance, humanity rediscovered the physical phenomena of
nature and human anatomy. The laws of mechanics and causality began to
replace mysticism and alchemy in the sciences, and the wheel came to
embody the forces of technology. In Renaissance art we see the first
known drawings of pre-industrial cycles in works by Hieronymus Bosch
and Leonardo da Vinci. Their images are quite different, yet both form
visions of the bicycle idea characteristic of their personal style.
A unicycle appears in a drawing by Hieronymus Bosch (c. 1450-1 5 16).
"Witches," shows a woman perched on a primitive wooden four-part disk
apparently mounted with pedal-cranks strapped to her feet. The "bi" in
this "cycle" may be her companion, who provides guidance in their bal-
ancingWhether
duet. Bosch saw or imagined this wheeled witch, it seems
logical that a unicycle would be among the creations of the painter of The
Garden of Earthly Delights.
Bosch's unicycling witch has special symbolism for bicycle history.
While witchcraft is considered a primal ritual of magic and fertility, dur-
ing the
Inquisitions, witches were tortured as pagans while strapped to
wheels. It is suggested that this wheel, like the witch's broomstick, served
to enhance journeys into the sexual and psychic realms.
"Witches" c. 1500, by Hieronymus
The most interesting pre-industrial bicycle drawing, one that may be evi- Bosch, from Mus6e du Louvre.
dence
the of
earliest true bicycle idea, was recently uncovered in one of
Leonardo da Vinci's notebooks, called the Codex Atlanticus. The drawing
is a revelation, and historians have evaluated many details in search of its
origin. A few suggest it is a fake, while many attribute the idea to
Leonardo, but think the drawing was done by an assistant in his studio
around 1493.

BIKE CULT 5
HUMAN-POWERED VEHICLES

Leonardo da Vinci (1452-1519) was the archetypal Renaissance per-

son:was
he an artist, inventor, engineer, architect, scientist, geologist,
physicist, and musician. He had the talent to comprehend and advance the
realms of science and art, and his strange genius is found in his unique
mirror-image left-handed script that was his own code language.
The Codex Atlanticus is a volume of Leonardo's drawings and nota-
tions assembled
after Leonardo's death by the sculptor Pompeo Leoni
sometime in the sixteenth century. It has been kept in the archives of the
Biblioteca Ambrosiana, in Milan, since about 1637. The folio was origi-
nally compiled
by mounting Leonardo's papers onto large mat-boards of
an album. Where his notations appeared on both sides of the pages, they
were mounted in a mat with a window. When the papers underwent
restoration by Roman monks of Grottoferrata in 1966, every sheet was
examined and several drawings were discovered that had been mounted
beneath the album pages without a window. The bicycle drawing was
found on the back of a paper with Leonardo's architectural plans for cir-
cular forts.
The bicycle is drawn with pencil and colored brown to look like wood.
The wheels were obviously drawn with a compass and each have eight
symmetrical spokes. The frame appears incomplete or erased, as does the
steering or tiller bar. The pedals, chain drive mechanism, and saddle sup-
portscrude
are but complete. The bicycle is compared to the early safety
bicycle that began to appear around 1885, some 400 years later. Because
of its mythic nature, the drawing has been reproduced as scale models,
life-size bikes, and computer-animated images. David Davenport, writing
in Da Vinci 's Bicycles (1979), describes the essence of the drawing as
"light with extravagence and precision, mirror of itself atomo per atomo
from its dash against the abruptness of matter to the jelly of the eye."
Most historians of Leonardo believe he did not make this drawing
because it lacks his notations and refined style. It is not known whose idea
it was, but most likely the drawing was made by an assistant in
Leonardo's studio, around 1493, when Leonardo was employed by Duke
Ludovico Svorza in Milan and he designed chain and cog wheel mecha-
nismsappear
that in this Codex and the Codex Madrid I. It is assumed that
Leonardo or his protege understood the idea of balancing upon two
wheels in line using a chain-drive mechanism for pedaling.
Like the chain, the ball bearing is another design by Leonardo that was
not realized with the tools and materials of his time. His notebook tech-
nology includes
many inventions, such as a self-propelled four-wheel
wagon with a clock-like engine and a differential on the drive wheels, a
geared treadle-drive boat, and various fiying contraptions. According to
some, this bicycle may have been designed for the military, to which a
soldier of the Duke Svorza could attach other battlefield inventions by
Leonardo, such as his machine gun, projectiles, giant crossbows, and
Chains and cogs, from Da Vinci's
horse-drawn scythe carriage. Although Leonardo was a vegetarian and
Codex Madrid.
spoke against warfare, he worked on the hardware and strategies for the
battles of his patrons in Italy.

6 BIKE CULT
 Those who beheve the drawing is a fake claim it was drawn while the Axonometric projections of the Codtx
Codex was in the archives of the Biblioteca Ambrosiana, sometime after Atlanticus Bicycleby Antonio CaleprI,
the development of the safety bicycle. The motives for such a hoax would from The Unknown Leonardo.
be to link the bicycle's invention to Leonardo, and to Milan, which has a
tradition of fine design. Because the forger could hardly duplicate
Leonardo's hand, the bicycle idea was introduced as a student drawing.
The bicycle shares the page with "various youthful scribblings," made
before the paper was cut in two and the blank backsides were used by
Leonardo in 1502 for his architectural studies.' Leonardo's notebooks
contain many sketches by others in his workshop and he often used the
blank sides of others' doodlings. The scribblings include a portrait of
Leonardo's companion Salai and the caricature of a pair of male genitals.
Salai entered Leonardo's studio around 1490, at the age often, and he
became Leonardo's favorite pupil, model, and companion. A rivalry
developed between Salai and the older apprentices Marco d'Oggiono and
Gian Antonio Boltraffio, and Salai gained a reputation as the "stubborn
one, thief, liar, and glutton," thus being the likely butt of resentment.
From this evidence, scholars believe the bicycle was drawn by Salai, and
made fiin of by Marco or Gian Antonio around 1493.

Codex AtlanVcus Bicycle, c. 1493, by an

apprentice of Leonardo Da Vinci, from
Biblioteca Ambrosiana.

BIKE CULT 7
HUMAN-POWERED VEHICLES

The Bicycle Window

Before the bicycle was uncovered in the Codex Atlanticus, the earhest
known vision of the bicycle idea appeared in a stained-glass window at
the Church of St. Giles at Stoke Poges in Buckinghamshire, England.
Known as the "Bicycle Window" or "Cycle Window," it shows a cherub
astride a wheel that could be an early hobby horse. It was crafted in Italy
around 1580 and installed at Stoke Poges in 1642.
The story of the Bicycle Window has been embellished with much
myth-making in its time. Like many artifacts found in the United
Kingdom, its origin and meaning has been studied and retold in fabulous
ways. A Buckinghamshire County archivist wrote that the window
appeared to be made of Flemish or German glass, and that other churches
in Coventry and Cirenchester had stained-glass depictions of cherubim
standing on wheels of fire.
Since historians believe the glass was crafted in Italy, some have taken
it, along with the findings of the Codex Atlanticus, as evidence that Italian
craftsmen of the sixteenth century may have developed a kind of wheeled
Detail of BicycleWindow. 1642. walking vehicle. Many scholars see the wheel in the Bicycle Window as a
fancifiil perambulator, an instrument used to survey the land, or to div-
inate sacred areas, such as the Stoke Poges churchyard. The string, which
leads to the sun and sky, may have been for making measurements, or for
guidance fi'om heaven.
The Bicycle Window existed throughout the bicycle's development,
and was reportedly first brought to public attention by the writer and
member of the English Society of Cyclists, T.B. Marsh in the 1890s.
History provides no evidence of anything akin to a hobby horse existing
in Great Britain until 1665, when the diarist John Evelyn described a visit
with friends living near Epsom, England, who were making a "wheele for
one to run races in." Eventually, the image was enhanced from the origi-
nal stained
glass to a ftill-fledged bicycle myth. Herbert O. Duncan's
World on Wheels ( 1926) shows a redrawn Bicycle Window, an image that
became widely known in bicycle history. The writer Robert Benchley
Enhanced drawing of Bicycle Window, claimed a personal link to the Bicycle Window rider, in an article called
from World on Wheels. "The Return of the Bicycle" for Liberty magazine (1930):

The man looks quite a lot like me, except for a full beard and a more
nervous expression around the eyes. The name underneath the figure is
in Gothic letters and very difficult to make out, but it certainly begins
with "Ben" and the rest seems to be something of a compromise
between "wgalle" and "chhaalle."
Now my people originally came from Wales (which, in itself,
would account for the spelling), and, for a man with a contraption like
the one in the picture, a spin from Wales to Buckinghamshire would
have been mere child's play. As I figure it out, this man Benwgaalle or
Benchhaalle built his bicycle, took along some lunch, and pushed him-

8 BIKE CULT
 BEGINNINGS

self along to Stoke Poges, at which place he became a sort of local

hero, like Lindbergh at Le Bourget, and a stained-glass window was
made in his honor. 1 rather imagine that he stayed in Stoke Poges all
the rest of his life, as he probably was pretty lame.

Human-Powered Ancestors

Human-powered wheeled vehicles, as an idea, date back thousands of

years, but the technology needed to produce a bicycle-like device was
lacking until the 19th century. In the prelude to the Industrial Revolution,
imaginative designs existing only on paper gradually evolved into a suc-
cession
experimental
of self-propelled carriages, prototypes of future rail-
road locomotives,tricycles, and automobiles. These large human-powered
vehicles were cumbersome multi-wheel carriages of wood and iron, with
four big wheels and one or more people supplying power by hand (manu-
motive) or foot (pedomotive) with cranked axles, treadles and ratchets,
and hand-pulley devices. The machines were often regally decorated and
their unloaded weight was several hundred pounds, about equal to their
cost in sterling silver. They were royal works on wheels, as rare as a
king's crown.
These vehicles first appeared in the Renaissance with designs by
Giovanni Fontana of Padova, Italy, c.1418, Leonardo da Vinci, c.1490,
and Albrecht Dtirer of Germany, c.1520. For two hundred years, from
1600 to 1800, several inventors designed and occasionally built them for
royalty and aristocracy, whom inventive coach builders or blacksmiths
relied on for the patronage needed to execute their ideas. A description of
Manumotive carriage
the King of Denmark's machine built by Johann Hautsch appeared in M.
by Giovanni Fontana, 1420.
de Monconys' Journal de Voyages (1665): "It goes backwards and for-
wards turns
and around and goes 3,000 paces in an hour, propelled only
by handles which are turned by two children who are inside the carriage."
This was the first wave of ingenuity applied to mechanically driven
wheeled vehicles. Powering these hefty machines were children, servants,
royal families, and the inventors themselves. With crude drive technolo-
gy, they
tried to make the hard work more efficient. The peak of ingenuity
came around 1770, as the trend began to get mentioned in various rare
books, magazines, and newspapers that constituted the growing industrial
age press.
In Paris, Blanchard and Masurier, the makers of carriages and bal-
loons, demonstrated
their mechanical carriage in the Versailles gardens
for King Louis XVI, Marie Antoinette, and their court, as reported in the
Journal de Paris in 1779. Francois Blanchard visited America in 1783,
giving demonstrations in Philadelphia. He later wrote: "I once drove
Doctor (Benjamin) Franklin from Paris to Versailles in 1 hour 45 min-
utes." rides
Longwere rare: these carriages were most often used in
parks, gardens, or on smooth paths around estates. Most attempts at cross-
country voyaging,
facing inevitable obstacles like steep hills, mud holes,
Invalid carriage
horse-ruts, or out-of-control downhill runs, were too much for machines
by Stephan Farffler, 1680.

BIKE CULT 9
HUMAN-POWERED VEHICLES

possessing an impossible man-power to weight ratio. In Rational

Recreations, a British book of 1774, William Hooper described many
inventions, but saw very little progress since 1696. He suggested that "it
would be more efficient to have only one passenger to do the driving and
. ' % ^•''-p -'^'~'
steering at the same time."
With this thinking applied, inventors of wheeled vehicles were faced
w^^i\ g"?^ with a dilemma. On the one hand, they could try to increase the power of

^^ these great machines with steam engines, or they could reduce the vehi-
cle's and
size weight to a basic individual form, like the horse. Around
this time, children were using several kinds of horse-shaped toys, called
hobby horses, like the rocking horse or the horse's head attached to a
rlis^ssLK^Jflrl^jip pole. At some point, someone must have set wheels on the legs of a

-^^3^3^^^=^^ m wooden horse, sat upon it, and given it a little push.

"Voiturea pedales essayee en France vers

1770," by Blanchard and Masurier,
from Journo/ de Paris 1779, New York
Public Library.

The King of Denmark's human-powered carriage, by Johann Hautsch, 1665.

10 BIKE CULT
 VELO DEVELOPMENT

2 Velo Development

Wheeled Horse Swift Walker Missing Link

De Sivrac's Celerifere Drais's Laufmaschine Macmillan's Treadler

Boneshaker Tricycle High Wheeler

Michaux's Velocipede Starley's Coventry Lever Pope's Standard Ordinary

Early Safety Modern Safety Post-Modern Roadster

Rudge's Cross- Frame Safety Golden Sunbeam Two-Speed Roadster Bowden's Spacelander

Mountain Bike Recumbent Bike Aero Bike

Fisher's Ml Tam Brummer's Lightning P-38 Burrows' Lotus Sport
HUMAN-POWERED VEHICLES

Whoever invented the bicycle deserves the thanks of humanity.

— Lord Charles Beresford

The Bicycle's Birth

Depending on how you define the bicycle, the search for its birthplace and
inventor is a long tale that travels through the nineteenth century in
France, England, Germany, Scotland, and the United States. According to
legend, the bicycle was bom as a walking hobby horse, an amusement for
aristocratic "Dandies" in England, and the so-called Incroyables in Paris,
around 1790. Although there is little evidence of the use of a walking
horse before 1800, an elaborate — though largely false — history of its use
continues to be told and untold. Seamus McGonagle symbolized the bicy-
cle's origins
in The Bicycle in Life, Love, War and Literature (1969):

Fathered by the remnant of a dying feudal system, mothered by the still

young Industrial Revolution, the bicycle — with the homy-handed, ever
present human curiosity and inventiveness as mid-wife — was bom
around about the tail end of the eighteenth century.

Cycle historians of the 1890s believed these zoomorphic wheelers were

the first vehicles with two wheels mounted in line for human propulsion.
Zoomorphic wheelers, serpent and lion. The rider moved by walking or running. Made of wood, with small car-
riage wheels,
they had no steering or brakes. Carved into various animal
shapes, they have names such as accelerateur, accelerifere, celerijere,
celerip'ede, velocifere. and wheele.
An eccentric Parisian Marquis, the Comte de Sivrac, is supposed to
have demonstrated his hobby horse for Marie Antoinette at Versailles
before the fall of the Bastille. Later, he frequented the gardens of the
Palais Royale around 1791. The tales of his time sound quite convincing,
as shown in this recent history by Robert Wilkinson-Latham's Cycles in
Colour (Blandford Press, 1978):

It is doubtful if Sivrac was the inventor of this machine as smaller

horses similar to this had for some years been children's toys. The
machine was named the 'Celerifere'. The new machine immediately
caught on and soon numbers of Incroyables were to be seen scudding
around the gardens of the Palais Royale to catch the eyes of the prosti-
tutes who
sat there or paraded in the arcades. In 1793, the machine was
renamed the Velocifere and enjoyed immense popularity but rather
than a machine of practical use, they were purely of a fashionable one.
The bodywork was by no means exclusively horses and some were fit-
Comte de Sivrac.
ted with
carved lion's heads. The popularity of the machine led rise to
a number of satirical cartoons as well as a comedy produced at the
Vaudeville Theater in 1804 entitled 'Les V61ociftres.''

12 BIKE CULT
 VELO DEVELOPMENT

This legend originated in L. Baudry de Saunier's Histoire Generate de la

Velocipedie (1891), which shows animal-shaped wheelers, and introduces
the Marquis de Sivrac. It had been told for nearly a century, until
researchers found evidence disputing its truth. Lexicographers of the
French language say that before about 1870 a velocifere was defined as "a
fast lightweight stagecoach." Then it gradually began to be defined as "a
primitive kind of hobby horse going back to the Directoire." A researcher
at the Sorbonne, Richard Jeanes, wrote: "I have been unable to find a sin-
gle example
of a vehicle with two wheels in tandem before the year 1817,
nor have I seen the names celerifere and velocifere applied to such a vehi-
clethe
in writings of the period.""
In the mid- 1970s, bicycle historian Jacques Seray discovered further
inconsistencies with de Saunier's Histoire — namely, that the celerifere's
inventor was invented. The name Comte de Sivrac probably came from a
French patent of 18 17 for a "fast coach" called a velocifere, which was Velocifere coach of 1800.
imported from Britain by Jean-Henri Sievrac. Seray also noted that a
sketch showing a group of "agile gentlemen of the Directoire" in
Baudry's book are actually dressed in the styles of 18 18, and that the
Vaudeville Theatre act, "Les Velociferes," was a musical comedy about a
stagecoach journey.
That it is possible to ride a two-wheeler without a steering mechanism
was recently confirmed by Roger Street of the Christchurch Tricycle
Museum in England, when he built a hobby horse and was able to turn it
by a combination of shifting sideways in the saddle while skidding the
rear wheel, and wobbling the crude axle of the front wheel.

Swift-Walking Machines
The title "father of the bicycle" is given to Karl von Drais (1775-1851) of
Karlsruhe, in Baden, Germany, because he was the first to patent and pop-
ularize
invention,
his the Laufmaschine, a swift-walking two-wheeler.
Drais was named after his father, and his many names and titles cause
confusion for historians: Freiherr Karl Friedrich Wilhelm Ludwig
Christian von Drais, von Sauerbrunn, Master of the Woods and Forests,
Professor of Mechanics of the Grand Duke of Badenia and Father of the
Bicycle.
Drais studied forestry, mathematics, physics, and architecture at
Heidelberg University, while his father became the "most eminent judge
of the country." In 1810, Drais became Master of the Woods and Forests
of Badenia. He proposed a method of renewing agricultural soil from
forests, and the common use of a binary number system.
In 1813, Drais built a lightweight manumotive four-wheeler, able to Karl von Drais, 1775-1851.
drive two to four people and easily adaptable for horse power. Drais
demonstrated this machine at the Vienna Congress of 1814-15, and in
other European cities for such notables as Russia's Czar Alexander I.
Then he applied his talents to a single-track two-wheel vehicle. No one is
HUMAN-POWERED VEHICLES

sure what influenced him, whether it was his binary logic, his meetings
with other inventors, or the popular use by ice-skaters of stools and saw-
horses fit with skating blades for long-distance trips. By 1816, Drais had
developed a swift-walking machine that was a hint of all the bicycle
would be.
Drais' swift-walker was called a Laufmaschine, or Draisine. It had a
wooden beam with triangulated legs, wooden wheels with leather-covered
tires and iron rims, a steering tiller with arm rest, an upholstered seat, a
spoon brake operated by hand, a kickstand, and luggage rack. Drais' was
a practical and efficient vehicle for touring the woods and forests, tending
his projects.
The Laufrnaschine was first reported in the Karlsruher Zeitung on
Drais Laufmaschine,
August 1, 1817. The story describes how Drais rode fi"om Mannheim to
from Museum fijr Verkehr und Technik,
Schwetzinger in one hour, while the postwagon took four hours, that his
Berlin.
machine weighed 40 kilograms and cost 35 gulden.
In 1817, the Laufmaschine was introduced in Paris at the Luxembourg
Gardens, the first of Drais' many public demonstrations around Paris with
crowds of paying spectators. He and his assitants held more the following
year, and eventually Drais obtained permits and patents for Badenia,
Bavaria, Prussia and France. His first patent states his machine's capabilities:

1 . That on a well-maintained post-road, it will travel uphill as fast as a

man can walk.
2. On a plain, even after heavy rain, it will go 6 to 7 miles an hour,
which is as swift as a courier.
3. When the roads are dry and firm, it runs on the plain at the rate of 8
to 9 miles an hour, which is equal to a horse's gallop.
4. On a descent, it equals a horse at full speed.

Drais marketed his idea using a system of construction plans and license
marks, leaving its manufacture to others. His French patent of February
17, 1818, was good for ten years.
One early swift-walking enthusiast was also an inventor of photogra-
phy. Joseph
Nicephore Niepce (1765-1833) lived at Gras, near Chalon-
sur-Saone, in Dijon, France. In 1813, Niepce and his son Isodore began
experimenting with lithography. By 1816, he was using a camera obscura
to make reproductions. This is supposedly when Niepce restored an old
celerifere, added steering, and named it the Celeripede. He displayed it in
Paris at the Luxembourg Gardens in 18 17, the same year the Draisine was
demonstrated. Three letters from Niepce's brother Claude mention the
machine, such as this one sent from Hammersmith, England, in November
1818:

Dear Brother, thank you very much for the information which was in
your letter about the new machine, the velocipede, which you have
Drais' patent. already been using, and which I didn't know anything about at all. It
seems to me, after what youve told me, that it could be really useful.

14 BIKE CULT
 VELO DEVELOPMENT

in this country especially, where there are so many well maintained

roads. It seems that with effort and a good road, you could go very fast,
although you would look rather funny on it. I should think that some-
one with
long legs like Isodore might go very fast, since you make use
of your legs to propel you forward and the longer your paces, the better
you would get along without tiring yourself I'm anxious to hear some
other details about this new machine; I'm sure if you wanted to, you
could succeed in perfecting it.

In England, Denis Johnson, a coach-maker and entrepreneur from Long

Acre, in Covent Garden, London, received the British patent on June 2 1,
1818. The design of his "Pedestrian Curricle" may have been still incubat-
inghis
as patent reads: "The dimensions of this machine must depend
upon the height and weight of the person who is to use it, as well as the
materials of which it is formed, consequently no specific directions can be Karl von Drais astride his swift-walker.
given about them."
The new machines made a big impact in England by 1819. More
refined than the Draisine, English models had the rider sitting more
upright, with arm rests, and padded or suspended saddles. Curved wooden
backbones allowed larger wheels, with iron bindings as tires. The steering
bar, front forks, and rear stays were made of light metal.
Swift- walkers enjoyed a couple of seasons of public attention in
England, France, Prussia, Italy, and America. In England they were called
hobby horses, dandy horses, swift-walkers, and numerous other names.
Perceived as a major innovation and a frightful threat, their effect on soci-
ety was
shown in caricatures making fun of the fashionable people, the
hazards of roads, and the extinction of horses. Aristocrats and dandies
were usually the first able to afford the machines. By 1820 swift-walkers
were used by doctors, clergymen, postmen, merchants, children, and the
elderly. As their novelty waned, prices came down, and used models
became available. Around London and Paris, races were held with betting.
Johnson opened a riding school in Soho offering rentals for those
unable to buy. He and Drais introduced women's models with side-saddles
and three-wheelers. London Magazine reported that Johnson was making a
good profit in 1819: "The first cost of the machine to the patentee
[Johnson] is not more than forty or fifty shillings; but the price to the pub-
licfrom
is eight to ten pounds." In the United States, velocipedes first
appeared in Boston and Troy, New York. In New York City, where W.K.
Clarkson received the first U.S. swift-walker patent in 1819, "the swains
frequented the hill from Chatham Street to City Hall Park," and a law was
passed prohibiting hobby horses from public places and sidewalks.
Denis Johnson.

BIKE CULT IS
HUMAN-POWERED VEHICLES

Karl von Drais continued using his invention for some twenty-five
years after its debut. In 1819, because of political troubles involving
Drais' father, the King of Prussia banned outdoor athletics thought to be
subversive, including use of the Laufmaschine, and the Duke of Badenia
lyged Drais to stop using his vehicle for official duties. But Drais was
stubborn and he strode onward. In 1832, Mechanics Magazine featured a
drawing of "Drais' Improved Velocipede" and spoke of his mission:
"Since his arrival in England, he has been endeavoring to revive the use
of the velocipede, and insists that it must have been owing to some error
in the construction of our English edition of the invention, or great inex-
pertness in the management of it, that it fell into such general discredit
among us."
Drais himself fell into discredit in 1837, when a reporter claimed he
was an alcoholic and a lunatic, "who once tried to revive a dead girl,
already cold, by resuscitation and he had consequently been sent to
prison."' In 1842, Drais invented a human-powered railcar, which he
claimed was faster than the Mannheim-Heidelberg locomotive. Drais died
in 1851, but his name lives on as the bicycle's father.

Mechanical Drive

The next pivotal step for swift-walkers was the arrival of a drive mecha-
nismutilized
that human power to make riding faster and easier. The first
of this kind was constructed in 1821 by Louis Gompertz of Surrey,
England, who later co-founded the Society for the Prevention of Cruelty
to Animals. He designed a ratchet bar for the fi^ont fork, connected to a
cog on the fi^onthub. When the rider pulled the handlebar ratchet, the cog
turned the wheel forward. Hands could assist feet, an option with great
potential, but using arms for leverage were not as effective as legs for
applying human power. Gompertz saw more than a fashionable hobby in
the machine. In the Repertory of Arts, Manufactures and Agriculture
(1821), he claimed that:

Being converted from one of the slowest animals in creation, to one of

great continued speed from his own salubrious exertions; the ridicule
then with which they have been assailed by some of the idle caricatur-
ists must
yield to the advantages which they will bestow on the world.

By 1825, swift-walkers and hobby horses declined in popularity. Still a

crude and cumbersome means of locomotion, there would be only isolated
developments towards the bicycle in the following 40 years. There were
Gompertz's velocipede, 1821, problems of weight, materials, and tooling, along with the basic question
with arm-powered sector gear. of balancing while driving a mechanical contraption with two wheels on
rough roads. Yet many inventive carriage-makers, blacksmiths, carpen-
ters, wheelwrights
and in England, Europe, and America were experi-
menting
multi-wheel
with vehicles that were also called velocipedes.
As the Industrial Revolution and the Machine Age blossomed, an

16 BIKE CULT
 VELO DEVELOPMENT

inventive spirit took hold of Western society. All kinds of contraptions

and manufacturing processes developed from a growing population of
technical workers. Ideas for transport, communication, materials, and
manufacturing were exchanged in a collective fervor for ingenuity,
progress, and material perfection. Many talented hands were engaged in
large-scale engineering projects, such as railroads and bridge construc-
tion,the
andvelocipede emerged as a golden opportunity for entrepre-
neursindependent
and tinkerers.
Various human-powered carriages appeared that were powered by
hand (manumotive) or foot (pedomotive). Rural postmen around Paris
attempted their practical use when a M. Dreuze developed vehicles in
1830. In summer, service was reportedly excellent. The velocipede had
"conquered the prejudice of the country." However, when winter turned
severe, "their wheels rotated rapidly on the slippery surface, but not a
yard would they progress." Willard Sawyer's velocipede carriage,
Willard Sawyer was a carpenter who developed a business of building 1855.
and selling velocipede carriages that continued for many seasons. He
began making treadle-crank driven manumotives around 1840 in Dover,
England, calling them Direct-Action Self-Locomotives. By 1860, he was
a prospering craftsman and engineer, with a factory in Kent, and his
machines were owned by royalty throughout the world. He offered several
machines, including the Sociable, Racer, Tourist and Traveller,
Promenade and Visiting, Lady's and Invalid's Carriages.
Missing Links
Treadle-cranks were the first kind of foot-powered mechanical drive to be
applied to two-wheelers, and two Scotsmen, Kirkpatrick Macmillan
(1813-1878) and Gavin Dalzell (1811-1865), are credited as the inven-
torsthe
of first mechanical bicycles. Macmillan's treadler was considered
the first, but recent research and photographic evidence suggests his was a
three-wheeler, so the original two-wheel treadler made by Dalzell is pos-
siblyworld's
the first mechanical bicycle.
Macmillan was a blacksmith from the village of Courthill in
Dumfriesshire, Scotland, and an apprentice engineer in the city of
Glasgow. In the early 1840s he probably worked at the Vulcan Foundry in
Glasgow while attending night school, and by the 1850s he took over his
father's blacksmith business. According to legend, while working at the
Drumlanrig Estate of the Duke of Bacchleuch around 1840, a man from
Dumfries named Mr. Charteris brought a swift-walker to the workshop for
repair, and copies were made by both Macmillan and his assistant John
Findlater. They rode on the estate and around Dumfries county, where
Macmillan had a reputation as a jack-of-all-trades. He was known locally
as "Daft Pate," always willing to try any task. He worked on all kinds of Kirkpatrick Macmillan, 1813-1878.
farm machinery, making improvements to the horse-drawn plow, and he
was a talented veterinarian. His son John said he could "make wooden
pumps, play the harmonium, pull out teeth, and was well known at parties
in the district for his grand whistling and fiddling."

BIKE CULT 17
HUMAN-POWERED VEHICLES

The inNth of Macmillan was his supposed isolation: according to one

historian, he was "separated in time and space from predecessors and suc-
cessors, unaffected
ahnost by the crudities of the past and without influ-
ence upon
the future." Rooted in the age of the traditional rural crafts-
man,
washe more experimenter than entrepreneur, and did not go into
business with his design, nor publish articles or advertise. Macmillan's
last remaining machine was destroyed by fire in Liverpool, and copies of
his two-wheeler u ere built by historians based on machines made by
Macmillan's contemporaries.
Macmillan's two-wheel treadler.
A report of an accident in the Glasgow Argus on June 9th. 1842 is the
from the Science Museum, London.
most famous evidence of Macmillan's machine — even though he isn't
named in the article. Supposedly, on the evening of June 6. 1842,
Macmillan set out to test his machine by riding to his sister's home in
Glasgow, a round-trip journey of 140 miles. Stopping at Old Cumnock the
first night, he went on to Glasgow the ne.xt day, and in the outskirts of the
cit> , in the Gorbals. he had an accident involving a child and was sum-
moned
the Gorbals
to South Side Police Court the following day.

Yesterday, a gentleman, belonging to Dumfhes-shire. was placed at the

Gorbals public bar. charged with riding along the pa\ ement on a
Gavin Dalzell's treadler. velocipede, to the obstruction of the passage, and with having. b\' so
doing, thrown over a child. It appeared from his statement that he had
on the day pre\ ious come all the way from Old Cumnock, a distance of
40 miles, bestriding the velocipede, and that he performed the journey
in the space of fi\e hours. On reaching the Barony of Gorbals he had
gone upon the pa\ ement. and was soon surrounded b> a large crowd,
attracted by the noNelt>-of the machine. The child who was thrown
down had not sustained any injur. \ and under the circumstances the
offender was fined only 5 shillings. The velocipede employed in this
instance was ven.- ingeniously constructed. It moved on wheels turned
with the hand by means of a crank; but to make it "progress' appeared
to require more labour than will be compensated for by the increase of
speed. This invention will not supersede the railways.

One account of the sentencing claims the judge was so intrigued by the
machine that he offered to pay the fine himself if Macmillan would let
him ride it. Another version suggests a skeptical magistrate believed "it's
no possible for flesh and bluid tae sit on tap o'a wheel without coupin."
Regarding the "gentleman" rider and who it was. Alistair Dodds. a trans-
pon historian at the Scottish Museum, believes it was not Kirkpatrick
Macmillan the artisan, but one of his schoolmaster brothers. The descrip-
tionthe
of machine, which "turned with the hand, by means of a crank,"
was thought to be the reporters error, until a recently discovered photo-
graph suggests
that the reporter was correct. The photograph, possibly the
world's first of a human-powered vehicle, depicts a tncycle with hand-
cranks dri\en bv a man believed to be .Macmillan.

18 BIKE CULT
 VELO DEVELOPMENT

Gavin Dalzell was a tea merchant from Lesmahgow, a village on the Tricycle attributed to Macmillan,
route between Dumfries and Glasgow. In 1847, he commissioned a black- from Glasgow Transport Museum.
smith
addtoa treadle-drive mechanism to a swift-walker as a way to
deliver goods to his customers through the region. According to his
nephew, Dalzell had it buih after seeing someone on a similar machine
pass by his house. His velocipede had a long wheelbase with treadles
placed to allow easier steering of the front wheel. The restored original is
in Glasgow's Museum of Transport.
Thomas McCall, from Kilmarnock, Scotland, built several copies of
the Macmillan-Dalzell velocipede some twenty years later, when pedal-
crank velocipedes became popular. As a schoolboy, McCall ran alongside
Macmillan riding his velocipede, and as a wheelwright and joiner he
probably had commercial ambitions with the vehicle. In 1869, McCall's
machine was reported on twice in English Mechanic magazine, by the
correspondent "Mechanical Hawk;"

It has, as my brother readers will perceive, a far better steering handle,

being fitted with brake and gun-metal bearings; the connecting rods are
also made alterable to a long or short leg. It is a remarkably safe
velocipede, being so low and easily mounted. The speed is from 8 to
12 miles an hour, though I have gone downhill at what I should think a
much greater speed. The price, through improved fittings, has risen to Thomas McCall's treadler, 1869.
seven pounds. The machine weighs about 58 pounds.
HUMAN-POWERED VEHICLES

Velocipedomania
At last we come to the launch of the true bicycle, the two-wheel veloci-
pede with
pedal-cranks attached to the hub for turning the drive wheel
forward and backward. Simple as it seems, this was a revolution in
motion. The invention of the pedal velocipede or "boneshaker" created a
new industry, a new sport, a new mode of transport, and a new craze,
called velocipedomania.
The origins of the pedal velocipede — who first put pedals on a bicycle,
and when — is a complicated story that continues to evolve with new
claims and evidence. As some historians search for a single eureka event,
it appears to others that the bicycle was invented by more than one per-
son.
Pierre and Ernest Michaux, father and son, take credit for inventing
and popularizing the pedal velocipede. Pierre Michaux (1813-83; his
Ernest Michaux. 1842-1882.
birth record said Michaut) was an ironworker from Bar-le-Duc who came
to Paris in the mid- 1850s and opened a shop making carriage parts, with
assistance from his young sons, Ernest (1842-1882), Henry (1854-1901),
Edmond (1848-1880), and Francisque (1859-1938). According to legend,
a hat maker named M. Brunei from rue de Vemeuil brought a broken
velocifer (a swift-walker) for repair to Michaux's shop at 5-7 Cite Godot-
de Mauroy, an alleyway at 29 Avenue Montaigne. Depending on whose
history you read, between 1855 and 1866, either Pierre or Ernest got the idea
of putting pedal-cranks on the front wheel, and they built two machines.
Baudry de Saunier cites 1855 in his Histoire Generate, but that appears
to be the year when Pierre Michaux patented a pair of iron garden shears.
In 1893, Henry Michaux recollected in the Paris newspaper L 'Eclair that
it was in March 1861, when he was seven years old, that his father told
Ernest to fit a cranked axle to the wheel "as you would a grindstone," and
Ernest did. In 1864 the Englishman J. Townsend Trench saw a veloci-
pedist and met the maker, Pierre Michaux:

1 went and found a fine, burly, busy blacksmith, very clever and most
amusing, working in an enormous forge, with his carriage building
irons and all sorts of things making. He told me that he had just invent-
ed those
machines, and sold five and had one left.

Henry Michaux said that in about 1865, his father hired Pierre Lallement
( 1843-91 ), an apprentice carriage builder from Nancy, not far from Bar-
le-Duc, "to assist in perfecting the bicycle." Lallement claims he first got
the idea of a pedal-driven velocipede in Nancy around 1862, not long
after seeing a child's hand-cranked mechanical horse in a toy shop, and a
man riding a swift-walker. As the idea "stuck and grew in his mind,"
Lallement moved to Paris and in July or August, 1863, he built his first
pedal velocipede at Stromaier's carriage shop where he was employed,
and shortly thereafter rode his machine on the Boulevard St. Martin,
Pierre Lallemenc in Paris, 1869.

20 BIKE CULT
 VELO DEVELOPMENT

where "all the people saw it."

In 1865, Lallement began building his second velocipede at the shop of
another employer, Jacquier, and without much money and knowing little
English, Lallement went with his invention to America, to Ansonia,
Connecticut, near New Haven. With the support of local businessman
James Carroll, Lallement obtained the world's first known pedal veloci-
pede patent
on November 20, 1866. Lallement was, according to Charles
Pratt, "incapable in every way of promoting his invention," and in 1867 or
1868 Lallement returned to Paris where he opened a bike shop called the
Ancienne Compagnie Velocipedienne. In 1868 or 1869, Carroll and
Lallement sold their patent to Calvin Witty, a businessman and carriage-
maker from Brooklyn, New York. Witty paid Lallement about $1,000
( 10,000 francs) for the patent, and with attorney fees Witty said it cost
him $10,000.
The velocipede was gradually refined, from the wooden "Serpentine"
frame of 1866 to the "Diagonal" frame of 1868, from the use of hand-
made malleable
iron (attributed to Pierre Michaux) to factory produced
drop forged iron (attributed to Rene Olivier). Its features included a
sprung saddle rail, adjustable crank arms, counter-weight pedals (atfrib-
uted to Pierre Lallement), twist-grip brake handle, and the popular
curlicue headpiece with foot rests. More commonly, pedals were round
shafts and velocipedists pedaled with the arch of their feet, using the heel
of their shoes as a cleat. The wooden wheels with rubber-shod iron rims
came in various sizes to fit the rider's legs. Front -drive wheels were 32 to
Velocipede designs:
48 inches in diameter, rear wheels were 28 to 32 inches. The machines
Serpentine (Lallement),
weighed about 55 pounds and cost 350 to 500 francs. Fancy models were
Diagonal (Michaux).
painted bright red and yellow with pin-sfripes.
Michaux et Cie. became known for their craftsmanship, production
management, and promotion of riding and racing. The company's leg-
endary growth
reflects the velocipede's success: they produced 142
machines in 1862, 400 in 1863, 1,100 by early 1867, and in 1868 they had
300 workers making three to five velos per day. Even then, they could not
keep up with demand in France. In May 1868, Michaux et Cie. moved
into a larger shop at 19-27 Rue Jean-Goujon, with capital provided by
Rene and Aime Olivier de Sanderval. In April 1869, the Olivier brothers
bought all Michaux's shares and the use of his name for 150,000 francs,
and then formed the big Compagnie Parisienne des Velocipedes with a
8,200 square meter factory at 12 Avenue Bugeaud and a cycling school at
the Rue Jean-Goujon premises.

Lallement's patent, 1866.

BIKE CULT 21
HUMAN-POWERED VEHICLES

\ V
Prl. k'l < IF" ') A. \

Compagnie Parisienne, 1869, with workshop, showroom and riding halls.

Velocipede with spring suspension, 1869. Tandem velocipede. The woman is riding sidesaddle.

22 BIKE CULT
 VELO DEVELOPMENT

In June 1869, Pierre Michaux regretted his early retirement and went
back to making velocipedes (bearing his name) at Cite Godot-de Mauroy
and Avenue Montaigne. Because he broke his contract, the Oliviers'
Compagnie Parisienne sued Michaux. Michaux had to cease making
velocipedes and pay the Oliviers 25,000 francs plus legal costs, although
they still owed him 50,000 francs. He was ruined and died in 1883 in the
Hospice de Bicetre in Paris, "wearing the hospital uniform for the poor
and insane." In 1894, a monument in Bar-le-Duc was dedicated to Pierre
and Ernest as "inventeurs et propagateurs du velocipede a pedale"
("inventors and propagators of the pedal velocipede").
By 1869, velocipede manufacturers were spreading through Europe
and England, with growing trans-Atlantic trade and world-wide ship-
ments. Makers
such as Vellani in Modena, Starley and Spencer in
Coventry, and Pickering and Hanlon in New York set the bicycle industry
in motion. There was intense competition in the manufacture and market-
ingthe
of machine, with fierce rivalries for its growing profits. With the
Franco-Prussian war of 1870-71, the French velocipede makers converted
to making military arms, thus allowing the cycle industry to grow else-
where, especially
in England.
Michaux Monument,
In the United States, several velocipede makers opened shop on the
in Bar-le-Duc, France.
East Coast, while patent owner Calvin Witty forced manufacturers to pay
him a royalty fee of $10 to $27 per velocipede. This stifled the industry,
as velocipedes sold for about SI 60 in the U.S., but inspired inventors,
who swamped the U.S. patent office with "improvements to velocipedes."
Eighty velocipede applications were filed in one week in 1869.
In 1878, with the arrival of high-wheel bicycles in the U.S., the valu-
able Lallement-
Witty patent was bought by retired Colonel Albert A.
Pope of Boston (1843-1909), known as "the father of American bicy-
cling,"controlled
who the industry by hoarding patents. Both Witty and
Pope commissioned investigations into Lallement and his patent, and their
demands were upheld in court. In 1883, when his patent finally expired,
Lallement moved to Boston and worked as a machinist for the Pope
Manufacturing Co. Lallement's interview with Charles Pratt, the first
president of the League of American Wheelmen, in Wheelmen Illustrated
(1883), forms much of his claim as inventor of the pedal-driven veloci-
pede. Today,
Lallement's star is rising, as roads are named in his honor, in
Pont-a-Mousson where he was bom, and in Boston where he died. The
Lallement Memorial Committee was formed in Boston by historian David
Herlihy in 1990, and the Fourth International Cycle History Conference
was held there in 1993.
In England, some people were skeptical of Parisian fads, and more
than in France or America the English velocipede developed as a tool
rather than a toy. Rowley Turner was an English student and entrepreneur Wiseman Velocipede,
living in Paris who became charmed by the velocipede in 1868 and started
a business with workshops and a riding school. As velocipedomania grew
in Paris, he brought a velocipede to Coventry to show his uncle Josiah
Turner, who owned the Coventry Sewing Machine Company and

BIKE CULT 23
HUMAN-POWERED VEHICLES

employed James Starley as foreman. The firm was in a recession, so a

new ventiire was begun, with the name changed to Coventry Machinist's
Company. A first batch of about 400 velocipedes was built to sell in
France. In January 1869, John Mayall witnessed Rowley Turner introduce
his French velocipede in London, and he recounted the event in Ixion—A
Journal of Velocipeding ( 1875):

Mr. Turner took off his coat, grasped the handles of the machine, and
with a short run, to my intense surprise, vaulted on to it, and putting his
feet on the treadles, made a circuit of the room. We were some half-
dozen spectators, and I shall never forget our astonishment at the sight
of Mr. Turner whirling himself round the room, sitting on a pair of
wheels in a line, that ought, as we innocently supposed, to fall down
immediately he jumped off the ground. Judge then of our greater sur-
prise, when
instead of stopping by tilting over sideways on one foot, he
slowly halted and turning the front wheel diagonally, remained quite
still, balancing on the wheels.

Rowley Turner persuaded Charles Spencer of the Snoxell & Spencer

Company, makers of gymnasium apparatus in London, to market his
machine in England, where the velocipede sold for about £10 to £15. In
1869, over 30 manufacturers sprouted throughout England. Various riding
schools, races, books, and magazines were devoted to this revolutionary
new vehicle, which fed an ever- increasing desire for speed, practicality,
comfort, and safety.
Velocipedomania was a magical phenomenon around 1869. It was the
begirming of bicycle ingenuity, when the components of bike technology
were developed and the family of cycling machines branched out, eventu-
ally evolving
into three forms: high-wheel bicycles, muhi-wheel cycles,
and safety bicycles. The velocipede offered a new means of personal
Needham Safety Tricycle, 1869.
mobility, but as a practical machine there was much to improve. As the
mechanical means of production gradually caught up with ideas and inno-
vations, inventors
began developing the first modem cycling machines
during the 1870s.
Velocipedes took many new shapes, including the innovative Phantom
Veloce by Reynolds and Mays (1869) with central steering and metal-
spoked suspension wheels, and Thomas Wiseman's front-drive rear-steer
semi-recumbent velocipede (1870). Celebrating the power of human-sized
wheels, many kinds of big-wheeled contraptions appeared. Monocycles
were huge single-wheel vehicles which riders can sit or stand inside while
pedaling. They developed in America, England, Italy, and France, where
big-wheel unicycles appeared on the market. Dicycles were an intriguing
design, with riders sitting between two big wheels, but these were unsta-
ble without
weights, or three or four supporting wheels.
Multi-wheel cycles developed from human-powered carriages to
become sociables and tricycles. These were important links in bicycle
evolution, providing techincal innovations such as hollow steel tubing,

24 BIKE CULT
 VELO DEVELOPMENT

spoked wheels, and differential gears. Multi-wheel cycles became popular

alternatives to two-wheelers because many riders preferred the added sta-
bilitycarrying
and capacity. Riders of the Jackson Sociable velocipede
(1870) sat side-by-side between a pair of five-foot carriage wheels, steer-
ing with
two tiny front wheels. Boneshaker makers offered three-wheelers
and trailers, including the sturdy Needham Safety tricycle, the sociable
Bath Chair velocipede, the practical Dublin tricycle, and the Celermane, a
five-person rowing vehicle that weighed around 280 pounds.
Chain-drive transmissions were first developed during the period of
velocipedomania, but these were prototypes that took about twenty years
of refinements to evolve into modem safety bicycles. In Paris, the
German engineer Ernest Meyer and the watch-maker Andre Guilmet
began building a chain and cog rear-wheel-drive velocipede in 1868.
Their invention was not known until the 1890s, after Guilmet died in the
Franco-Prussian war. In England, Frederick Shearing published a sketch
in 1869 of his Norfolk bicycle with a belt-drive transmission, which he
later built and rode. Similar machines include the Flying Dutchman by
H.L. Bate, and a home-made chain-drive safety bicycle constructed by the
amateur mechanic Thomas Shergold of Glochester in 1876.

Uniqrcle and monocycles, 1869. Guilmet and Meyer bicycle, 1868.

Shearing's Norfolk bicycle, 1869.

BIKE CULT 25
HUMAN-POWERED VEHICLES

High-Wheelers
The high-wheel bicycle was the next logical way for velocipedes to go
faster, inspiring another cycling craze. Taking the novelty of balance and
wheel-power one step higher, they became the first modem cycling
machines. Simply increasing the wheel size, to make it roll further with
each revolution of the pedals, caused every aspect of cycling to grow.
Bicycle production, speeds and distances, cyclists' rights, club events,
road construction, anything to do with bicycles seems to have increased
with wheel size.
High-wheelers were the first machines to be commonly called "bicy-
cles." English
names included "wheel" and "balance." When high-wheel-
ers became the most common variety, they were called "ordinary" bicy-
clesdistinguish
to them from all the other ingenious cycles becoming
available. At the peak of the high-wheel craze, names like "dwarf ordi-
nary""Xtraordinary"
and appeared. By the 1900s, when the "big wheel"
was an old curio, it became known as a "penny farthing," because the
wheels resemble the two British coins.
High-wheelers were in use for nearly twenty years. When they peaked
around 1880, they were the most popular kind of bicycle before the mod-
em safety.During the high-wheel's rise, basic elements of modem bicy-
cles were
developed, including ball bearings, tangent spoked wheels, and
hollow steel tubing. The book Bicycling: Its Rise and Development ( 1874)
.,,„•. Royai :_ stated that:

The arrangements of springs, brakes and mbber tyres, have removed

TBB "ASISL" 3IC7CLS. half the terrors of ruts and steep gradients, and the testimony of hun-
dreds
experienced
of bicyclists is that the bicycle is more useful than
the cleverest nag man ever bestrode, with additional advantage that a
bicycle consumes nothing but a little oil.

The Ariel Bicycle (1871), with a 48-inch lever-tension ft-ont wheel, was
one of the first all-metal mass-produced high-wheelers. Patented by James
Starley and William Hillman, formerly of the Coventry Machinists' Co.,
and manfactured by Smith, Starley and Co., it weighed about 50 pounds
and sold for £8. Smith, Starley and Co. offered a speedier model with a
2:1 gear ratio (about 96-inch gear) for £12, and a Ladies Ariel with a side-
saddle riding
position with treadles and an off-set mdder wheel on the left
side. The Ariel was advertised as "the lightest, strongest, safest, swiftest,
easiest, cheapest, best finished and most elegant of modem velocipedes."
High-wheel bicycles for racing weighed about 25 pounds — the lightest
SMITH. STARLEY, & CO.,
PATENTEES & MANUFACTURERS.
was just over eleven pounds — and touring models weighed 50 to 70
ST ACNES WORKS, COVENTRY. pounds. Front wheels usually ranged from 50 to 60 inches in diameter,
almost "twice the rider's inseam length," with about 60 radial or tangent
Ariel bicycle, 1871. spokes, and hollow steel rims with red Para mbber tires. Hubs and axles
had adjustable ball bearings, and crank lengths were adjustable from four
to six inches by moving the pedals. Forks were usually straight tapered

26 BIKE CULT
 VELO DEVELOPMENT

tubes, fit with bearings at the steering headset. Frames of round or oval
steel tubing curved and tapered as a spine around the back of the high-
wheel to the rear wheel forks. Mounting steps were located along the
spine almost as high as the pedals. Rear wheels were about eighteen inch-
es in
diameter and the wheelbase about 30 inches. Straight handlebars,
with vulcanite pear-shaped grips, evolved into curving "cow-horn" bars,
with "spade" or "shovel" handgrip shapes. Whatton bars curved under the
legs from behind so the rider could jump forward to land feet first, instead
of being catapulted over the bars head first. Saddles were covered in
leather, and suspended on leaf or coil-mounted springs, or fixed solidly to
the "perch." The typical "spoon brake" was applied by a lever to create
friction on the front tire. Racing models usually did not have brakes, since
the rider could slow and stop by back-pedaling with the fixed-gear.
Caliper brakes were developed but not yet in common use.
High-wheelers were built by more and more cycle manufacturers. In
1875, there were about 30 makers in Britain, with some fourteen firms in Bayliss-Thomas Ordinary, 1879,
Coventry, and an estimated 50,000 bicycles in the country, costing about with 55-Inch wheel.
£15 each. By 1885, there were about 22 makers in Coventry and over
400,000 bicycles that cost around £7. High-wheelers were built in Paris
by Ernest Meyer, in Italy by the firm Turri & Porri, and in Japan by
Teikoku in Tokyo and Kajino in Yokohama.
In America, several high-wheelers from England were shown at the
1876 Centennial Exposition in Philadelphia. Those machines reportedly
found their way to San Francisco, St. Louis, Baltimore, Hartford, and
Boston. In 1878, Albert A. Pope of Boston proceeded to import, manufac-
ture, promote
and the Columbia high-wheel bicycle. The first Columbia
was a 70-pound ordinary costing $313; by 1887 the Pope Manufacturing
Co. catalog offered several models, such as the 22 '/2-pound $140 Racer.
Massachusetts was the center of activity for cycling, with club rides,
races, magazines, and cycle makers such as the Overman Wheel
Company, whose Victor bicycle was known for its high quality and race
victories. In 1879, there were less than 10,000 high- wheelers made in the
U.S., but in 1889 an estimated 200,000 safeties, ordinaries, and tricycles
were produced.
There were many variations to the high-wheel design. Rear-driving
machines had the big wheel placed behind the rider. The first of this type
was Harry John Lawson's Lever Safety bicycle (1876), which had a 50-
inch lever-driven rear wheel and weighed 60 pounds. Another popular and
race-worthy rear-driver was the Star-type bicycle. Patented by George
Pressey, it was first built in 1881 by the Smith Machine Company of
Smithville, New Jersey, and known as the Smith Star, or American Star
when exported. It had a triangulated fi-ame and an early two-speed gear Columbia bicycle poster,
clutch made with leather. Stability was proven by a ride down the Capitol
steps in Washington, D.C.

BIKE CULT 27
HUMAN-POWERED VEHICLES

Kangaroo bicycle, 1884, by Hillman, Testing the Smith Star bicycle, at the U.S. Capitol Building, Washington. D.C.,
Herbert & Cooper, with chain drive. about 1884 from Library of Congress.

28 BIKE CULT
 VELO DEVELOPMENT

Assembly room, Columbia factory, Hartford, Connecticut, 1884.

Most ingenuity went into changing the ratio between gear and wheel
size, to give better control and more speed. Early geared "dwarf' high-
wheel bicycles used lever-driven gears with an oscillating up and down
foot stroke, such as on the Smith Star, the Xtraordinary ( 1878) by George
Singer & Company, and the Facile ( 1879) by Ellis and Company, which
was used to set a 24-hour record of 266.5 miles in England. The popular
Kangaroo bicycle (1884) by Hillman, Herbert & Cooper Ltd. was one of
the first to use double chain sets on both sides of the 36-inch front wheel.
Some designs straddled the gap between the high-wheeler and the
safety bicycle, such as the long wheelbase front-driving Sphinx by
Truffault, and the rear-driving Bicyclette built in 1873-79 by H.J.
Lawson, who became manager of the Tangent and Coventry Tricycle
Company. Nicknamed the Crocodile, the Bicyclette was a 60-pound
machine with a 40-inch front wheel. It had indirect steering and a 24-inch
rear wheel for a 60-inch wheelbase. Production began in the early 1880s,
and it brought a new form of cycling machine to the scene, the rear-dri-
ving dwarf
ordinary, also known as a safety bicycle.
The high-wheeler had a cult-like following of daring men who felt
they were the fastest beings on earth. Wheelmen were perched as high as
horsemen, yet they were a strange new presence on the roads. Cyclists
often ran into frightened horses, mad carriage drivers, and restrictive toll-
road gate keepers. Riding schools and booklets discussed the art of
mounting the high-wheel and ways to avoid the most severe problem,
falling head first, called "taking a header." The high center of gravity and
narrow rubber tires, which could roll off, made potential hazards of ordi-
nary obstructions
like small rocks, animals, and children.

BIKE CULT 29
HUMAN-POWERED VEHICLES

The high-wheel bicycle inspired intense competition for racers and

tourists. The first big ride to gather attention was the 800-mile, fourteen-
*!S^^^'«
day trip from London to John O'Groats, the northernmost point in
Scotland, made by Charles Spencer and members of the Middlesex
Bicycle Club in 1873. An early benchmark for cycling performance was
the famous trans-Britain ride from Land's End, the southernmost point in
Cornwall, to John O'Groats, roughly 924 miles. On high-wheel bicycles,
the ride took thirteen days in 1882, and ten days in 1883. The following
year, J.H. Adams used a Facile bicycle and the ride took 6 days 23 hours
45 minutes. A decade later in 1893, a cyclist on a safety bicycle with
pneumatic tires, lowered the record to 3 days 5 hours 49 minutes. In 1990,
on a road time trial bike, Andrew Wilkinsun set the current record of 1
day 2 1 hours 2 minutes 18 seconds. More high-wheeler milestones came
with the hour record by Herbert Lydell Cortis. Cortis of 20 miles 300
yards, and the 13,500 mile trans-world trek by Thomas Stevens in 1884 to
1887. He journeyed from San Francisco to Boston in 125 days, and then
from Europe across Asia to Japan.

Multi-Cycles and Sociables

In the years 1880 to 1900, tricycles and multi-wheel cycles enjoyed a hey-
dayingenuity
of and popularity. These machines combined the develop-
Thomas Stevens.
ment
high-wheelers,
of safety bicycles, and horseless carriages, when the
craze for cycling was reaching its Golden Age. Multi-cycles shared the
pace of technical developments with their cousins the bicycles, sometimes
following and sometimes leading the race for the ideal cycling machine.
Multi-cycles evolved in two or three stages with many styles, uses, and
riding configurations. They were made for those excluded from handling
a high-wheeler, for carrying passengers, for transporting goods, and for
racing. Multi-cycles are categorized by the number of wheels (tricycles,
quadricycles, etc.), by function (tandem, sociable, carrier, utility, etc.),
and by the position of the drive wheel(s) (front [FWD], center [CWD], or
rear[RWD]).
When the high-wheeler still held its influence on cycle makers in the
eariy 1880s, the typical first-generation multi-cycles had a pair of large
driving wheels with small steering wheels, placed in front or behind the
rider, such as Starley's Salvos, Singer's Omnicycle and the Demon Hill
Climber. Some were equipped with seats for two or more riders, either
side-by-side, as in the Coventry Cheylesmore sociable, or in line, one
behind the other, as in the racy Humber Ordinary Tandem. The machines
weighed from about 60 to 150 pounds and cost £25 to £50. Henry
Coventry Lever tricycle, 1876. Sturmey described their evolution in the Indispensable Tricyclisl 's
Handbook (l^Sl):

30 BIKE CULT
 VELO DEVELOPMENT

The heavy lumbering vehicle of yesterday has given place to dozens of

varieties of light, airy, handsome structures, the outcome of the best
mechanical skill in the country.... It is but a year or two since that rat-
tling, creaking,
clumsy contrivance, mounted on three or four wheels,
and propelled laboriously in a tortuous and erratic fashion by some
mechanic or labouring man, was the tout ensemble of tricycling.

Bad road conditions gave thought to reducing the number of wheels in

line, or tracks, in multi-cycles, because fewer tracks run into fewer obsta-
cles.
common
A design was the side-steering two-track single-drive tricy-
cle, such
as the Coventry Club, with the front steering wheel in line with
the non-driving rear wheel. Other designs include rear-drive machines
with double front steering wheels, including the Facile Rear-Driver, the
Phantom tricycle, and the Rudge Quad Triplet with four equal-sized
wheels and seating for three. Rudge Quad Triplet, 1888.
The Bayliss and Thomas Folding Tricycle was made to collapse for
easy storage. Convertible cycles offered ftirther possibilities, with the
addition of seats, or extra wheels, or the joining of two cycles. For exam-
ple, Regent
the cycle combined the front of a Kangaroo with the rear of a
Cripper, and the Rucker Tandem connected two high-wheelers in line.
Most manufacturers offered cargo cycles. Some were based on their
sociables with storage instead of seats, such as the Singer Carrier, used to
deliver the London Standard, or the Horsham Pentacycle, a high-wheeler
surrounded by four small wheels, used to deliver the Royal Mail and nick-
namedand
HenChickens.
In theory, tricycles should be more stable than bicycles, especially
high-wheelers. Neophyte tricyclists believed they could ride without learn-
ing the
art of balancing, or that there was no problem dismounting passen-
gers from
machines that were stopped. Yet newspaper records of 1883
show the number of tricycle accidents about equal to bicycle accidents. Facile Rear-Driver.
The pros and cons of front and rear steering caused considerable debate, as
front steering with small wheels created a skittish vehicle on the road, and
rear steering required turning in the opposite direction the vehicle goes. In
the 1890s, the principles for geometrically-correct steering in three- and
four-wheel vehicles were developed by Ackermann, and tricycle design
united with the development of the safety bicycle, as machines began to
appear with direct front steering, in line with the chain-drive and centered
between the rear driving wheels.
Cycle makers in Coventry worked amidst a whirl of activity. In 1879
there were about twenty types of tricycles and multi-cycles manufactured
in Coventry. By 1884, there were over 120 different models, with twenty
makers employing thousands of workers. New machines were exported all
over the world, and tricycling had the approval of the Imperial Crown. A
class struggle developed between the sedate, civilized tricyclists, and the
athletic, high-wheeling bicyclists. Fighting also erupted on the road, as tri-
cyclesmore
took space.

BIKE CULT 31
HUMAN-POWERED VEHICLES

Starley's Wheels
James Starley (1830-1881) is known as the "father of the bicycle indus-
try"his
for inventive genius in developing spoked wheels, differential
gears, and hollow frame tubes. Starley was a central figure among cycle
makers in Coventry, which was the hub of the world's cycle industry from
1870 to 1900. He worked with many pioneers of the bicycle, motorcycle,
and automobile industry, and he managed to remain independent, building
his own line of cycles, while offering his patents in partnership with other
manufacturers. Despite intense rivalries in the bicycle industry, when
Starley died of cancer at 5 1 years he was admired by all, with no personal
enemies. ' His sons carried on the family business, Starley Brothers Ltd. at
St. John's Works in Coventry, where a complete line of bicycles, tricycles
and sociable cycles were produced, and where James' nephew, John
Kemp Starley, developed the famed Rover safety bicycles in the 1880s.
As foreman of the Coventry Machinist's Company, James Starley
began building velocipedes with Josiah and Rowley Turner and George
Singer. In 1871, he and William Hillman built the Ariel bicycle with
"lever tension" metal-spoked wheels. The "Battle of the Wheel" began,
James Starley. 1830- 188 1.
and W.H.J. Grout infroduced his "tension" wheels, with radial spokes
"Father of the Bicycle Industry.'
tightened by nipples along the rim. Starley followed with his "tangent"
wheels, the cross-spoke design still in common use. These wheels
appeared on his Coventry Lever Tricycle (1876), the first lightweight
mass-produced tricycle. It had rack-and-pinion steering, with a 50-inch
drive-wheel offset by a pair of 24-inch wheels placed in front and behind
five feet apart. The Coventry Lever tricycle was converted to the
Coventry Rotary in 1877, when Starley constructed a chainset consisting
of chainwheel, cogs, and a block chain. Chains were already available for
other machines, including those used in cycle factories, and Starley helped
refine them for cycling machines.
High-wheelers were popular, but exclusive, so Starley concentrated on
tricycles and multi-wheel cycles. Somewhat more stable than bicycles,
multi-track cycles have their own problems, such as the clumsiness of
turning comers with double-drive wheels. When Starley tried making a
tandem machine with two fixed-gear high-wheel bikes coupled side-by-
side— the so-called Honeymoon Sociable — in a demonstration with his
son William, James couldn't keep pace and the machine veered off-road
into a patch of nettles. Starley realized that with his machine, the average
bride and groom would end up riding in circles. He built a system of bevel
gears and pinions, allowing the two drive wheels to turn independently at
the appropriate speed, thereby inventing a differential gear for cycles.
Called the balance gear or double-drive gear, Starley's device was the
first application of a differential to a horseless carriage, and it appeared on
Starley's Coventry Royal Salvo, 188 1.
one of Starley's finest machines, the Salvo Quadricycle (1877). When he
sold two models to Queen Victoria in 1881 and was invited to meet her,
the "Quad" was renamed Royal Salvo. When James Starley died, he had
inspired cycle makers in Coventry to further develop tricycles and sociables.

32 BIKE CULT
 VELO DEVELOPMENT

Modern Tricycles
The Humber Cripper (1885) was typical of the second-generation tricycle,
and was perhaps the first cycle named after a professional racer, Robert
Cripps. Thomas Humber was known for his block chain design and
refined frame geometry. He built several versions of the Cripper as it
evolved along with his first safety bicycles. One model had a cross-frame
design, while another resembled a diamond frame. Wheels were 18 to 24
inches on the fi-ont, and 40 inches on the rear, with an average 32-inch
measure for both the wheelbase and track-width. The roadster models
weighed about 75 pounds and the racing model was about 40 pounds.
As the safety bicycle developed between 1885 and 1888, most manu-
facturers produced
a Cripper-style safety tricycle. These include the Humber Cripper tricycle, 1885.
Psycho cycles by Starley Bros., the Premier Racer by Hillman, Herbert &
Cooper, the Singer Straight Steering Tandem, the Invincible by Raleigh,
and the American Lever by Smith. Wheels became more equal in size, but
they still had solid, or at best, hollow rubber tires, which offered a hard,
shaky ride and limited speed. By the 1890s, with the conversion to pneu-
matic both
tires, bicycles and the tricycles evolved to a higher level of
efficiency.
Representing the third generation tricycle is Starley's Psycho (1895),
which had 28-inch wheels and a seamless diamond frame that melded into
a central, fully enclosed gear casing for chain-drive or chainless bevel-
gear drive. For some, the stability provided by tricycles was found in
pneumatic-tire safety bicycles. As motors powered by steam, electricity
and gasoline came into use, many bicycle and tricycle makers fit engines
to their machines, thus becoming pioneering names in the automobile Starley Psycho tricycle, 1892.
industry. The use of tricycles for carrying passengers and cargo continues
throughout the twentieth century.

Safety Bicycles
The safety bicycle is the most common kind of cycling machine. With the
cyclist upright, pedaling between two same-sized wheels, the iront for
steering and the rear for traction, the safety evolved in a series of inven-
tive leaps
amidst a growing understanding of cycling dynamics. Fully
developed at the turn of the twentieth century, this modem machine revo-
lutionizedand
cycling,
is widely considered the optimum design.
Technical refinements in frame design, gearing, and tires, along with
trend setting mass-production and marketing techniques, made it the most
influential and efficient traveling vehicle of all time.
The first step toward the safety was the development of a chain-drive
mechanism. As shown above, these had been applied in various configu-
rations
high-wheelers
for and tricycles since the mid- 1870s. The famous
series of Rover safety bicycles, produced between 1884 and 1894 by John
Kemp Starley, founder of the Rover Company, illustrates the evolution of Humber bicycle, 1885,
refinements in the modem bicycle. The Rover of 1886 had a fixed-gear with diamond frame.

BIKE CULT 33
HUMAN-POWERED VEHICLES

driving a 30-inch rear wheel, with a tubular steel open-diamond frame and
direct steering on the 32-inch front wheel. Tangent spoked wheels had
ball-bearings in the hubs, and straight-rake forks had foot-rest pins for
coasting. By 1890, the Rover catalog had eight different models for
women, touring, and racing, along with trikes and tandems.
During the mid- 1880s, inventors sensed that the perfection of the bicy-
cle was
close at hand, and many innovative frame and tire designs
appeared. Lightweight structures, such as the cross-frame, the diamond
frame, the racquet frame, and other peculiar frame designs were devel-
oped
equal
as size wheels began to appear. Frames with tension wires and
curving wheel-shaped tubing supported seats, handlebars and pedal cranks
that seem to be mounted as an afterthought. The common diamond frame
design first appeared on Humber's safety of 1888.
As long as safety bicycles had solid rubber tires their popularity was
elusive. High-wheelers and dwarf ordinaries offered more shock absorp-
tion than
early safety bikes because their large wheels were more flexible.
Various accessories were developed to remedy the vibrations of the road,
such as hollow rubber "cushion" tires, and studded tires with replaceable
rubber knobs. The Whippet bicycle, issued by Linely and Biggs in 1885,
utilized springs and frame joints that suspended both the handlebars and
saddle over the wheels of the bike. Dan Rudge developed a four-blade
front fork with spring suspension in 1887, and the design gained populari-
ty onthe luxurious Overman Victor and Victoria bicycles.
Probably the most important innovation for the bicycle was the inven-
tionpneumatic
of tires by John Boyd Dunlop around 1888. His early tires
were crude, costly, and successful. By the early 1890s detachable tires
with inflatable tubes made by Dunlop, Michelin, Hutchinson, U.S.
Rubber, and many others became the standard for virtually all wheeled
vehicles. Air-filled tires brought speed, stability, and comfort to the bicy-
J.K. Stariey's Rover bicycles: cle, making
it available for more people. The tire and rubber industry
with indirect steering, 1884-85, expanded and merged interests with the powerful bicycle industry.
with direct steering, 1885, Until 1898, most bicycles had foot-rests and a fixed-gear. They had no
Rover Cob 1887-88. neutral freewheeling gear because pedals, cranks, chain, and rear wheel
were fixed and turned as one system. Whenever the fixed-gear bike is in
motion the pedals go round and back-pedaling slows or stops the cycle.
On faster downhill runs, the rider's feet usually could not follow the spin-
ning pedals,
a situation referred to as "losing the pedals." When this hap-
iROVERj
\RDVERCYafPLV
pened
a crowded
on road, the voice became louder and the words were
shortened to "Loose pedals!" As higher speeds were possible with "pneu"
tires, better ways of braking and coasting were needed. The first modem
freewheel appeared around 1897, allowing coasting with a clutch bearing
separating the rear hub and sprocket. By 1899, Bicycling World reported
that "with a coaster and brake device, the rider pedals a distance consider-
ably than
less that covered by the machine."

34 BIKE CULT
 VELO DEVELOPMENT

Most bikes had a roller or spoon brake, which could damage air-fiUed
tires, so alternatives like Humber's pneumatic pressure brakes evolved
into lever-actuated caliper rim brakes and the Bowden brake system. With
the New Departure coaster hub brake of 1898, riders could both freewheel
and brake securely by back-pedaling. This had a clutch brake inside the
hub, with a lever attached to the frame. Eventually two, three, four and
five-speed hub gears were developed by Sturmey-Archer, and multi-speed
derailleur mechanisms appeared on the market around 1900, but took
years to catch on.

John Boyd Dunlop in 1888.

BIKE CULT 35
 HUMAN-POWERED VEHICLES

The Golden Age Of Industry

In 1887, an Englishman named Frank Bowden retired from his insurance
business in Hong Kong with "only a few months to live," and took up
cycling. In six months he was perfectly fit again, and acquired a substan-
RALEIGH tial interest
in the cycle makers Woodhead and Angois on Raleigh Street
nOAIMTmm ar* Kguilly FAMOUS 'or LIOHT- in Nottingham, England. This was a small workshop of about a dozen
NCM, tLaaANOa, BASV RUNNINQ and
DURAaiUTV. mechanics making three high-wheelers a week. Bowden re-named it the
Raleigh Cycle Company. In 1895, the British stockbroker Terah Hooley
bought controlling shares of Raleigh for £180,000 and quickly sold them
for £200,000. He did likewise with the Dunlop Tire Company, buying it
for £3 million and selling for £5 million. In 1896, Raleigh had the world's
largest factory, occupying IV2 acres with 850 employees making about
30,000 bikes per year.
Subsequently, Raleigh expanded by buying out and consolidating other
cycle makers throughout the twentieth century. The company bought
Sturmey- Archer in 1902, Humber Cycles in 1932, Rudge-Whitworth in
1943, Triumph Cycle Co. in 1953, and BSA (Birmingham Small Arms) in
1957. In 1960, Raleigh was bought out by its subsidiary, the Tube
Investments Group, which held most of Raleigh's international sub-
sidiaries.
1982, In
Raleigh USA was bought by the Huffy Corporation,
THE R«LEI6H CYCLE CO., Lii., NOTTINGHAM, ENG.
and by 1988, the Raleigh name was bought by Derby International
Corporation, a conglomerate with headquarters in Luxembourg, which
also owns the West Coast Cycle Company, makers of Nishiki bicycles.
Raleigh has the distinction of having bicycles in more countries of the
world than any other.
Ignaz Schwinn began building high-wheelers and safety bicycles with
several makers in northern Germany such as Adler, and after immigrating
to America, in 1895, he joined with the the meat-packing businessman
Adolf Arnold to form the Arnold Schwinn Company in Chicago. Schwinn
bought out Arnold in 1907, and his innovative son, Frank W. Schwinn,
led the company from 1933 to 1963 as it became one of the leading
American brands of the twentieth century.
The modem safety launched cycle makers into the realm of industrial
and financial power. From an era of inventive factory shops run by cycle
enthusiasts and mechanics with individual investors, the industry grew
into automated assembly line factories managed by corporate capitalists.
A look inside the Overman Wheel Works in Chicopee. Massachusetts, by
Scientific American ( 1891 ) showed "nothing but a huge machine," with
the whole bicycle made entirely within. The Works had electric lighting,
its own steam-powered generating system, and separate buildings for
drop-forging, nickel-plating, and rubber tire fabrication. They tested pedal
torque with a dynamometer and durability on a test track with various
Ignaz Schwjnn.
road surfaces.
During the Golden Age of cycling in the 1890s, bicycles were a dri-
ving force
in the U.S. economy. It was a time when politicians swarmed
around cyclists for votes, when bicycles affected virtually every business

36 BIKE CULT
 VELO DEVELOPMENT

or trade, when the burgeoning and consolidated bicycle industry shocked

the stock market. People were spending more of their money on bicycling
than on many other goods, and according to the New York Journal of
Commerce, the bicycle brought an annual loss of $1 12 million to other
businesses. One historian said there were 1,200 makers of bicycles and
parts in New York City with 83 bicycle shops within a one mile radius
around lower Broadway. The history of the U.S. Playing Card Company
describes the bicycle's Golden Age socio-economic impact as part of the
reason the bicycle became a popular image on their playing cards:

People were spending so much money on bicycles that other business-

es suffered
a sharp recession. Shoemakers sat idle. They said it was
because hardly anyone walks anymore. By 1896 the piano business
was off 50 percent, jewelry stores were empty, and a prominent hat
manufacturer, in desperation, demanded that Congress pass a law
requiring every cyclist to buy two felt hats a year, whether he wore
them or not.
BicyclingJoker,
The bicycle was a popular scapegoat in the 1890s, noted Bicycle World U.S. PlayingCard Company.
(1898):

Nowadays, if there is an elopement, a stagnation in the peanut market,

a glut in smoking tobacco, or a small attendance at the theaters, every-
one who
is a loser points to the bicycle and says, "You did it."

In the mid- 1890s there were two patent offices in the U.S. — one for bicy-
cles and
one for everything else. In 1896, there were some 500 companies
in the U.S. making 1.2 million bicycles which sold for about $125. New
bicycle sales totaled over $300 million, with bicycle accessories adding
another $200 million. Then, Albert Pope began the troublesome price
wars by lowering his Columbia bicycle's retail cost to $75, and others fol-
lowed
dumping
by their machines into the department store market selling
as low as $16. Lower priced bicycles made them available for more peo-
ple, and
two million bikes were sold in 1897. Soon the market was satu-
rated,inventories
and bulged for 1898. This brought what was known as
the "Bust," which inspired the "Trust," a monopolistic corporation formed
in New York in 1899 called the American Bicycle Company (ABC).
The ABC controlled most of the major U.S. cycle manufacturers, sup-
pliers,
patents,
and and was itself controlled by financially powerflil men
including A.G. Spaulding, Albert Pope, John D. Rockefeller, and Albert
Coleman. After various buy-outs, trade-offs, stock manipulations, bank-
ruptcies,
the loss
and of some 400 small cycle makers, the Trust went bust
in 1903. When the Trust was liquidated, about a hundred cycle makers
Advertising against the
remained. As large sums of capital were siphoned out of the bicycle
American Bicycle Company, 1900.
industry, its public image was tarnished. Independent cycle makers suf-
fered
recession
a while the major manufacturers branched off into the
development of motorcycles, automobiles, and military machines. The

BIKE CULT 37
HUMAN-POWERED VEHICLES

bicycle became an outsider in the plans of corporate interests — some have

even described the bicycle as a martyred saint of the machine age.
Twentieth Century Bikes
For most of the twentieth century, safety bicycles remained the most pop-
ular design,
even as the family of cycling machines branched into many
special kinds of vehicles for land, air, and water (liquid or frozen). Bikes
were made as toys for children, weapons for military, engines for flight,
and vehicles for business. Racing bikes adapted lighter, stronger, more
refined materials and components, and became standardized by the sport's
world governing body, the Union Cycliste Internationale (UCI), to favor
the performance of athletes instead of machines. Human-powered vehi-
cles with
aerodynamic and recumbent designs were the next step in bicy-
cle evolution,
but they were not fiiUy exploited for standard racing and
rarely mass-marketed by the bicycle industry. Significant innovations for
safety-style bikes include the balloon-tire roadsters of the 1930s and 40s,
the small-wheel folding bikes and ten-speed racers of the 1960s and 70s,
and the mountain bikes and aero-bikes of the 1980s and 90s.
Safety bicycles changed during the pedal-pushing revival of the late
1930s, with the development of the classic balloon-tire roadster, when
U.S. bicycle sales returned to Golden Age levels and again reached over
one million per year. While most bicycles of the world kept the diamond-
shape frame, in America, "Square was out, teardrops and curves were in."
The 26-inch balloon-tire was introduced by Schwinn in 1933, and bikes
came equipped with streamlined fenders, chainguards, fake gas tanks,
electric battery-powered lights and horns. By 1939, the Murray Ohio
Manufacturing Company advertised that the "prevailing lines of motor car
design have been engineered into a bicycle."
In the early 1970s the bicycle boom grew with the availability of
affordable bikes. The world market grew with standardization of parts,
and the global spread of diverse international designs. In the U.S., fifteen
million bikes were sold in 1973, more than any year before or after.
Bicycles were stereotyped as Italian "racers," French "tourists," Dutch
"clunkers," British "lightweights," American "department store lemons,"
and Japanese "clones." Others had mixed nationality — for example, an
American touring bike could have been equipped with English tubing
(Reynolds), Japanese derailleurs (SunTour), a French saddle (Ideale),
Swiss brakes (Weinmann), Italian handlebars (TTT), a German carrier
rack (Pletscher), and Taiwanese tires (IRC). Components sold in one
20th century bikes: country were manufactured in another country, under the patents of third,
Murray balloon tire roadster, 1933. with the threadings and fittings of a fourth. Still, some components were
Moulton bike, 1965, with suspension. not interchangeable, even with the same intended sizes. In 1971, the
International Organization for Standardization (ISO) formed its Technical
Committee TC/149 Cycles to develop voluntary world standards for bicy-
cle manufacturing.Technical Subcommitte SC/2 was charged with sening
dimensional, testing, and performance standards for bicycle components.
Much progress has been made in the twenty years since, though there are

38 BIKE cult
 VELO DEVELOPMENT

occasional problems as components continue to evolve. Today, very few

bicycles are made from raw materials at one factory, or even from one
country, except bad examples from Bangladesh and Tanzania, where the
government-sponsored NABISCO bike factory lost some $10 million.
The mountain bike (MTB) is a further refinement of the safety design,
developed around 1978 in northern California and Colorado by Joe
Breeze, Gary Fisher, Tom Ritchey, and many others who were searching
for new thrills and new ways to get more people on bikes. They combined
the stability and durability of the classic balloon-tire roadsters with light-
weight racing
and touring components, plus the off-road features of moto-
cross bikes. The Specialized Stump Jumper ( 1981 ) was the first mass-pro-
duced MTB,
and its components were a global assemblage of specialty
parts. The frame was specified for production in Taiwan, it had TA triple- Crested Butte town bike, 1978.
chainring alloy cranksets, Mafac cantilever brakes from France, Tomaselli
moto-cross brake levers from Italy, and SunTour derailleurs and thumb-
shifters from Japan.
Mountain bikes were originally designed for off-road use, but their
wide knobby tires, upright handlebar controls, and relaxed frame angles
became popular for on-road touring and urban commuting, especially with
the development of the hybrid design around 1987, a cross between moun-
tain and
road bikes. By 1990, the "fat tire" cult had reached around the
world as MTBs were made in Europe, India, China, and Brazil, with a
flourishing specialty parts market, the sport's first official UCI world
championship, and a Hall of Fame museum in Colorado. In the U.S.,
mountain bike sales outnumbered all other types of adult bikes, and they Specialized Stumpjumper, 1982.
became one of the few popular American manufactured exports.
Fisher's Ml Tam.

BIKE CULT 39
HUMAN-POWERED VEHICLES

Recumbents and HPVs

The next advancement in speed and comfort for the bicycle came with the
development of recumbent cycles and human-powered vehicles (HPVs),
the kinds of cycling machines that are driven in a seated position. As high
performance vehicles, recumbents and HPVs have surpassed most of the
speed and endurance records set on standard road racing bikes. As practi-
cal vehicles,
recumbents and HPVs are dubbed as the next revolution in
personal and public transport, with the most potential to replicate the pro-
tection
privacy
and of automobiles.
Recumbents and HPVs come in various designs that combine aspects
of bikes, trikes and cars. They have two, three, or four wheels, often with
aerodynamic, weatherproof enclosures, called fairings, with seats for one
or more pedalers or passengers, sitting in recumbent positions, supine
Normal Bicyclette, 1895, (belly-up), or prone (belly-down). While riding high-wheel and safety
by Charles Challand. bikes in the upright position modeled after horseback riding, the rider's
center of gravity is on top of the pedals, allowing a cyclist to apply body
weight and handlebar leverage to assist the pedal force. Most recumbent
cycles, however, seat the rider in a chair, in the position of driving a car,
with the pedals in front and a backrest and handlebars for assisting the
pedal force.
Recumbents branched out from the safety bicycle in the late 1890s,
with the semi-recumbent "Bicyclette Normale" (1895) by Charles
Challand of Geneva, Switzerland, the supine recumbent of 1896 by I.F.
Wales in the U.S., and the prone position Darling recumbent of 1897. In
1901, an American named Brown built a 30-pound $100 recumbent with
Peugeot Chaise, 1914. a long wheelbase. It was brought to England and reviewed in The Cyclist:
"The machine runs light and is a good hill climber, and it is only fair to
say that the general action of this queerest of all attempts at cycle
improvements is easy and good — far better than its appearance
indicates."
Recumbent cycles became more popular in Europe around World War
I. In 1914, the Union Cycliste Internationale (UCI) revised its racing
rules, with Article 31 limiting bicycle dimensions (2 meters long, 75 cen-
timetersand
wide)
prohibiting use of any "apparatus or device intended to
reduce air resistance." That same year, Peugeot Cycles marketed a semi-
recumbent bicycle, the Chaise or Arm-Chair cycle. Around 1920, the
Swiss Zeppelin maker Paul Jaray built the popular semi-recumbent J-
Cycle in Stuttgart, using a foot-powered 3-speed swing-lever and cable-
drive transmission. Soon, a variety of pedal cars and rowmobiles emerged
with a new sport called cycle-car racing. In Gennany, Manfred Curry
built a streamlined sliding seat four-wheeler, called the Landskiff (land
boat), used for racing, touring, and transport around town. Around 1930,
Alexander Metz of Munich built single and tandem rowmobiles weighing
J-Cycie. 1920, by Paul Jaray. 35 and 45 kilograms.
The bicycle revival of the 1930s saw more recumbent bicycles marketed.

40 BIKE CULT
 VELO DEVELOPMENT

such as the short wheelbase Cycloratio (1934), the long wheelbase F.W.
Grubb, the Triumph Moller with an automobile steering wheel, and the
Kingston recumbent with handlebars under the seat. Charles Mochet of
Puteaux, France, was a manufacturer of small motor cars who turned to
making pedal cars after he built a single-seat four-wheeler for his son
Georges. Around 1930, he made the affordable Velocar, an adult-sized
two-seat three-speed four-wheeled pedal car with luggage space. Then,
Mochet got the idea of cutting his vehicle in half making a long wheel-
base, laid-back recumbent bicycle, which he also called Velocar.
After tests showed the Velocar's potential, in October 1932 Mochet
asked the UCI if his bike fit their rules. They referred him to Article 3 1
from the 1914 race rules, but made no judgment. Mochet figured it was
allowed, so in the spring of 1933, riding the open Velocar recumbent,
Paul Morand won the Paris-Limoges pro road race, and in July, Francois
Faiu-e broke the prestigious world hour record, riding 45.055 kilometers.
The UCI formed a special technical commission to decide the legality of
a 3I0JU
Mochet's Velocar, and on April 1, 1934, the commission set limits on the
bicycle's dimensions to fit the safety design, and rejected Faure's record.
Mochet's Velocar bicycle patent, 1933.
These rules passed in the spirit of safety and fairness so racing would be a
competition for riders rather than bicycle makers."
UCI Article 49
— The distance between the axis of the crank and the ground shall be
24 cm minimum and 30 cm maximum.
— The distance between the vertical from the nose of the saddle and
the axis of the crank must be less than 12 cm.
— The distance from the vertical passing through the center of the front
wheel and the axis of the crank shall be 58 cm minimum and 75 cm
maximum.
— The distance from the vertical passing through the center of the back
wheel and the axis of the crank shall be equal to or less than 55 cm.
— Any propulsion using circular, alternating, or any other motion
which utilizes the hands is forbidden. The use of protective shields,
wind screens, fairings, and all other means of reducing air resistance is
forbidden.

After Charles Mochet's death, his son Georges continued the pedal car
business, selling about 1,000 vehicles per year. In 1938, Georges Mochet
and Faure began testing a streamlined Velocar, and in March 1939 Faure
covered 50.375 kilometers, a new human-powered vehicle hour record.
When World War II broke out, Faure took a Velocar to Australia where
sfreamlined races were happening. After the war, Mochet made motorized
Velocars until 1960. Thirty years later a few original bicycle Velocars Streamlined Velocar, 1939.
were still in use, rented by the hour at a park in Marseilles, and renovated powered by Francois Faure.
for the Swiss Tour de Sol. Meanwhile, Georges Mochet made an appear-
ance with
his grandson, Sebastian, at an HPV event in Thamesmead,
England.

BIKE CULT 41
HUMAN-POWERED VEHICLES

After World War II, bicycle ingenuity advanced in Europe, South

Africa, Asia, and the U.S. In the 1960s, pedal car racing for youngsters
flourished in Britain, Japan, and Hong Kong. In 1968, an international
contest for human-powered land transport was organized by Engineering
Magazine and David Gordon Wilson, a professor at the Massachusetts
Institute of Technology (MIT) who co-designed the Avatar 2000 recum-
bent with
Fred Willkie. The contest drew 74 entries from several coun-
tries, with
first prize going to the Bicar, a fiiUy faired short-wheelbase
recumbent bicycle with sixteen-inch wheels, one of three vehicles built by
W.G. Lydiard, a British aircraft engineer. Wilson wrote that "A problem
identified by Mr. Lydiard with two-wheel reclining-rider bicycles is that
either the wheelbase and overall length becomes excessive, or the legs
must be positioned to pedal over the front wheel.'
I Oimr-tAftavrrtDllt^timtaine
The HPV Movement
Curt7 Landskiff, 1930 The human-powered vehicle movement came in the 1970s as bicycles
sales were booming and concerns about energy use reached crisis propor-
tions.
data
As showed bicycles to be the world's most energy-efficient
way of moving a body, various scientific studies were applied to cycling,
such as coast-down and wind tunnel tests that measure the mechanical and
wind resistance of bicycles, known as the coefficient of drag or Cd. Using
materials and methods of construction from the auto, aircraft, and aero-
space industry,
a group of engineers, professors, and "future-bike" enthu-
siasts California
from and Europe began to revolutionize the human-pow-
ered vehicle.'
In 1974, Dr. Paul Schondorf of Cologne infroduced a pair of all-weath-
er recumbenttricycles called the Easy Muscar and the Muscabrio, which
set the pattern for practical design. In Southern California, the first race
was organized with fourteen entrants, who eventually founded the
International Human-Powered Vehicle Association (IHPVA) in 1975. The
rules were mostly open: recumbents, fairings, and hand-drives were
allowed, but there could be no energy storage or generating device other
than the human body. Top speed was the primary goal and the record
went from 45 to 65 miles per hour in about ten years.
When three vehicles with seven riders (two tandems and a triplet)
exceeded the 55 mph U.S. speed limit they were given honorary summons
by the California Highway Patrol. These streamliners were built for multi-
ple riders,
such as the White Lightning, a 75-pound tandem recumbent tri-
cycle by
built
Northrop University students, and the series of Vector
cycles, developed by Al Voigt and engineers from General Dynamics and
Versafron Corporation. Many experts believe these vehicles found the
peak of human-powered possibilities.
The first Vector was a streamlined prone position triplet quadricycle
Easy Muscar, 1974, with arm and foot drive. It was 22 feet long, weighed 100 pounds (600
by Paul Schondorf. pounds with riders) and had a drag coefficient of 0.14. Unlike bicycles,
which can accelerate and peak out in about 200 meters some HPVs take
up to 1,000 meters to reach top speed. They were suitable mainly for the

42 BIKE CULT
 VELO DEVELOPMENT

race track or open highway, since energy storage was not allowed by the
IHPVA. By 1979, the next generation of Vectors were shorter supine tri-
cycles, single
either or in tandem with the riders back-to-back.
The single prone two-wheeler has the smallest frontal area and wind
drag for an HPV, with an estimated 0.06 Cd. These were popular at first,
with designs by Allan Abbott, Paul Van Valkenberg, and Gardner Martin,
whose bicycle "Jaws" was the first to break the 50 mph barrier. With
shark's teeth painted on the fairing, its uncomfortable, unstable design
"ate" riders who crashed head first at full speed.
The supine recumbent position is recognized as the most comfortable
and practical design, and numerous speed and endurance records prove its Easy Racer Tour Easy, 1985.
efficiency. These come in various formats, as bikes, trikes, and quadricy- by Gardner Martin.
cles, as tandems and triplets, with short and long wheelbases (SWB and
LWB), with semi-recumbent and low-rider positions, and with front and
rear wheel drives (FWD and RWD). Many practical recumbents evolved
from HPV racing, such as the Easy Racer Tour Easy (1984) by Gardner
Martin of Freedom, California, the Lightning P-38 and F-40 by Tim
Brummer of Lompoc, California, and the Kingcycle Bean by Miles and
John Kingsbury of Buckinghamshire, England. The Windcheetah Speedy
by Mike Burrows of Norfolk, England is considered by many to be the
most stable and ergonomically correct HPV tricycle. The trike costs about
$5,700, plus $1,500 for the optional fairing.
There are about 1,000 cycle makers throughout the world offering
recumbents and HPVs in 1995, with Germany, Britain, Holland. Kingcycle, 1990,
Denmark, and Switzerland as the hot seats in Europe. North American by Miles and John Kingsbury.
recumbent and HPV makers have been innovative and are having steady
growth, though only about one percent of tourists use recumbents.
Rounding out the global trend, there are HPV enthusiasts in Russia, Windcheetah Speedy. 1994.
Australia, and South Africa. by Mike Burrows.

BIKE CULT 43
HUMAN-POWERED VEHICLES

3 Bicycle Ingenuity

^ "Sf

Exploded safety bicycle, 1900.

I. tire. 2. pneumatic tube. 3, spoke nip- bar grip. 29, handlebar. 29b, handlebar- ing link.
S3, chainwheel (18 teeth). 54,
ple.rim.
4, 5. front hub. 6, rear hub and brake fitting. 30, stem tube. 3 1, headset spindle, bottom bracket axle. 54a. bot-
gear cog (8 teeth). 7, spoke. 8-11, front assembly. 32, headset bearings. 33, head tom bracket.
55. bottom bracket lug.
and rear axle nuts. 12, front mudguard. piece. 34, seatpost 35, seat rail assem- 56, chainwheel crank arm. 57. cotter
13, mudguard stays. 14, rear fender. IS, bly. seat
36, rail nut 37, saddle springs. pin crank assembly. 58. right pedal
fender suys. 16, fork tips. 17, fork 38, leather saddle. 39, seatpin bolt 40, threading. 59. pedal. 59a. pedal bearing
blades. 18, footrest. 19, fork crown. 20, seat tube lug. 4 1, top tube. 42, seat assembly. 60. right pedal axle nut 61.
brake mount 2 1. steering tube. 22, tube. 43, down tube. 44, head tube. left crank arm 62. left pedal. 62a. pedal
plunger brake shoe. 23a, brake spring. 45—45a. 46, lower head lug and headset bearing nut 63. left pedal axle nut 64,
23, lower brake rod. 24, upper brake assembly. 47, seat stays. 48, chain stays. tire valve
rod. 25, brake spring stop, 26, brake 49, rear dropouts. SO, rear axle
lever pivot 27, brake lever. 28. handle- mounts. SI. inch-pitch chain. 52, miss-

44 BIKE CULT
 BICYCLE INGENUITY

The most beautiful things in the world are those from which all
excess weight has been eliminated.
—Henry Ford (1893)

Human-Powered Technology
A continuing theme in the evolution of cycling machines is the ingenious
spirit of humanity. Human-powered vehicles inspire a kind of inventive-
ness called
"bicycle ingenuity," which is a special blend of resourceful-
ness, practicality,
and "can do" optimism. Bicycles embody a human-
scaled, mechanically contrived, self-sufficient way of doing things.
Many parts make the bicycle and many things make cycling machines
special. Basic components of the Machine Age were created in the course
of the bicycle's development, such as ball bearings, tangent spoked
wheels, tubular steel frames, chain drive transmissions, air-filled tires,
and differential axles. There is a continuous flow of ingenious new refine-
ments
bicycle
in components, as many ideas are recycled from earlier
generations, and new becomes old and new again. Most experts see three
epic periods of bicycle ingenuity: the rush towards the Golden Age (1870
to 1900), the Bicycle Revival (1930 to 1950) and the ongoing Bike Boom
(1970 to present).
Bicycle technology has a powerfully human aspect — in shape, use,
form and function. Because cycling is such an efficient means of propul-
sion, bicycle
technology inspires a unity of design, combining body, mind
and machine. According to novelist Jerome K. Jerome in Three Men on
the Bummel (\900), there are two ways to get exercise from a bicycle:
you can overhaul it, or you can ride it. Jobst Brandt, an engineer for
Porsche and Hewlett Packard, once said that he took to the bicycle so he
could "have as much time using the machine as fixing it." Jobst spends
much of his time designing components and teaching cycling. In his book
The Bicycle Wheel, he says: "The bicycle enables us to escape many other
machines; we use it for transportation, sport, recreation, and make it a
way of life."
Bicycle ingenuity inspires the idea of recycling, as used and throw-
away bikes are often repaired in cooperative workshops by people learn-
ing
new
a trade, or who otherwise do not have access to new bikes. The
bicycle is an essential technology for humanity, transporting people and
cargo at minimal cost, offering people the closest thing to flight by their
own power. Many philosophers of technology and society believe the
bicycle is one of the highest forms of technology. At the Tech Museum of
Innovation in San Jose, interactive displays show the six major "new"
Jobst Brandt cornering,
technologies of Silicon Valley, including bicycles, microchips, biotech-
photo by Ted Mock for Avocet
nology, robotics,
space sciences, and materials fabrication."

BIKE CULT 45
HUMAN-POWERED VEHICLES

Materials and Components

There are about 1,275 individual parts that comprise the 25 functioning
g o components on a 22-pound road bicycle.-' About one-fourth of the 92 nat-
ural elements
found on the Periodic Chart are used to make bicycles, and
cycle makers have utilized nearly every natural material and many syn-
thetic substances
for production, including wood, metal, non-ferrous
alloys, platings, plastics, rubbers, hides, fiber, oils, glues, and pigments
used in frames, bearings, seats, wheels, tires, transmissions, tools, and
accessories.
Today, more refined materials such as synthetic polymers, ceramics,
and carbon composites are used in the bicycle. E.I. du Pont de Nemours &
Company, known as DuPont, is probably the best-known marketer of
man-made materials for cycling, with their "12 Key Cycling Products"
including Nylon plastic, Kevlar fiber, Imron enamel, Teflon lubricant.
Lycra fiber, Zytel plastic, Delrin coating, Hytrel elastomer, and Rynite
polyester. In 1990, DuPont was the single largest industrial polluter in the
United States, according to the Environmental Protection Agency, so
there is a trade-off as material advances may negate the bicycle's environ-
mental advantages.
Bicycle components are made in various ways, depending on the mate-
rial. The
highest-quality aluminum parts are usually cold forged- or hot-
forged, while average quality aluminum parts are gravity cast or melt-
forged. CNC machining, in which parts are cut into shape by automation,
is widely used for finishing parts and specialty components.
Cycling machines are compatible with the human dimension and their
components require a particular mix of lightness and durability, rigidity
and flexibility. Parts are designed around the size, strength, and endurance
of variously equipped human bodies. They are usually constructed to
exceed structural tolerances, known as the "factor of safety." Perhaps
more than most machines, bicycles come close to approaching their
breaking point. In most situations, the normal bicycle can serve its intend-
ed use
for many years, while requiring only a handful of replacement
parts. Abnormal bikes include the department store lemons, such as the
"Huffy Puffy," that is an accident waiting to happen, and the "trick" rac-
ing bikes
which have lightness at the expense of durability. For people of
special size, like Jobst Brandt, who is two meters (6'7") tall and weighs
220 pounds, the tolerances of the bicycle must balance the heavy loads
made. In much of the world, cycles are used to carry extra passengers or
cargo, weighing up to a half ton, placing strains on racks, ft^ames, wheels.
Terrain and weather conditions subject bicycles to stress. Notable trou-
ble areas
on roads include cobblestones, potholes and buckled pavement,
high curbs, glass, debris, heavy rain, mud, sand, and salts. When bikes are
Steel-making process,
left outdoors throughout the year, rust and corrosion weaken the steel and
drawn by George Retsek,
rubber parts. One story tells of a bicycle that sur\'ived Hurricane Hugo in
1994 Bridgestone catalog.
1989. In preparations for the storm, Charles Hunter Moss of St. Croix in

46 BIKE CULT
 BICYCLE INGENUITY

the Virgin Islands secured his bike in a closet. When he returned three
days later, the roof was blown off, and most of his house was devastated.
Fortunately, the closet was still standing, his bike was intact, and the front
wheel was spinning. His computer-cyclometer had recorded the storm,
showing a maximum speed of 91 mph and a total trip distance of 2,800
miles.
Bicycle TEsrrNG
There have been many attempts to test the strength of the materials used
in bicycles. In the early years of bicycle development, mechanics com-
binedscientific
the theories of tension, compression, and torsion with trial
and error methods carried out by practical use, as the breaking point of
early components were discovered along the road. To explain the bicy-
cle's relative
strength, a variety of controlled experiments were made,
such as crushing bearings, stretching chains, and the weight of dozens of
men loaded on a saddle. By the 1890s there was a better understanding of
materials and metallurgy, and a cyclograph, or dynamometer, was devel-
opedmeasure
to pedal forces. Bicycle manufacturers employed automatic
cycling machines to test strength and durability. Testing machines used
weights to stress the structure of the frame and the components, with
notched rollers simulating road bumps for the wheels, and twisting rotat-
ing massesto imitate human-powered pedal torque.
Today, a wider variety of materials are used in bicycles and there is
more data on what constitutes materials failure. The factor of safety is
generally based on the "uhimate tensile strength" (UTS) of a material, and
the determining factor in a bicycle's durability is "fatigue." Many factors
cause fatigue in bicycles, including low-cycle high-impact stress (crashing
into a parked car), and high-cycle low-impact stress (riding on cobble-
stones).isThere
also the "stress concenfration factor" where certain parts
are joined, clamped, or threaded together with little relationship to the
material's UTS. Most materials are rated by their density (weight in
Ibs./cubic inch), their stiffness (modulus of elasticity in millions of psi),
and their strength (UTS in psi).
Today's high-tech fatigue-testing machines use electronic diodes
which generate frequencies that simulate the sfresses components are sub-
jected
Mountain
to. bikes have inspired more testing, as rough trail riding
can produce momentary jolts of up to ten G-forces at the handlebars. The
bike testers at Bicycling magazine have several tools, including the
Mobile On-Bike Suspension Tester (nicknamed MONSTER), a set of
Bicycle testing at Panasonic, 1980s.
quartz accelerometers connected to circuit boards and a portable laptop
computer.

BIKE CULT 47
HUMAN-POWERED VEHICLES

Parts Makers
The world's best-known bicycle parts makers are Campagnolo and
Shimano: Campagnolo supplies some of the highest quality road bike
equipment, and Shimano dominates the mass market, especially mountain
bikes. Tullio Campagnolo (1902-1983), maker of the most revered bicy-
cle components for over 50 years, is credited with inventing and perfect-
ing the
quick-release mechanism for wheels, and the parallelogram
derailleur. Bom in the Italian campagna, he started bike racing around
1922 and was known as a good climber who entered such classics as
Milan-San Remo and the Giro della Lombardia. In November 1927, while
leading a race through the Dolomite mountains with freezing temperatures
and falling snow, he punctured on the descent. As he tried to loosen the
frozen wing nuts on his wheel, dozens of riders passed him by. Because of
this experience, he designed a hollow axle quick-release hub which he
made on a drill press in his father's hardware store and metal shop and
sold to his fellow cyclists. Quick-release hubs soon came into wide use on
road racing bikes.
Campagnolo's company, S.P.A. Brevetti Intemazionali Campagnolo,
eventually produced thousands of bicycle parts and tools, and diversified
Tullio Campagnolo, into components for motorcycles, autos, aircraft, and satellites. Bicycle
on the Croce d'Aune, 1927. components come in gmppos, which usually include headsets, hubs,
cranksets, pedals, seat posts, brakes, and derailleurs. Campagnolo's top
lines are called Record, Nuovo Record, Super Record, and C-Record.
Other products include a magnificent wood-case tool set, including span-
ners, wrenches,
and frame facing and cutting tools for English and Italian
threading, a gold-plated bottle opener, and a rather sweet-smelling bicycle
grease. Campagnolo also makes its own production and testing machines.
Widely used by racers and aficionados of the finest, the C-Record
Ergopower group cost over $1,500 in 1994, and the complete tool set cost
$3,500.
In Campagnolo's glory days, people often wondered if the company's
equipment was really worth the price, but almost any experienced cyclist
needed no convincing. The fact that their components worked correctly
was one of the few things in life that could be relied on. The name
Campagnolo took on a mythic nature in cycledom. People spoke of a
bicycle as being "100 percent Campagnolo," or "all Campy," which was
impossible because the firm did not market frames, tires, seats (until
1992), and many other accessories. For one pundit, the thought of a
Campagnolo frame "has an almost incestuous tone." Some Frenchmen
described beautiful women as "loui Campagnolo." The writer Arlene
Plevin named her pet cat "Campy," calling it her "eight-pound compo-
nent." Riders
using inferior products would Cramp-anci-go-slow rather
than Campagnolo. Those brands were described by enthusiasts as "Campy
Campagnolo Record replicas," "virtually identical to Campy at a two-foot distance," or "per-
chainwheel and crank. formsCampy
like at half the price."
By the 1980s. Campagnolo's hold on high quality was becoming

48 BIKE CULT
 BICYCLE INGENUITY

equalled by the world's largest bicycle component maker, the family-run

Shimano Industrial Corporation of Osaka, Japan. Begun by his father
Shozaburo Shimano who made casting reels for flyrod fishing, Keizo
Shimano inspired the Shimano Iron Works to produce freewheels in 1921 ,
its first bicycle component, followed by one-speed hubs in 1945,
derailleurs in 1956, and three-speed hubs in 1957. After their father's
death in 1958, the company passed to the Shimano brothers, Shozo, Keizo,
and Yoshizo, who headed Shimano America. Instead of a lower-priced
underdog, Shimano produced the Dura-Ace group which cost slightly less
and functioned similarly to Campy. Breaking into the upper end of the
American market, which was a bit less tradition-bound, was easier than
making European cyclists change.
With the rise of mountain bikes, Shimano' s Deore and XTR groups set
the pace, followed by SunTour's XC-Pro. Campagnolo, run by Tullio's
son Valentino, responded later with the Euclid, Centaur, and Record OR
groups. As Campagnolo's reputation declined along with sales of road
bikes, Valentino personally reinvested in his company with new manufac- Yoshizo Shimano.

turingservice
and innovations, and by 1994 Campagnolo had reclaimed its
top spot on the podium, albeit in the smaller road bike market. Meanwhile,
Shimano had gobbled up an estimated 70 to 80 percent of the world's
high-quality component market in 1993, with sales of 168.5 billion yen
($1,492 billion), and pretax earnings of 23.57 billion yen ($209.4 million).

BIKE CULT 49
HUMAN-POWERED VEHICLES

Frames

The frame is "the skeleton, the heart, and the soul of the bicycle," and
bikes are usually named by the frame makers, who often give it a model
name and number, whether they are an individual builder or a corporate
brand name. Bicycle frames come in a variety of shapes, materials, and
methods of construction reflecting each bike's use, cost, and level of tech-
nology.
the early
In nineteenth century, the frames of swift- walkers and
velocipedes were usually built as a single beam of carved wood or forged
iron, with forks front and rear to support the wheels. In the 1870s, a major
advancement in frames came with the development of hollow steel tubing.
High-wheel bicycles had a simple structure: a single backbone tube joined
at its top and tail with forks for the wheels. Multi-wheel cycles improved
with hollow tubing, which reduced weight.
Safety bicycles required more structural complexity, as pedals were
placed between the wheels. Straight-gauge hollow steel tubes were weld-
ed together
in various patterns using lugs, pin-joints, tension wires, and
tie-rods. Eventually the steel diamond frame, typified by the Humber
safety bicycle of 1888, became the most common design. Recumbent
bicycles, with their long and short wheelbases, required different steering
angles and seating positions. Yet many more ingenious designs and mate-

TOP OF HEAD TUBE TOF OF SEAT LUO

A. ,.EN KEY BOLT TUBE

BOTTOM OF HEAD TUBE

I BRAKE BOLT HOLE

Frameset Geometry and Principle Design Elements by Richard Talbot,

from Designing and BuildingYourOwn Frameset.

50 BIKE CULT
 BICYCLE INGENUITY

rials appeared in the frames of cycling machines in subsequent years.

Butted Steel Tubing
In 1887, after several attempts to strengthen seamless tubing joints with
smaller gauge reinforced linings, Alfred Milward Reynolds of
Birmingham, England, invented the process known as tube butting. He
formed the Patented Butted Tube Company, which made tubing exclusive-
ly for
bicycles. During the 1890s, when manufacturing bicycles was the
fastest growing industry in the world, nearly all tubing used in the world's
quality bicycles came from Britain. Tubing developed in the U.S. in 1896,
after annual bicycle sales passed a million. With the advent of automo-
biles, flying
machines, and the first World War, the demand for high-qual- TUBIRINFORZATI GARANTITI
ity steel
tubing was huge. ©
In 1919, Angelo Luigi Colombo of Italy began making and selling steel ACCIAIO
I X "^ ^""^ ) SfICIAll
tubing for a variety of products, including bicycles, motorcycles, ski poles,
aircraft, and furniture. He supplied tubing for Marcel Breuer, designer of
the tubular chair, who got his ideas from riding bicycles at the Bauhaus.
COLUMBUS
By 1930, he began making butted tubing with the Columbus trademark.
At the same time, the Patent Butted Tube Company renamed itself the
Reynolds Tube Company, Ltd. Their best cycle tubing was named "HM"
(some called it "Her Majesty") because the steel had a high manganese
and low molybdenum content. Columbus and Reynolds are the best-
known makers of quality double-butted tubing used on European touring
and racing bicycles. For Columbus this was a chrome-molybdenum steel
tubing with a large oval shaped fork blade. Reynolds became known for
its 531 tubing, which ("five-three-one") refers to the ratio of its man-
ganesemolybdenum
and steel alloy. Reynolds celebrated 531 's Golden
(50th) anniversary in 1985 with a commemorative decal, having by then
made an estimated twenty million framesets. Here is a description of the
butted tube making process as supplied by TI (Tube Investments)
Reynolds:

For lightweight machines, whether for touring or racing, a "cold drawn

seamless" tube is required — one which starts life as a solid ingot which
is pierced hot, either in a hydraulic press, or by running it between
inclined rollers which force it over a pointed mandrel, thus "pushing
the hole through the bar." Further hot-rolling results in a "hollow" or
"bloom," already looking like a tube, which goes to the seamless tube
manufacturer to be cold drawn down to the diameter and gauge
required.
At every stage, each bloom is annealed (i.e., softened by heating),
and pickled in acid to remove scale. Then one end is reduced to a
smaller diameter, known as the "tag," to enable it to pass through the
drawing die. After lubricating with a special compound of oil, soft
soap, and other ingredients, it is ready for drawing. Drawbenches come
in a variety of sizes, some being mighty monsters over a hundred feet
long, with the die-plate nearly halfway along. How tubes are butted,
The bloom is slipped over a shaped plug on a long mandrel bar, from Bridgestone catalog, 1994.
fixed to the end of the drawbench, the tag is pushed through the die and

BIKE CULT SI
HUMAN-POWERED VEHICLES

gripped relentlessly by serrated steel jaws, known in the tube trade as

"dogs." These are mounted on a "wagon," running on a track contain-
inglarge
a continuous multiple-roller chain, to which the wagon is
automatically locked when the dogs have gripped the tag, thus drawing
the tube through the die, and over the plug on the end of its mandrel.
As this has moved to a position within the die, the metal is in effect
squeezed between the die and the plug, thus reducing both diameter
and thickness, and at the same time increasing the length. Several such
"passes" [known as "Pilgrim's Progress" — two movements forward,
one movement back], interspersed with annealing and pickling opera-
tions,
necessary
are before the tube is the right diameter and gauge,
accurate to within three-thousands of an inch, for the manufacturer of
the frame tubes, forks, and stays for your new bicycle."

Other tubing makers include Ateliers de la Rive (Rubis, Durifort, Vitus,

and Super-Vitus), and Gautier Trousell (AHR) from France; Falk from
Italy; Tange (Mangaloy 2001 ), Ishiwata (Alpha), and Day and Day from
Japan; Mansmann from Germany; and Ritchey (Logic), Easton (ProGram,
TaperWall), and True Temper (RC, AVR, ) from the U.S.
Fork crown and bottom bracket shell.
Frame Building
In the art of frame building there are two basic methods of assembling
steel tubes: welding or brazing with or without lugs. The sources of heat
include an open hearth, a molten bath, an oxygen-gas torch, an electric arc
welder, or an inert gas welder. Temperatures range from 850°F to
2,600°F, depending on the methods and materials used. The frame lug is a
cast or pressed metal sleeve which joins tubes and provides a bonding
area for the melted silver, brass, or bronze alloy brazing material which
comes in rod, ring, powder or paste form. Tubes are cut or mitered to fit
each other and set into position with the desired angles on a frame jig. The
lug area is heated, usually to about 1,300°F, and the brazing material
flows or "sucks" into the lug joint (called Auction). In both brazing and
welding, the temperature and rate of cooling are critical, since re-heated
tubes lose strength. After cooling, lugs can be cleaned, filed, and tapered.
Some lugs are pre-cut with artistic shapes bearing the maker's trademark
such as stars, spades, clubs, hearts, diamonds, dowers, Jleurs de lis, and
other fancy filigree.
Frames without lugs are found at the top and the bottom of the market
in cost and quality. Tubes are welded or fillet brazed (pronounced "fill-
it"), with the brazing alloy melted around the joined tubes. Sometimes
internal liners are used. Achieving a strong and clean lugless fillet braze
with little or no filing is considered the peak of the framebuilder's art.
Steel alloys continue to be the choice for both mass-production and cus-
tom frame
building. Tube makers have developed tubes with ridges,
grooves, splines, and in oval, square, diamond, and cube-shaped cross-
Tom Ritchey, master framebullder. sections.

S2 BIKE CULT
 BICYCLE INGENUITY

Beyond Steel
Just as there was a growth of bicycle ingenuity in the 1880s and 1890s,
when safety bicycles found their optimal form, a similar growth of ingenu-
ity has
been taking place today, with new frame materials and bike designs
derived primarily from motorcycle, automobile, aircraft and aerospace
technology. Materials such as aluminum, titanium, and carbon composites
are appearing increasingly in high-quality and mass-market frames. The
whole family of cycling machines, including aero-bikes, mountain bikes,
portable bikes, and recumbents are incorporating these "post-modem"
materials for frames, suspension systems, fairings, and folding features.
Aluminum frames first appeared on the market in the 1890s with the
Beeston Humber and Cycles Aluminum models with aluminum tubes and
steel lugs, and the Lu-Mi-Num bicycle with a one-piece cast frame. The
use of aluminum tubing continued through the 1930s, but because brazing
was impractical, lugs were used with internal plugs, threadings, clamping
pins, and bonding glues. Some tubes were octagonal-shaped, as on the
French Caminargent, and others followed the curving lines of the classic
streamliner bicycle, like the American Silver King.
Since the 1970s, millions of aluminum alloy frames have been pro-
duced. Some
makers use over-size tubes welded and heat-treated, such as
G.RUPAUETliii|f36.AKnued
Klein and Cannondale frames from the U.S. Other makers use standard-
sized tubes, threaded and bonded to lugs, as on the Italian Alan or French
Vitus frames. Some call this process "screwed and glued." Aluminum is
comparably priced, non-corrosive, and lightweight, but in bicycle frames it
is not easy to repair and it is said to lack the flexible feeling of a steel
frame.
Titanium is another non-ferrous metal used in the highest quality bicy-
cle frames.
It combines high strength and cost, light weight, resilience, and
anti-corrosion, but it is a relatively rare material and requires an oxygen-
free welding environment such as tungsten inert gas (TIG) welding.
Frames of pure titanium first appeared around 1956 with the Speedwell
bicycle. The Teledyne Titan was developed in 1974 by Barry Harvey with
the Teledyne-Linair aerospace company. Eventually, titanium alloys such
as 3/2.5 (three percent aluminum and 2.5 percent vanadium) became the
most common tube material used in bike frames. By 1994, dozens of tita-
nium frames
were available, with the some of finest made in the U.S. by
Merlin from Massachusetts, and Lightspeed from Tennessee.
Composite materials have the most promise for the future of cycling
machines, since they offer "unlimited design applications" and can be
molded into various shapes depending on the structure and components of
the bike. Carbon fiber composites can be made light, strong, shock
absorbent, aerodynamic, and functional. The technologies of their design
and manufacture are growing and still relatively expensive for cycle
frames. The price of composite materials is falling ($500 per pound in
1970, $100 in 1975, $15 in 1990). Most quality bike makers have marketed

BIKE CULT 53
HUMAN-POWERED VEHICLES

composites, including Giant (Cadex), Schwinn (Cycle Composites), Miyata,

Peugeot, Look, Trek, Specialized, Cinetica, Kestrel, Vitus, and TVT.
Carbon fiber composites are assembled by combining layers of syn-
thetic petroleum-based
graphite, carbon, or boron fibers with a matrix
material, epoxy resin, which is chemically cured and hardened. Carbon
fibers used for frames are made in long continuous uni-directional layers.
DuPont's Kevlar aramid fiber (1976) is a kind of polyphenylene tereph-
thalamide. More kinds of fibers are becoming available, such as Spectra
by Allied Fibers, as advanced military materials trickle onto Main Street.
Fiber structure can be modeled with computer-aided-design (CAD) and
computer-aided-manufacturing (CAM), allowing the proper choice of
fiber density and strand direction before construction. High modulus
fibers have nearly double the stiffness per weight as steel. Thermoplastic
composites combine the fiber and matrix in a way that allows a stronger,
more versatile material. Some composite frames are built with standard
size tubes and bonded into steel or aluminum lug joints, such as the
Exxon Graftek aluminum-graphite frame (1978). Others, like the Kestrel
500 EMS, have a one-piece monocoque or unibody frame, offering
CAD (computer-aided design) drawing improved aerodynamics. This brings a new way of looking at bicycle
of Cinetica composite frame. design, by incorporating modular components and accessories into the
monocoque frame unit.
Many kinds of non-metal materials have been used in cycle frames.
Bicycle makers used woods, such as ash, hickory, oak, bamboo, and
mixed laminates, continuously through the 1930s. During World War II,
steel tubing was in great demand for the military, so the use of wood
became a patriotic duty until higher production costs and the need for
more wood in the war brought back steel frames in rationed quantities.
These days, wood appears on bikes mainly as a luxury or a novelty. One
of the finest wooden bikes is the "Campagnolo equipped" 12-speed racing
bicycle made entirely of wood by Jean-Claude Palazzo of Cavaillon,
France. It took about 600 hours of work to make the replica, which
includes wooden spokes, brake cables, and chain links.
Various molded plastics and polymers, such as glass-reinforced nylon,
have been used for portable folding bikes and children's models, and
home-made frames sometimes have polyvinyl chloride (PVC) tubing.
Yoshifumi Kato of the Japan Bicycle Technical Center recently built a
prototype composite frame using washi handmade paper and epoxy resin.
Advances in metallurgy have produced blends called metal matrix com-
posite,metallic
with materials stiffened and strengthened by fibers or non-
metal particles, such as aluminum and aluminum oxide. Boralyn, a bullet-
proof ceramic
composite made for the U.S. military and Univega moun-
tain bikes,
consists of boron carbon, aluminum, nickel and titanium. In
advertising this declassified top-secret material, the company claimed:
"We can tell you how we made it, but then we'd have to kill you."

54 BIKE CULT
 BICYCLE INGENUITY

Suspension
Suspension systems have been built on all kinds of bikes and cycles since
the 1860s. They are designed to absorb ground shocks by suspending
either the bike or the rider, as part of the forks, frame, wheels, and cargo
platforms, or in the load-carrying components that support the rider, such
as seats, seat posts, and handlebar stems. Suspension provides the practi-
cal benefits
of better traction, less fatigue, and more comfort, especially
on rough terrain. Yet many suspension systems have drawbacks, such as
less torque, more bounce, and extra weight. Suspension has been a popu-
lar feature
on luxury bikes and a new craze on mountain bikes, with on-
going improvements in fork and frame suspension systems that allow-
faster and smoother riding, especially for downhill racing.
One measure of a suspension is the distance it can travel before it
stops, or "bottoms out." Pre-load is the amount of spring tension in an Whippet bicycle with spring frame.
unloaded bike, usually set according to the rider's weight. On rigid bikes
without suspension (or suspension bikes "locked out" in fixed positions)
cyclists generally use their arms and legs as a "live suspension" with sev-
eral inches
of travel, especially when standing on the pedals. Mechanical
suspension systems, which average three inches of maximum travel, help
reduce body fatigue on long rides by absorbing small bumps, dissipating
the shock of deep ruts, and keeping the tires more firmly planted on the
ground. On pavement, suspension tends to make a bike safer to handle,
but slower to accelerate and often bouncier pedaling uphill.
Various suspension systems developed as offspring of the diamond-
frame safety bikes of the 1880s, when tires were hard and roads mostly
unpaved. Coil and lever springs were the most common means of absorb-
ing bumps in the road. Other inventions include double-blade rocker-arm
forks, hydraulic seat tubes, swing-mounted rear triangles cushioned by
coil springs or rubber dampers, and spring-load wheel fittings. Bicycle
makers adopted some designs from motorcycles around 1910, later apply-
ing them
to the classic balloon-tire bicycles of the 1930s. Shock absorbers
became a deluxe accessory on front forks, with spring-loaded, rubber
damped rocker arms, or coiled steel damped by air/oil chambers.
The 1960s brought advances with Alex Moulton's small-wheel bicy-
cles, which
used a front shock and a damping rubber on the rear chain-
stay, offering mushy acceleration but a smooth, stable-tracking ride.
Various bronco-style bicycles, such as the Schwinn Apple Krate, used
spring-loaded rubber-damped shocks on the front forks and on "sissy
bars" holding up banana seats. The Swing Bike had a spring-loaded paral-
lelogram forframe
two-track curbside riding. BMX bikes have appeared
with rear triangle suspension systems, such as the Gobby Moto-Cross bike
with rocker-arm stays that swing on a steel spring mounted behind the
seat tube.
Bicycle ingenuity is in full swing as mountain bikes have inspired con-
siderable progress
in suspension systems, making them popular high-end Peerless spring fork.
products for the bike industry. The pioneers began by recycling some of

BIKE CULT 55
HUMAN-POWERED VEHICLES

the old features from balloon-tire cruisers, such as the Knee-Action spring
fork of the 1949 Schwinn Autocycle. Suspension hit the mass market in
late 1980s, as more and more designers of motorcycle suspension entered
the mountain bike realm. Front fork shock systems include steel coils,
air/oil chambers, plastic elastomer cartridges, and elastomer/oil tubes.
These are usually located in the forks, between the stanchion tubes fixed
to the crown and the sliding tubes fixed to the wheel. Makers of fork
shocks include Rock Shox, Manitou, Marzocchi, RST, and ATP. On the
Cannondale Headshok, the elastomer spring is above the fork crown part
of the steering tube.
Rear suspension systems are more complex because they are part of
the frame and the transmission system. To separate shock absorption from
pedaling action — so the suspension helps, not hinders the cyclist — is con-
sidered
HolytheGrail of a full suspension bike. Rear suspension comes in
various formats, characterized by the positions of the pivot points relative
to the chain line. In high pivot systems, the pedal force extends the sus-
pension components,
and the chain force swings the chainstay downward
for better traction. This usually shortens the chain line, producing a
power-absorbing, rhythmic fore-aft motion known as pedal surge or
"biopacing" (after Shimano's Biopace oval chainwheels). On low pivot
systems, the pedal force compresses the suspension, with forward pivots
more in line with the chain to remedy pedal surge, or with pivots placed
near the bottom bracket providing limited travel. Multiple pivot systems
combine several linkages instead of a single swingarm in various configu-
rations. Unified
rear triangle systems are considered the best format, with
the chain line in a rigid frame that pivots at a carefully-measured point in
the middle of the frame.

Rear suspension formats (top to bot-

tom):pivot;
high low pivot behind bot-
tom bracket
lov/ pivot along chain
line; central pivot v^ith unified rear
triangle.

Trek dual suspension mountain bike.

S6 BIKE CULT
 BICYCLE INGENUITY

Bearings
Ball bearings — the atoms of the machine age — were first developed for
the bicycle. Ball bearings reduce the coefficient of friction to such an
extent that with the bicycle they brought about what philosopher Ivan
Illich called a "fourth revolution in transport," the first three being the
wheel, the horseshoe and stirrup, and the ocean-going vessel. Before ball
bearings appeared, plain sleeve bearings made of wood, leather, iron,
brass or steel were common with swift-walkers and velocipedes. The first
roller and ball bearings, called anti-friction roller bearings, were patented
by E.A. Cowper. The majority of patents for fixed and adjustable bearings
were applied to bicycles during the 1870s and 1880s. As wheels, pedals,
crank axles, and headsets were developed, the cup and cone ball bearing
design was likewise refined.
By the 1890s, the first mass-production of ball bearings was begun by
Friedrich Fischer of Germany, whose father Philip built an early veloci-
pede.
laterA innovation was the bearing ring which holds the balls in
their separate positions and prevents their loss when repacking. Other
designs include cartridge bearings with fixed settings (1890s), made for
easy removal; sealed bearings with nylon bushings (1940s), to keep them
weatherproof; hardened plastic balls (1970s), for planned obsolescence;
C a B
and needle bearings ( 1990s), for greater loads.
When a set of wheel bearings are properly adjusted so that the load is
in equilibrium between tight and loose, their rolling resistance is small
compared to other factors in cycling, such as friction in the chain trans-
mission,resistance
rolling of tires, wind resistance, the gradients of ter-
rain, the
andcyclist's fitness. One ingenious trick to reduce hub finction,
known as "track slack," involves removing one ball bearing from the hub
and replacing the grease with a lightweight oil. It is suitable only for short
cycling events because the bearings quickly wear out.
Lubricants
In the early days, bicycle lubricants were derived firom natural products.
In the 1860s, Sawyer's Velocipede Manufactory recommended using "the
best Salad Oil for the bearings," and in 1880 one of the "Golden Rules for
Bicycle Riders" was "Never use any oil but the best sperm." After the
whales were driven to near-extinction, petroleum became the most com-
mon ingredientin bicycle lubricants, with additives such as graphite, lithi-
um, aluminum, silicon, and citrus oils. Du Font's 100% Teflon bike lubri-
cant reduces
friction, displaces oil, bonds to metal components, and won't Bearings (top to bottom): loose balls;
decompose. At $12.95 for eighteen grams, or $300 per pound, it is one of pressure points; sealed cartridge bear-
the most expensive materials in the bike industry. ing; needle
bearing.

BIKE CULT 57
HUMAN-POWERED VEHICLES

Steering
The balancing act that enables the art of cycling has caused many people
to stop and ponder on the gravity of the phenomenon. This is because
there is such a big difference between theory and practice. More than any
other aspect of cycling, the idea of balancing and steering is related to
complex physics, mathematics, and even metaphysics. "So perfect is the
safety bicycle," reported Scientific American in 1896, "that, if the rider
has sufficient skill not to interfere with its action, it will travel straight
ahead and keep its own balance."
In a way, learning to ride a bike comes fairly easily for people of all
ages since it is one of those things that becomes intuitive. In another way,
understanding how it happens is a scientific mystery, a subject involving
fourth-order, non-linear, partial differenfial equations with variable coeffi-
cientshave
that yet to be completely solved. So it seems that scientific
theory cannot keep up with the "sixth sense" of steering a bicycle. Most
explanations use the metaphor of balancing a broomstick, as shown in the
following examples, over one hundred years apart.

From Popular Science (April 189 1):

There is something uncanny in the noiseless rush of the cyclist, as he

comes into view, passes by, and disappears. The apparent ease and
security of his movement excites our wonder. Most of us have tried to
walk on the top rail of a fence and have a vivid recollection of the toss-
ingarms
of and legs to keep our balance and the assistance we got
from a long stick or a stone held in our hands. But the cyclist gets no
help. We must ask them, how is it possible for one supported on so
narrow a base to keep his seat so securely and, seemingly, so without
effort? Gyration has nothing to do with it; centrifugal force has no
application to it, except when turning comers, or otherwise changing
abruptly the direction of the movement; balancing is a detriment rather
than an assistance; and rapid motion alone accounts for nothing. Some
other explanation is needed.
The stability of the bicycle is due to turning the wheel to the right or
left, whichever way the leaning is, thus keeping the point of support
under the rider, just as a boy keeps upright on his finger a broomstick
standing on the smallest end.

From Mike Burrows' article, "Riding High, Riding Low," Bike Culture
Quarterly (December 1993):

Some things need to be drawn before they can be designed and under-
stood. Others
need to be "made," and the bicycle, I would argue, is the
classic exmple of the latter. This is because it is inconceivable that the
principles involved in the riding of a bicycle could ever be theorized

S8 BIKE CULT
 BICYCLE INGENUITY

first. It is far more likely that the principles of balance as related to the
bicycle, were discovered by someone playing around with things with
wheels on. These principles are by now quite well understood,
although apparently still a problem for computers to analyse. Put sim-
ply,
cyclist
a proceeds in a series of "falls" that are compensated for by
steering the bicycle back under the centre of gravity. This is all done
quite automatically by us clever apes, and, we are told, it is a skill once
learned never forgotten.
The best way to visualize this is to try to balance a stick vertically
on your finger tip: long sticks are easy, short ones are not. This dis-
parity
especially
is noticeable when cycling at low speeds, where the
safety has a definite advantage. At higher speeds the problem of a low
centre of gravity diminishes as the required lateral movement is corre-
spondingly
whereas
faster,the "fall" occurs at the same rate.
When you steer a safety bicycle it is very largely a matter of leaning
or moving your weight: handlebar movement seems almost secondary,
at least when gentle manoeuvring is required. If it were not for the
need to be able to stop occasionally we could ride safety bicycles most
places no hands. Not on a recumbent! Recumbents do not lean-steer in
the usual way, and require much more positive use of the handlebars.

The problem in making suitable equations to define bicycle steering is

that there are too many interrelated parameters and ridable configurations.
In researching the subject of bicycle stability, Jim Papadopoulos, an engi-
neering professor
and bicycle-HPV designer, found 25 equations that
attempted to define the phenomenon. Only in five of these were the math-
ematics considered
to approach accuracy, and none fully described the
subtle interactions of the body and mind, the geometry of bicycles, the
conditions of terrain and weather, and the relativity of gravity.
David E.H. Jones, a British research scientist, went about the problem
backwards. He wanted to understand the physics of riding a bicycle and
why it is so stable, so he decided to build a bicycle that was "completely
devoid of stability." Jones called the project Urb (for Unridable bicycle).
He built four "Urbs," and one was more stable than a standard bicycle.
Urb I was to test the gyroscopic forces generated by the fi-ont steering
wheel, which Jones thought might keep the bike stable in the same way a
spinning top keeps itself upright as long as it revolves fast enough. Jones
mounted an additional front wheel to the forks which would spin freely
just above the ground, but no matter which way the extra wheel was spin-
ning—
backward or forward — the bike still rolled merrily along. Trail: the distance between the front
Urb II explored the possibility that the size of the wheel had some wheel axle and the steering axis where
effect on stability, so Jones mounted a small fimiiture caster wheel on a they intersect the ground.
long straight fork. This test was inconclusive because the caster got red Safety bikes have 50 mm trail; trikes
hot and could not negotiate bumps on the road larger than half an inch. and long recumbents almost zero;
Urb III found the correct hypothesis, that the bicycle's stability stunt bikes about 100 mm.
depends on the relative positions of the steering column and the fi-ont
wheel axle, defined as an amount of trail. He built Urb III with standard

BIKE CULT 59
HUMAN-POWERED VEHICLES

raked front forks reversed, so the wheel axle was behind the imaginary
line projecting down from the steering column. Jones' Urb III was even
more stable than a typical bike, because Jones searched for the bicycle's
stability in its instability, requiring fewer balancing adjustments to main-
tain equilibrium.
In fact, Urb III was similar to stunt bikes used by circus
performers and cycle ball players, and demi-fond bikes used by motor-
paced racers.
Jones finally turned to a computer and in accordance with the comput-
er's instructions,
Urb IV had an extra long curving front fork rake, with
the wheel axle mounted four inches forward of its standard position. The
bicycle toppled over every time he tried to ride it. Jones is aware of the
irony in his work as he said, "It seems a lot of tortuous effort to produce
in the end a machine of absolutely no utility whatsoever, but that sets me
firmly in the mainstream of modem technology." He went on to make a
self-balancing bike that can go forever, given a straight, gently descend-
ing road.
The steering of tricycles and quadricycles have different variables,
depending on which wheels do the turning. In the 1890s, Ackermann
Ackermann's steering principle for developed principles of geometrically correct steering based on the theory
tricycles and quadricycles: that the front wheels of a vehicle must turn along peripheries of two dif-
the axis of front steering wheels ferent-sized
which
circles,
have a common center point that must be in
should intersect the rear axle line with the rear axle. Independendy of Ackermann's patent, the Swedish
at the same point brothers Birger and Fredrik Ljungstrom constructed a similar system in
their 1894 Svea rickshaw.

Unridable bikes by David Jones.

NORMAL Urb IV

60 BIKE CULT
 BICYCLE INGENUITY

Handlebars
Like the curves in the roads, the bends and twists in handlebars take many
turns. The high-wheel craze brought the first wave of ingenuity for han-
dlebars. Straight
bars were replaced by horn-shaped bars that offered
more positions and shock absorption, and came equipped with a lever and
link to the brake. When a high-wheeler hit a rut in the road, the rider tend-
ed flip
to head first over the handlebars, and bars like the Whatton were
designed to keep the rider's feet first when falling. The Lillibridge Safety
Bar had a lever and spring release allowing it to detach fi-om the stem as
the rider's legs fell forward in an accident. GormuUy and Jeffery offered
the Perfect-Fit Grip, which was formed for "the homy hand of every
cyclist."
In early safety bicycles, handlebars of chrome steel began to take on
their typical swept-back shape, curved down for scorchers and racers.
Alternatives included the steam-bent hickory wood bars, the spring-
loaded ratchet Ridgeway Instantaneous Adjustable bars, spiraled Ram's
Horn bars, and the Duplex combining the upright and racing shaped bars
with four handle-grips. The Chapman Automatic- Steering safety let the
hips do the turning, with the seat tube attached to the fi-ont fork. Regular
handlebars were fixed to a "direct stem" which evolved into forward
extensions that were sometimes of adjustable length. Grips were made of
leather, ivory, vulcanite, rubber, natural cork, and molded "Corkaline,"
and end caps came in decorative colors and patterns, with attachments
like bells, turning flags, or "secret" compartments. In 1901, a handlebar
gas generator was developed to fttel an acetylene lamp, with two cham-
berseach
on grip for water and carbide.
Handlebars have come in many shapes through the years, some whose
form followed function, and others with function following fashion. Some
handlebars projected a particular style, and cyclists occasionally posi-
tionedaccording
them to their own individual bent. On standard adult
bikes, the guidons took on a sort of winged human form, inspiring some
men to wear their moustaches shaped like their handlebars, known as the
handlebar moustache. About a hundred years later, moustache handlebars
were a retro feature on bikes by Bridgestone and Ibis. Sport bikes
acquired their hook shaped bars with a variety of subtle bends for sprint-
ing (pista),
road racing (maes), and touring (randonneur). These allowed
the rider to take the bike by the horns, and face any situation.
American youngsters used stylized bike handlebars, often emulating
those on motor vehicles, like the popular longhom-style Motorbike bars
with the additional cross-brace as on motorcycles. Steering Wheel handle-
bars, with
a battery-powered horn, mimicked an automobile, and hi-rise,
chopper-style Butterfly bars, with plastic grips and multi-colored glittered
streamers, were popular in the 1960s. These evolved into BMX bars with
"knee-saver" foam or polystyrene pads, moto-cross brace, and race num-
ber placard.
Most modem bars are made of aluminum. Others use steel tubing.

BIKE CULT 61
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titanium, or composite materials. The current wave of innovation in han-

dlebar design
includes a return to straight bars for mountain bikes, with a
variety of L-bends, adjustable ratchet-joint grips, and curving "outbcard"
designs with aero-bar positions. Recumbent bikes use both chopper-style
bars and under-the-seat bars.
Aero-bars and tri-bars are a major innovation for bikes used in time tri-
als, triathlons,
and touring. They come in various shapes, such as the sim-
ple, curved-upwing shape, with two hand positions, on the grips and near
the stem. These are anatomically designed, such as the Profile Airwing, or
home-made from standard racing bars turned downside-up with half the
hook cut out. Scott-style aero-bars are forward-extending, narrow, u-
shaped bars with padded armrests that come as a single unit or clip-on to
standard bars. These offer cyclists greater leverage and less wind resis-
tance,a riding
and position likened to a praying mantis. Platforms allow
riders to comfortably rest the upper body on forearms, to save energy and
reduce fatigue. Because the hands are in a narrow, forward position there
is less control and stability on rough roads.
Scott's chief designer, Boone Lennon, has extended handlebar design
with the drop-in (1989) and drop-on (1993) bars which provide a second
position below the tops. One hybrid design is the Profile Airstryke which
combines the wing shape with an adjustable forward platform position.
Other innovations include the Girvin Flexstem, a stem suspension system
that softens the bumps with a pivoting stem using elastomer dampers, and
the Modolo Twin 777, a handlebar and stem system with adjustable width
and length.
Handlebars also provide a mounting platform for many components
and accessories, such as brake levers, gear shifters, bells, horns, water
bottles, pannier bags, map clips, and radios. Instrument panels appear on
kids bikes, exercycles, aero-bikes, and others. Cycle computers calculate
speed (maximum and average), distance (trip and total), time, pedal
cadence (rpms), heart rate (beats per minute), and altitude (measured by
air pressure). Yet there is no device to measure a cyclist's attitude.

Speed-Indicator.

62 BIKE CULT
 BICYCLE INGENUITY

Seats

Being the bicycle's counterpart to the body's fundamental contact point,

the bicycle seat is one of those parts that has been the butt of a good
laugh, and the brunt of much suffering. Bicycle seats offer new ways of
sitting as inventors have attempted to make a perfect ergonomic, hygienic,
and anatomic saddle.
The bicycle seat evolved from the horse's saddle to become an active
component of a cyclist's suspension system. The variety of forms include
suspended hammocks, spring-loaded saddles, side-saddles, hygienic and
anatomic shapes, two-piece seats, cushions filled with air, water, or gels,
bucket seats, and chaises. Leather hammock saddles made of cowhide,
pigskin, or sealskin were the most popular, until plastics and foam took
over after World War II. Leather is cut out of tanned butt hides, according
to its grain and thickness, then soaked in warm water and pressed into the
familiar shape. After evaporation and dyeing, the "blank" is brass-riveted
to the cantle or heel bar and stretched across the rail to the nose.
Brooks saddles, such as the B-33, have been considered the epitome of Easy Seat with sheepskin cover.
the leather hammock. With its prominent coils at the nose and braided
wire springs under the rear, the B-33 was a status symbol in many coun-
tries. J.B.
Brooks was a leather goods manufacturer who began making
bicycle saddles in 1866 when his horse died, and a neighbor loaned him a
bike on which he suffered the most uncomfortable ride he'd ever had.

Brooks B-33 saddle, with braided wire

rear springs and large front coil.

Birt Spring Stretcher. 1900.

BIKE CULT 63
HUMAN-POWERED VEHICLES

Other ingenious seats include such classics as the side-saddle on

velocipedes for chaste Victorian women, and the wide-load heavy-duty
mattress-covered spring saddle, which is probably the most comfortable
and least efficient. The Lever Hammock saddle had woven-cords
stretched by a spring-loaded nose. The Safety Poise, a large doughnut-
shaped saddle with a hole in the middle like a toilet seat, claimed to
"bring the pressure where it belongs."
The narrow Stretcher saddle with exposed springs was popular for
"scorchers," who perhaps needed a pinch to be sure they were not in
heaven or hell. For those not inclined to speed, the platform seat, made of
steel or aluminum plate, was mounted on rubber dampers and had a form-
fit shape with ventilation holes. The appearance of pneumatic seats in the
1890s came with problems of heat build-up, and the tendency of the rider
to bounce around without the proper amount of inflation. Pneumatic tires
absorbed some road shocks, so seats could be harder, but there was still
room for perfection. A general rule was formulated whereby "your seat
Christy Anatomical, with sit bones. should be as hard as your tires." In Three Men on the Bummel, Jerome K.
Jerome offers a bit of wisdom: "There may be a better land where bicycle
saddles are made of rainbow, stuffed with cloud; in this world the sim-
plest thing
is to get used to something hard."
Physician-cyclists began to develop anatomically-correct saddles
around 1890, based on the contact points of the cyclist's pelvic region. A
$25 "plaster-cast self-adjusting nature-fitting saddle" was designed for
Lillian Russell and was used by other ladies of the Golden Age. The typi-
cal anatomic
saddle had a pair of "kidney shaped" padded areas on the
seat for both the male and female pelvic structure. Anatomic seats are
popular today, with saddle padding made of molded foam and sacs of vis-
cous such
gel, as the Avocet Touring Gel seat. Various patented chemical
concoctions have appeared for padding, such as Florite and Biosoft.
An offspring of the anatomic shape is the two-piece seat, with contrap-
tions such
as Oyler's Anatomic with toothed hinges down the middle, or
Bray's Moveable Saddle with swiveling pear-shaped halves. Almost a
hundred years later, a sheepskin-covered variation appears with the Easy
Seat and optional Shock Post, a rubber-damped seatpost. Other kinds of
cycling machines such as sociables, tricycle rickshaws, and supine recum-
bent cycles
require seats with backs. Options include upholstered bucket
seats, and chairs with hard foam pads, or stretched canvas, as on director
chairs. In prone-position HPVs, the rider's front hip bones are supported
on small padded benches.
Bicycle seats have a character unlike any other bicycle component.
This personality is found in various parodies, such as the inventor of "the
first unicycle with an edible seat," the Bidet-Saddle with hot and cold run-
ning water
pumped by the saddle springs, and the Ejector Seat inspired by
those used in airplanes.
Playful ingenuity reflects the reality and possibilities of the consumer
market. The Banana seat backed by a "sissy bar" became popular in the
1960s. The Bummer saddle has a suede naugahyde pad slung between an

64 BIKE CULT
 BICYCLE INGENUITY

aluminum frame mounted on roller bearings. The Harpoon saddle was

booby-trapped with a spring-loaded knife to sabotage bicycle thieves. On
Special-purpose saddles (top to bot-
the Psychiatrist's Couch, a side-car pedicab built by George Bliss from
tom): hi-back
saddle for better lever-
100% recycled New York City trash, the shrink cycles as the patient age; mini-saddle
for bunny hops;
reclines on a soft chaise. Bicycle seat covers come from various species Power Post seat shifter; Kinetic seat-
(some endangered), including alligator, leopard, elephant hide, snakeskin, post with suspension.
and kid glove. A Wild West motif appears on a saddle by Mountain Goat,
with genuine cowhide, chrome buttons, and foot-long leather fringe.
Comfy-Buns covers have crushed-velvet with foam, and a Hydro-
Chamber cover has water-filled cushions.
Seat posts also have an ingenious character, as several kinds of
adjustable seatposts developed, for shifting the seat up-and-down, or
back-and-forward. The Hi-Rite spring was developed by Joe Breeze for
mountain bikes, for quickly raising and lowering the seat position. The
Seat Shifter for aero-bikes shifts forward (sprint position) and backward
(hill climb) controlled by a handlebar lever, and the Power Post for moun-
tain bikes
shifts in a 135° arc with four positions, including recline,
power, climb, and stowaway.

BIKE CULT 65
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Wheels

Modem bicycle wheels are fascinating and elegant structures because they
are so lightweight compared to the loads they carry. With a load to weight
ratio of about 400 to one, they are a marvel of engineering, requiring the
construction of a complex structure with hand-crafted sensitivity. There is
a mystique about the art of wheel building, with its secret knowledge
handed down from wheelsmith to apprentice. This mystique has been car-
ried forth
and revived, despite the common use of automated wheel build-
ing machines and the evolution of the art into an accurate science of phys-
ical dynamics with new materials and designs. Bicycle wheels have a
symbolic, hypnotic allure that has intrigued and attracted a wide range of
people, including preachers, artists, and metaphysicians, as well as vari-
ous roadside creatures.
Early cycle wheels developed along the lines of carriage wheels, made
of hardwood and iron with solid fixed spokes. With the introduction of
metal rims and wire spokes around 1869, the "Battle of the Wheel" began
with a variety of inventions. The Phantom suspension wheel had long
steel rods looping around hooks on the rim which suspended the hub in a
double-dish. Starley's lever tension wheel had a radial spoke pattern with
an adjustable lever connected by tangential wires to the rim which trans-
mitted
pedal
the torque. Grout's tension wheel had a radial design with
spokes that were tightened by sockets in the rim. Eventually the modem
wheel, made of a rim, tangent crossed spokes, nipples, and a hub became
the most common form of cycle wheel. Spokes are laced through holes in
the flanges of the hub and stretched between the hub and the rim by tight-
eningthreaded
the nipples set into holes around the rim.
Rims made of hardwoods such as hickory, elm, ash, maple, ebony,
amaranth, makrussa, and lemon-tree were widely used until shortly after
World War II. They were especially favored for track racing with wood-
en-soledonshoes
wooden velodromes. They are made either as one piece,
by steaming and bending the wood into a hoop and connecting it with a
finger joint, or by the stronger method, with several circular laminations
glued under pressure. Compared to modem steel and aluminum alloy
rims, wood tends to be more "alive" and flexible but cannot withstand the
higher spoke tensions common today. Wood rims are a popular collectors
item and as of 1990 there were still a few makers of wood rims.
Bicycle wheels have been laced in several pattems. Radial spokes pro-
jectstraight
in lines from the hub to the rim. They are nice to look at, but
are not usually used as driving wheels because they do not transmit torque
Wooden rim.
efficiently. Tangent or crossed spokes are strongest, by working as a lever
to transmit torque. When crossed spokes are interlaced, they react togeth-
er to
reduce the shocks of loaded spokes. The "star" and "crow's feet"
pattems are decorative combinations of crossed and radial spokes.
Spokes are laced in pattems called cross-one, cross-two, cross-three, or
cross- four, in which each spoke crosses a number of other spokes on its

66 BIKE CULT
 BICYCLE INGENUITY

way from the hub to the rim, with the limit being the overlapping of
spokes on the hub's flange. Because there are two sides to a wheel, they
can be laced in either identical or mirror-image patterns, with the spoke
heads facing in or out. Both sides can also be "dished" in varying degrees.
Wheels are strongest when the rim is centered over the hub, but with the
use of multi-cog freewheels and derailleurs, the driving hub is dished off-
center. Of all possible patterns the best appears to be the tangent wheel
with spokes cross-three, mirror-image, heads facing in.
For most wheels, the greater the spoke tension, the stronger the wheel.
Wheelbuilders tighten spokes with a variety of techniques and tools,
including plucking the spokes and listening to their tone, and using spoke
tensiometers. For $50, the Mako spoke length software (1993) plays a
computer-generated tone indicating the correct pitch for each spoke. Tangential spokes cross I, cross 2,
How Wheels Work cross 3, and cross 4.
There has been considerable discussion as to how the spoked wheel sup-
ports
load.
its The idea that a rigid bicycle wheel can support the weight
of the rider while the spokes are pulling the rim toward the hub is confus-
ing, because
it seems that the spokes falling below the hub should com-
presscollapse
and the wheel. Until recently, the accepted theory held that
the load on the hub's axle was taken up primarily by the tension of the
spokes at the top of the wheel, while the other spokes took up the slack. It
was thought that the wheel's hub "hung from the top spokes." Closer
analysis shows that the load on the hub is supported by standing on the
spokes at the bottom of the wheel, that "the wheel stands on its spokes."
The bicycle wheel supports various loads, described as static and
dynamic loads. Static loads represent the wheel's structure and spoke ten-
sion while
at rest. Dynamic loads include the cyclist's weight, the effects
of the road siuface, and the forces of pedaling and braking while the
wheel is in motion. Dynamic loads are divided into three important loads:
radial (up and down), lateral (side to side), and torsional (twisting), which
cause the corresponding forces of compression (pushing), tension
(pulling), and torsion (twisting).
Radial loads are caused by the rider's weight, the bumps in the road, and
the actions of rim braking. They cause a deflection in the rim by compress-
ingshortening
or the spokes and reducing their tension. Lateral loads are
caused by the rider's side-to-side movements while standing on the pedals
(for example, during hill-climbing), and by rough road conditions which
deflect the wheel sideways as it hits the ground, especially while cornering.
Usually there are fewer lateral loads because the bicycle is ridden by
balancing. Since wheels are relatively narrow, the lateral strength of a
wheel is less than one tenth its radial strength. This makes wheels more
vulnerable to lateral collapse when combined with the other loads, result-
ingthe
in wave-like saddle-shaped "potato chip" collapsed form. Rim types (top to bottom): single wall
Torsional loads are caused by the torque from pedaling or the use of hub clincher rim: double wall clincher rim;
deep section tubular rim.
brakes. Torque is transmitted to the rim, the tire, and the ground by all the
spokes, with some acting as levers by pulling, and others "pushing" by

BIKE CULT 67
HUMAN-POWERED VEHICLES

pulling less. Pedaling tends to produce varying levels of torque with each
stroke, while hub brakes tend to produce more uniform torque. Most of
the pedal torque absorbed in wheels is caused by tire pressure rather than
spoke tension.
Reinventing the Wheel
There have been various attempts to re-invent bicycle wheels. Since they
are already considered one of the strongest man-made structures relative
to their weight, much innovation is oriented towards improving aerody-
namics, construction
techniques, or just for the sake of ingenuity. One
innovation is the use of steel, aluminum, and plastic cast wheels for BMX
bikes and carrier cycles. The Cinelli Bivalent hub (1961 ) was a unique
system designed to offer quicker wheel changes with a wheel that was
Hide's Disc Wheel, 1891.
interchangeable for the front or the rear while the freewheel cluster
remained attached to the frame. Higher weight and production costs,
along with incompatibility with the bike market, caused its demise.
Several kinds of spokeless wheels have appeared. In the late 1970s,
Arthur Lidov of New York developed a Spokeless Wheel with the idea of
making a puncture-proof solid rubber tire with a suspension system. The
result was a hollow wheel made of a crescent-shaped fork assembly with
two fenders with spring-loaded bearings that encircled a rotating rim with
a solid tire tread. The bearings fit into tracks on the inner ring of the
wheel which was made of an acetyl resin (ABS) plastic hoop. A remov-
able spherical
storage compartment was designed to fit inside the hollow
wheel. While most reviewers were reasonably satisfied with the reduced
rolling resistance of the wheel, the inventor expressed doubts that it would
ever be marketed, because it required major changes in the bike industry.
Lidov also envisioned spokeless wheelchairs, and he patented a big wheel
spokeless bicycle, based on monocycle designs, in which the rider could
pedal while sitting inside the wheel. In 1994, a high-performance carbon
composite spokeless wheel was introduced by Wear & Tear, called the
Black Hole.

Cinelli Bivalent hub, designed for

interchangeable front and rear wheels.

68 BIKE CULT
 BICYCLE INGENUITY

In pursuit of wheels that produce less wind drag and turbulence while
spinning, inventors have developed three kinds of aero wheels. Deep-sec-
tion spokedwheels, such as the Campagnolo Shamal, have v-shaped rims
made of aluminum alloys and ceramics, with 16 to 24 adjustable tension
spokes made of aero-shaped steel or composites. Composite wheels
appear as either full lenticular discs or with two, three or four solid aero-
shaped spokes. The "lenses" of the discs are shaped flat (Campagnolo
Ghibli) or curved (Fir Jumbo 2). Since the mid-1980s, disc wheels have
been used in racing events on the road and track, mostly as a rear wheel,
and front wheel discs are also used, but these can be dangerously unstable
in severe crosswinds. With colorful logos and stripes, disc wheels in
motion create fascinating visual effects, such as the mysterious colors of
Benham's Disk. The Tension Disc by Sugino (1989), used mainly for
mountain biking, combines a composite disc with a web of spokes fas-
tened
the torim by sixteen adjustable tension bolts.
The three-blade disc wheel developed by Specialized and Du Pont uses
carbon, Kevlar, and glass fibers molded over a foam core with an alu-
minum Therim.
designers claim to have spent $1 million on research and
development, using NASA airfoil data, a Cray supercomputer, and a wind
tunnel. In 1990, the Specialized wheels cost S750 each. By 1994 they
became lighter and cost under $400. These wheels refute the old saying
that "An ounce of weight in the wheel is like a pound in the frame," since
they usually weigh more than spoked alloy wheels. While this makes
acceleration slower, their makers are quick to point out that aerodynamic
benefits take effect at about 17 mph. Over a distance of 100 miles (four to
five hours), they can be ten to fifteen minutes faster. "
Traditional spokes have some fascinating uses. Kids imitate the noise
of motorcycles by attaching playing cards or inflated balloons to the seat
stays of bikes where they rub against the spokes of spinning wheels. To
relieve hunger and thirst on the road, clean spokes can be used to slice
apples, and spare spokes can be used as chop sticks or to lift corks from wine
bottles. T.B. Pawlicki, author of //oM' To Build A Flying Saucer {19%\),
describes how centrifiigal force generated by the spokes of a bicycle
wheel can be used to construct a prototype UFO.

Test Wheel

Aero-wheels (top to bottom): Hed

deep-section; Fir tri-spoke; Spinergy
eight-spoke; Campagnolo disc.

Test rig for aerodynamic wheels.

p\ar>®

BIKE CULT 69
HUMAN-POWERED VEHICLES

Tires

The ability to hold air under pressure inside a tire, known as the pneu-
matic principle,
was a breakthrough for speed and comfort that most
everyone has experienced. Before pneumatics burst onto the roads in the
1890s, the first tires for swift-walkers were made of iron rims or padded
leather. India rubber became available around 1860 and was used on
velocipede wheels as a solid strip around the wood or metal rim. Para rub-
ber (named for Paraguay), with its red color, became popular on high-
wheelers and early safeties. Tires were nailed, cemented, glued, crimped
or melted with spirit lamps to the rims. Then came the hollow cushion
tire, a briefly popular advancement appearing before the arrival of pneu-
matic when
tires, there were already about two million bicycles and only a
few automobiles in existence.
Pneumatic Tires
John Boyd Dunlop (1840-1921) bom in Dreghom, Ayrshire, Scotland,
was working as a veterinary surgeon in Belfast in 1887, when he began
experimenting with the solid tires on his nine year-old son's tricycle. To
soften the ride, Dunlop substituted a water-filled hosepipe for the rubber
Dunlop detachable tire. stripping and progressed to making canvas-wrapped inflated India rubber
tubes covered with a rubber solution which attached to the wheel rims. On
his legendary secret night trials, Dunlop found his invention to be "mush"
better. After adding rubber tread, canvas reinforcements, and a one-way
valve that could only inflate the tire, he patented his invention in 1888.
Dunlop set up business in Dublin with £25,000 invested by the du Cros
family and began selling tires at the costly price of £5 per pair. All fittings
and repairs were done at the factory, partly because of the elaborate
mounting process and partly to keep an eye on the product. As it hap-
pened,
system
this helped create a monopoly. After a bit of mockery when
they were called "sausage," "pudding," "windbag," or "bladder" tires,
their advantage was proved by racers and eventually for gentler riders,
becoming known as "solution" tires. The business expanded to Coventry,
the center of England's cycle trade, where tires were fitted for manufac-
turers.
1892,
By solid and hollow cushion tires were mostly obsolete, and
John Dunlop eventually became a millionaire and a household name.
A number of patent disputes were fought over the right to make
bicycle tires. In 1890, Dunlop was notified that his patent was invalid
because in 1845 a civil engineer fi"om Scotland, R.W. Thompson, had
patented a leather-covered pneumatic tube for horse-drawn carriage
wheels. Dunlop won the suit, arguing that his was only one application of
the pneumatic principle and that anyone could make another. In America
Adjustable wire-on tires. in the 1890s, Albert Pope, B.F. Goodrich, the Boston Woven Hose and
Rubber Company, the Hartford Rubber Works, and the Hadgman
Company merged interests to license their single-tube tires and monopo-
lize market.
the One advertisement for their products in Harper's Weekly
stated: "No honest cyclist will ride infringing tires." Hiram Hutchinson,

70 BIKE CULT
 BICYCLE INGENUITY

an American who came to France with a rubber vulcanization process,

began making galoshes at his factory in Langlee and entered the bicycle
market in the 1880s. The successor company of Charles Goodyear, who
had invented a vulcanization process in 1839, entered the bicycle market
around 1890. Eventually Goodyear Tire and Rubber quit making bicycle
tires and tubes in the U.S. in 1976, when 85 percent of bicycle tires and
tubes sold in America were imported.
The pneumatic tire was refined with the detachable wire and bead
clincher tire patented by the Michelin Brothers, Andre and Edouard, of
Clermont-Ferrand, France, in 1892. The detachable, clincher or clip-on
tire is the most common type, having an inner tube covered by the tire
Rush Detachable tire.
casing which has beaded edges to wedge into the lip on a rim when the
tube is inflated. Before clinchers became standardized, there were various
other methods of mounting and detaching tires. These included the "Tire
of the Future," one of many boh-on style tires which did not need glue;
the Blue Grass clip-on with riveted eyelets in the tire that fit to screws in
the rim; the wrap-around Rush detachable with slotted eyelets; and the
external beaded tire which seated itself on the outer lip of the rim.
Early inner tubes were straight and could fit a variety of wheel and tire
sizes. In a smaller wheel, there was a slight bulge where the inflated part
overlapped the extra length; and in large wheels, there was a soft spot if
the end of the tubes did not meet. Eventually, these were superseded by
various sized "endless" hoop-shaped tubes. Tire casings have been made
of rubberized hemp, cotton, silk, nylon, metal mesh, and Kevlar fibers. Diamond straight tube.
The Palmer tire was the first to use cross-woven cords. Tire makers have
Dunlop advertisment, I902.
used distinctively colored rubber with white, pink, red, blue, green,
yellow, and some marbleized pigments.

t 4;fc

BIKE CULT 71
HUMAN-POWERED VEHICLES

Tubular tires are constructed as a single unit, with the casing sewn
around the inner tube, which is cemented to the wheel rim. They are pop-
ularracing
for because they are lighter than clinchers, they can be inflated
to higher pressure, and have less rolling resistance. Tubeless pneumatic
tires, with rubber seals in the rim and beading in the casing, were tried on
bicycles and became standard for automobiles by the 1940s. Semi-pneu-
maticinclude
tires those sealed with low pressure and other blends of
hollow and foam rubber construction.
Air valves for bicycle tires come in two or three basic formats. The
Schraeder valve is the easiest to use since it conforms with auto tire
valves. The Presta valve is used for high-pressure tires and has a lock
screw to prevent leakage from road shock. The outdated Dunlop valve
was shaped like the Schraeder and worked more like the Presta. Valve
covers come in various shapes. Some offer prongs for adjusting Schraeder
valve cores, some are adapters for Schraeder pumps on Presta valves, and
others are for decoration, such as rolling dice.
Tire treads appear in a variety of styles for various uses. The ribbed
and herringbone patterns are suitable for most purposes. Knobbies and
studs offer extra traction on soft ground but are slower and often make a
humming sound on smooth pavement. Slicks or bald tires have the least
resistance and are used on smooth roads and in track racing but are more
vulnerable to punctures. Some tire makers used their trademark on the tire
tread to make an impression with their name on soft ground. Fancy tread
patterns have their own social history: for example, during the rise of
National Socialism in Germany, bicycle tires bore the imprint of Nazi
swastikas.
Sherlock Holmes, the detective invented by avid cyclist Sir Arthur
Conan Doyle, used clues from tire tracks to solve a murder in "The
Adventure of the Priory School." The story raised a long-standing discus-
sion,that
one ranks as one of Doyle's biggest controversies, about
whether it is possible to determine a cycle's direction of travel from its
tire tracks. In discussing the evidence on a sodden path. Holmes tells
Watson "I am familiar with forty-two different impressions left by tyres.
This, as you perceive, is a Dunlop, with a patch upon the outer cover....
This track was made by a rider who was going from the direction of the
school.... The more deeply sunk impression is, of course, the hind wheel,
upon which the weight rests. You perceive several places where it has
passed across and obliterated the more shallow mark of the front one."
Holmes could have distinguished 42 different impressions made by
tires, as there were over 50 tire makers in England, France and America,
and tread patterns were a distinguishing feature. Arthur Conan Doyle
knew John Boyd Dunlop, and when this adventure appeared in May 1901,
Dunlop introduced the tread with its name in raised letters. Regarding the
direction of travel, even the most experienced cyclists are skeptical. James
E. Starrs, a cyclist and forensic scientist, outlined the hypotheses in The
Noiseless Tenor (1982) and concluded that in rough turf a cyclist would
likely put a foot down and the shoe would make "an arrow pointing the

72 BIKE CULT
 BICYCLE INGENUITY

direction." Doyle was obliged to explain his thinking in his autobiography

Memories and Adventures ( 1924):

I had so many remonstrances upon this point, varying from pity to

anger, that I took out my bicycle and tried. I had imagined that the
observations of the way in which the track of the hind wheel overlaid
the track of the front one when the machine was not running dead
straight would show the direction. I found that my correspondents were
right and I was wrong, for this would be the same whichever way the
cycle was moving. On the other hand the real solution was much
simpler, for on an undulating moor the wheels make a much deeper
impression uphill and a more shallow one downhill, so Holmes was
justified of his wisdom after all.

The tire's imprint is the main factor in its adhesion to the ground, and tire
pressure has a major effect on the imprint. High-pressure offers a harder,
smaller imprint with less resistance, and low-pressure offers a broader
print with more resistance. Recent tests with mountain bikes showed that
a slick tire has a larger imprint with a better grip on smooth roads than a
knobby tire with the same pressure. The question of proper tire pressure
has inspired some rather curious rules, such as, "Tire pressure should be
half the rider's weight," "Tire pressure should be equal to the rider's
average gear inches," and that a race bike held chest high, should, when Tire tread patterns.
dropped, bounce back into one's hands.

; u a u ;
U U i4 u V ^ ^ '^

AAA
1^ A A

BIKE CULT 73
HUMAN-POWERED VEHICLES

Flat Tires
The most common bicycle problem is probably the flat tire. The invention
of a truly puncture-proof tire is one of those long-sought breakthroughs in
technology that should be worthy of a Nobel Prize or sainthood. As with
physical illnesses, there are different ways to deal with flat tires: by pre-
vention, treatment,
and surgery. Original designs for the elusive puncture-
proof tire began with typical bicycle ingenuity. There were steel-plated
boots to go between the tire and tube, cork balls were used to fill tubes,
metal plugs sealed holes, and tools were designed for injecting solutions
and rubber bands into the tube.
Other notable inventions attempted to create a tire that holds its pres-
surematter
no what may lie in the rider's path, be it wet glass, thorns,
tacks, sharp rocks, or potholes. These remedies include the use of liquid
inner tube coagulants (Never Leak, 1930s), foam injections (Byk-fil),
spring-loaded rims, rubberized sponges (No-Mor Flat), super elastic latex
tubes (Avocet), and tire liners (Mr. Tuffy). Natural sealants include con-
densedmolasses
milk, and maple syrup. Two of the wildest ideas were
the Ball tires made up of 45 walnut-sized individually inflated rubber
balls, and the Skinner Automatic Pump which was located inside the
wheel and connected to the tire valve. This used an eccentric cam on the
hub to produce one pump stroke per wheel turn. The Aerator seatpost
pump of 1990 was a pressurized air canister that fit inside the hollow seat-
post.
Since few of these contraptions have been 100% effective, a cottage
Flat tire remedies (top to bottom): industry of roadside flat fixers emerged, first for cyclists then for
Non-Puncturable, with flexible metal motorists. Racers used to carry spare tires looped in a figure eight around
plates, 1900; rubber band repair kit, their shoulders, and clincher tires were designed to be folded into a small
1904; Glidden Metallic Plug, 1900. coil. Various patch kits containing tire irons, vulcanized patches, glues
and solutions, abrasive materials, a needle and thread, tire boots, and talc
have proven useful. Repairing a tube on the road usually takes less than
ten minutes, and the world record time for fixing a flat is 1 minute 24
seconds, set by Christopher Wilson of the Bike Surgeon bike shop in
Carbondale, Illinois. The art of patching silk and latex tubular tires is an
elaborate crafl similar to surgery. These days, when mountain bikers have
to change a flat tube during a race, they use CO: cartridges to pump the
tires. There is plenty of business in flat tires, as U.S. cyclists annually
spend $200 million fixing punctured tires. It would be a pleasant surprise
if someone invented a trouble-free tire for bikes, with all the necessary
characteristics of a pneumatic, such as its imprint, its distribution of loads,
and its adjustable pressure.

74 BIKE CULT
 BICYCLE INGENUITY

Transmissions

With the popular proverb "a chain is as strong as its weakest link," the
bicycle enters the realm of Confucius. It matches perfectly the evolution
of the bicycle, since the use of a chain drive became an essential link in
the development of modem cycles and a symbol of the machine age and
modem civilization. The proverb suggests multiple links in an endless
series of strong and weak components, a chain of events similar to the
way bicycle transmissions progressed from treadles to pedals and chains
to derailleurs. Although a chain drive has its weaknesses, the altematives
are not much better.
The discovery of the ability to drive a wheeled vehicle mechanically
with human power has led to numerous inventions. The earliest mechani-
cal drives
adapted to swift-walkers were of a linear motion — one invented
by Gompertz ( 1820s) had a supplementary hand-drive sector gear, and
one by Macmillan-Dalzell ( 1840s) used a low-gear treadle-drive with a
shoe cleat. A major development for cycling came with the rotary pedal-
crank fixed to a wheel's axle, as in the Michaux-Lallement velocipede. By
the 1870s, the refinement of the fixed wheel pedal-crank led to the high-
wheel bicycle with a typical wheel diameter and gear size of 56 inches,
which traveled 176 inches in one revolution of the pedals. Because of
varying road conditions, there was a need for gears that didn't rely entire-
ly on
the wheel's size. While chains were still in their prototype stage,
iimovations were applied to the gears of high-wheelers and dwarf ordi-
nary bicycles,
including the Sun and Planet Gear, Perry's Front-Driving
Gear, the Star two-speed with coaster, the geared-up chain drive of the
Kangaroo bicycle, and the epicyclic Crypto gear on the Bantam bike.

BIKE CULT 75
HUMAN-POWERED VEHICLES

Pedals and Cranks

Pedals were fit to cranks with adjustable lengths, and some velocipedes
had a counter-balance weight to keep the shoe slot upright for easy inser-
tion.high-wheelers
On and tricycles, pedals came in many styles. Some
had foot platforms on both sides with rubber treads or toothed rails. To
improve efficiency in the pedal stroke, inventors of the 1880s came up
with stirrup bars, twist-lock pedal cleats, and toe clips. Rat-trap pedals
Perpetual pedal, 1899. became popular at that time because they grip the shoe and make bare-
footsoft
or shoe pedaling rather stimulating, but with extensive use they
can eventually bend or cut the shoe sole in two. For this reason, cycling
shoes have a hard sole to distribute the foot pressure over a broader area.
More designs came in the 1890s, like the Perpetual pedal, which
offered only a bearing rod with minimal support. The Indispensable pedal
had a folding kickstand, and the Aeolus Butterfly was a lightweight rat-
trap. Toe clips with straps and shoes with cleats became common in rac-
ingthis
at time. Few changes appeared with pedals until 1970, when Cino
Cinelli offered a fixed slotted pedal and cleat with a safety release lever
that was used without toe clips mostly by track racers. This was a prelude
to the latest innovation, the clipless pedal, invented by Lilian Christol in
1982 and first m.arketed by the Look Company in 1984.
Clipless pedals (I'd rather call them clip-in pedals) are designed like
ski bindings, with a shoe cleat fitting or snapping into an adjustable
spring-tensioned platform, without toe clips and straps. By the 1990s, the
clipless pedal adopted more flexible, free-floating systems with rotation
movement up to about ten degrees, because the knees are such complex
and fragile joints. Three or four non-compatible formats dominate the
market, including Look, Time, Shimano's SPD, and Speedplay.

Indispenslble pedal with fold-down

stand, 1891.

CALE-PIEDS reteiec/iat
acier tremp^

N- 430«

La pairt i.*0. Let 12 pairet 16.20

Toe clips with cat's head. Cinelli M7I clipless pedal. Shimano SPD clipless pedal.

76 BIKE CULT
 BICYCLE INGENUITY

Chains and Cogs

The idea of the chain and cog dates back to Leonardo Da Vinci (c.l493)
and was first used by Vaucasson (c.l740). Materials and tools were still
relatively crude, and it took many years to construct something applicable
to cycling machines. The first Morgan chains of the 1870s were used with
tricycles and made of steel wire linked with rollers. Around 1880, the pin-
and-stud, or block chain, was already being used with other machinery
and was refined for cycling by Thomas Humber. These have a block and a
link with a long pitch, usually one or two inches, and require a larger rear
sprocket to bend around. Block chains run well when lubricated and
clean, but on a bicycle, where the chainwheel lies in the path of road grit
li
spinning off the front wheel, an oil bath chain case was a practical neces-
sity. Bicycling
World reported that when road grit meshed with a bare
chain, it made an "abnost unbearable grinding, growling and shrieking, as
the protesting chain was forced over the sprocket teeth."
Chains were scaled down in size with the development of the roller
chain, which had half as many rivet pins. These came in various tooth and
link shapes, but stretching was a major problem until Hans Renold added
a bush bearing to the pins, producing the bush-and-roller type common
today. The optimal tooth-and-link form for chainsets was developed by
Renold and eventually standardized. Chainsets were scaled down again in
the early 1900s to half-inch pitch, with a width of 1/8-inch for single-cog
gears, and 3/32-inch for derailleur gears. Smaller chains have appeared, at
first in 1909 with the Chainette, by Renold's Coventry Chain Company,
which had an eight-millimeter pitch, and in 1979 Shimano introduced
another eight-millimeter chainset to which only a few people converted.
The lightweight Berg SpeeD chains made with stranded steel cables and
nylon rollers were used on various human-powered aircraft which
required flexibility because they linked cogs at right angles to each other.
With cassette freewheels holding up to eight cogs, the latest chains, such
as Shimano' s Uniglide, feature more narrow and flexible links. To keep
chains lubricated, mechanics use light oil, teflon, and the classic "hot
wax" method of boiling chains in paraffin.

BIKE CULT 77
HUMAN-POWERED VEHICLES

Gear Changers
Freewheels, chainless drives, and multiple-speed gears developed at more
or less the same time. A freewheel was first made by Witherboume in
1866, but freewheels were not widely used until they became part of a
brake. When the "brake and coaster" was introduced by the Eclipse
Bicycle Company, its president said: "We even had to fight our own
agents. Some of them refused to sell our goods with the device affixed."
People were still fond of the fixed-gear because they had more control
and the rider felt as one with the wheel. The art of pedaling a fixed-gear
has been considered the "true" form of cycling, with the cyclist always
doing some combination of pushing, pulling, following, and resisting.
Various freewheel designs, such as the New Departure and the
New Departure Coaster Brake hub. Doolittle, came with the "Boom of the Coaster-Brake" of 1898. Chainless,
or shaft-drive bicycles became a popular item in the mid- 1890s, with
three varieties: the spur gear, bevel gear, and roller gear. Despite the
advantage of a stylish appearance and sealed gear casings, there were sev-
eral practical
problems with shaft-driven bicycles, including the higher
cost of gear cutting, the misalignment and breaking of gear teeth due to a
lack of flexibility (especially on steep hills), and the greater weight as
opposed to a chain-drive system. The first bevel gear was made in 1894
by the League Cycle Co. of Hartford, Connecticut, followed by the
French-made Acetane in 1896, used by racers to set various records. An
improvement came with Overman's Victor Chainless bicycle with the
spin-roller gear, which replaced cut teeth with roller bearings. Chainless
shaft-drive bikes have appeared throughout the twentieth century, and a
1990s model, the Dynamic direct drive, claimed 97% efficiency, com-
pared
87%to for the Pierce and Columbia chainless bikes of the 1890s.
In the 1890s, there were various types of gear changing mechanisms,
such as compound driving gears mounted to the bottom-bracket. Sun and
Planet hub gears, expanding chainwheel or protean gears, and forerunners
of derailleur gear changers, which derail the chain from one rear sprocket
to another. Linley and Biggs of England first developed the four-speed
Protean gear which was an expanding chainwheel changer with a free-
wheel around
1894. By stopping the pedal stroke at certain points in the
revolution of the crank arm, the chainwheel could be set in four positions
or sizes and a jockey or idler wheel near the rear sprocket took up the
chain slack. The three-speed Gradient gear of 1899 by E.H. Hodgkinson
was one of the first to resemble a modem derailleur. When the rider
backpedaled, a spring plate lifted the chain off the rear sprocket. The
chain was then lined up with the desired cog and forward pedaling
Chainless drive with bevel gears. dropped the chain into place.
In 1902, Henry Stunney and James Archer patented the first of a long
line of three-speed geared hubs. The Sturmey-Archer hub uses an
epicyclic planetary system of spring-lever clutches and roller bearings,
which shift laterally inside the hub by a rod linked to a cable. The shifting
controller was located at first on the top tube, and a handlebar-mounted

78 BIKE CULT
 BICYCLE INGENUITY

thumbshifter followed in 1903. While the "normal" or middle gear was

determined by the number of teeth on the chainwheel and rear cog, the
"high" gear was 33 percent larger, and "low" was 25 percent smaller. The
hub was made by Raleigh and eventually offered four- and five-speed
gear ratios, with fi-eewheeling and neutral. The geared hub is best known
for its familiar clickety-click rhythm along the road, and as an initiation
ritual for a would-be bike mechanic, the object is to disassemble and
rebuild one.
The Frenchman Paul de Vivie (1853-1930), known as Velocio, was
the most famous pioneer of the derailleur. After learning to ride a high-
wheeler at the age of twenty-eight, he sold his lucrative silk business and
opened a bike shop in Saint-Etienne, soon to be the center of the French
bicycle industry. There he founded the magazine Le Cycliste in 1887.
Velocio made his first single-speed bike two years later and then devel-
oped
two-speed
a double chainwheel bike which required the rider to stop
and shift the chain from one ring to the other by hand. By the turn of the
centiiry, other forms of gear changers had appeared, and he was busy pro-
moting
onlynotthe use of gears but also the various health aspects of
cycletouring, which became known as Velocio' s Commandments. In one
gear testing race held by Velocio in 1902, Marthe Hesse (a woman on a
three-speed) beat Edouard Fischer (a man on a one-speed) over a 150-
mile course with 12,000 feet of climbing.

Sturmey-Archer three-speed gear hub.

BIKE CULT 79
HUMAN-POWERED VEHICLES

Modem derailleur systems were the last major component to develop

on high quality bicycles, partly because their use was not encouraged in
the Tour de France until the 1930s. In 1905, Velocio experimented with a
two-speed derailleur called the Cyclist, and in 1911 the first reliable
derailleur, the Chemineau, was invented by Joanny Panel. In 1925, Albert
Raimond (1885-1953) developed Le Cyclo front derailleur. By the 1930s,
many forms of derailleurs were developed for touring. The Osgear, devel-
oped
Oscar
by Egg, had a bottom bracket mounted idler wheel and swing-
ing fork
which guided the chain over the rear cluster. The Tri-Velox gear
changer held the chain in line and shifted the rear cluster back and forth.
Racers contended with gear changes in which they had to stop to remove
and rotate the rear wheel, which had a large and small sprocket on either
side of the hub.
Two forms of derailleurs developed for multiple rear cogs: the sliding
plunger and the parallelogram. The French Cyclo Twinwire, a sliding
Cycio Twinwire derailleur.
plunger type, used two cables to rotate a spiral shaft which moved the two
jockey wheels in line with two or three rear cluster cogs. The additional
spring cable slid the jockey wheels fore and aft to allow large and small
cogs. This was superseded by the Simplex Tour de France derailleur,
invented by Lucien Juy, which was mounted to the dropout on a swinging
arm, bringing it closer (and sometimes too close) to the cluster which had
grown to four cogs. It used a single cable connected to an internal chain,
which moved the spring-loaded plunger with double jockey wheels. The
main problem with sliding plunger derailleurs was their tendency to stick
and bend, making a crooked chain alignment.

Simplex Tour de France derailleur.

Gino Bartali (right), shifting a

Campagnolo derailleur in the '938
Tour de France,

80 BIKE CULT
 BICYCLE INGENUITY

Tullio Campagnolo's derailleur was introduced in 1933, and the first

models, such as the Paris-Roubaix, were complicated mechanisms requir-
ing backpedalingto disengage the chain from the cog and the use of a
hand lever located along the seat stay for shifting. In 195 1, Campagnolo
invented a parallelogram derailleur, the Gran Sport, in which the cable
shifted two spring loaded plates in an adjustable arc while keeping the
chain in proper alignment with the cogs via spring-tensioned double jock-
ey wheels.Parallelogram derailleurs were quickly reproduced first by
Simplex, Huret, and Altenbruger, and eventually by Sachs, Shimano,
SunTour, Sugino, Triplex, and Zeus (a Campagnolo clone from Spain).
Jockey wheels were lengthened to accommodate the larger rear cogs (up
to 40 teeth) used in cycletouring, and front derailleurs got a cable and
shift lever of their own placed next to the rear derailleur lever.
Among the innovations of the 1990s is the eight-speed freehub, in
which the freewheel is part of the hub, making easier cog changes, and
the Shimano Hyperglide chain, with bulging links to improve the effi- Campagnolo Nuovo Record derailleur.
ciency
twisted
of chain lines caused by seven- and eight-speed clusters.
By 1991, smaller chainrings and cogs were introduced on mountain bikes
with Shimano's Micro Drive and Campagnolo's Compact Drive systems.
These save weight and prevent chainrings from scraping over irregular
terrain, but small cogs with fewer teeth for the chain have less efficient
load distribution. Another innovation is the electronic Mavic Zap
derailleur, with a solenoid motor and handlebar mounted push-button
controls. The PB derailleur, an invention of Pierre Blanchard of Canada,
features 30 percent greater chain wrap around the cogs for more efficien-
cy,horizontal-moving
a chain tensioner for more ground clearance and
less chain slap, with less weight and less cost to make than a standard
parallelogram derailleur.

BIKE CULT 81
HUMAN-POWERED VEHICLES

Gear Shifting
Shifting a derailleur requires a subtle technique, in which the rider must
be pedaling forward with the chain in motion but without using ftiU pedal
torque. Only the best systems allow full pedal torque while shifting. Also,
the chain should be engaged and aligned with the cogs and chainwheel as
much as possible. Usually, with two chainwheels (for road racing) or
three chainwheels (for touring) on the front, and five to eight cogs on the
rear cluster, a few gear combinations do not line up well, and some multi-
gear ratios may have redundant sizes. Shimano and others have intro-
duced small
step notches on chainwheels, to help the chain shift across
large spaces and to allow more pedal torque while shifting.
Shifters are located in various positions depending on the position of
the bike rider. For upright bike riders, shifters are located on the handle-
bar stem,
near the brake levers, or as part of the handgrip with twist-grip
controls, such as the popular Grip Shift by Sram. On touring and road rac-
Campagnolo down tube shifters. ing bikes
they usually fit on the down tube of the frame, and on the han-
dlebarfor
ends
cyclo-cross and time trials. An innovation of the 1990s is
the dual control brake/shift lever made by Shimano, Campagnolo, and
Sachs. Their early lack of capacity for triple chainrings inspired the para-
sitic Third
Dimension shift lever.
One of the biggest innovations is index shifting, which allows positive
click-stop gear changing. Various systems were introduced in the 1960s
and 1970s, mainly for hi-riser and BMX bikes, with the Simplex
Preselector, the Shimano Positron (with derailleur indexing and a free-
wheel crankset),
and SunTour's Mighty Click and Tri-Mec systems. Some
kid's bikes had simulated index shifters, such as Schwinn's Goof-Proof
gear changer, and their Stik Shifter, similar to that on a car. The popular
Shimano Index Shifting system (SIS), introduced in 1985, has a pressure
sensitive mechanism as part of the shift lever.

Simplex Preselector stick shifter.

Shimano dual brake/shift levers.

82 BIKE CULT
 BICYCLE INGENUITY

Gear Ratios
In the last hundred years the number of available gears on a quality bike
has multiplied from one to twenty-four. Some bikes have over a hundred
speeds, by combining geared hubs and multiple sets of derailleurs, while
various automatic gears claim an infinite range between 27 and 118 inch-
es. The
Saint Gass Supertandem, built by Gaston Saint-Pierre in Quebec,
is supposedly the world's most complex bicycle, with six chains, seven
internal and external cog systems, twelve derailleurs, thirteen shifters, and
some 1,458,000 gear ratios.
Gear ratios are measured two ways, by inches (the clumsy way) and
meters (the logical way). Gear inches are calculated by dividing the num-
berteeth
of on the chainring by the number of teeth on the rear cog, and
then multiplying this simi by the diameter of the rear wheel in inches
(e.g., 45 -^ 15 X 26 inches = 78 gear inches). To calculate how far the rear
wheel travels in one revolution of the pedals, the number of gear inches is
multiplied by pi (e.g., 78 X 3.14 = 245 inches). With the metric system,
the gear size is called development (from the French), and it represents
the meters traveled per pedal revolution. Development is calculated by
dividing the number of teeth on the chainring by the number of teeth on
the rear cog, and then multiplying this sum by the circumference of the
rear wheel in meters, which is about 2.035 meters for a 26-inch wheel
(e.g., 45- 15x2.035 = 6.10 meters).
The ideal gear size for an average cyclist ranges between 65 and 75
inches, or about 5.5 meters. This applies to a healthy person pedaling on a
flat or rolling road at a cadence of one to two revolutions per second.
Cyclists can easily estimate their speed by multiplying their cadence
times their development (e.g., 1.5 rps x6.10 m = 915 m/sor 32.9 kph).
The ideal gear can vary considerably, from 20 to 130 inches, depending
on the cyclist's purpose, power, weight, position, cadence, musclar fit-
ness, rolling
efficiency, surface condition, wind direction, and gradient.
Exfra low gears, known as "granny gears," usually have a ratio less than
one to one. One setup, called the "Limbo Spider," uses 18 to 23 tooth
chainrings for gearing below 15 inches.

BIKE CULT 83
HUMAN-POWERED VEHICLES

The Dead Center

There is a weak link in the cychst's circular pedal stroke called the "dead
center." There are certain "power" points around the circle which generate
the majority of the muscular torque, while at "weak" points, when one
foot is at the top of the stroke and the other is at the bottom, they are
merely following the pedals, generating little or no power. Subtle pedal-
ing techniques,such as the flywheel effect and "ankling" the feet with
cleats, can help to minimize the problem, but there is still room for
improvement.
A partial remedy for the dead center may be the use of elliptical chain-
wheels, which were first developed in the 1890s. The Belgian Thetic
chainwheel appeared in the 1930s, the Bridgestone Cycle Company intro-
duced
double
a set in the 1970s, and the Shimano Biopace was a mass-
marketed fad from 1986. These give an eccentric gear ratio that is lower
at the dead center and higher at the point of maximum thrust, offering
more efficient use of muscle power for easy-going cycling. According to
theory and scientific testing they can make an eight percent improvement
in efficiency with an eight percent eccentricity. The Durham chainwheel
had an eccentricity of 25 percent but without a comparable increase in
efficiency. While Shimano's oval chainrings became less eccentric, they
were rarely used for racing or record-breaking because of the uncomfort-
able, "warped"
feeling in the pedal stroke.
Automatics
The recognition of this dead center problem, along with an understanding
of the muscular action of pedaling, has inspired the search for the ultimate
cycling transmission that is mechanically in-synch with the human body.
The creation of an automatic pressure-sensitive infinite-ratio drive system
is ftill of bicycle ingenuity, and in the words of John Tetz, a Bell
Laboratory inventor and HPV enthusiast, "It's worth a billion dollars."
Automatic drive systems can be broken down into two or three types;
manually controlled variable-ratio drives, automatic torque-sensitive vari-
able-ratio
and
drives,
automatic continuous-ratio drives. The majority of
these systems have used expanding chainrings or cogs mounted to either the
cranks or the rear wheel. As their diameter changes so does the gear ratio.
Variable-ratio gears include the Hagen all-speed variable diameter
chainwheel drive, the Octo slit-sprocket chainwheel drive, the Tokheim
five-speed transmission, the Excel 16-speed Cambiogear drive, the
Ferrari-Colnago eight-speed drive with a sealed oil bath alloy gearbox,
and the IPD infinitely variable cam-actuated bellcrank drive. Lawrence
Brown from Hawaii has developed several models, such as the Facet
BioCam drive which uses eccentric cams and pivoted linkage rods which
transmits "pulses" that turn the hub. Another model is the Selectocam
drive in which the chainwheel can revolve faster or slower than the
cranks, depending upon the torque load. Scott Dickson used this system in
the 1980 Paris-Brest-Paris 750-mile ride and finished second.
There have been only a few truly automatic variable-ratio transmission
systems available. The Deal Drive, introduced by French-Canadian

84 BIKE CULT
 BICYCLE INGENUITY

Michel Deal in 1982, has sixteen speeds which are determined by pedal
torque. The Ride-A-Matic transmission, patented by James Reswick in the
late- 1980s, is a variable-ratio torque-sensitive drive using dual pulleys,
one which measures the pedal force, the other determining the speed-
ratio. An eleven-speed automatic drive under development in 1991 by
Keith Chilcote uses a computer-controlled motor and magnetic sensor to
change gears according to the cyclist's pedal revolutions. The Dugil
Automatic Derailleur, invented by Canadians Robert Dutil and Raymond
Gilbert, uses centrifugal force in the rear wheel to shift gears. Three
weights mounted on two spokes each slide in and out with changes in
speed, while connecting rods acuate levers that move the derailleur. The
unit weighs two pounds more than a standard derailleur, and is featured
on the Autobike from Quebec.
Automatic transmissions promise many advantages, such as low gear
start-ups at stop signs or steep hills when a derailleur bike would still be
in a big gear, the safety of no fumbling with gear shifters, and continuous
power while shifting. However, James Reswick makes an interesting
observation about his device: "My young neighbors report that it was
'fiin' but they obviously found it much too limiting on their freedom of
choice to race ahead or climb a hill while standing on the pedals."
Having tried many of these contraptions, I've had a similar feeling: the
transmission is so automatic, it fails to acknowledge that some people like
to pedal with their own cadence.
Other kinds of human-powered transmissions include linear drive
tracks, dual-action lever drives, hand-crank manupeds, and ft^eewheeling
chainring derailleurs. A backward pedaling direction is claimed to pro-
duce twenty
percent more power.' Two-wheel drive (2WD) bicycles
include the 2 Bi 2 ( 1991 ), a mountain bike with a steel cable linking the
rear wheel to the fi'ont, offering extra stability on slippery surfaces, and a
bit more fi-iction. Energy storage devices are another intriguing idea for
bicycles, for collecting the energy of momentum from coasting and brak-
ingbe
to used intermittently through an added motor-drive device.
Flywheels accumulate energy from the high-speed spin of a heavy wheel.
Bicycle wheels do this in a small way, but not enough to climb hills.
Flywheels have been used on various cycling machines without much
success, because the extra weight and high rpms necessary to convert,
store, and reconvert energy do not match the low weight high efficiency
of the bicycle. For adding power, gas-powered engines or electric motors
perform better.
Alternative drive systems (top to bot-
The complexity of the subject of transmissions can be summed up by
tom): Legacy
two-wheel-drive bike;
the various meanings of the word "gear." It can be anything attached to
CVA 1000 cable-drive; linear-drive
your bike, a sprocket, a toothed spur, a cluster, a derailleur, the number of Avatar recumbent.
inches the wheel turns in one pedal stroke divided by pi, and the Great
Eastern Annual Rally (GEAR) of the League of American Bicyclists.

BIKE CULT 85
HUMAN-POWERED VEHICLES

Brakes

Most bicycle ingenuity seeks to make cyclists more comfortable, efficient,

and faster by reducing friction. Good brakes help by increasing friction
and allowing the rider to slow, stop, and maintain balance in all kinds of
situations. Brakes are a touchy and intimate component for cyclists. They
like them firm or soft, quick or slow, and they speak of "pumping,"
"feathering," and "letting it all hang out" on high-speed Alpine descents.
A familiar truism is that good brakes make you go dangerously faster, and
bad brakes make you go carefiilly slower. When you suffer from "brake
squeal," some say the best remedy is a new pair of leather shoes.
Several kinds of brake systems have been used on cycles, working on
the front or rear wheels, whether steering or driving. Fixed-gear and
coaster brakes are foot-operated by backpedaling on the drive wheel hub.
Brake shoes by Kool Stop. 1989. Plunger brakes, rim brakes, internal-expanding drum brakes, and disc
brakes can work on either wheel, and are usually hand-operated by levers
on the handlebar.
Most brake systems function by force, applied by leverage or pressure,
times the coefficient of friction in the levers, cables, rods, pulleys, pads,
and shoes that resist the wheel's rotation. While a brake's shoes should
provide maximum friction, its leverage system should have minimal fric-
tion. Brake
shoes are considered the most important part of the brake.
They are made of soft metals, rubber compounds, graphite composites,
and the all-time favorite, porous leather. Average brake levers provide
about three times the force applied by the hand, and a variety of mecha-
nismsdeveloped
have to increase leverage, including force multipliers
and doublers. Shimano's Servo- Wave lever, rated the most powerful, has
an exfra linkage to make pulling quick and soft at the start of the lever
stroke, and slow and strong at the end, allowing more brake pad clearance
from mud and for removing fat tires.
Plunger
Plunger brakes, now mostly extinct, create friction on the outer surface of
the tire by the pressure of a spoon-like lever. Road grit can often enhance
their effectiveness, but in wet weather they perform poorly because the
water moves to the outer surface by centrifugal force, acting as a slippery
lubricant. Plunger brakes were the earliest kind of brake employed on
swift-walkers, most often used on the back wheel for fast downhill runs,
with handlebar mounted twist-grip pulley systems. Plungers became the
most common type of brake on cycling machines even after the appear-
ancepneumatic
of tires.
High-wheeler bikes were the first to use plunger brakes operated by a
geared rack and pinion system. Another form of high-wheeler plunger
was the Harrow brake. This had a spring-mounted rocker-arm surround-
ing the
rear wheel. When a pull cord released it. a foot on the rear end dug
into the road. If the cord failed, the spring pulled the front end down to
lock up the wheel. Some safety bikes with plunger brakes were activated

86 BIKE CULT
 BICYCLE INGENUITY

by foot or saddle, using the rearward movement of the rider's weight to

plunge the rear tire. By 1897 the plunger reached its peak of ingenuity
with the front- or rear-mounted pneumatic brake developed by Humber.
The idea was to equalize the pressure in order to prevent punctures caused
Depneumatischel^era.
by severe tire plunging. The brake was set into action by squeezing on an
air-filled bulb, and a nearby button valve released the air and the brake.
Fixed-Gear
The fixed-gear backpedaling method of braking came into use when
pedal-cranks were placed on velocipedes. This method works by back-
ward pedaling
or resisting the forward motion of the pedal-cranks when
they are fixed to the wheel axle directly, or through a fixed-gear chain-
drive system. The fixed-gear brake is very effective because backpedaling
legs use some of the strongest muscles in the body, yet it is so simple that
it is not often considered to be a brake. The drawbacks are that it will not
work with the feet off the pedals, or if the chain falls off Fixed-gear
brakes are often combined with another form of brake, and were a stan-
dard feature
on most cycling machines until the introduction of fi^ee-
wheels around 1898. They remain standard equipment for track racing,
cycling purists, and elite cycle messengers.
Coaster Clutch
When the first hub brakes were installed they were part of a fi^eewheel
hub called the "coaster and brake," with the reverse motion on the pedals
emulating the fixed-gear brake, known as a "backpedal brake." Brakes
such as the Eclipse (which became Bendix) and the Doolitile fit inside the
rear hub with a lever attached to the frame at the chain stay. While
backpedaling, various disks or cones slide together to clutch the hub,
which makes the wheel stop. They are relatively impervious to weather
since they operate inside the hub. They are rarely used with standard rear
derailleurs and will not work if the chain breaks or falls off. The coaster-
brake or backpedal brake is probably the most common type of brake
used throughout the twentieth century, appearing on children's bikes, bal-
loon-tiremiddle-weight
bikes, cruisers, and utility cycles. Another popu-
lar type
is the two-speed coasterbrake hub by Bendix, Sachs, and others,
in which soft backpedaling shifts the internal gear and hard backpedaling
engages the clutch brake.

BIKE CULT 87
HUMAN-POWERED VEHICLES

Caliper
Caliper rim brakes are the most popular lightweight brake. They come in
various configurations, including stirrup, side-pull, center-pull, cantilever,
u-mount, roller cam, self-energizing, and hydraulic. They operate through
the action of levers, cables, or fluids which force pads or shoes against the
side or inner rim of front or rear wheels. Because friction is applied to the
wheel rim, heat can build up, causing tire problems in extreme situations
such as long downhill runs in the summer. In wet weather, rim brakes
operate at about 40 to 60 percent less power because water lubricates the
rim. "Pumping" the brakes can partially displace the water. Although rims
have been serrated or dimpled for various reasons, because friction
increases in proportion to the contact area of the braking surface, serrated
rims are slightly counterproductive. Recently, rims have been coated with
a ceramic material for improved wet weather braking. The Golden Rule
for cycling in wet weather with caliper brakes is to always allow twice the
stopping distance.
Around 1879, James Starley patented the first center-pull type caliper
brake for the small rear wheel of an ordinary bicycle. It was called the
Grip brake and had replaceable brass shoes. By the turn of the century,
safety bikes began to use the stirrup type brake, activated by levers and
rods fixed to the handlebar which pushed a leather or rubber shoe against
a flat or v-shaped inner groove along the rim on both sides of the spokes.
They became the brake of choice on the classic 28-inch wheel roadster
bikes made popular by Raleigh.
Before 1950, side-pull brakes were common on racing bikes because
they offered a quick-release mechanism for wheel changes. In the 1950s,
the Mafac Racer, Universal, and Weinmann center-pull brakes were wide-
ly used.
The Campagnolo side-pull was standard racing equipment from
the 1960s until the 1980s, when greater diversity came from Mavic,
Modolo, Shimano, and SunTour. Campagnolo's stylish Delta brake has a
parallelogram linkage.
Cantilever brakes first appeared in the 1890s, and have been used for
touring bikes, tandems, cyclo-cross bikes, and mountain bikes. They offer
the greater leverage necessary for stopping heavily laden and muddy
wheels, with more space for fenders and larger tires. Calipers and shoes
are attached to two spring-loaded pivot bolts fit to brazed mounts on the
frame, with pulley cables and a harness that make the center pull system.
A recent development with mountain bikes is the roller cam caliper. An
aluminum roller cam developed by Charies Cunningham in the mid-1980s
is perhaps the smoothest, surest brake of all time.
Hydraulic brakes use oil (brake fluid) in the cables, or control lines,
thus offering less friction and greater pressure. Since 1970, Mathauser has
been the leading maker of hydraulic bike brakes in the U.S., with a bel-
lowphram sealed system, and Mangura from France offers a system with
0-ring seals that can be disassembled.

88 BIKE CULT
 BICYCLE INGENUITY

Drum and Disc

Drum brakes, or internal-expanding brakes, apply friction from a pad
against an enclosed drum that is part of the hub. The balloon-tire stream-
liner bicycles
of the 1930s made use of them, and they are used on work
bikes, tandems, and heavily laden touring bikes. The drawbacks to drum
brakes are they are fairly heavy and not always waterproof Most drum
brakes are made by Sturmey-Archer (England), Sachs (Germany), Araya
(Japan), or MaxiCar (France), and a few are custom-built by specialty
bike makers.
Disc brakes have an additional smaller wheel attached to the hub
flange which serves as the friction plate for a pressure pad operated by
rod, fluid, or cable. Located away from the perimeter of the wheel, discs
are more effective in wet weather than are rim brakes. Because of the
added braking torque, spokes must have high tension, and forks should be
made of stronger material. In the 1890s, the Chainwheel brake used a disc
located on the inner ring of a fixed-gear chainwheel and was operated by
a "thumb latch" on the handlebar. The Shimano Self-Energizing disc
brake of the 1970s was operated either by cable or hydraulics. Phil Wood
designed a front or rear wheel disc brake and hub which offered greater
stopping power for touring, tandem, and load-carrying bikes. Pedicabs
and cargo cycles often have hydraulic disc brakes, such as those made by
Dia-Compe (Japan), Innovative Bicycle Products (U.S.A.), Mangura
(France), and Sachs (Germany).

BIKE CULT 89
HUMAN-POWERED VEHICLES

Accessories

Hey diddle, diddle

The bicycle riddle —
The strangest part of deal.
Just keep your accounts
TOUR DE FRANCE EQUIPMENT And add the amounts *
The "sundries " cost more than the wheel.
Bicycle equipment for a professional — From Riverside Daily Enterprise, New York ( 1896)
team of nine riders during the three-
week Tour de France: The bicycle's accessories comprise another realm of bicycle ingenuity,
known as the "after market" in the bike industry. Depending on a cyclist's
20 road bikes
needs and desires, these sundries include pumps, lights, bells, horns,
(2 per rider, plus 2 spares) locks, handles, bags, racks, bottles, spare parts, and tool kits. Here are two
10 time trial bikes
shopping lists of cycle accessories, one from the 1890s and the other from
(I per rider, plus I spare) the 1990s:
4 spare frames
200 tires
1890s
200 tubes (for clinchers)
20 cans tire glue (for tubulars) Jiffy Repair Outfit
130 wheels
Hawthorne Wood Rim Cement
40 rims
Hurry-Up Lightweight Pump
1,000 spokes Banner Foot Pump
500 gear cogs ( 12 to 26 teeth)
Gamages Clean-All Outfit
10 freewheels
Heath Combination Tool-Case Pump
6 complete component groups Closed Parcel Carrier
SO chains (one per week) St. Nicolaas Handlebar Briefcase
15 handlebars
Handlebar Coat Holder
80 rolls handlebar tape
Folding Fork Carrier
4 tool kits
Springfield Baby Carriage Seat
I gallon of lubricant Platform Carrier and Cushion
5 gallons de-greaser Rosenblatt Gentleman's Kit
I air compressor Bundle Trundle
I foot pump
Genuine Veeder 10,000-Mile Cyclometer
100 meters of air and water hose
Osmond Handlebar Speed Indicator
3 gallons soap
Coldwell Bicycle Coupler
Kanine Konfounder
Washington Taylor Dog's Scare
Keogh Body Shield
Jansen Handlebar Revolver
Instruction Belt
L.A.W. Combination Sprocket Lock
Victory Pedal Bell
Hall Automatic Whistle
Clear the Way Horn
Schumacher Acetylite

90 BIKE CULT
 BICYCLE INGENUITY

1990s

Silca Impero Pump

CO2 Cartridge Tire Inflator
Blackburn Racks
Karrimore Panniers
Madden Rocky Handlebar Bag CYCLE CAMPING EQUIPMENT
Astra Nautics Polyethelene Box
Kirkland Faspack Seat Pack Camping equipment for a three-week
Live Chin Wire Basket tour.
Burley Lite Child Trailer
Bike Burro Touring Box Handlebar and saddle bags
Kryptonite Rock Lock (with shoulder or back straps)
Cobra Links Front and rear panniers
Loc-a-Wheel Tent and drop cloth
Basta Click 3000 Sleeping bag and pad
Cinelli Cork Ribbon Handlebar Tape Water bottles and carrier
Onza Bold Bar Ends Camp light and batteries
Ritchey True Grips Lighter or matches
Power Grips Camp stove and fuel
Stereo Tune Tote Mess kit (pot, plate, cup)
Cellular Phone Pack Cooking and eating utensils
Piggy Back Waterbottle Cage Multi-purpose knife (can opener)
CamelBak Drinking System Cooking scrubber and cloth
Bike Stream Hands Free Drinking System Food storage bags
Cateye Cordless Cycle Computer Towel, wash cloth, handkerchiefs
BioScan Heart Monitor Body soap, toothpaste
Avocet Altimeter Toilet paper, sanitary napkins
Bike Hike First aid kit. sunscreen, lip balm
Power Point Saddle Pad Maps, compass, map holder
Flit Controls Aero Shifter Mounts Notebook, pens, address book
Gorilla Brake Beefer Reading material, radio
Bluemels Mudguard Camera and film
Splash Mate Mudguard Sewing kit and duct tape
Bullseye Derailleur Pulleys Spare bike parts and tools
Uni-Disc Wheel Covers Bike lights
Halt Dog Repellent Expandable straps
Third Eye Helmet Mirror
Handlebar End Mirror
Pedastyle Bikes Up and Away
Thule Car Roof Bicycle Carrier
Graber Guardian Trunk Mount
Bike Kase Travel System
Wheel Safe
Jog-a-Lite Pants Clip
Ampec Belt Beacon
Brite Lite Halogen Light System

BIKE CULT 91
HUMAN-POWERED VEHICLES

Tools
Tools for maintaining, repairing and building cycling machines
in their approximate order of necessity. Both metric and inch measures
are required for the serious bike mechanic. Bicycle riders should start
at the beginning of the list, "overhaulers" should start at the end:

Patch kit Repair stand

Tire irons Bench vise
Screwdrivers Hacksaw
Adjustable wrenches Files (flat, round, medium, coarse)
Allen wrenches Fixed cup wrench clamp
Liquid lubricant Freewheel vice clamp
Grease Chain whips
Oily rags Wheel truing stand
Cable cutter Wheel dishing gauge
Tape measure Spoke tensiometer
Spoke wrench Vernier caliper
Chain rivet extractor Metric ruler
Chain stretch measure Fork alignment tool
T-wrenches Dropout alignment tool
Seat wrench Derailleur alignment tool
Channel pliers Rear triangle alignment bar
Vise-Grips Headset cup press
Needlenose pliers Metric taps
Cone wrenches Electric drill and bits
"Third hand" or toe strap Grinder (stone, wire, cloth)
Foot pump Air compressor (vacuum and blower)
Tire pressure gauge Solvent tank
Presta-Schraeder valve adapter Rubber gloves
Schraeder valve core remover Protective eyewear
Needle and thread Painting box
Tire talc Baking oven
China marker Crown race cutter
String Head race mill
Adhesive tape Adjustable level and angle tool
Ball-peen hammer Frame building jig
Rubber or plastic mallet Fork building jig
Scissors Tubing mitre
Needle-nose grease gun Tubing mandrel
Enclosed chain scrubber Torch
Freewheel remover Gas and oxygen tanks
Pedal wrench Anvil
Crank bolt wrench Protractor and compass
Crank puller Forge
Bottom bracket tool set Drawing board
Headset spanner Pencil and paper

92 BIKE CULT
 BICYCLE INGENUITY

Motor-Powered Ingenuity
Bicycles brought to society an industry of innovative manufacturing tech-
niques,
active
an movement for better roads, and a popular means of per-
sonal mobility
and freedom. In the process, they laid the foundation for
the development of motorcycles and automobiles. The development of
steel tube frames, ball bearings, chain drives, differential gears, pneumatic
tires, as well as mass production techniques and specialized machine
tools, sheet metal stamping, and electrical welding — all of these were
technological innovations of the bicycle industry that were key elements
in the development of motorized vehicles. While carriage makers were
often allied with horse interests, cycle makers were better equipped to
expand into the manufacture of motor vehicles and the majority of early
automotive engineering talent came from bicycle mechanics and racers.
Countless inventors applied steam, electric, or gas-powered engines to
cycling machines as far back as the 1860s. Most of the well-known names
in the auto industry got their start in the cycling world; From Germany,
the Adler Co., Carl Benz, Adam Opel, and Ferdinand Porsche (Steyr-
Puch); from France, Paris-Roubaix winner and spark plug king Albert
Champion, Clement Trochard, Alexandre Darracq, Albert De Dion,
Andre and Edouard Michelin, and Armand Peugeot; from England,
Herbert Austin, William Hillman, Harry J. Lawson (Humber), Henry
Leland, Henry Morris, J.K. Starley (Rover), and George Singer; from the
U.S., Vincent Bendix, Charles and Frank Duryea, Henry Ford, R.P.
Gormulley & Thomas Jefferys (Rambler), William Knudsen (Ford and
General Motors), Hiram Percy Maxim, Ransom Olds, Albert Pope,
Sylvester Roper, Alexander Winton, and John North Willys."

Michaux-Perreaux cyclomotor (top).

Daimler motor cycle (above).
Benz motor tricycle (left).

BIKE CULT 93
HUMAN-POWERED VEHICLES

As early as 1869, Pierre Michaux fit a Perreaux steam-powered engine

to his velocipede, and in the 1880s the Frenchmen Albert De Dion and
Armand Peugeot built heavy tricycles with Serpollet steam engines. These
proved too heavy and inefficient compared to the two-cycle one-cylinder
gasoline-powered engines which were first successfully applied to a
velocipede by Gottlieb Daimler in 1885, and to a tricycle by Carl Benz in
1886. During the 1890s, the Panhard et Levassor car became the proto-
type
theoffour-wheel automobile, while the De Dion-Bouton tricycle
was the most popularly priced motor vehicle in France and England.
Electric motors were more prominent in America until the legendary
"Spindletop" oil gusher of 1901 in Beaumont, Texas, launched the wide-
spreadof use
petroleum in the U.S. By this time, the automobile industry
in Europe, England and the U.S. was beginning to separate itself from its
bicycling roots.
Hiram Maxim, chief engineer of Albert Pope's Columbia Automobile
Company and a maker of machine guns, described the situation in his
autobiography Horseless Days (1937):

The reason why we did not build mechanical road vehicles before this
[1890], in my opinion was because the bicycle had not yet come in
numbers and had not directed men's minds to the possibilities of inde-
pendent long-distance
travel on the ordinary highway. We thought the
railway was good enough. The bicycle created a new demand which
was beyond the capacity of the railroad to supply. Then it came about
that the bicycle could not satisfy the demand it had created. A mechan-
ically propelled
vehicle was wanted instead of a foot-propelled one,
and we know that the automobile was the answer."

Motor-powered "enginuity" continued through the twentieth century,

with motor-assisted bikes, trikes, and HPVs equipped with small gas
engines and electric motors, with batteries and solar panels. As more
motor vehicle makers have pursued lightweight and efficient vehicles,
many are using components and data from bicycle technology.

Henry Ford with his bicycle.

94 BIKE CULT
 BICYCLE INGENUITY

Flying Machines
Similarly, motorized flying machines were pioneered by bicycle makers
such as the Wright Brothers and Glenn Curtiss. Orville (1871-1948) and
Wilbur (1867-1912) Wright became enthusiastic cyclists when they
bought a pair of safety bicycles in 1892, and later that year they opened a
bicycle repair shop in Dayton, Ohio. By 1896, they had begun manufac-
turingown
theirline of bicycles, such as the Wright Special, the St.
Claire, and the Van Cleve. As bachelors and members of the League of
American Wheelmen, their lives revolved around "nuts and bolts." Soon
they became intrigued by the flying experiments of Otto Lilienthal, the
German aeronautical pioneer who died in 1896 as a result of a crash land-
ing with
his glider. Bicycling and flying had something in common, as
James Means suggested in the Aeronautical Annual ( 1896): "To learn to
wheel one must learn to balance. To leam to fly one must learn to bal-
ance. Why
not begin now?"
By 1900 the Wright Brothers' seasonal cycle business was financing
their experiments with gliders and kites. Using their unique form of bicycle
ingenuity, they determined the principles of wingwarping as Wilbur was
idly twisting a long box of bicycle inner-tubes. To understand the effects of
air pressure on wing forms, they used one of their St. Claire bicycles with
a third wheel mounted horizontally in front of the handlebars that held
two upright airfoils. As the airfoils moved through the air, the brothers
studied different airfoil shapes and positions, and later they built a small
wind tunnel in their shop to perfect their data. After several glider flights
during 1900-1902 at Kitty Hawk, North Carolina, Orville developed two
lightweight air-cooled twelve horsepower engines, which were mounted
on their Flyer, and on December 17, 1903, he made the first controlled
motor-powered flight by a human being.
Meanwhile, in Hammondsport, New York, the aviation pioneer Glenn
Curtiss (1878-1930) was a talented teenage bicycle racer and bicycle
messenger for Western Union who went into business for himself at age
22 by opening a bicycle shop. Curtiss began building a crude one-cylinder
gasoline engine, using a carburetor made from a half-pint tomato can, and
installed it on one of his bicycles. In 1903, the G.H. Curtiss Manufacturing
Company was selling bicycles and motorcycles, and Curtiss set a world
speed record for motorcycles going nearly 64 mph for one mile. A few
years later he built a 40 horsepower V8 engine and set another motorcycle
speed record of 136 mph. Eventually his engines became sought after by
aircraft makers, and in 1908 his company made a profit of $120,000
building aircraft. With Worid War I, Curtiss' business skyrocketed, with
some $170 million in orders from the British and U.S. governments for
flying boats, flight trainers, and engines. Even as a millionaire, Curtiss
customarily rode to work on his bicycle."

BIKE CULT 95
HUMAN-POWEREDVEHICLES

4 CyclingMachines

Tandem monocycle, 1882.

96 BIKE CULT
 CYCLING MACHINES

A man, in my view, cannot spend his entire life making bicycles. He

can modify them, he can make bicycles with two wheels, three wheels,
four wheels, one wheel, underv^'ater bicycles, flying bicycles, but at
some point he wants to make something different.
— Yevgeni Yevtushenko, poet

Naming the Bicycle

Throughout its history, in its various shapes and incarnations, the bicycle
has collected a long list of names which help illustrate its ubiquity.
Naming an invention can be difficult because it should be a perfect fit, a
"living word" that relates the function and character of the device. As the
invention evolves in technology and culture, the name must continue to
"live" or else be replaced.
To describe early bicycle-like machines, many inventors, critics, and
scholars combined various root-words until the Franco-Greco-Latin word
"velocipede" (velox: "fast" + ped: "feet") became the first international
Bicyeles
name. The velocipede itself became a root-word for creative additions
such as "velocipedomania" (a social phenomenon), "velocipathy" (a nat-
ural exercise
involving general development of every muscle of the body),
"velocinasium" and "velocipedarium" (indoor cycling halls), "veloci-
pedestrienne" (a female cyclist), "velocipedagogue" (a professor of
cycling), "velocipedestrination" (the act of cycling), "velocipedraniavapo-
riana" (hot and heavy breathing while cycling), and the 40-letter word that
competes with the longest of all English nouns, "velocipedestrianistical-
istinarianologist" (one who studies the study of studying cycling).
The word "bicycle" appeared on an 1869 British velocipede patent by

Enai
J.I. Stassen. In a few years, the name was commonly applied to high-
wheelers. "Bicycle" (a two-wheeled velocipede) became a root for an
activity, such as "bicycled," "bicycling," and "bicyclism" (the art of bicy-
cling);
a person,
for a "bicycler," "bicyclian," and "bicyclist;" and for
anything pertaining to or connected with the nature of bicycles,
"bicyclic," "bicyclical," "bicycular," and "bicycle kick" (in soccer, a kick
made with both feet off the ground and moving the legs as if pedaling a
bicycle). The root of "bicycle" is "cycle," with "cycling," "cyclism"
(practice of the cyclist), "cycler," "cycleman" (one who cycles), "cycle-
dom" (the world of cycles and cyclists), and "cyclometer" (cycle odome-
ter). Cycle
also appears in the middle of some bike-related words, such as
"amphcyclotheatrus" and "gymnocyclidium" (velocipede riding schools),
and Encyclopedia (a book about cycling).

BIKE CULT 97
HUMAN-POWERED VEHICLES

Among the world's languages there are many concise, living root
words, such as velo (French), "bike" and "cycle" (English), bid (Italian),
cykel (S-wedish), fiets (Dutch), rad (German), rower (Polish), sepeda
(Indonesian), and birota (Latin: "two-wheeler"). The word "bike" (and
"byke") in Scottish predates the bicycle, yet its meaning and use is some-
how similar:
"a crowd or swarm of people," as in "the lads about me
biket."' The Flemish author Stijn Streuvels described the naming of the
bicycle in Memories from his Collected Works:

I think of our Flemish word "rijwiel" for "bicycle." Has any machine
ever become so popular, so widespread in so short a time, and have we
ever had more difficulty in finding a name for it? The new machine
was like a revelation, everyone wondered how something so simple
could have remained unknown for so long, why it had taken so long to
discover it. Each nation gave it a name of its own in their own lan-
guage.
French
The had little trouble with this and, as always when they
have to name something new, they took a piece of Greek and a piece of
Latin and stuck them together, giving us the "velocipede."
For everyday use, however, this name proved too long and too cum-
bersome
something
for so speedy, and they shortened it to "velo." We
Flemings, however, who seldom take the trouble to invent a new word
and prefer to borrow from our neighbors, but then try to find some kind
of related concept in the foreign word, changed it into "vlosse-peerd"
(literally: "floss-horse" or "floss-machine"). The authorities, however,
produced "rijwiel," "schrijwiel," "trapwiel," "wielpeerd" and finally
"fiets," which in Holland at least proved to be the "living word." The
English went about the task in their customary rational manner and
came up with "bicycle," "wheel," or simply "cycle," which became the
real name, the true name. The practical Germans started with "Fahrrad"
and ended with "Rad."^

The growing family of cycling machines inspired many attempts to

rename and categorize them. The name "human-powered vehicles" came
about as a generic way of making the point that people can transport
themselves with their own energy in unlimited ways. Many people feel
this is not a "living" phrase, even though the human is combined as driver
and power source. As a vehicle it opens up possibilities and reflects a new
paradigm for cycling machines. Like many phrases of its day, it's been
replaced by its initials, HPV, which some folks thought was DOA. Mike
Burrows describes the HPV dilemma in "My Other Bike Is a Recumbent"
from Encycleopedia 1993/94:

Mention the initials HPV to the average person and you usually get a
blank look. Mention them to a cyclist and you will either get a beaming
smile and be told they are the greatest, or a growl and some mutterings
about going under lorries.

98 BIKE CULT
 CYCLING MACHINES

Another way of naming cycles appeared at a New York bike conference

in 1989, when Mary Frances Dunham proposed "a terminology for the
universe of Motor-Free Vehicles — Morfs." She described Terramorfs as
land vehicles, Mermorfs for the water, Airmorfs for flight, and Ideomorfs
propelled by thoughts. If 100 years from now there is a further synthesis
of body, mind, and machine in cycles, we humans may become "biocy-
clists" riding "cybercles."

INTERNATIONAL NAMES

Albanian: bipiklete Hawaiian: ka'a paikikala

Arabic: bisiklaat, bisiklaataat Indonesian: sepeda, bersepeda
Australia: bush bike Irish: rothar, gearran, iarainn
Cameroun: pating bamileke Italian: bici, bicicletta, due ruote, monociclo
Czech: bicikl, kolo (monocycle), triciclo (trike), dupletta
Danish: cykel, liggecykel, sofacykel (tandem), michaudina (veloicipede)
(recumbent) Japanese: ji-ten-sha
Dutch: fiets, loopfiets, tweewieler, hoge bi Kikuya: baithikiri, maithikiri, mubria
(high-wheel), dreiwielfiets (trike), ligfiets Korean: cacenke
(recumbent), zweefiets (flying bike), Latin: birota
fietskar (bike trailer) Latviska: divritenis, ritenot
English: bicycle (two-wheeler), bike, cycle, Lietuviu: divratis
machine, trike, tricycle, three-wheeler, Lingua Franca: bersable, bercagle
wheel, push bike, boneshaker (velocipede), Magyar: kerekpar
balance (high-wheel), penny farthing (high- Norwegian: bicykkel, sykle, sykkel, velosiped
wheel), sociable (muhi-cycle), tandem Polish: bilca, rower
(bicycle built for two), rickshaw, pedicab, Portuguese: bicicleta
(passenger cycles), HPV (human-powered Romanish (a Swiss dialect): velo, bicicletta,
vehicle), fimny bike (aero bike) cuorsa cun velo (bike race)
Esperanto: bicikleta Rumanian: bicicleta
Flemish: fiets, rijwiel, schrijwiel, trapwiel, Russian: velociped
vlosse-peerd, loopfiets Serbo-Croat: tocak, velosiped, bicikl, jahati
French: velo, velocipede, cycle, bicyclette, Slovak: bicykel, dvojkolo
engin, cyclisme (cycling sportif), cheval de Spanish: bicicleta, biciclista, bicicletista
bois (swift-walker), cheval mecanique Spanish (Uruguay): chiba
(velocipede), grand-bis (high-wheel), Swahili: baisikeli, boda boda (bike taxi)
aviette (flying bike) Swiss German: Velo
Gaelic: da'chasach, ceffyl, heaam, deurod Swedish: cykel, bysicles, bicykel, velociped
German: Fahrrad Fahrad, Rad, Radeln, Dreirad Tagalog: bisikleta
(two-wheeler), Zweirad, Laufrad (swift- Tahitian: pere o'o taatahi

walker), Tretkurbelrad (veloicepede), Turkish: bisiklet, bisikletle, gitmek

Hochrad (high-wheel), Klapprad (folding Ukrainian: velociped
bike), Liegerad, Sesselrad (recumbents),
Kurzfahrrad (short bike), Rikscha (rickshaw)

BIKE CULT 99
HUMAN-POWERED VEHICLES

The Family of Cycles

The family of cycling machines includes anything human-powered
or hybrid-powered (human-powered with motor-powered assist),
with any number of wheels, hulls, or wings, that provides go power
for mobility or ergo power for work. There are roughly fifteen gen-
eral categories
of cycling machines and about 100 specific types.
Most of these machines have been mass-produced, although some
are built in limited numbers, some are one-of-a-kind prototypes, and
a few are ideas yet to be built.
Cycling machines are categorized in many ways: by their intend-
ed uses,
by the numbers of wheels and riders, by the kinds of cycling
positions, and the kinds of drive mechanisms. Many cycles overlap
categories as they are adapted for other uses and copied by other
makers: for example, mountain bikes are used for speed and utility,
and Pedersen bikes are being built one hundred years after
Pedersen's original.
Most kinds of cycling machines are described in this chapter,
except the evolutionary types in Chapter 2 (Velo Development), and
those mentioned in other chapters. Generally, the word "bike" is
used to describe a two-wheeler and "cycle" is used for all other vehi-
Kinetic Sculpture by Duane Flatmo.
cles and
tools with any number of wheels and human-powered
mechanisms.

100 BIKE CULT

 CYCLING MACHINES

CATEGORIES AND TYPES OF CYCLING MACHINES

Evolutionary Cycles Utility Cycles Human-Powered Aircraft

Manumotive carriages Carrier cycles Aviettes
Pedomotive carriages Trailers HP airplanes
Swift-walkers Trailer cycles HP helicopters
Velocipedes Pedicabs HP airships
Velocipede carriages Rail cycles
Dicycles Utility cycles Exercise Cycles
High-wheel bicycles Military cycles Rollers
Tricycles Stationary cycles
Sociable cycles Speed Machines Ergometers
Multi-cycles Road bikes Exercise machines
Track bikes
One-Wheelers Aero bikes Human-Powered Tools
Monocycles Streamlined bikes Shop cycles
Spherical cycles Streamlined HPVs Farm cycles
Unicycles Downhill bikes Power generators
Motor-pace bikes
Practical Cycles Hybrid-Powered Cycles
Safety bikes All-Terrain Cycles Moped cycles
Roadsters Cyclo-cross bikes Motors
Classic bikes BMX bikes
City bikes Mountain bikes Spin-Offs
Folding bikes All-terrain cycles Walking machines
Touring bikes Ice-snow cycles Skates
Ten-speed bikes Wind cycles Scooters
Recumbent bikes Skateboards
Bantam-polo bikes Show Cycles Wheelchairs

Tandem bikes Stunt bikes

Multi-bikes Low-rider bikes Children's Wheels
Combination cycles Kinetic sculpture Velocipedes
Hand cycles Exposition cycles Bikes

Tricycles Musical cycles Hi-rise bikes

Recumbent trikes Midget race bikes

Tandem trikes Human-Powered Watercraft Trikes

Pedal carriages Aquatic cycles Pedalcars

Amphibious cycles
HP boats
HP submersibles

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One-Wheelers

In the family of cycling machines, one-wheeled vehicles are the ultimate

embodiment of the human being unified with a wheel. One- wheel vehi-
cles come
in three basic formats: monocycles, with the center of gravity
inside the wheel; spherical cycles, with the center of gravity inside a
sphere; and unicycles, with the center of gravity above the wheel entirely.
Monocycles and unicycles have an unstable equilibrium in both longitudi-
nal (forward-backward)and lateral (sideways) motions. Spherical cycles
tend to have a stable equilibrium in lateral motions, but this depends on
the design of the sphere. The unstable longitudinal equilibrium of these
cycles can be stabilized, depending on the skill and position of the rider.
Monocycles
It is believed that a wheel with a diameter somewhat larger than the per-
son whois cycling inside it can gain enough momentum to overcome its
unstable equilibrium. Dozens of monocycle inventions appeared before
the twentieth century but very few made it beyond the patent office. More
often than not, inventors admitted that "the vehicle crashed badly on its
first trial run, and proved unsatisfactory." Sir Richard Lovell Edgeworth,
an inventor of the telegraph, described making a walking wheel in his
Memoirs of 1820:

The machinery which 1 intended to employ was a huge hollow wheel

made very light, within side of which, in a barrel of six feet diameter, a
man should walk. Whilst he stepped thirty inches, the circumference of
the large wheel, or rather wheels, would revolve five feet on the
ground; and as the machine was to roll on planks, and on a plane some-
what inclined,
when once the vis inertiae of the machine should be
overcome, it would carry on the man within it, as fast as he could pos-
sibly walk.
I had provided means of regulating the motion, so that the
wheel should not run away with its master. 1 had the wheel made, and
when it was so nearly completed as to require but a few hours' work to
finish it, 1 went to London for Lord Effingham, to whom I had
promised, that he should be present at the first experiment made with
it. But the bulk and extraordinary appearance of my machine had
attracted the notice of the country neighbourhood; and taking advan-
tagemy
of absence, some idle curious persons went to the carpenter I
employed, who lived on Hatch Hare common. From him they obtained
the great wheel, which had been left by me in his care. It was not fin-
ished.
had Inot yet furnished it with the means of stopping or moderat-
ing motion.
its A young lad got into it. his companions launched it on a
path which led gently down hill toward a very steep chalk-pit. This pit
was at such distance, as to be out of their thoughts, when they set the
wheel in motion. On it ran. The lad withinside plied his legs with all
his might. The spectators, who at first stood still to behold the opera-

1 02 BIKE CULT
 CYCLING MACHINES

tion, were soon alarmed by the shouts of their companion, who per-
ceived
danger.
his The vehicle became quite ungovernable, the velocity
increased as it ran down hill. Fortunately the boy contrived to jump
from his rolling prison before it reached the chalk-pit; but the wheel
went with such velocity, as to outstrip its pursuers, and, rolling over the
edge of the precipice, it was dashed to pieces.'

Since the 1970s, several monocycle-like vehicles have appeared that

use extra wheels for stability. Examples include the monocycles with trail-
ing wheelsdesigned by Arthur Lidov of New York, and by Naef Fridolin
of Switzerland. A tandem "Big Wheel" was built in 1983 by two
Americans for an employee design contest in Japan for the automaker
Honda. Another stabilized monocycle rolls on a monorail in a cycling Big Spokeless Wheel Bike,
amusement park in Tokyo. by Arthur Lidov, 1978.

Spherical Cycles
Around 1884, a transparent spherical walking device was proposed by
"one of the foremost manufacturers of velocipedes in France." While sit-
ting inside
this hermetically sealed sphere containing 140 cubic feet of air
sufficient for a two-hour trip, the "sphero-velocipedist" could make walk-
ing and
leaning movements to go forward, backward, to turn right or left,
and even traverse small rivers. The idea was reported in the Dutch maga-
zineNatuur.
De

Imagine a hollow sphere made of some transparent, solid and not too
fragile material, five to seven feet in diameter, and provided with a cir-
cular opening
large enough to permit a person to enter, which opening
can be closed with a convex door in such a manner as not to interfere
with the spherical shape of the whole.
In the centre of this sphere there is an iron shaft, with a double right-
angled bend and dished ends into which there fits a metal ball. This
ball presses against the wall and forms a socket-joint with it. Due to the
bends in the shaft, the centre of gravity is not in the geometrical centre
of the sphere so that the seat attached to the shaft will always point
downwards while remaining horizontal whatever the position of the
sphere may be."
Spherical velocipede. 1884.
During the epic periods of bicycle ingenuity, a few open-air spherical
kinetic sculptures have been built with circular tubing in a space frame
design, and various enclosed spherical cycles have appeared as drawings
that were never patented or built.

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Unicycles
Unicycles are one-wheel vehicles with unstable equilibrium that have
been ridden by people of all ages, including the blind and "at least one
senior citizen who had never even mastered the bicycle."- In his book
Anyone Can Ride a Unicycle, Jack Halpem claims: "Women seem to
enjoy a distinct biological advantage when it comes to unicycling, as they
are free from any supererogatory excrescencies." Unicycles first appeared
with velocipedes around 1869 and were used later by vaudeville perform-
ersthe
at turn of the century. Eventually they developed into two types:
the short ones with cranks fixed to the wheel, and the tall ones with exten-
sions
fixed-gear
of chain-drives, known as giraffe unicycles. Giraffes
come in various sizes and shapes, including mini-wheelers with six-inch
tires, and the rooftop variety with the saddle over 30 feet high. Some
giraffes have tandem riding positions, zig-zagged chain patterns, or they
use sets of wheels acting as gears instead of chain-drives.
Several production model unicycles, both standard and giraffe, have
been made by American Eagle, Columbia, Matthews, Miyata, Oxford
International, Penguin, Schwinn (until 1992), and Sturdee. Standard uni-
cycles typically
use a 20- or 24-inch wheel and require a straight fork.
Variations include the Pony-Saddle, the Kangaroo, the Big Wheel, the
Double Ultimate, and the Ultimate unicycle, which is the most difficult to
ride because there is no fork or seat, just a wheel, cranks and pedals.
Learning to ride requires soft ground and an assistant to catch one's fall.
Some unicycles come equipped with training wheels. The basic idea for
the rider is to keep the wheel's hub and the saddle in line under the center
of gravity while pedaling.
DiCYCLES

Dicycles have two wheels, just like bicycles, but dicycle wheels are
mounted side-by-side, whereas bicycle wheels are mounted in-line. On
dicycles, side-by-side lateral equilibrium is stablized, but forward-back-
ward longitudinal
equilibrium is unstable — the opposite of bicycles.
Dicycles evolved around 1870, utilizing a carefully balanced center of
gravity, special driving mechanisms, and one or two additional stabilizing
wheels. The most famous of these is the Otto Dicycle invented by E.C.F.
Otto in 1880 and built by BSA. Gradually, dicycles became rare, so that
Otto Dicycle, 1880. today bicycle makers rarely talk about dicycles, and no one seems to be
marketing one.

jr- A. ,f
h (Df
Giraffe unicycles.

104 BIKE CULT

 CYCLING MACHINES

Practical Cycles
Practical cycles are all the wheeled vehicles whose basic function is to
transport people on roads and paths. Included are cycles with various
kinds of seating positions and driving mechanisms, with two or more
wheels, and one or more drivers/passengers. This category includes
folding bikes designed for compact stowage, combination cycles for
joining bikes to make special ones, and hand cycles for physically
challenged people.
Safety Bikes
Safety bikes are the two-wheelers that gained popularity around the 1890s
and continue to be the standard shape of bike through the twentieth cen-
tury. Traditional
safety bikes have diamond-shaped steel tube frames,
pneumatic tires, and inch-pitch fixed-gear chain drives.
Roadsters
Roadsters are modem bikes that began appearing around 1900 with the
development of coaster brakes and internal hub gears. Described in the
bike industry as either lightweights, middleweights, or heavyweights, they
include the elegant Pedersen truss-frame roadster, the sturdy Schwinn bal-
loon-tire the
cruiser,
sfreamlined Bowden Spacelander, and the generic
English three-speed, all of which continue to be produced today.
The traditional diamond-frame roadster dates back to the Marsden
Golden Sunbeam Two-Speed Roadster (1902), one of a long line of
English "garden bicycles," and three-speeds made by Rudge, Raleigh, and
Pashley. America's balloon-tire cruisers, made by Schwinn, Murray, and
Rollfast, are called classic bicycles by collectors. One-speed and multi-
speed roadsters evolved throughout the world with different featiu^es and
recognizable styling. The bikes of Japan, Holland, and Germany usually
come fully equipped, and the bikes of China, India, and Mexico are made
more durably. They are perhaps the most widely used adult bikes today.
The Low Cost Bicycle (1994), a prototype by Market Village
Technologies of Colorado, is designed to cost $15 and carry up to 50
kilos. It has a one-piece frame, front-wheel-drive, plastic wheels, and tires
recycled from cars.
The Dursley-Pedersen bicycle is a distinctive roadster that was devel-
oped
1893in by Mikael Pedersen (1855-1929), a Danish engineer living
in Dursley, England, and is still reproduced and ridden by many enthusi-
asts. bike
The has a space frame design, based on the Whipple-Murphy
bridge truss, made of fourteen separate narrow diameter tubes, joined in
57 places, making 21 triangles throughout the bike. Central to the design
is the suspended hammock saddle which transfers a cushioned, sometimes Dursley-Pedersen roadster.
swaying, stately ride. The truss was originally woven from 45 yards of 1893- 1990s, with Whipple-Murphy
silk and an adjustable buckle allowed variations in saddle tension. bridge truss.

BIKE CULT 105

HUMAN-POWERED VEHICLES

Pedersen produced about 8,000 bikes around the turn of the century and
developed a lightweight folding bike for military use. The century-old
Pedersen is a connoisseur's bike that has been modified by various
builders. In 1978, Jesper Selling, a metalshop worker in an alternative
community in Christiania, Denmark, revived the original frame plans and
has refined the design with modem components. With three co-workers,
they currently produce about 700 Copenhagen Pedersens per year, includ-
ing about
ten tandems. Pedersens are popular in Germany, with makers
such as Michael Kemper in Dusseldorf, and in England, where admirers
met in Dursley to celebrate the 100th anniversary of the Pedersen patent
application.
The Bowden Spacelander was developed by Benjamin Bowden
(1906-), a British-bom automotive designer, for a "Designs of the Future"
competition in 1946. After several "cursed" attempts at production in
Bowden Spacelander, 1946- 1990s. Britain and South Africa, Bowden began production in 1960, but he lost
money as only about 522 were shipped. They had a fiberglass body and
sold for $89.50. Originals are a valuable rarity today, selling for about
$5,000 to $15,000. In the 1990s, licensed replicas that cost over $4,000
are being produced by Bowden Indusfries in Lawrence, Kansas.
City Bikes
City bikes, town and country bikes, metro bikes, commuter bikes,
hybrids — these are practical variations of the roadster designed for easy
daily fransport in cities and suburbs. Some are built for easy riding, such
as the low-frame Fitness bike (1990) marketed by NordicTrak and the
Utopia Ergorad (1990) by Inge Wiebe of Germany. Others have suspen-
sions,as
such
the plastic-wheel Sprick Comfortable (1984) of Germany
and the twenty-inch wheel Radical by Gerritsen and Meijers of Holland.
And some are designed for the future, such as the cross-frame Herkules
2000 ( 195 1) of Germany and the prototype Batavus Double Orange
(1993) of Holland. For urban riding in the U.S., cyclists often use fully-
equipped mountain and hybrid bikes, while bike makers offer the
Utopia Ergorad. Specialized Milano (1993) and the Trek MetroTrack. Hybrid bikes are a
popular cross-breed, which combines the frame geometry of a mountain
bike with somewhat faster, narrower tires of lightweight roadsters.

Herkules 2000.

106 BIKE CULT

 CYCLING MACHINES

Folding Bikes
Portable or folding bikes allow people to carry or stow their wheeled vehi-
clesa in
smaller, less cumbersome package than standard bicycles. They
provide easier access into buildings and elevators, and into other means of
transport, such as trains, planes, boats, buses, and cars. Many kinds of
practical folding bikes have appeared in the past hundred years, including
small-wheels, large-wheels, tandems, and trikes, and recent innovations in
design and components improved their efficiency.
The earliest folding or collapsible bicycles include a few velocipedes
and high-wheelers, and they developed increasingly for soldiers to carry
on their backs around the turn of the century. Probably the first of the
modem small-wheel variety (fifteen-inch, 375 mm) was the well-equipped
Van Wagtendonk-Fongers folding bike made in Holland in 1898. The rare
fifteen-pound Dursley-Pedersen Military bicycle of 1900 had a folding
ft-ont fork and wheel. The French military used a folding bike named for Van Wagtendonk-Fongers folding bike.
its creator, a Captain Gerard. With a joint halfway along the parallel top
and down tubes, the two halves could be folded or separated, and the seat
was located directly over the rear wheel axle.
Large-wheel folding bicycles usually have frame tubes that separate or
swing joints that fold together. Many were developed for military use,
such as the Bianchi-Fiat Bersagliere gun carriers (1914) and the BSA
Parabike ( 1916) for paratroopers. Revived versions of the oval-shaped
BSA folding bike include the Trussardi (1982) from Milan, and the
Galaxe (1986) by Finn Wodschow and Steen Erik Snitkjcer, now built by
Niels Keld Madsen in Denmark. The frame has narrow tubes with folding
joints, and the bike can fit wheels of 700c or 28-inch size. Luxury features
include the Brooks B66 saddle, front hub brake, and Woodguard fenders,
chainguards, and hickory rims. Mountain bikes that fold include the
Montague BiFrame (1989), the Dahon Mountain Classic ( 1991 ), the
Worksong (1986), and the Diamant Handy Bike (1994), with a stainless
steel frame. To make any quality bike separate for portability, the Bicycle
Torque Coupling System attaches to cut apart frame tubes and fastens
together with stainless steel screw joints.
Small-wheel open-frame folding bikes were popular in the early 1960s
for cycle makers such as Raleigh, Peugeot, and Myata. These bikes have
twelve- to twenty-inch wheels and a swing joint along the single low-
slung tube. To fit adults properly, the seatposts and handlebars are extra
long, and to have a big enough gear with small drive wheels, the chain-
wheels are larger. The next step in portability came with bikes that could
fit into a small suitcase-sized bag. One of the first was the Italian Pocket
Bicy. It had twelve-inch wheels and a double sprocket system allowing
the rear wheel to fold into the space frame.
Today's small-wheel folders include the Bickerton, the Dahon, and the
Brompton. The aluminum Bickerton Portable was developed in the mid-

BIKE CULT 107

HUMAN-POWERED VEHICLES

1970s by Harry Bickerton, an aircraft engineer for Rolls-Royce and

DeHavilland. It has a fourteen-inch front wheel and a sixteen-inch rear,
and weighs eighteen pounds. The aluminum box-shaped main tube has a
swing joint, and the fold-away handlebars are widely adjustable. Its light
weight and flexibility made it comfortable to ride at fairly high speeds
over varied terrain, and several Bickertons were used for long distance
touring. The Bickerton came quickly to the mass market. Though it went
out of production in the mid-1980s, it is being revived in 1995.'
The Dahon Folder was developed in 1973 in California by the
Chinese-bom engineers Henry and David Hon, and it came to market in
1983. The original was a twelve-inch wheel, all steel, Taiwan-made bike,
Bickerton folding bike.
equipped with fenders, rack, kickstand, pump, generator lights, bell, tool
set, and caster wheel for rolling when folded. It was one of the world's
smallest adult bicycles when folded, measuring 28 x 20 x 8 inches, and it
took about a minute to fold and unfold, with quick-release levers and
knobs requiring no tools. It weighed over 30 pounds, and cost about $250.
Dahon now offers about four small-wheel models, including the Classic
16, the Stowaway, and the Mariner. The Brompton folding bike was
developed by Andrew Ritchie of London. He began the project in 1975,
and after a batch of prototypes were made in the early 1980s, some of the
original buyers invested in the company, and production began in 1988. It
folds into a 22 X 21 x 10 inch clump in about twenty seconds.
There are several high-performance small-wheel portable bikes in pro-
duction. Perhaps
the best are designed by Alex Moulton, who pioneered
the small-wheeled non-folding bike trend in 1962. The Moulton AM14
Jubilee introduced in 1987 weighs about 26 pounds, costs nearly $3,000,
and uses a Reynolds 53 1 space frame which has a kingpin that separates
the two halves of the bike for fitting into a large carrying case. It has four-
teen speeds,
seventeen-inch high-pressure tires, and front and rear suspen-
sion systems.
The high-performance Bike Friday folders, by Alan and
Hanz Scholz of Eugene, Oregon, include the 22-pound, twenty-inch
wheel, sixteen-speed, 531 Reynolds frame, $1,300 Pocket Rocket road
racing bike, the 24-speed Pocket Llama mountain bike, the New World
Tourist, and the 40-pound Two'sDay Tandem. Options include the
TravelCase (22 x 29 x 10 inches) which fits the twelve-inch wheel
TravelTrailer.
Folding bikes intrigue product designers more than most cycling
machines, and many folders have appeared in design competitions that try
to inspire the "Bikes of the Future." Although few go past the idea stage
and make it to market, some make it to market before the idea is com-
plete. While
experienced cyclists can tell good from bad, some designers
seem to believe that function follows form. Bikes that balance both innov-
ative materials
and "easily collapsible" features include the 22-pound
plastic Strida by Mark Sanders of England and the eighteen-pound alu-
minum Microbike
by Otto Linandcr and Sven Hellestam of Sweden,
which was sold at the Museum of Modem Art Design Store in New York.

108 BIKE CULT

 CYCLING MACHINES

Top to bottom: Moulton AM7;

Two's Day folding tandem with trailer
and traveling cases; Touring bike.

BIKE CULT 109

HUMAN-POWERED VEHICLES

Touring Bikes
Touring bikes are durable, lightweight road or off-road bikes assembled
with high-quality components and equipped with racks and panniers for
carrying touring and camping supplies. Packs are positioned behind the
seat, in front of the handlebars, and on top and along the sides of front and
rear racks, with the purpose of distributing the weight of the cyclist and
the load between the wheels (about 40 to 45 percent on the front, 55 to 60
percent on the rear) and keeping it as low as possible. Touring bikes in
France and Britain have been built according to "official" specifications
of touring organizations, called Randonnew and Federate, with fenders,
lights, and tool kits. Touring bikes include the three-speed Adler Berg und
Talrad (1949) from Germany, the Rene Herse (1960s) from France, and
the Bilenky Midlands (1994) from Pennsylvania.
Thanet Silverlight.
Ten-speed bikes were a popular American variation of the touring bike
first marketed in the 1960s and superseded by mountain bikes and hybrid
bikes in the 1990s. Ten-speeds were widely used for transport and tour-
ing, with
but low-quality components, drop handlebars, and fewer acces-
sories,were
theysomewhat impractical. The classics of this genre include
the Schwinn Varsity (1962) and the Sears Roebuck "Ted Williams
Quality" Free Spirit (1970).
Recumbent Bikes
Recumbent bikes are two-wheelers designed for sport and transport and
categorized by length, position, and drive system. Long wheelbase (LWB)
recumbents have the front wheel extending in front of the pedals and a
wheelbase of 55 to 70 inches, making a long, stable bike. They are about
equally popular with short wheelbase (SWB) recumbents, which are com-
pact, quick-steering
bikes that have the pedals over or in front of the front
wheel, and a wheelbase of 35 to 45 inches. Compact long wheelbase
(CLWB) recumbents and semi-recumbent bikes have a shorter LWB con-
figuration
higher
with
seats, smaller wheels, and a wheelbase of 45 to 65
inches. LWB recumbents include the Easy Racer Tour Easy (1982) by
Gardner Martin, the Roulandt from Holland, the foldable Linear alu-
minum produced
bike by Steve Hansel, and the Radius Peer Gynt by
Andreas Fortmeier and Peter Ronge of Germany. SWB recumbents
include the Lightning by Tim Brummer, the Kingcycle by Miles
Kingsbury of England, and the Angletech/Countcrpoint Presto by Jim
Lightning P-38. Weaver. The Vision R-40 and R-42 by Advanced Transportation Products
can convert to either LWB or SWB.
Semi-recumbent bikes include the ReBike (1993) by Kathy Skewis,
the EZ-1 (1994) by Easy Racers, the Danish Sofa-Cycle (1960s), and the
Villiger ( 1980s) from Switzerland, with partial fairing, fenders, and
stowage beautifully integrated in the body design. Low-rider recumbents,
or Ultrateifh'igers in Gentian, include the Flux Z-Pro bike by Christian
Uwe-Mischner of Germany, with partial fairing, and the Kingcycle Wasp,
with front-wheel-drive.

(10 BIKE CULT

 CYCLING MACHINES

Rear-wheel-drive (RWD) recumbents are more common than front-

wheel-drive (FWD) recumbents. FWD recumbents usually ha\e shorter
wheelbases and chains, and they take longer to learn how to ride. They
come in two formats: with the crankset fixed to the front forks, which
makes the handlebars turn \\ ith the pedals, as on the bikes built by John
Stegman of South Africa, or with the crankset fit to the driver's frame,
which has fixed pedals and a twisting chain when the front wheel turns,
such as the Bevo bike by Klaus Beck and Hans Voss of Germany. The
innovative Flevo bike (1988) by Johan Vrielink of Holland, a FWD cen-
tral steeringrecumbent, is known as a "zen bike" because the rider must
totally relax. The Flevo can convert into a load-carrying trike. Variations
from Holland include the semi-recumbent Cha-Cha bike by Bram Moens
and Bemd Zwikker. and the Swing Cycle Chinkara by Rob Hofman. The
Lean bike ( 1993). by Harald Kutzke and Norbert Nattefort of Germany, is Above, double chainset on Kingcycle.
a prototype sixteen-inch wheel suspension recumbent based on the posi- The lower half twists when turning the
tionaofcar driver, with tilting-seat steering. front wheel. Below, Bevo bike, a front-
wheel-drive semi-recumbent; Flux Z-
Pro low-rider recumbent.

BIKE CULT I I I
HUMAN-POWERED VEHICLES

Bantam-Polo Bikes
These are a mixed breed of bike that are flin to ride and allow for special
maneuverability. They include the early bantam bikes, bikes with small-
wheels or short-wheelbases, and semi-recumbent bikes. The first bantam
bikes were the Crypto Bantam and Bantamette {1891 ), for men and
women, which had 24-inch wheels and epicyclic FWD hub gears. Setting
the style for polo bikes were the Velocino (1939) from Italy and the
Union Strano (1958) from Holland, with a twelve-inch front wheel, a 24-
inch rear wheel, and a long, swept-back stem that positioned the bullhorn
handlebars above the saddle. This quick steering, short wheelbase design
has been replicated in semi-recumbent form in Clive Buckler's Wedge
bike (1993). The Funfiets (1992), by Derk Thijs of Holland, is a portable
twenty-inch wheel bike designed to ride with the "hands off" It has a
three-speed coaster brake, a single steering bar, a quick release steering
damper, and front brake lever placed behind the saddle. The rider's freed
hands can be used to push the knees for more power.
Tandem Bik.es
Funfiets, for no-hands riding. Tandem bikes or "twins" are available in four seating formats: the popular
in-line format, with the captain in the front seat and the stoker in rear; the
side-by-side format, usually with one side steering and the other side with
fixed handlebars; the Janus format, or Pushmi-Pullyu, with the cyclists
back-to-back facing opposite directions (Janus was the mythic two-faced
Roman god of beginnings, guardian of gates and doors, and the Pushmi-
Pullyu was a Doctor Dolittle creature); and the back-to-front fonnat, or
reversed forward stoker tandem, with the riders face-to-face. Many kinds
of bikes have been made into tandems, including roadsters, folding bikes,
touring bikes, racing bikes, and recumbents. The Co-Pilot tandem (1975)
made by Meyland-Smith in Denmark, allows a child-sized front rider to
steer the bike along with an adult-sized rear rider.
In-line tandems are usually set up with in-phase cranks, with front and
rear pedals fixed to the same point in the stroke, but some tandems are set
up with out-of-phase cranks, where the stoker's pedals are at 90 degrees
of the captain's pedals. In-phase pedals are easier for mounting and
climbing, and out-of-phase pedals offer smoother spinning, with less tan-
dem sway
and bike-straining peak force because there is no dead center.
To design a more comfortable and smaller wheelbase tandem. Bill
Patterson, an HPV professor at Cal Poly in San Luis Obisbo, California,
developed the prototype Wyms two-wheel-drive recumbent folding tan-
Janus or Pushmi-Pullyu tandenn. dem with
twenty-inch wheels. The stoker's rear-wheel-drivc operates
independently of the captain, who has a fixed-fork front-wheel-dri\e that
allows hands-free steering.
MULTI-BlKlS

Multi-bikes follow after two-wheel tandems m the family of cycles, with

triplets (three-cyclists), quadruplets (four), quintuplets (fi\e), sextuplets
(six), septuples (seven), octuplets or uctopeds (eight), nincompooplcts

112 BIKE CULT

 CYCLING MACHINES

(nine), decemtuplets (ten), and trigintapedes (3 1). A famous ten-rider bike

during cycling's Golden Age was the Oriten made by the Orient Cycle
Company in 1896. It was 23 feet long and weighed 305 pounds unloaded,
and about 1,500 pounds loaded. The "Longest Push Bike in the World" is
22.86 meters long (75 feet), seats 40 people, with 39 pedals and one pas-
senger, weighs
about three tons, and was built in 1984 in Queanbeyan,
Australia.
Combination Cyclfs
Combination cycles, convertible trikes, and trailer bikes are special
attachments that make single bikes into tandems, cargo trikes, and quadri-
cycles. Single bikes have been converted into tandems since the
Invincible Tandem and the Ivel Safety of the 1890s. Bikes can be made
into trikes featuring dual front wheel Ackermann steering with the
Newton Trike Conversion Kit, and two-wheel trailers can replace rear
wheels on the Flevo bike to make a cargo trike. Bicycle coupling devices
connect two bikes side-by-side to make tandem quadricycles, such as the
Coldwell Bicycle Coupler (1890s).

Above, Coldwell bicycle coupler.

Left, Burley Rock 'n Roll tandem with
Allsop Softride suspension for the
stoker. Lower left. Trailer bikes com-
binemake
to bike train; Below, Child-
carrier bike converts to pedicab trike.

BIKE CULT 113

HUMAN-POWERED VEHICLES

Hand Cycles
Hand cycles offer alternative kinds of mechanical drive for people with
limited strength in their legs. They include bikes, trikes, and wheelchairs
with hand-crank and rowing mechanisms. Used for transport, touring, and
competition, hand cycles offer recreation and health benefits beyond the
expectations of their users. There are about 25 hand cycle manufacturers
in North America, with many one-of-a-kind developments by individuals
and physical rehabilitation centers.'
The Handbike was developed in 1980 by Doug Schwandt at the
Veterans Administration Medical Center in Palo Alto, California. It is a
two-wheel recumbent with two more caster wheels that swing down for
easy boarding. To improve steering and reduce the effort expended, both
crank-arms rotate in the same position — unlike the cranks of a standard
bike that have one pedal at the top of the stroke and the other at the bottom.
Handbike with parallel crank arms. Hand-powered tricycles feature front-drive wheels, off-camber rear
wheels (about nine degrees) for extra stability, hands-on backpedal
brakes, and carrier racks. New England Handcycles, the oldest manufac-
turer
theinU.S., offers the 24-speed aluminum Trike, useful for road
touring and racing. The Rowcycle is a fast tricycle that combines the use
of a sliding seat and three-speed lever bars for propulsion. It steers by the
rider shifting his or her weight in the seat, and it is adaptable for para-
plegics, quadriplegics,
and amputees. The Roeifiets (1988) is a high-per-
formance
and arm-
leg-powered recumbent developed by Derk Thijs that
has won HPV races in Europe. The Rowbike (1993) is a long wheelbase
recumbent with a hand-powered lever- and chain-drive mechanism made
by Scott Olson of Minnesota, founder of RoUerblade Inc.
Many two-wheel tandems are suitable for people with disabilites, such
as the Sunburst Tandem by Doug Schwandt. This was the forerunner to
the Opus 111by Counterpoint Conveyance, an eighteen-speed tandem bicy-
clewhich
in the front rider sits recumbent, with hand or foot cranks avail-
able. rear
The rider sits upright, with an unobstructed view of the road.
Sunburst Tnndem, with hand drive in
front and pedals behind.
Tricycles
Tricycles, trikes, and three-wheel vehicles are designed for sport, trans-
port, utility.
They are categorized by the placement of the wheels, by the
number of wheel tracks, and by the steering and drive mechanisms. The
traditional variety of three-track tricycles are built with one wheel in front
and two wheels in the rear (1+2), and Kendrick-style trikes have two
wheels in front and one behind (2+ 1). Two-track trikes may have a central
wheel on one side and two on the other side, front and rear ( 1+ 1+ 1).
Trikes with two-wheel-drive and a differential usually track and turn bet-
ter than
one-wheel-drive vehicles, especially since many roads are off-
camber and tilt up in the center for drainage. The Victorian by Peter
Taylor of England is a 2+1 tandem trike with Ackermann steering, and
the custom-made Longstaff Tandem trike is equipped like a traditional
high-performance road bike.

114 BIKE CULT

 CYCLING MACHINES

Recumbent Trikes
Recumbent tricycles and practical HPVs are designed for sport and trans-
port,categorized
and by the vehicle's body (open, semi-faired, fully
faired), by the driver's position (semi-recumbent, recumbent, low-rider),
and by the driving mechanism. Practical HPVs in production include the
Leitra (1985) by Carl Rasmussen of Denmark, a 70-pound town and
country trike with a snow-proof, fully-faired body, and the Windcheetah
Speedy by Mike Burrows, with a joy-stick handlebar and a full range of
fairings. The Thebis trike, by Robert and Peter Perkins of Canada, has the
crankset as part of the front wheel hub. The prototype Twike ( 1989) from
Switzerland is a two-seater faired coupe with tandem belt-driven trans-
mission
optional
and electric motor-drive. The Sinner, a 35-pound alu-
minum recumbent
trike from Holland, allows another Sinner to be hitched
behind, as a trailer trike with the extra front wheel as cargo.
Pedal Carriages
Pedal carriages are tricycles and quadricycles built for tandem and socia-
ble cycling.
These vehicles evolved from the velocipede carriages and
sociable cycles of the 1870s and 1880s that predate automobiles. The
magazine Cycling described these vehicles in 1892;

They were called double tricycles because they were double the weight
of anything else of their kind, because they required double the exer-
tionpropel
to them, double the time to clean, double the money to buy,
and also for the less important reason that they carried two persons....
These engines were more generally known as sociables chiefly because
after a few miles they made the two riders thoroughly unsociable.

A wide range of three- and four-wheel pedal carriages are currently

produced for easy-going recreation. These include the Honeymooner tri-
cycle
Bachtold
by Bros., with dual cranks for side-by-side pedaling, and
the Beach Buggy 2+2 quadricycle by the Original Surrey Company of
Texas, with a canopy, battery-powered lights, and stereo system. Four-
wheel pedal carriages with rack and pinion steering include the single-seat
ForeRunner by NordicTrak, and the two-seat Quadracycle with automo-
bile-stylewheel.
steeringThe $3,000 Jomark Bus has four seats, each
with pedals, brakes on all four wheels.

Above, Carl Rasmussen's Leitra trike

with its components. Left, NordicTrak
Forerunner.
 HUMAN-POWERED VEHICLES

Utility Cycles
Utility cycles, or human-powered utility vehicles (HPUVs), are often the
hardest working members of the cycle family. They have multiple wheels
and multiple uses, carrying cargo and people in quantities beyond what is
practical on a standard bicycle. Along with traditional carrier cycles, utili-
ty cycles
include various kinds of trailers, rail cycles, pedal-carts, emer-
gency cycles,
military machines, and camera bikes.
Carrier Cycles
Cargo-carrying cycles come in a variety of shapes. Among cargo bikes,
there are duplex carriers with heavy racks front and rear (New-Hudson),
small-wheel low-gravity front carrier bikes (Royal Enfield), and long-
wheelbase front loader bikes, such as the Long John by Smith and
Company-SCO, the Long Emma by Pashley, and the Long Haul by Jan
Van Der Tuin. Among cargo trikes, there are side-car carriers (James),
rear platform carriers (Oxtrike), semi-recumbent rear carriers (Lucie),
box-shaped front loaders (Gundle), and front loader dumpsters (HP
Research). Among four-wheel cargo cycles, there is a pedal-powered
forklift, called the Super Lift 500, made by Japan Steels. Carriers have
been equipped with wicker baskets, mail bags, grocery boxes, bottle
racks, plastic dumpsters, cooking stoves, and insulated refrigerators.
Many carrier cycles are made by specialized companies such as
Worksman Cycles of New York and Pashley of England, and by numer-
Royal Enfield low-gravity carrier bike. ous intermediate
technology development groups in Europe, Latin
America, Africa, and Asia. The Oxtrike, developed by Oxfam, was one of
the first HPUVs developed in the West specifically for use in non-indus-
trialized countries.
It is currently being manufactured in a dozen small
workshops in several countries.
Trailers
Bicycle trailers are an easy way to pull additional passengers and cargo.
Their advantage is in keeping extra loads lower to the ground with less
stress on the bicycle and its stability. Trailers usually hitch to a bicycle at
the seat post, or to one of the rear stays. They typically have two twenty-
inch wheels and are about 30 inches wide with steel or aluminum frames
and platforms or seats that can hold one or more children or grocery bags
up to about 100 pounds. For wet weather, trailers such as the BuHey,
iStoptSeTb^^ Equinox, and Winchester have tent-like structures with windows or
screens. The Cycle Tote trailer has an electric, battery operated drum
brake that weighs 25 pounds and cost about $675 in 1992. Side-cars for
passengers and cargo also attach to bikes for extra stability. The Springer
side-bar dog tether lets dogs run with their master and do a little pulling.
Trailer bikes attach to other bikes and have additional seats and pedals
to tandems and triplets. These include the Adams Trail-A-Bike (1990)
Ivy Tradesman Carrier
from Canada, the Islabikes Trailerbike (1989), and the two-seater
Ice Cream model, 1930s.
Cresswell U+2 trailer trike from England.

116 BIKE CULT

 CYCLING MACHINES

Burley trailer.

James Sidecar Bi-Carrier Cycle. 1924.

Worksman Platform tricycle, 1990.

Multi-purpose carrier trike becomes

pedal-powered workstation.

Japan Steels Super Lift 500 pedal-

powered forklift.

BIKE CULT 117

HUMAN-POWERED VEHICLES

Pedicabs
Pedicabs are pedal-powered tricycles and quadricycles designed to carry
non-pedaling passengers to serve as human-powered taxicabs. They are
named by language and land: chaise-roiilante in French; rickshaw and
trishaw in English; thcyclo in Latin America; lancha in Malaysia; becak
(say bay-jack) and roda tiga in lndonesea;y7«/-;'A75/7a(human-powered-
vehicle) and rintaku in Japanese; and samlor in Thailand. The two-seat
bicycle taxis in Uganda are named boda boda. because motor vehicles
coming from Kenya have not been allowed to cross into Uganda since the
mid-1960s, so drivers shouted "Border Border" to attract travelers.
Passengers sit either in front of the driving cyclist (Indonesean-style),
behind the driver (Chinese-style), or in enclosed side cars (Filipino-style).
Most have wicker seats or padded benches and weatherproof canopies. In
India, Pakistan, and Bangladesh, artists have decorated rickshaws with
painted murals, tassles, and metalic fringes. Western-made pedicabs often
have fiberglass bodies and stereo systems, such as the Paradise Pedicab of
Hawaii and the Trans Canada Pedicab of Vancouver. In China, pedicabs
are built as miniature school buses for transporting children. Various
designs for pedal-powered buses have seats for over a dozen passengers,
each with the option of pedaling. Most pedicabs in Asia have changed lit-
tle since
the 1930s. To improve their efficiency in Bangladesh, the
Canadian International Development Agency helped two village factories
build lighter and stronger passenger and cargo vehicles that reduce a dri-
ver's effort
by some 30 percent."

Top to bottom: Indonesean-style pedicab

with passengers in front; Chinese-style
pedicab with passengers behind; Chinese
school pedicab; Right, American-style pedi-
cab, with
lights and sound system.

118 BIKE CULT

 CYCLING MACHINES

Rail Cycles
Rail cycles are designed to ride on railroad tracks, fence rails, and elevat-
ed monorails.Because metal railroad tracks have such smooth surfaces
and gentle grades they offer an ideal low-resistance path for human-pow-
ered vehicles.
Rail bikes are usually set up with a bicycle mounted on one
rail with extra flanged guide wheels to keep the bike in line with the track.
The bike is supported by a triangulated cross bar with one or two flanged
guide wheels connected to the opposite rail. This keeps the bike balanced
and upright, with very little steering required at curves and junctions in
the track. The earliest rail bikes were built specially for track maintenance
and more recently have been used for recreation since there are over
40,000 miles of neglected track in the U.S."
With lightweight safety bicycles, rail attachments were made portable
so track inspectors could also ride on mixed-traffic roads. The rail attach-
ments included
an additional front fork with flanged guide wheels that
could be raised and lowered for road or rail, and a folding side frame w ith
a small roller wheel. When the cyclist arrived at the tracks, the triangulat-
ed frame
was connected near the seat post and the rear wheel axle, with
the flanged roller leaning against the opposite track. Telescopic frame
poles adjusted to different gauges of track. Recent variations include
guide wheels made with double flanges and quieter plastics, with mounts
at a 45 degree angle to the track. An alternative is using two bicycles con-
nected side-by-side
on each rail with guide wheels to keep them on track.
Three and four wheel rail cycles were develeped for railroad workers
in the 1880s. The Sheffield Velocipede Hand Car, made in Michigan, was
a 125-pound wood and iron vehicle with both hand and foot lever-drive
mechanisms. A similar vehicle was used in the 1890s for track inspectors
in Russia to prevent sabotage of the Czar's train. It had iron wheels with
rail flanges and weighed about 1 10 pounds.
The 1890s bicycle craze inspired two kinds of bicycle railroad sys-
tems—
one for riding on fence-rails, the other with the cyclist suspended
above ground. The Mount Holly & Smithville Bicycle Railroad was
developed by "Professor" Arthur Hotchkiss for commuters traveling
along the Rancocas Creek from Mount Holly, New Jersey, to the H.B.
Smith Manufacturing Company. The riders used modified cycling
machines with a twenty-inch wheel driven by the treadle mechanism used
on the Smith Star bicycle. Some 3,000 people rode it on opening day
September 13, 1892, but with only one fence-rail, riders had to dismount
when encountering someone traveling in the opposite direction.
A few suspended bicycle railroads appeared around 1893 as amuse-
ment rides
along the New Jersey shore in Atlantic City. Ocean Beach, and
Gloucester. Hanging a couple of feet over the ground from dual i-beam
fence-rails, these pedal-driven railroads offered the sensation of flight.
The original Smithville line was closed in 1898 and a few years later.
W.G. Bean brought a fence-type bicycle railroad from New York to his Hotchkiss bicycle railway.
Smithville, New Jersey, 1892.

BIKE CULT 119

HUMAN-POWERED VEHICLES

native Blackpool, England. Called the Mono-Rail Velocipede, it served as

a popular amusement until about 1910. In the 1930s, the Wuppertal rail-
way
Gennany
in used two-wheel cycles on a suspended monorail.
In 1992, a prototype human-powered railway was developed by Jim
Kor, an industrial designer and editor of HPV News. Called the Skyway
Transportation System, it includes single-rider 80-pound streamlined
HPVs with four wheels and solid rubber tires that ride on aluminum
tracks in elevated, enclosed rail tubes with wind pumped into them for
attaining average cruising speeds of 40 mph. As a kind of Personal Rapid
Transit (PRT), Kor envisions vehicles that can string together for more
efficiency, and a pollution-free network of smooth gradients, curves and
interchanges suitable for long commutes and large parks.

PEDALTRAIN

_^^^-^g ^^<^^^ — ' Zr^""!^.jiTiiSi""iit^

S^^pM^ii^^^*"*- —7^ 5?*r"=^r^>3^ ^^
m _

^^^^--^ // 'y\ ^
^a^
li
rm AMAT
I^Ld^
^^=^p^^^l
k
j] "^la^S^
o^
J^
&^
ie^ kL~~"~^
^^'^
^g
bJ^KI
Pedaltrain by Steven M.Johnson, from Public Therapy buses. 1991.

Design for the Skyway Transportation

System, by Jim Kor.

120 BIKE CULT

 CYCLING MACHINES

Utility Cycles
These human-powered utility vehicles are designed for special purposes,
such as street vending, tlrefighting, providing health care, tree-climbing,
surveying, photographing, and advertising.
Around 1900, some tradesmen put their entire shops on wheels, and
their vehicles were called "Applied Bicycles."'" At Coney Island, there
was a tricycle barbershop complete with a standard barber's chair. In
Berlin, a wheeled tobacco shop had a glass cigar case and a battery oper-
ated electric
sign for the cafe nightlife. In Paris, tricycling street pianists
mounted the keyboard of their hurdy-gurdy at the handlebars, and in New
York, a "Perambulating Electrician" converted an old wagon coach
"according to bicycle usage," and set-up a workbench, an anvil, and a full
kit of tools for doing odd jobs. Today, in New York, there are a few rov-
ing knife
and scissor sharpeners who ride around pedal-driven grinding
wheel attachments, and some nomadic bike mechanics who carry their
shop on bike trailers.
Many utility cycles have been used for emergency situations. These
include the Schoedelin Fireman's Quadricycle used in Paris in the mid-
1890s, which had four riders and four wheels. Supposedly, it could reach
a fire in one-fourth to one-third the time required by a horse-drawn fire
carriage. After arriving at the fire, the men would drop the kickstand,
uncoil the hose, connect it to a pump, and hop back on the pedals for
pumping the water with a force that could shoot 75 feet into the air. A sin-
gle-rider fire-cycle
with a coil of hose contained within the center of the
frame was made by BSA in 1905 for firefighters in the British petroleum
industry.
Bicycle ambulances have appeared throughout the bicycle's history.
Some were long stretchers with tandem riders at both ends, and others
were built on rear loading tricycles with enclosed cabins. The Simonis
Bicycle Ambulance was a folding bicycle that could be converted "in
three minutes" into a two-wheeled hand-cart stretcher for rescue work in
British Petroleum's BSA firefighting
British coal mines. Lightweight stretcher trailers for carrying patients to
bike with hose coil, 1905
health care centers in remote areas were built by IT Transport (UK) in the
1980s after an original design used in Malawi." In the 1990s, Matteo
Martignoni of the Institute for Transportation and Development Policy
(ITDP) developed the Haitian Hauler bicycle ambulance, and after much
political turmoil, he formed the Laboratwa Esperance in Deschapelles, for
Haitians to learn vehicle building. In Denver, the Department of Health
and Hospitals developed an All-Terrain Medical Unit (ATMU) in 1990
with mountain bikes carrying oxygen packs, cardiac monitors, and other
medical equipment for paramedics working crowded events where motor
vehicles have limited access.
In the field of agriculture, the human-powered tractor offers a cleaner
vehicle for organic growers. In the mid- 1980s, a farm in the Netheriands
designed a tandem foot-powered vehicle for planting and seeding. Driving
twelve-inch tractor tires geared down to move about six inches per pedal

BIKE CULT 12!

HUMAN-POWERED VEHICLES

revolution, a cycling farmer sits in a low recumbent position with hands in

easy reach of the earth. Various tree and pole climbing tricycles have been
invented for harvesting fruit and maintaining telephone lines. These
include one from the 1930s seen in the movie Gizmo, the Pole Climber
from China (1986), and the Cyclopalma from Cuba (1993). Bicycle-pow-
ered lawn
mowers that attach as trailers have appeared since the 1930s,
and one is currently produced by Dynamo Inc. of Colorado.
The Ferguson Cyclograph was developed around 1904 to make a topo-
graphic of
record
the landscape with the surveyor on a bicycle. The instru-
mentawasbox holding paper and mounted on the handlebars. A compass
was mounted ten inches above the box to protect it against the bicycle's
magnetic effects. An eccentric disc on the front hub connected by an
oscillating lever moved the paper in a similar speed but in the opposite
direction of the bike. As the cyclist turned in any direction, wires from the
compass guided the appropriate angle with which the cyclist rotated the
paper. An inked wheel, also driven by the front wheel, inscribed the route
on paper marked with the known meridians. In practice, the device com-
pared favorably
with the lines of roads on official maps, and the intelli-
gence branch
of the British government considered its use in China.
Many kinds of bikes and cycles have been equipped for cameras. One
of the first pedal-powered cameras was the photographic tricycle for
tourists which combined a Rudge Rotary Tricycle mounted with a large
format view camera. The whole unit included a tripod and accessory case,
Cyclopalma tree-climbing bil<e. and cost around £50. In finding a suitable roadside subject, the photogra-
pher-cyclist
eithercould
scout around on foot with the camera on the tri-
pod,simply
or point and shoot by pedaling and aiming the tricycle.
The cult of the high-wheel bicycle and the growth of amateur photog-
raphy coincide,
and the desire to record cyclists' outings inspired the
development of portable cameras which could travel by bicycle. Under
the heading "Anthony's Bicycle Equipment," the 1891 photographic
equipment catalog from E.& H.T. Anthony and Company of New York
Anthony's Bicycle Equipment.
offered a $ 10 dry plate box camera designed to clamp onto the handlebars
of a high-wheeler. Using a telescopic support to steady the wheels, with
the camera mounted on the handlebars, the bicycle served as a wheeled-
tripod with enough height for standing while focusing on the subject.
Another popular camera among cyclists was the circular spy camera, a
forerunner of today's miniature disc cameras. It weighed about half a
pound and was designed to be worn under the coat or vest suspended by a
strap from the neck with the lens protruding. The camera had a fixed
wide-angle lens of universal focus so the photographer only had to judge
the light to time the exposure. There were six exposures per negative with
circular images available in two sizes, Wa or 2'/: inches. They were often
advertised in cycling publications and cost around $12.
Around 1900, the pioneering photo-journalist Sumner Matteson carried
two cameras and a portable darkroom on his bicycle while exploring
Native American settlements around the Grand Canyon. Matteson's
Overman Victor Safety Bicycle No. 3 was equipped with a handlebar-

122 BIKE CULT

 CYCLING MACHINES

mounted Bulls Eye folding tripod, a Kodak carrying case attached under
the top tube, a pocket-sized (3'/-i x 4'A inches) Kodak No. 3 camera, a
large format (5x7 inches) Kodak No. 5 camera, a flashlamp with flash
powder for nighttime photos, a darkroom safe light with wicks, daylight
loading cartridges of twelve-exposure roll film, processing chemicals and
containers, and "Solio Paper" for making finished contact prints.'^
The desire to capture the cyclist's point of view has inspired many
cyclographers to mount cameras on their bikes and themselves. In the
1980s, sculptor and photographer Kenneth Snelson mounted a sixteen-
inch panoramic Cirkut Camera on the rack of his three-speed bicycle and
rode around New York searching locations to make 360 degree panoramic
pictures that realized his "voyeuristic impulse to see in all directions at
once."" Mark Forman, an independent filmmaker in New York, mounted
a camera to his bike while documenting Alaska's Iditabike race, and
eventually patented the Forman Camera Bicycle (1992), suitable for
mounting professional quality film, video, and audio equipment. The
unique triple-suspension mountain bike, made to Forman's specifications
by Boulder Bicycles, has a long, narrow platform for front and rear
mounting. Similarly, Bruce Petschek of Seven Generations Video in
Boston made the documentary Way to Go: Bicycles in Cuba (1994), with
a camera and boom microphone mounted on his non-motorized bicycle.
Michael Friedland of Colorado developed a helmet mount for lightweight
8 mm auto-focus video cameras, and he rents the equipment ($50 for three
hoijr^) through a service called Head Trip.
/'^Probably the most high-tech bike ever assembled is Steve Roberts'
Behemoth, which stands for "Big Electronic Human-Energized Machine
Only Too Heavy." A mobile telecom work station, this $1.2 million, 350-
pound, 105-speed recumbent bike and trailer was developed in 1990 at
Roberts' Nomadic Research Labs near Santa Cruz, California, with much
of the equipment donated by manufacturers. The Behemoth evolved from
Roberts' first generation bike, the 220-pound Winnebiko, which was his
home and office during his 10,000-mile adventure into cyberspace, docu-
mented
his newsletters,
in High-Treknowledgy and Nomadness, and his
book, Computing Across America: The Bicycle Odyssey of a High-tech
Nomad.
Behemoth is equipped with a Qualcomm satellite station with dedicated
computer for sending and receiving messages through GTE's orbiting
GSTAR satellite. It has a dual band VHF/UHF ham radio, an Oki cellular
phone, and a Cell Blazer modem. Among the computers in the front con-
sole there
is a Sun computer with 207 mb hard drive and CD-ROM drive,
a Macintosh with 40 MB hard drive, an IBM-PC with VGA monitor for
technical graphics, and a Toshiba laptop, which manages his unique han- Steve Roberts on his Winnebiko.
dlebar keyboard,
with only ten keys and plenty of macro commands for
typing characters, words, and phrases. Another useful feature when
cycling is the Brain Interface unit, with ultrasonic sensors on his helmet
that move the on-screen cursor by moving his head, and the Private Eye
heads-up-display, a tiny helmet-mounted monitor that is easier to read

BIKE CULT 123

HUMAN-POWERED VEHICLES

than the console monitors.

For security. Behemoth has a microwave motion detector and Roberts
carries a security pager. Whenever he's away from the vehicle, he carries
a Manpack briefcase with 10-watt solar panel, laptop computer, and a
radio link that allows Roberts to communicate with the bike and those
near it, using a speech synthesis and recognition system. If Behemoth is
stolen, Roberts can use its navigating equipment, the Trimble Global
Positioning System, which computes latitude, longitude, elevation, and
speed, to pinpoint the vehicle's location within 50 feet. For entertainment,
he has a MIDI music synthesizer, AM/FM/shortwave radio, waterproof
Blaupunkt speakers. To power these gadgets. Behemoth's trailer has a 12-
volt battery and a 72-watt solar panel array. When Roberts appeared on
the Phil Donahue show. Behemoth talked to the audience and before cut-
tinga to
commercial, it said "And now a word from our sponsor."

The machine represented herewith opens up a new horizon in the vast

domain of advertising, in which it seemed impossible to realize still
another innovation. — Revue Universelle (1895).

The tricycle printing press or "Advertising Cycle," was one of those

Victorian inventions that combined one good idea with another to make a
third idea that may be more or less than the sum of both. It was a tricycle
equipped to print short advertising slogans on the street using raised let-
tersthe
on two rear wheels which came into contact with ink rollers.
Behind the saddle were two cubical reservoirs of special ink that fed the
ink rollers placed on top of and in contact with rubber tires carrying a
message in relief type. The letters were four inches tall and up to about 40
letter spacings were available per wheel. A belt-driven blower cleared the
Above, Advertising Cycle, 1895. for
printing messages in the road. road of dust, but only smooth roads were able to accept the inked mes-
Below, Steven Roberts' Behemoth, a sage.vehicle
The predates Marshall McLuhan's saying, "the medium is
mobile teiecomunications v^orkstation. the message."

124 BIKE CULT

 CYCLING MACHINES

Speed Machines
The most popular question about any bike, besides how much it costs, is
"How fast can it go?" The correct answer, which is not so popular, is
"How fast can you pedal?" Cycling has many speed records and many
ways to say "fastest," depending on the type of cycle and the amount of
power input by the cyclist. There are four kinds of fast bikes in cycling —
standard racing bikes, human-powered vehicles, downhill bikes, and
motor-paced bikes — which correspond to the three kinds of cycling
speeds — continuous speed on level ground, maximum speed on level
ground, and maximum speed with assistance. Top speed records are deter-
minedbymore
the cycle, and continuous speed records are determined
more by the cyclist. Of all speed records, the world hour record is the
most fascinating event in cycling. Measuring the distance humans can
travel in one hour (kilometers or miles per hour), it corresponds to many
human performance factors and many kinds of cycling machines.
Standard racing bikes (road, track, aero, and MTB) are the most com-
mon bikes
fast because they are used by the world's professional and
amateur cyclists. The speed of these bikes is somewhat limited because
they are designed according to the standards of cycle sport's governing
bodies, the Union Cycliste Internationale (UCI), the International
Triathlon Union (ITU), the Ultra-Marathon Cycling Association
(UMCA), and the Road Time Trials Council (RTTC) in Britain.
Recumbents and human-powered vehicles (HPVs) are the fastest cycling
machines for pure record-breaking speed, mainly because there are fewer
design limitations specified by the governing body, the International
Human-Powered Vehicle Association (IHPVA). HPVs have been banned
or segregated from traditional cycle sport, mainly because the group Butch Stinton and Jan Russell received
dynamics and human nature of UCI bike racing is somewhat different honorary speeding tickets at the 1979
from HPV racing. Downhill bikes go faster than standard bikes and HPVs IHPVA Championships for going over
55 mph in White Lightning.
because they are assisted by the pull of gravity. Motor-paced bikes, which
Photo by Ted Mock.
set the world's land speed record, are the fastest bikes on earth when
drafting behind motor vehicles, as they are designed to do.
Road Bikes
Road racing bikes are designed according to UCI rules for mass-start road
racing, although many are used for recreation and all-purpose cycling. In
a sprint on flat land, cyclists can go about 75 kph (47 mph), and downhill
they can safely go over 100 kph (62 mph). Featuring skinny tires, drop-
handlebars, rim brakes, and multi-speed derailleurs, they traditionally
have a diamond-shaped fi-ame and wheels with tubular or clincher tires
(700c X 22). Notable road bikes include the three-speed BSA Three Rifles
(1935), the ten-speed Bianchi Tour de France (1949), the ten-speed
Cinelli Super Corsa (1965), the twelve-speed Colnago Mexico (1980),
and the sixteen-speed Specialized Allez (1992). The shape of road bikes
has changed relatively little since the 1950s, and most innovations appear
in the materials and components. To distinguish different makes when

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brand names were not allowed on the bikes of British amateurs, an

unorthodox category of bikes were designed, such as the Hetchins (1934)
with Vibrant Triangle curly stays, used for track racing and touring, and
the Flying Gate design made by Barnes and Trevor Jarvis Cycles. Road
bikes with suspension include those by Moulton, Softride, and LeMond.
The latter is a 22-pound titanium bike made by Clark-Kent Cycles with
handlebar-controlled front and rear elastomer shocks. The Colnago Ferrari
( 1989) is a notable prototype, with its carbon composite frame, three-
spoke wheels, eight-speed oil-bath gear case, and hydraulic caliper
brakes.
Track Bikes
Track bikes are designed according to UCI rules for racing on velodromes
with a fixed-gear and a backpedal brake. There are different styles and
positions for sprint races, mass-start races, time trial races, six-day team
races, road riding, and messengering. Cyclists have reached speeds over
80 kph (50 mph) on velodromes, and pacing behind a motor at speeds
over 100 kph (+62 mph), usually with a demi-fond motor-pace bicycle.
Track bikes include those by Cinelli, Pogliaghi, and Schwinn.
The bicycle for track sprinting is heavier and stronger, to withstand the
powerful forces of acceleration, with short crank arms for easier spinning.
The gear varies from about 88 to 92 inches, depending on the track length
and surface. The tandem track bike has stronger wheels and tires, weighs
about 45 pounds, and has a gear of about 100 inches. The kilo bike is usu-
ally more
aerodynamic, with a smaller, lower front wheel and a rear disc,
and handlebars that permit better breathing. The typical gear is about 92
inches. The pursuit bike is a light aero bike, with a fixed-gear of about 90
inches. Team pursuit bikes are similar to pursuit bikes, differing only by
slightly larger 94-inch gears, and shorter wheelbases to keep the teams
tight. In order to take advantage of the pacer's slipstream, the demi-fond
or stayer's bicycle has a distinctive shape. The front forks are raked back-
wards
theand
front wheel is smaller (600 mm diameter) for better steer-
ing stability.
The saddle is pushed forward, over the vertical line from the
center of the crank axle, and supported by a second post on the top tube.
Road racing bike; Tires are glued and wrapped to the rims to prevent them from rolling off,
Pursuit track bike; and the fixed-gear is about 130 inches. Cycle speedway bikes have
Six-day race track bike. straight forks, upright handlebars, a low saddle position for cornering, and
a one-speed gear of about 45 to 50 inches for quick acceleration.
Aero Bikes
Aero bikes, or time trial (TT) bikes, are standardized road and track bikes
designed to reduce aerodynamic drag for timed races. Most are built
according to rules of the UCI, the ITU, the UMCA, and the RTTC, and
they have gradually changed since the 1980s, with new materials, new
aerodynamic and ergonomic components, and new rulings that are
responding to bicycle design in the 1990s. Aero bike components include
low-profile and monocoque (one-piece) frames, small and large wheels
with aero spokes or lenticular discs, aero bars and tri-bars. and forward-

126 BIKE CULT

 CYCLING MACHINES

position and high-back saddles. Traditional time trial bikes were made
lightweight and frictionless, such as the Coinage Windsor used by Eddy
Merckx in his 1972 hour record, but without aero bike components they
are slower by one to five kilometers per hour.
Radical aero bikes appeared in the early 1980s, in the Tour de France,
the World Championships, the Olympics, and the UCI world hour record.
In 1984, Francesco Moser used the Moser-Dal Monte aero bike with the
first lenticular disc wheels in modem times to set the UCI hour record of
51.151 kilometers, and the U.S. track team used the $40,000 Huffy-
Raleigh "funny bikes" developed by Mike Melton and Chester Kyle to
win medals at the L.A. Olympics and the Worlds. In the 1986 Tour de
France, when Laurent Fignon showed up with a teardrop-shaped high-
back saddle on his sleek Gitane Profile TT bike, which provided lumbar
support for increased leverage, officials would not allow it. But in the
1989 Tour, Greg LeMond was allowed to use Scott aero bars on his
Bottecchia Kronostrada bike. Scientific analysis showed that his eight-
second victory over Fignon in the final time trial could be attributed to
using those bars and the Giro aero helmet. For an indoor track hour record
in 1988, Moser used an aero bike with a large diameter rear wheel (101
centimeters or 39'/2 inches). Meanwhile, triathlon racing produced a new
category of aero road bikes, with the cyclist sitting further forward over
the pedals, a position which caused the UCI to vary its standard measure
for saddle to crank set-back.
Since 1982, Mike Burrows had been developing a kind of road and
track aero bike, called the Windcheetah Monocoque, with a composite
cantilever frame and a monoblade fork. When the UCI allowed mono-
coque frames
in 1990, Burrows' bike was refined by Lotus engineers for
the 1992 Barcelona Olympics, and called the Lotus Sport "super bike,"
which Britain's pursuit gold-medalist Chris Boardman used to set a 4,000-
meter record of 4 minutes 24.496 seconds. It featured a Mavic 3-spoke
front wheel, a disc rear, and a two-piece handlebar with composite wings
for accelerations, and flat narrow titanium arm rests for a low-drag aero
position. Lotus Sport has adapted the bike for road time trials with a dou-
ble-blade
and fork
Mavic aero components, and for mountain biking.
Graeme Obree, an amateur from Ayrshire, Scotland, hit the record
books in 1993 with an ingenious new aero position, a forward-prone posi-
tion with
his shoulders resting on the handlebars and his arms tucked in to
help push a bigger gear. Obree surpassed Francesco Moser' s long-stand-
ing hour
record by going 5 1.596 kilometers and won the World Pursuit
Championships at Hamar, Norway. Used on the track and the road,
Top to bottom:
Obree's Mark I bike came to be called "old faithful," and featured a 52 x
Francesco Moser's hour record bike.
12 fixed-gear of 116 inches (9.25 meters development), Specialized-Du 1984; Chris Boardman's Lotus Sport
Pont wheels, 531 tubing, a composite monoblade fork, a narrow Q-factor pursuit bike, developed by Mike
bottom bracket with bearings from a Hotpoint washing machine, handle- Burrows; Graeme Obree's home-
bars from
a child's BMX bike, and a crank made from a piece of metal made hour
record bike.
found in the street. Obree had another more refined bike made by Mike
Burrows, but he opted to use his own. Obree's position has a drag coeffi-

BIKE CULT 127

HUMAN-POWERED VEHICLES

cient of about 0. 18 and it produces about 25 percent more power output.

A modified version was used by 42-year-old Francesco Moser in his tenth
anniversary 1984-1994 hour record attempt (51.840 kms).
From Obree's record of July 17, 1993, to the record set by Tony
Rominger on November 5, 1994, the UCI hour record advanced 3.795
kilometers or two and one half miles — more than any similar period since
the development of the safety bike. The world's four finest time trialists
used a variety of aero bikes, all on the 250-meter wood track in Bordeaux,
France. Chris Boardman rode 52.270 kilometers using a carbon composite
monocoque aero bike made by Corima of France, with Corima four-spoke
wheels and a narrow composite handlebar similar to the Lotus Sport bike.
Graeme Obree regained the record in April 1994 going 52.713 kilometers
on his Mark II bike, a modified original with double-blade forks. The UCI
banned Obree's position (but not his records) from road races for safety
reasons (he took risks), and from track races (when Obree was at the start-
ing line
of the World Championships). Officials referred to Article 49 and
rules about unfair advantage, saddle to crank axle set-back, saddle and
handlebar type, and that the bike must be "viable, marketable, usable by
all types of sporting cyclists." Britain's RTTC allows the bike, along with
road and track bikes with single brakes.
Miguel Indurain of Spain, the four-time Tour de France winner, set an
hour record of 53.040 kilometers in September 1994, riding a Pinarello
Espada ("sword") aero bike, with a thin composite monocoque frame,
Campagnolo disc wheels and a solid disc chainwheel, wide ITM tri-bars,
and a paint job with horizontal lines intended to reduce drag. Because of
his large size ( 1.86 meters), "Big Mig" has more wind drag than the aver-
age racer,
and on Bordeaux's 250-meter track, where centrifugal forces
apply, he had more mass to pull through the banked curves. Tony
Rominger, the Danish-bom Swiss star residing in Monaco, who super-
seded Indurain
in 1994 as the UCI's No. 1 ranked cyclist, set two records
in October and November using two traditional-style Colnago aero bikes.
His second ride of 55.291 kilometers "carried the record into a new era,"
and it was done on a steel-frame bike built with Columbus Oval CX tub-
ing, featuring
Fir composite disc wheels (smaller in front) and narrow
ITM aero bars with a position similar to Boardman. Rominger's hour
record bikes seemed to validate the UCI's principles by emphasizing
human character over technical innovation, even as ingenuity pushed the
record to a new level.
Other aero bikes include the Hooker Elite ( 1991 ), an eighteen-pound
bike developed by the bike racing auto parts makers Gary Hooker and
Dave Spangler, the Zipp Designs 2001 (1992) with carbon monocoque
Hour record bikes, top to bottom:
Miguel Indurain's Pinarello Espada;
frame and the Allsop Softride suspension saddle, and the Look KG 196
Tony Rominger's Coinage CX; (1992), with a carbon-kevlar-ceramic monocoque frame and Aerofin fork,
Catherine Marsal's Corima bike. a shock-absorbing needle-bearing headset, and the adjustable Look
Ergostem. The X-Bike, a 30-pound prototype by Steve Christ of Innovative
Bicycle Components, had the lowest drag in wind tunnel tests at Texas
A&M University, but the partial fairing makes it illegal for UCI racing.

128 BIKE CULT

 CYCLING MACHINES

Streamlined Bikes
Streamlined bikes are standard road and track bikes built with aerodynam-
ic fairingsin teardrop and wing-shaped aerofoil designs. A separate cate-
gory from
aero bikes and streamlined recumbent HPVs, they have set var-
ious speed
records over 80 kph (50 mph) on flat land. They were popular
before World War 1, in the 1930s when the UCl limited these bikes to a
separate category, and again in the early 1970s with the HPV movement.
One of the first record-breaking streamlined bikes was the Velo-Torpille
(Torpedo bike), developed in France by Etienne Bunau-Varilla and
Marcel Riffard, and patented in Britain in 1912, in France in 1913, and in
the U.S. in 1915. The French time-trial specialist Marcel Berthet rode
Velo-Torpille 5,000 meters at 52.3 kph (32.5 mph) in 1913, four miles per
hour faster than he managed on a standard bike and two miles faster than
the world record. At Berlin's Olympic velodrome, a race for streamlined
bikes featured Dickenman in the Brennabor Fisch and Stellbrink in the
Goricke Schrapnel (or Bomb), whose wobbly crash appears in an early
newsreel featured in the film Gizmo (1972).
Streamlined bikes were revived in the 1930s, when Oscar Egg, the
Swiss cycling star and three-time world hour record holder turned bike
designer, built a bike with a streamlined tail called the Velofusee (Bike
rocket). Meanwhile, 47-year-old Marcel Berthet hired Marcel Riffard to
build a streamlined body for a standard bike, called the Velodyne, and on
November 18, 1933, Berthet rode 49.992 kilometers, 31 miles in one
hour, beating the record set on the open recumbent Velocar bike by nearly
five kilometers. Oscar Egg continued building streamlined bikes, includ-
ing the
Sputnik ( 1961 ), which was named for the historic Soviet satellite,
and had an aluminum streamlined shell fit to a demi-fond bicycle with a
small front wheel.
In the early 1970s in Southern California, Chester Kyle and Jack
Lambie built the record-breaking Teledyne Streamliner, using the stan-
dard titanium-frame
Teledyne Titan racing bicycle with a long upright
fairing, and Paul Van Valkenberg designed the wind-breaking Aeroshell
fairing for standard bikes. At first, these new world innovators were
unaware of the European history of streamlined bikes, and after a couple
of years they discovered they were recycling designs by Bunau-Varilla,
Riffard, and Egg. Many kinds of bikes with partial fairings have been Streamline bike racing in Berlin, 1913.
made faster for commuting, touring, and HPV racing. The current record
of 82.54 kph (51 .3 mph) for a full fairing upright bike was set on a small-
wheel Moulton AM with Zzipper fairing.

BIKE CULT 129

HUMAN-POWERED VEHICLES

Streamlined HPVs
Streamlined HPVs are recumbent cycles with aerodynamic fairings for
racing at speeds over 100 kph on flat land. Although fairings add about
ten pounds to the cycle's weight, they have drag coefficients of about 0.1
and less, and they are 25 to 50 percent faster than standard bikes. In the
hour record, the fastest HPVs go twenty kilometers further than aero
bikes.
The first record-breaking faired recumbent was Georges Mochet's
Velocar, which set an hour record of 50.375 kilometers in 1939. Some 35
years later, with the advent of the HPV movement, a new breed of record-
breaking vehicles were developed, often with multiple riders and multiple
wheels. Even though IHPVA rules are generally open, there are many
competition categories, including sprint races and time trials for single
and multi-rider vehicles, as well as Le Mans start races, practical vehicle
competitions, watercraft races, aircraft demonstrations, and all-terrain
championships. Land-based records are usually set on smooth highways,
motor speedways, and velodromes, although HPVs uncomfortably surpass
% ^:^llj^t^jl^i00 the speeds designed for small bike tracks. In Le Mans racing, the racers
start standing on the opposite side of the track and must run to their vehi-
cles, climb
in, and power away without assistance. These types of races
were developed for practicality and as an alternative to flying-start and
standing-start races, with cyclists duct-taped into their vehicles needing
help to stay upright when stopped.
The top speed record for an unpaced human-powered vehicle was the
project goal for many HPV enthusiasts, and as the 100 kph barrier was
Double Gold Rush powered by Fred passed, cumbersome multi-rider quadricycles, such as the four-person
Markham and John Howard.
Pegasus, were displaced by single-rider trikes, such as Don Witte's
Allegro. Single-rider bikes took over in 1984 when Fred Markham rode

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130 BIKE CULT

 CYCLING MACHINES

the Gold Rush HPV on a flat road at high ahitude in Mono County,
California, going 105.35 kph (65.48 mph) and winning the $18,000 Du
Pont prize as the first HPV to go 65 mph or over. Designed and built by
Gardner Martin, with Nathan Dean, Alan Osterbauer, Dan Pavish, and
Glen Brown, the race model has a frame made of 6061 T6 aluminum, a
fairing made of Kevlar and Lexan, wheel covers made of Mylar, and an
84-tooth chainwheel with a six-speed 11-16 cluster, making a top gear of
sixteen meters development. Legend has it that helium was pumped into
the tires, and oxygen pumped inside the cockpit. This record was sur-
passed
1992,
in by the Cheetah HPV powered by Chris Huber, a pro
cyclist on the Coors Light team, who reached 110.60 kph (68.72 mph) on
a high altitude road near Del Norte, Colorado. Developed by Kevin Franz,
Jon Garbarino, and James Osbom, who worked on an HPV project as
engineering students at the University of California at Berkeley, the
Cheetah came together in 1990 with a carbon fiber composite fairing and
frame, with bonded aluminum inserts along the chain line, Campagnolo
disc wheels (small in front), and a double reduction gear system. The
Cheetah cuts a slender profile in the wind, and to attain greater speed,
HPV designers look to ultra-low recumbents as the next development,
such as Matt Weaver's Cutting Edge.
Many elite cyclists have tried the HPV world hour record, which hon-
ors technical
ingenuity at least as much as athletic performance. In 1989,
"Fast Freddy" Markham rode Gold Rush 72.94 kilometers (45.3 miles)
for one hour at the Michigan International Speedway. The following year
in Britain, Pat Kinch rode the Kingcycle Bean 75.56 kilometers (46.9 Dexter-Hysol Cheei.ah bike
miles) at the sea-level racetrack in Millbrook. The front-wheel-drive Bean
featured a Reynolds 53 1 steel frame, and aluminum webbed epoxy-fiber-
glass fairing, seventeen-inch Moulton wheels with alloy disc covers, a
double reduction 186-inch gear (fifteen meters development), and a drag
coefficient of 0.08. In October 1994, racer and builder Bram Moens of
Holland set the current record of 77.123 kilometers on his M5 recumbent.
Downhill Bik.es
Downhill cycles use gravity to go very fast, on-road and off-road, at
speeds over 160 kph (100 mph). Gravity-powered vehicles (GPVs) are
customized BMX bikes built for downhill road racing bikes, usually
equipped for coasting only, without chains, pedals, or cranks. They are
equipped with brakes, aerodynamic fairings, and rear foot pegs. They
weigh about 30 pounds, and reach speeds of up to 90 mph. While some
makers have tried adding weights, the most important speed factor is
aerodynamics. Dan Hannebrink built a winning GPV in 1987 with a semi-
prone riding position on a stretched-out Mongoose BMX frame, handle-
grips fixed to the front fork, and a Bonneville motorcycle fairing.
Mountain bikes are built for off-road UCI downhill racing and for special
speed records, which are usually set on hard-packed snow. Most downhill
bikes have front and rear wheel suspension, chain tensioners, and some-
times pedals
without clips. Streamlined components and motorcycle

BIKE CULT 131

HUMAN-POWERED VEHICLES

wheels have been used, but mountain bike purists believe these give an
unfair advantage.
Motor-Pace Bikes
Motor-paced bikes are specially designed to go fast on various tracks and
roads, while using the draft of a motor vehicle to attain speeds over 200
kph (150 mph) on flat land. Motor-paced bikes built for the land speed
record began as sturdy demi-fond bikes with large chainwheels and
evolved with features of road racing motorcycles.
When John Howard set the record of 152.284 mph (245 kph) in 1985
at the Bonneville Salt Flats in Utah, he used a 46-pound, $10,000 bike
called the Pepsi Challenger, built by Skip and Vicki Hujsak and devel-
opedDoug
by Malewicki, an HPV designer who created Evel Knieval's
Skycycle. The gearing for a bike that goes 152 mph calls for a double-
reduction transmission system, in this case, two Campagnolo chainsets of
70 X 13 and 52 x 16 that make a 376-inch gear that travels 98.5 feet per
pedal revolution (30.03 meters development). To turn this gear over and
get his legs spinning, Howard had to be towed up to about 60 mph (55
rpm). To reach 152 mph, Howard had to pedal at 136 rpm. For steering,
the bike had a 59-degree head tube angle, straight forks with shocks, and a
hydraulic steering damper. For control and safety, the bike had a remote
control throttle grip that controlled the pace car's speed (Howard could
see the road through a window in the car), a single rear cantilever brake, a
tow cable release mechanism, and a front bumper bar for high speed brak-
ing. The
wheels had 36-spoke Akront motorcycle rims, with a Mylar disc
John Howard's Pepsi Challenger land on the rear, and 2 1.5-inch Dunlop road racing tires (V-rated) at 70 psi. In
speed record motor-pace bike. one test, the centrifugal forces of 1600 G's caused an air valve to leak.

IJ2 BIKE CULT

 CYCLING MACHINES

All-Terrain Cycles
All-terrain or off-road cycles include many kinds of vehicles built for rid-
ingthe
in dirt (cyclo-cross. BMX, and mountain bikes), on sand dunes
(all-terrain bikes), on windswept plains (sail bikes), and on ice or snow
(ice-cycles and sleigh-cycles). The question has been asked, which came
first, the off-road racer, or the off-road bike? The off-road answer is "Not
the chickenshit!"
Cyclo-Cross Bikes
Cyclo-cross bicycles are the original off-road bikes. They appeared at the
turn of the century as safety bicycles with studded tires, and developed in
the 1950s with the professional winter sport of cyclo-cross, a combination
of bicycling steeple-chase and cross-country running. Cyclo-cross bikes
are based on standard multi-speed racing bikes with special features such
as a higher bottom bracket for pedal and chainring ground clearance,
knobby tubular tires for traction, cantilever brakes for muddy wheel clear-
ance, handlebar-end
shifters for hands-on control, and lower alpine gears
for pedaling over steep hills.
BMX Bikes
Bicycle Moto-Cross (BMX) bikes evolved around 1970 by combining the
bronco style Sting-Ray bikes with features from moto-cross motorcycles.
The steel frames tend to be built in one size, with straight forks, a high
bottom bracket, and 20- or 24-inch spoked or cast wheels with knobby
tires. Stanadard equipment includes a single speed with a freewheel, one-
piece Ashtabula cranks, and caliper brakes with motorcycle style levers.
The wide upright handlebars have rubber grips, with padded handlebars
and top tube. Formula One BMX bikes are equipped with fairings and
slick tires for fast road riding. BMX bikes are made by GT (Gary Turner),
Haro, Mongoose, and Redline.
Mountain Bikes
Mountain bikes (MTBs) are "big boy BMX bikes" according to Gary
Fisher, one of the pioneers of this popular and influential new breed.
Mountain bikes combine elements from classic balloon-tire cruisers,
known in the 1970s as "klunkers," with the lightweight alloy components
of quality touring and racing bikes. MTBs feature "fat" knobby tires (26 x
2. 125 inches) and upright handlebar positions, suitable for off-road rac-
ing, heavy-duty
touring over rugged terrain, and reliable on-road trans-
port.
Mountain bikes developed considerable ingenuity in frame design,
with fat-gauge tubing, shock-absorbing front forks, and various rear wheel
suspension configurations. With the first mass-marketed mountain bike,
the Specialized Stump Jumper (1982), special component groups
appeared, with cantilever brakes with motorcycle-style levers, handlebar
mounted gear shifters, and both rat trap and clipless pedal-shoe combina-
tions. Mountain
bikes include those made by Keith Bontrager, Joe Breeze,
and Tom Ritchey.

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All-Terrain Cycles
All-terrain cycles are specially designed to negotiate extremely difficult
terrain such as sand. They feature pedals with high ground clearance, two
or more wheels with wide tractor-style tires, and ultra-low gearing. A
two-wheeled example is the 40-pound Extreme Terrain bike, nicknamed
the Monster, by Dan Hannebrink, with nine-inch wide tires for cycling on
sand, rocks, and snow. The Animas Quadracycle is a prototype two-seat,
150-pound pedal-powered dune buggy developed in 1992 by Greg Fischer
of Arizona. With independent drive through a jack-shaft mechanism, 84
gears, and four wheel suspension, it cost about $8,000 to make.
Ice and Snow Cycles
Ice cycles and snow cycles (or ski cycles) have been around since the
days of velocipedes, around 1869. Harper's Weekly featured an Ice
Velocipede that had a front wheel with metal spikes on the circumference
for traction, and dual ice skating blades where the rear wheel would nor-
mally
Bray's
be. Velocipede sleigh appeared in 1883 as another spiked
single-wheel vehicle with an arching frame that linked with two pairs of
sleigh runners front and rear. A saddle was mounted on the frame with
handlebars and forks holding the wheel. As the wheel swiveled in the
frame, two rods attached to the pedals turned the front runners in the same
direction.
In 1885, a chain-driven semi-recumbent Ice Velocipede was developed
by J. Hussong of New Jersey. This had two blade runners under the rear
spiked wheel, and one blade up front. The rider sat down and pedaled a
one-piece crank turning a block chain connected to the rear wheel. Two
levers, one for steering and the other for pressure braking into the ice,
were placed on each side of the rider. Eventually ice blades, sleigh run-
ners,snow
and ski attachments were fit in place of the wheels on normal
bicycles. Some are side-by-side tandems with an ice wheel or snow pad-
dlethe
in rear with two outriding blades or skis for stability. Inventors
have tried single bikes with dual sleigh runners providing traction via a
complex set of gears linked to the crankset. A pedal-powered Snowped
developed by Giles Poirir of Laval, Quebec, mounts to a regular bike,
with a crawler track rear-drive and wide ski on the front fork.

Top to bottom: Dan Hannebrink's

Extreme Terrain bike, Ski bike.
Traction vehicle patent

134 BIKE CULT

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Wind Cycles
Wind and sail cycles use wind power either as a primary means of propul-
sion,
to or
assist cyclists. These are most often used for recreation along
beaches, sand dunes, dry lakes, and occasionally for crossing deserts.
Some of the early combinations of wind power and bicycle ingenuity
include cyclists using their clothing to catch the breeze with their feet
propped on foot rests, and handlebar-mounted umbrellas on tandems
turned sideways for an extra push. In the 1890s, triangular sails were
fixed to bicycles in the 1890s with the mast fastened to the forks and the
boom angled up so it would not knock over the rider in crosswinds. Then
sail tricycles were developed with a recumbent position and the improved
stability of three wheels.
The Rans Sailtrikes come in two models, one with a fiberglass fi"ame,
measuring about 5'/: feet wide with twenty-inch wheels, three-speed gear-
ing with
a differential, and an aircraft-style steering wheel. A flexible
mast is supported by three cables connecting the vehicle's three comers.
The triangular 30 square-foot sail is reefable (adjustable in size), and the
boom is secured at the rear end. In a ten mph breeze, the vehicle can reach
speeds over 20 mph. Heavier winds can cause a rear wheel to lift off the
ground, which is normal and part of the fun. Larger sails have been used
on touring mountain bikes for a crossing of the Sahara desert.
Another type of wind-powered vehicle used on the road employs an
aerodynamic airfoil for propulsion. One limited production model that
costs over $20,000 is a streamlined tricycle with a six-foot high airfoil
that arches over the single-seat driver's pod. Pedal-power is used to set
the vehicle into motion, and the airfoil then directs wind currents to push
the vehicle to speeds up to 45 mph.

Top, sails mounted for crossing the

Sahara desert Above, HPV with
airfoiL Left, Rans recumbent sailtrike.

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Show Cycles
Show cycles are designed for having fun and being creative. They include
stunt bikes for doing acrobatics, low-rider bikes and kinetic sculpture for
showing off, musical cycles for making sound, and exposition cycles for
teaching science.
Stunt Bikes
Various types of bicycles have been built with special handling character-
isticsfield
for sports and for performing stunts indoors and outdoors. Polo
or soccer bikes are designed to be ridden on grass playing fields and have
small wheels (sixteen to twenty inches) and a short wheelbase enabling a
smaller turning circle. They have low gears for quick acceleration, the
handlebars are cut narrower, and the seat is placed further back over the
rear wheel so the rider can stand and balance while making shots with a
polo mallet. Artistic or circus bicycles are used for performing indoor
stunts usually not possible on a standard bike. Stunt bikes have appeared
in the circus since the 1890s, and the most artistic bikes have been built in
Germany. They typically have a fixed-gear one-to-one drive ratio, with
straight rake front forks, no brakes, and a seat that curves up and further
back over the rear wheel. The handlebars and stem are one-piece and
mounted with the hooks upside-down so the rider can balance on them in
various positions. Foot pegs, called doms, are placed on the forks, the
stays, the down tube, and a few other locations for mounting teams of rid-
ers on
one bike. Bicycles used in tightrope high-wire acts have similar
features, but the wheels use the grooves in the rims, without tires, to fit
the rope. An indoor version of soccer where the wheels do the kicking,
called cycleball, uses acrobatic bikes with upright butterfly-style handle-
bars and
a top tube that extends back so the seat is centered directly over
the rear wheel's axle for easy wheelies.
Freestyle BMX bikes are built for balancing tricks and airborne stunts
on pavement, grass and special freestyle ramps. These bikes come
equipped with foot pegs fixed part way up the front fork, and at the rear
wheel axles. The frames have a "kicktailed" platform extending along the
top tube under the seat, and steering accessories allow the forks to rotate
360 degrees without twisting the brake cables around the stem. The
Freecoaster hub allows the option of a freewheel or coasterbrake.
Low-Rider Cycles
Low-rider cycles are low-slung, highly-decorated bikes, trikes, and trail-
ers, that
developed in the 1970s among youngsters and parents in the
C hicano community of Califomia, who recycled and streamlined balloon-
tire roasters and sting-ray bikes. They are designed with the idea that the
closer you ride to the ground, the closer you are to heaven. Some are art
works on wheels — all show and no go— with extremely low riding posi-
tions—
so low that the pedals touch ground, awkward for forward pedal-
ing. Gaining
popularity in the 1990s, there are rideable production low-
rider bikes, and specialized low-rider frames and accessory makers.

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Kinetic Sculpture
Kinetic sculptures are unique kinds of human-powered works of art capa-
bletraversing
of roads, sand, mud, and water. They are usually one-of-a-
kind multi-cycles built with new and used bicycle, motorcycle, tractor,
and marine parts where both the vehicles and the pilot-artists are wildly
decorated. An extraordinary promotional vehicle from 1895 was the Giant
Eight-Man Tricycle which weighed almost 1.5 tons. It had to be geared
down since the two rear wheels, with pneumatic tires, were eleven feet
tall. Hundreds of vehicles have been built for the Great Areata to Femdale
(California) Cross-Country Kinetic Sculpture Race since it began in 1969.
These include Hobart Brown's "Pentacycle," Duane and Micki Flatmo's
"The Happy Swanderer," Ken Beidleman's "Nightmare of the Iguana,"
and George and Jinger's "Counterfeit Cadillac."
Bill Harding, known as "Gene Pool," is an environmental performance
artist in New York who created "Drum Cycle," a bicycle built with bongo
drums, a cymbal, and a tamborine, which are activated by pedaling and
make percussive, multi-phase rhythms, and "Can Suit," a 35-pound coverall
made of over 500 aluminum cans which he wears while riding a unicycle.
E.xposiTioN Cycles
Exposition cycles are designed to interact with and educate people in sci-
ence art
andmuseums, such as at the Exploratorium in San Francisco,
where cycling machines show how muscles and gyroscopes work. The
artist Margia Kramer created a multi-media installation Progress
(Memory) (1983) where the spectator could activate a pedal-powered
video. Installed at the Whitney Museum of American Art, Kramer
described the work as a three-ring viewer-activated video environment
that examined the relationships of people and new communications tools.
The easy-to-pedal cycle-generator faced a video showing expert testimo-
ny on
the pros and cons of computer technology, information manage-
ment,electronic
and networks.

Above, Duane and Micki Flatmo's

'Happy Swanderer' on the Kinetic
Sculture race program. Far left, Margia
Kramer's Progress (Memory) at the
Whitney Museum of American Art.

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Musical Cycles
Various kinds of bikes and cycles have been designed to play music since
the days of the velocipede, when the Hanlon brothers of New York had a
traveling show called the Hanlon Superba, with acrobats performing
music and song. One vaudeville style bicycle act appeared on early televi-
sion with
the "Ed Wynn Show" (1956) in which Wynn's absent-minded
professor pedaled on stage playing a harmonium-tricycle with Dinah
Shore singing on top. Peter Schickele invented the Baroque composer
P.D.Q. Bach as the "forgotten" son of J.S. Bach and performed a piece
titled Pervertimento For Bagpipes, Bicycle and Balloons at Carnegie Hall
in New York. A description of this spoof reads:

The bicycle is used in several ways. In the second and last movements
a siren mounted on the rear wheel sings plaintive melodies; in the Trio
of the Minaret, the performer blows on the handlebars as if they were a
trumpet; and in the final movement, after the passage of the siren, play-
ing cards
are allowed to flap on the spokes of the rear wheel as it tums,
thus producing a percussive effect known to every small boy but, until
P.D.Q. Bach, unknown to even the most sophisticated masters of
orchestration. The first performance in Bach's day of this work was
marred when the soloist got a flat tire, but unfortunately Stradivarius
made no bicycles, and the modem ones seem to be more reliable.'^

New music composer Richard Lerman scored two works called

"Travelon Gamelon" in which the musicians play bicycles, simulating the
sound of Indonesian gamelon music. In one piece, three bicycles are
placed upside-down and the spinning wheels are played with violin bows,
drum sticks, guitar picks, and fingers. The sound is amplified and mixed
through pickups in the bike frame. Another mobile ensemble, called
"Promenade," consisted of about 30 bikes rigged for sound to be ridden
through the streets. Lerman said that older bikes with looser spokes pro-
duce
deeper,
a more resonant music. The works were videotaped by Skip
Blumberg and aired on public television stations.
Rock and roll musician Doug Prose made a cross-country trek in the
summer of 1988 riding a "Rockercycle." This was a recumbent bicycle
with an 8/2 -foot-long plastic and fiberglass guitar built around it, and a
storage trailer shaped like a huge amplifier, used to promote his debut
album. Power of One on the Earthsong label.

138 BIKE cult

 CYCLING MACHINES

Human-Powered Watercraft

Since water covers almost three-fourths of the surface of the earth, it is

not surprising that there are many types of aquatic cycling machines.
These include swimming machines, pedal-powered paddle-wheels, boats,
catamarans, proas, hydrofoils, yachts, submarines, and amphibious
cycling machines.
Aquatic Cycles
The advent of pedal-power inspired some ingenious gadgets for swim-
ming, floating,
and sinking. Richardson's Swimming Device of 1880 was
a propeller-driven hand- and foot-powered mechanism that allowed a
swimmer to move at speeds up to six knots ( 1 knot equals 1.15 miles).
Barathon's Velocipede Lifebuoy of 1895, designed to save lives in ship-
wrecks,
equipped
was with hand- and foot-powered propellers for both lift
and thrust, an inflatable cushion, a sail, a flag, and a lamp. At the same
time, a Submersible Tricycle was designed for riding with an aqua-lung
along the bottom of lakes.
Amphibious Cycles
Many aquatic cycles have been designed to ride on land and water. A
Swan-shaped amphibious quadricycle was patented in 1883 by H.S.
Blanchard of Illinois. In the water, treadle-driven paddles and rotating
cork-filled buoys propelled the vehicle and kept it afloat. On the land, the
buoys served as drive wheels and supports with the front ones used for
steering. In England, William (Jack) Terry built a combination tricycle
and canoe. On the road, it was a standard tricycle with a few extra poles
and bundles of tarred canvas. For use on water, the two larger wheels
broke down into semi-circles serving to form the front, the back, and the
hull of the boat, with buoyancy provided by two air bags. In 1883, Terry
rode it from London to Dover and then crossed the English Channel in
about eight hours. When he arrived in France, he was arrested as a smug-
gler because
of the odd construction of his boat; but all was cleared up.
and he reassembled his tricycle and rode to Paris, stopping for demonstra-
tions
canals
on along the way. Another Channel crossing was attempted in
1894 by a Mr. Pinckert on an amphibious tricycle with large, airtight rub-
ber wheels
with fin-like paddles on their sides. After setting off from Cap
Gris-Nez, he had to board a nearby vessel when the tide turned against
him near the half-way point. Jack Terry's tncycle-canoe used to
cross the English Channel.
In 1909, a French inventor created a 270-pound amphibious bicycle
called the Amphibicycle. It was equipped with two metal pontoons, a pro-
peller driven
by the rear wheel, and a rudder extending from the front
fork, each of which was lifted for riding on land. Variations on this design
have appeared throughout the years, with more efficient and lighter com-
ponents,
as inflatable
such or styrofoam floats.
The inclusion of an amphibious category at the IHPVA Championships
and a variety of kinetic sculpture races has inspired some curious and
innovative vehicles. The Rhino is an all-terrain tricycle built in California

BIKE CULT 139

HUMAN-POWERED VEHICLES

in 1984 by Robert Hitchcock and Matteo Martignoni which has tandem

recumbent seats and wheels for the road and sand or mud. Side struts
carry pontoons for water crossings. This 2 1-speed, 40-pound vehicle has
won three kinetic sculpture championships. Other amphibious cycles
include the Gila Monster quad, the 2'/2-passenger Ute trike, the Egret XIII
trike, and the Lampi Limo 2'/2-wheeler.
HP Boats
Human-powered boats (HPBs) using treadle-driven paddle-wheels first
appeared in the 1870s, and then pedal-driven paddle boats became popu-
lar lakes
in and ponds at public parks, such as the Swan boats at the
Public Garden in Boston which were created around 1880. These are still
in use in a smaller, more modem form, usually twin-hulled boats with a
paddle-wheel in between. Sometimes a single rider mounts the wheel in
an upright position, while others have pairs of pedals on both sides for
tandem riders sitting in chairs.
By the 1890s, the first pedal-powered propeller-driven catamaran and
proa boats were developed. Pedal-powered catamarans are lighter twin-
hulled boats with a bicycle mounted in the middle, sometimes without its
wheels, driving one or two propellers. The advantages of the pedal-pro-
peller system
over a scull or kayak being rowed with oars includes a
smoother, more efficient transfer of human-power into propulsion, the use
of stronger leg muscles, a greater speed, and a forward-facing position for
the cyclist. In the mid- 1890s, in a 101-mile race along the Thames River
from Oxford to Putney, a three-cyclist racing catamaran beat a three-man
university sculling team. The cyclists finished in under 19'/? hours, com-
pared
22 to
hours for the rowers. At the same time, a pedal-powered proa
boat, with one main hull and two small outriggers, was seen in the pages
of Scientific American. The interest in pedal-propelled watercrafl faded
for a few generations, perhaps because they could only reach speeds of
about ten knots, which is slow compared to boats with diesel and gasoline
engines.
Interest in human-powered watercraft picked up again in the late 1970s
with more recreational and racing designs such as catamarans, proas, and
hydrofoils. Pedal-powered outboard propellers are made to clamp onto the
back of small boats, such as Circle Mountain's recumbent unit with shaft-
drive. Screw propellers with two or three blades about fifteen inches in
diameter are used with right-angle pinion gears to convert pedaling into
propulsion. Some propellers are designed to reach up to 90 percent effi-
ciency. Specially
built HPBs include the semi-enclosed Sea Mallard by
Garry Hoyt, the Whistler by Jon Knapp, the Dorycycle by Philip Thiel,
and the fully-enclosed Waterbug.
For speed and racing more exotic designs have been developed to
Top to bottom; Swan-shaped pedal- eliminate hulls to reduce drag, since every hull design has its inherent
paddled boat. Bishop catamaran, Saber speed limit. The Flying Fish I and // were developed around 1984-86 by
proa, and Edie Seacycle. Alec Brooks and Allan Abbott in California and have been among the
fastest HPBs, with a top speed of about fourteen knots. They use a 5'/:-

140 BIKE CULT

 CYCLING MACHINES

foot wide hydrofoil, or undenvater wing, which lifts both the cyclist and
the floatation pontoons above the water once it reaches a speed of about
six knots. Other unique HPBs include Sid Shutt's Hydroped II. a recum-
bent hydrofoil,
Parker MacCready's Mutiny on the Boundaiy Layer, also
known as Pogo Foil, a flapping or oscillating winged hydrofoil inspired
by his work on a radio-controlled pterodactyl, and Theo Schmidt's sub-
merged buoyancy
craft.
In 1989, the $25,000 DuPont Prize was offered for the first single-per-
son HPB
to achieve a speed of twenty knots. So far, the fastest hydrofoil
is the Decavitator built by M.l.T. students with a ten-foot air propeller
borrowed from the Daedalus project. With double foils, it has three modes
of operation. At low speed (up to eight knots), it floats on its kayac-
shaped pontoon hull. At high speed (nine to fourteen knots), the pontoons
lif^ over the water and it flies on its double-wing foils. At very high speed
(over fifteen knots), it lifts onto its smaller single-wing foil while the larg-
er wingpivots up into a streamlined receptacle. In October 1991, the
men's and women's HPB speed records were broken on the Charles River
when Mark Drela powered Decavitator up to 18.5 knots, and Dava
Newman reached a speed of 11.4 knots. In an unofficial record, it reached
19.59 knots.

Above. Alec Brooks and Allan Abbott

with Flying Fish II. Right, Decavitator
human-powered hydrofoil, drawn by
Mark Drela.

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HP Yachts
Human-powered yachts (HPYs) are built for making long ocean voyages,
usually with a crew of one, so they must be entirely self-contained and
"unsinkable." In 1988, Donald Spaulding designed HPY California for a
possible round-the-world cruise. The 2,600-pound ship features two
cycling positions, an upright seat for harbor and fair-weather propulsion,
and a recumbent seat when the bowmar hatch is closed. Ventilation is pro-
vided during
rollovers by hurricane boxes, a system of baffles that draw
air through the cabin, which measures eight feet long, five feet wide, and
four feet high.
In July 1992, Dwight Collins of Noroton, Connecticut, pedaled the 24-
foot HPY Tango almost 2,000 miles across the Atlantic Ocean from St.
John's, Newfoundland, to Plymouth Harbor, England, in approximately
40 days. Developed by Bruce Kirby, the enclosed skiff was made of cedar
and carbon-fiber, and equipped with a global positioning satellite receiver
and a desalination unit. Collins set a new record for crossing the Atlantic
in a human-powered vessel, surpassing a rowboat journey of 54 days.
A two-person boat is being used by Steve Smith and Jason Lewis in
their attempt to circumnavigate the world by land and sea using pedal
power. The three-year Pedal for the Planet voyage began in July 1994 in
England, with the pedal-powered boat used for crossing the English
Channel, the Altantic Ocean, and the Bering Sea. The 26-foot wood boat
was designed by Alan Boswell in Exeter, at a cost of about $25,000. A
hand-held desalination unit makes drinking water, and solar panels pro-
vide power
for lights, radio, and navigation equipment. Unlike the upright
position on their Ridgeback bikes, the boat's pedal system has a recum-
bent position,
with a Shimano Dura Ace crankset and a 60 x 12 gear dri-
vingeighteen-inch
an propeller at 300 rpm — top speed five knots.

)^^^MJ^
HP SUBMERSIBLES

There are two types of human-powered submarines, dry and wet. The dry
kind keeps the air sealed in, such as Dave O'Neil's one-man pedal-pow-
ered 1,300-pound
steel submarine. It can submerge to about 250 feet and
has about half an hour of air in the hull with a carbon-dioxide ballast tank
for rising back to the surface. The wet kind is a water-filled craft with
scuba-equipped divers. This type is easier to build and more popular for
research and competition because the divers can usually remain underwa-
ter for
longer periods. An example among dozens is the two-person SQUID
(Submerged Quick Intervention Device) built in 1989 by the U.S. Naval
Academy in which one crew member pedals while the other navigates.

142 BIKE CULT

 CYCLING MACHINES

Human-Powered Aircraft

People have dreamed of flying with their own power for thousands of
years and with the development of the bicycle, people began to believe
they had wings on their feet. After many pedal-powered attempts, and the
development of propeller-driven airplanes, jet engines, and space flight,
sometime in the middle of the twentieth century inventors began to take
another look at self-propelled flight.
Human-powered flight has evolved through three generations of
human-powered aircraft (HP A), in a gradual process of ideas, experi-
ments, competitions,
and technological refinements over a timespan of
about 75 years. Developments came in small leaps, and there are several
flights which can be called the first. Machines being flown today have lit-
tle resemblanceto the first foot-powered flying machines that were con-
ceived
designs
in by Da Vinci (1485), Blanchard (1781), Quimby (1871),
Ayres(1885), Goupil (1885), Holmes (1889), and many others. Morton
Grosser, author of Gossamer Odyssey ( 1981 ), says that: "If every inventor
in history who thought of building a human-powered airplane had actually
built one, we would probably have run out of airport space long ago."
AVIETTES

Flying bicycle competitions began in Paris in 1912 with several human-

powered flight prizes. The first of three Prix Peugeot attracted twenty-
three "aviettes" by offering 10,000 francs for the first machine to fly ten
meters in two directions (to account for wind assist). These aerocycles
were mostly jumping bicycles fit with cumbersome wings, so a second
prize of 1,000 francs was offered for a one meter flight. The big prize was
won in 1921 at Longchamps in Paris by the former cycling sprint champi-
on, Gabriel
Poulain, who managed to lift off and glide for almost twelve
meters on a bicycle bi-plane with wingspans of six and four meters. The
third prize for a two-way flight over 50 meters was never awarded. The
Prix Michelin, 2,000 francs for a five meter flight, was won by Paul
Didier in 1912 on a flapping wing bike, and the Prix Dubois, 700 francs
for a flight ten meters high, was never earned.
HP Sailplanes
The next developments in human-powered aircraft came from Germany
and Italy around 1935. The Frankfurt Polytechical Group offered 5,000
marks for flying around a 500-meter circuit, and its first entry was Mufli
(for Muskel Flieger — "muscle flyer"), a 75-pound high-wing monoplane
built by Helmut Haessler and Franz Villinger with a pedal-driven pro-
peller
a front
on mounted pylon. It was launched by a rubber-cable cata-
pultheights
to of about three meters and the pilot pedaled to sustain its
glide. In Frankfurt, a Muskelflug Institute was formed, and cyclist-pilots
were tested for their human-power output. With a pilot named Hoffmann
able to produce 1.3 horsepower, MuJJi made its longest flight of 712 Paul Didier's flapping wing aviette,
meters but could not complete the circuit for the prize. Meanwhile, the Paris. 1912
Italian government offered 100,000 lira for a one-kilometer flight by an

BIKE CULT 143

HUMAN-POWERED VEHICLES

Italian citizen. Enea Bossi, an Italian-American, built Pedaliante ("Pedal-

glider") which made some 80 flights, half with a catapult launch because
it weighed 220 pounds. Though it flew the kilometer, the catapult disqual-
ified
Neither
it. Mufli nor Pedaliante survived World War 11.
The best-known competitions, the ones that led to genuine human-
powered flight, have been the Kremer prizes, sponsored by British indus-
trialist
philanthropist
and Henry Kremer and the Royal Aeronautical
Society of England. The first Kremer prize of 1959 offered £5,000 for fly-
ing
one-mile
a figure-eight course by "a British designed, built, and flown
Man-Powered Aircraft." This inspired the development of several planes
in England, with the first to fly in 1961 being SUMP AC (Southampton
University Man-Powered Air Craft), followed closely by Puffin developed
at the de Havilland Aircraft Co. with the Hatfield Man-Powered Aircraft
Club. Both were designed as pedal-propeller driven sailplanes, and the
next year John Wimpenny pedaled Puffin 9 11 meters at an average height
of two meters, but neither had enough turning ability to complete the
Kremer course. Meanwhile, in Japan, a plane called Linnet was built at
Nihon University with a team lead by Hidemasa Kimura, and in 1966,
Munetaka Okamiya was able to fly Linnet about 143 meters.
Mufli flying near Frankfurt, Germany,
In 1967, with no results in its first eight years, the Kremer prize was
August, 1935.
increased to £10,000 and opened to international entrants. Also, an addi-
tional £5,000
Kremer prize was offered for a '/t-mile slalom course to be
flown in both directions within an hour of each other. Another round of
planes appeared including Dumbo, a large, lightweight plane with inde-
pendently controllable
wings; Liverpuffm, made with parts of Puffin //;
Toucan (for "two can fly if one cannot"), a two-person monoplane with
the wingspan of a Boeing 707 (43.5 meters); and Jupiter, which set a new
record by flying more than one kilometer. Once again, there was no
progress on the Figure-Eight Competition so Henry Kremer increased the
prize to £50,000 in 1973, making it the largest aviation prize thus far.
Gossamer Wings
Kremer' s prize inspired the second generation of human-powered aircraft
which, at last, started winning some of his money. These flying machines
employed unique structural and aerodynamic forms to conform to this
scarcely understood regime of flying at slow speeds near ground level.
Instead of carrying on with the low drag attributes of sailplane designs,
second generation aircraft designers shifted to the use of larger wing areas
with external bracings based on hang glider designs, resulting in lower
weight and power requirements.
The Gossamer Condor de\ eloped by Paul MacCready and his team
had an aluminum tube frame with a 96-foot wingspan. a front-mounted
canard stabilizer, and a twelve-foot diameter propeller. Kingposts with
piano wire were used for bracing, and corrugated cardboard covered in
Mylar formed the wing's "gossamer" airfoil. With the aircraft weighing
70 pounds and the pilot-engine. Bryan Allen, at 137 pounds, the Gossamer
Condor won the Kremer Figure-Eight prize in August 1977 with a flight

144 BIKE CULT

 CYCLING MACHINES

of 7'/2 minutes at an average speed of 10.8 mph. Within a month of this

historic achievement, two important events occun-ed. Henry Kremer
offered a £100,000 prize — the largest in aviation history — for a flight
across the English Channel, and the first known woman-powered flight was
made on the Condor by Maude Oldershaw, a 60-year-old grandmother.'-
The Gossamer Albatross was Paul MacCready's sequel designed for
the Channel crossing. The Albatross used lighter materials such as carbon
fiber composite tubing, polystyrene foam wing moldings, Kevlar control
cords, and the polymer Berg chain, none of which had been available fif-
teen years
earlier. The pilot's position was moved from recumbent to the
standard upright cycling posture based on ergometer tests in which Bryan
Allen produced 0.3 horsepower more while pedaling upright. The gearing
for churning the propeller through air at about 90 rpm had a 52 x 42 tooth
chainset. The main problem was overheating of the "engine" while
enclosed within the Mylar and vinyl cockpit. After several flights, crash-
es, repairs,
and re-flights, the 55-pound Albatross gradually withstood
longer flights and was equipped with various avionics controls, including
a two-way radio for crossing the Channel. On June 12, 1979, Bryan Allen
set off from the English coastline at Folkestone, and after a flight of 2
hours 49 minutes, he touched down at Cap Gris-Nez, France, covering
22'/4 miles.
A third generation of faster human-powered aircraft has developed in
response to another Kremer prize of £20,000 for flying a triangular 1,500
meter course in under three minutes, a pace that required a speed of about
20 mph. This was won in 1984 by Frank Scarabino flying the Monarch B
developed at the Massachusetts Institute of Technology. Third generation
aircraft reflect the experience of previous machines with newer structural
materials and more refined features, such as three-axis controls with
ailerons, cantilevered structures that eliminate external wires, elecfronical-
ly "tuned" propellers, and energy storage devices.

Bryan Allen flying the Gossamer

Albatross across the English Channel,
June 12, 1979.

BIKE CULT US
HUMAN-POWERED VEHICLES

The Monarch B led to the Daedalus Project, named for its re-creation
MITs Michelob Light Eagle flying at
Edwards AFB, 1987. of Daedalus' mythical flight with wings of feather and wax across the
Aegean Sea from the Greek islands of Crete to Santorini (Thira), a dis-
tance
about
of 74 miles. The Daedalus aircraft, named the Light Eagle,
was also developed at M.l.T. and had a 112-foot wingspan and weighed
70 pounds. Unfortunately, the flight in April 1988 was more like that of
Icarus, who, flying too close to the sun, melted his wax wings and fell into
the sea. After almost four hours of flight, as the pilot Kanellos
Kannellopoulos, a Greek cycling sprint champion, was ten meters from
the Santorini beach, a gust of wind snapped the tail boom. The wings
buckled, and Kannellopoulos had to swim to shore.
HP HELICOPTERS

Human-powered helicopters are the latest form of aircraft to attract inven-

tors.1981
In , the $20,000 Igor I. Sikorsky Award was offered for a one
minute flight three meters above the ground by a human-powered heli-
copter (HPH).
The first HPH flight was achieved in December 1989 by
the Da Vinci III, the fourth of a series of helicopters developed by stu-
dents
CalatPoly San Luis Obispo. It hovered for 6.8 seconds at a height
of about eight inches inside the school's gymnasium.
The helicopter was powered by a recumbent cyclist whose pedaling
turned propellers which were mounted at the tips of the rotor blade to
make it turn. To provide lift, the long rotor was constructed in three parts
with a carbon fiber spar, foam core ribs, and a mylar skin. Sensors were

146 BIKE CULT

 CYCLING MACHINES

attached to the four caster wheels of the craft so that a light switched on
while it was off the ground. Human-powered helicopters pose one of the
most difficult problems since some calculations show that the rotor for an
average pilot and craft at sea level would have to be at least 35 meters in
diameter.
HP Airships
The first modem human-powered airship was built in 1984 by Bill
Watson, a member of the Gossamer Albatross team. This 150-pound
blimp, called the White Lhvarf. carried about 6,000 cubic feet of helium,
and with an adjustable 64-inch propeller, a 200-pound recumbent cyclist Musculaire II holds the current speed
could cruise at about ten mph in windspeeds below five mph. Buoyancy record for human-powered aircraft.
was controlled by jettisoning water to go up, or helium to go down.

pmninisECTpa;eim«i»i

Gossamer Albatross. '"""^"E-rsitiSo"'™ sr^fem:-^ ^-v^ I.UUUUUMMl^Hfl

BIKE CULT 147

HUMAN-POWERED VEHICLES

Exercise Cycles
Exercise cycles offer an excellent means of getting exercise without hav-
ingencounter
to difficult traffic and weather conditions. Exercycles are
found in homes, at health clubs, gymnasiums, sports clinics, hospitals, and
in space, orbiting around the earth. They come in two basic forms:
machines for riding one's own bike, such as rollers and rear wheel stands
with load simulators; and machines designed specifically for going
nowhere but towards better health, such as stationary cycles and cycle-
rowing machines. Exercycles account for almost fifteen percent of the
U.S. cycle market, and in the early 1990s there were about two million
units sold annually, with over ten million in use. Many accessories are
available for simultaneously measuring physical performance and provid-
ing entertainment.These are helpful because many cyclists consider sta-
tionary cycling
the most boring way to ride a bike.
There are many ways to prevent boredom while exercycling, including
reading, watching TV, listening to music, and using computers. Athletes
have been cautioned against sensory overload on exercycles that masquer-
adeanasentertainment center. It is possible to become mentally fatigued
by loud sounds and eye strain before exercise-induced weariness sets in.
Just keeping up with the human performance console is enough, with
power output, cadence, calorie consumption, breath rate, heart rate, speed,
time, and distance travelled nowhere.
Rollers
Rollers and training stands for bicycles and tricycles first appeared in the
1870s. Traditional rollers consist of three free-spinning cylinders fixed to
a floor ft-ame. Two rollers support the rear wheel, one supports the front,
and a conveyor belt connects the rollers so the cyclist must balance while
pedaling. Rollers have featured large clock-like dials for measuring the
distance traveled, and multiple sets of rollers have been linked together
for indoor racing. Training stands with load-simulating rollers allow bikes
to be mounted on various kinds of platforms without the need for balancing.
Load simulators use any combination of fans, magnetic discs, liquids,
or flywheels to create resistance. Wind-load simulators offer both pedal
resistance and a cooling breeze with a pair of cylindrical fans or "squirrel
cages" connected to the rear wheel. An exponential and equivalent
amount of resistance and wind is produced as the speed increases, thus
simulating an outdoor ride. But as speeds increase, the whirling sound of
the fans can reach up to 80 decibels of "white noise" at 25 mph.
Magnetic-load simulators that use electro-magnetic dampers for resistance
are quieter, but the resistance they create is not always comparable to
wind-loads.
Station.'vrv Cyclks
Stationary exercycles have a variety of shapes and features, and they have
Top to bottom: Buffalo Home Trainer, been around as long as rollers. The Buffalo Home Trainer of the 1880s
portable rollers; wind-load simulators. was a pole on a platform with two resistance discs attached to pedals, and

148 BIKE CULT

 CYCLING MACHINES

an adjustable seat with handlebars at the top. It was equipped with a

cyclometer that rang a bell at quarter-mile intervals. Household stationary
exercycles, such as the Rollfast of the 1930s, used adjustable pressure
plates and rollers against a solid tire to make resistance with speedome-
ters, odometers
and mounted on the handlebars. The heavy-duty Schwinn
Air-Dyne replaces the front wheel with a large fan used to measure the
work load by the displacement of air. It has handlebars that act as levers
for upper body workouts, with accessories such as a pulse meter and a
reading stand. Flywheels weighing from 15 to 50 pounds appear on
Tunturi exercycles made in Finland. The AMF Benchmark recumbent
cycle, with a magnetic-load simulator, has a sleek design that looks more
like furniture than a bicycle.
Some exercycles offer therapy for disabled bodies, and others offer a
better upper body workout by combining arm and stomach movements
with cycling. Recumbent exercycles offer more leg leverage, with pedals
on rotary cranks, or linear tracks, with handlebar levers used for added
rowing exercises.
Schwinn Air-Dyne exercises arms as
Ergometers well as legs.
Ergometer cycles are designed to measure cycling performance for sci-
ence, sport,
and therapy. Measurements include power output in watts,
pedal revolutions (cadence), pedal torque in foot-pounds, heart rate, oxy-
gen consumption, caloric expenditure, and some can precisely control and
repeat a workout. The Cateye Cyclocimulator is a turbo and electromag-
netic resistance
home trainer that offers a gradient simulator of up to ten
percent. The Kingcycle Trainer, by Miles Kingsbury of England, is an
ergometer that measures power output in watts, heart rate, percent of max-
imum rate,
heart cadence, calories burned, power to weight ratio, and it is
IBM-PC compatible.
Exercycles have been brought aboard the Mir Space Station and the
Space Shuttles Endeavor and Columbia to keep the astronauts fit, to pre-
vent muscle
atrophy, and to study the physiological effects of zero gravity
living. One problem with weightless cycling in the confines of a space
craft is that cycling vibrations interfere with other sensitive equipment
and experiments. NASA and Lockheed engineers developed the Isolated-
Stabilized Exercise Platform (1992) to counteract the motions of cycling,
with motors mounted in each contact point.

NASA's Stabilized Exercise Platform.

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HUMAN-POWERED VEHICLES

Human-Powered Tools

There are various forms of tools for both work and play which use human
power. Some date back to ancient times, while many are a product of
modem age bicycle ingenuity. Around 1900, as fossil fuel and electricity
was becoming the power standard of the industrial world, pedal-powered
tools appeared at the workbench, in the home, and over remote land-
scapes.then,
Sincehuman-powered tools have been developed for use
around the world for agriculture, industry, and service trades.
To gain power for performing tasks, people have used their hands,
arms, backs, shoulders, legs, and feet with a variety wheels, levers, and
pulleys. The age-old foot-powered potter's wheel, which is based on the
momentum of a flywheel, has been kicked around for thousands of years
and is still preferred for hand-crafted ceramic housewares. The treadle
uses the leverage of foot power either in low-torque repetitive actions or
in high-torque driving with full weight applications. Treadles can be used
throughout the whole garment making process, from cotton ginning and
thread spinning to sewing and pressing. Treadles were a prelude to pedals
in cycling machines and some of the earliest velocipedes were built at
sewing machine factories.
As the bicycle's practical efficiency has become more apparent, many
research and development groups concerned about the distribution of the
world's energy resources have refined these pedal-powered tools. They
are called intermediate technology, because they require some mechanical
proficiency but don't need excessive industrial infrastructure. Often recy-
cled from
old bicycles and machine parts, intermediate technology has
been recognized for its economy, efficiency, and its appropriate use of
resources.
Shop Cycles
With the development of the bicycle's pedal-crank and chain-drive around
1880, the pedal-powered revolution began. Pedal power was used for lath-
es, screw
cutters, scroll saws, grinding and sanding wheels, sewing
machines, apple cider presses, water pumps for showering, and musical
Phil Garner's X-R Vision promises to
instruments. They supplied enough torque to cut both wood and iron. The
"turn your software into hardware as Barnes Velocipede Scroll Saw No. 2 sold for $23 while the Barnes Screw
you cycle through your favorite TV Cutting Lathe No. 4'/: could adapt to pedal, treadle, or countershaft and
shows." cost $65. In one of many testimonials for the Shepard Foot Lathe, a Mr.
D.S. Huff stated that; "I think you have made a decided success of your
propelling power. It runs very easy with the Screw Cutter thrown in. You
could scarcely know you were running a Lathe by foot power.""'
Farm Cyc lf.s
People in less developed lands began adapting pedal-power to their tradi-
tional means
of agriculture and irrigation. Examples of these pedal-driven
mechanisms include winches for hauling or hoisting. Archimedes screws
for bringing water upstream, and borehole pumps for pumping well water.
Bicycling magazine offered a $500 prize in 1978 for the invention of

ISO BIKE CULT

 CYCLING MACHINES

the best pedal-powered shredder made from recycled parts which could
chop cornstalks, piles of leaves, broccoli plants, and cabbage heads. The
contest was cancelled when only two entries were submitted, but when
one of the participants threatened to sue, the magazine had to reinstate the
contest.
Power Generators
Bicycle generating stations were used for wireless telegraph corps in
Germany and England around 1906. These stationary bikes were connect-
ed with
a direct current dynamo which produced about 100 watts, enough
to transmit messages up to 50 miles over land and 150 miles under
water." The portable BSA Cyclo-Generator, built in England for World
War II, was used in the field to generate electricity for charging batteries
for lights and communications.
Designers and engineers have developed a new generation of pedal-pow-
ered workstations,
such as Alex Weir's Dynapod, which incorporates a
flywheel, and the Rodale Energy Cycle. These consist of a basic pedal-
powered unit in which a stationary cyclist sits in an upright or recumbent
position with the hands free to perform a variety of tasks. A chain-driven
or nylon belt transmission connects to winches, pumps, maize shellers,
fruit pitters, grinding stones, lathes, saws, and electrical generators.
Human-powered energy is practical for many tools and situations, but to
generate the amount of energy consumed in the U.S. by human power, it
would take nearly every body pedaling for about sixteen hours per day.

Pedal power drives a dentist's drill where there's no electricity.

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HUMAN-POWERED VEHICLES

Hybrid-Powered Cycles
Rounding out the family of cycles are hybrid-powered vehicles, which
combine both motor and human power. A cyclist is a super efficient vehi-
cle because
of the power to weight ratio, but some cyclists need more
power for steep hills and heavy cargo. Various gasoline- and electric-
powered motors are available that attach to bikes and trikes. Sachs makes
a two-stroke, one-horsepower, 30cc motor that drives a special cast-alu-
minumwheel
rear at 20 mph or 240 mpg. The Whizzer Motorbike Co.
offers a four-cycle, four-horsepower engine that can go 40 mph at about
100 mpg. The Chronos Hammer is an electric motor with a rechargeable
battery pack that fits in a waterbottle cage. It drives a rear wheel by a fric-
tion roller
at speeds up to 15 mph.
Mopeds, or mini-bikes in Japan, are the most common fully-equipped
hybrid-powered cycles. Using gas and oil burning internal combustion
engines (25 cc to 100 cc), or electric motors and batteries (six to twelve
volts), they often lack efficient multi-speed pedaling systems. Moped
trikes, known as Tuk-Tuks, are widely used in Asian and Indonesia for
passengers and cargo. Innovations in solid state electronics and photo-
voltaic panels
inspired a new breed of solar and electric-powered cycling
machines in the 1980s, which were tested in road rally events such as the
Tour de Sol in Switzeriand. Sir Clive Sinclair of England has produced
the electric C5 recumbent tricycle (1982) and the small-wheel Zike bike
(1992). The Yamaha PAS and Honda Racoon are power-assist electric
bicycles for the Japanese market, and prototypes for the American market
include the Specialized Electra Globe (1994) and the folding Minimo by
Ross. Motor attachments cost over $500, while complete motor assisted
bikes cost $1,000 to $1,500. Rules in Japan and England allow mopeds
with a speed limit of 15 mph to be operated as bicycles, not motorcycles.

Yamaha PAS electric-assist bike.

152 BIKE CULT

 CYCLING MACHINES

Spin-Offs
Wheels have been fit to the body with various kinds of cycle-liice walking
machines, wheeled footwear, rollerskates, in-line skates, scooters, skate-
boards,
wheelchairs.
and
Walking Machines
Walking contraptions include a device patented in Germany in 1903 made
with a pair of six-foot elliptical discs with rotating stirrups for the feet,
and a pedal-driven walking machine in which a machine does the walking
while a cyclist pedals on top. Another simple, ingenious device is the
Walk-A-Cycle, a wheeled walking device that rolls, thus eliminating the
need to lift and place a conventional walking aid. It provides a seat for
resting, a basket, and a parking brake to keep it from rolling away.
Skates
Various kinds of wheeled footwear fit into the category of skates.
Possibly the first in-line roller skates were Shaler's Flexible Roller Patent
Floor Skate, made by O.M. Vail in New York, and advertised in Frank
Leslie 's Illustrated Newspaper in 1861. The Luders Pedespeed appeared
around 1870 as a pair of fifteen-inch wheels attached to wooden stirrups
that fit under the feet and wrapped around the calves of the legs. Shields
were placed over the top of the wheel to protect women's skirts, but this
probably did not solve the problem of the wheels leaning into the legs.
This was remedied in 1907 with the Koller Wheel Skate fi"om Switzerland
in which the axle was attached at a 45 degree angle, thus allowing a
dished wheel to support the person's weight. The Tricycle Skate of 1882
had two twelve-inch wheels for each foot that were placed over the axle
with a third trailing caster wheel that acted as a balancing and braking
device by lowering the heel. This could reportedly reach speeds up to 20
mph. Perhaps the first wheeled footwear to resemble modem skates was
the Pneumatic Schaatsen, developed in Holland around 1893. These were
like ice skates fit with a pair of six-inch wheels with air-filled tires.
The next step was to add gears and chain-driven mechanisms to skates.
A chain-driven "bicycle-skate" made by Paul Jassman of Brooklyn in
1901 used springs and a lever to move a chain connected to the rear
wheel. With each foot bouncing between two fifteen-inch wheels to go
forward, the skater could pull a long rod to activate a spoon brake on the
fi-ont wheel. Another two-wheeled chain-driven skate was invented in
Germany and called the Foot-Cycle. It had a repetitive up and down
motion with the heel advancing a chain that drove a set of gears. Forward
pressure with the toes activated a spoon brake on the main wheel which
was trailed by a smaller caster wheel.
While some wheeled footwear was fit with small gasoline engines,
these complex mechanisms were eventually abandoned in favor of more
lightweight roller-skates and scooters. The Skat-Scoota by Sears had two
platforms for each foot linked with two s-shaped levers to four wheels.
The wheels rolled forward or backward by walking on the platforms.

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HUMAN-POWERED VEHICLES

Rollerskates, or quad skates, come with four wheels made of various

materials, such as metal, hardened rubber, nylon, polyurethane, and poly-
ethylene.
used
Often
indoors by children, one problem is cuts and scuff
marks on floors. Some skates strap around the shoes or feet, while others,
now popular with adults, come with form-fitting foam injection boots.
The Skatebike is a new bicycle-roUerskate hybrid made by Worlds of
Wonder.
In-line skates date back to Shaler's Flexible Roller Patent Floor Skates
of 1860, and have become one of the most popular forms of mobile
footwear. Known as blades, or rollerblades, for the first popular brand, in-
line skates
are like ice skates with four or five wheels, about three inches
in diameter, with hard and cushion tires mounted in-line under the plat-
form of
sole
a snug-fitting high-top boot. Bladers can outpace roller-
skaters, and can sometimes equal the speed of cyclists on a flat road, but
they often take a wider path and bum more calories. Blades require a bit
more balance than rollerskates, and they offer a full-body workout. In-line
skate racing is similar to cycling, with the effects of drafting apparent in
mass-start circuit races. As a sensible form of transport for short hops
around town, blades are easier to carry and take less parking space than
bikes. As a kind of lifestyle footwear, bladers can be seen rolling around
parks, shopping malls, waiting on tables at restaurants, and serving drinks
at nightclubs.

Bauer in-line racing skates, 1990s.

1 54 BIKE CULT
 CYCLING MACHINES

Scooters
Scooters typically have two twelve-inch wheels with a long platform and
upright handlebars for steering, while some come equipped with brakes.
Recent innovations include the Mongoose Pro Miniscoot for freestyle
tricks, and the BCA Combo E-Z Mount that combine a bicycle with a
scooter-style platform.
Skateboards
Skateboards developed as wheeled surfboards for concrete and asphalt
playgrounds in the late 1950s. Halfway between a scooter and a skate,
they are used for acrobatic fun, local transport, curb bashing, moving
heavy things, and speeding down hills in a prone position. They became a
cult unto themselves as skates evolved into precision wide-track "trucks"
and boards became "decks" with "rad" graphics. Accessories include a
nose, rails, copers, grips, and lappers. Some skateboards are designed to
be propelled without the feet touching ground. The Snakeboard is a recent
invention that moves as the rider twists his or her body, legs, and feet on
two decks held with a crossbar made of flexible DuPont Zytel.
Wheelchairs
Wheelchairs provide personal mobility for riders seated between two
bicycle wheels which they turn by hand, arm, and shoulder muscles. As
with bikes, wheelchairs vary in style and weight. A distinguishing feature
in wheelchair design is its dependence on the relative ability of the
rider — whether he or she needs an attendant or is independently mobile.
There are heavy, four-wheel hospital models made with chromed steel
and solid tires, lightweight, four-wheel portable models with aluminum
frames, and ultra-light, three-wheel racing models with aerodynamic tita-
nium frames
and composite wheels. While the heavier models move at a
Shadow Cycl-One multi-speed hand-
walking pace and have parking brakes to prevent the vehicle from rolling
drive attachment for wheelchairs.
away on slight inclines, the racing models move at speeds up to 18 mph
(30 kph) on flat land and come equipped with brakes similar to high per-
formance bicycles.
Hand-cycle units attached to wheelchairs provide an easier and poten-
tially faster
means of propulsion. Because the unit can be easily removed,
the rider need not change seats when sitting at a desk or table. The Cycl-
One models by Quickie Designs of Kent, Washington, offer gearing from
Racing wheelchair by Top End.
three to 48 speeds, with internal hub brakes actuated by backpedaling.

BIKE CULT 155

HUMAN-POWERED VEHICLES

Children's Wheels

Kids bikes, trikes, scooters, and pedal-cars for children are a big part of
the family of cycling machines, inspiring some of the most ingenious
designs. With their roots in the hobby horse, various generations of pedal-
powered wheelers, including velocipedes, tricycles, carriages, and minia-
ture racers,
offer children the chance to play with the idea of independent
mobility. "Kiddie bykes" have often been built to mimic the wheels of
their parents, be they bicycles or motor vehicles. Some bikes are designed
for either boys or girls, and animal characters are a popular decorative
motif
The traditional trike, with a larger pedal-driven ft'ont wheel and two
tiny rear wheels, evolved into four-wheel pedal-powered cars, tractors,
and fire engines. Training wheels make two-wheel bikes into four-wheel-
ers for
learning the art of balance. From the toy to the ten-speed, the cycle
of growth is illustrated by a group of wheelers that suggest not only the
imagination of children, but also the future of humanity.

IS6 BIKE CULT

Part Two

Human Power

BIKE CULT 157

HUMAN POWER

5 Bicycle Body

IS8 BIKE CULT

 BICYCLE BODY

The bicycle is one of the least known yet best and safest medicines
that exists. There is no more agreeable means of building one 's health
than bicycling.
— Jean-Pierre de Mondenard, M.D. (1977)

Body, Mind, Machine

The life force of human bodies powers bicycles. The combination of
body, mind, and machine — the cyclist — is the most energy efficient trav-
elerall,
of either biological or technological.'
Being Human
Animals, human beings among them, can be described as fuel cells with a
brain. Some 300 trillion cells of many different kinds, each one containing
its genetic codes for flinction and reproduction, come together to form one
human body. Brain cells are the central processing unit that regulates bod-
ily functionsand produces our sense of being alive. Cells are fueled by
sunlight, oxygen, water, and various other elements and nutrients found in
nature. As cells transform these raw materials into useable energy,
humans become capable of perception, thought, movement, communica-
tion, invention,
and reproduction and are able to enhance their bodies
through knowledge and the practice of nutrition, exercise, and healing
techniques. (g>K-H<a^er
The bicycle is one human invention that has a remarkable compatibili-
ty withthe body. Cycling has a synergistic effect on people; as human
energy flows into the machine, the cyclist becomes empowered by it.
Through this lively mechanical appendage, people gain the benefits of
economical mobility, a healthy lifestyle, a sense of self-sufficiency, and a
means of improving their potential. Bicycles offer the possibility of total
health, defined by the World Health Organization as "a state of complete
physical, mental, and social well-being and not merely an absence of dis-
ease infirmity."
and
Bicycles offer a full circle of health for human bodies. They are used
for curing illness, for maintaining health, for achieving fimess, and for
reaching a maximum level of performance that, as Tour de France cyclists
claim, may be harmful for human health. For transport, cycling is one of
the easiest means of mobility using the least amount of energy, yet for
sport, it is one of the most difficult physical activities, using the most
amount of energy. At some balancing point, cycling is one of the best
ways to achieve health and well-being.

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HUMAN POWER

Benefits of Cycling
Not in 200 years has there been any one thing which has so benefitted
mankind as the invention of the bicycle.
— Anonymous physician, c.1900.

When man invented the bicycle he reached the peak of his attainments.
Here was a machine of precision and balance for the convenience of
man. And (unlike subsequent inventions for man's convenience) the
more he used it, the fitter his body became. Here, for once, was a prod-
uct man's
of brain that was entirely beneficial to those who used it, and
of no harm or irritation to others. Progress should have stopped when
man invented the bicycle.
—Elizabeth West, Hovel in the Hills (1977)'

What enjoyment to a cramped and warped women's life is the whirl of

the wheel, bringing back as it does God's gift of health, and the memo-
ry of
childhood's delight in out of door activity. With a sense also of
rest to the brain, and by raising the thoughts in gratitude above the
household cares and drudgery, it gives a woman for one brief while the
chance to rejoice in the feeling of liberty and delight in her own
strength.
— From Wheelwoman ( 1896)

Quite a large number of our young men, who formerly were addicted
to stupid habits, and the seeking of nonsensical distractions and vulgar
pleasures, are now vigorous, healthy, energetic, and for the sake of this
extraordinary machine submit themselves to an ascetic rule of life, and,
induced by taste and passion, acquire habits of temperance, the impera-
tive desire
of quiet and regular living, and, most important of all, the
steady exercise of self control, by resisting their appetites and doing,
without hesitation, all that is required for effectual training.
— Henri Desgrange, Tour de France founder (1895)

The truly extraordinary feature of the bike is that, like the very greatest
teacher, it encourages you to find the answers from somewhere deep
down inside yourself and not merely take them from someone else.
When I began my adventure into myself on my bike I did not need to
be told that 1 had to eat more of the right kind of food. 1just knew I
had to do it or else my legs would not work. I had never listened to or
cared about those long terrifying lectures about the evils of smoking —
complete with coloured slides of blackened lungs — but 1 did know,
after some time in the saddle, that 1just had to give up cigarettes. I did
not need an expensive psychiatrist to tell me why I was depressed
since, after a brisk ride, I was depressed no more.
—Tom Davies, Merlyn the Magician and the Pacific Coast Highway(1982)

160 BIKE CULT

 BICYCLE BODY

The cycling doctor is rewarded a hundredfold for his exertions by the

pleasure of seeing his people at work in the garden or just out for a
stroll. They, too, so obviously relish the sight of him taking a dose of
his own medicine. Doctors have more than a medical duty to their
flock: they should also practice what they preach in their ways of life...
Surely by its silence, its simplicity, its efficiency, and its economy the
bicycle is the most divine invention of contemporary man. Every doc-
tor should
be a cyclist.
— S.L. Henderson Smith, General Practitioner (1976)'

Cycles of Health
Bicycles stimulate the human body's cyclical process of metabolism, the
energy cycle of cells, in which the elemental nutrients we consume pro-
duceenergy
the for our activities. The more the metabolic cycle is activat-
ed, the
healthier the human being. The health-giving aspects of cycling
include its positive effects on breathing, blood circulation, muscle tone,
bones and joints, digestion, elimination of wastes, perspiration and cool-
ing, weight
control, and peace of mind.
Heart and Lungs
Cycling improves respiration because the lungs expand, contract, and
grow larger. As more oxygen enters the lungs, the blood becomes richer,
its circulation more dynamic. The heart muscle grows stronger and does
more work with less effort. As it pumps with more force, fewer pulses are
needed to push the blood, and it reacts to increased effort more moderate-
ly, with
quicker recovery. Blood flows smoothly through arteries and
veins and reaches the extremities and all tissues and cells. Cycling is per-
hapsmost
the commonly recommended cure for heart diseases and their
causes, such as clogged vessels (angina), high blood pressure (hyperten-
sion),irregular
and pulses (arrhythmias). Heart attack patients can often
begin cycling two weeks after their first seizure and achieve a decent level
of health after two months. Because cycling is fun and can easily integrate
with a person's lifestyle, it is one of the few exercises heart patients keep
doing.
Body Shape
Beautiful muscles develop from cycling, as muscles throughout the body
exercise they become stronger, quicker, and more supple. With oxygen-
rich blood coursing through muscle tissues, they perform with less
fatigue. Most positions on a bike use the most powerful muscles of the
body, those in the legs, buttocks, and lower back. While the upper body
and arms get a good share of exercise from cycling, the abdominal mus-
cles the
get least, and they usually need some supplemental workout to
keep up with the others, to help breathing, and to support the back.
Bones benefit from muscle contractions, which help to metabolize cal-
cium,they
and adapt in relation to the strains of the muscles attached to
them. Regular exercise helps minimize the weakening of bones with
aging. The joints, tendons and ligaments are also stimulated by exertion,

BIKE CULT 161

HUMAN POWER

and because the cyclist is supported by the hands, arms, pelvis, and feet
cycling is easier on the bones and joints than running or walking, but a bit
harder on them than is swimming. For these reasons, swimming and
cycling are preferred methods of physical therapy for people with paralyz-
ing disabilities
from accidents, arthritis, and polio.
Fuel Efficiency
Cycling improves appetite and digestion as the body makes better use of
its nourishment. With an increase in metabolism, the body seems to ask
for better foods and cleansing liquids, and this stimulates a more complete
processing of nutrients in the viscera. Cycling can be an important treat-
mentpeople
for with diabetes, especially insulin-dependent diabetics who
receive a natural boost of insulin from exercise. The elimination of wastes
and toxins is enhanced by cycling. Constipation is relieved by exercise,
and more toxins pass through urine and sweat. Also, studies have found
that of people caught in the polluted air of traffic, cyclists tend to accumu-
late less
toxins than motorists and pedestrians.
AlR-CONDITIONING
Because cyclists ride through an amount of wind roughly equivalent to the
heat they generate, bike riding offers an excellent way to keep the body
comfortably cool while exercising. Women usually have more sweat
glands, which tend to produce less sweat than men, and so have better tol-
erance
heat.
forOverheating problems are less frequent in cycling than
other sports, because sweat evaporates quickly on the skin, providing bet-
ter cooling.
However, since cyclists can move quickly through different
temperature zones, they must protect against developing a cold sweat.
With the proper clothing, cyclists can endure extremes of weather.
Fat and Fitness
Bike riding can easily be enjoyed by overweight or obese people, known
as "Clydesdale cyclists." If a person can pedal a cycle, they are probably
in some kind of shape. For those who wish to lose weight, cycling offers a
methodical way to reduce body fat. Burning fat is achieved by finding
one's maximum and resting heart rate (HR), the number of heart beats per
minute, and then making the effort to ride at a heart rate of 60 to 70 per-
centmaximum.
the This should be done gradually according to levels of
fitness, with the average plan to bum an additional 2,000 calories per
week spaced over about three days of workouts.
There are a few myths about losing weight through exercise. One is
that exercise increases the appetite, thus reversing any losses. But studies
show that exercise increases the body's metabolism several hours after the
workout, so more calories are burned during rest and recovery. Another
myth is that exercise brings quick weight loss. Actually, at first neglected
muscles develop and weight reduction may not occur because muscles
weigh more than fat. It takes at least a month of regular workouts (three
times weekly) to notice any real change as fat disappears. Women nor-
mally several
have percent more body fat than men. Vigorous cycling

162 BIKE CULT

 BICYCLE BODY

tends to make both fat and thin people more muscular. There is an
extremely wide range of body weights for physically fit cyclists.
Reproductive Health
Cycling can improve reproductive fiinctions through better health, and
sexual energy is enhanced by general fitness. Vigorous cycling has vari-
ous effects
on men and women. Several studies show that short rides can
increase testoterone levels, while long rides decrease it. Cycling is said to
increase lust and libido, but it can also make one "too tired" or uncomfort-
ablesex.
for
Women racers and tourists may have irregular or absent menstrual
cycles, called athletic amenorrhea. For the most part, amenorrhea seems
to result from stressful situations, and will disappear. But if it continues
for six months or more it can cause permanent ovarian damage. Usually it
can be remedied by a little more fat in one's diet, but the safest bet is to
consult a doctor.
Pregnant women have been able to carry on with moderately vigorous
bicycling up to their eighth month. One prominent racing cyclist, Mary
Jane "Miji" Reoch, reportedly rode her bike to the Pennsylvania Hospital
in Philadelphia to give birth to her daughter Solange. Regular cycling
almost certainly will not harm a fetus, and can help get an expectant
mother's body in shape for the strain of childbirth.' Mary Jane Reoch. 1946-1993.
Positive Mind
Cycling stimulates a positive mental outlook through the effects of exer-
cise which
bring more blood circulation to the brain. Thoughts, worries,
and emotions tend to flow through the mind from the meditative action of
cycling on a stationary bike or along the open road. A sense of playful,
light-hearted confidence is gained through self-powered mobility, and a
cyclist is less likely to feel confined, helpless, or frusfrated than a motorist
in traffic. People who ride to work often arrive more vibrant and ready to
be productive. Cycling eases the stress from other aspects of modem life
and it produces a pleasant fatigue that results in a deeper, more restorative
sleep.

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Ailments of Cycling
In the days of velocipedes, a writer in the English Mechanic (1869)
claimed: "The exertion required on the bicycle is of too concentrated a
nature, and tends to pull one to pieces, rather than to afford a healthful
exercise... Bicycle riding, if gone in for to any great extent, results in
depression, in exhaustion and in wear and tear... Unless anyone is pos-
sessed
legsofof iron and thighs of brass, I would strongly recommend
him to look before he leaps into the saddle of a bicycle." High-wheel
bicyclists probably showed the first symptoms of the use and abuse of
cycling. They suffered mainly fi^omheaders, rattled joints, and saddle-
sores. During the 1890s, when safety bicycles became a popular craze for
millions of people, the debate grew louder as some physicians claimed
cycling caused insanity, "congested digestion," "chronic disease," damage
to the nervous system, and excessive thirst that led to alcoholism.*
Bicycle Walk
Some cyclists have a peculiar way of walking, called the "bicycle walk,"
which mimics the action of pedaling. Instead of allowing the leg and foot
to swing forward and then falling upon it, the "cyclo-pedestrian" tends to
lift the foot in a circular motion and pushes it off the ground as if it were a
pedal. In an advanced stage, bicycle walk includes a rolling of the shoul-
der and
head, with quick roundabout glances to check the competition or
traffic. Thick, slippery shoe cleats were developed to create a modem
form of bicycle walk, with awkward tip-toe steps and an occasional sud-
den slip.
Bicycle Back
Bicycle walk was believed to be part of a systemic condition called "bicy-
cle hump"or "kyphosis bicyclistarum." This malady was a result of the
infamous bent-over scorcher's position, similar to today's aero-position,
in which handlebars were lowered and seats were raised, exaggerating the
natural curvature of the spine. The scorcher's position was so radical, it
inspired the following verse, from the Riverside Daily Enterprise (August
16, 1896):

He spun upon his waiting wheel.

His vertebrae thrown out of joint.
And onward pedalled looking like,
A great interrogation point.

In New York, one cyclist protested against the scorcher's position by

forming the Westfield Non-Scorching Sit-Erect Bicycle Club. Some peo-
ple recognized
its positive effect on speed, and others saw the similarity to
the fetal position, calling it egg-shaped. Also, it was noticed that bicycle
hump continued when the cyclist got off the bike, in a kind of slouching
posture. In San Francisco, Dr. Albert Adams claimed he could not find a
single case of spinal deformity because of bike riding and considered the

164 BIKE CULT

 BICYCLE BODY

hump an efficient position.

Strains in the necic, shoulders, and arms are common for untrained and
elderly cyclists who ride in the typical bent-over position. When the upper
body is supported by the hands on the bars and the back is bent forward
more than about 45 degrees, the weight of the head, at 15 to 22 pounds,
must be held upright to see the road. The natural curves of the upper spine
support this position, but when held for more than a few hours under the
stress of rough terrain, the strain can worsen fi-om stiffiiess and aching
between the shoulder blades, to numbness, tingling, or spasms in the neck,
shoulders, and arms. In most cases, loosening exercises like calisthenics
and yoga can relieve the condition, as can strengthening exercises like
weight training. Riders can also sit more upright, or switch to a bike with
a recumbent position.
Lower back pain from the bent-over position is caused by an exagger-
atedreversal
or of the curvature of the spine, known as lordosis. Leaning
forward for long periods places a burden on the muscles supporting the
lumbar vertebrae of the spine, causing the lower back to have a sunken
feeling, with aches or muscle spasms. The problem is particularly notice-
ablebeer-bellied
for cyclists burdened with "Dunlop's disease." The spare
tire tube that "done lops" around the waist adds weight which the back
must support. Adjustments in posture, loosening or strengthening exercis-
es, dieting,
and the application of heat pads on the lower back offer relief
Some cycling teams employ chiropractors to help re-align sore, twisted,
and injured bike riders.
Bicycle Face
"Bicycle face," "bicycle stare," and "bicycle eye" afflict cyclists today,
but must have been more pronounced in the 1890s when the following
article appeared in the Minneapolis Tribune (July 20, 1895):

Scientists took hold of the matter, and advanced theories about it. One
learned man said that the bicycle face was the result of a constant
strain to preserve equilibrium. Up popped another scientist who stated
that the preserving of equilibrium was purely an instinct, involving no
strain, and that if the first man knew a bicycle from a rickshaw he'd
realize it. Thereupon the first scientist said that the second had a bicy-
cle brain,
and hundreds took sides in the discussion. A prominent bicy-
cle academyinstructor here is positive that he has solved the secret.
The three component parts of the expression he ascribes to the follow-
ing causes:
The phenomenon of the wild eyes is acquired while learning the art.
It is caused by a painfiil uncertainty whether to look for the arrival of
the floor from the front, behind, or one side, and, once fixed upon the
countenance can never be removed.
The strained lines about the mouth are due to anxiety lest the tire
should explode. Variations of the lines are traceable to the general use
of chewing gum.

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HUMAN POWER

The general focus of the features is indicative of extreme attention

directed to a spot about two yards ahead of the wheel. This attention
arises from a suspicion that there is probably a stone, a bit of glass, an
uptiimed tack, barrel hoop or other dangerous article lying in wait
there. It is temporarily lost when the obstacle is struck and the bicy-
clist'smakes
face furrows in the ground, but reappears with increased
intensity after every such experience.

Nowadays, when a cyclist's face makes furrows in the ground, it is called

a face plant. In the Fat Tire Flyer glossary, face plant is defined as: "1 .
Any cycling maneuver that ends up looking like an attempt to hypnotize
an earthworm; 2. Any vegetation growing between chin and hairline."
This glossary also includes the "intransitive verb," called "Eat It" and
defined as, "To make a sudden and close inspection of the road siuface,
and use the opportunity to have lunch.'"
Bicycle face, stare, and eye are caused by road glare from chrome,
concrete, and glass, kicked up dust and stones, noxious gases and soot
exhaled by motor vehicles, and the attempts of cyclists to see through the
back of their heads to prepare for what may come from behind. The use of
darkened or mirrored "shades" tends to shield these problems, without
providing a solution.
Bicycle Hands
"Bicycle hands" and "bicycle wrists" are well-known maladies for
cyclists, particularly those riding long distances in the bent-over position
of racers. The condition consists of numbness in the thumbs or fingers
caused by the pressure of palms on the handlebar. As the ulnar or median
nerves travel from the wrist to the fingers, they can be impinged upon by
the pressure of the rider's upper body on the hands. This can be relieved
to some extent by padded gloves and handlebar grips, along with a more
relaxed grip on the bars and the changing of hand positions, or switching
to a recumbent bike.
"Bicycle wrists" is a general weakness in the wrists caused by the
strains of holding the handlebars and road shocks. In severe cases, the
wrists are temporarily paralyzed, go limp or become swollen, and the
rider must be careful of slower reactions or lack of control. This is also
known as carpal tunnel syndrome, named for the narrow channel of bone
and ligament which the ner\es pass through. Before the 1890s, when most
bikes had fixed-gears, the action of backpedal braking added strains on
the wrists. Lifelong cycling compounds bicycle wrists as calcium deposits
form around the bones in the wrists and cause added stiffness.

I6« BIKE CULT

 BICYCLE BODY

Saddlesores
The buttocks and pelvic region are one of the main points of support for
body weight on the bicycle saddle, and all cyclists experience some form
of discomfort, known as saddlesoreness. On standard bikes, the points of
contact are the two ischial bones of the pelvis, called the "sit bones,"
which are naturally cushioned by small fluid-filled sacs. The tips of these
bones are roughly three inches apart for men, and four inches apart for
women, so seats are designed accordingly. Recumbent bicycles often have
more comfortable bucket-style seats with the contact points shared by the
ischium, ilium, and sacrum bones.
To prevent saddlesores cyclists should avoid clothing with seams or
elastic bands in the crotch, and shorts or pants should have a soft chamois Sit bones have different widths for
lining. Some say "nothing should come between you and your chamois," men (above) and women (below).
while others recommend the use of talc, baby powder, vitamin-rich oint-
ment
antiseptic
or cream applied to the skin or the chamois. Chamois
should be cleaned regularly, and the natural kind should be kept dry and
supple. People who spend a lot of time in the saddle are apt to get calluses
or boils caused by fi^iction and irritation. These can become aggravated by
hair follicles and rough riding terrain. Women cyclists have also spoken
of pain due to "raw vulva." Repeated splashings of cold water on the
affected skin toughens it and relieves some pain. Racers have been known
to continue riding with severe saddlesores and rely on warm mineral
baths, antibiotic ointments, anti-inflammatory medications, and cortisone
shots for treatment.
Bicycle Knees
"Bicycle knees," or "cyclist's knee," is actually a variety of conditions
which can cause considerable pain and worry. The knees are complicated,
modified versions of hinge joints, consisting of the juncture of four bones:
the femur or thigh, the patella or kneecap, the tibia or lower leg, and its
"side kick," the fibula. Added to these are the powerful thigh and lower
leg muscles, a number of ligaments and tendons, plus two cartilages, the
menisci, which act as stabilizers and shock absorbers, with sacs of fluid,
the bursae, for lubrication.
In normal use, as the leg bends and extends nearly 180 degrees, the
knee joint tends to slide or glide, allowing a small amount of side play.
With cycling, the bending and extending of the leg is limited between a
range fi-om about ten degrees to 130 degrees, with the foot connected to
the pedal in a mechanical motion. Knee-related injuries common in other
sports, such as pulled hamstrings, and torn ligaments and cartilages, are
less likely in cycling, except as a result of falls.
The majority of knee problems from cycling are caused by improper
leg and foot position, excessive force or torque applied to the pedals, and
overuse errors from hard training. The limited range of bending or flexion
causes the patella to be almost constantly in contact or under pressure
with the powerful quadricep muscles. When a cyclist pushes a large gear,
or if the seat position is too low, excessive loads on the tendons, which sur-
round
patella,
the may result in the pain and swelling of patella tendinitis.

BIKE CULT 167

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When a cyclist's seat is too high, the overextension of the leg can
result in an excessive outward pull on the patella. Cyclists with one leg
shorter than the other, abnormally shaped patellas, knock-knees, or poorly
aligned quadricep muscles may suffer from a knee condition known as
excessive lateral pressure syndrome (ELPS). This can result in chondro-
malacia patella,
a softening or degradation of the knee cartilage, that may
require repositioning of the foot-pedal position, or surgery. Crepitation is
the slushy or crunchy feeling or sound that can occur with chondromalacia.
Bicycle Feet
The positions of the feet are important for maintaining healthy knees.
Many knee pains are the result of locking the foot into a fixed shoe-cleat-
pedal system, and can be relieved by allowing free movement with cleat-
less shoes and toe clips, or free-floating clipless pedal sytems.
The foot is an active contact point that transmits the body's energy to
the pedals, and friction within the shoe causes various problems. Proper
fitting shoes with hard soles that distribute foot pressure over the pedals
are essential for comfortable and effective cycling. Numbness is a com-
mon ailment
when narrow shoes pinch the nerves between the metatarsal
bones. A narrow or confined toe area, besides being uncomfortable, can
also cause toe jamming and bruised toenails. These can be relieved by
massage, soaking, and shoe stretching.
Corns, calluses and blisters are also common foot ailments for cyclists.
Toe sfraps can cause friction at the ball or metatarsal joints, resuhing in
callus buildup or blisters. Straps can be wrapped behind the bulge and
blisters can be drained with a sterile needle, followed by warm saltwater
3D representation of peak pressures soaking, or the application of an antiseptic cream. Tightened shoes and
over foot during nornrial cycling. toe straps can cause circulation problems so most cyclists leave them rela-
tively loose
except for climbing, sprints, or rough roads. Blisters occa-
sionally around
appear the heel below the Achilles tendon and on the tops
of the toe knuckles from friction between the shoes and feet during the
pedal stroke.

168 BIKE CULT

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Bicycle Body
Many muscle and tendon strains are the result of overuse. Overuse
injuries are particularly common for recreational and racing cyclists
because they are often active for many hours and days at a time. The best
prevention is a daily routine of stretching, calisthenics, and yoga, usually
performed in the morning before riding. The recommended exercises for
cyclists include sit-ups, push-ups, pull-ups, leg-lifts, head-stands, toe-
touching, spine-twists, windmills, cartwheels, backward back bends, and
deep breathing exercises.
Massage is very important for muscle formation and recuperation,
especially after a ride. Self massage can be done to a certain extent, main-
ly to
the feet, legs, buttocks, and arms, but is best with the hands of a pro-
fessional.
areThere
four basic massage movements performed in
sequence, in motions directed towards the heart and lymph glands using
some form of lubricating medium such as mineral oil. One reason racing
cyclists shave their legs and hips is to make massage easier and more
effective. Starting with stroking and rubbing, the hands follow the con-
tours
whole
of muscles to aid relaxation and circulation. Kneading in a
smooth rhythmical squeezing and rolling of muscles aids tone and blood
flow. Percussion is cupped hands making rapid slapping blows, and also
loose shaking, wiggling or fingering of the muscle for stimulation.
Friction is applied in circular movements with fingers and thumbs on the
skin around tendons and ligaments to loosen adhesions in joints. Like
training rides, a massage should begin as it ends, with gentler actions.
The immune system is usually enhanced by cycling and vigorous exer-
cise,the
yetstresses of long distance or high performance cycling can
often weaken the body's defenses against bacteria and viruses. A reduced
percentage of body fat below the average athletic levels and a lack of
water or dehydration tend to make cyclists more susceptible. Preventive
techniques include rest and healthy eating and drinking.
Body Heat
Cyclists can reach levels of athletic intensity and duration beyond most
other activities and sports. Because cyclists tend to spend a lot of time
exercising outdoors in all types of weather, they are vulnerable to ail-
mentsoverexposure
from to extreme temperature conditions. The body's
average temperature is 98.6 degrees Fahrenheit (37 degrees Celsius) with
normal variations of one degree. If the variation is more than five degrees
either way, the person is in serious condition requiring medical help. Plus
or minus ten degrees is usually fatal.
Hot weather can cause heat cramps, heat exhaustion, and heat stroke.
These are the result of the body's inability to regulate excessive heat. Heat
cramps and heat exhaustion are relatively temporary conditions that cause
muscle cramps, a weak pulse, nausea, and pale, clammy skin. The best
thing to do once these symptoms appear is to get off the bike and rest, lying
down on cool level ground. Drinking water with salt is recommended.
Heat stroke is a much more serious condition which can easily lead to

BIKE CULT 169

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unconsciousness and death. Symptoms include a flushed red face, dry

skin and a rapid pulse. The body temperature becomes dangerously high
as the person feels headaches and dizziness. In this condition the rider
should lie down with the head elevated; clothing should be removed or
cooled off with water, and a doctor should be called immediately.
Cold weather produces a variety of problems for cyclists, mainly
because of the increased windchill brought on by the cyclist's passage
through cold air at speed. The first symptoms usually begin in tempera-
tures around
40 degrees Fahrenheit, with numbness in the extremities (fin-
gers, toes,
nose, and ears) and the joints (knees, ankles, and elbows),
which often lack a coating of fat. This can lead to fi^ostbite, the freezing
and deadening of tissues which can cause permanent damage or gangrene.
Covering the head is very important because a large percentage of heat
transpires ft^om it. Insufficient head protection causes fatigue, headaches,
and dizziness. This can be prevented by adequate coverings, such as hats,
caps, and facemasks. Gloves, mittens, and boots, with waterproof neo-
prene and warm linings of down, sheepskin or fleece are necessary in cold
weather.
Long exposure to temperatures below fi^eezing can lead to hypother-
mia,
condition
a in which the body loses heat faster than it can generate it,
and body temperatiu^e drops below 97 degrees. This is especially preva-
lenthigh
at altitudes when a rider gets wet and temperatures fall quickly.
Hypothermia begins with shivering, reduced muscle coordination, and
slurred speech. Then, as the condition worsens, slower thinking sets in,
the person loses awareness, and becomes uncontrollable and irrational.
When the body falls below 95 degrees, muscle control, breathing, and
heart rate become weaker, followed by unconsciousness and death. The
best prevention is to dress warmly, drink warm liquids, eat easily
digestible high energy foods such as bananas, and to stop for rest in a
warm, sheltered place when the first symptoms appear.
Crash and Burn
Most cycling injuries stem from the effects of falling on hard ground. A
typical injury is "road rash," "asphalt bum" or skin abrasions from sliding
on pavement. This can be partially prevented by wearing two layers of
clothing which slide against each other, except in the case of some
polypropylene fabrics, which may bum the skin. Racing cyclists shave
their legs, buttocks, and hips to ease the process of cleaning bits of road
grit from abrasions and in applying and removing bandages. Stretching
and twisting while landing causes sprains or torn ligaments in the wrists,
"Failer." Photograph by Dimitri
ankles, knees, the back, and the neck. These often become swollen and
Korobeinikon.
can be treated with soaking, splints, and easing off for a week or so.
Dislocations occur when bones are jammed and snapped out of their usual
joint socket during hard landings. The symptoms are similar to sprains,
but require ice or pain-killers for relocation, followed by a splint and, if
necessary, antibiotics.

170 BIKE CULT

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Fractures
The most common fracture in cycling is of the clavicle or collar bone,
caused by landing on the shoulder. These can either separate or break,
resulting in pain and limited movement. The rider's arm is usually held
close to the side and supported in a sling. In high-speed falls or collisions,
leg and arm bones can break. Open or compound fractures, in which the
bone pierces the skin, require a splint and immediate medical attention to
prevent infection. Lacerations or deep cuts from sharp objects are often
the result of falls on gravel roads or multiple bicycle pile-ups. Excessive
bleeding must be stopped by hand compression or with a tourniquet and
ice-packing. Wounds should be cleaned to prevent infection and stitches
are often necessary.
Head Injuries
Probably the worst injury for a cyclist is a concussion or fractured skull
from impacts to the head. Headaches, dizziness, incoordination, tempo-
rary loss
of memory, convulsions, vomiting, foaming at the mouth,
unconsciousness, and even death can result. In some instances, the person
may feel just a little shaken up and proceed riding, only to be hit by spells Broken helmet, '92 Olympic road race.
of dizziness and collapse. A cyclist with a mild head blow should lie
down and rest or sleep to allow the brain and nervous system to recuper-
ate.vomiting
If occurs with convulsions, the mouth must be cleared out to
prevent choking and medical help should be summoned immediately.
These days, more cyclists are wearing hard shell helmets for head protection.

Cyclists have come up with ingenious roadside medical methods, such

as using bicycle pumps as splints and surgical suction pumps, and using
inner tubes as arm slings. Some riders carry pocket-sized first-aid kits,
and ride leaders should have a good understanding of first-aid and emer-
gency preparedness.

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Cycling Positions
The bicycle must be in harmony with the body for a person to receive the
most benefits from cycHng. A correct position on the bike brings an easi-
er, safer,
and more efficient cycling experience; proper fitting reduces the
risk of injury. An important factor in finding a comfortable position is
based on gender. Average men and women of equal height have different
proportions. Women tend to have longer legs, narrower shoulders, and a
wider pelvis, while men have longer torsos and arms, and larger hands
and feet.
Thanks to the ingenuity of cycle makers, various kinds of cycling
machines are designed to fit various body shapes and abilities. For exam-
ple, recumbent
cycles allow people to ride comfortably in a chair instead
of perched on a saddle. On tricycles and quadricycles people don't need to
balance on two wheels. Handcycles and rowing vehicles let people who
can't use their legs to ride with arm power.

Upright roadster Touring Racing (aero)

Semi-recumbent Supine recumbent Prone recumbent

172 BIKE CULT

 BICYCLE BODY

Bike Fit
The following measurements apply for standard foot-pedaling bicycles,
including city, road, mountain, and recumbent cycles. It is important for
cyclists to refine their position and style by making small incremental
changes according to the individual ways of riding.
Bike shops have a few special accessories for measuring the best bike
fit, such as the Fit Kit developed by Bill Farrell and the New England
Cycling Academy. After years of measuring, Farrell offered a "wacky but
often accurate" way to figure the correct length of seat tube for a road
bike, by measuring the circumference of a cyclist's head and subtracting
two centimeters.'" The Bio-Racer is a computerized sizing system for
standard racing positions from Belgium, and the Personal ProBikeFit soft-
ware, developed
by Jack Harrier, matches frame specs with body dimen-
sions.
measures
It nine body dimensions and selects from 1,050 bikes,
including road, mountain, and track bikes.

Measures for road bikes: Body measures: standing barefoot,

(J) standover height, from crotch to top tube, allow at least I to 4 inches. back against a wall, hands holding grips.
K) seat tube length, usually measured from center of crank axel to center A) height, top of head to floor
point of seat tube and top tube, multiply inseam (C) times 0.65 B) torso, collarbone to crotch
L) seat height, from center of crank axle to top of saddle, multiply inseam (C) C) inseam. crotch to floor
times 0.883, compensate for pedal and shoe thickness. D) reach, shoulder to hand grip.
M) saddle setback, on level ground, from center of crank axle to front of seat. Sitting with thighs level to ground,
in the saddle, align N) plumb line hanging from front of knee cap to center of back against a wall, feet flat on floor,
pedal axle, with crank arms in horizontal position (3 o'clock) and balls of feet hands holding grips.
centered over pedals, compensate for various fore or aft positions. E) thigh, butt to front of knee cap
O) handlebar reach, measure (I) forearm to center of stem, with elbow at F) lower leg. top of knee cap to floor
front of saddle and handlebar grip at center of stem, compensate for (B) torso G) leg length, butt to ball of foot
and (H) upper arm lengths, and upright or prone positions. H) upper arm, collarbone to elbow
I) forearm, elbow to center of hand
P) stem height, from top of saddle to top of stem.
Q) Q-factor, width of crank arms at pedals. grip-

BIKE CULT 173

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Resistances of Cycling
Cyclists face various elemental forces that affect their human-powered
progress. Friction, rolling resistance, gravity, air pressure, and water pres-
sure: these
are the natural laws governing a cyclist's speed and energy
efficiency. Total resistance is the sum of each individual resistance, which
varies widely depending on the kind of cycle, the conditions of the
cycling environment, and the speed of the cyclist.
Friction is caused by the cycling machine and the human body. Wheel
CAUTION bearings, pedal bearings, suspensions, chains, and gears cause mechanical
friction on the bike, and bone joints, cartilage, tendons, and muscle tissue
DOmiHIU. cause bio-mechanical friction in the body. Friction accounts for 0.5 to five
NEXT 326 percent of total resistance, but increases substantially if the bike is a pile
MttJES ofjunk.
Rolling resistance is caused by the cycling machine and its contact
with the ground. The cyclist's weight and the tire's air pressure and treads
cause resistance on the bike, while the gradient and surface conditions of
roads and paths cause resistance in the environment. Unpaved trails and
cobblestones add about ten to 0.8 percent resistance, and asphalt roads
and racing tracks add about 0.2 to 0.1 percent of total drag. Rolling resis-
tance averages
about ten percent of total drag, and it increases linearly in
relation to speed and weight. Slope resistance is calculated by the weight
of the cyclist and the machine, muhiplied by the gradient of the road,
which is measured as a percent of the gain or loss in altitude to the dis-
tance. Cycling
uphill, a fairly difficult ten percent grade rises 100 meters
in one kilometer, and a 25 percent grade (250 meters in one kilometer) is
extremely difficult. Going downhill, the slope is a positive force, as a per-
centtheof gradient.

174 BIKE CULT

 BICYCLE BODY

Wind resistance is caused by air pressure on a cyclist's body and bike

and is influenced by a cyclist's speed and environment. There are two
kinds of wind resistance, form drag and skin friction, that are based on a
moving body's shape and surface texture, and measured by the frontal
area and coefficient of drag (Cd). Wind resistance increases as a square of
velocity with a cyclist's speed, and as a cube of velocity with a cyclist's
power output. When penetrating the air, making a headwind in still air, a
cyclist must double the energy expenditure for each additional six mph
(ten kph). When a headwind often mph (sixteen kph) rises, or if a
cyclist's speed increases over fifteen mph (25 kph), wind drag increases to
70 to 90 percent of total resistances. Some say the speed of a cyclist and
the headwind can be added together to estimate a cyclist's wind speed, so
the effort of a cyclist going fifteen mph into a ten mph headwind is the
same as going 25 mph in still air. Others say that winds change a cyclist's
speed by about half the wind speed, so a ten mph headwind slows a
cyclist by about five mph. On a standard bike, a cyclist's body accounts
for about two-thirds of wind resistance, with one-third due to the bike.
A cyclist's wind resistance and energy expenditure can be lowered by
i
drafting behind other cyclists and vehicles, by making the body and bike
more aerodynamic with fairings, or by cycling at high altitude. In draft-
ing, cyclists
benefit from the form drag of other cyclists and vehicles, by
following in the low pressure air that eddies behind a moving body. A fol-
lowing cyclist
requires about fifteen to 30 percent less energy than a lead
cyclist, depending on speed, spacing, and shapes of the two bodies. There
are many variables, whether the cyclist rides in traffic at about twenty per-
cent energy
less expenditure, in a paceline or echelon (sidewind paceline)
at about 25 percent less energy, a pack or peloton (about 40 percent less),
or behind a motorcycle (about 40 percent less), a van (about 60 percent
less), or a race car (about 100 percent, with a forward push because of the
Von Karman vacuum effect).

B
B
s
Reducing wind resistance by drafting
in a paceline or echelon (top),
in traffic (above), behind a motorcycle
(far left), or behind a car.

BIKE CULT 175

HUMAN POWER

Compared to a standard racing bicycle, an aero bike has five to 25 per-

cent drag,
less a fairing on a standard bike has ten to 25 percent less, an
open recumbent has fifteen to 40 percent less, and a fully faired HPV has
60 to 80 percent less drag. An in-line tandem has about 50 percent less
drag than two bikes, and the two riders use twenty percent less power,
making it go about ten percent faster.
As altitude increases, air pressure (barometric pressure) and oxygen
content (pressure of oxygen) progressively decrease by about 11.5 percent
for each increase of 1,000 meters (3,280 feet) above sea level. Low air
pressure results in low wind resistance, so a cyclist at 2,000 meters (6,560
feet) going ten mph (sixteen kph) requires about six percent less effort as
at sea level, and when going 30 mph (49 kph), a cyclist requires about
twenty percent less effort. Oxygen content decreases by about 23 percent
at 2,000 meters, which limits performance, but humans adapt and can
acclimatize to high altitude with increased production of blood hemoglo-
bin.4,000
At meters (13,120 feet) and above, the shortage of oxygen in
the air severely limits human performance. In cold weather, air resistance
increases by about one percent for every decrease of three degrees Celsius
in temperate climates.
Water resistance applies mainly to human-powered watercraft, and
depends on the hull shape (if any), the method of propulsion, and the cur-
rentthe
of water. On pavement, water provides less rolling resistance,
close to edge of slippery, as tires hydroplane over smooth wet surfaces.

RESISTANCES OF CYCLING MACHINES

Roadster Touring Racing Recumbent HPV

Frontal Area (sq.m) 0.5 0.6 0.3 0.2 0.1

Drag Coefficient (Cd) 1.2 1.4 0.9 0.5 0.2

Rolling Resistance (Cr) 0.008 0.004 0.003 0.003 0.003

Bicycle Mass (kg) IS 25 10 10 22

Rider Mass (kg) 75 75 75 75 75

Total Mass (kg) 90 100 85 85 97

176 BIKE CULT

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Cycling Clothes
To get the most enjoyment, comfort, and efficiency in cycling it is best to
wear comfortable clothing that fits the form and function of bike riding.
Cycling clothes are designed for all kinds of bicycle riding, for protection
from the elements, carrying things, creating an identity, and promoting
messages. Because bikes are usually exposed to weather and road condi-
tions, unlike
motor vehicles with heaters, air-conditioners, and enclosed
bodies, cyclists can combine their climate controls and protective cover-
ings with
healthy body functions and special clothing.
Cycling clothes are made to provide comfort in and out of the cycling
position, to give warmth when needed, to allow the skin to breathe, to
wick sweat from the skin into the cloth, to prevent rain and moisture from
soaking the cloth, and to be easily washable, dryable, and durable.
Dressing in layers of clothing that can easily be added or removed is
important, because cyclists are often exposed to changing weather condi-
tions.example,
For climbing and sweating up a sunny hillside and then
descending into a cold, shady hollow can cause cold chills, fatigue, and
bronchitis.
Clothes produce enough wind resistance to affect performance in com-
petitive cycling.
Letting your ponytail or long hair blow in the breeze
slows you down a little. Like the dimples that help a golf ball fly farther,
a textured fabric such as wool has less wind resistance than bare skin.
Aerodynamic clothing can reduce resistance by about six to ten percent.
Materials
Many warm-blooded creatures come equipped with natural coverings,
such as fur, feathers, and full-body hair. Humans evolved as semi-hairy
naked creatures equipped with the ability to fabricate their own coverings.
Traditional materials come from plants, insects, and animals, such as cot-
ton, hemp,rubber, silk, wool, leather, and fur. The expansion of chemical
industries in the mid- 1930s brought a variety of materials for clothing,
including synthetic polymer and processed natural fibers. As synthetics
emulate or improve upon nature, function determines the form of special
clothing for cycling.
DuPont has contributed many synthetic fibers to the world of cycling,
including Nylon (1935), Spandex (1937), Lycra (1962), Fortrel, Cordura,
Kevlar (1976), CoolMax, Spandura, Supplex, and Thermax (1989). Lycra
spandex is an amadine polymer that revolutionized cycling clothes as a
light-weight elastic material used in shorts with a blend of 80 percent
nylon and 20 percent spandex. Cordura and Kevlar are strong polymer
fibers used in gloves, shoes, jackets, packs, and many bike components.
CoolMax is a polyester fiber with four wicking channels for staying dry
and cool in hot weather.
Other widely used synthetics include Gore-Tex, a windproof, water-
proofbreathable
and material developed by W.L. Gore & Associates.
Improved since its debut in 1976, it has a PTFE membrane with "nine bil-

BIKECULT 177
HUMAN POWER

lion microscopic pores per square inch, 20,000 times smaller than a
droplet of water and 700 times the size of a water vapor molecule." Gore-
Tex XRC (Extended Comfort Range) is a thin glossy windproof mem-
braneprovides
that a "microclimate." Versatech by Burlington is a
microfiber polyester yam used in outerwear. Hydrofil by Allied-Signal is
a nylon wicking material used in linings, and Synera is a "no sweat per-
formance
made
fiber"
of polypropylene. Polartec by Maiden Mills is
plush polyester fleece used as weather-resistant outerwear. Superwash is a
treated wool made of 100 percent Australian merino wool.
The question of which fibers are best is often a matter of opinion.
Many people reftise to wear fur and leather out of concern for animals.
Likewise, with growing concerns for the environment, many people avoid
chemically treated and synthetic clothing materials. One solution may be
the Synchilla fleece made by Patagonia fi'om the recycled plastic in bot-
tles, polyethylene
terephthalate (PET).
The essential clothing recommended for cycling depends on a cyclist's
style and the weather conditions. The "must have" cycling clothes are
shoes, shorts or pants, jersey, headwear, and gloves. There are a few
Golden Rules for cycling clothes. In cold weather, it is best to cover the
head, hands, and feet. All but racers should cover their knees in tempera-
tures below
60 degrees Fahrenheit (18°C), and in temperatures below
freezing there is little relief for cold extremities except to stop at a warm
place before frostbite sets in. The Golden Rules: There is no such thing as
bad weather, just bad clothing. Wear bright colors for high visibility, such
as a yellow jersey. Only present or former World Champions may wear
Magnified details of a wool fiber.
the rainbow jersey. Always wear a helmet before you crash. Don't sit on
your bananas.
Caps
Cyclists often need to cover their heads with a light, warm, breathable cap
for wicking up sweat, shading the eyes and face fi'om sunburn, and reduc-
ing the
splatter of rain. The traditional cycling cap is a dome-shaped cover
with a crescent-shaped bill, made of light or middleweight cotton with an
expandable back side. Bills are stiffened with cardboard, which deterio-
rates
theinwash, or with plastic, which becomes warped in a hot drier.
Cycling caps are worn with the bill at the ft-ont, back, or side, flipped
up or down. On hot days in races like the Tour de France, it is customary
to wedge green leaves or lettuce under the cap, for moist cooling and to
prevent sunburn. Cycling caps come in many colors and motifs. The tradi-
tional design
is white with the World Championship arc-en-ciel bands
centered across the top. Embellished with club colors and sponsor's logos,
cycling caps are offered as souvenirs at big cycling events. Alternatives to
caps are bandanas, scarves, and headbands, made of terry cloth and span-
dex, useful for absorbing sweat on the forehead, before it stings the eyes.

178 BIKE CULT

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Hats
Cycling hats evolved from equestrian and military hats of the nineteenth
century with club medallions on the crest. They gradually became soft
double-lined woolen hats with small bills and stretch bands that fold up or
down to cover the ears. Since the cover is usually stitched from four
pieces of cloth, they often come multicolored. Some are made reversible,
with nylon on one side for light rain protection. Other popular hats for
cycling include the traditional beret; the watch cap, with or without a bee-
nie ball; the fleece-lined leather flight cap with ear flaps and optional chin
strap; and the American baseball cap worn backwards.
In heavy rain storms, the classic floppy "so'wester" hat provides full
coverage, as does any water-repellent urethane-coated hood and cape
combo. For colder weather, an assortment of natural and synthetic cloth
hats, scarves, and masks are used to cover the whole head, with holes for
the eyes, nose, and mouth. In freezing temperatures, fleece lined neoprene
masks are used to protect the skin and breathing membranes. The tradi-
tional balaclava
hat, with a more streamlined cut for cycling, unfolds to
cover the ears and neck. Variety comes with all shapes of leather and ftir
army surplus hats; one company makes a colorful line of synthetic fleece
hats with jester-like earflaps, such as the "Rooster-Farian." Folly comes
with the multicolored whirlybird beenie, and the air-conditioned hat with
solar and wind-powered fans to cool heads.
Masks
In areas with high concentrations of air pollution, cyclists have begun to
use air-filtration masks for protection from particle (dust, soot, pollen)
and gaseous (carbon monoxide, nitrogen dioxide, sulphur dioxide, ben-
zene, ozone)
contaminants. There are several styles of air-filtration masks,
depending on the type of filter and the amount of unfiltered air that passes
through the system under the sfress of an actively breathing and perspiring
cyclist.
The easiest to wear and least effective mask is a bandana; some are
specially designed for cycling, shaped to fit around the bridge of the nose,
mouth, and chin. Disposable particle and fume filters with elastic head
bands made of fine-mesh synthetic cloth are a popular and partially effec-
tive option.
A couple of lightweight masks which attempt to form air seals
have been marketed for cycling, including the plastic and foam
Greenscreen and the neoprene Respro mask, which has an activated char-
coal cloth
developed by the British Ministry of Defense for chemical war-
fare, won
and a technology design award from British Petroleum (BP).
The heaviest forms of air-sealed protection are the industrial masks used
for working amidst toxic materials, such as the 3M Dust and Mist
Respirator. The primary filter normally uses a removable activated carbon
fabric which captures most of the ozone and benzene but none of the car-
bon monoxide."Additional fabric and foam filters are used to capture
particulates. Like bicycle helmets, masks are not a cure for the problem,
but merely a protective shield.

BIKE CULT 179

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Helmets
Cycling helmets come in a variety of forms and functions. For much of
the twentieth century, most helmets were for racing, and the most com-
mon was
the "ribbed" or "hairnet" helmet with padded leather bands
crossing the top of the head. Some helmets had muhicolored ribs or extra
padding at the forehead, the back of the neck, and around the ears. The
finest were covered in glossy patent leather. A tradition among Flemish
racers was to hang small religious medallions on the front brim near the
"third eye," with crosses and saints for heavenly protection.
The risks in motor-paced racing require more substantial protection.
The large stayers use helmets with a hard leather or plastic shell and a
cork or polystyrene liner. These have a wide brim for mounting earphones
for the pacer to hear the rider. Demy pacers and riders have used tradi-
tional leather
racing helmets. Kei-rin racers developed a uniform style of
helmet with a colorful cloth-covered hard shell displaying the rider's
number. A variety of helmets from polo, hockey, football, mopeding, and
motorcycling have been used for dirt and field cycle sports such as bicy-
cle polo
and BMX racing, where the latest innovation is a padded chin
shield.
A major development came in the 1970s with the first generation of
made-for-cycling helmets with hard plastic or fiberglass shells and
expanded polystyrene linings, known as "biscuits." The classic styles
include the Skid-Lid (1970), and the Bell Biker (1972) with a DuPont
Lexan high-impact thermoplastic shell, a shock-absorbing beaded poly-
styreneand
liner,
movable Velcro-fitted foam pads. To cool the head and
prevent the "sweat box" condition, helmets featured shapely air circula-
tion vents.
By the 1980s, racers began experimenting with aerodynamic
helmets on road and frack, designed more for speed than for safety. With
the formulation of bicycle helmet safety standards by the Snell
Foundation and the American National Standards Institute (ANSI Z90.4),
a second generation of sleeker and lighter helmets became more popular
with molded polystyrene models, such as the Giro Aero and the
Specialized Sub-6.
Helmets are available in children's sizes, and decorative helmet covers
include the typical colors and logos of helmet makers, clubs, and team
sponsors, as well as many animal shapes made by Comic Covers and
Narly Noggins, with the faces, horns, and patterns of puppy dogs, cats,
tigers, hogs, sharks, bulls, and ducks.
The most popular helmet attachments are rearview mirrors and visors
fit to the helmet brim. Silencers are ear shields used to muffle annoying
wind noise produced by some helmets. At the 1991 Tour DuPont bicycle
race, Greg LeMond wore an eight-ounce Giro Air Attack helmet fit with a
two-way radio. Molded into the polystyrene brim was a tiny microphone
on a flexible tube, an earphone and a transceiver switch. Wires led from
the helmet to a half-pound circuit board and battery pack carried in his
jersey pocket. With a range of about a mile, the radio allowed LeMond to

180 BIKE CULT

 BICYCLE BODY

keep contact with his coach in the team car and give radio-TV interviews.
Steven Roberts, the wizard of cycle-computing "nomadness," has
equipped his helmet to interface with his hi-tech recumbent bike. His Bell
Tourlite has a rearview mirror, double Nightsun headlights, a tiny Private
Eye Heads-Up Display monitor, a SetCom audio system with a boom
mike for dictating to the bike's computer console, earphones for his ham
radio and a solar-powered, solid-state 50-watt refrigeration device to cool
his head. While riding his bike, Roberts can move his head to control the
cursor on his Macintosh computer screen, using a Brain Interface Unit
with ultrasonic phase and doppler shift sensors on his helmet.
Glasses
Various kinds of glasses, goggles, and visors have been used to see prop-
erly while
cycling. Wearing glasses has rarely been an obstacle for near-
sighted
farsighted
or cyclists, and even those with 20/20 vision use clear,
shaded, or filtered glasses for protection from flying bits of sand, snow,
gravel, glass, or insects, oily traffic soot, and harmful ultraviolet rays.
Goggles became popular with racing and touring cyclists, beginning
with the high-wheel bikes of the 1880s. With glass lenses surrounded by
perforated side-flaps and adjustable head straps or ear hooks, goggles
shield the eyes from dusty road grit, windy rain, spraying wheels, and
stones kicked up by horses, carriages, and automobiles. While most
cyclists wore their glasses casually atop their heads when not in use, the
"Pedaler of Charm," Hugo Koblet, was known for sporting them on his
biceps.
Sunglasses with detachable shadings and colored lenses became popu-
lar the
in 1950s, especially when Louison Bobet wore a flashy pair with
white rims in the Tour de France. Several champion cyclists have worn
glasses with distinction, such as Jan Janssen and Laurent Fignon. Cyclists
using contact lenses often wear glasses for added comfort and protection,
bringing eyedrops for long rides.
Recent developments are lightweight "shades" or "sportshields" with
large lenses that combine the features of goggles, being dust-proof and
breathable, while offering wider peripheral coverage. Made of ANSI-
approved shatterproof polycarbonite or Lexan glass, with an assortment
of distortion-less, scratch-resistant, anti-fogging, static-free, and water-
proof coatings,
lenses block harmful ultraviolet rays and are available
with polarized, mirrored, and rainbow-colored filters. Filtered lenses pro-
videenhanced
an view of the world by disguising the haze from smog.
Special features include clip-on rearview mirrors with adjustable wire
mounts, flaps or screens to protect the nose from exposure, and adjustable
straps made of leather, spandex cord, or rubber to keep the glasses from
falling off the head. When the cyclist-businessman Robert Zider fell off
his bike and bent his glasses, he was inspired to develop "memory glass-
es," with
frames made of the patented alloy called Memorite. If the frames
get bent, they can be dipped in hot water to return to their original shape.

BIKE CULT 181

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Underwear
An assortment of cycling undergarments are used as a second skin for
wicking perspiration, as an extra layer of warmth, and as a supporter for
loose and protruding body parts. A lightweight wool T-shirt has the
advantages of being breathable, wicking away perspiration and maintain-
ingtemperate
a climate. Wool works well in all but the hottest weather
where loose or mesh cotton is preferred. When cotton is pressed against
the skin under layers of other clothing, it tends to collect sweat, causing
harmful chilling effects. A popular cycling tradition is to put newspapers
(or plastic bags) under the jersey over the undershirt at the top of a hill to
keep warm and save energy from the chilling wind on downhill runs.
Different kinds of underwear are used as the temperature drops. In
freezing weather, one-piece long Johns and thermal double-lined long-
sleeve shirts and tights, made of pure or blended cotton, wool, nylon, and
polyester, serve as a base for outer layers. Bib-like aprons and mock
turtlenecks provide added warmth for the torso and neck.
Cycling is often credited with stripping women of restrictive corsets,
but many women support their breasts while riding to minimize bouncing,
chafing, and tissue breakdown. .\ variety of comfortable athletic and
cycling bras have become available and most designs are made of cot-
ton/polypropylene
with Lycrablends
and CoolMax fabrics, without wires
or hardware which can cause irritation. They feature molded cups with
front-cross support and separation, mesh panels for wicking perspiration,
and wide elastic bands circling the lower ribs, allowing better breathing in
the cycling position. To prevent slippage, straps are designed in cross-the-
back, T-shaped or Y-shaped patterns.
Bike is the trademark of a popular crotch supporter or "jock strap," but
these are not recommended for male cyclists because the crude seams irri-
tate crotch,
the and the saddle already supports the penis and testicles.
Though the penis usually contracts into the crotch on long rides and in
colder temperatures, some men wear a sof^ "cod piece," such as a sock, to
prevent the tip fi-om irritation and freezing. A "female fly" appears on
bikini briefs by Zanika, with a pull-apart crotch that allows women to
"answer Nature's call without the indignity of undressing."'^
T-Shirts
T-shirts and tank tops are popular garments of^en associated with cycling
enthusiasts. T-shirts are commonly made of cotton or cotton/polyester
blends, with long sleeves, mid-length BMX-style sleeves, and standard
issue short sleeves, and tank tops have the u-shaped sleeveless design.
Special features include open-air fishnet fabric and shoulder pads. As a
means of expressing a cyclist's individuality, a whole genre of fashion-
able T-shirt
art with bicycling messages has appeared. These include per-
sonalizedandnames
slogans, photos, air-brush paintings, logos, and
graphics representing bike manufacturers, shops, activists, clubs, teams,
races, tours, and rides. T-shirts seem to gather around cyclists, either as
collector's items or as old rags for cleaning the bike.

182 BIKE CULT

 BICYCLE BODY

Jerseys
Cycling jerseys are the traditional shirts for bike riding. They evolved
from finely woven wool pullovers, cut extra long to compensate for the
cyclist's bent-over position with high collars that button up in front or
along one shoulder. Pockets were added across the back and the breasts
for carrying identity cards, keys, money, maps, patch kits, rubber bands,
tools, sandwiches, sliced fruit, sweet cakes, candy bar wrappers, pocket
flasks, tobacco, matches, and found objects. Racing inspired the tradition-
al jerseypatterns by Tortelli and Sergal of Italy with horizontal bands,
national colors, and embroidered team logos.
With the higher cost of wool since the late- 1970s, cotton and wool jer-
seys have
gradually been replaced by equally expensive synthetic blends
of polyester, polypropylene, and nylon fibers, and embroidery has been
replaced by sublimated printing for graphics. Some riders, known as
"retro-grouches," complain of the plastic feeling in synthetics, and the tra-
ditional
jersey
wool has made a bit of a comeback.
Silk jerseys appeared for track racing in the 1890s. A strong, shiny
material, silk offered smoother sliding on wooden velodromes. These
have been replaced by Lycra-like nylon-spandex one-piece skintight suits.
For better aerodynamics, many track racers use rubberized or Cire-coated
nylon suits. The "wet look" has an exotic slippery appearance, but its lack
of breathabilty is impractical for all but the shortest events. One-piece
suits are contoured to fit tight in the aero position so they are rather
uncomfortable for standing upright, and racers often zip or sew them-
selvestheir
intosuits on the starting line. To maximize aerodynamics
with breathable materials, Descent's research lab in Osaka, Japan, devel-
oped Sei-Ryu
Tech. Wind-tunnel tests showed considerable trailing turbu-
lence coming
from a rider's shoulders and back, so specially shaped sili-
con patcheswere applied to the suit.
Jackets
There are assorted made-for-cycling outer garments which serve as sec-
ond, third,
or fourth layers of protection from wind, rain, and cold. These
include double-thick long-sleeved jerseys, wind parkas, and rain-proof
down-filled jackets. Cycling jackets need to have extended arms and
backs to compensate for the bent-over cycling position, and be close fit-
tingprevent
to excess flapping in the wind. High collars, hoods, and tight
cuffs help seal out the cold. Pockets appear on the sides, the back, or the
front, kangaroo style.
Various kinds of nylon are used for wind shells, with mesh sides for
breathability, and urethane coatings help resist wet weather. For extreme
cold, goose down jackets provide the most warmth for the lightest weight,
though care must be taken to prevent excess sweat by wearing underneath
layers with sufficient wickability.
Armless vests have been popular for cycling since the Victorian days,
offering freedom of movement for the arms while keeping the chest
warm. Lightweight down or fleece-lined vests are useftil in cold weather,
and urethane-coated nylon vests with reflective patterns are handy for
commuting cyclists.

BIKE CULT 183

HUMAN POWER

I Gloves
Cycling gloves provide cushioning, protection, and warmth for the hands
and wrists. Traditional cycling gloves stop at the middle of the fingers and
thumbs for better manual dexterity. Most use some form of foam padding
or gels in the palm to relieve pressure on the ulnar nerve of the wrists.
Some have terry cloth backs for wiping sweat, and others come with
bright or reflective patches for signaling in traffic. Extra tough material in
the palm is also handy for cyclists who wipe their tires of wet road grit.
For colder weather, gloves come with full-length fingers, thicker
padding, fleece linings, and water-repellent coverings. Lobster mitts by
Pearl Izumi have three "claws:" for the thumb, the index and middle fin-
gers,the
andring finger and pinky. Full-fitting mittens are recommended
for maximum warmth.
Shorts
Cycling shorts have become popular in mainstream fashion, fitness, and
sports. Traditionally made of tight-fitting wool — black, for wiping greasy
hands — they feature smooth seams and crotch padding made of chamois
hide for protection fi^om saddlesores. They are cut at mid-thigh for easy
leg movement and muscle support. Preferably, they are held up with sus-
penders
bib straps,
or to provide easier breathing without elastic waist
bands, and to cover and comfort the lower back. Track racing shorts had
special buttons for wearing suspenders underneath silk jerseys that tucked
into the shorts. Madison shorts have an inner pocket holding the team
racer's hand-sling fob, and extra hip padding to soften crashes. Touring
shorts are often designed as loose-fitting recreational cut-offs with extra
pockets, saddle-shaped seams, and a chamois-padded seat.
Since the late- 1970s, cycling shorts have become more colorful and
wool has been replaced with blends of nylon and Lycra spandex. Bib style
shorts have incorporated suspenders in the design. Leather chamois have
been replaced with synthetic suede, terry cloth, polyurethane foam, and
polypropylene liners called Supersuede, Ultrasuede, and Suedemark. The
Hydroshort uses a liquid-filled bladder and a terry-cloth lined perforated
chamois. Vision shorts by Hind have Scotchlite reflector panels for safe
night cycling.
Pants
Long-legged shorts, leggings, tights, knickers, and trousers have all been
designed for cycling. Traditional track suit bottoms were made of wool
and worn over a pair of shorts. Some are cut at the ankle and trimmed
with the customary World Championship bands, and others have stirrups
for the feet. Leggings are separate garments which make shorts into ankle
length tights and roll up to fit in a jersey pocket. Knickers are cut below
the knee and worn with long socks. They are made of wool, corduroy, and
synthetics, and urethane-coated nylon gaiters are used to provide wet
weather-proofing. Rain pants are made of urethane-coated nylon or taffe-
ta, and
have velcro closures to keep the pant legs from tangling with the
chainwheel, cotter pins, or pump clip.

184 BIKE CULT

 BICYCLE BODY

Socks
Socks are usually necessary for foot comfort, hygiene, warmth, and per-
spiration wicking.
Traditional cycling socks are cut a couple of inches
above the ankle, like anklets, and made of cotton, wool, or synthetic
blends, such as Cool Max, Thermax, Lycra, Hydrofil and Acrylic. Thin
cotton is preferred for hot dry weather, and thick wool or neoprene for
cold and wet weather. While the sporting tradition of white socks contin-
ues, black
socks have an ominous (or naive) character, and logos and col-
orful pop-art
designer styles are increasingly common. Track racers often
ride without socks because bare feet feel more in touch with the shoes and
pedals on a fixed gear.
Shoes
The earliest shoes developed for cycling include leather boots equipped
with spikes for swift-walking, and chukka boots with thick heels for
clutching the velocipede's pedals. Oxford-style leather shoes were light-
ened, streamlined,
and strengthened in the soles to provide uniform foot
pressure. Holes were cut out of the uppers and in the soles so the feet
could breathe. For cold weather, linings of cloth, sheepskin, and fur kept
the feet warm. Rubber galoshes shielded the rain. Cleats on the soles fit
with the pedals with toe clips and straps, giving more control while apply-
ing foot
pressure in the pedal stroke, especially with fixed-gear bikes.
Cycling shoes for racers and cycletourists developed in the "boot" of
Europe. Specialists in Italy created curvaceous form-fitting leather shoes
that were usually polished in black, some in patent leather. They were
shaped for high arches as well as flat feet. Metal cleats were carefully
nailed or riveted into the sole so as not to puncture cyclists' feet. Wooden
sole shoes were perfect for wood rim bikes on board tracks. Winter boots
came in luxurious fleece-lined models which tried to protect from frost-
bite. Low-cut
(below the ankle) shoes had long tongues for ankle protec-
tion,layers
and of animal oils and vegetable creams were applied to con-
dition, soften,
and waterproof the hides.
Sport shoes for running, football, tennis, and hiking became popular in
the 1930s and the wide variety of cycle sports have inspired many shoes,
including Cycleball shoes, a kind of handball or tennis styled shoe that
developed in the 1950s, and Artistic Cycling shoes, which are like gym-
nastic slippers
with gripping rubber soles. Polo and Speedway bikers used
oxfords, football, and jogging shoes. Since the 1960s a popular kind of
multipurpose recreational shoe developed that is suitable for average
cycling. These evolved from Keds sneakers, to Spaulding tennis shoes, to
Adidas and Puma running shoes, to the Nike, New Balance, and Reebok
generation of leisure, fitness, and multi-sport shoes.
In the mid-1970s, special kinds of recreational shoes were developed
for cycle touring and commuting. Like running shoes but with harder
soles for pedaling, they featured rubber wedges or slots for gripping the
pedals, and rubber bumpers on the toe and the sides to protect from pedal
clip and strap abrasions. Early models include the Bata Biker, made with

BIKE CULT 185

HUMAN POWER

canvas and rubber-covered cord, and the leather Avocet touring shoes
with Vibram soles.
Touring shoes developed with blends of leather, foam, and polymer
fibers for all-purpose riding, walking, and living, and with knobby soles
and recessed cleats for all-terrain mountain biking. Some shoes are made
lightweight at the expense of durability; one common problem is that the
plastic sole insert breaks apart near the pedal cleat from the combined
stress of cycling and walking. For off-road cycling, cyclo-cross shoes
have spikes that screw into cleats, and mountian bike shoes have gnarly
treads and bright colors, such as Nike's Cross Terrain, with amethyst,
infrared, powder blue, neon green, and jet black. BMX shoes, known as
"skids," are similar to high-top sport shoes.
Since the late- 1980s, bike racing shoes have been modernized with
synthetic fibers, carbon composite soles, velcro straps, and adjustable foot
bindings. The conversion to clipless pedals brought lighter shoes with
stronger and smoother uppers, making them easier to cover with cold
weather neoprene boot-covers.
Padding and Leather
Padded clothing and protective leathers are used in several cycle sports
including BMX, freestyle, kei-rin racing, and downhill mountain biking
events. Based on the designs of motorcycle road and off-road racing,
these are made of natural or synthetic leathers and foam-lined plastics.
Providing injury protection from abrasions (crash-and-bum) and sharp
impacts, they are worn on the shoulders, elbows, hips, and knees.
Packs
Several kinds of packs and panniers are worn by cyclists, either on the
body or on the bike. Cyclists should carry their important personal items
on their body, in jersey pockets, musettes or shoulder bags, backpacks,
and fanny-packs. Exfra food, clothing, books, cameras, and luggage
should go on the bike in saddlebags (Karrimore), handlebar packs
(Cannondale), rack-mounted panniers (Madden), or frame-fitting cases, to
provide a more stable support for the extra weight and to reduce fatigue
by freeing the rider from the burden. Some rack-mounted panniers have
box-shaped liners, and others can be worn as backpacks for carrying off
the bike. The Eco-Sport pack is designed to keep a business suit neat. So-
called waterproof and breathable fabrics, such as nylon, Cordura, Gore-
Tex, and polyurethane, are not always completely watertight because
moisture exists in the air, so air-sealed pouches and luggage are useful for
sensitive camera and electronic equipment.
Lights
Lights and reflectors are considered part of a cyclist's clothing when they
are worn on the body. Arm and leg lights, waist-mounted flashers, helmet
beams, light-emitting diode (LED) panels, and reflective strips, such as
3M's Scotchlite material which is applied to shorts, jerseys, jackets,
pants, and shoes all serve to make the cyclist more visible.

IB6 BIKE CULT

 BICYCLE BODY

CLOTHING FOR TOURING CLOTHING FOR LE TOUR

Clothing carried by a cycletourist for a Clothing packed by a racing cyclist for

three-week camping trip. * in winter: the Tour de France;

I cycling cap or helmet I road helmet

I cycling winter hat * I aero helmet

I face mask * 15 cycling caps

I pair sunglasses I winter hat

I bandanna 1 face mask

I pair cycling gloves 2 pairs glasses

I pair long gloves 10 wicking undershirts
I pair mittens * 5 short sleeve jerseys
1-2 T-shirts I long sleeve jersey
1-2 long-sleeve turtlenecks 1 time trial skinsuit

I short sleeve cycling jersey 2 windbreakers

I long sleeve cycling jersey I rain cape

I wind and waterproof jacket 1 winter jacket

1 weather-proof down jacket * 2 polo shirts
2 pairs cycling shorts 1 track suit

1-3 pairs underwear 7 pairs cycling gloves

I set of long underwear * 2 pairs winter gloves
I pair cycling leggings * 1 pair arm and leg warmers
I pair cycling knickers * 7 pairs cycling shorts
I pair knickers socks * 5 pairs cycling socks
2-3 pairs cycling socks 2 pairs cycling shoes
I pair wool socks I pair cycling shoe covers
I pair cycling shoes I pair sandals
I pair cycling shoe covers * I pair sport shoes
I pair sandals I suit and tie
I pair boots *

BIKE CULT 187

HUMAN POWER

6 Energy and Power

188 BIKE CULT

 ENERGY AND POWER

The bicycle is a curious vehicle whose passenger is also its engine.

— John Howard, The Cyclist's Companion (1984)

Cycling's Efficiency
Cycling is the most energy-efficient means of travel among animals and
machines. Traveling efficiency is based on the amount of energy a body
uses to move its weight a certain distance. An easy-going cyclist uses
about .15 calories per kilogram per kilometer.
In fuel efficiency, where the amount of calories consumed is compared
to the amount of work or output produced, the "human machine" is com-
parable
the most
to efficient modem power sources, including fossil-
fueled automobiles and power plants. In one study, Chester Kyie and Alex
Moulton calculated that the super-endurance riders in the Race Across
America (RAAM) consumed about 80,000 calories over ten days, produc-
ing about
16,000 calories of mechanical work, for an average efficiency
of 20 percent. Moulton added that "Mankind would be hard pressed to
make any automotive vehicle as efficient as a man on a bike. Moreover, our
fuel is non-fossil, pleasant to consume, and easily renewable.'"

.15 .45 .60 .75 1^345

CALORIES PER GRAM PER KILOMETER

Since the studies by Vance Tucker of Duke University, which popular-

izedsuper
the efficiency of cycling, this data has been expressed, not only
in the various ways of measuring energy and output, but also in the global
context of energy use:

A bicyclist is by far the most efficient traveler — three times more than PER PERSON PER MILE (1984)
a horse, five times more than a car, ten times more than a sea gull or a
dog or a jet plane, and one hundred times more than a blowfly or a Automobile ( 1 occupant) 1.860
Transit Bus 920
bumblebee.
Transit Rail 885
— From Bicycling! (1973)
Walking 100

1 eat to ride, I ride to eat. At the best of moments, I can achieve a per- Bicycling 35

fect balance,
consuming just the right amount of calories as I fill up at
bakeries, restaurants, or ice cream parlors. On the road, I can get about
twelve miles to the quart of milk and a piece of baker's apple tart.
— Daniel Behrman, The Man Who Loved Bicycles (1973)

BIKE CULT 189

HUMAN POWER

When one compares the energy consumed in moving a certain distance

as a function of body weight for a variety of animals and machines,
one finds that an unaided walking man does fairly well (consuming
about .75 calorie per gram per kilometer), but he is not as efficient as a
horse, a salmon or a jet transport. With the aid of a bicycle, however,
the man's energy consumption for a given distance is reduced to about
a fifth (roughly . 15 calorie per gram per kilometer). Therefore, apart
from increasing his unaided speed by a factor of three or four, the
cyclist improves his efficiency rating to No. 1 among moving creatures
and machines.
—-Stuart S. Wilson, Scientific American (1973)^

A bicyclist moving at twelve miles per hour uses only 97 BTUs per
passenger mile; a pedestrian uses 500 BTUs per passenger mile walk-
ing2.5
at miles per hour [mass-transit uses 4,000 BTUs; an automobile
uses 8,000 BTUs].
—Nina Dougherty ( 1974)'

A cyclist can do 1,000 miles on the food energy equivalent of a gallon

of gasoline, which will move a car only some 15 to 30 miles. Facts and
figures be as they may, utilizing a 300 horsepower, 5,000-pound behe-
moth
move
to one single 150-pound person a few miles is like using an
atomic bomb to kill a canary.
—Richard Ballantine (1979)*

A rider on a "racing" bicycle going quite slowly could cover a mile

with the expenditure of only four calories, while someone on a "road-
ster" bike
going against a twenty mile per hour head wind would use
up more than sixty calories... A racing bicyclist at 20 mph can travel
more than 240 miles per gallon —of homogenized grade A milk.
—David Gordon Wilson (1987)'

A cyclist can ride three-and-a-half miles on the calories found in an ear

of com. Bicycles consume less energy per passenger mile than any
other form of transport, including walking. A ten-mile commute by
bicycle requires 350 calories of energy, the amount in one bowl of rice.
The same trip in the average American car uses 18,600 calories, or
more than half a gallon of gasoline.
—Marcia D.Lowe (1989)'

Bicycles are 53 times more energy efficient than cars. And you can run
them on so many forms of energy: rice, beans, couscous, spaghetti
bolognese, it's all the same to a bike.
— From Co/or5( 1992)

190 BIKE CULT

 ENERGY AND POWER

Food for Cycling

One thing people like best about cycling is that their fuel comes from eat-
ing.
is Itcommon knowledge that "we are what we eat," but many people
tend to choose what they eat according to habit, taste, or convenience.
Cycling stimulates the body's metabolism, so cyclists tend to have better
than average appetites and a bit more respect for what they put into their
bodies. As a cyclist's activity becomes more vigorous, his or her body
develops special needs which require an enhanced awareness of nutrition.
It takes about 35 calories to fuel one bicycling mile, equivalent to one
banana every three miles. Human bodies require six major nutrients every
day, including water, carbohydrates, fats, proteins, vitamins, and minerals.
Added to these nutrients are the medicinal attributes of herbs, the balance
of enzymes necessary for digestion, the antioxidants which protect against
contaminants, and the single most important element —oxygen. The quan-
tityeach
of nutrient needed depends upon one's health and the amount of
energy used.
In everyday activities, people bum about .01 calories per pound of
their weight per minute. Thus, a 150 pound person consumes about 1.5
calories per minute, or 2,160 calories per day. With the addition of
cycling, which has an enormous range of energy needs, this person might
add only 60 calories for an easy-going trip to market or over 6,000 calo-
ries
entered
if in the ultra-marathon Race Across America (RAAM).
Professional cyclists competing in races like the Tour de France require
an average of 5,900 calories per day, with some riders needing up to
9,000 calories.'

FUEL COST PER MILE PER CALORIE:

FOOD CENTS PER MILE DRINKS

Frozen dinner 71.3 Bottled spring water, pint 25.0
McDonalds Big Mac 19.0 Bottled spring water, liter 7.5
Power Bar 23.0 Sports drinks (Gatorade), 10.0
Pizza, slice II.O Coca-Cola, liter 10.0
Chocolate bar 8.4 Carbohydrate drink (Ultra-Fuel) 20.0
Banana 7.0
Fresh Corn 6.0 ENERGY

Milk 5.7 Gas $U.S. gallon (moped) 0.005

Pasu 4.0 Gas (car) 0.6
Rice L7 Solar-electnc (Sunraycer car) 0.3

BIKE CULT 191

HUMAN POWER

Air

While people can live two months without food, or about eighteen days
without water, life ends after less than five minutes without air. Fresh air
contains about 78 percent nitrogen, 2 1 percent oxygen, and about one per-
centmixed
of gases, including carbon dioxide, argon, neon, radon, ozone,
helium, krypton, xenon, carbon monoxide, hydrogen, methane, and
nitrous oxide. Along with lead, pollen, and micro-organisms, air contains
up to seven percent water vapor.
Water
Water is present in every tissue and used in every body function — even
thoughts would dry up without H2O. Water weighs about two pounds per
quart, and the average body contains 40 to 50 quarts of water or about 65
to 70 percent of total body weight. Blood contains about 83 percent water,
and the loss of five percent of body water brings muscular weakness,
while twenty percent brings death. An easy-going cyclist needs about ten
cups of water per day, and some RAAM riders consume about three and a
half gallons (28 pounds) of liquid food and water per day.
Carbohydrates
Carbohydrates are the body's major source of energy, supplying about
four calories per gram as fuel for our cells. Carbohydrates come in two
forms, complex (natural or whole) and refined (processed or depleted).
The complex form supplies a more complete diet. Complex carbohydrates
digest easily and transform into a starchy sugar (glycogen) and blood
sugar (glucose) used by body tissues for muscle and mental energy, for
metabolism of fat, and for forming amino acids fi"om proteins. Cyclists
usually maintain a high carbohydrate diet, which builds energy reserves in
muscles and the liver, with excess "carbos" converted into fat.
Carbohydrates are found in most foods, including grains, breads, cereals,
pastas, legumes, fi-esh fiiiits and vegetables, tubers, seeds, nuts, honey,
jams, pastries, and sugar. The recommended daily dose of complex carbo-
hydrates consists
of three servings of grains or legumes, and three or four
servings of fresh fruit and vegetables.
Proteins
Proteins are basic compounds which continually rebuild our cells, tissues,
and organs. They maintain healthy bones, skin, blood, muscles, nerves,
and hormones. As enzymes, they serve as catalysts in various chemical
reactions in the metabolic cycle. Proteins cannot be stored, so their intake
should be spread throughout the day's meals. Excess amounts are convert-
ed into
glucose or fat, which can be drawn upon for energy. Proteins con-
sistabout
of 23 amino acids. Fifteen of these are produced by the body,
eight of these are the "essential amino acids" which must be present in our
food, and one (histamine) is essential for children. For proteins to be use-
ftxl, all eight amino acids (threonine, valine, tryptophan, lysine, methion-
ine, histidine,
phenylalanine, and isoleucine) must be present in the same
meal in a certain proportion roughly similar to that found in eggs. These
complete proteins are found in eggs, fish, fowl, meats, and dairy products.

192 BIKE CULT

 ENERGY AND POWER

People who do not eat meat mix protein sources to form complete pro-
teins, as
such
soy tofu and brown rice or peanut butter and whole wheat
bread. On average, adults need around one gram of protein per kilogram
of body weight per day.
Fats
Fats are necessary for many of the body's chemical processes, including
the use of fat-soluble vitamins (A, D, E, and K). Fats help protect and
support most of the vital organs, acting as an insulator from cold weather
and from viral infections. They also serve as a concentrated form of ener-
gy by
supplying about nine calories per gram, though it is not so quickly
available. Many natural sources of fat are over-refined in processing
which changes their nutritional character. Fatty acids come saturated and
unsaturated. Saturated fats are found in dairy products, fish, fowl, veal,
lamb, beef, pork, and in hydrogenated vegetable oils. Unsaturated fats
should make up at least three-fourths of one's fat intake. They are found
in grains, legumes, seeds, nuts, and their oils such as olive oil, com oil,
safflower oil, sunflower oil, sesame oil, and soy oil. Fats should comprise
between 15 to 25 percent of daily caloric intake.
Vitamins
Vitamins are organic compounds with no caloric value. They are neces-
sarythe
for process of metabolism and in forming bones, tissues, and
organs. Fat-soluble vitamins (A, D, E, and K) need oil or fats to be
absorbed and stored in the body. Water-soluble vitamins (B complex, C,
and bioflavinoids) are absorbed in water and must be replenished daily
since they are not stored by the body. Many recreational cyclists feel the
need to supplement their diets with vitamins, and many high level ama-
teur and
professional racing cyclists often receive liquid vitamin injec-
tions, especially
the B complex vitamins which can enhance the transfor-
mation
oxygen
of and nutrients into the kind of energy that the Swami
Beyondananda called "Vitamin be one."
Vitamin A is necessary for the growth and repair of the body's tissues,
including those of the skin, the mucous membranes, the digestive system,
the blood and bones, and the eyes. It is found in green, yellow, and orange
vegetables, milk products, fish liver oils.
B Complex Vitamins work together in a proper ratio to break down fats,
carbohydrates, and proteins to make them available as energy. They are
especially needed for muscular energy in endurance sports like cycling. B
complex vitamins are found in nutritional yeast, seed germs, eggs, liver,
fish, meat, whole grains, legumes, and vegetables.
Vitamin C is said to do almost everything. It fights sickness, disease, and
pollutants. It aids fertility, builds connective tissues (collagen), maintains
mental health, and is a natural laxative. And it is useftil for athletes and
surgery patients in repairing tissues. Vitamin C is found in citrus fioiits,
sprouts, berries, tomatoes, sweet peppers, potatoes, and raw green leaf
vegetables.

BIKE CULT 193

HUMAN POWER

Vitamin D helps use calcium and phosphorus to form strong bones and
teeth. It makes healthy skin, and is important for the nervous system and
kidneys. Vitamin D is found in sunshine, dairy products, egg yolks,
seafood, fish liver oils, and fresh green vegetables.
Vitamin E promotes health in muscle tissues, cells, blood, and skin. It is
used as an ointment for bums and saddlesores. Vitamin E is found in
wheat germ and its oil, whole grains, seeds, nuts, and fresh leafy green
vegetables.
Vitamin K helps blood clotting and aids bone development. It is pro-
duced
bacterial
by microorganisms found in the large intestine which are
nourished by yogurt and other fermented dairy and soy products.
Bioflavinoids aid the function of capillaries, and they assist vitamin C.
They are found in grapes, rose hips, prunes, citrus fruits, cherries, and
black currants.
Vitamin P (Urine) is sterile and occasionally used for treating wounds in
emergencies such as snake bites.
Minerals
Minerals serve the body as building materials for bones, tissue, muscle,
blood, and nerve cells. They work together to help maintain the balance of
fluids and the various bio-chemical reactions in the body. Minerals com-
prise about
four to five percent of total body weight. They can be found in
a well-balanced diet including various whole grains, fresh fruits, vegeta-
bles, tubers,
mushrooms, seeds, nuts, honey, dairy products, eggs, or
meat.
Calcium is the primary mineral that forms bones and teeth.
Cliromium is an active ingredient in the heart, liver, brain, and in glucose
metabolism.
i<j paV period BETweeN
Iodine aids the process of cell metabolism, and the production of the hor-
MARCrt 17 AMP APRIL 2 , W77, A^-
LOTITO OF eVRBT, FRANCE, Alt A mone thyroxin.
Bitycte. He was able to
ACC^N^PLi^H TKIS FEAT BY RE- Iron is an essential oxygen-carrier that works with hemoglobin in red
PUCING THe MACHlKie To
^— - MCTAL FlulMfeS. blood cells and myoglobin in muscle tissue.
Magnesium works in the production process of proteins, hormones, mus-
cles, nerves.
and Digestion, reproduction, blood formation, and immune
system maintenance all require magnesium.
Manganese is active in the production of bones, cartilage, tendons, nerve
impulses, metabolism, and sex hormones.
Phosphorus works throughout the body's systems, including the metabo-
lismenergy
of in muscles.
Potassium helps the functioning of nerve impulses and aids in maintain-
ing properacid-alkaline balance.
Selenium protects the cells from degeneration.
Sodium (Salt) is necessary for nerve, blood, and muscle functions.
Zinc is important in the production of insulin and sex hormones, and it
aids the healing process.

194 BIKE CULT

 ENERGY AND POWER

Eating Guides for Cycling

There are a few general rules for the feeding and watering of cyclists who
subject themselves to vigorous or competitive cycling. The basic goal is
to maintain a diet consisting of 65 percent carbohydrate, twenty percent
fat, and fifteen percent protein. This means that "quack" or "fad" diets
high in fat and protein should be avoided, except in the case of careful
dietary balancing.
The "law of three hours" says the last whole meal should be eaten at
least three hours before intense effort. After eating, blood concentrates in
the digestive tract, so less is available for the muscles and the brain.
Mixing exercise and digestion risks muscles cramps, nausea, breathless-
ness, and an increased pulse. The "law of two hours" says to have a whole
meal approximately two hours after an effort, to replenish the body for the
next day's cycling.
Another set of rules applies to liquid replenishment. One rule says to
"drink before you get thirsty," and another says "drink little and often."
Water is an extremely important factor in exercise because muscle cells
need water to metabolize blood sugars and fats, and the body needs water
for cooling as heat rises. Cyclists lose large quantities of water by perspi-
ration,
evaporation
in by wind on the skin, and in expiration of water
,V^*^^
vapor released in breathing. During exercise, the loss of water increases o^Jt^M^^^^^^^^^
with body heat and air temperature, and thirst tends to come only after the
body's fluid balance is already upset. Studies show that at least one liter,
or four to five cups, of water are needed every hour for hard-working
cyclists in temperatures around 68 degrees Fahrenheit (20°C).
Carbohydrate loading is a way of modifying the diet to enhance perfor-
mance
a specific
for endurance cycling event. The goal is to increase the
amount of glycogen or blood sugar available in the body on the chosen
day. The traditional method begins six days before the event by the cyclist
using up all his or her stored glycogen, and for the next three days, while
still training hard, eating a diet of 90 percent proteins and fats, ten percent
carbohydrates. Then, in the remaining days before the event, the cyclist
rests and eats a 90 percent carbohydrate, ten percent protein and fat diet.
A revised method of carbo loading with more moderate levels of training
and eating, recommends carbohydrate intakes of 50 to 70 percent. Carbo
loading has little effect on performance until about 90 minutes into an
event, and the practice should not be used continuously because it can
resuh in reduced training capacity.
Fasting is occasionally recommended for cyclists who eat large quanti-
tiesfood
of and need to give their various systems a chance to rest or
clean out toxins. This can be done for one or two days every few months
by drinking water and fi^iit juice while abstaining from all solid food.
Cyclists can still go riding but should ease off from long distances or
intense training.
A cycling proverb claims that eating less chocolate will safeguard your
bicycle fi-om theft, as illustrated by the fact that Spanish people eat less

BIKE CULT 195

HUMAN POWER

chocolate than any other European nation, and Spain has the lowest inci-
dence
bicycle
of theft in Europe.
Omnivores
Since cyclists have such diverse and extreme energy needs, they tend to
disprove many rigid dietary schemes by showing the remarkable variabili-
ty of
human bodies. For instance, with two cyclists of similar ability, one
may have no problem eating fast-food cheeseburgers, diet sodas, and
Twinkies, while the other will insist on a meatless diet of whole, fresh
foods.

WNE4TIES There is evidence that human beings have evolved to be herbivores

(plant-eaters), not carnivores (meat-eaters), though cyclists illustrate the
widely-held belief that people are omnivores (anything-eaters). The scien-
tific proof
for our being herbivores is found in the body's flat grinding
teeth, in the long digestive tract, and the salivary enzymes.' This suggests
that we must be sick if we eat meat — and maybe we are— yet many peo-
ple seemto thrive on meat, including the group considered the most phys-
ically
athletes
fit in the world, professional cyclists. While these riders
may stop at nothing to improve their performance, eating lean meat is still
an established part of their extraordinary diets. It makes sense for their
needs because it supplies complete protein in a small amount of weight,
and some claim it gives them the killer instinct. Nevertheless, there have
been several vegetarians in professional cycling and though acceptance at
the team meal is a problem, they have been able to balance their dietary
needs adequately. One notable vegetarian cyclist is Dave Scott, the six-
time winner of the Ironman Triathlon.
There are a few types of vegetarians. Vegans are the strictest, eating
only grains, legumes, vegetables, fruits, nuts, and seeds. They do not eat
meat, fowl, fish, eggs, or dairy products. Lacto-vegetarians eat dairy prod-
ucts vegetables.
and Lacto-ovo-vegetarians eat eggs, dairy products, and
vegetables. Pesco-vegetarians eat fish and vegetables, and polio-vegetari-
ans poultry
eat and vegetables. With cycling, sometimes it takes a great
deal of preparation to avoid breaking a vegetarian diet, especially on road
trips. Food poisoning is a problem for traveling cyclists, especially for
tour groups and teams. Bad water, rancid meat, and toxic sauces can cause
diarrhea, nausea, migraines, and weakness. Because cyclists need large
quantities of food from foreign kitchens, they often bring or become their
own chef to ensure food quality.
Energy Foods
Many kinds of athletic food products have been developed, including
sports drinks, energy snacks, and liquid food. These are used to supple-
mentathlete's
the diet with the extra water, carbohydrates, minerals, vita-
mins,proteins
and needed for vigorous cycling. Gatorade was the first
popular sports drink developed in 1965 for football players, and elec-
trolyte replacement
drinks, such as ERG by Gookinaid, became popular in
the 1970s. In recent years, sports drinks come with mixed ingredients, for
supplementing glucose, replenishing carbohydrates, and providing a com-

196 BIKE CULT

 ENERGY AND POWER

plete athletic diet for special endurance events. Because cyclists need a
high carbohydrate diet consumable during exercise, most energy foods
have sugars and carbohydrates, including glucose polymers or maltodex-
trin, which digests easily, and fructose, sucrose, dextrose, and lactose,
which have protein. Mineral salts, such as sodium, help balance fluid and
electrolyte loss in sweat.
Meal replacement drinks, such as Ultra Energy, Body Fuel, and
Exceed, contain carbohydrates, proteins, fats, vitamins, minerals, and
other nutrients, often derived from natural food, but processed and pre-
served
chemical
as powders and liquids. Most are designed for ultra-
endurance energy or muscle-building, and some are high energy tonics
with chemicals found in the process of metabolism, such as coenzyme
QIO, which helps produce the energy phosphate ATP, and creatine, which
is found in raw meats and human livers and helps extend the lactate cycle
in muscles.
Favorite Foods
In cycletouring, people's adventure stories inevitably include discussions
of eating. Peanut butter and bananas are the most commonly consumed
foods, as found in a survey of cyclists who had ridden across the
American continent, by Kevin Kelly in the Whole Earth Review (1987).
He simply asked: "What did you eat the most of?" Here are some replies:'

Peanut butter and jelly sandwiches.

Peanut butter and bananas.
Mountain Dew, bananas, peanut butter.
Bread, peanut butter, yogurt.
Peanut butter and honey sandwiches on whole wheat bread.
Massive quantities of fruit and peanut butter and jelly sandwiches.
Pancakes, also peanut butter and jelly sandwiches.
Granola and peanut butter and jelly.
Bread, cookies, pasta, fruit and peanut butter.
Peanut butter, ice cream, oranges.
Peanut butter and noodles.
Peanut butter.

WHAT ATHLETES EAT, CALORIES PER DAY (Men's Health, 1992)

SPORT CAL/DAY
ATHLETE (WEIGHT/LBS)
Konishiki (580) Sumo wrestler 18,805
Davis Phinney (165) Pro road cyclist 8,730

David Robinson (230) Pro basketball center 5,030

Matt Biondi (210) Olympic swimmer 4,752

George Foreman (250) Heavyweight boxer 4,579

Steve Spence ( 135) Olympic marathon runner 4,157

Bruce Smith (273) Pro football defensive end 4,047

Ryne Sandberg ( 180) Pro baseball second baseman 3,851

BIKE CULT 197

HUMAN POWER

TOUR DE FRANCE DAILY DIET

PRE-BREAKFAST: 5 bottles water

1-2 cups coffee or tea 5 bottles carbo drink
1-2 bowls muesli I bottle caffeinated cola
or cereal with fruit and yogurt
2-4 slices bread with jam or honey POST-RACE SNACK:
I glass dairy or soy milk 3-5 bottles water or juice
vitamin supplements 1-2 pieces fruit
1-2 bread rolls or biscuits
BREAKFAST: I bakery tart
1-2 bowls rice or pasta
2-3 eggs with ham or cheese POST-MASSAGE MEAL

1 plate fresh chicken, fish, or steak 1-2 sandwiches

1-2 bottles carbohydrate drink or 1-2 pieces quiche or pizza

and water 1-2 cups yogurt
I-2 pieces fruit
PRE-RACE SNACK: 1-2 bottles juice, carbo drink
4 oz. glucose concentrate or water

or fruit nectar
1-2 pieces of fruit EVENING MEAL:
2 pieces sweet bread pudding, I -2 bowls pasta
or I bakery tart or beans with light sauce
1-2 energy bars I -2 bowls salad
1-2 pannini rolls 1-2 bowls soup

(meat, cheese, or rice, and jam) 1-2 plates fresh chicken, fish, or steak
1-2 bottles carbo drink and water I plate vegetables and potatoes or rice

IN-RACE EATING: DESSERT:

2 musette bags, each containing: 3 slices cheese, or I cup yogurt

3—4 muesli bars 1-2 pastry desserts
I energy bar 1-2 pieces fruit
1-2 pieces fruit I glass water
4 oz. glucose concentrate I glass wine
or fruit nectar

I9« BIKE CULT

 ENERGY AND POWER

Cycling Recipes
Some of the following recipes are famous in cycledom, others can be
found in cycling cookbooks such as Lauren Heffron's Cycle Food: A
Guide to Satisfying Your Inner TM^e(1983) and John Rakowski's
Cooking on the Road ( 1980). For cyclists who have spent a good part of a
day in the saddle, one basic rule is to double all serving sizes. While
offering options for vegetarians and meat-eaters, this selection emphasizes
the use of whole, fresh, organically-grown foods.
Avocado Tofu Go Food
This is a cold, refreshing all-in-one meal that can be prepared quickly and
easily from roadside markets. Chop each ingredient into bite-size bits and
stir them into a large bowl or carton. Can be made lacto-vegetarian, or
with fish. Serves 3 to 6.
2 avocados
1Vi pounds firm tofu
2 red bell peppers
10 scallion stalks
Vi pounds fresh green vegetables
1 pound cheese and/or fish
6 fresh basil leaves
2 tablespoons mayonnaise
1 tablespoon ground mustard
1 tablespoon tamari soy sauce
1 tablespoon sesame seeds
Pasta alla Carbonara
This popular high carbohydrate meal is found in many cycling cookbooks.
Saute the onions, garlic, mushrooms, etc., in oil, and set aside with the
eggs and cheese off the heat. Boil the pasta until tender and strain it.
While the pasta is still hot, mix in the eggs, cheese, onion, and mush-
rooms letting
the pasta's heat do the cooking. Serves 2 to 3.
1 pound fresh spaghetti or vermicelli
6 eggs
2 cups parmesan or romano cheese (grated)
6 tablespoons olive oil
salt, pepper, basil
1 onion
2-3 cloves garlic
Vi cup mushrooms
Vi pound bacon (optional in saute) Pedalini bicycle pasta (actual size).
Tour de France Salade
"Pick out one or two of everything, and I mean everything, on the fruit
and vegetable counter — bananas, cucumbers, apples, lettuce, oranges, cel-
ery, grapefruit,
carrots, cherries, plums, pears, peaches, tomatoes, nec-
tarines,peppers,
green berries, avocadoes, coconuts, pineapple — cut them
up and mix them together. (The only consideration is amount! All of

BIKE CULT 199

HUMAN POWER

above would make dinner for 10 or 15; so watch out.) Add slices of
cheese, chicken, turkey, ham, lunch meat, sunflower seeds or pumpkin
seeds, cashews or mixed nuts, peanuts — salted or not, raw or roasted —
any combination you can get that strikes your fancy for protein and vari-
ety. Stir
in a carton of yogurt, flavored or plain. Even if you don't like it,

>^^s%
.Cb^' % <^
use it. You won't know the difference. For added zest pick up one of the
powdered salad dressing packets — green goddess, Italian, herb, French,
anything. Add it to the yogurt whether it's flavored or not. Ignore the
instructions that tell you to add the powder to buttermilk, mayonnaise or
any other liquid. With the diverse salad mixture you've come up with,
you don't need it. And with the yogurt as the base you can safely eat any
leftovers for breakfast without fear of food poisoning — at least, we're still
alive."
ENCORE — From the kitchens of Bicycling!'"
Velowedge
This was an all-natural fast-food sandwich sold at the Handle Bar, a con-
cessionatstand
the Trexlertown Velodrome in Pennsylvania, around
1978. Besides the Velowedge they served apple juice, herbal teas, mixed
nuts and seeds, and cookies from the kitchen of Rodale Press. Slice open
the pita bread and line the insides with mayonnaise or tahini. Shred the
cheese, carrots, cucumbers, peppers, and onion. Mix them with sprouts
and wedge this into the pita bread. Serves 2 to 4.
4 pockets whole wheat pita bread
1 '/2 pounds muenster cheese
3-4 carrots
2 cucumbers
2 bell peppers
1 large onion
2 handful s alfalfa sprouts
4 tablespoons mayonnaise or tahini
Peanut Butter Banana Roll
Mix ingredients and eat.
1 cup peanut butter
1 banana
'/2 cup honey
Vt cup whole grain flour
Road Bread
Mix the dry and wet ingredients separately, then combine. Spread into
oiled or buttered pan. Bake at 300°F for about an hour. Cool and cut into
pocket-sized squares. Serves 2.
3 cups whole wheat flour
'/2 cup millet flour
Vi cup com meal
I cup water, milk, or fruit juice
'/: cup honey
Va cup seeds or nuts
1 teaspoon salt
2 teaspoons baking powder

200 BIKE CULT

 ENERGY AND POWER

GORP
Gorp (Good Ole Raisins and Peanuts), trail mix, or "bird seed" can have
various ingredients. Just raisins and peanuts usually won't do. Most high
energy recipes call for a mixture of nuts, seeds, dried fruit, and chocolate
bits. When serving a small crowd, let each person add a cup of his or her
favorite ingredient, so the mixture does not suffer from selective picking.
No candy, salt, or sulphured fruit is allowed. One cup of each ingredient
in this recipe will serve 2 to 4 squirrelly cyclists.
cashews
almonds
sunflower seeds
pecans or walnuts
white raisins
pitted dates
/0^tO/Z^6
banana chips
carob
Guayaquil Fruit Punch
A sweet tangy drink which has been described as the "nectar of paradise."
Use fresh squeezed juices if possible. Serve chilled. Makes 1 gallon.
2 quarts apple cider
1 pint grape juice
1 pint mineral seltzer (or beer)
1 cup orange or grapefruit juice
1 cup lime juice
1 cup berry juice
1 cup pear juice
3 sliced lemons

-BIKECENTENNIAL

BIKE CULT 201

HUMAN POWER

The Energy Cycle

The beauty of cycling's energy cycle is that ahhough cycling demands
energy from the human body, it also puts energy back into the body.
People have compared the workings of the human body to factories,
machines, engines, and transport systems, with body fijnctions likened to
assembly lines, pistons, cog wheels, carburetors, radiators, roadways, and
gasoline consumption. More recently, the body has been described as a
fuel cell, which is a more human likeness, because a fuel cell is an ener-
gy-producing
that converts
device chemical reactions into electricity (to
power space shuttles and cars) by electrolytic oxidation with the by-prod-
uctshydrogen
of and carbon dioxide. Energy machines such as internal-
combustion engines and electric motors serve to empower many people,
and they are symbols of mankind's technological ingenuity.
Unfortunately, they are missing what cycling machines have developed —
the ability to convert chemical energy to mechanical energy, and to enable
the human body to empower itself, through the clean, quiet, renewable,
and efficient energy cycle of biological organisms.
In cycling, you input oxygen, water, and nutrients, you output power,
heat, and sweat, and you receive feedback on all those factors through
perception, technique, and practice. Each cell in a cyclist's body and mind
becomes energized in an interrelated cyclical pathway, involving respira-
tion and
circulation, ingestion, digestion, metabolism, movement, secre-
tion,
well
as as observation, inspiration, and motivation. In fact, all activi-
ty in
living organisms can ultimately be reduced to two basic forms:
movement and secretion."
Metabolic Function
The most important effects on cycling performance occur in the metabolic
cycle. Metabolism refers to the whole output of the various actions and
reactions that occur within a cell. The "miracle of metabolism" takes
place in each of the body's cells according to their special fonns and func-
tions.
With cycling, the whole body's metabolic cycle is enhanced by higher
levels of conditioning and performance. The metabolic capacity of the
respiratory and cardio-vascular systems determine the metabolic output of
muscular activity. Muscle metabolism is the essential power source for
body movement and human-powered perfomiance. The functions of the
digestive organs determine how the nutrients and waste products of
metabolism are recycled or secreted, just as the kind of nutrients, liquids,
and "treatments" consumed determines the quality of each metabolic
process in the body. Also important is the stimulation of the nervous sys-
tem and
brain cell metabolism, which results in a cyclist's enhanced men-
tal outlook,and in the ability to accept extraordinary challenges, especial-
ly in
the form of pain and suffering. Many other factors affect the meta-
bolic cycle
in cycling, including the resistances of wind and gradient, the
extremes of hot and cold weather, and the efficiency of the cyclist's posi-
tion and
pedal stroke.

202 BIKE CULT

 ENERGY AND POWER

Cardio-Respiratory Energy
The pulsations of the heart and the rhythm of breathing are the first and
last signs of life, and they are the primary means of achieving and mea-
suring
high alevel of human-powered performance. The cardio-vascular
and respiratory systems seem so fragile in the complexity of their func-
tionsare
yetable to adapt to very difficult working conditions, provided
they receive a little respect.
Oxygen and Blood Circulation
Lungs expand and contract to take in oxygen and expel carbon dioxide.
An impulse by the respiratory nerve, either automatic or consciously initi-
ated, forces
the expansion of the lungs so that air is drawn into the mouth
or nose. Air is filtered and sucked down the windpipe, or trachea, where it
branches off at the bronchi and smaller bronchioles into the hundreds of
millions of moist air sacs, the alveoli, which are the basic tissues of the
lung.
The respiratory and circulatory pathways meet at the alveoli. The
expansive alveolar cell membranes are interlaced with both air-filled
bronchioles and blood-filled capillaries and provide a thin, wet surface for
air and blood to move past each other. Blood is aerated when inhaled oxy-
gen molecules are absorbed by the hemoglobin in the red blood cells, and
carbon dioxide molecules are released to be exhaled. Cycling demands
and develops an increased capacity of the lungs to absorb oxygen.
Blood is a liquid tissue that consists of plasma (about 55 percent) and
three kinds of cells: red, white, and platelets. Plasma consists of water (92
percent) and glucose, fats, proteins, minerals, and hormones. Red blood
cells, with their component of hemoglobin (protein and iron), transport
oxygen and carbon dioxide to and fi^omthe body's tissues. White blood
cells guard the body against bacteria, and platelets are necessary for blood
clotting.
Blood circulates continuously throughout the body in two types of one-
way vessels
— arteries and veins. Arteries carry replenished oxygen-rich
blood from the lungs to the heart and on to other cells, and veins carry
depleted carbon dioxide-rich blood ft^om the cells to the heart and on to
the lungs. The arteries and veins taper off into arterioles and venules and
finally into tiny capillaries, which have tube walls only one cell thick. By
osmosis and diffiision, the capillaries exchange nutrients and wastes in the
blood as they interiace cell tissues throughout the body's organs, such as
the lungs, heart, muscles, liver, kidneys, skin and brain. In fact, the circu-
latory system
is so complete that the blood sustains those cells which sus-
tain blood,
the just as the bicycle sustains its own power source — the
human being.

BIKE CULT 203

HUMAN POWER

Breathing
Since heart and breathing rates are the essential means of supplying ener-
gy for
aerobic metabolism, the cardio-respiratory system receives the
most attention from high performance cyclists. Breathing can be enhanced
with a few techniques, and it is important to realize that exhalation is just
as vital as inhalation, because high concentrations of carbon dioxide in the
lungs cause more panting.
Deep breathing, also called "belly breathing," is an easier and more
efficient method of exchanging oxygen and carbon dioxide than rapid
panting. This involves exercising the diaphragm or stomach muscles to
fill and empty the deeper cavities of the lungs with larger and longer
inhalations and exhalations. At first, this requires conscious manipulation,
sometimes aided by a four-count rhythm (in-2-3-out); eventually it
becomes second nature. Deep breathing can also prevent a common result
of heavy panting, known as "side stitch," which causes a pain in the side
around the rib cage because of cramped, overworked breathing muscles.
It is best to inhale through the nostrils rather than the mouth while
cycling at a moderate pace, because this filters, warms, and moisturizes
the incoming air. When heavy breathing ensues, nasal inhalation is not
adequate for the larger amounts of air required so mouth inhalation takes
over. Exhaling should be done fiilly and quickly through the mouth,
except when blowing mucus from the nose. Actually, seasoned cyclists
develop the skill to clear their noses fiilly in one blow, without hands, and
with sufficient aim to prevent the mucus from flying into the paths of
companions.
There is a slight delay between the time when the muscles start produc-
ing morecarbon dioxide because of increased effort, and when the lungs
respond with heavy breathing. For this reason, cyclists often practice mul-
tiple deep-breathing
or hyperventilation exercises just before the start of
heavy efforts. These are usually done before a sprint, or a hill. However,
too much hyperventilating can backfire, causing dizziness and weakness.
Heart Rate
Both heart and breathing rates are important measures for achieving fit-
ness for
and serious training. By counting the number of heart beats per
minute, cyclists can find their maximum and minimum heart rates (HR),
knowledge which is essential for regulating fitness and training programs.
Racing cyclists may measure their pulse several times a day, either with
an electronic pulse meter, or by fingers placed on an artery (not thumbs,
which have their own strong pulse), counting in 15 or 30 second segments
to find the number of beats per minute (bpm).
Daily pulse measurements serve as a guide for a cyclist's rate of recov-
ery from
workouts of the previous days. Upon first waking, while still in
bed, the pulse is measured before making many movements or rising.
Then, after falling out of bed. standing up, and taking a nice deep breath,
the pulse is taken again, and these two numbers are compared (i.e., 48
bpm and 72 bpm). If the numbers are high, or the amount of difference

204 BIKE cult

 ENERGY AND POWER

between the two (24 bpm) is greater than usual, the cyclist has not fully
recuperated.
Maximum heart rate is useful since many training programs categorize
the level of a workout by percentages of maximum heart rate. For exam-
ple,
one's
if maximum heart rate is 190 bpm, and a schedule calls for an
effort of 80 percent, this implies cycling at a heart rate of 152 bpm. One
way to determine maximum heart rate is to make an all-out effort and
record your heart rate, then round it out a bit higher, and that's your max
HR. Scientific testing methods which employ interval cycling with a heart
rate monitor, such as the Conconi "ramp" test, are more accurate. Another
widely disputed method is to subtract one's age from the magic number
220. For example, all twenty-year-olds have a 200 bpm maximum heart
rate, and all sixty-year-olds have a 160 bpm max HR.
Cycling Fitness Range
Comparing an average person to a racing cyclist helps illustrate how the
heart and lungs can adapt to hard work. For an average person "at rest"
(between hard work and sleep) the heart beats 60 to 80 times a minute, or
about 100,000 times a day, for roughly 250 million beats per lifetime. At
any given moment, the body contains about five to seven liters of blood
within its 60,000 miles of arteries, veins and capillaries, and it makes a
circuit throughout the system about once every 20 to 60 seconds.
For a racing cyclist, the heart does not necessarily grow into a huge
"bicycle heart" as was once believed. Instead, it becomes stronger and
more efficient in two ways: by maintaining an increased rate of pumping
without tiring (heart rate); and by increasing the volume of blood pumped
with each beat (stroke volume).
The resting heart rate of a racing cyclist normally drops to 30 to 40
bpm as each stroke can pump more blood. This slow rate has caused some
misunderstandings with untutored health care professionals. For example,
the champion cyclist Greg LeMond was once denied a life insurance poli-
cy after
a cardiac examination until his occupation was taken into
account. More than one racer who has entered a hospital for a minor
injury has been rushed to intensive care and hooked up to an electro-car-
diographafter
(EKG)
a low pulse rate reading.
A racing cyclist's maximum heart rate can reach over 195 bpm, and
during exercise they can maintain rates over 150 bpm for four to six hours
and over 175 bpm for an hour. A racing cyclist's heart can quickly recu-
perate, from
going 160 bpm to 60 bpm in about 30 seconds. Likewise, the
volume of blood the heart pumps increases from five to ten liters per
minute for an average person, and from 25 to 50 liters per minute for a
racer.
An average person has a vital capacity, or maximum air intake, of four
to six liters, while a racer's is six to eight liters. "At rest," the average per-
son inhales
about six to ten liters of air in about ten to fifteen breaths per
minute. For racing cyclists, breathing rates can increase to about 150 to
200 liters of air in up to about 50 breaths per minute.
/

BIKE CULT 205

HUMAN POWBl

Muscle Power

Neuro-muscular metabolism moves the pedals on a bicycle. Muscles are

bundles of iKurons and fibers which are capable of only one movement; a
single contraction. The combination of multiple contractions and relax-
ation
a in
series of muscle fibers creates the continuous power to move.
The impulse for contraction comes fixjm the central ner\ ous sy stem via
motn' neuron cells that trigger chemical reactions within muscle fiber
cells.
The fuel for muscular contraction is adenosine triphosphate (ATP), a
hi^-oiergy phosphate compound that breaks down into adenosine
di{dM>s{4)ate(.\DP). an inorganic phosphate, and energy .
.\EROBICS .-SiND.\NAER0B!CS
ATP is utilized in three w^ys according to the two pathwa>s of muscular
metabolism; the aerobic, alactic anaerobic, and lactic anaerobic. The aero-
bic path
uses "slow twitch" muscle cells with red fibers which have oxy-
goj-rich su^^lies of myoglobin and fresh blood. These fibers produce
rqjedtive contractions suitable for endurance cycling. Within the mito-
clKMKlriaof muscle cells, nutrients such as glucose and fats are trans-
fbrmed by the cycle of combustion (oxidation) m the Kreb"s cycle to pro-
duce enoughATP sxifficient for continuous energy . with the by-products
of caib<Hi dioxide and water. This steady-state process is ""practically
without limit" provided that food and air are av ailable. It is limited by
death, disease, injury . or the general or localized fatigue ftt)m the gradual
buOd-up of lactic acid. -
The anaerobic path uses ""fast twitch" white muscle fibers eruiched
with glycogen, high-energy phosphates, and enzymes, but lackmg in oxy-
gen and
nutrient enriched blood. These metabolize the muscle's stored
energy to make faster contractions siutable for short pow erfiil sprints in
cycling. The alactic anaerobic pathway in\olves splitting the muscle's
store of phospho-creatine (PC). This creates small amounts of .\TP suffi-
cientupforto about 30 secoinls of maximum power. The lactic anaerobic
pa±w3y involves the transformation of the muscle's store of glycogen
into pyruN ate with by-products of ATP and lactic acid, w hich is w ell-
known for producing muscular pain. This produces power for a few min-
utes until
either the muscles w eaken from excess lactic acid or the glyco-
genexhausted.
is Throu^ high intensity training, the lacute cycle can be
extended to the point w here it provides a limited amount of energy for
muscles.
Muscle fibers are not strictly divided mto these types. They often con-
tain attributes
of both slow and fast twitch fibers, and the metabolic path-
ways totendoverlap with the fluidity of cyclmg. For example, a sprint
may use 95 percent anaerobic and five percent aerobic, a pursuit may use
50 percent anaerobic -aerobic, and a long nde may use 95 percent aerobic
and five percent anaerobic. Power output in cycling is determined by
increasing the hean and lung capacity, by developing the muscle's store
of myoglobin, glycogen, and high-energy phosphates, and by conditioning

2M BKEOULT
 ENERGY AND POWER

a resistance to greater levels of lactic acid.

When cyclists begin pedaling, the first few movements are accom-
plished
usingbythe oxygen stored in their muscles' myoglobin to initiate
the aerobic metabolic process. The aerobic path, with breathing as part of
the process, is the typical way of doing continuous work for several hours,
such as mountain biking or long road races. When output is increased —
during time trials, on fast hill climbs, or when breaking away —cyclists
approach their maximum aerobic rate. They begin to run out of breath and
become increasingly reliant on lactic anaerobic metabolism, which con-
sumes
muscles'
the store of glycogen until lactic acids accumulate in suf-
ficient quantities
to cause weak and painful muscles. This is the anaerobic
threshold (AT), known as the heart rate deflection point, where the two
pathways overlap. During the course of a hard race, cyclists will often
ride just below their AT, going over the threshold for short efforts, with
complete anaerobic exhaustion saved for the final sprint.
Time-trial cycling events are based on combining both lactic anaerobic
and aerobic metabolism for maximum power output. In time-trial events
such as the hour record or in stage races, where cyclists go 50 to 55 kph,
more endurance with high-level aerobic capacity is required, while events
such as the kilometer and the four-kilometer pursuit race, at 55 to 60 kph,
require increased lactic anaerobic capacity. When muscles are called upon
to make a short, vigorous performance, such as the ten-second, 200-meter
track sprint, the alactic anaerobic path kicks in. This lasts as long as does
Miguel Indurain at full power, wearing
the muscles' store of phospho-creatine, and breathing tends to increase
the maglia rosa In a Tour of Italy time
towards the end of the effort, in order to stimulate recuperation. trial. Notice the deep belly breathing.

BIKE CULT 207

HUMAN POWER

Cycling Muscles
Cycling uses some of the most powerful muscles in the body. These
include the following muscle groups:
Hips: gluteus maximus ( 1), gluteus medius (2), gluteus minor (3), iliop-
soas and
(4), tensor fasciae latae (5).
Quadriceps: rectus femoris (6), vastus laterus (7), vastus intermedius (8),
vastus medialis (9).
Hamstrings: biceps femoris (10), semitendinosus ( 11), semimembra-
nosus (12).
Lower Legs: gastrocnemius (13), soleus (14), tibialis anterior (15), per-
oneus longus (16), peroneus brevis (17), achilles tendon (18).
Arms: deltoids (19), biceps (20), triceps (21 ), brachialis (22), brachioradi-
alis (23), extensors of the wrists and fingers (24).
Upper Body: trapezius (25), sternocleidomastoid (26), pectoralis major
(27), latissimus dorsi (28), rhomboid (29).
Breathing Muscles: intracostals (30), abdominal (31), diaphragm (32).

208 BIKE CULT

 ENERGY AND POWER

Pedaling
There are four phases of the 360-degree pedal stroke which should come
together like clockwork to produce a smooth, round motion.
At the top of the pedal stroke, at twelve o'clock (0°), the foot is push-
ing forward
over the dead center, and the hip flexors, the iliopsoas and
tensor fascae latae, are giving way to the hip extensors, the gluteus max-
imus, media, and minor.
During the power phase of the pedal stroke, at three o'clock (90°), the
foot is pushing down and the hip extensors or gluts are joined by the knee
extensors or quadriceps, the rectus femoris, vastis laterus, intermedius,
and medialis, and biceps femoris, while the sartorius keeps the thigh
aligned.
Through the bottom of the stroke, from five o'clock to six o'clock
( 180°), the hip and knee muscles are at their weakest point and the ankle
plantar flexors, the gastrocnemius and soleus begin pushing the foot down
and backward. Around six o'clock, the ankle shifts from downward toeing
(plantarflexion) to upward pulling (dorsiflexion) with the tibialis anterior
and peroneal muscles.
On the "back side" or recovery phase of the pedal stroke (270° to
330°), the upward-pulling ankle dorsiflexors are joined by the knee flex-
orshamstrings,
or the biceps femoris, semitendinosus, semimembranosus,
and adductors. From ten o'clock to twelve o'clock (330° to 360°), the hip
flexors, iliopsoas, and tensor fasciae latae complete the upward stroke to
the dead center.

/ thaditiomal

Phases of the pedal stroke.

BIKE CULT 209

 HCWANPOWBl

\'arious descriptive words characterize the two general stales of pedal-

ing. Smooth
or refined pedaling has souplesse. finesse, fluiditv', elan, spin,
cadence, rhjthnru and tempo. Hard or crude pedaling is described as
square, choppy, punching, slogging, hammering, wobbly. There is even a
FreiKh colloquialism that refers to bad pedaling, "vous pedalez dans le
choncroute" — literally, "you're pedaling in sauerkraut," but meaning,
">'Oudon't icnow what you're talking about."
One occasionally discussed and widely refuted pedaling st>le is called
ankling, in which the ankles help twirl the pedals in a steady flow of
power. Most cyclists dev elop their own stj le after a bit of e.xperience on
the bike and can improve by practicing spinning at high rpms ( 100 to
120). Jacques .-^nquetil, one of the five-time wiimers of the Tour de
France, had one of the most beautiful pedaling stvles. which by all
accounts came naturally. Other successful professional racers have had
slightly idiosyncratic styles, and it is difficult to say whether refinement
would have hindered or helped them.
Ped.\l Poi*-er
Musctilar-mechanical output can be measured as energj', work, and
power. Each measure has different factors important in understanding the
body's metabolic cycle. .A.calone. like the British Thermal Umt (BTU). is
a measure of energy stored in substances which are available for transfor-
mation
work
into or heat energv'. Nutritional calories are stored m foods
and body fats and are actually kilocalories (kcal) m physics. '' Most people
store about 2,000 calories (500 grams) of glycogen in ±eir liver and mus-
cles, and
about 60.000 calories (ten to twehe kilograms) in fat tissue, lit-
tle of
which is btimed during exercise. In the course of aerobic cycling,
additional fuel can be supplied at the rate of 250 to 2,000 calories per
hour.
Work is the energv' necessary to displace a weight a certain distance
(force times distance), measured as foot-pounds, newions. or ergs. ' In
terms of work, the force of pedaling vanes throughout the stroke depend-
ing aoncyclist's weight, cadence, gear size, duration of effort, and speed.
It can range from about 15 to 125 foot-pounds of thrust, with an average
thrust of about 20 to 35 percent of a cyclist's weight. ' That's 40 to 70
foot-pounds of thrust for a 200-pound cyclist in the saddle.
Pow er is the rate of transformation in energv, equivalent to the amount
of calones needed to move a body in a gi\en time (force times distance
divided by time). Power is measured in watts (one joule per second) or

21* BKfCULT
 ENERGY AND POWER

horsepower (746 watts = one hp). Watts can be converted to calories by

multiplying by 3.74, e.g., cycling at 100 watts per hour requires 374 calo-
ries. Power
output can be estimated from measurements of heart rate and
oxygen intake. Fresh air contains around 2 1 percent oxygen, and exhaled
air contains about seventeen percent oxygen, so for an average person at
rest, about 0.4 liters of oxygen is absorbed by the lungs per minute. Each
milliliter per second of oxygen absorbed by the lungs produces about 4.5
watts of power and eighteen watts of heat.
The average person can produce roughly 75 watts (0.1 horsepower) for
several hours, and 225 watts (0.3 hp) for efforts up to a few minutes. A
physically fit cyclist can generate about 375 watts (0.5 hp) for several
minutes, and 525 watts (0.7 hp) for one minute. Compare that to NASA
measurements of first-class athletes who produced 550 watts (0.75 hp) at
one minute. Top racing cyclists can produce 375 watts (0.5 hp) at a
steady-state aerobic pace for several hours, 750 watts ( 1.0 hp) for up to
ten minutes, and over 1,500 watts (2.0 hp) for flat-out sprints up to about
ten seconds.'" In a one-hour ride, an average person on a touring bike
going twelve kilometers bums about 120 calories (at ten calories per kilo-
meter)
produce
to 33 watts (0.05 hp), while the top racing cyclists can go
50 to 55 kilometers, burning 2, 150 calories (at 40 calories per kilometer)
to produce about 575 watts (0.77 hp).
Pedal power is a combination of force and velocity (muscle strength
and leg speed). Cadence is a cyclist's leg speed, measured in revolutions
per minute (rpms). In comparing power and cadence, there is a big differ-
ence between
optimal efficiency and maximum output. While a slow
cadence of 55 to 75 rpm offers the most energy-efficient power output,
only a fast cadence of 140 to 160 rpm produces maximum power.
Calculating and comparing all these inputs and outputs together allows
cyclists to improve their potential and performance.

PERFORMANCE FACTORS IN CYCLISTS

FACTOR AVERAGE SPORT PRO

resting heart rate (bpm) 70 50 30

anaerobic threshold (bpm) 160 175 185
maximum heart rate (bpm) 180 190 195
blood volume (ml) 10 25 SO
lung capacity (1) 5 6.5 8
VOi max (ml/kg/min) 40 60 85

thrust (Ibf) 15 30 55

cadence (rpm) 70 90 100

watts (per hour) 50 200 500

calories (kcal) 135 750 2,150
speed (kph) 15 30 50

BIKE CULT 211

HUMAN POWER

7 Cycling Performance

Bicycle ergometer measuring volume of oxygen and power output

212 BIKE CULT

 CYCLING PERFORMANCE

Man would seem to be pitilessly analyzed, in the functions and perfor-

mance
his organs;
of his bicycle examined bolt by bolt and rendered
efficient by the new studies in almost perfect manner; even in racing
tactics today every possibility is necessarily considered and defined;
little is left to chance.
Thus, it is not surprising that, in a sphere of such great importance
for man, the at-times merciless consciousness of modern society is
reflected.
Sport is by now inconceivable outside the bounds of science; how-
evershould
we not deny the danger which is liable to arise from an
incorrect understanding of progress.
If sport were to be understood as the raising of a super-race intend-
ed for
the markets of ambition, it is evident that the objective to which
our efforts tend would be humiliating. But this has not been, nor will
be, the risk of involution of our sport. It is useless to insist on the pre-
suppositions
willpower,ofcharacter and morality which have always
constituted its strength. Each athlete finds himselffaced with such hard
and in all cases such diverse difficulties that in the absence of a spirit
of initiative, intelligence, and in short personality, success would be
impossible.
— Adriano Rodoni, FIAC President, Cycling ( 1972)

No pain, no gain.
— Anonymous

Performance Testing
Cycling is one of the finest activities for improving a person's human-
powered potential, and the sport produces some of the world's most phys-
ically
athletes.
fit Cycling requires an athlete to develop a wide range of
physical, psychological, technical, and tactical skills. Whether or not a
person is endowed with the physical talent or mental competitiveness to
become a professional athlete, cycling offers many ways of understanding
and attaining peak human performance.
A revolution in sports science and technology has occurred since the
1960s, with the application of refined physiological testing, training meth-
ods, nutritional
aids, performance gauges, and sports psychology ideas.
While many cyclists applied a variety of scientific training and dietary
regimes since the 1880s, the majority of cyclists and trainers in the early
twentieth century relied on the heroic, intuitive aspects of the athletic
personality.
One of the most influential attempts to systematize the "art of cycling"
came with the publication of Cycling (\912), a complete manual for
cyclists and sports managers. This was the culmination of years of experi-
enceprofessional
by and amateur racing groups in Italy, a methodology
described by the authors as "the doctrine of the Italian School, already
considered one of the best in the world."

BIKE CULT 213

HUMAN POWER

Sports science has collected considerable data on human performance.

Bicycle racers routinely undergo a variety of physical tests that measure
body type, fitness level and basic potential. Combined with performance
data of cycling machines, the net results of such tests allow a near-perfect
model of actual human-powered performance.

HUMAN PERFORMANCE DATA

BODY MUSCULAR

Age Muscle content,

Gender percent of body weight
Height, meters Contraction rate, seconds

Weight, l<ilograms Fiber count

Fat content, percent of body weight Fiber ratio, percent of muscle type

Liquid body weight (LBW) Lactate levels

Proportions, percent of body limbs

Urinalysis BIOMECHANICAL
Pedal-saddle position
CARDIO-VASCULAR Pedal width, Q-factor
Heart rate (HR) Pedal thrust, power cycle
beats per minute (BPM) Pedal thrust, maximum
Anaerobic threshold (AT) Cadence (RPM)
Maximum heart rate (MHR) revolutions per minute
Blood pressure (BP) Power output (HP) horsepower
Blood circulation rate Power output, maximum
Blood cell count (BC)
VEHICULAR
RESPIRATORY Cycle weight, kilograms
Vital capacity (liters) Total weight
Breath volume Mechanical friction

Breathing frequency (BF) Rolling resistance

breaths per minute Frontal area, square meters
Inhalation/exhalation Wind drag, kilograms
volume per minute (MV) Coefficient of drag
Air equivalent of oxygen (AEO2) Development, meters
Oxygen uptake (VO2) Speed (KPH) kilometers per hour
liters per body weight per minute Energy consumption, calories
Oxygen uptake maximum(VO2 MAX)
Carbon dioxide output (VCO2)
Respiratory quotient (RQ)

214 BIKE CULT

 CYCLING PERFORMANCE

VO: Max
Maximum volume of oxygen uptake, or VO: max, is the best test of car-
dio-vascuiar efficiency. The test is not a particularly comfortable experi-
ence usually
and involves indoor cycling on an ergometer or running on a
treadmill with increasing resistance or workload to the point of total phys-
ical exhaustion.
The subject wears a heart rate monitor and a breathing
mask connected to a machine that analyzes the air inhaled and exhaled,
thus measuring the amount of oxygen consumed. The resulting value is a
calculation of the uptake of oxygen in milliliters per kilogram of the
cyclist's body weight in minutes, or VO: ml/kg/min. Average healthy peo-
ple have
VO; max values of 35 to 55 ml/kg, recreational cyclists reach
values of 55 to 80 ml/kg, and elite racing cyclists attain values of 75 to 95
ml/kg. For real-world outdoor cycling, portable breathing machines have
been mounted on roadster bikes for testing average cyclists, as well as
being carried in support cars with air tubes attached to racing cyclists
while training.
The VO; max test provides useful data for measuring human-power
potential, including maximum functional heart rate, anaerobic threshold,
and maximum power output in watts. As with most tests, VO; max is not
an absolute indicator of racing performance. For example, one cyclist may
have a high value but lack the refined preparation or mentality to perform
at maximum output. Another cyclist, with a lower value, may be able to
consistently ride close to the maximum, faster than the cyclist with a high-
er potential.

On-road tescing of VO; (volume of

oxygen), from CyclingScience.

BIKE CULT 215

HUMAN POWER

PULSEMETERS

Pulsemeters or heart rate (HR) monitors measure a person's heart beat or

blood pulse. Since the mid-1980s,they have been made to be worn while
cycling and have become a popular training tool. With electrode skin
attachments, such as chest straps, earlobe clips, fingertip slots, and handle-
bar pads,
they connect by wire or wireless transceivers to electronic moni-
tors with
liquid crystal display readouts on wrist watches and handlebar-
mounted cyclometer units. Computer Instruments Corp. (CIC) offered ten
types of Polar pulsemeters in 1991, with the S450 Polar Cyclovantage fea-
turing chest
ECG sensors; a cyclometer measuring cadence, speed, dis-
tance,
time;
and an 8-hour memory of past performance data which can
playback on the watch, or download into another computer with the $500
Polar Interface software, modem, and cable.
Power Gauges
Numerous biomechanical and ergometric devices have been developed for
measuring pedal stroke and power output. A problem with many measur-
ing devicesis that they inevitably change whatever they are measuring,
and additional measuring devices are often needed to test their accuracy.
In laboratory testing, the natural effects of cycling are often missing, such
as wind resistance and its cooling benefits, road surface variations, and the
sensation of speed. More accurate cycling performance data are possible
with the development of on-bike power meters for outdoor cycling, but at
the cost of extra weight.
To understand and improve the cyclist's pedal stroke a variety of
dynamometers have appeared since the 1890s. Various mechanical data
had been collected by the 1960s and 1970s, when scientists at the Japan
Look MAXone power meter, above,
with strain gauge hub and handlebar-
Bicycle Research Association and the Biomechanics Laboratory at the
mounted computer. Institute of Sports Medicine in Rome began to develop on-bike electronic
SRM Powermeter, right, was used by dynamometric devices that could transmit data through telemetric radio
Yvonne McGregor, below, when setting signals. Mounted to road racing bikes for on-road tests, the Italian
the women's hour record of 47.4! I dynamometer pedal measured both the vertical and horizontal forces
km in June 1995. applied throughout the pedal stroke,'

21* BIKE CULT

 CYCLING PERFORMANCE

Because power output (in watts or horsepower) is a more direct mea-

surehuman
of performance than heart rate or VO: capacity, several kinds
of power meters and bicycle ergometers have been developed. Power
meters for on-bike use include the Balboa Power Pacer, the Look
MAXone, and the SRM Powermeter, all developed in the early 1990s.
The Power Pacer and MAXone consist of special rear wheel hubs with
strain gauges for measuring torque and microprocessors that convert sig-
nalsreadable
to data displayed on handlebar monitors. In addition to
power output, speed, cadence, and distance, a cyclist's caloric expenditure
can be calculated. The SRM Powermeter (for Schoberer Rad
Messtechnik), patented by Ulrich Schoberer of Germany, and initially
tested by the German national cycling team, consists of a special crankset
with strain gauges and deformation elements which transmit signals to a
handlebar-mounted Powercontrol computer. Several hours of data can be
stored in the Powercontrol unit, and downloaded to another computer with
SRM software for printing out performance tables useful in training. The
unit cost about $5,300 in 1993.
Cycle ergometers have advanced since the 1970s, as the parameters of
human performance expanded when sports doctors discovered the extra-
ordinaryoffimess
cyclists such as Eddy Merckx. Perhaps the greatest
cyclist of all time, Merckx raised the bar by riding an ergometer "off the
charts" for an entire hour at 0.62 horsepower (455 watts) without reaching
exhaustion. As legend has it, the ergometer was supposed to cause total
exhaustion for top athletes in ten minutes. Estimates of Merckx's peak
power output for one hour range between 485 and 600 watts. The new
generation of high-performance ergometers allow cyclists to ride their
own road or track bike, while tracking performance data such as watts,
VO2 rate, heart rate, cadence, speed, and caloric expenditure. Ergometers Computerized training with the
used by top cyclists for testing and training include the Racermate Racermate CompuTrainer.
CompuTrainer, the Kingcycle Trainer, and the Schwinn Velodyne. The Top. real competitor, above, simulat-
CompuTrainer constists of a rear wheel stand, an electronic load simula- ed competitor,below. SpinScan graph.
tor,
handlebar
a controler, and a link to a TV or computer via the
Nintendo system. Race courses with variable wind and grade conditions
are displayed along with a competitor, either computer-generated or
another cyclist on a CompuTrainer stand. With its SpinScan feature, a
graph simulates power output by each leg through the pedal stroke. The
Computrainer is as entertaining as it is useful. Because there is a competi- ,crt B9 SPINSCAN B7 Hl<A><

torcan
it measure another important human performance factor, the desire
to win.

BIKE CULT 217

HUMAN POWER

Performance Training
To reach his or her best, a cyclist must train physically and mentally.
Training has been defined by the "Italian School" as "a program of
repeated tests that will produce progressively increasing efforts in order to
stimulate the physiological processes of adaption of the body organism
and assist the increase of the physical, psychological and technical capaci-
tiesthe
of athlete, so that the performance during competition can be con-
solidated.'"
cyclistsFor
there are three basic types of training levels, each
with different goals.
The first cyclist rides to maintain a decent level of physical and mental
fitness. This person fits cycling into an otherwise busy lifestyle, either as
a daily means of transportation for commuting or errands, or for two or
three fitness rides per week for a total of about 50 miles. The second
cyclist rides for personal achievement and a relatively high level of fitness
for occasional touring or competition. This person devotes a considerable
amount of time on vigorous rides about three or four times a week for a
weekly average of 100 miles. The third cyclist rides to achieve the maxi-
mum level
of performance necessary for competitive cycling. This per-
son's lifestyle
revolves around a dedicated training and racing schedule
with endurance and interval workouts that average 150 to 600 miles per
week.
Methods of training can be broken down into various time spans rang-
ing from
a lifetime to a few minutes. Training programs are based on age
or phase of life, seasonal or year-round periods (macro), weekly training
schedules (micro), and daily exercise routines.
Periodization
Most training is based on gradual improvement through a process known
as periodization. Periodization usually has four sequential phases spread
throughout a year, which are also divided into several smaller periods.
These periods include general preparation, conditioning, special prepara-
tion,competition.
and
The main variables of these training periods are volume (accumulated
time or miles) and intensity (levels of effort or speed). Most training pro-
grams asserve
guidelines for which individuals must adapt their own
goals and traits. The general idea is to achieve a level of fitness and condi-
tioning necessary
for recovery from regular near-maximum exertions,
with the added goal of finding the optimal training load. This plan will
stimulate improvement to the point of attaining peak form without the
negative effects of overtraining.
The first task in training begins with general preparation, or pre-athleti-
cism. This is especially important for beginning cyclists, and in different
ways for experienced cyclists starting a new season. For beginners, a
basic understanding and development of the various forms of metabolism
and a coordination of cycling skills is undertaken. Beginners are advised
to pedal with low gears and rapid spinning, often with a fixed-gear. To

218 BIKE CULT

 CYCLING PERFORMANCE

prevent early bum-out, youngsters should not begin serious training until
the age of sixteen or so, and to avoid muscle injuries, there are age-based
gear limits in racing. Through practice (volume) a gradual improvement
in muscular and aerobic efficiency is achieved. It may take a few weeks
or a few months depending on athletic condition and riding time (vol-
ume).experienced
For cyclists, the first period often involves participa-
tionother
in vigorous activities, such as swimming, ball games, cross-
country running,
skiing, and mountaineering, coupled with weight train-
ing and
calisthenics. It often occurs during an off-season layoff of three to
twelve weeks.
The next level is conditioning, with the emphasis on volume and
developing aerobic efficiency. Experienced cyclists continue exercises
such as weight training and calisthenics, and return to the bike with long
rides occasionally combined with sprints and climbing (intensity). The
mileage (volume) reaches its highest level towards the end of this phase,
which lasts about twelve weeks.
In the third phase, called special preparation, emphasis shifts from vol-
umeintensity.
to The training techniques of intervals, climbing, sprints,
motor-pacing, and long slow distance rides are combined within each
week's schedule, while weight training is curtailed. For experienced
cyclists this phase may overlap with the competition period as preparation
for a peak event. This period lasts about six to eight weeks.
During the competition period, lasting up to about 45 weeks for ama-
teursprofessional
and cyclists, training is used to supplement racing
activities. A combination of intensity and volume is used to maintain fit-
ness to
andreach peak form for a particular event. For most athletes, peak
form can be attained only once, or at best twice per season, and it may last
one to four weeks.
Training Exercises
Interval training is a system of fast and slow riding in designated and
repeated periods which permits a precise amount of recuperation. They
may be sprints or time-trialing "jams" at racing speed on flat or hilly ter-
rain, measuredin time or distance. For beginning cyclists, the intervals
can be spaced so the slow recovery period is two to three times longer
than the fast period of effort. Eventually the two periods can become
equal in duration.
Speed play, or Fartlek training in Swedish, is a fi-ee-form method of
training, described as "cat's play," usually done in groups of cyclists who
have already developed a higher level of fitness. The idea is to relax and
have ftjn while making spontaneous jumps, jams, or sprints. It is used to
prevent boredom fi^om stricter training regimes, to sharpen reactions, and
to adapt to random variations in pace typically found in racing.
Kermesse training, or criterium training, is used to develop speed,
strength, and bike handling ability. This is done in groups around a circuit
of roads over a certain number of laps, usually at or near racing speed
with sprints out of comers and at sign posts or road marks which simulate
prime sprints. For racing in breakaways or periods of intense jamming,

BIKE CULT 219

HUMAN POWER

cyclists practice exchanging pace in echelons or drafting lines for wind

protection. Rather than simulating races, many cycling clubs or regional
associations promote mid-weekly training races which serve this purpose.
Motor-paced training is used to simulate racing speeds, and for develop-
ing leg
speed for sprinting, and long jams.
Long slow distance training, also known as LSD training, or over-dis-
tance training,
involves riding at a steady-state aerobic pace for about six
to ten hours. The object is to create endurance and condition the body to
feel comfortable on the bike for long periods. Some cyclists ride extra
miles before and after races.
Cycling Lifestyle
Factors which affect a cyclist's ability to succeed in the sport are outlined
as follows:

Mechanics: mechanical, rolling, and air resistance, terrain gradient.

Biomechanics: saddle, handlebar, and feet positions, pedal style.
Physical Condition: nutrition, medication, preparation, training, massage.
Psychological Condition: personality, tenacity, flexibility, visualization,
moral behavior, non-cycling activities.
Competition: quality of opponents, type of course, race tactics, personal
potential, confidence.
Community: teammates, sponsors, promoters, coaches, family, ftnends,
fans, press.

"Life in the fast lane" is an appropriate definition for the lifestyle of a pro-
fessionalThe
cyclist.
career statistics of Felice Gimondi, rated as one of
the top fifteen cyclists of all time, illustrate this fast pace. These were
compiled by the Italian cycling magazine Bicisport when Gimondi for-
mally retired
in 1978 at the age of 37, after a career spanning eighteen
years, fourteen as a professional:

• Gimondi cycled 551,250 miles, enough to circle the globe about 22

times. He averaged 22,800 miles of racing and 15,000 miles of training
each year.
• He started 2,548 races, won 145 stage races and classics, finished
second 100 times, and received about 1,000 victory kisses.
• He drank 6,225 bottles of liquid during races and received 3,696
musette bags of food. He consumed 61 million lira worth of steak.
• He lost 13,737 pounds of sweat, or about 83 times his body weight.
He received 140,000 minutes of massage and took 2,520 injections of
various medications. He went through 290 anti-doping controls.
• He used 98 bikes, putting only five out of commission, four road and
one track. He used 5,000 tubular tires, 420 jerseys, 280 pairs of gloves,
and 380 pairs of shorts.
Felice Gimondi
• He boarded 258 airplanes, and slept in 3,360 hotels around the world.
He traveled to races by airplane twenty percent of the time, by car 78
percent, and by train two percent.

220 BIKE CULT

 CYCLING PERFORMANCE

Sport Psychology
A common saying in cycling is that "winning is ten percent sweat, and 90
percent psych." Human beings normally use only a fraction of their
potential brain power. Most people agree that the winners of bike races
are determined by three factors: luck, fitness, and desire. For winners,
these often come together as a result of complete preparation: "Genius is
in the details."
Because the sport of cycling is so important to some, techniques
beyond physical training are used to improve performance, such as vari-
ous psychological techniques, based on the psychophysiological principle.
Every change in physiological state is accompanied by an appropriate
change in the mental-emotional state, which, conscious or unconscious, is
accompanied by a corresponding change in the physiological state.
Psychological exercises for cycling include biorhythms, visualization, and
mantras.
Refined methods of training offer a means of studying and applying
biorhythmic behavioral patterns. By repeated intensive awareness of pulse
rate, breathing patterns, and states of mind, cyclists can follow and
manipulate their optimal periodic training and racing rhythms.
Visualization is a process of mental or physical exercises used to prepare
oneself for extraordinary efforts such as racing. One system, visuo-motor
behavior rehearsal (VMBR), involves relaxation, practice of imagery, and
the use of the imagery for strengthening psychological or motor skills. By
concentrating on an imaginary sequence of events, such as sprinting or
breaking away, while tensing the appropriate muscles, a "well-controlled
copy of experience" is formed which can be used when the actual experi-
ence occurs.'
Mantras, or autogenic training phrases, are a way of recu-
perating, building
confidence and psyching up by using a series of words
or phrases for relaxation and activation. Mantras such as "I am," or "bicy-
cle" used
are for relaxation or meditation, while activation phrases, such
as "I feel life and energy that makes me feel alive and powerfiil," or "I
will win," help to psych up the racer. Meditation, or semi-conscious
relaxation can create a sense of revitalization and centeredness which
many cyclists find beneficial. This sensation also develops by cycling
itself, through the meditative aspects of steady-state aerobic exercise.
Nobody Is Perfect Yet
As imperfect creatures, humans tend to strive for perfection, especially in
sports where athletes expect the best of themselves. But few are endowed
with the perfect heart, lungs, or legs, or the unsurpassable talent, dedica-
tion,
will
or to win. Nonetheless, with the synergy of human power, peo-
pleall
of abilities have the opportunity to be champions in their ovra
ways. Many athletes have overcome severe disablities to become "super-
abled" champions.

BIKE CULT 221

HUMAN POWER

Sports Medicine
In modem sports, the history of cycling demonstrates the most wide-
spread
anduse
abuse of substances or medicines designed to increase
human performance. The use of stimulants, pain killers, muscle-building
hormones, and other chemical compounds for sports is called doping.
Bicycle racing is extremely tough on the body and mind, and success
offers enormous rewards of fame and fortune for a professional cyclist
who becomes a champion. Many racers have the desire to boost them-
selves beyond
natural limits, and in doing so have turned the sport into a
notable testing ground for sports medicine.
The definition of doping has been a controversial subject with many
varying opinions. One view is that anything taken to artificially enhance
performance is dangerous, cheating, and unethical. This raises the ques-
tion where
to draw the line between food and drugs, with plants, vitamins,
caffeine, and cough syrup. Another view is that cyclists must be able to
treat themselves not only for common ailments, but also for those which
arise because of the extraordinary demands of racing. This creates prob-
lems interpreting
the subtle difference between treatment and enhance-
ment.
thirdA opinion says that doping is part of the evolution of the
species, and that racing cyclists are capable of deciding whether or not to
explore the fi^ontiers of medically-enhanced performance. The problem is
that the advantage goes to the cyclists with superior sports doctors, and
that when performance-enhancing drugs are used incorrectly, they can
destroy health rather than build it.
To avoid the stigma of the word doping, racers tend to use code words
like "vitamins," "treatments," "medication," or "balancing." The follow-
ing definitionof doping is the one most commonly applied for amateur
cycling in Europe:

Doping is the administering to a healthy person, or the utilization by

the same person of substances extraneous to the organism, of physio-
logical substances
in abnormal quantity or by abnormal channels, hav-
ing the
scope of artificially increasing the performance of the person
when participating at a race. Some psychological processes [i.e., psy-
chotherapy,created
hypnosis]
to increase performance may also be
considered doping.
When an athlete is injured or ill, he can only be treated by a doctor
or under his own responsibility. Only the doctor is able to authorize if
the injured or ill athlete, under treatment, can take part in a race.
Nevertheless, if the prescription contains any agent or substances of
any nature, dosage, preparation or method of administering it that for
its effect could change artificially or unfairly the performance during
the competition, the athlete must not participate in the race.'

222 BIKE CULT

 CYCLING PERFORMANCE

Lessons From History

Sports doping has been around since the first major bicycle races in the
1890s. The first notable death due to doping was the Englishman Arthur
Linton shortly after he won the 1896 Bordeaux-Paris race. He had mixed
a trimethyl-amphetamine into his drink. At the Six-Day races in New
York, cyclists were known to try concentrated caffeine, cocaine, sugared
ether, and nitroglycerine.
In the first half of the twentieth century drugs like "the bomb," a potent
amphetamine, were used to help cyclists override their fatigue. Many
drugs did not raise the level of fitness but instead blocked information
between the muscles and the central nervous system, allowing excessive
physical force to be applied with damaging results. Doping was an open
secret as some racers carried around enough pills, vials, syringes, and vit-
amins
constitute
to "a small pharmacy.'"
Cyclists and their trainers were fairly naive about the drugs they used,
but the residual effects became apparent as some cyclists seemed to grow
older faster. Some famous cyclists came forward to tell of their scan-
dalous survival
from drug abuse, with impassioned warnings to those who
might be foolish enough to follow their path. Their experiences inspired
pity and criticism. Antoine Blondin described the public's mixed emo-
tions during
a 1960s drug scandal in the French sports newspaper
L 'Equipe:

As sports fans, we prefer to dream about angels on wheels, Simon

Pures somehow immune to the uppers and downers of our own pill-
popping society. There is, all the same, a certain nobility in those who
have gone down into God-knows-what hell in search of the best of
themselves. We might feel tempted to tell them they should not have
done it, but we can remain secretly proud of what they have done.
Their wan, haggard looks are, for us, an offering.'

Since the mid-1960s, national and international cycling federations began

to institute anti-doping rules and tests for major races. While the inci-
dence
positive
of test results (showing traces of drugs) was reduced from
about 40 percent in the 1960s to about six percent in the 1970s, this did
little to stop the use of performance-enhancing drugs. ^ The controls may
not be strict enough, since it is estimated that at least 75 percent of profes-
sional cyclists
have used some form of banned substance. Some say that a
rider is at fault only if he or she is caught. Various national sports federa-
tions have
regulations beyond the UCl rule. Erroneous test results and
suspicious suspensions have been used for and against cyclists for nation-
alistic purposes.
Cyclists have been caught cheating, and legend has it that
the Tour de France produced the world's first pregnant man, who submit-
ted his
wife's urine for the drug test.
Each anti-doping test is fairly costly, with a price tag of $30 to $100
per test. A sample of urine, 100 milliliters, is usually collected, with half

BIKE CULT 223

HUMAN POWER

being used for the first computer-aided chemical analysis. If this shows
positive, containing a banned substance, the other half is tested.
Stimulants, steroids, cortisone, and masking drugs are the most common
substances searched for nowadays, while recreational drugs such as hallu-
cinogens
cocaineor are rarely used in cycle racing.
Because the Tour de France is the most arduous race offering the great-
est prize
in cycling, it has suffered the most well-publicized doping scan-
dals over
the years. Tom Simpson's death during the infamous 13th stage
of the Tour de France on July 13, 1967, was a major incident which
brought the doping issue into the news, resulting in attempts to change
cycling's bad image.
Tom Simpson was Britain's finest road racer of the day; in 1962 he
was the leader for part of the Tour, in 1965 he was World Champion, and
early in 1967 he had won the classic Paris-Nice race. It was already 80
degrees Fahrenheit in the early morning when the Tour left Marseilles for
the barren volcanic slope of Mt. Ventoux, the "Giant of Provence." A
Belgian reporter noted that Simpson looked tired and asked him if it was
the heat. He replied, "No, it's not the heat. It's the Tour."
After seven miles of climbing, Simpson slipped behind the pace of the
leaders and kept trying to bridge the gap. Suddenly he dropped further
back and began weaving across the road. Then he collapsed, and was sur-
rounded
spectators.
by In whispered gasps, he uttered his famous last
words: "Put me back on my bike." The spectators lifted him back on the
seat and got him going again. Again he zig-zagged on his bike and fell;
this time into a coma. While receiving oxygen and a heart massage,
Simpson was flown by helicopter to a hospital in Avignon and his death
was aruiounced at 5:40 p.m. from artificially induced heat stroke. His jer-
sey pockets
held three vials. Two were empty and one contained tablets of
Stenamina and Tonedrin. The autopsy showed that he had ingested
amphetamine, methylamphetamine, and cognac. The following year, the
Tour was sponsored by Vittel mineral water, it was named the "Tour of
I Simpson in the Tour Health." and mandatory drug testing was implemented.
The year 1967 had more doping scandals, with Yvonne Reynders of
Belgium being denied the women's World Champion road title for using a
cough syrup with ephedrine. Later that year, Jacques Anquetii set a new
world hour record but was officially denied the record because he refused
to show up for the doping test until 48 hours later. He was making a stand
against controls or, as rumors have it, allowing time for whatever he had
taken to pass through his system. Anquetii was quite forthright on the sub-
ject when
he retired and became a cycling commentator:

I do not wish to hear spoken the word "doping." Rather, one must say
"treating yourself," and speak of treatments that are not appropriate for
ordinary mortals. You cannot compete in the Tour de France on miner-
al wateralone.*

224 BIKE CULT

 CYCLING PERFORMANCE

In 1968, the Union Cycliste Internationale established two lists for doping
controls, one for "hard" prohibited substances, and the other allowing cer-
tain "light"substances in limited quantities with a medical prescription. In
dope testing at races such as the Tour de France, four or five cyclists are
selected each day, usually the top two stage finishers, the overall leader,
and two other riders chosen at random. In the first-time offense for a posi-
tive test
the rider receives a 1,000 Swiss franc fine, a last place finish for
the stage, a ten-minute overall penalty, and a 30-day probation. A second-
time offense gets a 3,000 Sf fine, disqualification from the race, and a
three-month suspension. A third-time offense means a life-time suspen-
sion. all
Butthree offenses must occur within a two-year period — there-
fore
additional
if offenses occur every three years, each one is treated as
the first.
Scandal!
In the 1978 Tour, Michel Pollentier was caught attempting to defraud the
drug test just as he won the mountain stage up to L'Alpe-d'Huez and took
the leader's yellow jersey. Instead of going to the doping control, he went
to his hotel room where he put on a long sleeve jersey to hide a small
flask containing another person's urine. The flask was taped into his
armpit and had a rubber tube nmning down his arm to his wrist.
What happened when Pollentier arrived at the Tour urinalysis frailer
almost an hour late has been told many ways. Apparently the officials
allowed him to wear the jersey, despite the rules which state, "The rider
shall appear naked from the middle of his back to his knees and with the
sleeves of his jersey rolled up." When he could not get the apparatus to
work and started flapping his arm, officials removed his jersey and
exposed him. Pollenrier claimed his specimen was acceptable, but admit-
ted taking
Alupent, a prescription freatment for asthmatics. He was
thrown out of the Tour, given a two-month suspension, and fined 5,000 Sf MICHEL POLLENTIER
The whole episode resulted in a scandal as much for the officials as
Pollentier. It also raised the question of how racers could freat their ail-
ments, without
using medications commonly available for "ordinary mor-
tals,"are
thatoff-limits to racers. As Bernard Hinault, winner of five
Tours de France, once said: "I went to the pharmacist's to buy a cough
syrup for my little boys. Luckily, before I used it myself, I looked at the
label and saw it contained substances banned for a professional bicycle
racer."
While the list of banned substances has grown longer, it seems the
competition is between team doctors and drug testing laboratories.
Contemporary sports medicine has emulated the alchemist's search for
gold, and the 1980s brought a new set of drugs, and doping scandals. Joop
Zoetemelk, a 36-year-old Dutchman known as the "Honorary Frenchman
No. 1," tested positive for testosterone while riding his fifteenth Tour de
France in 1983. He appealed, claiming that his body produced excess
amounts of hormone, but this failed in court. Zoetemelk sued the Tour
organizers to clear his reputation, and after several appeals with expert

BIKE CULT 225

HUMAN POWER

medical testimony he won his case, just as he was retiring.

A major scandal was revealed five months after the 1984 Los Angeles
Olympic Games. Seven members of the U.S. cycling team, four who won
gold, silver, and bronze medals, were found to have blood boosted by the
risky method of transfusion. At the time, neither the U.S. Olympic
Committee nor the U.S. Cycling Federation had ruled it illegal, and there
was no definite way to test for blood boosting. Because these were ama-
teur Olympic
athletes ("Simon Pures"), and because of the Cold War,
with the U.S. boycotting the 1980 Moscow Olympic Games and the
Soviet bloc reciprocating in the 1984 Los Angeles Olympics, the contro-
versy played
out in the press, with the following opinions appearing in
Sports Illustrated:

We weren't gonna fall behind the Russians or East Germans anymore.

So instead we'll just stoop to their level of immoral and artificial ways
of winning, eh...?

You know where we were in the Dark Ages. You know where we are
now. Nobody says we wear white gloves.

Maybe the U.S.O.C. should be accused of blood boosting for establish-

ingtraining
a center at 6,000 feet.

Maybe a few words should be added to the Olympic credo: "No addi-
tives,
preservatives,
no no artificial anything.'"

In July 1988, the 75th edition of the Tour de France received another
major shock when race leader Pedro Delgado tested positive for a mask-
ing drug.
He was reprieved on a technicality, and evenmally won the race,
making a mockery of doping controls. The drug in question was
probenecid, a steroid-masking drug used to obscure traces of an active
illegal substance for doping tests. Delgado was reprieved because
probenecid had been ruled illegal by the International Olympic
Committee late in 1987, but it was not scheduled to be banned by the
Union Cycliste Internationale until August 1988. The scandal was a
painful lesson for a novice Tour official who said: "1 know today that the
letter of the law can replace its spirit and that one can play with the rules.
So, today, I'm ashamed and, perhaps tomorrow, I must ask my children
not to get too involved in competitive sports.'""
The synthesis of new performance-enhancing drugs appears to have no
end. Another "killer" drug called EPO appeared around 1989, and was
believed to be responsible for the death of several Dutch cyclists from
heart failure. EPO is an undetectable substance derived from a naturally
occurring hormone which boosts the production of oxygen-carrying red
blood cells. Since it causes blood clotting, it can also cause heart attacks.
For a time, it seemed the most commonly used drugs were anabolic or
cortical steroids which build muscles with testosterone hormones. They

224 BIKE CULT

 CYCLING PERFORMANCE

are used to enhance training during the winter, for races without testing
and in controlled races with the use of masking drugs.
Many cyclists continue to speak out against the use of drugs. Paul
Kimmage, who stopped racing after four years with the professionals,
wrote A Rough Ride (1990). He questioned the sanity of a sport where an
athlete's heart pounds six to seven hours each day for three weeks at a
time, and a system that seems to promote drug taking. North American
racing stars Andy Hampsten and Greg LeMond are known to ride drug-
free, while some team managers claim their riders compete on "bread and
water." Meanwhile, in preparation for the 1992 Olympics, the makers of
Nuprin, a popular "pain relief formula" containing the banned substance
ibuprofen, became sponsors of the U.S. Olympic Cycling Team. Halfway
through the 199 1 Tour de France the leading Dutch PDM squad, with
three riders in the top ten, had to pull out of the race due to team sick-
ness—
at first described as "food poisoning," or "bad air conditioning,"
but reportedly from poorly handled intravenous treatments of intralupid, a
legal prescription dietary supplement.
Treatments
The following medications or treatments have been used by racing
cyclists to improve performance:
Stimulants mimic adrenaline, both in their chemical structure and
effects. Doses of five to twenty milligrams take away the feeling of
fatigue, especially sleepiness. They can cause insomnia, anorexia, high
blood pressure, and cardio-circulatory collapse. They do not aide
endurance or recuperation.
Hormones can aid weight loss, sfrength capacity, muscle development,
and can cause a feeling of euphoria. Side effects on vital organs include
nausea, edema, hair growth, change of voice, increase of the libido. For
men, they can cause atrophy of the testicles and impotence, hepatitis,
hypertrophy of the prostate, and hardening of the epiphysis. For women,
hormones cause irregular menstruation and virilization.
Cardio-respiratory aids stimulate the central nervous system and act on
both the cardio-vascular and respiratory systems. Some drugs cause
increased awareness and concentration capacity, some increase the fre-
quencydepth
andof breathing, and some dilate blood vessels while
increasing the contracting force of the heart. Generally cardio-respiratory
aids increase metabolism, while delaying fatigue. They tend to be more
benign than other drugs, and many appear in common cold or asthma
remedies.
Masking drugs have little performance-enhancing effect when used
alone. Instead, they are combined with an illegal active substance, with
the effect of either concealing the active drug, or producing a new sub-
stance which
does not appear as an illegal drug.
Blood boosting is a method of improving performance, especially
endurance, by up to ten percent by increasing the number of oxygen-car-
ryingblood
red cells in the athlete's cardio-vascular system. There are

BIKE CULT 227

HUMAN POWER

TOP 40 BANNED SUBSTANCES three basic ways of blood boosting: reinfusion, transfusion, and low-pres-
surealtitude
or training. In reinfusion, about a pint (or unit) of an athlete's
1. Amphetamine blood is drawn from the body nine or ten weeks before an event and then
2. Methamphetamine it is spun down in a centrifuge to concentrated red blood cells. This is held
3. Dimethamphetamine in cold storage, and during the time preceding the event, the body natural-
4. Benzphetamine ly replenishesthe missing blood. A few days before the event, the athlete
5. Ethylamphetamine receives a reinfusion of the stored red blood cells. In the transftision
6. Fenfluramine method, blood is not removed from the athlete's system. Instead, someone
7. Norfenfloramine else's same type concentrated red blood cells are added to the recipient's,
8. Furfuryiamphetamine usually a close relative. Blood boosting (also called blood packing or
9. Furfuryimethyj-amphetamine blood doping) was prohibited in 1985 and is difficuh to detect. A natiu-al
10. Metoxyphenamine way to get the effects of blood boosting is to live at higher altitudes (5,000
I I. Phentermlne to 10,000 feet). The lower concentration of oxygen at high altitudes causes
12. Mephentermine hypoxia, which brings on headaches and dizziness, known as altitude sick-
13. Chlorphentermine ness,which
for the body compensates by producing more red blood cells,
14. Propylhexedrine equivalent to about one additional pint. Other ways to simulate high alti-
15. Aletamine tude bloodboosting is to breathe low-pressure air through a mask while
16. Cyclopentamine training, or sleep in a low-pressure oxygen chamber.
17. Methylphenil Electrical stimulation is a method of applying an electrical charge to
18. Pipradol enhance neuro-muscular conditioning. By stimulating muscular contrac-
19. Phacetoperane tionsthe
andpathways to the brain, it is used to strengthen muscles and to
20. Pipethanat help recover from injuries. This "shock treatment" involves doses of about
21. Phenmetrazine 50 to 220 milliamps through electrodes placed on specific muscles of the
22. Phendimetrazine body. The doses are given in sessions up to several minutes each, for sev-
23. Diethylpropione eral weeks. It can produce some pain, and possible localized neuron dam-
24. Prolintane age.
is It
more often used in sports such as weightlif^ing, with improved
25. Pyrovalerone results. One electronic neuro-muscular product, called the Shogo Motion
26. Phencamphamine Enhancer, is a surgically implanted microprocessor which decreases inter-
27. Tranyicypramine synapse reaction time within the nervous system (somatic) of the nearby
28. Pemoline muscle. The small $3,000 unit claims to monitor and increase muscle fre-
29. Cypenamine quency
to five
up times normal cadence."
30. Strychnine UCI Prohibited Substances
3 1. Ibogaine The prohibition of substances includes narcotics and their salts and by-
32. Ephedrlne and derivatives productsare which
governed by international regulations. Many common
33. Heptaminol over-the-counter drugs contain prohibited substances, including Alka-
34. ^•ninophenazenol Seltzer Plus, Dristan, Nyquil, and Sudafed. Ma Huang, a natural Chinese
': ...? negrlde herb found in tea blends, contains ephedrine.
' i. Le(,r.uo'
'. Nlket'ia.nide
38. A 'ibj''; iteroids
39. Cortii: e
40. Crotetamlde

228 BIKE CULT

Part Three

Bikeable Planet

BIKE CULT 229

BIKEABLE PLANET

8 Global Bicycles

Tianjin. China. 1990. Photograph by Mary Francis Dunham.

230 BIKE CULT

 GLOBAL BICYCLES

In a world so transformed by the automobile that whole landscapes

and lifestyles bear its imprint, a significant fact goes unnoticed. While
societies the world over define transportation in terms of engine
power, the greatest share of personal transport needs is met by human
power.
— Marcia Lowe, The Bicycle: Vehicle for a Small Planet ( 1989)

Bicycle Migrations
The bicycle evolved during an age of great expansion for humanity. When
the first swift-walkers appeared, nearly two hundred years ago, the world
was populated with less than one-fifth the number of people living today,
and landscapes were only beginning to be transformed by industrial
development. Transport and communication was measured in days,
weeks, or months, carried out by walking, riding horseback, with animal-
drawn carriages, river boats, and ocean-going vessels. Most people's daily
experience was limited to their local village or homeland.
According to David Pilbeam, director of the Peabody Museum of
Architecture and Ethnology at Harvard University, the bicycle has had "a
major impact on the population structure of humans."

We often ignore the fact that the most significant invention certainly in
recent human history, maybe in human history, is the bicycle. Before
the invention of the bicycle, most people married someone who was
bom no more than ten miles fi^om where they were bom. Now the aver-
age marriage
distance for the vast majority of people around the world
who still ride on bicycles and don't drive around in BMWs or
Mercedes is more like a hundred miles. That means the average breed-
ing populationis radically expanded so that the degree of genetic out-
breeding
opposed as to relative inbreeding has changed very signifi-
cantly
this
andis already having an effect on the genetic stmcture of
populations, on the physical structure of populations. That still has a
way to work its way through and it is changing the effects of natural
selection in ways that are simply not estimable at the moment.'

During this population growth and expansion, bicycles spread throughout

the globe. Pre-industrial European colonialism had already been under
way for a few centuries when swift-walkers first appeared in westem Velocipedes came to Japan through
Europe and began to be shipped in small numbers around the world. the Westernized port of Yokohama.
Within five years of the velocipede's invention in the 1860s, it was
exported from Germany, France and England to every continent of the
globe. Records show velocipedes were shipped to Cairo, Perth, Rio, San
Francisco, and Yokohama. These were followed by the arrival of sociable
tricycles, high-wheelers, and safety bicycles, a few of which were con-
stmcted by indigenous cycle makers. One notable potentate who acquired
a Rudge tricycle in 1883 was Solhikoff, His Highness The Moharana
Sahib Bahadur of Oodypore.

BIKE CULT 231

BIKEABLE PLANET

The safety bicycle migrated with colonial expansion. Bicycles came to

many "primitive" areas as British, French, and Dutch armies ventured into
other people's lands. As a means of independent mobility, bicycles
accompanied the pioneers of the last frontiers. When white men explored
Africa, bicycles provided transport where narrow paths and thick forests
blocked access. Bicycles were also used by white men in exchange for
Nigerian slaves. In late nineteenth century, only the few Nigerians who
had profited from the slave trade owned bicycles, until the twentieth cen-
tury, when
English bikes were introduced in the market by more conven-
tional means.
In the 1890s, "bush bicycles" were a big part of the gol-
drush activity in the outback of Western Australia, and in the klondike
rush of Alaska. In the frenzy to claim property in the native Cherokee land
that is now Arkansas, bicycles were used by the white American settlers.^

"Cooly" trishaw, 1883, migrated from

England to India with the British East
India Company.

Methodist missionary J.J. Methvin with

bicycle in Kiowa country.

As peoples of various cultures discovered the bicycle, their customs

often influenced its function in society. One of the earliest advocates of
the bicycle in Beijing was the last emperor of the Qing dynasty, Pu Yi
(1906-1967), who came to the throne as a young boy.

He used to scoot around the Forbidden City with his long Qing queue
flying in the breeze. To smooth his ride he ordered court officials to
remove the high wooden thresholds at the doors between rooms and
corridors which his ancestors had believed were able to keep out
demons. The last emperor maintained his strong interest in the bicycle
even after he became an ordinary citizen of New China, only then he
was able to ride freely around the streets.

232 BIKE CULT

 GLOBAL BICYCLES

Before 1949 not many ordinary folks could afford this prohibitively
priced, new-fangled gadget — this bicycle that had to be imported from
Britain or Japan. Only after Liberation did the majority of the popula-
tion begin
to make their moves on bicycles. And they made those
moves on a steadily increasing variety of brands — of steadily increas-
ing quality.'

With the spread of bicycles at least one place was named after them.
Bicycle Lake in the Mojave Desert in California is an example. It now lies
within the Fort Irwin Military Reservation, which has restricted access.
There are a couple of explanations for the name according to Erwin G.
Gudde, author of California Place Names: Rpw^s—^lifive li or Nat/*
The intermittent lake has become well-known because of the army "mm ^r onVa«hori
islandin
anti-aircraft range here, which is named after the lake. The story that
an unfortunate traveler left a bicycle here while attempting to cross the
desert was confirmed by Washington W. Cahill, a long-time official of
the borax company, who told L. Burr Belden that the teamsters of the
company found a rusty bicycle here around 1890. However, according
to an old resident of Barstow, the young men of Daggett in its flourish-
ing days
used the lake for bicycle races when it was dry. In 1957 an
aerial photograph, taken by pilot Don Krogh and widely published,
shows a corpse lying beside a bicycle in the Mojave Desert not far
from the lake."

m m 'M- -^ t^ mi
^as

BIKE CULT 233

BIKEABLE PLANET

Global Cycling
In 1994 there were about one billion bicycles in the world. Placed in a sin-
gle line,
they would circle the globe 35 times. These were offset by about
500 million cars, and another 150 million trucks, buses, motorcycles, and
tanks.^ Over 100 million bicycles were produced that year, outaumbering
cars three to one. With about 5.6 billion people in the world, there is one
bicycle for every sixth person.
Bicycles are used throughout the world for transport (70 percent),
recreation (29 percent), and competition (one percent). Adult cyclists out-
number children
(under sixteen) by about two to one, and while estimates
vary, women ride bicycles as often as men.
The majority of the world's bicycles are made and used in Asia, where
human-powered vehicles "transport more people than do all of the
world's autos."' The industries of China, India, Taiwan, Japan, and
Thailand produce over 75 percent of the world's bicycles. In China,
known as the "Kingdom of the Bicycle," 1987 bicycle production out-
numbered
worldwide
total automobile production. Bicycling is the prima-
ry means of land transport, other than walking, and traffic controllers see
an average of 10,000 cyclists per hour pass the busiest urban intersections.
In the city of Tianjin, with over four million people, they count up to
50,000 cyclists per hour.'
In Asia, non-motorized, human-powered vehicles have a huge role
serving as load-carrying light trucks and passenger-carrying taxis. Called
"paratransit," these include cycle rickshaws, trishaws, pedicabs, palan-
quin,becaks.
and In Bangladesh, pedal-powered trishaws move more
heavy goods than all the motor vehicles combined. In the capital of
Dhaka, rickshaws account for half of all passenger trips in the city,
% % % % % % % % % % % % iP«BBMHaBB
employing some 140,000 people.
Despite the economic value of human-powered vehicles, several local
governments have tried to phase out non-motorized vehicles in attempts
to reduce traffic congestion and stimulate motor vehicle use. When the
city of Jakarta, Indonesia, dumped about 100,000 becaks into the Java
Sea, advocates of non-motorized transport from around the world formed
solidarity movements, including protests at the United Nations in New
%% % % V>aP^^'/;, '«% % % % % %
York.
% % % % %w'-il
r k '*-' *^ % % % % % In Japan, every other person owns a bicycle and the 1980 census
%%%%% '-^1
r B^ . < '% % % %
counted some 7.2 million bicyclists who rode to work, or to commuter rail
stations, making fifteen percent of total trips. To reduce the clutter of
bicycles parked at stations, called "bicycle pollution." legislation required
railways to supply ample bicycle parking. By 1989, there were 8,600 offi-
cial and
private parking sites, with dozens of multi-story automated bicy-
cle parking
structures."
Recreational cycling in Japan has grown with the development of bicy-
cling vacation
resorts. Japan has a special kind of parimutuel bicycle track
racing, called Kei-rin, with more events and competitors than in European

234 BIKE CULT

 GLOBAL BICYCLES

cycle racing. In the 1978-79 season there were some 36,000 races
watched by 37.5 million fans who wagered about $5.5 billion in bets. The
money is distributed to the bettors (75 percent), to public welfare (fifteen
percent), and to maintain the sport (ten percent).'
Western Europeans are the biggest bicycle users in the industrial
nations. Communities in the Netherlands, Denmark, and Germany are
called "bicycle friendly" because of their balanced use of bicycles for
transport, recreation, and sport. Cycling facilities such as bike lanes and
parking sites, along with traffic calming and intermodal transit links, have
encouraged people to use bicycles for 20 to 50 percent of all urban trips.
As the birthplace of the bicycle, Europe has an abundant bicycle cul-
turethein arts, in industry, in recreation, and in cycle racing. The
European sport produces the world's most physically fit professional ath-
letes,the
andTour de France ranks as the world's largest annual sporting
event, in terms of budget, duration, and worldwide spectators. The global-
ization
Le Tour
of in the late 1980s was reflected by its first American
winner, Greg LeMond, whose name is most likely derived from the
French le monde, meaning "the world."
In the United States, which some call the "Kingdom of the The Tour de L'lle in Montreal is the
Automobile," and where a gallon of gasoline costs less than a gallon of world's largest annual bike ride, with
bottled water, bicycles have been used more for recreation. In 1992, there 40,000 cyclists.
were about 100 million cyclists, with more females (55 percent) cycling
than males, and more adults (55 percent) cycling than children. About 31
million people rode at least once a week, and 4.3 million were regular
bike commuters. Recreational riding was the most popular way of using
the bike (about 70 percent), with four million participants in cycling
events, and 250,000 cyclists (0.3 percent) involved in competive cycling."
Since the 1970s, the majority of the world's international bicycle tourists
have come from North America.
In Africa and Latin America, the bicycle hangs in the balance of rich,
poor, and middle class. In Mozambique, people with bikes are said to
havejinga, a way of "moving in style." In Mexico, the name Pueblo bici-
cletero ("bicycle village") refers to small, impoverished, backward towns
where bicycling is still the main means of transport. Several regions of
Africa and Latin America have heavy bicycle use, but in general, govern-
mentstotendstigmatize bicycles as an undeveloped "Third World"
means of mobility. While many leaders enjoy the prestige of cars and new
highways, they do so on the backs of their people, who often rely on
walking instead of cycling for essential transport.
Brazil and Mexico have prosperous bicycle industries, and Nicaragua
and Cuba have growing bike industries. Competitive cycling ranks as the
second most popular sport in Latin America and Colombian cyclists are
national heroes who have globalized the Tour de France.
The former Soviet Union and Eastern European countries, have a great
variety of bicycle uses. In cities such as Moscow, where public mass tran-
sit widely
is used and the number of motor vehicles for private use has
traditionally been limited, bicycles are rare — the mayor once described

BIKE CULT 235

BIKEABLE PLANET

cycling as "good way to commit suicide."" In smaller cities, such as in

Hungary, bicycles are used for roughly half of all trips to work. With the
fall of the Berlin Wall and the centralized Commimist Party, and with ris-
ing economic
and environmental problems, it remains to be seen whether
Eurasian countries restructure with the bicycle in mind.
Russia and Poland have substantial bicycle industries, and bicycle
races such as the Peace Race (Prague- Warsaw-Berlin) produced athletes
that consistently dominated international amateur cycling until the late
1980s, when many integrated with Western Eiu^opean professionals.
Various kinds of indoor cycling activities developed in Eastern Europe,
such as Cycle Ball, Artistic Cycling, and circus cycling.
Throughout the world, bicycles offer people a means of self-empower-
ment.
transport,
As human-powered vehicles are clean, quiet, healthy,
safe, quick, economical, space-saving, and self-sufficient. When com-
pared
automobiles,
to bicycles represent the most logical, sustainable
means of daily travel. With growing issues such as over-population, land-
use, economic viability, energy efficiency, and environmental degrada-
tion,bicycle
the enters the twenty-fu-st century as the vehicle for the
fiiture.
Cost of Bicycles
The relative cost of a bicycle varies throughout the world. While bicycles
are used mostly for transport, in many countries they are classified and
sold with sporting goods. And while many view bicycles as a vehicle for
poor people, import duties are often levied on bikes as luxury items.
About 80 percent of the world's people can afford a bicycle, while
only ten percent can afford a car. China produces the most bicycles, yet
for the average worker in China's bicycle industry, the cost of a typical
adult roadster ($50 to $75) represents about two and a half months of
pay.'- In India, where one in 12.5 people own a bicycle, the price ($60) is
equivalent to one month's wages. In the Soviet Union in 1985, a simple
Child with bike wheel. United Arab bicycle cost about half a month's wages, with imported sports models
Emirates, by Mathias Oppersdorff. three times higher. In North America, the cost of a typical adult bicycle
($300) amounts to less than a week's worth of average pay, while the cost
of buying and maintaining a typical automobile consumes over two
months of the average income."

236 BIKE CULT

 GLOBAL BICYCLES

BICYCLES AND AUTOMOBILES IN SELECTED COUNTRIES. 1985-1988'^

COUNTRY BICYCLES AUTOS BIKES BIKES

(MILLIONS) (MILLIONS) PER AUTO PER PERSON

China 300.0 1.2 250.0 0.27

United States 103.0 139.0 0.7 0.42
Japan 60.0 30.7 2.0 0.49
India 45.0 1.5 30.0 0.06
West Germany 45.0 26.0 1.7 0.74
Mexico 12.0 4.8 2.5 0.16
Holland II.O 4.9 2.2 0.79
Australia 6.8 7.1 0.9 0.42
South Korea 6.0 0.3 20.0 0.15
Argentina 4.5 3.4 1.3 0.16
Egypt 1.5 0.5 3.0 0.03
Tanzania 0.5 0.5 1.0 0.02

BIKE AND AUTO PRODUCTION IN SELECTED COUNTRIES IN MILLIONS'^

COUNTRY BICYCLES AUTOS BICYCLES

China 41.0 0.004 36.0

Taiwan 9.9 0.20 7.7
Japan 7.8 7.89 7.8
United States 5.8 7.10 7.6
Soviet Union 5.4 1.33
India 5.4 0.15 7.7
France 4.5
West Germany 2.9 4.37 4.9
South Korea 2.6 0.79 1.5
Brazil 2.5 0.68 2.3
Indonesia 1.0 2.0
Italy 1.6 1.71
Poland 1.3 0.30
United Kingdom 1.2 1.14 I.I
Canada 1.2 0.81
Thailand 0.7 1.0
Others 10.5 6.54
World Total 99.0 33.01 100.5

BIKE CULT 237

BIKEABLE PLANET

CARGO CYCLES AND PEDICABS WORLD BICYCLE AND AUTOMOBILE

WORLDWIDE, 1988" PRODUCTION IN MILLIONS,
1950-1994"
COUNTRY ESTIM/ ^TED NUMBER
India 1.700,000 BIKES AUTOS
YEAR
China 750.000 11 8
1950
Bangladesh 700.000 1951 12 7
Indonesia 300.000 12 6
1952
Vietnam 150,000 1953 13 8
Colombia 100.000 1954 14 8
Chile 100,000 1955 15 11
Burma 60.000 1956 16 9
Laos 50,000 1957 17 10
Nepal 50,000 1958 18 9
Europe 20,000 19 11
1959
Thailand 15,000 I960 20 13
Philippines 15,000 1961 20 11
Malaysia 10.000 1962 20 14
Pakistan 10,000 1963 20 16
Argentina 10,000 21 17
1964
Brazil 10,000 21 19
1965
Mexico 10,000 22 19
1966
North America 10,000 19
1967 23
Dominican Republic 10,000 24 22
1968
Kampuchia 5.000 1969 25 23
Pakistan 5,000 1970 36 22
Japan 5,000 26
1971 39
Korea 5,000 28
1972 46
TOTAL +4,200,000 1973 52 30
1974 52 26
1975 43 25
1976 47 29

1977 49 30
1978 51 31
1979 S4 31
1980 62 29
1981 65 28
1982 69 27
1983 74 30
1984 76 30
1985 79 32
1986 84 33
1987 98 33
1988 105 34
1989 95 36
1990 95 36
199! 95 35
1992 100 35
1993 100 35
1994 100 35

TOTAL 2,129 1,016

238 BIKE CULT

 GLOBAL BICYCLES

PERCENT OF DAILY TRIPS BY CYCLING

IN SELECTED CITIES. 1989"

CITY PERCENT OF DAILY TRIPS

Tianjin, China 77'

Shenyang, China 65

Groningen, Netherlands 50

Beijing, China 48

Delft, Netherlands 43

Dhaka, Bangladesh 40'

Eriangen, Germany 26
Odense, Denmark 25

Tokyo, Japan 25=

Moscow, Russia 24'
Delhi, India 22

Copenhagen, Denmark 20
Basel, Switzerland 20

Hannover, Germany 14

Manhattan, U.S. 8-
Perth, Australia 6

Toronto, Canada 3-

London, England 2

Sydney, Australia 1

[a) non-walking trips; b) trips by cycle rickshaw

c) cycling or walking to work; d) vehicle trips]

COST OF BICYCLES IN SELECTED CITIES, 1985-1992

CITY, COUNTRY CURRENCY COST OF BIKE DAYS WAGES

Havana, Cuba Peso 65-150 3-12 days

Copenhagen, Denmark Kroner 2,000 todays
Estonia EEK 800-2600 90-275 days
Ethiopia Dollar 390 1,100 days
Guangzhou, China Yuan 1000 60 days
Amsterdam, Holland Guilder 200-6,000 2-30 days
Shanghai, China Yuan 200-400 30-60 days
Tianjin, China Rmby 300-600 30-60 days
London, England Pound 150-3,000 2-30 days
Chicago, U.S. Dollar 150-4,000 2-30 days
Zanzibar, Tanzania Shilling 15,000-20,000 350 days
Zambia, Kasama Dollar 160-180 110 days

BIKE CULT 239

BIKEABLE PLANET

9 Transport

240 BIKE CULT

 As part of our transport revolution is it not time we stopped riding our
bikes and began to drive them? Similarly, who ever drove a car? They
ride them! Words matter.
—Andrew Shrimpton, Bike Culture Quarterly (1993)

Developing Roadways
Roads are the veins and arteries of civilization, as pathways for social
contact, trade and commerce, tourism and adventure, religious pilgrim-
ages,military
and conquest. Oceans and waterways supplied much of the
long distance transport needs in the development of civilization, and the
foundations of land routes were laid by empire-building Chinese,
Ottomans, and Romans. Land transport remained virtually unchanged
before the nineteenth century as roads were intended for walking, horse-
back riding,
and animal-drawn wheeled carriages. Settlement patterns
were based on the "walking city" as people lived close to their markets
and workplaces.
In the pre- industrial period, French roads of gravel and cobblestone
were considered the finest. The founding of the Ecole des Fonts et
Chaussees in 1747 trained civil engineers in road building, and the estab-
lishment
a law of
in 1836 required local governments to maintain roads
through taxation. In England, John McAdam and Thomas Telford devel-
oped roads
with more level grades and smoother, tougher tar and gravel
surfaces, known as macadam. There was a brief "highway renaissance,"
but this slowed with the development of steam locomotives around 1840.
In the U.S., the eastern states were linked by private and public turnpikes,
such as the Boston Post Road from Massachusetts to Georgia, and the
National Pike over the Appalachian mountains. Western territories were
reached by various trails, such as the Santa Fe Trail, the Oregon Trail, the
Mormon Trail, and the gold-rush crowded California Trail. Railroads
became the first modem means for transporting people and freight on land
over long distances. Carriage and stagecoach use declined as railroad
companies in England and America acted to stifle fiirther development of
roadways.
Swift-walkers and velocipedes offered the first individual means of
wheeled mobility, but they had difficulty gaining ground on sidewalks,
bridlepaths, carriage routes, toll roads, railroads, and forest trails.
Velocipedes were outlawed in many areas, particularly in cities where
horse-drawn railcars were popular. Modem roadways took shape with the
further development and use of mechanically-driven bicycles in the late
1870s, followed by electric trolley systems in the 1880s. Eventually, the
motorcycles and automobiles of the 1900s fostered the growth of high-
waysexclusive
and "freeways," which transformed the landscape and liv-
ing patterns
of many people.
High-wheelers and tricyclists had discovered the fastest means of indi-
vidual mobility.
At first, they had to overcome jealousy, prejudice, and

BIKE CULT 241

BIKEABLE PLANET

poor road conditions. Cyclists battled with carriage drivers and toll gate
keepers for their right to roadways, which were often not in the public
domain.
The condition of rural and urban roads brought tales of adventure,
hardship, and anecdotal whimsy. A wonderful description of English
high-wheel cycling is told in Andrew Ritchie's King of the Road (1975):

The loneliness of those roads is past all belief to those who never
cycled over them and only know the whirl of traffic that congests the
highways today. Perfect quiet reigned out in the country, miles would
be covered without meeting a vehicle, and those that were met were
mostly farmer's wagons slowly drawn by heavy horses.... On these
early runs they were really exploring, they were adventuring into what
was to them the absolutely unknown. Every bend in the road was full
of pleasant speculation as to what was round the comer; the uncertain-
ty as
to the state of the roads and certainty of some riders having head-
ers madeeach run an adventure.
The surface was sometimes macadam, nearly always so in larger
towns, whilst in the southern counties, it was either sandy gravel or
chalk. In summer every road became very dusty if a wind blew, and if
the dry weather was at all prolonged the sand roads became terribly
loose and cut up.... In wet weather, the macadam, and to a lesser
degree, the chalk, became very slippery and accounted for many crop-
pers, whilst
the sand would be lifted up by the splash of the water into
pedal and other bearings; any chain-driven machine suffered intensely,
the block chains simply sucking in the grit until they became so gorged
with it they were literally incapable of bending and were little short of
bars of solid metal.'

In America, road conditions inspired a folktale that first applied to horse-

back travel,
and was retold after high-wheelers arrived in the late 1870s:

A cyclist riding in a rural district once came upon a large mudhole in

the road where another wayfarer was stuck in the mire right up to his
neck. When the cyclist asked the stranger if he could be of some assis-
tance,
wayfarer
the refused, saying that he was perfectly safe since he
was mounted on the seat of his high-wheel bicycle.

Another report came from Karl Kron in his book Ten Thousand Miles on
a Bicycle (\^S7). During a ride from Michigan to Virginia in 1883, he
claimed that 60 miles was the longest he could ride a high-wheeler with-
out dismountingdue to poor conditions. Rudyard Kipling described New
York's streets in the magazine Outing ( 1892) as "first cousins to a
Zanzibar foreshore," with "gullies, holes, ruts, cobblestones awry, kerb-
stones rising
from two to six inches above the level of the pavement; tram
lines from two to three inches above the street level; building materials
scattered half across the street; lime, boards, cut stone, and ash barrels

242 BIKE CULT

 TRANSPORT

generally and generously everywhere."- Thus, the condition of roads

could be summed up in rhyme:

Wholly unclassable
Almost impassable
Scarcely jackassable!'

Bicyclists had a major impact on the development of modem roads

because they required better roads than horse-drawn carriages. Beginning
in the 1880s, bicycle manufacturers, clubs, and periodicals in England,
Europe, and America organized and agitated for improved roads. Two
groups in England, the Cyclists' Touring Club and the National Cyclists'
Union, formed the Roads Improvement Union in 1886 and published the
influential booklet Roads. Their Construction and Maintenance.
Cycling machines revolutionized the idea of personal transport by
bringing the open road within reach of thousands of people. The use of
bicycles in England caused what may be the first migrations of people
Taking a header in a sinkhole.
from city centers to suburban towns. Bicycling News reported this phe-
nomena
early as
as 1878; "To working men it is an incalculable boon, for
it enables them to live further away from their work, and to substitute for
themselves and their families a cheap and healthy home at a moderate dis-
tance from
their town for the expensive insalubrity of the urban rookery.
The social importance of this benefit can hardly be overestimated.""
In the U.S., the bicyclists' desire for improved roads had great success
as it coincided with farmers' discontent with the railroad monopolies that
didn't provide suitable farm-to-market routes. The League of American
Wheelmen (LAW) was founded at a Memorial Day meeting of over 150
cyclists on May 31, 1880, in Newport, Rhode Island. Charles E. Pratt, a
patent lawyer, public official, and bicycle writer, was elected its first pres-
ident,C.and
Kirk Monroe, editor of Harper's Young People, was named
first commander. The League's charter stated it was founded "to promote
the general interests of bicycling; to ascertain, defend and protect the
rights of Wheelmen; and to encourage and facilitate touring.'"

Pioneers of American cycling on the

Wheel Around the Hub ride in
Boston, September 1879. Left to right:
Charles Pratt Albert Pope, LH.
Johnson, Josiah Dean, Geoffrey
Fairfield. Photo by Walter Kendall.

BIKE CULT 243

BIKEABLE PLANET

The first task was to repeal a series of regional bans against bicycling.
A successful test case occurred in 1880 against the Haddenfield Turnpike
in New Jersey. A major victory was the drafting and the passage of the
New York State Liberty Bill of 1887, which opened public roads and
parkways to bicyclists. This was followed by the formation of a
Committee on the Improvement of Public Highways in 1888, and the cir-
culation
a pamphlet
of called "The Gospel of Good Roads" which showed
the contrasting condition of roads in Europe with those in America, and
preached the "Good Roads Sermon," advocating the economic benefits of
road building. One version of the "Good Road Sermon" appeared in the
St. Augustine, Florida News (1896):

Do you know a Good Road Sermon when you hear it? If you do, here
is one in a nutshell. On the poorest of earth roads, not muddy, but
sandy, a horse can drag twice as much as he can carry on his back; on a
fair road, three and a half times as much; on a good macadamized road,
I BULLETIN nine times as much; on a smooth plank road, twenty-five times as

I GOOD
ROADS much; on a stone trackway, thirty-five times as much, and on metal
rails, fifty-four times as much. Those who use roads can therefore
^^^ make money by improving the roads rather than buying new horses
every year.
Yes, and further, if you have sandy roads, you may possibly get one
new settler per year; if you have fair roads, two; good smooth stone or
shell, fifty or more! One little city in this state has recently completed
miles of beautiful roads about the city, and the number of ten-thou-
sand-dollar
goinghomes
up in that town this year is amazing. Good
roads work all around, and for the benefit of all.'

The number of cyclists in America grew from 100 in 1878, to about

50,000 in 1889, to over five million in 1898, mainly because more women
were riding bicycles. The largest bicycle makers, such as Albert A. Pope
and A.H. Overman, helped support the good roads movement as it
became a national political issue in the 1890s. Manufacturers financed
most of the early bicycle periodicals through the national and regional
chapters of LAW, which published the monthly Good Roads Magazine.
That publication later combined with the LAW Bulletin, and was called
the LA W Bulletin and Good Roads, with the motto: "The Road is a cre-
ation
manof and a type of civilized society."
Good Roads was published for ten years, with a photography contest
of "stuck in the mud" pictures, and directions for making stencil kits with
official LAW road markers for cycling routes, the forerunners of modem
road signs. The editor. Sterling Elliot, once remarked: "It was the wheel-
men who
started the good roads movement, for the reason that the car-
LAW road signs.
riage makers
didn't know about it. The horses knew about it, but couldn't
talk."'
As the bicycling lobby grew. Pope and Overman used their political
and economic clout to help LAW petition Congress to form the

244 BIKE CULT

Department of Agriculture's Office of Road Inquiry in 1893, which even-
tually became
the Office of Public Roads. Meanwhile, LAW supported
the founding of the National League for Good Roads by General Roy
Stone, and a course at the Massachusetts Institute of Technology in road
building techniques for civil engineers. In 1894, Harper 's Weekly report-
ed that
90 percent of the nation's highway advocates and builders
belonged to LAW. It was the bicycle equivalent of the American
Automobile Association (AAA).
New Jersey was the first state to pass a law requiring the state and
counties to pay ninety percent of road building costs if two-thirds of the
landowners wanted a road. By 1892, voters agreed to spend $20 million
for road building, and the result was an increase in rural property values
and a hastening of postal deliveries. It helped reduce what Albert Pope
called the "billion dollar a year tribute to mud."
The good roads movement brought the development of modem road
maps. As bicycle touring became popular, members of regional LAW
chapters drew up and distributed maps illustrating favorable routes, road
conditions, and safety tips. These were published in touring guide books
and in bicycling supplements of local newspapers. Cyclists were also
responsible for correcting errors in direction and distance on signposts Cyclists' parade in Washington, D.C.
and milestones, by means of their cyclometers.

BIKE CULT 245

BIKEABLE PLANET

LAW MEMBERSHIP, 1880-1898 In 1898, LAW'S membership reached its all-time peak at 141,532.
Cycling became an overwhelming fad in big cities of America, Europe,
1880 44 and England for "princesses and commoners" alike. The American bicy-
1881 104 cle market
was fully saturated and controlled by powerful industrialists
1882 179 who were taking a new interest in motor vehicles. Automobiles had just
1883 390 begun to appear, and although it would be several years before their wide-
1884 558 spread
General
use. Roy Stone proposed a "Grand Highway" to run
1885 774 across the U.S. linking the two north-south routes, the Boston Post Road
1886 1,206 on the Atlantic coast, and El Camino Real (The King's Highway) on the
1887 1,528 Pacific.
1888 1.888 Thus, LAW'S good roads movement helped lay the foundation for the
1889 2,482 automobile age, with the development of interstate highways and the
1890 3,560 transformation of landscapes and lifestyles. But, unlike the automobile,
1891 4,827 which shaped the landscape to its needs and then kept drivers and passen-
1892 6.997 gers from
experiencing it, the bicycle encourages enjoyment of nature. As
1893 9,416 J.B. Jackson, founder of the journal Landscape, said;
1894 11,915
1895 24,724 [The bicycle] stood for independent locomotion, movement through a
1896 66,522 world which most urban Americans had hitherto seen only through the
1897 121,267 windows of a streetcar or train, or on foot. Free locomotion became an
1898 141,532 attribute of the individual. It offered, in short, an individual, unstruc-
tured experience
of the environment, combined with healthy exercise
and a very mild exhilaration from rapid motion.
The bicycle had, and still has, a humane, almost classical modera-
tionthe
in kind of pleasure it offers. It is the kind of machine that a
Hellenistic Greek might have invented and ridden. It does no violence
to our normal reactions: it does not pretend to free us from our normal
servitudes to the environment, steep slopes, rough or treacherous sur-
faces have
to be avoided; weather still matters a great deal.*

244 BIKE CULT

Cycle Ways
The basic needs of cyclists — safe routes for riding and secure places for
parking — are much easier to provide than are those for motor vehicles,
which require more land for roads and parking, more taxes for infrastruc-
ture, more
and costly resources for energy. Yet, there is often a catch-22
situation in developing cycling facilities. Planners often don't see the need
for better cycling facilities. And without these already in place, there is
less incentive for people to get into the cycling habit, especially when
motor vehicles rule the way.
There are three basic types of roadways for cycling: mixed-traffic
roads, bike lanes, and cycle paths. Transport plaimers have used various
systems of bikeway classification. Most commonly. Class I bike routes
are separate bike lanes or cycle paths. Class II routes are marked bike
lanes on mixed-traffic roads, and Class III routes have posted route signs
but no special lane other than the road shoulder. Other kinds of roadways
for cycling include greenways, traffic-calming zones, auto-free streets,
veloways, and railways. Appropriate facilities vary according to each
region's landscape and the transport needs of the community. Each path
has its own set of pros and cons, with strong feelings for and against it
within the cycling community.
Mixed-Traffic Roads
Mixed-traffic roads are all the highways, expressways, divided roads, city
streets, suburban boulevards, country lanes, and bridges that combine Designers' profile of cyclist
cyclists with motor vehicles, with no special lane for cyclists. These are
the most prevalent type of roads, constructed of gravel, cobblestone,
macadam, asphalt, concrete, dirt, and recycled broken glass. Narrow mar-
ginscyclists,
for rough pavement edges, potholes, sewage grates, railroad
tracks, and roadside debris make safe cycling difficult.
Opinions vary about mixed-traffic roads. They are more dangerous for
some cyclists, who feel squeezed between a lane of motor vehicle traffic
and the edge of the road, where soft shoulders, parked cars, and road
debris cause problems. Other cyclists believe mixed-traffic roads are the
only place for cycling vehicles, that separate cycle paths push cyclists off
the road, and that mixed-traffic roads can be calmed by bike traffic. Some
demand the right to ride two or more abreast, taking just as much space as
drivers and passengers in a car are allowed. Bern, the capital of
Switzerland, has pioneered the integration of bike traffic with motor
vehicles.
b <^^^
Most cyclists prefer not mixing with motor vehicles that are 10 to 50
times their size, 20 to 100 times their weight, move at two to seven times
their speed, and make noise and pollutants. In certain situations, cars and
trucks provide a few benefits for cyclists. Motor vehicles tend to clear a
path in the road, as their wind helps pull cyclists like a paceline, and
A.
sweeps aside broken glass, sharp rocks, and thorns, which collect on the
road shoulder and in bike lanes. By edging out into a clear lane of traffic.

BIKE CULT 247

BIKEABLE PLANET

and drafting with motor vehicles, cyclists are often able to maintain equal
pace with traffic at speeds of 15 to 30 mph.
Bike Lanes
Bike lanes are separate marked lanes along mixed-traffic roads that are
intended only for cycling. Most bike lanes use the same road bed as motor
vehicle traffic, and are separated by a painted line in the road, about three
to ten feet wide (one to three meters), along the side of the road going in
each direction of traffic. Other kinds of bike lanes use raised curbs, metal
fences, concrete barriers, divider strips of grass or plantings, and mixed
paving surfaces to help separate cyclists from motor vehicles and pedestrians.
Bike lanes are the most economical means of giving cyclists their own
share of the road. By providing a lane for human-powered vehicles, road
safety is improved with minimal structural changes. To encourage
cycling, some people feel that bike lanes should be mandatory for all
major streets, avenues, expressways, and country roads. Reconfiguring
roads for bike lanes may require a trade-off between lanes for driving and
parking, with older, narrow roads posing the greatest problem, since
buildings and property lines placed there often border directly the shoul-
derthe
of road. Poorly designed bike lanes often direct cyclists onto side-
walk space
dedicated to pedestrians, or force cyclists into motor vehicle
traffic when the lane is blocked. For these reasons, and because bike lanes
Below, overflowing bike lane in can become congested with slow-moving cyclists, more experienced
Denmark, 1985. Photo by Bo Hansen.
cyclists prefer bike lanes to be optional.

248 BIKE CULT

 Cycle Paths
Cycle paths are roads or trails designed primarily for cyclists and other
non-motorized traffic. They come in various forms, as side paths that fol-
low mixed-traffic roads and highways, or paths that take their own route
through towns, parks, along rivers and canal towpaths. They may be
paved roads or unpaved trails, with or without pedestrian use. Many cycle
paths have been converted from older secondary routes, abandoned rail-
road lines,
fire trails, and bridle paths. Cycle paths usually offer the most
pleasant surroundings for cycling, being separated from the risk, noise,
and foul air of motor vehicle traffic. Compared to roads designed for
motor vehicles, cycle paths require less space and maintenance. They
enhance nearby property values and the public's regard for the landscape,
as cycling brings people closer to their surrounding environment.
The problems with cycle paths include a lack of a well-defined separa-
tionpedestrians,
for skaters, and cyclists, the hazards of people moving at
different speeds, the accumulations of debris due to poor maintenance,
and the degradation of wilderness trails due to poor management. Cycle
paths are especially dangerous at crossings of mixed-traffic roads that
lack adequate rights of way, warning signs, and smooth gradings. On
long, narrow pedestrian-cycle paths on bridges, cyclists may be required
to dismount and walk. Some think this is unrealistic and counterproduc-
tive, since
a person walking a bike takes more space and time than a
mounted rider. In many places, caution signs, speed limits, and path mark-
ingsdisobeyed.
are
To survey and maintain cyclepaths in Berlin, inspectors ride with dic-
taphones
cameras.
and Cycleways in Berkshire, England, have automated
detectors to count cyclists. On trails in Marin County, California, park
rangers began using radar detectors in 1990 to catch mountain bikers
breaking the fifteen mph speed limit.
Cycle paths show promise in developing countries because of their
lower cost. In 1985, the government of Ghana began to realize that motor-
ized transportwas failing to meet the needs of moving people and goods,
and with assistance from the World Bank and Intermediate Technology
Transport they proposed to build low-cost rural roads for non-motorized
vehicles, on the scale of cycle paths, but sufficient for an occasional truck
or car. The road building costs were estimated at about $2,400 per kilo-
meter, compared
to $30,000 per kilometer for conventional roads, and
$50,000 to $ 100,000 per kilometer for American-style highways.'
Veloways are an advanced form of cycle path, like freeways for
cycling. They are non-stop expressways built specifically for bikes with
multiple lanes for fast and slow cycling and overpasses or underpasses for
crossing freeways and waterways. Many cycle paths approach the condi-
tions
veloways
of for short segments, but few have been developed for
distances over ten miles. The future of veloways looks promising, as tran-
sit planners and designers envision rail systems with human-powered
trains. Other unique kinds of cyclepaths include the indoor bike path fea-

BIKECULT 249
BIKEABLE PLANET

tured at the Sustainable Lifestyles design conference in Rotterdam in

1993, and the 50-mile London Ring Main tunnel used by Thames Water
workers in 1992. Cycling in the traffic-free 2.5-meter illuminated tunnel,
workers averaged speeds of 15 mph, faster than traffic on the road.
Greenways
Greenways combine bike lanes and cycle paths in wide-ranging routes for
urban, suburban, and rural areas. Combining the English greenbelt and the
American parkway, greenways connect people with places by interlacing
a region with scenic recreation and transport routes that pass through
parks, residential neighborhoods, and industrial parks, along waterfronts,
gardens, and schools. Greenways are a natural evolution for metropolitan
areas, allowing people easy access to open spaces in their daily travel.

R^JLS Greenways are often mixed-use paths, populated by walkers, runners,

skaters, children's strollers, equestrians, novice cyclists — good for scenic
touring. Seattle's twelve-mile Burke-Gilman Trail is the busiest multi-use
TBMS rail-trail in the U.S. Built in 1973, it has improved the quality of life along
the route, where property values rose by six percent, and many experi-
CONSERVANCY
enced cyclists
have "graduated from Burke-Gilman."
Greenway networks and international cycle paths are a growing trend.
In the U.S., a 500-mile continuous linkage of greenway from Boston to
Washington, D.C. and beyond was tested in 1992 by a coalition of cycling
and walking groups, and in Europe, a 2,000-mile linkage of cycle paths in
England, Holland, Germany, and Poland has been mapped.
Traffic-Calmed Streets
Traffic-calmed streets, called Verkehrsberuhigung in Germany, are
designed to reduce speed and congestion in residential and urban areas by
limiting the use of motor vehicles. They rearrange traffic in favor of non-
motorized vehicles and pedestrians by using speed bumps, landscaped
barriers, raised street crossings, and bollards, called amsterdammers in
Amsterdam. The Dutch \vooner)\ or "residential yard," which originated
in Delft, is a kind of street where precedence is given to children and
adults who use the whole street as a courtyard. Textured pavement dis-
tingishes sidewalk from road, and planted trees and sculpture gardens
serve as barriers, while parking lots are located in outlying areas. All traf-
fic speed
is limited to less than ten mph, making it unsuitable for fast
cycling.
Auto-free streets ftirther restrict motor vehicles, either entirely, or
according to specific traffic schedules. They are used in city centers to
improve pedestrian mobility and air quality, often evolving into busy mar-
ket malls
with limited cycling allowed. While some shopkeepers fear that
auto-free means a loss of business, the problem is often of rising rents as
auto-free becomes upscale. In residential neighborhoods, auto-free streets
are used to encourage cycling by providing essential routes for the exclu-
sive of
usebicyclists. Since the 1980s, the cities Amsterdam, Vienna,
Bordeaux, Florence, Singapore, Hong Kong, and Mexico City have
installed auto-free zones to promote cycling.

250 BIKE CULT

 New York and Los Angeles — 1890 to 1990
New York City and Los Angeles are North America's largest metropoli-
tan areas.
With contrasting climates and landscapes they illustrate the evo-
lution
cycle
of facilities from the Golden Age to the present.
Cyclists ruled the roads during the bicycle's heyday in the 1890s, but
in cities they had to share the public ways with horse-drawn wagons, elec-
tric trolleys,
an occasional horseless carriage, as well as pushcarts, wheel
barrows, animals, and pedestrians. The many disputes prompted the idea
of special cycle paths. In New York, the favorite cycling routes included
Riverside Drive, which followed the Hudson River on Manhattan's upper
west side, the Central Park loop roads, which officially permitted cycling
after 1880, and the smooth, scenic roads on Staten Island, reachable by
ferry boat. In Manhattan and Brooklyn, several fancy townhouses served
as cycling club headquarters with indoor parking and gymnasiums for
instruction and winter recreational cycling.
The first major bike path in America was Brooklyn's Coney Island
cycle path, going from Grand Army Plaza through Prospect Park, along
Ocean Parkway to the beachside boardwalk at Coney Island. Originally
landscaped by Frederick Law Olmstead and Calvert Vaux, the path was
IVi miles long, fourteen feet wide, and made of crushed limestone. It
opened on June 15, 1895, with aliuge parade consisting of some 10,000
cyclists including political and social luminaries, 300 cycling militiamen,
and three little girls pedaling "in white costumes with sashes that bore the
proud name of the Brooklyn Good Roads Association.'"" The route was so
popular that one month after opening, it was widened to seventeen feet
and milestones were added. In the following seasons the path was made
twice as wide and rebuilt with a firmer foundation. By 1920, the road was
given over to motor vehicles.
Grandiose plans for Manhattan included an elevated cycle path to be
built as an upper deck on the Ninth Avenue railway from Harlem
(uptown) to the Battery (downtown), as well as a system of elevated roads
and pedestrian walks that allowed cyclists fiill use of ground level streets.

First anniversary parade on the Ocean

Parkway Bicycle Path, 1896.

BIKE CULT 251

BIKEABLE PLANET

At the turn of century, the Los Angeles area had over 30,000 bicyclists
and several cycle paths, such as the beachfront route in Santa Monica.
Then a proposal came to build the Pasadena Cycleway, a $187,500 elevat-
ed toll-road
to go nine miles in a smooth grade from Pasadena to
Highland Park, down the picturesque Arroyo Seco, following the Los
Angeles Hills into the city of Los Angeles. Led by a company formed by
Horace Dobbins, future mayor of Pasadena, and Henry H. Markham, for-
mer governor
of California, construction began in March 1898.
A description of the cycleway appeared in Scientific American on July
14, 1900. The four-lane bike path was to have woven wire railings painted
dark green, with the elevated riding surface made of 1.25 million feet of
Oregon pine. Overhead incandescent lights placed at intervals of 200 feet
were planned, with the terminal stations of Moorish design, one placed
near the Green Hotel in the business district of Pasadena, and the other at
the Plaza in Los Angeles. There would be facilities for renting bicycles
and motorcycles, a repair shop, and a casino halfway along the route. The
toll for the cycleway was ten cents per day. Af^er two years and the com-
pletion
aboutof IVi miles, the Southern Pacific Railroad forced a court
injunction to halt construction. Apparently, the railroad feared the cycle-
way would
take away business from their Pasadena to L.A. line, which
charged 25 cents to transport a bicycle.
In the following years, the North American transportation landscape
was restructured to serve the needs of corporate shareholders instead of
the common good of society. In the 1930s, a diversified holding company
called National City Lines, controlled by General Motors, Standard Oil,
Firestone Tire, and others, became involved in a successful, but illegal
plan to buy, bankrupt, and dismantle America's independent intercity
electric railways." To stimulate the sale of more motors, oil, and tires,
thriving electric trolley and train lines were replaced by poorly-run diesel
bus services, causing many people to choose private cars, and pushing
overland freight from rail trains to tractor trucks and highways. In L.A., a
fertile valley was turned into highways, oil rigs, gas stations, and parking
lots; in New York, major transport systems were shaped by power brokers
and semi-private public authorities, such as Robert Moses' Triborough
Bridge and Tunnel Authority, with little regard for the good of the public.
By 1990, New York and Los Angeles had to face the problems of a
monolithic transport network dominated by motor vehicles. In Los
Angeles, highway congestion has badly affected social relations, econom-
ic prosperity,air quality, and the ability to ride a bicycle. Although New
York City has about 40 percent of the public transit service in the U.S.
with electric subways and diesel buses, the highway and bridge infi^astruc-
ture is crumbling as heavy trucks ply the streets because the city lacks rail
Wilshire Boulevard, Los Angeles, freight service. Of New York's 38 major bridges and tunnels, 30 allow
19 18- 1972, before and after the access for bikes, yet only a dozen are considered safe and pleasant enough
Impact of the automobile. for all but hardcore cyclists. Major crossings such as the Verrazano and
Throgs Neck bridges were built without pedestrian-bicycle paths, and the
Whitcstone Bridge and Outerbridgc Crossing had their non-motorized

252 BIKE CULT

paths removed for more motor vehicles.
With the current renaissance of cycling, city planners have shown
some interest in developing cycling facilities to help rehabilitate their
transport situation. In 1990, an estimated 75.000 people cycled every day
in New York City. Of a total 6,300 miles of streets and highways, only
111 miles are designated bike routes (a 56 to I ratio), including 45 miles
of separate cycle paths, 50 miles of marked bike lanes, and 16 miles of
routes with posted signs. In Manhattan, the ratio of lanes dedicated to
motor vehicles, pedestrians, and cyclists is 111:33:3 for north-south
routes, and about 1,000:300:0 for east-west routes.'-
In 1974, the old Coney Island cycle path was reconstructed by convert-
ing the
bridle path to a bike path that runs along Ocean Parkway. In 1987,
it became part of a larger network called the Brooklyn-Queens Greenway,
one of many "emerald necklaces" of accessible open spaces under devel-
opment
the metropolitan
in area. Intended to link the Atlantic Ocean with
the Long Island Sound, the 40-mile greenway passes through thirteen
parks (including the Kissena velodrome) in the two most populated bor-
oughs
Newof York City. Ocean Parkway is a six-lane boulevard with two
landscaped medians and two frontage roads, for a total of eight motor
vehicle lanes, four parking lanes, four pedestrian walks, and one bike lane
for two-way traffic. On the path, cyclists must negotiate troublesome
curb-cuts at each cross-street and heed motorheads who, in New York
style, think they have the right to turn in front of cyclists and block the
bike lane while waiting to cross the boulevard. Experienced cyclists
choose the frontage roads with problems of parked cars, driveways, and
gridlock.
Los Angeles is a sprawling megalopolis renowned for its freeway cul-
ture that
inspired the saying, "You are what you drive." The region is the
source of the best and worst cycling conditions, home to many recreation-
al cyclistswho often drive to their cycling sites. Although 40 percent of
all commuting trips are estimated to be under five miles, bike commuters
represent about one-third of one percent of the city's population. L.A.
cyclists use nearly a hundred miles of cement-lined flood control channels
as bike paths. These dry creek beds are, at best, comparable to veloways;
but they are full of debris and criminal activity. Officially prohibited but
informally allowed thanks to laissez-faire policy, the routes are a bureau-
cratic breakthrough
for kids on BMX bikes and commuters on mountain
bikes.
A major bike project is the West Los Angeles Veloway, a multi-lane South Bay Bike Path, Los Angeles,
bicycle freeway to serve the University of California community. First 1990. Photo by Peter Meitzler.
envisioned in 1976, the project has been in the planning stage for many
years, led by Ryan Snyder, a transport planner from Westwood. By 1986,
some $132,000 had been spent by L.A. County, Caltrans, and UCLA in
feasibility studies for the originally proposed $32 million, eight-mile ele-
vatedtopath
be used by about 6,000 cyclist per day.'' After additional
traffic studies and an environmental impact report, the veloway was
scaled down to a four-lane, two-mile elevated path costing $7 million to

BIKE CULT 253

BIKEABLE PLANET

$10 million. The veloway would rise seventeen feet to span Wilshire
Boulevard, Veteran Avenue, and Sepulveda Boulevard, with two addi-
tional segments
to cross the San Diego Freeway, and several on-off ramps
able to accommodate some 4,300 riders at any time. By contrast, it was
estimated that building another parking garage for automobiles near the
UCLA campus and the shopping area in Westwood would cost $30,000
per space, and serve less than one-tenth the people as the veloway.'''
Los Angeles has taken the lead in the U.S. for air-quality initiatives
that point toward the twenty-first century. The plan is to phase in low- and
zero-emission vehicles (ZEVs) at a ten percent rate of about 300,000 cars,
vans, and trucks by the year 2000. Another intiative by the South Coast
Air Quality Management District (SCAQMD) requires companies with
over 100 employees to offer incentives for bicycling, car pools, and transit
use. Of the first 800 companies to be approved, 270 provided bike racks,
166 set up shower and locker rooms, 152 organized employee cycling
clubs, and six supplied fi"ee loaner bikes.'-

Bike messenger, New York City,

1898. Photo by Alice Austen.

254 BIKE CULT

 TRANSPORT

Traffic

Traffic is the complex phenomena of people and things moving from

point A to point B. A science of chaos and control, traffic is a manifesta-
tionnature
of and civilization that affects people socially, economically,
and personally.
A condition of traffic that works to the benefit of cyclists is the fleeting
moment phenomena. When various vehicles or bodies are in continuous
motion, when traffic is happening as it should, the roadway is empty for
all but a small fraction of the time, with no two bodies taking the same
space at the same moment. This open space enables cyclists, who take lit-
tle roomand can maneuver quickly, to "shoot the gap" by moving through
other forms of traffic.
Unfortunately, traffic does not always happen as it should, with con-
gestion
accidents
and as an inevitable consequence. For many years it
seemed logical that more roads for motor vehicles would ease congestion,
so traffic planners, government officials, and the highway lobby went on a
road building spree. The result was more congestion. This is an example
of Braess' paradox, also known as the "traffic paradox," a statistical theo-
rem that
came to light in 1968 with the work of Dr. Dietrich Braess of the
Institute for Numerical and Applied Mathematics in Miinster, Germany.
Dr. Braess found that when one street was added to a network of
streets, all the vehicles took longer to get through. The reason traffic
slows is that when drivers are in crowded conditions and a new street is
pa?VTv^atS!dlt:.j»."ritX
opened, the opportunity inspires more drivers to crowd their way toward
the open road, thus adding congestion. This is consistent with the princi-
plesgame
of theory: if everyone participating in a game plays selfishly,
everyone loses.
In studying the traffic paradox, mathematicians have also found that it
works the opposite way, that closing streets to traffic actually reduces
congestion. When drivers realize an area has limited access, they tend to
find a more suitable means of access, or avoid passing through it altogeth-
er. For
these reasons, traffic calming and auto-fi"ee zones can reduce con-
gestion,
well as air pollution, noise, and the costs related to motor vehi-
cle accidents.

BIKE CULT 255

BIKEABLE PLANET

Cycling Solution
Bicycling is ideally suited for solving many environmental, economic,
and psychological problems caused by motor vehicle traffic. Bicycles pro-
vide
better
a transport environment in terms of land use and air quality,
they save time and money, and offer personal health and well-being.
The amount of land given to motor vehicles is astounding, almost half
in typical American cities, 45 percent in New York, and 60 percent in Los
Angeles, compared to 20 percent in London. Bicycles use land more effi-
ciently
automobiles
than by moving more people in less space. Yet other
forms of transport move even more people than bicycles, as shown in the
following table:

ROAD CAPACITY BY MODE OF TRANSPORT

PEOPLE PER HOUR PER ONE METER WIDTH LANE"

MODE (AVERAGE MPH) PEOPLE

Auto in mixed traffic ( 15) 120-220

Auto on freeway (45) 750
Bicycle (10) 1,500
Pedestrian (5) 3,600
Suburban Rail (30) 4.000
Bus in separate lane (25) 5,200
Urban Rail (25) 9.000

The perception that bikes are slow is often disproved in traffic. On open
roads, bikes usually lag behind motor vehicles, but in city traffic, where
motorists often average less than 10 mph, bikes can be the faster mode.
Commuter races held in various cities around the world have proved this.
By competing for the best time ft-om Point A to Point B, bicyclists usually
beat mass transit riders and motorists.
At the 1St Invitational Commuter Race held in San Fransico in 197 1,
three people raced six miles across town during the morning rush hour.
The cyclist's time was 19:09, the streetcar rider placed second in 31:20,
and the motorist finshed last at 3 1:58.'" In a televised New York City race
in 199 1, from downtown Brooklyn to midtown Maithattan, a woman on a
three-speed bike beat both the subway rider, and a motorist, who not only
arrived much later (with plenty of excuses) but also had to spend addition-
al timeand money on a parking space. In a six-mile race in Brazil, the
cyclist came first in 32 minutes, followed by a car (40 min.) and a bus (50
min.). In a I'/i-mile taxi race in Amsterdam in 1994, a rickshaw beat a car
by one minute and charged half the fare. When people time themselves on
their own commuting routes, taking all the alternative modes (car, taxi,
bus, train, running, skating, cycling, etc.), the results are one of the most
encouraging aspects of bicycling.
Cycling is much less stressf\jl for the body than driving in traffic.
According to a University of California study, motorists in traffic have
higher blood pressure, and they become easily frustrated, often displaying
negative moods and more aggressive behavior. On the other hand, cyclists

2S4 BIKE CULT

arrive at their destinations more alert, with less hypertension and a health-
ier cardio-vascular system.'*
A surprising attribute of cycling is that a cyclist's bloodstream can
accumulate less carbon monoxide than a motorist's. Studies reported sep-
arately
the by
U.S. Department of Transportation (1977) and the British
MedicalJournal (\979), measured levels of toxins for travelers on high-
density roads. The DoT's study showed concentrations of pollution are
higher in traffic than on the nearby roadside. Furthermore, despite receiv-
ing equal
amounts pollution, levels of carbon monoxide in the cyclists'
blood rose 1.7 percent, while it rose 2.1 percent for motorists. The reason
is that a cyclist is actively inhaling, exhaling, and eliminating toxins. The
DoT study involved ten men making commuter trips of 30 to 60 minutes
over a 29-day period with eleven "pollution alert" days, when carbon
monoxide levels reach over 60 parts per million (over 300 ppm can cause
loss of consciousness)."

Accidents

Bicycle accidents have a variety of causes, all of which can result in seri-
ous injury.
While many accidents are indeed random events, most acci-
dentscaused
are by cyclists themselves, and most fatalities result from
collisions with motor vehicles. Along with failures in manufactured bike
parts, many accidents are a fault of "the system" in communities lacking
serious cycling awareness or safe places on the road for cyclists. U.S. sta-
tistics that
showabout 50 percent of all accidents are caused by cyclists
falling by themselves. About seventeen percent are caused by collisions
with motor vehicles, sixteen percent are caused by collisions with other
cyclists, eight percent by collisions with dogs, and nine percent by every-
thing Among
else. cycling facilities, separate bike paths are considered
the most dangerous, followed by high-density mixed-traffic roads, and
low-density roads.-" The question remains whether this is because more
cyclists use bike paths, or bike paths are poorly designed, or bike paths
are simply not necessary.
Cyclists have many ways of describing their accidents. These include
"the ground hitting the cyclist," from road hazards like loose gravel, wet
leaves, slippery rail fracks, patches of ice, buckled pavement, and deep
potholes. "Things which get in the way" include shrubs, trees, posts, rail-
ings, animals,
pedesfrians, other cyclists, parked cars, and their suddenly
opened doors. "Things which hit cyclists" include many of the above,
especially people driving motor vehicles recklessly. "Accidents waiting to
happen" are inherent dangers found in various traffic situations, faulty
bikes, and inept cyclists. Group rides can be especially dangerous, if
cyclists are inexperienced and lack understanding, communication, or
trust in one another. Experienced cyclists have a saying: "Let's not meet
by accident."

BIKE CULT 257

BIKEABLE PLANET

ACCIDENT RATE PER MILE BY TYPE OF CYCLIST

CYCLIST MILES PER ACCIDENT

Serious Mountain Biker 1,000
Child (1-16) 1.500
Young Adult (16-25) 2,000
Club Cyclist 10,000

Many experienced cyclists are able to travel thousands of miles for sever-
al yearswithout a serious fall. They learn to avoid all possible hazards by
knowing the capabilities of their vehicle and developing the habit of con-
stant attention.
Some cyclists claim to have acquired a sixth sense, or an
ability to foresee and prepare for inevitable dangers, such as slippery sur-
faces
dangerous
or motorists. Other cyclists claim to be fearless of falling
because they know the proper way of crashing.
Bicycle crashing is a popular subject for cyclists who debate about the
use of helmets, pedal cleats, suspensions, and the correct ways of falling.
Toe-clips and straps may seem dangerous to inexperienced bike riders,
but most serious riders say they add to safety by keeping the feet from
accidentally slipping from the pedals. According to theories of crashing,
pedals with toe-clips and tight straps work like a seat belt by keeping the
"The Door Is Always Open"
byttwSantnncaco
rider with the bike, while clipless pedals work like ski bindings by releas-
0«(tanm<nt
of PublKAn ing the
rider from the bike. Cycling physiologist Edmund Burke noted
CRITICAL HASS, 1992
these differences in Bicycling (May 1991):

Most riders seem to prefer the seat belt approach. The thinking is that
your attachment to the bike will keep you from sliding or rolling as far,
which will minimize abrasions. Other riders say you're better off tum-
bling away
from the bike, where it's less likely you'll break bones and
torque knees by becoming entangled with machinery.... The problem is
that crashes happen so fast you can't control how you fall. Many
cyclists will give you complex advice on how to do it right and protect
yourself This is baloney. When the moment comes, you're on the way
down before you know what's happening.

Still, cycling experts speak of the art of crashing. Chris Carmichael, 1992
U.S. Olympic Team Coach, describes a "crash training" program, where
cyclists begin practicing rolls and somersaults on mats and grass, and pro-
ceed
falling
to off slow-moving bikes on harder ground:

Falling comes easy to all of us, but falling properly is an art. If you
train yourself to avoid the natural impulse to stick your hand out, you
have a chance to tuck your shoulder in and roll. The force of landing is
spread rather than concentrated on one spot.

2S8 BIKE CULT

Bicycle spokesman Richard Ballantine sums it up:

...when I suddenly find myself flying through the air upside- down I
am automatically loose, looking to tuck and roll when I hit. If you do
not know how to fall, try to have someone with training — fighting
experts, skydivers, skiers — give you pointers. I find that fast woods
riding with an old trasho bike is useful.-'

Injuries and Fatalities

People in the U.S. have the mistaken perception that bike riding is more
dangerous than car driving. Statistics show that less than two percent of
all traffic deaths involve bicyclists, even though they comprise about five
percent of traffic. Each year in the U.S., about 0.5 percent of all cyclists
(550,000) are injured and treated in hospital emergency rooms. Two-
thirds of those treated are under fourteen years of age. Less than four per-
cent require
further hospitalization. In 1991, 86 percent of all cyclist fatal-
ities were
male, although they are only 45 percent of all cyclists. Of all
cyclists' fatalities, 96 percent involved collisions with motor vehicles."
Since 1977, about 880 cyclists per year have been fatally injured —
1980 was the highest (965), 1983 the lowest (830). Among all cyclist
deaths, the percent of adults (21 and older) has recently increased. In
1977, about one in five cyclist deaths involved adults. This increased to
over one in three in 1989, and by 1991 to over one in two. By compari-
son, about
7,000 pedestrians and 48,000 motorists are fatally injured in
traffic accidents each year in the U.S., more than half of all accidental
deaths by any means. Comparing the death rates is difficult because acci-
dent reports
compiled by police or traffic officials often have discrepan-
cies, the
anddefinition of a road death varies fi-om "at the scene of the
accident" up to "within 30 days of the accident." In calculating which
vehicles are safest by comparing traveling modes, deaths per population is
incomplete information without considering deaths per vehicle, deaths per
trip, and deaths per mile or kilometer.

BIKE CULT 259

BIKEABLE PLANET

Rules of the Road

If you can pick yourself up off the ground, you can pick up the art of
cycling. For the untutored cyclist, obstacles and hazards are found in the
road, on the bike, and from other kinds of travelers. Effective cycling is
knowing how to handle these obstacles. Because cyclists are such a
diverse assortment of people, not all see things the same way, and the
methods of handling obstacles change from one cyclist to another.
John Forester's books. Effective Cycling (1993) and Bicycle
Transportation (1984), provide instructions for safe cycling technique,
with guidelines for organizing safety education programs in communities
intended for individuals, bicycle education coordinators and transport
plaimers. The Effective Cycling program is sponsored by the League of
American Bicyclists (formerly LAW) and has many regional disciples.
Forester is a pioneer in the U.S., having taught a University of California
course, held in Palo Alto, for traffic planners and regional bicycle coordi-
nators, "Traffic
called Engineering for Bicycles."
Forester is a fourth-generation cyclist, the son of the English novelist
C.S. Forester {African Queen) and a former president of LAW. Once
described as "America's most militant bicyclist," he is a former resident
John Forester, past president of the of Palo Alto, the bicycle-friendly city which is my hometown.'' As my
LAW and author of EffectiveCycling.
cycling wings were developing, I remember seeing him riding in traffic
on Middlefield Road, where bike lane signs told cyclists they must ride on
the sidewalk, and he made them change it to may. He carried the burdens
for me and my friends, young speedsters with unruly ways, as we often
thought: "There's John Forester — let's make a good showing and slow
down a bit for the stop light."
Forester introduced two controversial concepts about cycling, one that
needs to be taught, the Vehicular Cycling Principle, and another that
needs to be overcome, the Cyclist Inferiority Superstition. The Vehicular
Cycling Principle is based on road sharing, with cyclists taking a lane of
traffic and knowing how to handle themselves there. Promoting education
of adult cyclists as well as children, it favors bicycle parking facilities
rather than special bike lanes that marginalize cyclists, which brings on
the Cyclist Inferiority Superstition.
According to Forester, this inferiority superstition is a widely-held
opinion that cyclists are dangerous to themselves and to motorists. It is
what forms American bicycle transport policy, and it is cured only by suc-
cessful experience
cycling in traffic.''' In a "bicycling efficiency" test he
devised which was based on legal and effective cycling techniques and
scored on a scale of one to 100, Forester found that many serious and
experienced riders scored 98-100, while the average Palo Alto cyclist
scored 54, and Berkeley cyclists scored 83. His strident views frighten
careful cyclists, who want separate bike lanes and cycle paths, and restrict
daring and freewheeling cyclists who like to set their own rules. His influ-
ence
clear
is as many cycling Rules of the Road urge riders to merge with
lanes of mixed-traffic.

260 BIKE CULT

 Traffic Law
Throughout the world, vehicles drive on both sides of road. In most of
Asia, continental Europe, and the Americas, people usually drive on the
right; in Japan, Australia and Britain, they drive on the left.
Of all the traffic laws for cycling, two rules stand out as the most
important and controversial. According to the Uniform Vehicle Code
(1992); "Every person propelling a vehicle by human power or riding a
bicycle shall have all of the rights and all of the duties applicable to the
driver of any other vehicle, except as to those provisions which by their
very nature can have no application." This law gives cyclists the rights
and responsibilities to join most kinds of traffic just as any other vehicle.
For some cyclists, it inspires freedom from tolls, stop signs, roadblocks,
and unnecessary laws. Sadly, it provides no incentive for transport plan-
ners
provide
to facilities, such as building freeway bridges for motor vehi-
cles, pedestrians,
and cycles.
Another article of common law states; "Whenever a usable path for
bicycles has been provided adjacent to a roadway, bicycle riders shall use
only such path, and shall not use the roadway." Here the controversy lies
in the key word "usable," because many cyclists prefer to choose for
«'039iJ7
themselves whether a bike path is usable. The law often restricts cyclists
from maneuvering outside paths that are dangerous, poorly maintained, or
blocked by traffic, and allows traffic enforcers to ticket cyclists for doing so.
Licenses are usually required for cyclists in two ways; for the vehicle
and for the person. Most regional authorities throughout the world require
ELITE
bike licenses. In the U.S., these are often issued by police or fire depart-
ments
a cost
at of about $2 to $6 for the life of the bike. When cyclists
demand their right to the road, this often becomes an arguing point for
motorists who are quick to ask; "Have you got a license?" While most
^ 075
motorists must take lessons and pass official tests to drive, this rarely
applies for cyclists. One of the benefits of the Effective Cycling program
is a certificate of graduation from a nationally recognized cycling course,
usefiil in court. Since the late nineteenth century, authorities in Europe
and Asia have required cyclists to be licensed, pay road taxes, or carry a
permit for operating a bicycle. In China, permits are required for cycling,
and children under twelve are often restricted from riding on the road. In
most countries, licenses are required for racing cyclists, as well as for
commercial cyclists making deliveries or carrying passengers.

Bicycle licenses, top to bottom:

I SHARE BICYCLES Dutch bike, 1931-32; Indonesian
pedicab; New York bike messenger;
THE ROAD BELONG New York car.

BIKE CULT 261

BIKEABLE PLANET

Child Safety
Children are often unable to understand traffic, and they suffer the most
Ten little bike riders, bicycle accidents of all age groups. Half of all cyclist deaths are children
In a single line, under sixteen, and the highest death rate is among 10-16 year-olds. Most
One swerved out to pass, people learn how to ride a bike as children, and by steady progress they
Now there are nine. learn how to maintain a bike and maneuver in traffic. Many public and
private agencies offer guidelines for bicycle safety programs, school edu-
Nine little bike riders.
cation,
registration
and for children. Motor vehicles have a major role in
Not inclined to wait.
bicycle education, as suggested by a slogan on a safety brochure by the
One ignored a stop sign.
Now there are eight. Vermont State Police: "Today you are riding a bicycle, but soon you will
be driving a car." Time magazine (1986) repeated the same message when
Eight little bike riders, writing about Greg LeMond: "In the U.S., cycling is what kids do after
Out until eleven. Santa Claus brings them a bike and before they get their driver's license."
One went without a light. Sprocketman was a super-hero of bicycle safety designed to teach kids
Now she's in heaven. the subtleties of cycling. Developed in 1978 by John E. Williams, editor
of Bicycle Forum, with the Urban Bikeway Design Collaborative,
Seven little bike riders,
Sprocketman was fashioned after Spiderman, and appeared in comic
Cutting up for kicks.
books, at bicycle rodeos, and on television. He showed kids how to look
One got too "fancy,"
Now there are six. drivers in the eye, how to watch their shadow in the headlights of passing
cars for safer night riding, and how to discern the "Twelve Hazards" fac-
Six little bike riders. ing cyclists.
In the 1990s, the Teenage Mutant Ninja Turtles served as role
Eager and alive. models for child safety.
One didn't signal, Teaching children bicycle safety through scare tactics has been popular
Now there are five. in the United States. One discouraging set of safety tips, supplied to the
New York State Governor's Traffic Safety Committee by the Outdoor
Five little bike riders.
Empire Publishing Company, illustrates the curious fate of "Ten Little
Hurrying to the store.
One dashed out the drivev/ay, Bike Riders:""
Now there are four. Rules of the Road
Cycling's Rules of the Road depend upon various factors — whether one is
Four little bike riders, learning or experienced, and whether one has a passive or assertive char-
Carefree as could be. acter
a bike.
on Just as traffic inspires both control and chaos, both pas-
One didn't check his brakes.
sive and
assertive cycling styles may be considered the right and wrong
Now there are three.
ways to ride.
Three little bike riders. Passive Rules
Distracted by the view. Ride with traffic, not against it.
One hit a parked truck, Obey all stop signs, stoplights, and traffic laws.
Now there are two. Signal all turns and use proper turning lanes.
Ride in a straight predictable line. Don't zigzag in and out of parked cars.
Two little bike riders,
At busy intersections give everyone the right of way and walk the bicycle
Having lots of fun.
across the street.
One rode against traffic.
Don't pass other vehicles in stopped traffic. Be patient and wait your turn.
Now there is one.
Ride defensively. Be courteous and allow cars to pass or turn in front of

One little bike rider. you whenever possible.

Who's still alive today, Don't cycle two abreast when cars are present.
By following the safety rules. Never hold on to another vehicle to hitch a ride.
He hopes to stay that way. Carry only the number of passengers that the bike has seats for.

262 BIKE CULT

Keep both hands on the handlebars at all times.
When riding over wet metal surfaces, such as slippery railroad tracks or
manhole covers, ride in a straight and smooth path, don't turn or pedal
hard.
Never ride a bicycle that's in poor condition.
Carry a repair kit.
Don't make repairs while standing in the road.
Never ride with anything in your mouth.
Always wear a helmet.
Use a horn or bell, not a whistle.
When riding in darkness always use lights front and rear, and wear reflec-
tive clothing.
If you have a dispute with an irate motorist, calmly explain that you are
obeying all the rules of the road which includes the right to share the
road.
Assertive Rules
(Use at your own risk)
Always remember that humanpower is more sacred than motorpower.
Look, listen, and premeditate. Use your sixth sense. Know where you and
other vehicle drivers are going.
Ride in traffic when your speed matches that of motorists.
Ride two abreast if you can maintain a pace at the minimum speed limit.
Pairs or small groups of cyclists should maneuver as a unit, separating
only for obstacles.
Don't yield to honking motorists trying to exceed the speed limit.
Don't allow cars to pass and then turn in front of you. Watch their tires
for quick turns. Speed up and force them to stop, or bang on their fend-
er androof to make them think they've hit you.
Obey stop signs and other traffic rules only when necessary for public
THE TWELVE HAZARDS:
safety, to prevent ticketing, or according to the customs of the road.
Use hand or body signals when changing lanes, turning, or swerving for
1. Drivers making quick turns.
obstacles. 2. Potholes.
For left turns, move into traffic lanes and signal when cars are present.
3. Loose ground.
When traffic slows or stops, proceed through, passing on either side. 4. Opening vehicle doors.
Watch carefully for opening doors and quick turns. 5. Careless pedestrians.
Give plenty of clearance for opening doors of parked cars. Make eye con- 6. Fiesty animals.
tact with
people in traffic. 7. Railroad tracks.
Look into windows or rear view mirrors to know the actions of drivers or 8. Big and fast vehicles.
9. Parallel sev/er grates.
passengers.
When riding against the flow of traffic, try to yield to those with the right 10. Careless cyclists.
11. Vehicles moving backward.
of way. 12. No bell or helmet
Pass cars on winding descents on the left side.
Practice your bike handling skills by riding on all types of surfaces, such
as dirt, sand, gravel, wet leaves, etc.
Carry two forms of identification, your real ID for emergencies, false ID
for police.

BIKE CULT 263

 BIKEABLE PLANET

Find the twelve hazards.

264 BIKE CULT

 TRANSPORT

Bicycle Parking
Beside safe places to ride, the most important facilities for encouraging
cycling are secure places to park where people live, work, play, shop, and
use other kinds of transport. Bicycle parking comes in a variety of forms,
both indoor and outdoor. There are automated bike parking towers in
Japan, bike lockers in California offices, bike garages in European train
stations, sign posts on the sidewalks of New York City, and trees found
along cycle paths. BICYCLE
PARKING
Adequate bicycle parking depends on the needs of the community.
Where bicycling is encouraged, the first problem is how to accomodate
hundreds or thousands of bicycles needing to be parked, secured, and eas-
ily accessed.
Some cyclists have concerns about weather, others worry
about vandalism and theft. There are places where bike locks are not
needed, and places where the thieves are at your back and a complex
strategy is required for safe outdoor parking.
The obstacles to adequate indoor bicycle parking are often legal and
psychological, with fire codes and building managers defining bicycle
access and parking as safety hazards or socially unacceptable. In North
America, bicycle advocates have initiated the most developments in bicy-
cle parking
facilities. Two useful reports for understanding the variables
in bicycle parking and choosing the right system are Bicycle Parking
(Santa Clara Valley Bicycle Association, 1983) by Ellen Fletcher, and A
Comparative Study of Bicycle Parking Racks (City of Ann Arbor, 1980)
by Tom Pendelton. Bicycle Parking describes the cyclist's lot in a quote
by Darryl Skrabak:

Perhaps the greatest impediment to urban bicycle use is a dearth of

secure bicycle parking and storage. A bicycle might provide ideal city
transport, but it is no good if, at one's destination, the bike isn't wel-
come inside,
but can't be left outside due to risk of theft. This unhappy
situation is met nearly everyplace: the post office, libraries, shops,
stores, shopping centers, museums, etc. These places might as well
hang out "bicyclists unwelcome" signs.

A bicycle takes about fourteen square feet (1.3 sq. meters) to be parked in
a rack on the ground, and 1,000 bicycles take up almost half an acre or
20,000 square feet, with extra space necessary for retrieving them. About
twelve bicycles (or 3.33 tricycles) can fit in the same space as a parked
car. In urban areas where cars are often given space on public roads or
parking lots, a car parking space costs ft-om $5,000 to $20,000, compared
to $500 for a fully enclosed bicycle locker. Also, the high cost of car
parking tends to be hidden in the U.S. economy, because many city and
county building laws require large developments to provide free car park-
ing, with
the construction and maintenance costs being tax deductible for
developers.

BIKE CULT 265

BIKEABLE PLANET

Unlike car parking, bike parking spaces can be flexible. In urban areas,
bikes are often parked ad hoc against fence rails, street poles, "no park-
ing" signs,
parking meters, fire hydrants, garbage cans, mail boxes, gates,
scaffolding, and young trees. Bicycle racks are often designed to double
as public sculpture, but as Fletcher says, "Bicycle parking is more likely
to be used if it looks like bicycle parking."
Outdoor bike racks provide the least security by attaching the bike to a
stationary object. Such racks are useful for quick bicycle parking close to
the rider's destination, as on sidewalks near shops, in apartment building
lobbies, and in guarded parking garages. They take shape as ribbon racks,
"dish racks" (or wheel-mounted racks), hitch posts with "O" rings, and
metal railings attached to buildings. The Ribbon Rack, designed by
Steven Levine and made by Brandir International, won a design award
from the Industrial Designers Society of America, and illustrates the "less
is more" design problem. The beautiftilly shaped rack has curving, modu-
John Dowlin, of the Bic/cle Parking lar metal
pipes that provide space for five bicycles when attached at only
Foundation, installing a rack in one wheel. But when attached at both wheels, with the bikes lengthwise,
Philadelphia. Photo by Elizabeth Perry. they hold only two bikes.

266 BIKE CULT

 Developments in Philadelphia show how cyclists can help solve their
own parking problems. After attempts in the early 1970s by Ralph Hirsch
and the Greater Philadelphia Bicycle Coalition to pass city legislation
requiring buildings to provide bicycle access, and developers to include a
reasonable amount of bicycle parking space based on occupancy, the
Coalition was given thirty Ralley Racks to install throughout
Philadelphia. The Coalition was surprised when racks were refused at the
Penn Central railroad's 30th Street station, with the excuse, "If we put out
bike racks, people will use them, and then when their bikes get stolen,
we'll catch the flak."-' In 1980, the Coalition received a foundation grant
to purchase and install more bicycle racks. John Dowlin, of the Bicycle
Network and editor of Network News, became the Coalition's bicycle
parking coordinator. While considering parking sculpture in terms of
"bicyclic still life," "urban realism," and "please park" configurations,
they found a simple hitching post designed by David Rulon, a University
of Pennsylvania architectiire grad-student. The Bicycle Hitch-2 holds two
bikes with both wheels and costs less than $100 with an optional chain.
According to A Comparative Study of Bicycle Parking Racks, the Hitch-2
fits the most number of bicycles and locks, and was rated the least com-
plicated
mostand
preferred by the bicyclists surveyed.
Indoor parking racks, outdoor bicycle lockers, and check-in guarded
security systems provide the most security. They protect the bike from
theft, vandalism, and weather, and are useful for long-term parking, such
as at home, at work, or in shops, theaters, museums, public centers, rail
stations, and airports. Indoor parking racks include rows of upright "dish"
wheel racks, metal hooks for hanging bikes by one wheel from the ceil-
ing, and
vertical wall racks for mounting several bikes, with the ability to
lock both wheels and the frame.
Bicycle lockers are fully-enclosed locked parking modules that are
only accessible to the person with the key. These mini-garages are about 2
X 1.5 X 1 meters in size with the bike positioned vertically, or horizontal-
ly, and
can be placed outside near other parking sites. Some of the first
bicycle lockers were developed by the Bike Commuters of the
Environmental Protection Agency (BEPA), a cycling club formed in
August 1975. Using federal funds, they were able to install 60 enclosed
bicycle parking lockers and shower facilities at the EPA headquarters.
The problem with bike lockers is their versatility as storage space. In
downtown Oakland, dozens of bike lockers at the Bay Area Rapid Transit
station served as shelter and storage for the possesions of homeless peo-
ple.
Bicycle check-in systems allow the cyclist to leave their bike with an
attendant who guards the bicycle in a secure place. They are usually found
at rail stations and college campuses, sometimes using remote video sys-
tems,
keyoraccessed gates, with a small fee charged by hourly, daily,
monthly, or membership rates. In Long Beach, California, a full-service
bike parking facility was built adjacent to public transit. With two
employees, it has 130 enclosed, guarded parking spaces, and rental and

BIKE CULT 267

BIKEABLE PLANET

repair facilities.
Bicycle parking towers in Japan are the latest design in check-in sys-
tems. They
are used to prevent what was called "bicycle pollution," when
parking places at commuter rail stations became crowded with bikes.
Since the 1970s, Japan has based its commuter transport system on rail-
roadslink
thatsuburban household neighborhoods to urban business cen-
ters, with
many people using bicycles to get from home to the train sta-
tion.the
Asnumber of bicycles crowding around rail stations grew, in
1980, when Tokyo ranked second to Moscow worldwide in rail passenger
trips per person, the government passed legislation and provided funds to
build ample bicycle parking. Due to limited free space and city land that
costs several thousand dollars per square foot, the Japanese found that by
stacking their bicycles twenty abreast and 22 stories high, they could fit
440 bikes on a 750 square foot plot of land. About a dozen private compa-
nies built
thousands of multi-level parking garages with automated check-
in and storage facilities. By 1990, some 8,700 facilities were providing
parking space for about 2.2 million bikes, with the capacity for 2.7 million
bikes.
Mini skyscrapers containing only machinery, these parking towers
have locking "dish" or platform racks for securing and moving bicycles
within the building by automatic conveyor-elevator machinery. The
cyclist rolls his or her bike into an empty rack and secures the handlebars
to the conveyor arm. Using a key, or membership card that allows a com-
puter
record
to the identity and time, the cyclist can watch the machine
take the bike into the building, and retrieve it in less than a minute when
there is no waiting line.

% ^m^^nS^^-

268 BIKE CULT

Intermodal Access

Whether people travel for work or play, when provisions are made for
bicyclists to have access to trains, buses, trolleys, cars, planes, ferry boats,
and ships, it enhances the usefulness of each traveling mode. The linkage
of bicycles and pedicabs with public transit can widen the range of travel-
ers and
transport services, provide door-to-door convenience, and fill the
gaps between the various places people go.
Michael Replogle, World Bank consultant and founder of the Institute
for Transportation and Development Policy (ITDP), is a good resource on
intermodal bicycle transport, having written many significant books and
reports on the subject, including Bicycles and Public Transport ( 1984)
and Linking Bicycle/Pedestrian Facilities with Transit ( 1992). In the latter
he states: "As a strategy for holding down transit costs while boosting rid-
ership, saving energy, reducing air pollution and traffic congestion, slow-
ing globalwarming, and preparing for future oil-supply interruptions and
cost escalation, the improvement of pedestrian and bicycle linkages to
transit is among the most cost-effective approaches."
Trains
Bicycles interact with trains in a variety of ways, including bicycle feeder
routes to train stations, access aboard trains, park-and-ride bicycle parking
sites, and bicycle rental facilities. Throughout the world, most railway
operators allow bike access aboard trains, either as luggage in special
cargo cars or within the passenger cars. Most railways require bicycle per-
mitsa or
special handling fee of SI to S5. Some offer racks or straps for
securing bikes, while others allow only folding or packaged bikes.
The potential for trains has been neglected in North America in favor
of autos, buses, trucks, and above all planes, the busiest form of public
transit. Most railways allow bikes, including the Bay Area Rapid Transit
(BART), the Southern California Rail Authority, Canadian Public
Railroad (STCUM), the Metropolitan Boston Transit Authority (MTBA,
known as the "T"), the Metropolitan Atlanta Rapid Transit (MART A),
and the Washington, D.C., Metro inter-urban train. Beginning in 1962, the
first modem inter-urban train to allow bicycle access was the PATH sys-
tem, connectingNew York and New Jersey via tunnels beneath the
Hudson River. On PATH'S larger companion, the New York City subway
system (MTA), bikes are allowed aboard trains at off-peak hours. In 1992,
CalTrain, which runs 77 miles along the San Francisco Peninsula, intro-
duced
"California
a Car," designed to carry four bikes per car, twelve
bikes per train (at off-peak hours), and two years later some 6,000 cyclists
had CalTrain passes.
Park-and-ride systems, where cyclists park their bikes and ride a train,
are in use throughout the world. Europeans use bicycles for ten to 55 per-
centalloftrips to train stations, and Japanese usage has grown to 21 per-
cent, while
Americans use bikes for five to ten percent of commuter rail
travel. Switzerland (40 percent) uses a combination of trolleys and trains

BIKE CULT 269

BIKEABLE PLANET

New York City subway. Photo by and bike park-and-lock systems adjoining station platforms. The
Michael Spano, MTA.
Netherlands has seen the growth of suburbs with less dependence on cars.
On any given day, 35 to 50 percent of all access to rail stations is by bicy-
cle, making
it the dominant access mode. Throughout the Netherlands,
there are about 175,000 bicycle storage spaces with 70 percent occupancy."
Some cyclists make a two-bike commute, using one bike on the home-
side ride, and the second for riding to and from the destination station. At
commuter rail stations in Silicon Valley, California, some 40 percent of
bicycle lockers are used for overnight parking, for mobility from the sta-
tionwork
to and school.
Bicycle rental facilities at transport depots are useftil for business and
recreational travel. Many bicycle rentals are available at bike shops and
parks, but with no way to get there travellers are more likely to rent bikes
at the train, plane, bus or boat depot. In Europe, most railroads operate
bicycle rental services. Some require the purchase of a ticket, or a deposit
on the bike. In Italy, bicycle clubs often operate such services. The
Deutsche Bundesbahn (German Federal Railroad) rented some 2,500
bicycles to 70,000 tourists in 1975, and by 1985 roughly five percent of
all passengers were using the service.
Access on trains is an important issue and bicycle activists have some
creative ways of making their point. In 1987, thirty members of the
London Cycling Campaign attempted to board a British Rail (BR) train
and invited the news media. Whole bikes were rejected by BR officials —
only folding bikes that fit in the overhead luggage carrier were allowed.
Bikes were packaged in brown bags and rejected. One bike was disman-
tled and
the parts were attached to its owner who wore the rear rack like a
hat. Rejected. Finally, the cyclists were reduced to "folding" a bike using
a hacksaw to cut and bend it into a compact package, which was allowed.

270 BIKE CULT

In Australia, a cyclist named Shelby Rightjake, from Duckmaloi, Victoria,
offered his "Creative Solutions to Train Troubles" in Australian Cyclist
(January 1990):

1. Make a bike that folds into a pram with a blow-up (inflatable) baby. ^S« ^
2. Travel in pairs, one takes the wheels and the other the frames. See,
just new parts. Only don't sit together.
Cykel
3. Wear extra large lycra shorts under a Scot's kilt, stretch the shorts
_Rabatkort
h A «^ ^- ^. ^ 4, «> «>. ^ ^ A ^ ^. ^. ,

over the bike before getting the ticket and pretend it's your bagpipes.
4. Bribe an adult with two accompanying children to take the bike L»l om g^,(NM pj b4j|s^5„

because as an accompanied child, the third child is free.

1

T
Buses »^8t7s 10 r
Buses, trolleys, and passenger vans often carry bicycles, on front- and I*8l7s 10 S
rear-mounted racks, trailers, roof racks, in storage bays, and the passenger l«8l7s 10 £
compartment. Bike-carrying bus services are operating in many North (J)7S16sUl i
American cities such as Montreal, Dallas, Phoenix, Tucson, San Diego, 075)6s 01 S
Los Angeles, Santa Barbara, Portland (Oregon), and Seattle. 11)7516^ Ql S
Front-mounted racks with capacity for two bikes cost about $300 to |8^04i 20 ?'
!%:8?04i ?0 S
$500, and can be watched by the bus driver. In Phoenix, after a test run in
1991 of 45 buses on three routes which attracted over 1,000 cyclists per ^xooi51423/
month, the program was extended to all routes with some 350 municipal
buses getting front-mounted racks. The racks were designed and built by
Phoenix Transit, and bike loading takes about 60 to 90 seconds. In 1994,
Seattle began to put front bike racks on all 1,200 of their buses. Rear-
mounted racks, which allow up to six bicycles locked in a vertical posi-
tion,aare
bit more susceptible to damage or vandalism. When racks are
not avaiable, bikes are often stored on the roof, as on motor homes.
For carrying more bikes, several transit systems use hitch trailers
hitched to buses or vans. In San Diego, Caltrans used an eight bicycle bus
trailer, buih in the 1970s by David Eggleston of San Diego State
University, on routes crossing the Coronado Bridge, which restricted
access for cyclists. Before this service was implemented, the only way for
bicyclists to cross the bay was to go about twenty miles out of their way.
The Santa Barbara Metropolitan Transit Authority also tried the
Eggleston method, with trailers for fourteen bikes on an express route
between the University of California campus and downtown. Dr.
Eggleston said, "When I began work on this project, I thought that the
engineering and construction of the trailer would be the most difficult
problems in getting the system going. It turned out that the political and
financial problems were much harder and took much longer to solve." It
took eight months to change a law prohibiting trailers towed by buses. By
1981, using both racks and trailers, some 42,000 bus passengers traveled
with bikes in Santa Barbara. Of those sur\'eyed, 80 percent would not
have taken the bus otherwise, and 30 percent would have used a car. The
extra maintenance costs of providing this service amounted to about ten
cents per bike.^'

BIKE CULT 271

BIKEABLE PLANET

Gennany offers the Fahrradexprefi, or "Bicycle Express" buses for

tourists in several regions, including Wiesbaden, Bonn, Bremen, and
Wuppertal. Using reconditioned buses with the back seats removed for
storing bikes on hooks, the service runs on weekends and holidays, con-
necting various
recreational bike routes in the country. In 1989, the
Allgemeiner Deutscher Fahrrad Club (ADFC) offered a bus and trailer
service that carried up to 42 cyclists to fifteen vacation sites in Germany.
Planes
Most airlines in the U.S. carry full-sized bicycles as luggage for a fee only
if they are contained in boxes or bags, and many airports are accessible
only by bicycle-unfriendly freeways. As bike traveler Arlene Plevin says:

Don't ask me why golf clubs, skis, huge boxes, and unwieldy suitcases
that more closely resemble a piano fly for free and bikes do not. Don't
ask me why as a cyclist flying with a well-packed bicycle, you have
the privilege of paying $25 to $50 for taking your bike in one direction
and sign away your right to claim damages.

While the policy of packaging bikes may prevent damage during ship-
ping, limiting
thus the carrier's liability, it presents an obvious inconve-
nience
the for
cyclist who wants to ride to and from the airport. When a
box is available, usually for a fee, it requires tools and time to dismantle
the bike. When the person reaches his or her destination, there is often no
convenient way to store the box for the return trip, so another box is nec-
essary.
Many types of bike crates, wheel boxes, and padded bags are available
for people who travel regularly with bicycles. Approximately the size of
two large suitcases, with casters for easy handling, these not only protect
the bike, but they also provide extra room for packing tools, spare equip-
ment,clothes,
and often serving as a single piece of luggage. Most airline
freight compartments are pressurized, so there is no need deflate tires
except to prevent possible tire punctures.
The need for a shipping box is questionable. For many years European
cycle racers and tourists have traveled by train or plane without bike
boxes. They simply detach their wheels and pedals, strapping them with
the handlebars to the frame, with axles placed in the front and rear forks
to prevent damage. With care and padding, it is fairly rare that wheels are
bent or frames scratched or dented. Many cyclists think the bicycle
receives better handling when it is exposed.
In the last five years, airlines such as Delta and Continental have
offered a special seasonal pass to members of U.S. Amateur, an affiliation
of several sports federations. Since North American touring and racing
cyclists are frequent flyers, the pass allows their bikes aboard free of
charge.

272 BIKE CULT

 Boats
Ferry boats and ocean liners often provide the easiest mode of transport
for bicycles. For a small fee, bikes can be wheeled into either passenger
areas or large holding areas, some of which supply parking racks. On
ships that transport motor vehicles, the only problem is the noxious fumes
emitted from idling engines. On smaller boats, such as yachts and sail-
boats, folding
bikes are especially useful for mobility on shore. On some
large ships, bicycles are ridden on deck for maintenance and exercise.
Cars and Vans
Cars and vans are probably the most popular mode of transport for the
bikes of recreation and sporting cyclists. Bikes are carried inside the pas-
senger compartment
or the trunk, safe from the elements, either folded or
with wheels detached. On the outside, bikes are mounted on hook racks fit
to the rear bumper with sfraps and locks, or on roof racks, stacked flat and
tied down for minimal wind resistance, or with the bike held upright on its
wheels, or upside down held by the seat and handlebars. Roof racks used
by racing teams are the most sophisticated, allowing several bikes to be
carried upright, ready to ride, with additional forks for spare wheels. With
the bikes subject to wind, sand, insects, pollution, and vandals, a variety
of coverings and aerodynamic fairings have been developed for protec-
tion.

Transport Cycles
Since the development of carrier cycles in England in the 1870s, human
power has been used by postal and newspaper deliverers, grocers, bakers,
dairies, fishmongers, poulterers, butchers, confectioners, hosiers,
milliners, chemists, and many other tradesmen. These cycles offered the
cheapest method of disfribution, often increased business efficiency, and DOONESBURY
gave employment and responsibility to neighborhood youngsters. In At HijsTHismoo^i/mf
Your Service: A Look at Carrier Cycles (1983), John Pinkerton describes
«/>S U5a BIK£-5(X VAN5^
the cycles as popular fixtures of street life. In 1939 alone, there were
4,000 Stop-Me-and-Buy-One ice cream tricycles in London.-' TO oK&isoMa&vceaea!
In America, the United Parcel Service started delivering letters and \

packages, in 1907, with six teenagers who used two bicycles.'" With the
rise of motor vehicles in industrial nations, carrier cycles were often
replaced by motorized tricycles, vans, and light trucks, as was the case
with Western Union messengers, who used bicycles until 1940. In rather
quiet and innocuous ways, carrier cycles continue to be used in various
business, factory, and industrial situations by maintenance engineers,
electricians, supervisors, and safety inspectors carrying tools, spare parts,
and paperwork.
Cargo cycles are currently used at hotels, airports, construction sites,
breweries, oil refineries, auto factories, electric generating plants, aero- G.B. Trudeau, 1990,
space manufacturers,
and shipyards by companies such as Anheuser- Universal Press Syndicate.
Busch, International Paper, Exxon, Texaco, General Motors, Chrysler,

BIKE CULT 273

BIKEABLE PUNNET

Martin-Marietta, and Boeing. On a grass-roots level, utility trikes are also

handy at community parks, gardens, and waste recycling centers, such as
the Village Green in New York City.
Able to transport loads of 200 to 750 pounds at an average speed of
AHRRAO-KURIER
eight mph, cargo cycles increase the time and cost efficiency of individual
workers by roughly 66 percent over walking, and can save more than
MiJnchen
$20,000 per vehicle per year compared to motor vehicles. Cargo cycles
provide a healthful exercise for riders, and don't emit harmful quantities
of carbon monoxide, hydrocarbons, sulphur dioxide, and particulates
where people are working. For some situations, they have the advantage
of being noiseless, vibrationless, and non-sparking.^'
At the extensive Newport News shipyards near Norfolk, Virginia,
human-powered vehicles have been used since the 1930s, with some
2,245 utility cycles in use in 1988. Moving people and things around the
2.2-mile waterfront site, they are quicker than trucks and reduce traffic
congestion and the need for parking spaces. They are highly valued by
workers, with one department frequently "borrowing" the wheels of
another. As one foreman said, "They don't steal them, they misappropri-
ate them.
I could almost be a king with those bicycles. I could trade them
for anything 1 want."
Human-powered utility vehicles are even more crucial in developing
countries because they fill the gap between walking, which is time con-
suming
lacks
andload carrying capability, and motor vehicles, which can
cost more than 30 times the average per capita income. As intermediate
technology, pedal power enhances mobility with an informal, flexible,
low-cost, energy-efficient means of transport. Sadly, many transport
authorities in developing countries have often been concerned with motor
vehicles and highway routes rather than supporting a more appropriate
cycling infrastructure.
Load-carrying bicycles, tricycles, and trailers are utilized in many of
the basic needs in life: in agriculture, for transporting tools, fertilizer,
seeds, and produce; in domestic chores, for transporting water, fuel, and
market goods; in health care, for transporting doctors, patients, and med-
ical supplies;
in business, for transporting letters, parcels, materials, and
as mobile market stalls; and in education, for providing access to schools
Mexico City newspaper delivery. by teachers and pupils. Non-motorized vehicles can improve the world.
Photo by Frans Stoppelman. China shows the full capability of human-powered vehicles. They
carry newlyweds' dowries, hat racks, bales of hay, stacks of furniture, live
geese and ducks, refrigerators, television sets, piles of bricks, generators,
tractors, cast-iron bathtubs, piles of foam rubber mattresses, scrap metal,
used bottles, mounds of refuse, bouquets of retail bicycles, heaps of car-
casses, flayed
heads of cattle, bags of unbroken fresh eggs, and monkeys
in cages. A personal account by a Chinese postal worker, Yang Yuliang,
describes how "Postal Wheels Bring People Together:"

It seems postal workers never say goodbye to people. Day after day I
ride my green bike down the same familiar streets and lanes, bringing a

274 BIKE CULT

newspaper to Grandpa So-and-so and a letter to Aunt This-and-that.
I'm 32 now. I came to work at Beijing's Xisi Post Office soon after I
graduated from senior middle school and have been a postman for
some ten years.
Delivering letters is a physical exercise involving many parts of the
body. We pedal along with both legs, one hand holding the handlebar
while the other draws out the next batch of letters. Our brains have to
memorize the addresses of each family, while our mouths are busy
calling out, "Letter for the Zhangs! Newspaper for the Wangs!"....
At 6:00 P.M.the rush-hour traffic is in full flow. By this time I've
finished my last mail round, and my bicycle joins the stream of home-
ward-bound commuters.
Riding along, I often think how much of the
rest of my life will be spent on bikes. I pedal up and down the same
places morning and afternoon, day after day. Sometimes I long for a
change. But when I remember the comradeship of our team, the excite- Above, blockprint of mail carrier in
ment when
I bring a special letter that someone's waited for, I begin to China. Below, cargo cycle dispatch
like my job again. Society can't do without us. My bicycle wheels link center, Airborne Express in New
thousands of families!^- York City. Photo by Bill Walczer.

BIKE CULT 275

BIKEABLE PLANET

Pedicabs
Taxi driving is called the "second oldest profession," and pedicabs, or
pedal-powered taxis, provide the major socio-economic benefits of afford-
able mobility,
easy-to-leam employment, healthy exercise, pollution-free
transport, and personable service. In Asia, these vehicles support millions
of landless peasants and their dependents, supplying the largest portion of
land transport in many cities and rural areas.
In Singapore, cycle rickshaws are an institution. Pedal-powered rick-
shaws replaced
the man-drawn, runner-pulled vehicle in about 1880, and
by 1900 there were 20,000 drivers with 9,000 vehicles. Through the years,
millions of tourists have used the vehicles, including the actor Charlie
Chaplin, who said, "I like its simplicity. It puts one at ease, it gives me a
good ride and makes me relax after a day's hard work." In 1986, a gov-
ernmentofficial
traffic said, "Since it is part and parcel of our heritage
and since it is still of use especially for the tourist trade, we will preserve
it." In Calcutta, there are some 75,000 rickshaw drivers and the advocacy
group Unnayan estimates that pedal-powered drivers earned nearly $300
per year, well above the average income."
According to Rob Gallagher, author of the massive, compelling book
The Rickshaws of Bangladesh (1992), there were about 700,000 rickshaws
in Bangladesh carrying passengers and cargo in the late 1980s. These
employed nearly one million drivers and 250,000 owners and mechanics
(the latter known as mysteris). Five million people (4.5 percent of the
population) depended on rickshaws for their subsistence, and rickshaws
contributed 35 percent of the revenue from the transport sector to the
economy (GNP), more than double the motorized sector. By the year
2000, the number of rickshaws in Bangladesh is expected to reach one
million. In the capital of Dhaka, only 88,000 rickshaws were registered by
the Dhaka Municipal Corporation, yet the true number was estimated at
Handlebar decorations and hood
150,000 to 200,000. They accounted for half of all vehicles, 70 percent of
ornament on Dhaka rickshaws. passenger trips, 43 percent of passenger miles, employing an estimated
400,000 people. Every day, about seven million passenger trips of eleven
million miles were made by rickshaws in Dhaka. When Gallagher asked a
friend how many rickshaws there were in Dhaka, he was told a story
(which I've paraphrased here):

King: How many rickshaws are there in the country?

Advisor: Sir, I will tell you. If you do not believe me, you can always
count them.
King: Fool! Off with your head if you give the wrong answer. Tell me
at once!
Advisor: There are exactly 999,999. If you find less, then some have
gone away. If you find more, then some are visiting.
King: Clever man, keep your head!

276 BIKE CULT

Unfortunately, the bias against human-powered vehicles produced a major
tragedy in Jakarta, Indonesia, when the city government limited the num-
berbecaks
of (rickshaws) in the 1980s. Citing such reasons as traffic con-
gestion,
indignity
the of the job, and the desire for more motorized vehi-
cles, over
100,000 becaks were confiscated and dumped into the Java Sea
"to provide a habitat for nutritious crustaceans."" From a peak of about
90,000 rickshaws in the early 1970s, the number of vehicles was reduced
to 40,000 in 1983. Some were recovered, sold, and nicknamed "sea
becak," and although more kept reappearing, the number of officially
allowed becaks was reduced to about 8,000 in 1990.
The city's plan eventually backfired because the drivers had a signifi-
cant role
in the economy. They serviced areas not covered by buses at rea-
sonableTherates.
drivers, who are often urban migrants, were provided a
relatively lucrative livelihood, earning roughly $3.50 per day. More than a
civil servant makes, this was enough to send a portion to their families in
their native villages where work is meager. Despite the seeming power-
lessness of the drivers, political pressure against the ban mounted.
The Association of Jakarta Pedlars, representing 2,000 becak drivers,
took their protests to the parliament, and Jakarta's governor, Wiyogo
Atmodarminto, apparently had some difficulty explaining the logic of the
plan. Eventually, he was forced to publicly apologize for the heavy-hand-
ed tactics.As the controversy became news around the world, a daughter
of President Sukarno supported the drivers. The international network of
bicycle activists applied pressure, even at the Indonesian Consulate in
New York City. Meanwhile, some drivers still ply the side roads at night
where, as one driver says, "the police no longer come so fi^equently. Now
there are fewer of us and the money is better, at least 10,000 rupiahs
($5.50) a day."
Pedicab services are found in North American cities such as
Annapolis, Baltimore, Charleston, Denver, Key West, Louisville, New
York, Oakland, and San Francisco. Since the 1980s, the Barbary Coast
Pedicab Company has carried tourists around Fisherman's Wharf in San
Francisco for an average fare of $4. Operated by Jeff Sears, with drivers
renting cabs for about $35 per day, he had up to 45 pedicabs in use with-
out
major
a accident. In 1986, the city government set standards for vehi-
cle safety,
driver licensing, and insurance requirements, and Sears' insur-
ance company would not renew his $1 million liability policy.
Temporarily forced out of business, he became "the latest victim of the
insurance crunch."" In 1993, Sears was again going strong, though he got
competition fi^omnewer pedicabs ventures in San Francisco and across
the bay in Oakland. In the town center of Giessen, Germany, near
Frankfurt, pedicabs shuttle passengers fi"ee of charge while the drivers'
wage is paid with revenue fi^om advertising displayed on the vehicle.

BIKE CULT 277

BIKEABLE PLANET

Cycling Communities

Several communities around the world are considered bicycle Utopias

because they provide outstanding facilities for cyclists. Cycling communi-
ties such
as those in China, Holland, and California transcend such factors
as geography, climate, political ideology, personal income, and industrial-
ization.really
Whatdistinguishes these cycling societies from their non-
cycling neighbors is enlightened public opinion and strong governmental
support.
China: Kingdom of the Bicycle
China is the country where hundreds of thousands of people in cities use
human-powered transport, filling wide boulevards with cyclists. While the
bicycle traffic in Beijing has become legendary, the city of Tianjin has the
most bicycle traffic in the world.
According to Cheng Yi, a traffic control chief in Beijing, most roads
are being built or converted to park-like, three-lane boulevards, with mid-
dle lanes
reserved for motor vehicles, and side lanes, each about seven
meters wide, for bicycles. Spaces between lanes will be planted with trees
shrubs and flowers. On several existing main roads, space for bicycle traf-
fic has
been widened. When two parallel roads run close together, one is
reserved for motorists and the other for cyclists. In some streets, cyclists
observe the system called the "morning and evening tide." Here, rush-
hour bike commuters going the same direction at morning and evening are
allowed to use motorists' lanes. Cheng Yi says, "We look forward to the
day when, with the Chinese people's livelihood improving ftirther, every-
one will
have his or her own bike, but that will bring more problems
which will stay with us until there is a really big leap in new road build-
ing." Another
official account, called "Early Morning Traffic Shift," by
Wang Heng, a traffic officer in Beijing, appears in Lives of Ordinary
Chinese (\9SSy.

Today it's Zhang Shuijun's and my turn to be on duty at Xidan Street,

one of the busiest intersections along Chang'an Avenue, Beijing's
main street. At 5:50 in the morning 1 cycle westward from our traffic
control headquarters to take up my post. Actually, my home is just a
ten minute bike ride from the Xidan crossroads, but on weekdays we
live at headquarters, ready at any time to go to the scene of an accident
or handle other jobs.
At 6:00 sharp we switch on the traffic lights and lower the glass
windows on the traffic control kiosk. Today I'll take first turn in the
kiosk, while Zhang takes up his position on the traffic stand in the cen-
ter the
of broad avenue. Especially in rush hours, the automatic lights
need to be supplemented by hand signals from the man on the traffic
stand to ensure a smooth flow of vehicles. When the motorcades of
foreign diplomats pass through, we control the lights by hand.
By 6:30 the flow of bicycles has become really heavy. From now to

278 BIKE CULT

8:00, when most government offices and enterprises start their day,
traffic is dominated by bikes and buses carrying people to work. After
that cars from the various units out on business, taxis carrying tourists,
trucks and other vehicles are more common.
From 7:00 to 8:00 every morning over 10,000 bikes stream past the
Xidan intersection. Traffic is much more congested these days, mainly
because road building cannot keep abreast of fast developments in the
economy, tourism, etc. The city now has over 300,000 motor vehicles,
five million bikes and tens of thousands of motorcycles — an additional
headache for us. The heavier flow has brought more traffic accidents
and added to our burdens.
The city government has taken certain measures — such as keeping
trucks off the Third Ring Road during daylight hours and forbidding
left turns at Xidan and other intersections — which have helped a lot. In
the past several years we haven't had a single serious accident at our
post. But we're still looking forward to the pedestrian overpass which Rush hour, Shanghai, China, 1989.
is planned for the Xidan crossing. Photo by Wang Gang Feng.

BIKE CULT 279

BIKEABLE PLANET

In China's cities, a bicyclist's average speed is eleven kilometers per hour

(6.8 mph). In the city of Tianjin — with 154 square kilometers, 4.4 million
people, 3 million bikes, and only 122 traffic signals in 1990— the average
speed increases to thirteen kilometers per hour (8 mph). Tianjin uses only
4.8 percent of the land for streets, unlike Western cities that use 40 to 60
percent. The narrow streets favor cycles because many were built to be
non-interchangeable — without through routes — by settling colonies that
wanted to discourage strangers from passing through their neighborhoods.
In trips to and from work in 1990, the modal split (the percentage each
traveling mode is used) was 74.6 percent by bike, 10.6 percent by walk-
ing, 12.3
percent by bus, and 2.5 percent by all other means — a phenome-
non that
grew from a 1980 split of 56.2 percent cyclists and 29.5 percent
pedestrians. Some 6.1 million bikes were produced in Tianjin in 1989, the
home of the Tianjin Bicycle Manufacturing Group, China's largest
maker.'*
In facing pressure from developed nations to use more motor vehicles,
the Chinese were able to justify their decision to emphasize bicycle trans-
port.
China
If were to pave over as much land per person as has the
United States (about 600 square meters per person), they would give up
some 64 million hectares, equal to 40 percent of the country's crop land."
As one citizen reports:

Foreign observers have different views about the "King of the Road."
Some think it is fine for China to increase its bikes rather than private
cars — in their minds is the energy crisis and the dangers of pollution in
developed countries. Also, they argue, cycling is good exercise. But
some may just think that the Chinese have to do with bikes because
they are unable to produce enough cars — that it reflects China's rela-
tive povertyand backwardness.
In fact, bikes are not primarily used in China to save energy or to
avoid pollution. China is a developing country, motor vehicles, com-
pared
her tovast population, are still few, and the overwhelming
majority are publicly owned. Some urban construction experts think
public transport is always preferable to individual cars, judging by the
problems the latter have brought in developed countries."

China has begun shifting its bicycle policy in the 1990s. With the lure of
Westem companies and the aid of multinational development banks, its
transport officials are planning for more motorization. In 1993, Mayor Li
Ziliu of Guangzou (Canton) planned to ban bikes and motorcycles from
the center of town. But after a huge outcry and over 700 letters of disap-
proval,
banthe
was delayed four months and limited to one cross-town
route during business hours. Yet costly permits and taxes on bicycles and
parking are rising compared to those for motorists. In the 1980s, China's
Rural road near Guanghou. Photo by
motor vehicle production grew at a rate of fourteen percent, averaging
George Bliss. about 400,000 vehicles per year, with 500 kilometers of expressway built.
In the early 1990s, the auto production growth rate has doubled, to about

280 BIKE CULT

28 percent, averaging one million per year. By 1993, China became a net
importer of oil, and with about seven million motor vehicles, 350,000 pri-
vately owned,
it had 1,400 kilometers of expressways and over a million
kilometers of paved highway. By the year 2000, motor vehicle production
is expected to be three million per year, and there will be another 15,000
kilometers of expressway, some with bicycle routes."
Holland: Civilized Cycling
With fifteen million people living within about 16,500 square miles, the
Netherlands is one of the world's most densely populated countries. As an
example of what the future may bring, the country has the most cars per
square mile and the world's most intensive agriculture. The Dutch have a
long cultural tradition of cycling for transport, recreation, and sport, and
although cycling declined somewhat after the second World War, it has
resurged with the energy and environmental awareness of the 1970s.''"
Over the years, several public media campaigns have promoted cycling
and reduced auto use. A 1986 campaign offered a reward of 1,000
guilders ($400), equivalent to the savings, for cycling instead of driving
all trips under five-kilometers for two years. In a series of television com-
mercials
1990, in
people were offered incentives to recycle their car for a
bike, and reminded to lock their fiets.
Between 1975 and 1985 the Netherlands spent some $230 million to
construct or improve cycleways and parking facilities at rail stations.
More than ten percent of highway construction funds were devoted to
cycling projects. By 1986 there were about 13,500 kilometers of cycle-
ways,awithsubstantial portion being direct, uninterrupted routes that
skirt motor vehicle routes. Cycling makes up about 30 percent of all trips
made in the nation, and in cities such as Groningen (50 percent) and Delft
(43 percent), the percentage of cycling trips out-ranks all other modes of
transport, including walking, motorcycling, driving, and mass transit. In
1992, some 3.65 million bikes were on the road each day, and each
Netherlander cycled 853 kilometers (530 miles) per year.
Dutch intersection designed for bike
The city of Delft (pop. 65,000) has evolved from the layout of a traffic, with A) free right turns, B) left
medieval town into a modem city which originated the u'oowe// residen- turn waiting zone, C) 'blow up" wait-
tial traffic
calming zone. In 1979 the city sought to improve cyclists' ing zone
in front of cars, called Ofos.
facilities and reduce auto use with the Delft Cycle Plan. The widely docu-
mented was
plan
based on various-sized networks of cycleways derived
from the town's form and structure that connect residential areas, business
districts, transport depots, work sites, and schools.
Innovations include cycle path underpasses and bridges for crossing
motor vehicle roads, one-way mixed-traffic roads with two-way lanes for
cyclists, paving curbs that favor cyclists and act as speed bumps for
motorists, traffic-activated signals that detect cyclists, and Ofos or
"blown-up" zones where cyclists are permitted to wait at traffic lights in
front of cars. As a result, people shifted their mode of transport to cycling
for over 40 percent of their trips, with the total amount of kilometers rid-
dencyclists
by increasing by about seven percent. Each day, the inhabi-

BIKE CULT 281

BIKEABLE PLANET

tants of Delft cycle over 425,000 kilometers, a total equivalent to riding

ten times around the globe."'
The Dutch Bike Masterplan of 1992 allocates $133 million from 1992
to 1996 for bike projects and research into wind barriers, bikes on trains,
and collective city bikes. Goals include substituting auto traffic for bikes,
increases of 30 percent in cycling kilometers from 1986 levels by 2010,
fifteen percent increase in train-bike use, 50 percent decrease in cyclist
deaths, fewer stolen bikes, and complete integration with traffic and trans-
port plans
by 1995."-
California: A State of Bicycle Mind
When Bicycling magazine listed its top-ten North American cities for
cycling in 1990, the state of California had three in the top five: Palo Alto
(No. 2), San Diego (No. 3), and Davis (No. 5). The distinguishing feature
of these cities is that they are college towns. Since the mid-1970s, Davis
(pop. 45,000) was considered "Bike City U.S.A." as the nation's most
"bicycle friendly" place with 25 percent of all local trips made by bike
and some 30 percent of all roads having bike lanes or cycle paths. By the
mid-1980s, Palo Alto had risen to the top rank and there was a certain
amount of rivalry, as seen in editorials such as Ray Hosier's "Best Bike
Town Listing Leaves Davis Spinning its Wheels" in the San Francisco
Chronicle (December 12, 1988).
Palo Alto (pop. 56,000) is described as an affluent, educated communi-
ty whichborders the extensive grounds of Stanford University. The San
Francisco Bay Area is blessed with a temperate climate, mostly dry and
sometimes very foggy. With a flat landscape in town, Palo Alto has
access to rolling hills and long climbs on country roads crossing the Santa
Cruz mountain range towards the Pacific Ocean about 30 miles away.
BICYCLING MAGAZINE'S
Within a 100-mile radius of Palo Alto, including Davis, Marin County,
Santa Cruz, and Monterey, there is probably more bicycle activity than
BEST AND WORST
CYCLING CITIES (1990)
anywhere else in the world.
In the mid-1970s, Palo Alto was the home for a large number of bicy-
THE TOP TEN:
cling activists
and technical innovators, including City Council member
1. Seattle, Washington Ellen Fletcher {Bicycle Parking), former LAW president John Forester
2. Palo Alto, California (Effective Cycling), Jobst Brandt (The Bicycle Wheel), Eric and Jon
3. San Diego, California Hjertberg (Wheelsmith), and Tom Ritchey (mountain bike pioneer). At
4. Boulder, Colorado the public high school 1 attended there, an alternative physical education
5. Davis, California class allowed our group of cyclists the time to ride and to share experi-
6. Gainesville, Florida encesother
with students.
7. Eugene, Oregon Meanwhile, the city began developing a system of 40 miles of cycle-
8. Montreal, Canada
ways, roughly
one-fourth of its total street mileage. After the first year of
9. Madison, Wisconsin
10. Missoula, Montana
the system, when it was not yet fully implemented, bicycle use increased
by fourteen percent, and bike accidents on major roads dropped by almost
THE WORST THREE: a fifth."' The centerpiece of this network is the rwo-mile Bryant Street
1. Nev^ York City bicycle boulevard featuring barriers for cars but not bikes.
2. Orlando, Florida The city has taken several progressive steps to enhance cycling, spend-
3. Pittsburgh, Pennsylvania ing roughly
$1 million in the 1980s, mostly from state grants. City
employees are reimbursed seven cents per mile for using their bicycles on

282 BIKE CULT

city business; large building developments are required to provide ten per-
centallofparking for bicycles, with racks or lockers; street repairs must
adhere to bicycle smoothness standards; and middle school students
receive on-road bicycle education classes. At the two CalTrain commuter
rail stations connecting San Francisco and San Jose, bike parking lockers
have been installed which rent for $4 per month and have long waiting
lists. Though the Southern Pacific railroad refused to carry non-folding
bikes in the 1980s, the new company, CalTrain, introduced its bike-acces-
sible California
Car in the 1990s.
With a workday population of about 70,000, several large employers in
Palo Alto now provide incentives for bike commuting. For example, the
Alza Corporation pays its bicycle commuters $ 1 for each day they ride to
work. Employees at Hewlett-Packard are provided parking facilities with
showers and clothes lockers, and the Xerox Research Center goes further
by offering a hot towel service in their shower rooms, resulting in twenty
percent of their employees cycling to work, one of the highest rates in the
U.S." However, in the 1990s, the overall number of bike commuters from
Palo Alto dropped by over 40 percent, while the number of solo car com-
mutersdue rose,
to factors such as longer distances to travel, increased
congestion for cyclists, and an aging population.

Future Designs
The Congress recognizes that bicycles are the most efficient means of
transportation, represent a viable commuting alternative to many peo-
ple, offer
mobility at speeds as fast as that of cars in urban areas, pro-
vide health
benefits through daily exercise, reduce noise and air pollu-
tion,relatively
are inexpensive, and deserve consideration in a com-
prehensiveenergy
national
plan.

These encouraging words appeared in a 1980 energy conservation study

by the U.S. Department of Transportation. The study described the low
awareness and acceptance of bicycle use, the lack of bicycle facilities, the
lack of skills and knowledge related to safe bicycle use, the lack of com-
munication
coordination,
and and the inadequate funding for bicycle
transportation projects.
The study showed that if these obstacles were reduced or eliminated,
there would have been three million more bicycle commuters than the
estimated 470,000 people who commuted by bike in the U.S. in 1975.
Almost twenty years later, in 1994, there were an estimated 4.3 million
bike commuters in the U.S., out of a total of about 100 million com-
muters.of
Some
those obstacles have been eliminated, as cycling is grow-
ing and
bicycles are beginning to be called the vehicles of the future
again.

BIKE CULT 283

BIKEABLE PLANET

Social Changes
Today the world is at a crossroads regarding transportation planning.
Politics and economics are crucial factors in the development of any
transport mode or system. Cycling represents the most logical, indepen-
dent, economical,and ecological way for most people to transport them-
selves
dailyin life, but without the industrial infrastructures on the scale
of motor vehicles, cycling lacks the political and economic power of the
oil-driven motor vehicle industry.
What people want in the future — better facilities for cycling, pleasant
places to walk, easier ways of using public transport, and more efficient
kinds of motor vehicles — appears to be at odds with the profit-driven
goals of corporate industries. Because bicycles link so many people and
places, they are likely to be the central movement in a whole system of
interacting modes.

Future vision of big city pedicabs from

the 1950s. Painting by Ed Emsh.

284 BIKE CULT

 Many people believe we need a transformation of our landscape from
an emphasis on space and the mechanics of acceleration to a topography
of places. Instead of a space-age projection of lines, speed, and numbers,
we need a place-age topography of human values. With cycling, the idea
is to go fast enough to cross the forest, yet slow enough to smell the trees.
In the late 1980s, the Green Party in Germany included a coalition of
bicycle activists that offered a transport policy with solutions to problems
in current and future systems. Their plan is based on the following points:
I) Better land use; 2) Shift to non-motorized and public transport; 3)
Equal rights for all transport forms; 4) Priority for pedestrians and bicy-
clespersonal
for transport; 5) Move freight from road to rail.
A study of three German cities (Gladbeck, Luenen, Troisdorf) by
Socialdata, a non-governmental think tank, showed the contrasting ideals
of people and politicians. While 77 percent of the people favored a bike-
friendly city over a car-friendly city, only 33 percent of the politicians and
officials favored a bike-ftiendly city — and they figured that 37 percent of
the people would favor a bike-ftiendly city. Another study compared the
real transport system with the perceptions of two groups — ordinary people
and politicians and opinion makers — asking people from these groups to
estimate the local transportation modal split, including non-motorized
transport (walking and cycling), personal motor vehicles (motorcycles,
cars and vans), and public transport (buses and trains).

PERCEPTIONS OF MODAL SPLIT

WALKING PRIVATE PUBLIC

AND CYCLING MOTOR VEHICLES TRANSPORT

REAL UFE 39% 54% 7%

WHAT ORDINARY
PEOPLE THOUGHT 18% 56% 16%

WHAT POUTICIANS
AND OPINION-MAKERS
THOUGHT 16% 67% 17%

The transportation vision in France seems to be changing. In the late

1960s, President Georges Pompidou said, "Paris must adapt to the auto-
mobile,"
mostand
of the country followed. Daniel Behrman, a correspon-
dentthe
forInternational Herald Tribune, wrote in his book The Man
Who Loved Bicycles that "no Paris newspaper has yet gotten around to
explaining to me why I spit black solid particles in Paris and nowhere
else, not even New York. Paris was once civilized, now it's dieselized."
Another person wrote in The New York Times that "there are no more
adult French people: they have all turned into cars." To reduce energy use
in the mid-1970s, a French transport official suggested that "government
should give free bicycles to anyone who trades in their motor-vehicle
license. Everyone over 65 years of age should receive a bicycle." By
1990, Paris had the highest amount of carbon monoxide of major cities
listed by the World Health Organization. The city government began

BIKE CULT 285

BIKEABLE PLANET

looking for a new masterplan, such as traffic calming plans which have
been implemented in Bordeaux with roughly half the roads reconfigured
to favor cyclists and pedestrians. Helene Desplats, a Bordeaux city coun-
cil member said, "The idea that one can adapt a town to suit the car is
PARTAGEONS absurd and the equivalent of killing off a city."
Developing nations face the dilemma of reaching for progress, as pre-
sented
Western
by standards, while failing to recognize the full benefits of
bicycles. The problem is compounded by occasional suspicions that inter-
mediate technology
projects promoted by industrial nations come not out
LA RUE of generosity, but to limit competitive progress in developing countries.
CLUB DES VIUES CYCIABIES
Technical Changes
As human-powered vehicles continue to evolve, and while the world's
population grows, few vehicles are likely to multiply as fast or have the
flexibility of the himian-powered variety. Name another vehicle that goes
on sidewalks, roads, and freeways; inside bedrooms, kitchens, garages,
gymnasiums, velodromes, shopping malls, office buildings, and factory
sites; in cars, trucks, trains, buses, boats, ships, planes, and spacecraft;
through paths, forests, meadows, beaches, and glaciers; and in rivers,
lakes, bays, bogs, and oceans.
Visions of the bicycle give us clues to the future forms of transport.
Bicycle makers have ideas that include hybrid human-powered cars,
genetically engineered automatic cycling machines, passenger-powered
transit buses, and wind-assisted veloway trains on rails, while car makers
have ideas of supercars and lightweight vehicles that use HPV technolo-
gy. Mobility
may be divided into two types: robot-driven vehicles for
moving freight and passengers, and human-powered vehicles for personal
trips. As motor vehicles make the shift towards a sustainable power
source for the twenty-first century, mopeds, cars, vans, buses, and trucks
are likely to evolve with a mix of power sources, including internal com-
bustion
cleaner
with gasoline and natural gases, and electricity with coal,
nuclear, hydro, solar, wind, hydrogen, and human power.
Robert and Peter Perkins of British Columbia, makers of the Thebis
tricycle, describe a possible fiiture for their human-powered vehicle in an
essay called "The Mall City" (1990). Tricyclists would move inside and
outside of supermalls, containing shops, theaters, restaurants, condomini-
ums, parks,
offices, and factories. The trikes could pass freely through air
doors and up gently sloping ramps, with "quiet, clean parks and buildings
laced with cycle paths, the natural outdoor environment completely inte-
gratedthe
withmoderated indoor environment; people once again face-to-
face with one another in a relaxing and pleasing social atmosphere, free of
noise and pollution."
A prediction made at the dawn of cycling's Golden Age, called "The
Bicycle — A Hundred Years Hence" {Toronto Globe, June 14, 1893),
shows how much was expected of the bicycle:

286 BIKE CULT

The roads will be prepared especially for bicycles, the grades being
very slight.... The roads will be kept clean, as by that time the horses
will found be only in zoological gardens. The improvement in the rider
will be equally marked. From the continued and increasing use of the
wheel a race of people will be evolved that will take to cycling as read-
ily aasforeign immigrant does to politics.... We may expect an aver-
age speedof 30 miles an hour on the road and 60 miles on the track.
The use of the machine will be universal.
Children will be taught to ride as they are now taught to walk. The
suburbs of our great cities will extend from 60 to 100 miles in every
direction. All patents will have expired, and such large quantities of
bicycles will be manufactured that the cost will be nominal and within
reach of all. There will be no more crowded tenement houses. The arti-
san, who
will work only four hours a day, will live with his family in a
cosy little home in the suburbs, where he can see the sunshine and
breathe the fresh air. The use of the wheel will have so improved the
stamina and physique of the race that the only cause of death will be
old age and accidents.
Everyone will own a bicycle. Those intended for distance travel will
be run by small but powerful storage batteries, which may be charged
at automatic electric stations by connecting the battery to a dynamo
and dropping a coin of small value in a slot. With machines of this
character it will be possible to attain a speed of 150 miles an hour.
The bicycle will not be used in war for the simple reason that as
dyspepsia will be unknown, everybody will feel so well and be so
good-humoured and disinclined to quarrel that there will be no one to
go to war.*'

Left, a vision from Inner City Cycles,

Glebe, Australia.

BIKE CULT 287

 BIKEABLE PIANET

10 A Political Tool

Slogan from the Dutch Fietserbond: Go Bicycling!

288 BIKE CULT

 A POLITICAL TOOL

Few articles ever used by man have created so great a revolution in

social conditions as the bicycle.
—United States Census Report ( 1900)

Socialism can only come riding a bicycle.

— Jose Antonio Viera-Gallo, Assistant Secretary of Justice, Chile

Ideologies
The bicycle has become a political tool, due to its social, egalitarian
nature, serving all alike. Democratic, socialist, and communist cultures
have all produced flourishing bicycle communities. Bicycle uses vary by
country and ideology, from the official prohibitions on cycling in parts of
North Korea, Saudi Arabia, and the United Arab Emirates, to official
encouragement in the Netherlands. Democratic societies such as the
United States, which emphasize personal liberties and free markets, tend
to develop innovative approaches to bicycles for the benefit of recreation
and business. Communist societies such as China, which emphasize com-
munity cooperation
and government control, tend to develop practical
approaches to bicycles in more structured ways. Social-democratic soci-
eties such
as the Netherlands, which blend public and privatization, tend
to develop innovative and practical approaches to bicycles in ways that
reflect a special understanding of the bicycle's social nature.
Cuba is an example of a small country that is geo-politically situated
between two powerful ideologies. As a small thorn at the foot of its capi-
talist neighbor,
the U.S., Cuba embraced communism through the eco-
nomic support
of the U.S.S.R. This situation is reflected in Cuba's vehicle
traffic, where Soviet-built cars and trucks mix with old American vehicles
leftover from before the U.S. trade embargo. In 1980, the country had
about one motor vehicle per 5,000 people, and as in most developing
nations progress was measured in horsepower, despite the high price of
importing oil and motor vehicles on the economy and the island's envi-
roimient.
In 1990, the breakup of the Soviet Union caused cutbacks in oil ship-
ments,Cuba's
and leader, Fidel Castro, addressed the energy crisis with a
program called "Special Period in Time of Peace." Cuba's transportation
system was restructured to emphasize bicycles for personal transport,
based on the plans of Eugenio Balari, a government economist. By 1993,
about a million practical bicycles were imported from China, and bike
lanes were installed with traffic signs reading Atencion! Ciclos en la Via
Bicycles are used as symbols for polit-
("Attention! Cyclists in the Road"). Bikes were assembled at factory-
ical parties
in Nepal and Bangladesh.
schools, such as the Cuban-American Friendship Technology Institute, Writing on the wall in Kathmandu
and cost about 125 pesos, over half the average monthly salary, with a 50 (top) reads "Vote for the Bicycle
percent student-worker discount available. Balari describes the bicycle as Party." Photo by Robert Kelly, 199 1;
"a king's gift... No one's complained, everyone's happy, everyone wants cartoon from The Dhaka Daily Star,
one. Just look at the advantages. One, they save energy — that's the main 1994.
thing. Two, they're practical, convenient. Three, they help protect the

BIKE CULT 289

BIKEABLE PLANET

environment, right? No pollution. Four, they're less noisy; they contribute

to the pacification and tranquility of the city. Five, the exercise and health
benefits. Six, they improve your psyche by letting people see the city in a
fuller and more beautiflil way, not cooped up in a car. I see it as an
advance, a progress. Everything it represents is positive."'
Cuba held a bicycle conference in 1993, where North American bike
advocates saw a Havana bus factory being converted to a bike factory.
Future plans include the development of a domestic bicycle industry, with
a system for supplying parts and repairing bikes, as well as new bike traf-
fic regulations
and parking sites.- Though some would like to see Cuba go
motorized, its movement toward bikes supports the logical and sustain-
able trend
of promoting cycling for economical and environmental trans-
port
developing
in countries.

Havana, Cuba, 1993. Photo by Cindy Arlinsky.

290 BIKE CULT

 A POLITICAL TOOL

Bikes Over Limos

The appeal for "bicycles over limousines" by ranking politicians is a pop-
ular way
that bicycles have been used as a political symbol. Claiming a
preference for bicycles — an economical, clean, and egalitarian mode of
transport — many a conservative or liberal, communist or democrat has
declined a costly, pompous, chauffeur-driven limousine. Most famous
was the proclamation made by Kim 11Sung, the late Premier of Northern
Korea, who once said he preferred to use his bicycle instead of traveling
in a western-style motorcade. Similarly, in the U.S., a Connecticut state
Governor, Ella Grasso, did not want to keep a limousine, and said she
would put the honorary car license plate. No. 1, on her bicycle.
Limousines have evolved from decorative royal carriages into ominous
black automobiles, symbolizing an amount of power and privilege that is
clearly at odds with the idea of democratic public service. A few politi-
cians make
a point of driving common used cars, while others are proud
to say they bicycle to work whenever they can. However, politicians are
well-known for talking out of both sides of their mouths, saying different
things to different people.
Once in a while an honest politician comes along, usually riding a
bike. Bud Clark, the Mayor of Portland, Oregon, who became known for
the "Expose Yourself to Art" poster in which he exposed himself to a
nude statue wearing only a rain-coat, stood up for his jovial manners and
habit of riding a StumpJumper mountain bike on city business. Quoted in
the International Herald Tribune, he said: "I'm not a funny man. I'm a
serious man... I'm a conservative. I know you have to have money in the
bank to pay your bills. People who think I'm an eccentric misjudge me.
Everyone in the world is different. That's what makes it wonderful. I've
been riding a bicycle for a long time.'"
Several U.S. Presidents have been cyclists, such as Franklin Delano
Roosevelt, who cycletoured in his youth before being stricken by polio as
an adult; Dwight D. Eisenhower, who cycled at the advice of his physi-
cian Paul
Dr. Dudley White, a well-known bike advocate; and Jimmy
Carter, who rode regularly at the Camp David weekend retreat. Ronald
Reagan was not a cyclist, but he once appeared selling Schwinn bicycles
and a bicycling paperboy is shown in one of his "Morning in America"
TV commercials.
George Bush, the 41st U.S. President, was known to bicycle while
serving as Ambassador to China from 1970-76. In a letter to John Dowlin
of the Bicycle Network (June 4, 1975), Bush wrote: "The more I think
about our U.S. domestic transportation problems from this vantage point
of halfway around the world, the more I see an increased role for the bicy-
cle American
in life. Obviously, some terrains make it more difficult,
obviously some climates make it more difficult; but I am convinced after
riding bikes an enormous amount here in China, that it is a sensible, eco- Mikhail Gorbachev as a cyclist, 1989,
nomical,
formcleanof transportation and makes enormous good sense." from Specialized Bicycle Co.
When George Bush became President he returned to Beijing in 1989.

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BIKEABLE PLANET

Trade was increasing between the two countries and a diplomatic

exchange of gifts occurred between him and Premier Li Peng. George and
Barbara Bush received his and her bicycles, while the Pengs received a
pair of cowboy boots with American and Chinese flags. Shortly there-
after,
Beijing's
in Tiananmen Square, students on bicycles were massa-
credthe
byChinese army during democratic uprisings.
In the 1992 Presidential campaign, former-candidate Eugene McCarthy
said it was "like a sprint race" with the riders going as slow as possible in
early laps. President Bill Clinton has made his inevitable political bike
rides, in Massachusetts on a Merlin titanium mountain bike, with
Congressman Joseph Kennedy III, who is one of the highest ranking pro-
bike polititians, and in California with his wife Hillary, on Specialized
beach cruisers, with and without helmets. In his Washington Post column,
bike advocate Colman McCarthy urged vice president Al Gore to "Leave
The Limo At Home," saying he would be king of the road if he hiked to
work. Bikes are a subject not found in Gore's enviromental book Earth in
the Balance.
Many people wonder when there will be a woman U.S. President. One
of the first "lady candidates" was Belva Ann Lockwood, a lawyer from
Royalton, New York, who ran for President with the Equal Rights Party
in 1884 and 1888. When a photograph showed her campaigning on an
English tricycle, she told the press: "There is a principle behind that pic-
ture.
tricycle
A means independence for women, and it also means
George and Barbara Bush with bikes health." In 1884 she received 4,149 votes in seven states, while Grover
in Beijing, China. 1975. Photo from Cle\ eland won the election with 4.9 million votes. Lockwood helped pass
Bicycle Network. the law allowing women to practice before the U.S. Supreme Court.

Fatcat by Al Scott

NOW,
TWAT^
HOW
ALAZY
AW^
RIDES./
j

292 BIKE CULT

 A POLITICAL TOOL

Human Rights
Bicycles have been one of the most important tools for people to exercise
their individual human rights. As ideal vehicles for creating a sense of
freedom and equality, and as a way of connecting people who are empow-
ered mobilized
and by its use, bicycles have had a major impact on
lifestyles, especially in the realms of women's emancipation and class
struggles.
Since the days of velocipedes and high-wheelers, human-powered
vehicles have offered men and women a means of moving freely through
the world in a healthy way. Roads opened the landscape and expanded
horizons for people of all social classes, who realized social and intellec-
tual development from bicycles.
In the late nineteenth century it was suggested that society was divided
into two classes of people: those who rode bicycles and those who did
not. As bicycles evolved those who first rode bicycles were more often
men of the upper class — the nobility, aristocrats, and wealthy people. For
those who did not ride bicycles, it was not always by choice. As bicycles
were not easily affordable or acceptable for the majority of people until
the 1890s, the question was raised: "Who should ride?"
Bicycles encouraged a new kind of social behavior that changed the
roles and relations of men and women. The modem women's movement
dates back to the 1850s and has sought equal rights and opportunities for
women in a male dominated world. Before the 1890s, women were gener-
ally denied
the right to ride bicycles alone. Though they certainly rode
cycling machines such as tricycles and side-saddle velocipedes, with
some women participating in races and acrobatic exhibitions, there were
various social restrictions that inhibited cycling for women, including Poster for Liberator Cycles et Auto-
chaperons, corsets, and beliefs suggesting that cycling was immoral, mobiles,
899, by 1Jean de Paleologue.
unfeminine, and unhealthy.
With the development of the pneumatic tire safety bicycle women dis-
covered
vehiclea for breaking away from these restrictions. Women real-
izedbenefits
the of cycling for creating independence, health, comfortable
fashion, and informal etiquette, and a "New Woman" emerged wearing
"rational" dress. Bicycles became linked with the women's movement as
a powerfiil tool for emancipation and suffrage.
The question of women riding bicycles became a much discussed and
controversial subject in the mid- 1890s:

Now that the bicycle has arrived, with the new woman seated in the
saddle, it has suddenly become the deep concern of the prophets and
seers to tell whither the wheel is carrying the woman. It behooves us to
settle this burning, scorching question before it has gone a century far-
ther.
Mrs. Elizabeth Cady Stanton proclaimed some time ago that woman
was riding to suffrage on the bicycle. Latterly a reverend gentleman in

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BIKEABLE PLANET

Atlanta has consulted the oracle of his own wisdom and has procaimed
to the world that woman was riding to the devil. Possibly this is the
only clerical form of stating Mrs. Stanton's discovery. However that
may be, Mrs. Reginald De Koven's idea of the matter, as expressed in
the August Cosmopolitan, is quite different. She is very certain that the
bicycle is to be the panacea for woman's ills, physical, mental, moral
and imaginary. "To men. rich or poor," she says, "the bicycle is an
unmixed blessing, but to women it is deliverance, revolution, salva-
tion."
—from Wheel Talk {\S95)

I can't see but that a wheel is just as good company as most husbands
two years old. I would as lief talk to one inanimate object as another;
and I'd a great deal rather talk to one that can't answer than one that
won't. I'd rather imagine a sympathetic response in a bright and shin-
ing handlebar than know it doesn't exist in a frowning man, who
yawns or starts when I ask him a question.
As for health, I am certain that a great many old maids will hail the
advent of the bicycle as a rare substitute for the prescription so many
Advertisement for Elliman's doctors administer: "If you would only marry and have a family to care
Embrocation shows a fact of life: men for your health would be all right." Compare a wheel with a family in
are more dangerous than women. this respect. You can make your wheel tidy over night, and it never
kicks off its shoes the very last minute, and never smears itself with
molasses. When you are ready you can start. No little elbows are stuck
in your ribs; there is no wiggling; screams at the cars or at the candy
stores. You glide along, silently, smoothly, swiftly. There is exhilara-
tion and
nerve tonic in the very spice of danger, the need to look sharp,
the chance of adventure.
Another great superiority of the bicycle lies in the fact that you can
always get rid of it when you wish. You can roll it in and stand it up in
a comer, and there it stays. It will neither follow you around or insist
on receiving attention at inconvenient moments. When it gets shabby
or old you can dispose of it and get you a new one without shocking
the entire community.
— Ann Strong, Minneapolis Tribune ( 1895 )'

Such historians as record the tides of social manner and morals, have
neglected the bicycle. Yet would it be difficult to deny that this "inven-
tionthe
of devil," as Swithin Forsyte always called it because "a
penny-farthing" had startled his greys at Brighton in 1874— has been
responsible for more movement in manners and morals than anything
since Charles the Second. At its bone-shaking inception innocent,
because of its extraordinary discomfort, in its "penny-farthing" stage
harmless, because only dangerous to the lives and limbs of the male
"New Woman" looking like an old man. sex, it began to be a dissolvent of the most powerful type when acces-
sible
thetofair in its present form. Under its influence, wholly or in
part, have wilted chaperons, long and narrow skirts, tight corsets, hair

294 BIKE CULT

 A POLITICAL TOOL

that would come down, black stockings, thick ankles, large hats, prud-
ery and
fear of the dark; under its influence, wholly or in part, have
bloomed week-ends, strong nerves, strong legs, strong language,
knickers, knowledge of make and shape, knowledge of woods and pas-
tures, equality
of sex, good digestion and professional occupation — in
four words, the emancipation of woman. But to Swithin, and possibly
for that reason, it remained what it had been in the beginning, an
invention of the devil.
— John Galsworthy, Forsyte Saga (1922)'

As women entered the workplace in larger numbers with better opportuni-

ties, some
were employed in the shops and factories of the bicycle indus-
try. Beginning
in the 1920s, and especially during World War II, women
dispelled the stereotype that men were more mechanically-minded by tak-
ing jobs
as bicycle wheel- and frame-builders. Lucille Redmann worked
as a welder and brazer at the Schwinn Bicycle Co. since the mid- 1930s. In
the 1980s she and another woman were building top-of-the-line
Paramount racing bicycles. Many women have run bike shops, and some
shops in Europe and the U.S. are operated solely by and for women. In
sports, the 1980s brought the first Olympic cycling events for women, and
stage races such as the Tour de France Feminin.
In some societies, where sexism and cultural practices discourage
women from cycling, the women's movement has greater obstacles to
overcome. Karen Overton, of the Bikes for Africa development project in
Mozambique, asked the residents of Beira why so few women ride bikes.
They claimed that "women don't know how... It's not ladylike for women
to spread their legs... Riding isn't easy in a capulana (the traditional
dress)... Women are afraid to ride... They can't be trusted because they
may ride off and have affairs... The man of the house deserves to ride a
bike more than the woman." While some husbands encourage their wives
to get a bike so they can ride it, the community grows more supportive
when bicycles deliver more goods to market and provide for better health
care and educational services. In a country where women spend up to
1,650 hours per year for basic transport and men spend only about 530
hours, the cycling women save over 330 hours per year."

Lower prices for bicycles in the 1890s allowed people of all economic
classes to enjoy the adventures and exercise of cycling on the open roads.
James McGum, author of On Your Bicycle (1987), describes the bicycle's
impact in realms of individual rights and class struggles, and how the
ethos of wanderlust mixed with conservative authoritarian forces in
Germany. There were over 500,000 cyclists in Germany in the 1890s and
the German Cycling Federation represented some 500 bicycle clubs.
German cyclists had to know the various laws in each region, as many
roads were off-limits for cycling, including half of all Bavarian roads. In
some provinces cyclists had to ride in single file, ten meters from each
other, and they were required to carry a bicycle identity pass that could be

BIKE CULT 295

BIKEABLE PLANET

withdrawn by police officers. Furthermore, middle-class cyclists who

ventured into some rural districts faced resentment and abuse. McGum
writes: "The freedom, mobility and privacy of the bicycle were more than
the authorities would tolerate. Significantly, Germany was one of the first
nations to provide bicycles for its policemen and local militias — agents of
social control."^
The Worker's Cycling Federation: Solidarity (Arbeiterrafahrbund:
Solidaritdt) was founded in Germany in 1896, and by 1913 it had grown
to include some 150,000 members constituting a group of cooperative
bicycle factories and shops, with a circulation of 167,000 for its newspa-
per. The
Worker Cyclist. Members were described as "the Enlightened
Patrols of Social Democracy," and "the Red Hussars of the Class
Struggle." They organized recreational and sports activities, and used
their bicycles for distributing pamphlets and political electioneering. To
evade identification they would throw handfuls of leaflets at crowds as
they cycled past.
The idea of socialized cycling in Germany continued with the rise of
National Socialism and the Nazi Party, which used the bicycle in propa-
ganda,assuch
in the "Day of the German Cyclist" which took place in
1933, in bicycle parts laden with swastikas, and in Leni Riefenstahl's
influential film, Olympia, which depicted blonde-haired, blue-eyed ath-
letes.film
The shows two Frenchmen and a Swiss winning medals in the
1936 Berlin Olympic road race.
As James McGum relates, the movement traveled abroad, particularly
with the Clarion Fellowship in Britain, which formed the Clarion Cycling
Club. Led by Robert Blatchford and calling themselves "Clarionettes" and
speaking "Clarionese," which involved shouting "Boots!" and "Spurs!"
when passing one another on bikes, the group's hobbies and Utopian
ideals included cycling, literature, music, arts and crafts, rational dress,
feminism, vegetarianism, and farming. Blatchford wrote that "Beneficial
as women's suffrage has been I should place it second to the pneumatic
tyre in the general life of our working people."

294 BIKE CULT

 A POLITICAL TOOL

Economics

Although there are about twice as many bikes as cars worldwide, and
bikes are a basic accessory of daily life for about one-tenth of the world's
people, bikes have had a relatively quiet influence in global economics,
except during the heydays of cycling, when bicycles attained popular sta-
tus.
Cycling accounts for $50 billion to $100 billion in annual sales and
services worldwide, straddling several realms of business, including man-
ufacturing,sports,
clothing,
tourism, and transport. China produces the
most bicycles of any nation. Making only 14,000 bikes in 1949, the year
Mao Zedong and the Communist Party took control, and 1. 1 million in
1958, the year of the Great Leap Forward, the bike industry has expanded
to produce about 40 million units per year since 1987. In 1991, China's
production was split between state-owned factories (40%) and foreign
joint-ventures (60%), and as domestic demand was estimated at 30 mil-
lion bikes,
over seven million bikes were exported to Europe, the
Americas, Indonesia, and Korea. The state-owned factories include one in
Shanghai that makes the Phoenix brand, and another in Guangzhou mak-
ing the
Five Rams brand.
The China Bicycle Company (CBC) of Guangzhou was founded by
Jerome Sze, a Hong Kong businessman and early player in Deng
Xiaoping's special commercial zones. The company, which is traded on
the Shenzhen stock exchange, began making bikes for Western firms such
as Schwinn in the 1970s, and has expanded with access to China's domes-
tic marketand its cheap labor (with one-tenth the labor costs of Europe
and one-twentieth of Japan). In the 1990s, the CBC opened a new factory
in Shenzhen, making its own Diamond Back bikes, and those of its com-
petition, Schwinn,
Specialized, and Scott. In 1992, CBC was rated one of
the top ten foreign investment enterprises in China.
Taiwan is the world's second largest producer, making almost ten mil-
lion bicycles
in 1987 and about seven million in 1993. Taiwan makes over
70 percent of the bikes sold in the U.S. The biggest Taiwanese bike mak-
ers are
Giant Manufacturing Company and Merida Industry Co., produc-
ing their
own brands and supplying bikes to Schwinn, Raleigh, and
numerous others. Japan has Shimano Industrial Corp., the world's largest
bike component maker, and an annual domestic demand of about eight
million bikes. After yen shock raised prices in the late- 1980s, Japan's bike
production has dropped below seven million in the mid-1990s, as it
imports a million bikes a year, mostly from Taiwan. Japan's bike exports
dropped fi-om a million units in 1980 to 110,000 in 1993, as fewer bikes
were shipped to Europe and North America and more went to Southeast
Asia.
According to the Guinness Book of World Records, the largest private-
ly owned bicycle manufacturer is the Hero Cycles Company of India,
which produced roughly 2.5 million bicycles in 1987, about 40 percent of

BIKE CULT 297

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the Indian market. Founded in 1956 by the Munjal family, the company
makes all the components, except tires, tubes, and resin products, at its
factory in Ludhiana, Punjab. The bicycle industry in India has grown from
the process of assembling British imports to a group of self-sufficient
companies named the "Big Four," (Hero, Atlas, Avon, and TI Cycles)
which exported some $37 million in bikes and parts in 1980.'
Before 1990, when the Soviet and East German (GDR) bicycle indus-
tries were
state-owned, bikes from those countries were known for their
bad quality. Most of the Soviet Union's poorly made bikes came from a
centralized factory in Charkov, Ukraine. The German magazine
Eulenspiegel (19S9) described "unroadworthy" new bikes from the
GDR's "People's Factory," with rear wheels mounted the wrong way
around, spokes protruding from nipples that punctured tires, badly assem-
bled brakes,
rubbing chainsets, and non-functioning lights. Three-speed
hubs were not available, and since the 1950s cyclists have crossed illegal-
ly fromEast to West Germany to purchase them. Quality bikes were sold
in Western department stores for foreign currency. Since the destruction
of the Berlin Wall, Western investors have bought interests in the East
German bike industry, or set up subsidiaries. In 1993, the Mitteldeutsche
Fahrradwerke was producing Shimano-equipped city and mountain bikes,
such as the Boss, made of fme wood and leather, and advertised as "the
only alternative for bankers and stockbrokers who wish to convey them-
selves
a marmer
in which befits their standing in life.'"
The distribution of bicycles varies throughout the world. In India,
where one in 12.5 people own bicycles and production does not keep pace
with the need, bicycle frames and parts are shipped from the manufactur-
ers directly
to the bike dealers for assembly in shops with no middleman
distributors involved. In China, since 1949 the central government has
controlled distribution of bicycles by community-based cooperatives
which award bikes to exemplary citizens. Then around 1980, with a grad-
ual wave
of "liberation" in the country, bicycle manufacturers were given
greater freedom to distribute at least one-third of their products both local-
"•IT 24 NAVAJO TIMES Dnrmhn 8. 1««S ly andfor export.
In the U.S., mass merchants sold Tfeercent of the retail bike market in
FEDMART 1993, valued at about $875 million, while independent dealers sold about
29 percent, valued at $684 million. However, independent dealers sold
more bike parts and accessories, valued at $926 million (excluding cloth-
15% Off All
Discontinued Bikes ing and
repairs), compared to mass merchant sales of $3 10 million and
In Stock mail order sales of $300 million.
The bike industry has become a global market since World War II,
with producers in Asia, Europe, and North America balancing their for-
tunes
fluctuating
on exchange rates, labor costs, and tariff restrictions. To
help England after the war, the U.S. Congress cut duties on English road-
SAVE $13.00 to $22.00 sters from
eleven to 5.5 percent. So as not to compete with America's bal-
loon-tire
they
bikes,
were specified to 1) weigh less than 36 pounds; 2)
have wheels 63.5 centimeters or larger; 3) allow clearance for tires no
wider than 1.625 inches. Imports totaled about 1.3 percent of the U.S.

298 BIKE CULT

 A POLITICAL TOOL

market until 1949, when England devalued the pound from $4 to S2.80,
and the lightweight English three-speed, formerly an expensive bike,
became affordable to a wider market. By 1955, imports grew to over 40
percent of the U.S. market, and President Eisenhower signed an import
law that increased taxes on heavyweight bikes, with less taxes for light-
weight European
bikes, which increased in popularity in the 1960s and
1970s. Tariffs on hybrid bikes are being disputed in the 1990s because
these bikes have characteristics of both heavyweights and lightweights.
Tariffs on imported tires were cut in half by 1970, and the Carlisle Tire
and Rubber Co. became the last U.S. manufacturer of bike tires.
Frank W. Schwinn, president of Schwinn Bicycle Co. from 1933 to
1963, brought many sales innovations the bike market. The "Schwinn
Plan" began in the 1950s and built a loyal network of distributors, dealer-
ships,mechanics
and to increase the brand-name value of Schwinn bikes,
by keeping the Schwinn name off discounted mass merchant bikes, and
preventing those bikes from being sold in Schwinn stores. In 1967, the
Supreme Court ruled in The U.S. vs. Schwinn that such restrictions were
illegal. Although there was no apparent price fixing, Schwinn reduced
their distributors and retailers, and allowed stores to sell other brands and
interchangeable parts. Schwinn reached its peak market share of over 25
percent in 1950 and its peak sales of 1.5 million units in 1974. Though it
was not the largest U.S. bike maker, Schwinn set the standard for quality.
In 1990, Schwinn was rated among American consumers as the best-
known name of all sporting goods (297th of all brands, between United
Air Lines and Doublemint gum) in a market survey by Landor Associates
of San Francisco.'"
Schwinn's third generation was led by the great-grandson of Ignaz
Schwinn and nephew of Frank Schwinn, Edward R. Schwinn Jr., who
became company president in 1979 at age 29. The Schwinn family lost
control of the 97-year-old privately-owned company after filing for bank-
ruptcy
October
in 1992. The public record showed revenues of $195 mil-
lion, debts
of $82 million (almost half unsecured), a sinking market share
of less than seven percent, and 1,838 anxious Schwinn dealers. Schwinn's
problems began with a United Auto Workers strike in 1980 that brought
the gradual shutdown of its historic Chicago factory. Schwinn invested in
a new factory in Greenville, Mississippi, that cost millions and was even-
tually closed
in 1991. Schwinn's best managers departed in the late-
1980s, and the company reduced its supply from Giant Manufacturing and
bought shares of another supplier, the China Bicycle Company. Another
bike factory investment of the late- 1980s was Schwinn-Csepel, a joint-
venture with Csepel Works in Budapest, Hungary. At first, Schwinn was
praised for positioning itself to exploit the Eastern European market, but
later it was criticized as a money-losing diversion.
In January 1993, the Schwinn Bicycle Company was sold for $40.75
million to the Scott Sports Group, headed by a pair of successful "vulture
investors," regarded as the best management team available, Sam Zell of
Zell/Chilmark Fund L.P., a Chicago-based partnership, and Charies

BIKE CULT 299

BIKEABLE PLANET

Ferries of Scott USA, an enterprising Idaho-based ski and bike maker.

The Schwinn family trust received about $2.5 million and the contents of
the Schwinn museum, which became the Bicycle Museum of America
curated by James Hurd in Chicago. The Paramount name went to Scott,
and the Paramount factory in Wisconsin went to Richard Schwinn and
now produces Waterford Precision Bicycles. The China Bicycle Company
received full debt payment from its Schwinn-owned stock, while unse-
cured creditors,
such as Schwinn pensioners, were said to be the biggest
losers. Scott Sports Group moved the Schwinn Bicycle Company to bike-
friendly Boulder, Colorado, with the new slogan: "Established 1895. Re-
established 1994."
Economical Transport
The bicycle offers the most economical means of travel. Compared to
walking, cycling saves time. Compared to driving, cycling saves money.
Compared to anything living or man-made that moves, cycling saves
energy. Time magazine summed it up in an otherwise bike-bashing article
titled "Scaring the Public to Death" (1987):

A marvel of efficiency, the bicycle is also cheap, handy, nimble. It can

sprint like a cat, then stop on a dime and give you nine cents change. It
Waterbottie from the new Schwinn is easy to ride and speedy enough for any sane short-distance traveler.
Bicycle Company. In the typical bumper-to-bumper city creepathon the bike can outrun a
Porsche.

Most indicators point to transport as a major factor in economic growth

and prosperity, with the sales and profits of the auto and oil industries as a
popular measure. This applies to industrial nations, where the auto and oil
industries account for one of every six or seven jobs, and in developing
countries, which were supporting motor vehicle growth rates of from nine
percent (Pakistan and Thailand) to 26 percent (Kenya) per year in the
1990s. It is estimated that about half of the world's earnings are motor
vehicle-related.
Some institutions help create the perception that bicycles have a mini-
mal economic impact. For example, a 400-page World Bank report of
1985 called "China Transport Sector Study" failed to mention the impor-
tant role
of bicycles. Likewise, for many years the U.S. Department of
Commerce placed bicycle sales data under the category of toys, until
bikes started outselling cars in the 1970s. In Latin American countries
such as El Salvador, bikes are classified as sporting goods rather than as
vehicles, so imported bikes are taxed as luxury items. With the global
recession of the early 1990s, there has been a policy shift towards inclu-
sionnon-motorized
of transport.
Transportation has an enormous cost on the economies of both devel-
opingindustrial
and nations. Surveys in rural Kenya showed that 90 per-
centalloftrips are made by walking (four percent are by bicycle), with
the majority being three to six hour trips by women gathering water and

300 BIKE CULT

 A POLITICAL TOOL

firewood, using about one- fourth of their daily energy. With the use of
cycling machines, they could save roughly two to four hours per day.
The U.S. spends more on transport than on food or housing, account-
ing for
fifteen to eighteen percent of the gross national product (GNP),
and sixteen to 22 percent of personal expenses, while Japan spends about
nine percent of their GNP on transport. The U.S. spends less than one per-
centalloftransport funds for cycling and non-motorized vehicles, where-
as theNetherlands spends about ten percent."
The auto, oil, and highway infrastructure has various subsidies, incen-
tives,hidden
and costs, such as the servicing of road accidents, the loss of
productivity due to traffic congestion, the health damage caused by air
and noise pollution, the tax abatements for parking facilities, and the trav-
el expensespaid by business and government. The total cost of driving in
the U.S. in 1990 was estimated to be roughly $5.50 per gallon, about $4
more than the cost of gas at the pump. These subsidies allow the automo-
bileflourish
to in a rigged market that contradicts free market ideology.
Travel expenses are hidden subsidies widely given to motor vehicles
that have only recently been offered to bicycles. They illustrate the bicy-
cle's operating
low cost and its growing political-economic value. In early
1975, James Berryhill, a cyclist who worked with the U.S. Bureau of
Outdoor Recreation in Atlanta, Georgia, put a travel expense claim of 60
cents for a twenty mile trip by bicycle from the Fort Worth, Texas, airport
Courtesy of GE Capital
to an official speaking engagement. Despite the fact that this amounted to
three cents per mile, compared to seventeen cents per mile for a car, gov-
enmient officials refused to pay because the Travel Expense Act of 1949
allowed only motor vehicles. Meanwhile, Bob DuVall, of the California
Department of General Services, asked the state for reimbursement fi-om
two years in the mid- 1970s for expenses while traveling by bicycle on the
job to various inventory sites. DuVall's claim amounted to $49.05 for
1,625 miles. He pushed it to a vote in the State Legislature where it
passed and was signed by Governor Jerry Brown. Since the 1980s, more
businesses and regional governments have created incentives for employ-
eesuse
to bicycles to save money, to increase energy efficiency, and to
reduce insurance rates by having healthier workers.
Cost of Transport — Bikes vs. Cars
In 1976, the cost of owning and operating a car for ten years was about
$18,000, compared to the cost of owning and operating a bicycle which
was $450.'- In 1990, the average U.S. retail price of a car was $13,581,
and the cost of a bike was $385. The cost of operating a car in the U.S.
averages 58 cents per mile, while the cost of operating a bicycle is one to
five cents per mile. U.S. households spend about twenty percent of their
annual income on owning and operating cars."
In 1990, the average cost of a car in developing countries amounts to
30 years of personal income, while the average cost of a bicycle is six
months. One hundred bikes can be produced for the same amount of ener-
gy andresources as one mid-sized automobile. The number of cars that

BIKE CULT 301

BIKEABLE PLANET

have been trashed since 1946 in the U.S. totals 288 million."
Of all urban trips in the U.S., 43 percent are under four miles, and 67
percent are under eight miles. If one in every four motorists traveling four
miles or less (eleven percent of all urban trips) switched to bicycles they
would save 2.5 billion gallons of gasoline per year, worth about $4 bil-
lion. reduced
The cost to society would be an estimated $15 billion. In
Britain, if one in every ten motorists traveling under ten miles switched to
bicycles they would save nearly 600 million gallons of oil per year.
Since 1956 the 42,000-mile Interstate Highway System has cost over
$230 billion to construct. With another 800,000 miles of road eligible for
federal aid between 1980 and 1990, annual U.S. spending for highways
nearly doubled from about $8 billion to $16 billion." The American Lung
Association estimates that the annual health care costs and loss of produc-
tivitytodue
vehicle pollution is between $4 billion and $93 billion.
University of California researchers estimate that more than 30,000 deaths
per year in the U.S. are caused by respiratory illness related to motor vehi-
cle air-pollution."

Environmentalism

The environment is an ail-encompassing phenomena, with the elements of

earth, air, and water combining as a whole organism to influence the qual-
ity life
of for all creatures. Likewise, the environment and the quality of
life are influenced by issues of a political, ideological, economical, and
human rights nature.
Humanity's role in nature is at the heart of the enviromental issue. On
one hand there is a religious, technological belief that man is separate
from nature, that he can control and dominate it to suit his needs. On the
other hand is the holistic, ecological belief that humans must understand
and cooperate with nature because we are part of it.
One of the major benefits of the bicycle is that it is an ecological vehi-
cle. The
bicycle is considered by most evironmentalists as the most appro-
priate means
of mobility for humanity, being an intermediate or "ecotopi-
an" technology that is relatively clean, quiet, and healthy. The bicycle's
environmental attributes have been recognized since its beginnings, but in
recent generations the importance of the bicycle has grown with the con-
cernstheforhealth of the planet and its inhabitants.
For the past hundred years, industrial civilization has been formed and
fueled by petroleum. While auto and oil production was the economic
lubricant for industrial nations, the Organization of Petroleum Exporting
Countries (OPEC) was formed in 1960 by a group of oil-producing non-
industrialized countries, that eventually grew to include Algeria, Ecuador,
Gabon, Indonesia, Iran, Iraq, Kuwait, Libya, Nigeria, Qatar, Saudi Arabia,
the United Arab Emirates, and Venezuela. During the energy crisis of the
early 1970s, OPEC's members acted as a cartel to raise oil prices, which
caused gasoline shortages, inflation, and economic problems for oil-
importing countries in Europe, Asia, and North America.

302 BIKE CULT

 A POLITICAL TOOL

OPEC was supposedly conceived of as an environmental organization

by one of its main founders, Juan Pablo Perez Alfonzo. He believed that
selling oil too cheaply was bad for consumers, resulting in the premature
exaustion of a non-renewable resource. For producing countries, oil was a
national resource which should not be squandered today at the expense of
future generations. The only way to stop the industrial nations of the West
from wasteful consumption was to raise oil prices so high that they would
be forced to limit oil imports and conserve. As Perez Alfonzo grew disil-
lusioned
oil politics
with and OPEC, he described oil as "the excrement of
the devil," and said "1 have always been an ecologist first of all. I live for
my flowers. OPEC, as an ecological group, has really disappeared. Cars
are a cosmic curse and should be replaced by bicycles. Electricity ought to
be replaced by candles, and petroleum by wood." The Washington Post
reported that, "the idea of OPEC as the promoter of bicycles seemed an
unlikely image then. But Juan Pablo was merely ahead of his time.""
By 1990, transportation used about 67 percent of all petroleum prod-
ucts
thein U.S., an amount that has increased from about 50 percent in
1970. Industrial and household applications of oil account for 25 percent
of its total use, making food packaging, fabrics, ointments, printing inks,
asphalt, building materials, and bicycle parts. By 1990, annual oil con-
sumption
personperin North America was about 1,050 gallons, the high-
estthe
in world. Per capita consumption in Japan was about 600 gallons,
and Europeans used an average of 500 gallons.'" Anne Hansen's bicycle, 1990.

BIKE CULT 303

BIKEABLE PLANET

Because cycling bums calories instead of petroleum, it contributes

almost nothing to oil pollution, except for the solvents and lubricants used
to produce and operate bikes. Burning fossil fuels such as gasoline or
diesel fliel releases carbon dioxide, carbon monoxide, and other noxious
chemicals and particulates into the air that are partly responsible for acid
rain, climate change, and the loss of the protective ozone layer. Motor
vehicles are the single largest source of air pollution, with passenger cars
accounting for more than thirteen percent of the total carbon dioxide emit-
ted worldwide from burnt fossil fiiels, equivalent to more than 700 tons of
carbon per year. Accidental oil tanker spills dump an average of 125 mil-
lion gallons
into the sea each year, and another 750 million gallons are
either flushed into the sea by routine cleaning of oil tanks, or spilled into
the environment by "do it yourself mechanics changing the oil in their

AIR POLLUTION BY MODE OF TRAVEL

GRAMS PER PASSENGER MILE^°

Mode Hydrocarbons Carbon monoxide Nitrogen oxides

Bicycle 0.00 0.00 0.00
Rail 0.01 0.02 0.47
Bus 0.20 3.05 1.54

Car(l) 2.09 15.06 2.06

Carpool 0.70 5.02 0.69

Vanpool 0.36 2.42 0.38

After the Exxon Valdez oil spill in 1989, the bicycle presented itself as
an environmental solution. An advertisement by the environmental group
Greenpeace, which pictured the tanker's captain, stated: "It wasn't his dri-
ving caused
that the Alaska oil spill. It was yours." Another ad by the
Cannondale bicycle company read, "Let's take Exxon to the cleaner's.
Ride a bike to work today." USA Today reported that response to the ad
was high, though mixed. A couple of Exxon employees who owned
^^^''^y<^/o^ Cannondale bikes wanted refunds, while other readers complained about
the unnecessary apostrophe in "cleaner's."
Noise Pollution
Noise pollution is another environmental problem to which cyclists con-
tribute almost
nothing, yet they suffer many of the effects of other peo-
ple's behavior.Road traffic is the major cause of noise pollution in urban
^^
^^Ou-^yy and suburban areas, from tire friction, combustion engine noise, horns,
alarms, and sirens. In the Central London Noise Survey (1990), which
tested 400 sites in the city, 84 percent of the noise was attributed to traf-
fic. Morethan a third of the people questioned in the survey were dis-
turbed
traffic
by noise at home, while one in five were disturbed by traffic
noise outside.-'
Noise is an invisible but stressful pollution that is difficult to access.

304 BIKE CULT

 A POLITICAL TOOL

For one thing, the decibel scale which measures sound is a non-linear log-
arithmic progression
where an increase in three decibels (dB) doubles the
noise intensity. Because of the way the brain perceives sound, a person's
impression is that ten dB doubles the subjective loudness of noise. Our
impression of sound is fiirther complicated by the resentment factor, in
which we perceive loudness especially if the sound is unpleasant. About
150 dB will cause the ear drums to pop, and 100 dB for many hours every
day for several years is enough to cause hearing loss. At a noise level of
60 dB the maximum distance for conversation is two meters. When noise
rises to 80 dB the distance decreases to twenty centimeters, and at 90 dB
conversation is reduced to shouting into each other's ears.
The health effects are such that about 60 percent of people are "highly
annoyed" by noise levels of 80 dB, and sleep patterns are disturbed by
noise levels of 40 dB or more. High levels of traffic noise are likely to
make people aggressive, quarrelsome, fatigued and more accident-prone.
When coupled with the stress of traffic, the effect can be devastating in
terms of safety and human relations. By law, most motor vehicles are
allowed to generate up to about 80 dB, depending on the country. While
many motor vehicles provide sound-proof enclosed interiors with radios,
music, and phones, the noise of traffic and sirens has increased. Electric
vehicles promise a quieter solution for cars and trucks by eliminating the
sounds of combustion. However, for cyclists there is one benefit fi^omthe
noise of motor vehicles. The bike rider in the street without a rearview
mirror can detect the approach and relative speed of a motorist coming
from behind by sound.
Bike Pollution
Human-powered vehicles may be nearly pollution-free in use, but the
process of manufacturing and selling them produces considerable
amounts of garbage and hazardous waste. These include the processing of
raw materials in bicycle manufacturing, the energy consumed in their dis-
tribution,
all theand
packaging and marketing materials produced for pro-
motion.
As a product of the Industrial Revolution, bicycles have evolved with
the expansion of high-tech manufacturing processes. Widely described as
a low-tech self-sufficient device, the modem bicycle has components that
require a relatively sophisticated level of industrial processing in their
construction. As progress continues with bikes made of exotic alloy met-
allurgy
chemical
and or petroleum based resins and fibers, the nature of
the bicycle's manufacturing waste has changed.
The Consumer Goods Hazardous Waste Study of April 1988 describes
the typical hazardous wastes generated in the manufacture of ten-speed
bicycles. The report was submitted by Science Applications International
Corporation for the New Jersey Waste Facilities Siting Commission. A
"hazardous waste" is defined by the Resource Conservation and Recovery
Act (RCRA) as:

BIKE CULT 305

BIKEABLE PLANET

a solid waste, or combination of solid wastes, which because of its

quantity, concentration, or physical, chemical or infectious characteris-
tics may
cause, or significantly contribute to an increase in (human)
mortality or an increase in serious irreversible, or incapacitating
reversible, illness, or pose a substantial present or potential hazard to
human health of the environment when improperly treated, stored,
transported, or disposed of, or otherwise managed.

m The report analyzed parts of a low-cost bike including the carbon steel
frame, the chrome plated wheels and handlebars, the rubber tires and
7 A.M.TO9 A.M. tubes, the ABS plastic (acrylonitrile-butadiene-styrene) pedals and seats,
and the paints and lubricants used. The manufacture of a complete bicycle
4 P.M.TO7 P.M. involves at least 35 hazardous wastes listed by the U.S. Environmental
MON. TOFRI. Protection Agency (EPA) such as spent solvents, sludges, and furnace
CARRY
^ AWAY dusts, and numerous organic chemical by-products. Since each compo-
nent may
be made of various materials such as steel, anodized aluminum,
titanium, epoxy resin carbon fiber, rubber, plastic, foam, lycra, and
leather, each component adds another hazardous industrial process. The
bike in the study generated this partial list of toxic elements with their
EPA hazardous waste number:

Emission control dust/sludge from the primary production of steel in electric ftir-
naces. (K061)
Spent pickle liquor generated by steel finishing operations of plants that produce
iron or steel. (K062)
Spent halogenated solvents used in degreasing: tetrachloroethylene, methylene
chloride, 1,1,1-trichloroethane, carbon tetrachloride, and chlorinated fluorocar-
bons; and sludges from the recovery of these solvents in degreasing operations.
(FOOl)
Spent non-halogenated solvents: xylene, acetone, ethyl acetate, ethyl benzene,
ethyl ether, methyl isobutyl ketone, n-butyl alcohol, cyclohexanone, and
methanol; and the still bottoms from the recovery of these solvents. (F003)
Spent non-halogenated solvents: toluene, methyl ethyl ketone, carbon disulfide,
isobutanoi, and pyridine; and the still bottoms from the recovery of these sol-
vents. (F005)
Dissolved air flotation float from the petroleum refining industry. (K048)
Slop oil emulsion solids from the petroleum refining industry. (K049)
Heat exchanger bundle cleaning sludge from the petroleum refining industry.
(K050)
API separator sludge from the petroleum refining industry. (K051 )
Tank bottoms (leaded) from the petroleum refining industry. (K.052)
Wastewater treatment sludge from the production of pigments. (K002-K008)
Bottom streams from the wastewater stripper in the production of acrylonitrile.
(KOll)
Bottom streams from the acetonitrile column in the production of acrylonitrile.
(K013
Bottoms from the acetonitrile purification column in the production of acryloni-
trile.14)
(K.0

306 BIKE CULT

 A POLITICAL TOOL

Bicycle Activism
Bicycles have their own poHtical agenda developed from the ideas and
actions of bicycle activists. By promoting widespread bicycle use through
the various social benefits of cycling such as equality, economy, ecology,
and exercise, bicycle advocates are both loved and loathed in the eyes of
the public and in the ranks of the cyclists whom they seek to represent.
Bicycles symbolize both conservative ideals and revolutionary move-
ments,
bike
andadvocates and activists illustrate these two components
by working through conventional and radical methods.
Within the bicycling community, conventional application of political
pressure includes manufacturers lobbying legislators for favorable trading
conditions, and national or local groups pressuring public officials for
cycling facilities through letter writing campaigns and meetings with pub-
lic officials
and planners, backed by educational programs in safety, con-
sumer protection,
and legal aid. The more radical methods of making
political statements include public rallies and human-powered "direct
action" protests through street theater, road blockades, and civil disobedi-
encerights
for of way, backed by leafleting, manifestos, and worldwide
networking.
Bicycle activism grew in the early days of cycling with national groups
such as the Cyclists' Touring Club (1878), the League of American
Wheelmen (1880), the Algemeen Nederlandsch Wielrijdersbond (1883),
the Italian Touring Club (1895), the German Cycling Federation (1895),
and the Danish Cyklist Forbund (1905). The original agenda was oriented
towards all aspects of cycling, including road development, rights of way,
touring camaraderie, and in some cases race promotion. Many of these
groups still flourish, and many more groups have sprouted, especially in
the 1970s, because of increased bicycle use and the awareness of the bicy-
cleaassolution to many community problems.
Bicycle activists have formed groups all around the world which
reflect the environmentalist's motto, "think globally, act locally."
International conferences such as Velo-City and Pro Bike, unite bicycle
activists for sharing news, activities, and ideas with national and regional
Dansk Cyklisl Forbund ,»!^
cycling advocacy groups. The European Cyclists' Federation (ECF) was
formed in Copenhagen in 1983 as a result of the first Velo-City
International Cycle Planning Conference held in Bremmen, Germany, in
1980. By 1987, the ECF represented over 25 national organizations linked
to another 700 regional groups with a combined membership of about
250,000 bicycle activists, for the purpose of promoting cycling within the
European Community.
Given the dual nature of political activism, with "hot-blooded
reformists" and "level-headed realists," once in a while the ideologies of
cyclists conflict with one another. This was illustrated in an article called
vel0^V(e:ity
"Points of View: Considerations for Cycling in the Future," in Bicycle
USA (January 1990). The opinions of Alan Streater and John Forester

BIKE CULT 307

BIKEABLE PLANET

raised the issue of environmentalism in relation to cyclists' rights, causing

what one letter writer described as an "identity crisis on the subject of
advocacy."

It all boils down to why you started riding a bicycle in the first place. If
you're like me, you started riding a bike because you're a penny-pinch-
ing cheapskate,
and you don't want to pay for a car. And when you're
a cheapskate, the only thing worse than spending money is spending it
on something you don't want to support anyway. For me that means
not wanting to support air pollution, oil spills, parking lots... I could go
on indefinitely, but you've heard it before.
That's right. I'm one of those blasted environmentalists for whom
an anti-car attitude is the whole point for riding a bike. Recreation is a
kind of afterthought — I figure 1 already put air in my tires, so I might
as well go for a ride.
On the other hand, a substantial portion of us were drawn to the
sport primarily for recreation — fimess. neato high-tech equipment,
whatever. Recreation-oriented cyclists are bound to put a different spin
on their advocacy fi^om en\ironmen tally-oriented cyclists.
Nonetheless, we're still on the same team and we even need each
other. You realists out there are valuable as liaisons with the more tra-
ditional elements
of our society, but the anti-car people are capable of
shaking, motivating, and inspiring.--

Street theater is a popular form of bicycle activism involving lively

public demonstrations with imaginative non-violent methods of protest.
One of the more original practitioners of street theater has been
Montreal's Le Monde a Bicyclette. a cycling advocacy group founded in
1975 and led by "Bicycle Bob" Robert Silverman and Claire Morissette.
On the occasion of their tenth anniversary in 1985, Morissette recounted
"Ten Years of velorution" in the group's popular newspaper, Le Monde a
Bicyclette.
Calling themselves "velonitionaires." "ve/o-Quixotes," and "ve/o-holy
rollers," the group drafted the "Cyclist's Manifesto" and presented it and
a bicycle to Mayor Drapeau. To protest the carnage caused by cars, they
argued before the Canadian Radio and Television Commission for the
restriction of auto advertising, saying that cars are more harmful than cig-
arettes
hard
andliquor. They blocked the entrance to the Montreal Auto
Show wearing gas masks, using stretchers, bandages, and crutches, calling
it "Ambulance Theatre." To protest the amount of land used up by motor
Le Monde vehicles, "Space Demonstrations" were held with cyclists making auto-
aBJcydette mobile-sized
frames"
"space
of wood and wire for their bikes. While
parading along St. Catherine Street, participating "like everyone else" in
the chronic traffic congestion, they discovered how "the scandal of space
monopolized by one rider was so much more flagrant than the same space
taken by one driver that those in cars blew their cool and charged reck-
lessly
the at
cyclists. One motorist even drove up on the sidewalk with all

308 BIKE CULT

 A POLITICAL TOOL

four wheels to pass."

Morissette also wrote about the episode when some cyclists went to
jail for painting their own path on the public road:

Strange how simple it seems to go to the moon and pick daisies, yet
^e^A fy^^
almost impossible to develop a network of cycling paths — even a few
routes — downtown, in front of our homes and to the doorstep of our
workplaces.
It cost us nothing more than a few gallons of paint when we decided
to create a "do-it-yourself north-south line one hot summer night on
1978. The following day a green line swung happily down Saint
Urbain Street and Marie-Anne Street, the very same strange green hue
that stained the soles of certain smiling cyclists present at the ribbon-
cutting ceremony.
These same stains gave us away when in June 1980, and then in
September of the same year, the police caught us green-handed.
Certain individuals were acquitted by their judges who saw the nobility
of their cause. Others were treated as dangerous criminals by a judge
with questionable political connections and sent to Bordeaux prison to I LIKE
serve their sentence. At Le Monde a Bicyclette, this "do or die" atti-
tude
a way
is of thought and action. From their cell, the incarcerated
BIKES
cyclists could at least dream of the cycling path in North Montreal.
On the order of Mr. Niding, Drapeau's right-hand man, (found
guilty, several months later, of having his $200,000 house built as a
"favor" by one of the Olympic Games contractors), several gallons of
paint were also bought but, instead of extending our cycling paths, he Friends of the Earth keeping cycle
had them covered with a grey matching the rest of the urban drabness." lanes open, Cambridge, England, 1987.

BIKE CULT 309

BIKEABLE PLANET

Lacking access for cyclists to cross the St. Lawrence river by subway
or on the city's five bridges, on Easter hohday in 1981 a cyclist, Philip
Coutu, dressed as Moses in white robes and read the Ten Bicycle
Commandments (Thou shall not kill. Thou shall not pollute...) and
attempted to part the waters. As a result of the group's activities, bike
racks were installed on buses, access was provided on trains, and bridges
were opened for pedestrians and cyclists.
Tooker Gomberg, an Edmonton city councilor and cycling advocate,
went on a "Pollution Solution" tour often North American cities in 1990.
Sponsored by a $10,000 grant from the Canadian government, with the
purpose of reducing acid rain, Gomberg led various groups of activists
wearing gas masks and white anti-toxic body suits who handed out "envi-
ronmentaltotickets"
gridlocked motorists. He told the press in
Washington, D.C.; "The bicycle is so small and quiet and innocuous. So
VIOLATION we have to raise the profile and stick the bicycle on the agenda. It's all
well and good to write letters and to phone elected representatives and to
be polite. But this street theater is usefiil too."-''
IB PtANETOF
^%
14II^#|| DEPARTMENT OF EVERYTHING
"Critical Mass" occurred in 1993, as cycling gained more attention and
funding in government spheres, and new cyclists joined the velorution.
DESCRIPTION OF VEHICLE: Seeking a new approach to direct action in traffic-congested cities,
CAR cycling activists discovered the idea of critical mass. Defined as the mini-
DATE: UTE 20lh CENTURY LOCATION: NYC mum amountof people required to make something happen, it was based
OFFENSES: on the bike traffic in China, shown in Ted White's video. Return of the
0 EXTINCTION
BY GREENHOUSEEFFECT Scorcher (\992), where cyclists crossing busy roads at uncontrolled inter-
a MURDERBY PHOTOCHEMICAL SMOG
B URCENY OF NONRENEWABLERESOURCES sectionsgather
would enough mass to stop opposing traffic. Critical Mass
H EARTH-RAPE:FILLINGLANDWITH PAVEMENT rides began in the San Francisco Bay Area and New York City in 1992,
H DESTRUCTIONOF OCEAN LIFE: 100.000,000
S
SPIUEO GALLONS OF OIL PER YEAR
DRIVING TO ENDANGER BICYCLISTS
and a "chain reaction" occurred as they spread to cities throughout North
AND PEDESTRIANS America to Havana, Barcelona, and Poznan, Poland. Groups of five or
g DELAYING RESPONSE TIME FOR EMERGENCY
VEHICLES
five hundred cyclists would meet as an "organized coincidence" after
S DEGRADINGDRIVERS'PHYSICALFITNESS
work at rush hour and create a "bike clot."
PAYMENT: COMMUNITY SERVICE: Critical mass rides have generated new slogans of bike protest, as in:
Thesd oltenses can never be paid for. The world
i$ in dramatically worse shape today than ever before,
"We don't block traffic, we are traffic," or "We don't block traffic, we
arrd ttirs culture's dependence on cars must bear open minds," and they have added new meaning to words like "corking."
much of the responsibility However, you can start
making a difference today: cut your automobile It operates by "xerocracy" with rides announced by flyers, phone trees, e-
dependence and make the wortd more hospitable
to allernativs transportation.
mail, and zines such as CM Missives and Hey! Get Out of Our Way! Not
all motorists or cyclists are happy to see Critical Mass, as there are some-
Make your driving luel etticient and fnendty;
Take the subway lo and from work.
times actions
of provocation and assault. A mass ride around Berkeley in
Ride a bike or walk wherever, whenever possible: July 1993 veered onto the 1-80 freeway, where the police staged a Critical
Gel your elected officials Ic slop bendng over
backward for automobiles and gel serious about
Mass arrest of 63 cyclists.
mass transit and belter bicycling and walking.

Environmental ticket (above);

Instructions for "corking" an *£m^^^^
intersection (right).
i After we pass through
|( in Intersedlon
|) As wc pass through i
*•' in intersection

310 BIKE CULT

 A POLITICAL TOOL

Bikes Vs. Cars

There is a certain antagonism between cyclists and motorists and their

vehicles. Many bicycle activists believe the biggest threat to cycling and
to the human species is embodied by the motor vehicle in its present state.
Yet not all cyclists dislike motor vehicles. There are many similarities in
cycling and car culture and many cyclists are just as thrilled by cars as by CZTERV nwft
bikes. When Bicycling magazine surveyed its readers on their favorite KOkKn KOkKn
cars, perhaps to encourage its auto advertising, one cyclist wrote, "At last, 2lE DOARZE
a survey I can get excited about."
/
Automobiles offer personal convenience and power, but many benefits
commonly attributed to them, such as speed, safety, unlimited mobility,
economic growth, and sex appeal, are proving to be false myths.
cM)
Furthermore, many automobile problems, such as congestion, danger, pol- TWO WMCCt^ ttOQlk El
lution,
noise,
and can be improved upon. There is nothing inherently
wrong with motor vehicles that are clean, quiet, quick, compact, healthy
to use, safe, economical, logical, and personable. As it is, the only vehi-
cles with
those attributes appear to be the human-powered kind. The fol-
lowing statements
illustrate the many sides to this controversy:

Government must help to eliminate cars so that bicycles can help to

eliminate government.
— Kabouter slogan, Holland (1967)

The bicycle wins if it does not lose, the automobile loses if it does not
win.
—New York City graffiti (1984)

"Cyclophobists and Motophobists"

The "cyclophobist," or bicycle hater, is a well-known though rapidly
disappearing type. Since he can no longer vent his spleen upon the
bicycle he must seek other victims, and the motor vehicle offers him
his next opportunity. The "motophobist," or automobile hater, is
already developing abroad, where motor vehicles are becoming com-
mon.prevalence
The of the petroleum motor, and its concomitant odor,
gives him his excuse for abuse, but his ignorance of the fact that motor
vehicles are driven by other power than petroleum sometimes makes
his "motophobia" ridiculous.
— Anonymous ( 1898)

The ordinary horseless carriage is at present a luxury for the wealthy;

and although its price will probably fall in the fiitiu-e, it will never, of
course, come into as common use as the bicycle.
—ne Literary Digest (1899)

BIKE CULT 311

BIKEABLE PLANET

"Principal Arguments That May Be Marshaled Against Bicycles"

1. Bicycles are childish.
2. Bicycles are indignified.
3. Bicycles are unsafe.
4. Bicycles are un-American.
5. 1 don't like the kind of people who ride bicycles.
6. Bicycles are unfair.
FDUT- 7. Bicycles are good exercise.
—P.J. O'Rourke, Car and Driver (iune 1984)"
PARKEERDER
"Bicycles are Model Citizens"
I ride a bicycle — not because I hate General Motors but haven't the
courage to bomb an auto plant. I don't do it as a gesture of great sto-
icismpersonal
and sacrifice. I am not even engaged, necessarily, in an
act of political protest over that company's responsibility for most of
the air pollution by tonnage in the United States.
It's like finally giving up cigarettes. You just wake up one morning
and realize you don't want to start the day with another automobile.
Cigarette smoking is not a pleasure, it's a business. In the same way,
you finally come to realize that you don't need General Motors, they
need you. They need you to drive their cars for them. You are driving

RDT DP ! for Detroit and paying them to do it. Automobiles are just a part of your
life that's over, that's all. No hard feelings. You've just moved on to
something else. From now on you just use their buses, taxis and rental
cars when they suit your convenience. You don't keep one for them
that you have to house, feed and water, insure and care for.
You ride a bicycle because it feels good. The air feels good on your
body; even the rain feels good. The blood starts moving around your
body, and pretty soon it gets to your head, and, glory be, your head
feels good. You start noticing things. You look until you really see.
You hear things, and smell things you never knew were there. You start
whistling nice little original tunes to suit the moment. Words start get-
ting caught
in the web of poetry in your mind. And there's a nice feel-
ing, too,
in knowing you're doing a fundamental life thing for yourself:
transportation. You got a little bit of your life back!
— Nicholas Johnson, The New York Times (1973)

"Energy and Equity"

The model American male devotes more than 1,600 hours a year to his
car. He sits in it while it goes and while it stands idling. He parks it and
searches for it. He earns the money to put down on it and to meet the
monthly installments. He works to pay for gasoline, tolls, insurance,
taxes, and tickets. He spands four of his sixteen waking hours on the
road or gathering resources for it. And this figure does not take into
account the time consumed by other activities dictated by transport:
time spent in hospitals, traffic courts, and garages; time spent watching
automobile commercials.... The model American puts in 1,600 hours to

312 BIKE CULT

 A POLITICAL TOOL

get 7,500 miles: less than five miles per hour. In countries deprived of a
transportation industry, people manage to do the same, walking wher-
ever they
want to go.... What distinguishes the traffic in rich countries
from the traffic in poor countries is not more mileage per hour of life-
timetheformajority, but more hours of compulsory consumption of
high doses of energy, packaged and unequally distributed by the trans-
portation industry.
Bicycles let people move with greater speed without taking up signifi-
cant amounts
of scare space, energy, or time. They can spend fewer
hours on each mile and still travel more miles in a year. They can get
the benefit of technological breakthroughs without putting undue
claims on the schedules, energy, or space of others. They become mas-
terstheir
of own movements without blocking those of their fellows.
Their new tool creates only those demands which it can also satisfy.
Every increase in motorized speed creates new demands on space and
time. The use of the bicycle is self-limiting. It allows people to create a
new relationship between their life-space and their life-time, between
their territory and the pulse of their being, without destroying their
inherited balance. The advantages of modem self-powered traffic are
obvious, and ignored.
-—Ivan lUich, Toward A History of Needs (1973)

Map of Critical Mass bike rides, 1994.

BIKE CULT 313

BIKEABLE PLANET

I I War and Peace

314 BIKE CULT

 WAR AND PEACE

The 5th battalion of cyclists sent from the front has arrived at
Tsaryoke. A joint meeting was held, and it was discovered that among
the cyclists not a single man was found willing to shed the blood of his
brothers, or to support a government of bourgeois land owners, said a
commissioner, panting and covered with mud from his ride.
—John Reed, Ten Days that Shook the World (1919)

Military Machines
From bicycles to nuclear weapons, machines can enhance and destroy our
lives, work for and against our well-being. They allow for a "good servant
but a bad master," as Jacques Ellul observed. The bicycle, in its two-
wheeled way, shows how a device that is inherently life-giving and peace-
ful can
get drafted into the service of death, destruction, and deceit.
Bicycles have a long history of uses for offensive and defensive mili-
tary actions.
As swift, silent, and self-sufficient vehicles they have been
applied in combat, reconnaissance, smuggling, riot control, guerrilla war-
fare, resupply
and networks. Cycles have carried revolvers, machine guns,
canons, munitions, explosives, poison gas detectors, communications
equipment, food, shelter, medical supplies, and wounded or dead soldiers.
The essential character of military bicycles has been their ability to
inspire surprising, ingenious tactics. Often underestimated by traditional
military planners who tend to favor larger, more powerful weaponry, the
impact of military bicycles has been ignored and lost in modem stories of
warfare, which often describe reality with technical jargon and nationalis-
tic slogans.For the American military this lesson became especially
meaningful during the Vietnam War. In Bicycles in War (1974), the
authors Martin Caidin and Jay Barbree describe how after many years of
underestimating the impact of bicycles in combat by the U.S. war
machine, and despite forewamings ft^om French military experiences in
Vietnam, a David-and-Goliath situation developed when America's multi-
million dollar weapons systems were unable to deter the Vietcong bicycle
resupply network. In 1967, the U.S. Foreign Relations Committee heard
the indications of a stalemate situation caused by Vietcong bicycles.
When Senator William Fulbright remarked, "Why don't we bomb their
bicycles instead of their bridges? Does the Pentagon know about this?" it
brought a round of laughter in Congress.
Para-Militarism
Bicycles have a longtime relationship with military technology and cul-
ture. Around
1870, when the Prussians were forming an empire, French
velocipede makers such as Compagnie Parisienne stopped building bicy-
clesstore
to military equipment for the Franco-Prussian War. When Paris
was under siege in January 1871, Rowley Turner, the cycling entrepre-
neur, supposedly
missed the last train out of town and was able to escape
under fire on his velocipede. The growing bicycle industry moved to
Britain and initiated an alliance between the makers of bicycles and

BIKE CULT 315

BIKEABLE PLANET

weapons, known as "the Military-Industrial Bike Rider Complex."'

Cyclists became a new kind of "mechanized infantry" in 1875, when
the armed Italian militia, known as the bersaglieri, utilized high-wheel
bicycles in large-scale maneuvers which duplicated battle conditions.
Using bikes equipped with lanterns, mounted rifles, ammunition, and
knapsacks, the cyclists, averaging about 12 mph, carried dispatches to iso-
lated units
in the field. By the 1880s, the French, Austrian, and British
militia also formed cyclist battalions. The English movement was led by
Colonel A.T. Saville, a Professor of Tactics at the Royal Staff College in
Camberley, who commanded the 26th Middlesex Cyclist Volunteer Rifle
Corps in 1888 with a collection of 361 men ranked by their machines:
High Wheelers, Safeties, and Tricycles.-

French soldiers (above right) with

velocipedes, 1870. British regiment
(right) using convertible tandems.

316 BIKE CULT

 WAR AND PEACE

Militarism was a major part of the high-wheel bicycle craze in the

1880s, when men's cycling clubs were often fashioned around para-mili-
tary activities.
These included uniforms in club colors with emblems of
rank and mileage, and regimented wheeled marches with banners and
bugle calls. Clubmen wore gaiters, stockings, knickers, jackets, and caps,
and carried pistols, swords, clubs, tlags, trumpets, messenger bags, and
mess kits. Most of the bugle calls used in organized high-wheel bicycle
marches were derived from horseback cavalry, such as the Cavalry
Tactics Manual of the U.S. Army.
Bicycle ingenuity in the 1890s inspired many experiments with mili-
tary cycles.
The League of American Wheelmen (LAW) was involved in
the promotion of military cycles, and one bugling wheelman was
Lieutenant Howard A. Giddings, who commanded cycle maneuvers with
the Connecticut National Guard in 1891 using Columbia bicycles and
Colt firearms — both manufactured by Albert A. Pope. These wheelmen
developed an innovative formation by crouching behind their upside
down machines with the wheels spinning to frighten approaching cavalry
horses. This was called a "zereba" or "zariba," after the Sudanese thorn-
bush enclosures. Giddings later wrote the Manual for Cyclists: For the
Use of the Regular Army. Organized Militia, and Volunteer Troops of the
United States (\S96).
In the 1890s, Major Royal Page Davidson of the Northwestern Military
Academy in Wisconsin organized sixteen cadets into a cycling corps.
They practiced scaling walls in full battle gear with bicycles strapped to
their backs, and journeyed from Chicago to Washington, D.C., via the
National Pike to present their message to the Secretary of War.
The biggest advocate of military bicycles was Major General Nelson
A. Miles, a cyclist involved in the LAW's Good Roads Movement and an
"Indian fighter" who led troops that defeated several nations of Native
Americans including the Cheyenne, Kiowa, Comanche, and Sioux. Miles
organized the 25th Infantry Bicycle Corps in 1896 with Second Lt. James
A. Moss as the (white) commander of an "all-Negro" corps. In the sum-
mer1897,
of Moss led 21 men on an arduous 1,900 mile, 34 day journey
from Fort Missoula, Montana, across the Continental Divide to St. Louis,
Missouri. They rode 32-pound Spaulding bicycles equipped with
Goodrich tires, Christy anatomic saddles, tandem spokes, reinforced
forks, carrier racks, frame-fitting bags, and quick-release rifle clips. Each
man carried about 27 pounds of supplies including mess kit, canteen
(often filled with whiskey), rifle, ammunition, blanket, half a shelter (the
other half was carried by a buddy), and food supplies which were picked
up every few days. The next year saw the outbreak of the Spanish-
American War, and the 25th Infantry Bicycle Corps was increased to 100
cyclists. After most U.S. troops pulled out of Cuba due to sickness, the
Fongers bicycles, used by the Dutch
25th Infantry performed riot control duty in Havana. The black cyclists
and Dutch-Indian army. Seven-foot tall
worked 24-hour duty by surrounding crowds and forming bicycle barri-
poster by F.G. Schlette, 1915.
cades,
they
andreportedly never had to fire their weapons, not even a
warning shot.

BIKE CULT 317

BIKEABLE PLANET

The balance of power is so nicely adjusted that the chances in the com-
ing conflict
will be governed by efficiency in detailed operations. The
bicycle will weigh in the scale. We are told somewhere that for want of
a horseshoe nail a battle was lost. In the next war, for want of a bicy-
cle the
independence of a nation may be forfeited.
— W.C. Whitney, U.S. Naval Secretary (1896)

Bicycles were getting serious attention in military circles and inventors

A Good Thing responded with new designs and uses for cycling machines. Around 1896,
t Bicycle Rider or Dealer two kinds of specially equipped bicycles for laying and retrieving tele-
I iVER
JOHMSON graph wires
under combat conditions were developed by Captain R.E.
Thompson of the U.S. Army Signal Corps and by Leo Kamm, a German
CYCLE
RCVOLVCRI living in London. By 1898, the U.S. Army had commissioned several mil-
itary cycles
from the Pope Manufacturing Co., including a Columbia safe-
ty mounted with a 40-pound Colt automatic machine gun, an in-line
Columbia tandem equipped with two Colt quick-action revolvers, a
twelve-shot rifle, a set of signal flags, and two bundles of blankets and
overcoats, and a side-by-side Duplex tricycle featuring a mountain can-
non.
Various folding military bikes appeared around 1900, including the
cross-frame model designed by a Captain Gerard for the French Army,
and the 18-pound, 28-inch wheel, collapsible hammock-saddled Dursley-
Pederson designed by Mikael Pederson in Dursley, England, and built for,
but never used by, the British Army. In the Boer War of 1899 in South
Africa, a native remarked after first seeing the bicycle, "Trust the English
to invent a way of travelling while sitting down." The bicycle's success in
the Boer War led many other countries to adapt bicycles for military pur-
poses, including
France, Germany, Italy, Belgium, Russia, Switzerland,
Japan, and China. Other kinds of military cycles include bicycle trailers
for large guns, tandems that converted into ambulances, the BSA fire-
fighting bicycle, a British cyclograph bicycle for map making, and vari-
ous portable
cycle-generators used to supply power for battlefield com-
munications
lighting.and
Many military machines were made to order for governments by com-
panies
made
that bicycles and arms. These include Pope's Columbia and
Colt in the U.S., BSA (Birmingham Small Arms) in Britain, Fongers in
Holland, National Arms in Belgium, NSU and Adler in Germany, Condor
in Switzerland, Bianchi and Fiat in Italy, with Peugeot and the St. Etienne
industry in France. A century later, the linkage of bicycle and arms mak-
ers continues,
as military contractors apply today's technology to racing
bicycles and human-powered vehicles.

318 BIKE CULT

 WAR AND PEACE

Bicycles in Battles
By the time of World War I (1914-1918) most of the world's big armies
were using bicycles. Known as the Great War, the conflict involved some
65 million service people, with about thirteen million killed and twenty
million wounded. It is estimated that the French and Belgian forces
employed 150,000 bicycle troops, while the British had 100,000, the
Germans and Turks used about 125,000 each, and the American
Expeditionary Force brought 29,000 bicycles when they arrived in 1917.^
Among the various battles on the Western and Eastern fronts, both
sides shared victories with bicycles, although the increasing industrializa-
tionthe
of war, with motorcycles, tanks, aircraft, and poison gas, over-
shadowed
bicycle's
the role. Among the Allies there were differing opin-
ionshow
on bicycles should be used, such as the attitude of the American
Expeditionary Force, which used bicycles merely for communications,
reconnaissance, supplementary transport, and recreation, and the
Belgians, who formed bicycle commando units with several hundred vol-
unteers
launched
that demolition raids on railroads behind enemy lines.
One notable battle was the sneak attack in September 1914 by 200 sol-
diers
Germany's
of First Bicycle Company, Rifle Battalion, on the Mame
River bridge at Mont St. Pere. Equipped with bicycle-mounted machine
guns and trailers of dynamite, the advance guard of German cyclists sur-
prised
protecting
the force of 4,000 French soldiers, and destroyed the
bridge, slaughtering 444 Frenchmen and losing only five of their own,
while returning with a unit of French troops as prisoners. By the end of
the war, more than 6,000 bicycle troops were killed in combat, about
8,000 were seriously wounded, and tens of thousands more were listed as
missing or taken as prisoners."
In the aftermath of World War I, the military use of bicycles spread to
smaller wars. British troops utilized bicycles in Ireland during the Easter
Rebellion. When the Irish Republican Army (IRA) formed in 1916 to
fight for independence fi-om Britain, bicycles were used in their guerrilla
warfare tactics. IRA cyclists quietly worked nights sabotaging communi-
cation bridges,
lines, railways, and targeting British police and military
stations.
In China there were over 200,000 bicycling troops, and bicycles were
employed by rival groups during the Nanchang Uprising in 1927. The
Russian army developed an innovative solution to sentry duty over the
cold, vast landscapes by forming bicycle-man-dog units in the 1930s.
Troopers mounted bicycles with fat tires and specially-trained dogs ran
beside them with a leash that was either hand-held or mounted near the
rear wheel. The dogs could maintain the same pace as a cyclist traveling
cross-country, and while sniffing out any danger they guarded the men as
they slept. Bicycles had a role in the Chaco War of 1932-1935 between
Bolivia and Paraguay over the oil-rich Gran Chaco. With World War II on
the horizon, the major powers sent observers, and this reportedly influ-

BIKECULT 319
BIKEABLE PLANET

enced the Germans and Japanese to build up their bicycle forces.

Though World War I was called "the war to end all wars," World War
II suggested that war is an inevitable consequence of industrial national-
ism and
imperialism. As Joseph Stalin was negotiating with Winston
Churchill, he said, "This is a war of engines and octanes. I drink to the
American auto industry and the American oil industry.'" When the war
began it seemed that powerful armed machinery would be the dominant
factor, but as it developed the bicycle's role gained in importance.
Because many records of the bicycle troops were lost, scattered, or
destroyed as the war played out across the globe, the role of the bicycle in
World War II has been "greatly understated.'"
On the European fronts, bicycle troops were deployed from Norway to
North Africa. In the Pacific theater, some 50,000 soldier cyclists were uti-
lized
Japan
by in the jungles from the Malay Peninsula to Burma. The
Nazi blitzkrieg ("lighming war") used a combination of rapid and continu-
ous assaults
by tanks and armored personnel carriers on the ground, cov-
eredbombers
by in the air, with cyclists in advance and rear positions.
Germany utilized cyclists in chemical warfare units that specialized in
securing places attacked by the poison gas of Allied forces. The riders
carried impermeable suits with gas masks, hoods, boots, and gloves, and
their bikes were equipped with frame-mounted chemical detection and
identification kits.
Bicycles were particularly useful in the German invasion of Norway,
where the icy and rugged terrain was less suited to blitzkrieg methods.
While covered by powerfiil tanks, the heavily armed cycle troopers with
grenade launchers and light machine guns were able to move along nar-
row trails
and mountain passes to defeat the Norwegian defenses.
Both sides dropped large numbers of parafroopers equipped with fold-
ing bicycles
behind enemy lines for sabotage and espionage. A widely
seen British War Department film warned citizens to look out for German
paratroopers in disguise, with the scene of an enemy soldier dressed as a
Catholic nun who rides a folding bicycle and hides a gun beneath her
habit.
In occupied France and Belgium, hundreds of underground resistance
teams on bicycles were so successful with surprise explosions, fires, and
killings that the German command in Paris banned the use of bicycles at
night. A nearly perfectly planned and executed raid by British comman-
dos occurredin February 1942 when Major John Sheffield led a unit of
cyclist-paratroopers to demolish a heavily defended and strategic German
radar installation along the northern French coast near the village of
Bruneval. The commandos were dropped at night equipped with grenades,
explosives, machine guns, ammunition, and folding bicycles. They com-
pletedmission
their in about two-and-a-half hours, passing through
machine gun crossfire, and leaving the radar in flames. When they were
picked up on the beach by the British Navy, they had only one fatality,
with seven wounded, seven left behind, while taking three prisoners.
While the American armed forces brought about 60,000 bicycles over-

320 BIKE CULT

 WAR AND PEACE

seas, none were assigned to combat duty. Just as in World War 1, their
bicycles served for supplemental transport, communications, and recre-
ation. Many
G.I.s (government issue, or ground infantry) used captured or
abandoned bicycles, of which there were thousands piled along French
roads, for rapid retreats from the enemy. Since the occupying Germans
escaped Holland on Dutch bikes, they are still being asked to "Give back
my grandmother's bike."
Dr. Clifford L. Graves, an American who founded the International
Bicycle Touring Society and served as a major in a surgical unit on the
Belgian-German frontier, described how the bicycle he bought in London
on the black market saved his life in a risky retreat during the Battle of the
Bulge on December 16, 1944. Finding himself on a dark road face to face
with the driver of an advancing German tank squadron, he was luckily
mistaken for one of the German soldiers who had been deployed in
American uniforms.'
Huge supplies of energy and manufactured goods were expended dur-
ing the
war, so many countries had to ration bicycles, clothing, and oil. In
Britain, a small controversy arose when the National Committee on
Cycling was informed that cycling capes and leggings were not consid-
eredessential
as clothing and replacement coupons were not available. In
Paris, the few nightclubs that stayed open during the Occupation reported-
ly usedpedal-powered dynamos driven by racing cyclists for lighting.
Entertainment was provided as the lights brightened and dimmed accord-
ingthe
to racers' stamina.*

YOU CAN COUNT ON

SOLPIER/..

U K£EP'En ROUING/

BIKE CULT 321

BIKEABLE PLANET

As the war was raging in Europe, tiie second Sino- Japanese War was
being fought from 1937 to 1945 over large areas of Eastern Asia and the
Western Pacific. As Japan attacked, invaded, or occupied major parts of
China, the Philippines, Hawaii, Thailand, Burma, Malaysia, Singapore,
and Indonesia, they joined with the Axis powers of World War II. Under
the leadership of General Tomoyuki Yamashita, known as the "Tiger of
Malaya," Japan deployed a force of 50,000 bicycle troops equipped to
carry rifles, light machine guns, mortars, explosives, food supplies, spare
parts, and medicines.
As part of a plan to take over the Dutch East Indies, on the same day,
December 7, 1941, the Japanese attacked Pearl Harbor in Hawaii, Hong
Kong, and the Malay Peninsula. Landing a fleet of ships on the northeast
coast of the Malay Peninsula near the Thai-Malaysian border, and led by
the "Tiger," they came with 60,000 soldiers and 20,000 bicycles. Their
main objective was the strategic British colony of Singapore at the south.
The British forces, which were led by Lieutenant General A.E. Percival,
outnumbered the Japanese three to one and were expecting a naval offen-
siveSingapore,
on since the dense tropical jungle of the Malay Peninsula
was believed to be an impassable barrier.

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322 BIKE CULT

 WAR AND PEACE

Nevertheless, the Japanese army advanced 700 miles in 70 days. Along

the way, the cyclists waded across rivers while holding their machines
over their heads. When they had flat tires, they would remove the tires
and tubes and ride on the rims, which mimicked the sound of tanks. They
would climb trees at night and open fire on the enemy at daybreak. And
their most notorious trick was to set off firecrackers and explosive charges
creating a barrage that convinced the British that they were under attack
by a larger force. By the time they arrived at Singapore, where the fixed
guns were pointing out to sea, they took over 4,000 prisoners and General
Percival surrendered.
In August 1945 Japan surrendered, and as the Japanese withdrew from
Indochina, French rule was restored and the forces of Ho Chi Minh
renewed the fight for Vietnamese independence. Under the leadership of
General Vo Nguyen Giap, Ho's Army, the Viet Minh, used the bicycle
tactics of General Yamashita.
General Giap developed a network of combat supply using bicycle
transport. By strengthening the frames and forks of their French Peugeot
bicycles, and using cargo sacks and bamboo poles for steering, his men
created a war machine that could carry over 500 pounds of supplies. Some
200,000 bicycles moved through jungle roads hauling nearly a hundred
tons of rice, arms, and medical supplies per day to stockpiles in caves and
tunnels surrounding the heavily defended French camp, known as the
facilite, located at Dien Bien Phu.
When the battle broke out at Dien Bien Phu in the spring of 1954, the
French commander General Henri-Eugene Navarre grossly underestimat-
ed what
the bicycle porters could carry, and overestimated the effective-
ness
theof French pilots. While the French dropped time-delayed bombs,
the guerrillas used buffalo to clear the roads, thus providing an extra sup-
plymeat.
of After the airstrip was destroyed, and the fortress at Dien Bien
Phu was surrounded by the Viet Minh, the U.S. military reportedly
offered to detonate a nuclear weapon there, but the French declined and
eventually surrendered.
After the fall of Dien Bien Phu, the Geneva Conference divided
Vietnam at the 17th parallel with the paradoxical situation of a communist
democratic republic in the north and a U.S. -backed anti-communist gov-
ernment
the south
in that canceled national elections. Guerrilla warfare Vietcong bicycle supply route.
ensued in the following years with the formation of the Viet Nam Cong
San, or Vietcong, and it increased into a full scale war with the arrival of
550,000 U.S. troops in the 1960s.
Bicycles had a special role in the war, as the Vietcong infiltrated deep
into the south to the capitol city of Saigon, using hundreds of bicycles in
random terrorist bombings. Explosives were packed within the hollow
bicycle tubes, detonators were fit beneath bicycle seats, and battery or
generator-powered timing devices were installed within bicycle head-
lights.
bicycles
The were parked in crowded public places, and at the set
time, or when the wheel was moved, the bicycle would explode.
The Vietcong used bicycles in resupply networks along the Ho Chi

BIKE CULT 323

BIKEABLE PLANET

Minh Trail. A resident of Hanoi said that "Whoever invented the first
bicycle could never imagine what the Vietnamese have done with it. We
can carry whole families, piles of vegetables, and stocks of weapons."
Meanwhile the U.S., having learned the lessons of the French, commis-
sioned Colonel
B.F. Hardway of the U.S. Advanced Research Projects
Agency to study the elimination of the Vietcong bicycle transport system,
and the Battelle Memorial Institute in Ohio determined that American
commandos on bicycles could work with the South Vietoamese to stop
the flow. The Pentagon dismissed the idea of Americans on bicycles, and
so long as they could not go after the Soviet and Chinese sources of sup-
ply, without
risking the advent of a third world war and nuclear annihila-
tion, war
the turned into a stalemate, with the humiliating withdrawal of
U.S. forces in 1973.
Today, the bicycle seems inconsequential compared to the proliferation
of nuclear weapons. Yet the bicycle's ability to empower the individual
can also make it a formidable part of any nation's army. The development
of mountain bikes has inspired another machine for military action as
some makers have outfitted small battalions of troops, including the Swiss
Army and even the Peace Corps. No matter how future conflicts take
shape, it seems likely that bicycles will continue to be there, so long as
people are still around to ride them. James Berryhill, a cyclist who served
in Vietnam, says:

It is easy to view the bicycle as an essentially benign device, removed

fi-om potential involvement in geo-political conflicts. This attitude is
both foolish and particularly American. Of all the major powers, only
the United States has never used the bicycle exclusively as a tool of
war. Moreover, for generations we have associated its use with recre-
ationplay
and and have rarely considered it a serious mode of trans-
portation,
or out of
in war.
Perhaps it is this attitude that causes us to ignore the military poten-
tialour
of own technology — a mistake that could have serious results if
the technology is passed to irresponsible hands. The bicycle has been
an instrument of war in the hands of any political and military groups
needing its capabilities. Viet Cong or American, Nazi oppressor or
French Resistance, the bicycle doesn't care; it stands ready to carry any
and all to victory."

324 BIKE CULT

 WAR AND PEACE

Road Wars

For many communities the real war is closer to home, as various sorts of
violent behavior occurs on public roads and places. Road wars seem to
have begun as soon as there were roads. Cyclists in the late 1880s demon-
stratedstrength
their as road warriors while organizing solidarity in the
growing good roads movement. The disputes were in part a battle for
rights to the roads, and in part a class war between poor country farmers
and rich city wheelmen. The spokes of the high-wheelers excited and
upset horses and other farm animals, and carriage drivers would some-
times whip
passing cyclists or drive them off the road or into trees and
walls. There were various anti-cyclist thugs and bike-bashers who would
lie in wait for riders. They placed roadblocks of trees and rocks, or strung
a cord or rope across the road between two trees, usually at night.
The Sower, by Charles Addams, for
Occasionally cyclists would get beaten, robbed, raped, or have their bicy- Simon and Schuster.
cles battered.
These criminal groups were particularly active on the open
roads of Germany, Belgium, and the Netherlands, where they were known
as velo-kannibalen.
One protection against the velo-kannibalen was a handlebar revolver
which fit inside the hand grip and could be fired while riding. Spray guns
were designed to shoot liquids such as water, ammonia, ink, or acid at
dogs, horses, and thugs. While cycling magazines covered self-defense
tips, long-distance tourists often had to carry conventional firearms.
With the development of the pneumatic-tire safety bicycle a frequent
attack against cyclists became the placement of tacks in the road. Whether
tacks fell off horseshoes, or people intentionally threw in them in the
road, which has been done at races, in the Golden Age of cycling it was
such a problem that someone suggested that bicycles held a magnetic
attraction, causing tacks to fall off people's shoes. Hence, it was proposed
that a magnet should be attached to the front of a bike, like a locomotive's
cattle catcher.
Surely the greatest tolerated crime and cause of carnage on the road is
due to motor vehicles used as deadly weapons. Since the first fatal car
crash in 1899, motor vehicles have killed over 2.5 million Americans and
permanently injured 43 million. The Humane Society estimated that in
1990 more than one million animals were killed every day on U.S. roads.
The Green Lifestyle Handbbook claimed that motor vehicles kill more
animals than the fiir trade and animal experimentation industry combined,
and more deer than hunters. Throughout the world, some 700,000 people
are killed each year in traffic and ten million are injured. Nobody likes to
admit that more people have been sickened, wounded, and slaughtered by
cars, trucks and buses than in all the wars of the twentieth century.'"
An article titled "Violence on the Highway Increases" in the journal
Traffic Safety (July 1979), began to raise the issue of traffic-related vio-
lence.
Bowers
Jan stated that, "All over the country more and more traf-
fic-related altercations
are leading to violent disputes. Some incidents

BIKE CULT 325

BIKEABLE PLANET

involve the cars as weapons." A deputy chief of police in Houston, Texas,

suggested that in a car, "The man who is very small becomes just as large
as the man that's six-foot eight. And if you try to be nice in traffic, that
little-bitty man might take that big man on, because he's got this bomb
with him, this big automobile." Psychiatrists think this behavior occurs
with people who associate their ego with their driving and are in tight
control of their emotions, but with no outlet for expression. When they get
behind the wheel of a powerful automobile there is a feeling of frustrated
physical performance when confronted by blocked traffic situations.
Though various studies on the nature of traffic violence have been
compiled, very little was done until Los Angeles suffered from an out-
break
"freeway
of gunmen" in the late 1980s. Even the World Champion
cyclist Greg LeMond was randomly shot at while training in the foothills
of the Sierra Nevada Mountains. In a letter to The New York Times
(March 1989), titled "How Bicyclists Can Protect Themselves," Andy
Clarke of the LAW noted that, "Objects that are thrown from a vehicle
are, in most states, considered to be part of the vehicle — making the
offense that of hit and run. Cyclists should record the license number of
any reckless driver or passenger and report the incident to the police."
In 1988, bicycle activists in Toronto set up a non-profit 24-hour tele-
phone hotline
for bicycle accident "survivors," called Cycle Watch. The
volunteer response team provided support and legal information, giving
referrals to lawyers and expert wimesses, and recorded a detailed accident
report for creating a statistical data base. In their first year, they dealt with
about three accidents a day from a variety of tourists, commuters, racers,
couriers, and occasional riders during the cycling season."
The serious consequences of traffic violence appear in various urban
upheavals and riots, such as those in Los Angeles over the Rodney King
verdict and in New York at the deaths of Gavin Cato and Yankel
Rosenbaum. Its pervasive nature can be found in American culture, with
the comedy of George Carlin's anti-biker skit, "Bicycles and Joggers,"
and in the fantasy of Richard Cohen, from The Washington Post
Magazine (\9SS):

WAKH I want to kill a bicyclist. I want to hit one of them with my car, knock
him off the road, send him spilling over the curb, tumbling out of con-
trol.
wantI to see the bike go flymg and then — this is my fantasy — I
stop the car, get out and so do all the other drivers. They cheer me.
They yell "hooray!" and then they pick me up and carry me around on
their shoulders. And then they take me to the District Building, where
they have a ceremony for me.

In the United States there is a fundamental problem in a legal system

that allows many fatally reckless driving incidents to be judged and toler-
atedaccidents
as or misdemeanors. For example, when a motorist rams
into a cyclist, the law says the motorist is guilty of having an accident, or
reckless endangerment, depending on the motorist's intent. The reality for

326 BIKE CULT

 WAR AND PEACE

many cyclists is that the motorist committed assauh with a deadly

weapon, a crime that rarely applies to drivers in the U.S.
There is also a double standard in the U.S. legal system, in which
injured cyclists are more likely to lose in accident-related court cases.
According to a study by Verdict Research, Inc., from 1988 to 1990 rough-
ly 45
percent of cyclists who were injured in collisions with cars and
brought their case to court were awarded money for damages. This was
^WWWWWVWVWWl
compared to 67 percent of motorcyclists who received a jury award, and
63 percent for all liabilty cases. While an estimated 85 percent of all lia-
bility cases
are resolved by pre-trial settlements, it was reported that
insurance companies representing motorists in cases involving cyclists
preferred taking their case before a jury. Insurers are aware of the bias
against cyclists, and juries are more likely to empathize with the motorists
who hit cyclists than the cyclists who are hit.''
Cycling advocates have a way of revealing how these double standards
apply in the real world. Steve Stollman, a pedestrian and cycling advocate
in New York City, points out that "If anyone walking along the sidewalk
were to make deafening noises, spew poisonous gas into innocent faces,
and threaten people with a deadly weapon, they would be arrested. Yet, a
few feet away, on the public roadway, it is considered normal behavior."
A 1994 press release from the pro-bike group in Germany (ADFC) noted
that "There has been no known case of a cyclist failing to see a motorist
and killing him in the resulting collision."
Most traffic situations that pose a danger can be anticipated by cyclists
through attention, education, and experience, but one big problem is the
erratic drunken driver. The combination of petroleum in the engine and
alcohol in the bloodstream makes a deadly weapon, with the power of
hundreds of horses and the weight of thousands of pounds of armor. Anti-
drunk-driving groups like Bicyclists Against Drunk Driving (BADD)
formed political lobbies which brought Breathalyzer tests for drivers, and
a partial ban on alcoholic beverage advertising. While stricter laws are
being enforced, more and more severe alcoholics have been stripped of
their driver's licenses, and this has brought them onto bicycles "trying to
get to the bar any way they can." This has brought "a new headache" on
American roads. Drinking alcohol was involved in one-third of the bicy-
clist fatalities
studied between 1989 and 1991 by the Johns Hopkins
Injury Prevention Center in Baltimore and in almost half the fatalities of
men aged 25 to 34."
One strange but true story is that of Joe Cyran, a New York State
Trooper who set out on a solo cross-country bicycle trip to raise money
for two brothers from Utah who had been paralyzed in separate accidents
due to drunken drivers. In May 1990, Cyran flew to Los Angeles, assem-
bledbike
his at the airport, rode to the beach to dip his rear tire in the
Pacific Ocean (a cross-continent cycling tradition), and then turned
around and headed east for Atlantic City in New Jersey. After 2 1 grueling
days, he was just 38 miles from his goal when he was struck by a car that
crossed four highway lanes, driven by a man accused of having alcohol

BIKE CULT 327

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and cocaine in his blood.

Cyran was flung through the car's windshield and out a side door. He
was flown by helicopter to a trauma center in Camden where he spent
three months undergoing twenty operations, nearly losing a leg. His
fiancee said: "Many people promised to pray for him, and the week after
the doctors were discussing the amputation, the leg began to heal." He
suffered fi^omnightmares about his bike trip with a sudden ending, which
he worked out by reliving the experience from photographs of the acci-
dent scene.
Six months later Cyran was back on a stationary bicycle riding 75 to
100 miles about three times a week. He says: "There have been 250,000
deaths caused by drunk drivers in the last ten years, and if you multiply
this by ten people who may be affected by each death, then I believe we
are a country of walking wounded due to drunk drivers."'"

Helmets

What do you call a cyclist who doesn 't wear a helmet?

An organ donor.

Because they are safety devices used in life-and-death situations, a contro-

versy surrounds
the use of helmets involving personal freedom and public
policy, health care and traffic safety, risk-taking and risk-prevention.
Many people, including those who rarely ride bicycles, believe helmets
are a necessary component for safe cycling, and that governmental legis-
lation should
make helmets mandatory for all cyclists. Some people think
helmets are bad medicine, claiming that they discourage people from
cycling, and that the best way to save lives is to get everyone cycling.
Others claim that the proper use of the brain and the bicycle serve the
same purpose as helmets. In the middle are those who believe helmets are
necessary for special cases, such as children, group rides, and most racing
events, but that no law should mandate them for everyone, allowing for
personal choice.
Helmets are a relatively new accessory for the average cyclist. Bicycle
racers were the first to use helmets because danger and risk-taking is a
normal part of the sport. Padded leather and hard-shell helmets gradually
appeared in track, road, cyclo-cross, and especially in motor-paced cycle
racing events, but only a few racers, some cycletourists, and people with
weakened or fractured craniums used helmets in non-competitive situa-
tions.
the In1970s and 1980s, more and more average cyclists began to
wear soft- and hard-shell helmets, as many North Americans took to
cycling on inferior bikes and found traffic systems with motor vehicles
and road conditions too dangerous for cycling without a helmet. In the
1990s, while mandatory bicycle helmet laws for children and adults have
been enacted in the U.S., Canada, Australia, and New Zealand, the vast
majority of the world's cyclists do not wear helmets.
The first hard-shell helmets for cycling, nicknamed "brain buckets,"

328 BIKE CULT

 WAR AND PEACE

were rather heavy, hot. and unfashionable. People wanted to know what
worked best and what safety standards should be applied, and some peo-
ple wondered what the world had come to when those using the most logi-
cal vehicles— cyclists — had to add a bit of armor to protect themselves.
The scientific testing and rating of helmets for motor vehicle racing
began with the Snell Memorial Foundation, which fornied in 1957 after
race car driver Peter Snell suffered a fatal head injury. The foundation
developed standards for motorcycling and auto racing helmets in the mid-
1960s and set bicycle helmet standards in 1980. Since then, numerous
testing laboratories have sprung up, and most industrialized countries
have set standards for bicycle helmets. The U.S. has four standards-setting
organizations, the American National Standards Institute (ANSI), the
American Society for Testing and Materials (ASTM), the Safety
Equipment Institute (SEI), and the Snell Memorial Foundation.
In the Snell test, helmets are placed on a dummy head form and
dropped from a height of about three meters onto a flat or curved anvil.
An accelerometer inside the head assembly at its center of gravity mea-
sures peak
deceleration, or negative acceleration, in G forces ( 1 G = earth
gravity at sea level). The Snell safety standard limits G forces to 285. In a
head crash at the speed of 25 mph, a cyclist may receive over 1,000 G
forces. In such a head-on impact, the wearer of a ribbed leather helmet
may receive as much as 700 Gs and a typical expanded polystyrene (EPS)
foam helmet allows about 150 to 250 Gs.
Helmets, like many safety devices, change the physical dynamics of
crashing, as well as the psychological factors in risk-taking. One test,
which reveals a possible helmet-induced injury, shows the amount of fric-
tion helmet
the creates in sliding, which can cause neck and spinal
injuries. In this case, hard-shell helmets that slide are recommended over
soft-shell EPS foam helmets that grip. In terms of risk compensation,
many people wearing helmets feel more confident and ride with less care,
knowing that in the event of an accident their risk of head injury will be
reduced. There are also those who say, "I paid for it, now I'm gonna use
it!" Most helmet makers recommend replacement of helmets after the first
crash or if cracks appear. Helmets are relatively cheap to make, but rather
expensive to buy, in part because of the high overhead costs, including
testing, certification, insurance, lobbying, and promotion. The bicycle hel-
met industry
has grown rapidly as more cyclists choose to wear helmets
or are legally required to wear them.
Bicycle helmet advocacy groups have influenced the public safety
debate by emphasizing the most harmful consequences of cycling —
instead of the healthy consequences — and by promoting the use of a safe-
ty devicethat reduces the impact of accidents, rather than reducing acci-
dents preventive
with measures such as safer roads and public education.
The opinion of most helmet advocates is that helmets can save lives and
injuries, and because the public must share the especially high medical
and legal costs of bicycle-related head injuries, the public must be
required to wear helmets when bicycling. As for children, society must

BIKE CULT 329

BIKEABLE PLANET

protect those who cannot make decisions on their own.

Helmet advocates have used statistics to bolster their opinion. For
example. The New England Journal of Medicine reported that bicycle hel-
mets85arepercent effective in preventing head injury. A study in the
Journal of the American Medical Association (December 4, 1991) report-
ed that
head injuries account for 62 percent of all bicycling deaths and 32
percent of all visits to emergency rooms. Children under fifteen suffer 41
percent of all bicycling head injury deaths and 76 percent of all non-fatal
head injuries. The JAMA report suggests that one life per day in the U.S.
could be saved by universal helmet use." National Safe Kids Campaign
says that 75 percent of all cyclist deaths involve head injuries, and 70 per-
centallofhospitalized cyclists are treated for head trauma. According to a
1988 poll by the makers of Cheerios, a sugar-sweetened cereal, 65 percent
of American kids under seventeen years favored making a cycling helmet
mandatory for their age group. Bikecentennial said that helmetless riders
on the TransAmerica Trail in the mid-1970s suffered concussions at the
rate of one every three days, while nobody wearing a helmet received a
serious head injury.
A problem with these statistics — and a problem with helmet laws — is
that they emphasize one part of a whole issue. In the realm of public
health, studies in Britain and Denmark show that the lifetime health bene-
fits from
bicycling far exceed the years of life lost to bike accidents, by
ratios often to one and twenty to one. Bicycle-related head injuries occur
about 0.05 percent of the time and cyclists are no more at risk than other
road users. In fact, in many places the percentage of bicyclist deaths and
injuries is lower than the percentage of bicycles in traffic, and is lower
than pedestrian and motorist deaths and injuries. The European Cyclists'
Federation estimates that more accidents and injuries would be prevented
if the money to equip all bicyclists with helmets were spent on safety edu-
cationimproved
and cycling infrastructure.
The big problem with helmet laws is that they discourage people from
cycling and gaining the health benefits of cycling. Australians were the
first to have universal (all ages) mandatory helmet laws in 1990, and New
Jersey was the first U.S. state to rule it illegal for anyone under fourteen
to ride without a helmet, with $25 and $100 fines for the first and second
offenses, which is waived if the child gets a helmet. California enacted a
helmet law in 1994 for people under eighteen. In Australia, discretionary
cycling has fallen off by 25 to 50 percent. In some cases, the percent of
decline in head injuries (32 percent) did not keep pace with the overall
decline in cyclists (36 percent), so the risk of head injury actually
increased for the remaining cyclists, as roads generally without cyclists
can be more dangerous for the few remaining cyclists. At first, bicycle
dealers profited from increased sales of helmets, but with the decline in
cyclists, some have had to close shop.
Certain public roads and wilderness trails require helmet use. On
mountain bike trails, where cyclists take the role as the threatening
mechanical vehicle, a helmet is useful for avoiding self-inflicted injuries.

330 BIKE CULT

 WAR AND PEACE

Many cycling groups will not allow helmetless riders to participate in

their organized rides, because of the dangers of large packs with cyclists
of varied experience and to reduce their insurance rates. Racing cyclists
have fairly well-defined laws for helmet use, yet they often dislike hel-
metsmost.
the The Union Cycliste Internationale (UCl) requires helmets
for mountain biking and track racing, but not for professional road racers,
leaving rule-making to the national federations, the majority of which
require some kind of helmet. In 1991, the UCI tried to require hard-shell
helmets for all road races except individual time trials, but this failed after
protests at Paris-Nice and the Tour de France, when racers chose to ride
helmetless and pay the 300 Swiss franc fine ($195), complaining that hel-
metstoo
arehot and awkward.

Law and Order

In the realm of law and order, bicyclists are victims, survivors, perpetra-
tors, accomplices,
wimesses, and enforcers. The crimes include
manslaughter, assaults, robberies, fraud, smuggling, victimless social
behavior, and acts of civil disobedience. DAILY^NEWS
Bicycles provide an ideal vehicle for smuggling, as secret documents
and other small amounts of contraband can be hidden in the handlebars
and frame tubes. An Irish tale relates how a "shapely lass" frequently
passed British road blockades on her bike and was usually allowed to pass
freely by enamored guards. One time she stumbled and her bike fell with
a heavy thud. While the guards tried to lift it, she fled, and they found the
frame tubes filled with gold she was smuggling for the IRA.
HITMEN
3 teens gunned down
A similar deception occurred at the U.S. -Mexico border when a man
regularly bicycled from Mexico carrying a large sack. Each time he was
in 'pedal-by' shooting
stopped and searched, the sack was found to contain nothing but sand. In
desperation, a U.S. Customs agent begged the man to confess what he was
smuggling, even offering immunity from prosecution. With a wry smile,
the man whispered: "bicycles."'"
Bicycle
Some of the notable crimes committed on bicycles include an attempt-
ed purse
snatching by a cyclist who was beaten off by an 87-year-old New
Killer
York City woman with an umbrella. Bicycling bank robbers hit several
mid-western banks including a drive-thru teller. A seven-year-old boy in
Guns
San Carlos, California, collided on his bike with an official city truck and
was sued by the city for $13,000 in damages to the driver. While traveling Down
to the Great Wall in China, an American diplomat's motorcade was hit by
a girl cyclist who died of her injuries. The police ruled the driver respon-
sible, fined
them $12,500, and the diplomat was expelled from the coun-
Cop
try."
Swiss Protester Run Down
An insurance fraud case was uncovered in which a bicycle rider and ZURICH, June 20 (Reuters) — A cy-
his accomplice were accused of a scheme to defraud an insurance compa- clist who
sat down od a busy roadway
to protest traffic was run down and aod
ny out
of $30,000 in false claims. Their plan was to fake a collision with a badly mjured by a car today.

rental car. The cyclist spread blood and glass on the roadway, cut himself
in several places, broke his own teeth, and finally checked into a hospital.

BIKE CULT 331

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The rider was caught after his fourteenth fake accident, and eventually
pleaded guilty.'*
In Ft. Lauderdale, Florida, a cyclist rode his bike to a McDonald's fast-
food restaurant around midnight and found the front doors closed and the
drive-thru window open. The window clerk told him to leave, that they
served only motorists, and the cyclist persisted, claiming that they were
discriminating against him as a bicyclist. As cars began stacking up,
McDonald's management had him arrested, and after spending a night in
jail, he was released when friends posted the $25 bail. After The Miami
Herald reported the story, it gained national attention and played out in
the AP, UPI, and CNN news services."
In Washington, D.C., at DuPont Circle, on June 12, 1992, the United
States Park Police conducted a confiscation raid against bike messengers
hanging out after work. The black-suited SWAT team enforced a little-
known law requiring bike registration as a ruse to clear the couriers from
the park. Police blocked park entrances, jumped benches, and confiscated
fifteen unregistered bikes — thirteen from couriers, two from bystanders —
loading them into idling vans. One courier was arrested, and one officer
allegedly pointed his baton at the chest of a courier and shouted "Drop the
fucking bike!" The courier replied: "It's not loaded." Although non-regis-
tration
a $5 istraffic offense, in this case it was treated as a criminal
offense. By paying a S25 fine, the couriers gave up their right to stand
trial. With attention from The Washington Post and support from the
American Civil Liberties Union, the Superior Court returned the fines and
dismissed the criminal charges.'"
Bicycling reported that a misguided bike enthusiast named Roy
Clarence Rose was captured thanks to a "Wanted" notice that appeared in
their magazine. Rose was wanted in several states for felony bike theft,
check fraud, and parole violations, and was known to be wandering
around in a stolen VW bus with a stolen credit card. He was a "wannabe,"
acting as a world-class racer with a few national team jerseys, expensive
bikes, and the ability to swindle expensive merchandise from bike shop
employees and cyclists. When the owner of the Free-Flite Cyclery in
Atlanta spotted Rose in his shop, he checked the issue of Bicycling and
called the detective in Colorado assigned to Rose's case. When the cops
came, they showed Rose his picture in the magazine, and "his jaw
dropped."-'
The use of illegal behavioral and recreational drugs is a part of society
that generates a large underground economy. In America, marijuana has
been the largest cash crop since 1980. While the drug trade usually goes
on behind closed doors, in many cities it flourishes on the streets where
drug dealing is often carried out on bicycles. An "increasing use of bicy-
clestransport
to illegal drugs" was noted by Boston Police Detective John
Uirich, who once chased and arrested a drug runner who "abruptly turned
onto a side street after sighting his police car." Although "angel dust" was
found on the suspect the case was dismissed when the judge ruled that
"turning sharply onto a side street" was no reason for an illegal search.

332 BIKE CULT

 WAR AND PEACE

seizure, and arrest."

Cops on Bikes
Since the mid-1980s and with the development of mountain bikes, many
American cities have had success in fighting street crime and narco-traf-
ficking by employing uniformed and undercover police on bicycles.
Typical equipment includes a .38 caliber revolver or nine millimeter semi-
automatic handgun,
an eight-pound kevlar bulletproof vest, handcuffs
(which often double as bike locks), a short stick (a portable club), a police
radio, a first-aid kit, a citation book, and a badge.-'
Known in Boston as BOPS (Bicycle Oriented Patrol Squad), to replace
the old acronym COP (Constable On Patrol), these bicycle-mounted units
have several advantages over patrols in squad cars or on foot. They are far
less expensive to operate than motor vehicles, they offer greater mobility
than foot patrols, they allow more personal contact with citizens and
neighborhoods, they provide aerobic exercise for stereotypically over-
weight police
officers, and, of particular interest for cycling advocates,
they legitimize the bicycle as useful transportation.
The Police on Bikes Suney Report published by the LAW in 1991 list-
ed over
500 bicycle-mounted police units in the U.S. According to Lt.
Charlie Davidaitis of the Las Vegas Metropolitan Police, the cost of out-
fitting
bike apatrol of fifteen riders with equipment and uniforms amount-
ed $18,000
to in 1990, with annual maintenance costs of $120 per bike. In
contrast, the price of one patrol car was $23,000, with annual maintenance
costs including fuel about $7,000 per car. Davidaitis said that between
May 23 and September 8, 1990, the Bike Team handled 850 service calls
and 941 reports; they stopped and "spoke" to 1,396 people and 1,440
vehicles; they issued 1,058 misdemeanor citations, 943 traffic violations,
and made 49 arrests for felonies, 308 for misdemeanors, and recovered
sixteen stolen vehicles.-'

New York City Housing Police, 1992.

Plioto by Anita Bartsch.

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Police have been on bicycles throughout the world for the past hundred
years. The first bicycling policemen were traffic officers used in parks
and on streets of cities in the 1890s to apprehend speeding cyclists, known
as "scorchers." These crackerjack bicycle patrolmen were the elite mem-
berstheof police force. Cycling patrolmen were instructed to catch up
with offenders and then cut in front of them, forcing them to stop. For this
purpose, the New York City police hired the racer-stunt rider Charles
"Mile-a-Minute" Murphy, but the pursuing policeman became such a
menace that it was recommended that each police bicycle be equipped
with a continuously sounding bell. Cycling cops also chased after run-
away horses,
as well as some of the early motorists, including the comedi-
an W.C. Fields, who, according to The Boston Globe (1902), was "arrest-
ed for
fast driving... while racing down North Broad Street last evening...
by Bicycle Patrolman John Ulrick." A few bicycling patrolmen were
Bicycle policeman pulls over motorist, reportedly killed in the line of duty.
1900. Photo from National Archives. The idea of police on bikes drew a certain amount of ridicule. One
midwest newspaper reported that: "The spectacle of the staid, sober.

334 BIKE CULT

 WAR AND PEACE

heavyweight policemen of this city breaking their necks and the injunc-
tion against
profane swearing while learning to master their vicious steeds
will be a show that will stand almost any admission the city may please to
charge for it. The treasury reserve will be raised away above the low
water mark by hiring a hall and giving this exhibition under a reasonable
scale of prices.""
In 1968, Law and Order magazine reported the use of bike patrols at
suburban shopping centers in Long Beach, California, and Birmingham,
Alabama, where half a dozen sheriffs deputies had shotguns strapped to
their bikes. Long Beach Police Chief William J. Mooney claimed that the
use of the bicycle "set a fantastic record for a two-man team. For street
crime, purse snatching, mugging, general malicious mischief, teen trouble
areas — it's the most effective police method we've found.""
New York Law
For the past fifteen years I've done most of my daily bike riding in New
York City, where the cycling conditions tend to mirror the city's public
image. Despite the worst ranking by Bicycling magazine's 1990 poll of
cycling cities, and the infamous "Bike Ban" of 1987, over 75,000 people
ride bikes in the city every day. They find that the size, topography, and
chaotic liveliness make New York, if not a "bicycle friendly" town, then a
place nonetheless worthy of the fight for that honor.
Street traffic in New York is a special kind of chaos in which the rules
of the road are formed by the instincts of people moving with contrasting
interests. Stereotypes abound, as there are impudent, seemingly blind jay-
walkers, wrong-way
delivery cyclists, outlaw bike messengers, unionized
truckers, oppressed taxi drivers, iminsured commercial vans, speeding
government vehicles, and the mayor's lawless police. A "Talk of the
Town" piece in The New Yorker magazine called "Anarchy Without
Malice" serves as primer for cycling in Manhattan:

Most bicyclists in New York City obey instinct far more than they
obey the traffic laws, which is to say that they run red lights, go the
wrong way on one-way streets, violate cross-walks, and terrify inno-
cents, because
it just seems easier that way. Cycling in the city, and
particulariy in midtown, is anarchy without malice: anarchy as a way BICYCLE RIDING
around the usual obstacles, anarchy that seems at once graceful and PROHIBITED
suicidal, anarchy in quest of the improbable. It is cheap and thrilling,
and it enables a person to journey from Point A to Point B without
being held hostage by the MTA."

In 1987, a famous episode in the annals of the bicycle occurred when

PARK AVE
Mayor Edward I. Koch announced an experimental three-month bike ban
MADISON AVE
in the central business district of midtown Manhattan, on Fifth, Park, and
5 AVE
Madison avenues, between 31st and 59th streets, daily from ten a.m. to BETWEEN 31 ST & 59 ST
four P.M. Responding to pressure from various groups, the Mayor tried to I0*« - 4pm MON thru FRI

put the ban into effect in spite of the law. The bike ban took effect on
August 3 1 for only one hour before a temporary restraining order issued

BIKE CULT 335

BIKEABLE PLANET

by the State Supreme Court stopped it, the result of several lawsuits
brought against the city by a coalition of bike messengers and bicycle
activist groups. Ten days later, the court permanently voided the bike ban,
ESI/ffilMJMff because the city had not followed proper procedures in notifying the pub-
KOGH ORDERS lic.
The main targets of the bike ban were the city's commercial bike mes-
BMERS sengers.
free-spirited,
A hardworking group, they have been described in
CITY
SLAPS TOIUS the media as "folk heroes," "urban cowboys," "speed merchants,"
"kamikazes," "the despised," "rough riders," "road warriors," "unmoved
BANON AHKE movers," and "killer bikers." The average messenger is said to be threat-
ened
hitorby a bus, car, truck, or pedestrian at least once a day, but they
SCyclistssue are harder to kill than a cockroach on the Upper West Side. Although the
jto brake ban bike ban treated messengers essentially as political pawns, a few got the
chance to voice their dilemma. In a letter to The Ne^' York Times, "For the
Bicycle Messenger, No Roadbed of Roses," Seth Amgott wrote that,
BIKEMAREI "Like the Jews of medieval Europe, messengers make an objective contri-
HITSCITY bution
the local
to economy, but are viewed as utterly foreign, existing
BAN tenuously on official tolerance punctuated by specific harassment. Some
of us on the margins of traffic are from the margins of society as well,
lacking tact and communication skills, and would not otherwise be in cor-
wmvm porate midtown
— or decently employed. We, as well as pedestrians,
deserve better peripheral vision."^' Another Times opinion piece by David
Paler, titled "I'm a Bike Messenger, and I Break the Law," said, "Why?
Because I can get away with it. The streets of New York have become a
free-for-all, apparently devoid of law."-'
The bike ban was also regarded as an attempt by City Hall to sidestep
normal law enforcement channels, including a 1984 law requiring all mes-
senger companies
to issue identification cards and license plates. The
messengers were employed with independent contractor agreements, and
their companies, with names such as Speedy, Dash, Rush, Bom to Run,
Prometheus, Chick Chack, Rough Riders, Streetwise, One Track, Unique,
and We Are the Best, often evaded liability for worker's compensation
and health or accident insurance. The bike ban generated several fierce
editorials, and reached bicycle activists around the world. Murray
Kempton wrote in Nevi'sday:

My bicycle is a regular companion of my semi-professional rounds and

has contributed vastly to my peace of soul.
There are reports that the mayor's posture has been stiffened by the
exhortations of Police Commissioner Benjamin Ward. The commis-
sioner
becan
excused his discontents, because he is oppressed, like so
many of us, by a dirty little secret: His department does not enforce the
traffic laws.
If, to take an instance, the census were a guide, we could expect at
least 40 percent of the drunken driving arrests in New York State to be
made in New York City. Yet the actual percentage does not approach
that; one year it was down to one in five.... Patrol cars regularly disdain

33« BIKE CULT

 WAR AND PEACE

the regulations their department appoints for private vehicles and, as a

class, show an indifference to the rules of the road approached only by
mail trucks, MTA buses, and automobiles operated by municipal
chauffeurs.
Nothing has done more to loose whatever tenuous hold the tenets of
socialism still have upon me than my engagements with vehicles
owned by public agencies.
But the experience has brought a new appreciation of the anarchist
ideal of balance of nature achieved by free men with no intervention
from the state. The New York traffic system has approached that
dream; and justice demands the concession that the bicyclist, as a new
force, is an intrusion upon this celestial harmony. The solution is not to
suppress him avenue by avenue but gently and firmly to guide him to
adjustment.'"

Bike messengers have developed a popular cultural identity in the

1990s, being the subject of film {Quicksilver) and television {Double
Rush), and with their own World Championship, begun in Berlin in 1993.
Amid a growing awareness of their usefulness in mainstream and infor-
mal business,
cycle couriers in Denmark are well-paid fully-insured pro-
fessionals.
1994, messengers
In in New York and Washington D.C. began
negotiations for joining the Teamsters Union (AFL-CIO), and a prelimi-
nary vote
among New York's couriers was 89 for, 89 against.
Empowered by the bike ban victory. New York's leading bicycle advo-
cacy group,
Transportation Alternatives (TA) grew to become one of the
nation's largest regional groups, with over 3,200 members in 1994 and an
expanded mission that includes bike, pedestrian, transit, and auto-reduc-
tion issues.
TA won many victories for cyclists, and in defending rush-
hour access on the bike-foot path of the Queensboro-59th Street Bridge in
1990, it won a landmark decision. Judge Laura Safer-Espinoza ruled that
by blocking motor vehicles allowed on the foot path during bridge main-
tenance,
cyclists
the proved that their "direct action" was justified to pre-
vent imminent
public harm: to cyclists and pedestrians, to all New
Yorkers because of motor vehicle exhaust, and to the U.S. Constitution
because it provides the right to travel freely over public roads. Former
N.Y.C. Transportation Commisioner Ross Sandler testified that the city
had failed to restrict motor vehicle traffic, and had violated the national
Clean Air Act since 1970 because "a very powerftil coalition of unions
and business leaders were opposed to any kind of restrictions.""
Transportation Alternatives faced one of cycling's biggest dilemmas —
Murray Kempton, Newsdoy columnist,
pedestrian and cyclist conflict and how to share rights of way — in a divi-
by Victor Juhasz.
sive piece
of legislation drafted by City Councilor Charles Millard in
1992 that allowed the confiscation of commercial cyclists' bikes for side-
walk cycling
or any traffic offense. Laws already prohibit sidewalk
cycling, but they were not being enforced on the cyclists delivering hot
food in Millard's wealthy Upper East Side "silk stocking" district. With
most of the City Council blindly supporting the bill, TA's leaders at first

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Bike messenger 'surfing the traffic'

Photo by Jean-Jacques Marquety.

Logo from Road Kill.

338 BIKE CULT

 WAR AND PEACE

supported the bill in hopes of winning pedestrian rights and getting equal
enforcement of laws banning double- and triple-parked motorists and
highway speeding — the reason so many cyclists go on the sidewalk in the
first place. But TA then recognized a gross infringement of civil rights
aimed at its heart — the bike messenger — and decided to come out against
the bill. TA's indecision caused fallout from people on both sides of the
issue, even from those who share the same vision.
Not everyone agrees on the best ways to create order in public places
where cyclists conflict with pedestrians, motorists, and other cyclists. In
the pecking order of mixed traffic, safe cyclists give the right of way to
every other traveler: to slower, lighter "vehicles" (pedestrians first, then
wheelchairs, skaters, and bikes); and to faster, heavier vehicles (trucks,
vans, cars, and motorcycles). Consequently many cyclists find a way by
making their own rules, and even those who make the laws break the rules
when cycling. Jean Gerber, a French cycling advocate and a Strasbourg
city councilor, describes one solution: "We make sure that our journeys
involve the shortest routes, without recognizing certain institutionalized
hinderances here and there, such as traffic lights and one-way streets; but
we are neither immature nor irresponsible."

Bicycle Theft
People often describe the psychological effect of bicycle theft in terms of
losing a lover or fiiend, and many compare the experience to being raped,
because it is a personal violation that goes widely unreported and makes
one suspicious of other people. Bicycle theft is a big part of bike culture
and Vittorio De Sica's Academy Award-winning movie The Bicycle Thief
(1949) shows the dramatic nature of this crime in its full social cycle.
Precise statistics on bicycle vandalism and theft are not easily avail-
able, because
investigators estimate that more than half to three- fourths of
all incidents are not reported. According to an FBI Crime Report of 1980,
bicycle theft accounted for ten percent of all larcenies in the U.S., with an
estimated 2.6 million stolen bikes in 1979." The theft rate per capita in the
U.S. (1.1 per 100) is about twice as high as in Germany and Denmark,
and five times higher than in Japan." Furthermore, a U.S. Department of
Transportation study showed that one in four frequent cyclists have a
bicycle stolen, that less than one-fifth of stolen bicycles are restored to
their owners, and that twenty percent of all theft victims stopped cycling,
at least temporarily, as a result of the experience."
Like many large cities, New York has a severe crime problem and
bicycle theft is part of it. Often associated with the drug trade, there are UKFILHDl
about 8,000 bicycle thefts reported per year, with an estimated 90 percent VITTORIO DE SKA
of all thefts unreported, for an approximate total of 80,000 stolen bikes
per year. Much of New York City lacks adequate bike parking facilities,
there is no enforcement of bike registration, and the police department has
other things to keep it busy. Theft victims are often advised to "forget
about it." The thieves are thick in New York, and to prove it, the

BIKE CULT 339

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Kryptonite Lock Company introduced the "breakable" Rock Lock with an

insurance plan that did not apply to New York City, and the "unbreak-
able" New
York Lock, which did. Bicycle thieves hide on bridges for
ambush and they drive around in vans using pipe cutters, sledge hammers,
crow bars, and, supposedly, quick-freeze freon gas. As some arrests indi-
cate, there
is a thriving interstate black market in stolen bicycles, and on
St. Mark's Place they will take your order for a "hot" bike.
Every cyclist has a horror story. Central Park bicycle thieves once
ambushed an early morning amateur bike race, which included an
unarmed off-duty police officer, taking several thousand dollars in equip-
ment.
theOnUpper West Side, a 30-year-old bike thief was killed when
the bike's owner gave chase and knocked the thief down, slamming his
head against the curb. No charges were fded. Murray Kempton wrote in
Newsday (October 2, 1988): "The Theft of My Bicycle is a triennial street
festival, came round again Thursday, and I observed its recurrence, as my
civic duties ordain, with a quiet interval of meditation upon developments
in the war on crime since last I was called upon to celebrate my return to
casualty status." An editorial in The New York Times described how Port
Authority workers at the World Trade Center broke a lock and "towed
away" a bicycle because it lacked "curb appeal."
In Brooklyn, known as "America's Hometown" and "the People's
Republic of Brooklyn," Gonzalo Delgado was cycling in Prospect Park
when he wimessed a woman on a bike get struck by lightning. He set
down his bike and with the help of a parks officer immediately set to
work applying cardiopulmonary resuscitation (CPR) to the unconscious
woman. Delgado learned CPR in the military but never had a chance to
try it. When he went to his bicycle for his water bottle he discovered it
had been stolen with two saddle bags, his keys, money, tools, a radio, and
a paddle ball set. After his story was featured on Live at Five, a TV news
show, a stockbroker offered to buy him a new mountain bike. Another
news item from Brooklyn in 1988 read:

A bicycle was stolen from in front of a Carroll Gardens store on

Wednesday, July 13 while the bicycle's owner was inside buying a
bike lock, said 76th Precinct police. The 28-year-old victim told police
she went into the store at Court Street and Fourth Place at about 10:45
A.M., leaving the brand new $271 Peugeot ladies' 10-speed outside,
said police. When she came out, the bike was gone.

Facing these obstacles. New York City cyclists have developed ingenious
ways to park a bike. The city's several thousand bicycle messengers dis-
playmost
the innovations, probably because they collectively ride on over
a million dollars' worth of equipment, their bikes costing anywhere from
a day to two weeks of pay. For outside parking, messengers remove any-
thing
value
of that cannot be fastened down, including pump, bottles,
cyclometer, seat and wheels. Brakeless fixed-gear track bikes, with the
least components, are best. Seats arc secured with bicycle chains wound

340 BIKE CULT

 WAR AND PEACE

around the seat rails and frame stays. Padlocks secure quick-release levers
to the frame as a lightweight solution for stolen back wheels. Messengers
came up with the idea of using a plumber's T-shaped pipe joint to deter
thieves with pipes and crow bars breaking u-shaped locks. Some cyclists
try to sabotage their bikes, making them fall apart before thieves can get
away, by releasing hub axles. Using two or more different types of lock-
ing systemsis the safest method. The idea is to hinder the thieves by
requiring them to have extra tools or time. Some cyclists stamp, engrave,
or hide their names and numbers (phone, address, I.D.) on various parts of
their bike, making it positively identifiable in case of theft and return.
Most of this doesn't apply if you ride a piece of junk.
Many countries, states, counties, and cities require bicycles to be regis-
teredlicensed
and just like motor vehicles. Bikes are fit with license
plates, or stamped with a maker's serial number, so that if or when they
are stolen and recovered, the police might be able to identify them. Also,
many bicycle shops put a durable emblem with their address on the frame
which can help to identify the owner. In Denmark, the bike advocacy
group Dansk Cyklist Forbund set up a computerized registry for stolen
bikes that has encouraged police action and reduced theft by as much as
23 percent in Copenhagen. In the U.S., bicycle security companies such as
the National Bike Registry, Inc., have "shifted into high gear." The
Sacramento, California, company charges fees of $3 to $25 for cyclists to
be on an ownership database useful for police investigations."
Of the five bikes stolen from me, two have been returned. In one case,
my Volkswagen containing two racing bikes was stolen at a motel near
Auburn, California (each bike was worth as much as the car). When the
bikes were found weeks later in a San Francisco bust, the police were able
to return the bikes by calling the shop named on the bike. The shop recog-
nizeddescription
the and told the police who owned it.
For cyclists, bicycle registration has its pros and cons. Some cyclists
see it as the only hope for recovering a stolen bike, while others see it as
hopeless red tape. An informal benefit of a lax bike registration system is
that loads of recovered bikes become available at police auctions for low-
cost recycling.

Bicyclists' Golden Rule: Never buy a stolen bike.

Ten Commandments of Bike Theft Prevention

I. Remember that your bicycle, no matter what type or condition it is in, is
valuable and sellable merchandise to the bike thief
II. As you ride, be alert for the possibility of an ambush.
III. Ideally, never leave your bike outside, locked or otherwise.
IV. If you park your bike outdoors, don't leave it for long.
V. Outdoors or indoors, even in your home, lock your bike to something.
VI. Keep up with the latest anti-theft techniques by sharing horror stories
with other cyclists.
VII. Be on the lookout for bike thieves. Anywhere many bikes are regu-

BIKECULT 341
BIKEABLE PLANET

larly parked you will eventually find bike thieves.

VIII. Register your bike, and carry its I.D. and serial number on your per-
son.
IX. Report your stolen bike to the police, registered or not. Carry the
police report number with you in case you spot the bike.
X. Don't be afraid to press charges against the individual who bought
your stolen bike. Bike theft would largely cease if people stopped buy-
ing stolen
bikes."
Global Bike Theft
In Vancouver, Canada, 468 bikes were reportedly stolen in 1980, and
2,149 in 1984, with a dollar value of $2 million, exceeding bank rob-
beries.
London,
In 25,541 bikes valued at £10 million were stolen in
1992-93. That was 250 fewer than the previous year, the first reduction in
a decade. The average insurance payout was £300. Fewer than 700 bikes
were returned, while many others were thought to be sold abroad. In
Britain, 222,242 bikes were stolen in 1992-93. In Copenhagen, over
101,000 bicycles were reported stolen in 1989 at a cost of $1.7 million. In
China, a 29-year-old bicycle thief, Xiao Guoqi of Guangdong, was sen-
tenced
deathto for stealing 74 bikes on his own, and 37 bikes with an
accomplice who was sentenced to 13 years in prison. In Japan, where few
bicycle thefts are unreported, the number of stolen bikes doubled from
1970 (1 15,000) to 1980 (246,000). Abandoned bikes are the real problem
in Japan, which had over one million discarded bikes in 1990.
Free Bicycles
A popular Utopian plan for encouraging cycling while trying to solve the
problem of bicycle theft is the idea of free bikes. These are basic bicycles
available free of charge for anyone to ride around as long as they want,
with the condition that the bicycle always be returned to a common park-
ing place
so someone else can also use it freely. The idea questions the
concept of private ownership and seems to come only to social-democrat-
ic communities,including Holland, Switzerland, Italy, Denmark, and
Portland, Oregon.
In Amsterdam in 1967, a community group called Provos proposed the
White Bicycle Plan in which the city purchased 20,000 bicycles, painted
them white, and set them out in public places to be used as free transport.
The plan was led by Luud Schimmelpenninck, an Amsterdam City
Councilor and vehicle inventor. It was a social welfare program associat-
ed with
the hippie movement and the "happenings" of the art world, and
documented in the film Sex. Drugs and Democracy (1994). The song "My
White Bicycle," by Steve Howe and his rock group Tomorrow, became
one of the anthems of 1967, and the free bike idea is part of the Utopian
society described in Emest Callenbach's Ecotopia ( 1975). The plan
worked for a while, until the bikes suffered from selfish vandalism and
theft. A similar plan is currently in place at the Hoge Veluwe National
Park in Holland.
In Geneva, 125 pink bicycles were provided for free public transport in
1986 by the Geneva Youth Association's Liaison Group. Anyone could

342 BIKE CULT

 WAR AND PEACE

use the bikes provided they stayed within the city limits and parked the
bikes unlocked in an obvious spot for others to use. The youth group was
responsible for maintaining the bikes and hoped to increase their numbers
to 500." In 1987, city officials in Milan donated 500 yellow bicycles to
citizens for a weekend traffic reduction experiment. When the weekend
was over, almost all of the bikes had been stolen. In 1994, a civic group in
Portland, the United Community Action Network (UCAN), placed about
100 yellow bicycles for free use around town. Hanging from the saddle of
each recycled second-hand bike is a sign that reads: "Free community
bike. Please return to a major street for reuse by others. Use at your risk.
Repair or pickup call ...."
In 1991, some 5,000 rental bikes carrying advertising from sponsors
were planned to be parked in 900 specially-equipped bike racks through-
out Copenhagenby a company called Bycyklen. Users were to insert a
coin worth twenty kroner (three dollars) into a slot on the bike to release it
from the rack. When the bike is relocked to a similar rack, the deposited
coin is returned. The bikes are called Bycyklen, a play on the words by
(city) and cycklen (bicycle). They are built with non-standard parts to pre-
vent theft,
and are easily recognized. Ole Wessung, one of the organizers,
described what inspired the plan: "People are screaming about pollution
and the Copenhagen municipality wants a car-free city. So here's the
alternative. I had enough of getting my bicycles stolen. Five of them have
disappeared within three months." When questioned about the likely fate
of the bikes, Wessung said, "Everyone can see it's a Bycyklen. If you are
spotted 200 kilometers away from Copenhagen, you're either a good rider
or a thief"" The system had yet to be fully implemented in Copenhagen
by 1994, but Bycyklen could be found in a few suburban locations.

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Bicycles for Peace

If you asked a bicycle, it would probably not want to go to war.
Appearing merely as a servant for military strategy, the bicycle's natural
instinct is in creating a peaceflil world. Since few people see the same
peacefiil solution for whatever it is that brings them to fight one another,
the bicycle plays many roles as a peace-maker.
Perhaps the most popular peace-making activity is the sport of cycling,
as some people believe athletes channel aggressive, tactical, and national-
istic behavior
into a regime of healthy civilized competition. Another
activity is local and international tours organized for peace and under-
standing,
bicycles
where allow people to experience cultures unlike their
own. With humanitarian aid projects, bicycles create an independent eco-
nomical alternative.
People do not always agree about what a peaceful world would be.
^^0A^I9 vi
Slogans used in global political affairs show this confusion, with "peace-
keeping armed
forces" covert soldiers, "freedom fighters" imperialist
oppressors, and "Pax Universalis" a multi-national weapons trade. When
people bring up the issue of the use of force and the right to bear arms,
bicyclists have registered diverse opinions. When Bicycling! magazine
published a piece about gun control in America, here was one reply:

Recently I came across an article on "Bicycle Riders" in a car maga-

zine which
was stupid and offensive. The writer, of course, had never
ridden a bicycle, and his only love seemed to be the automobile. Now,
Bicycling! gets into the act with guns... As for guns, it may well be that
everyone will have to own a gun for protection in the future. It may be
the only way to survive! Crime is going up, NOT down. And if the
state of the world is any indication, "peace" is a long way off My only
^^—^1^^^^^^^^ advice is that you must learn the mechanics, rules and laws in owning
M 11. 1 T A R I S iM E . * * ^"*^using guns. Cars and bicycles can kill just as easily as guns. In any
argument where people are unable to control their emotions, any
weapon in their hands will kill— a knife, axe, bicycle frame or even a
% ^-r^ ^^ gun. I prefer to be shot; it's less painful and more humane.... Bicycling!
y^^^V M^^^\. andother
magazines
are[forenjoyment].
Nomatter
whatyourhobby
§]^^^^^^ m^^^g or sport is, enjoy it. Put-downs are only for the jerks that have no
r| J hobby. Say something nice or say nothing at all; that way you'll make
^^ friends, not enemies."

j^ /V l{ X P^ ^^^ peace-making aspects of bicycle racing appear to be cloaked in diplo-

macyinternational
and regalia, and because sport is often based on
nationalistic allegiances, it continues to be politicized. The Peace Race
was first held as a "celebration of peace" af\er World War II. and gained
notoriety as a means of creating solidarity between Prague, Warsaw, and
Berlin, the principal cities of this popular amateur Eastern European stage
race. Cyclists from Africa, Asia, India, and the Americas have been

344 BIKE CULT

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allowed to participate, thus receiving several days of torture from the

superior local amateurs.
War and political terrorism has interrupted many races, such as the
decade of missing years in all the European Classics, Tours, and
Championships during both World Wars, the massacre of Israeli athletes
at the 1972 Munich Olympic Games, and the East- West Cold War
Olympic boycotts at Moscow and Los Angeles. Occasionally there are
demonstrations that serve as roadblocks to stop the newsworthy European
races and help to settle labor or social disputes. Some races attempt to 27COURSE
maintain a semblance of peace while under fire or near the mobilization
DE LA PAIX
of front-line warfare such as the Tour de Vietnam in the early 1960s. In
response to South Africa's apartheid regime, several international sports
federations instigated a boycott from the mid-1960s until 1991. Teams
Nv 1974 V
from South Africa couldn't ride the World Championships or Olympics,
and foreign riders were mostly restricted from racing there.
Peace Rides
When the year 1984 arrived and George Orwell's fictional Big Brother
seemed to be alive and in control, people recognized the fundamental
absurdity of the Cold War nuclear arms race, where one Trident subma-
rine had
the power (24 megatons or eight times the amount of explosives
used in World War II) to destroy every major city in the northern hemi-
sphere
less
and
than one percent of the U.S. and Soviet arsenal (totaling
18,000 megatons) was enough to change the climate and turn civilization
into a post-apocalyptic dark age.'" In this scenario the bicycle or human-
powered vehicle would be the only modem means of transport to survive
widespread loss of natural, industrial, and communications resources.
Bicycle tours and bike-a-thons have been organized to promote peace
and disarmament, such as the Bike for Peace tours of 1983 and 1986.
These were "people to people" exchange programs offering Eastern and
Western trips for riders traveling from Kiev to Prague and from Montreal
to the United Nations headquarters in New York. In 1984 the Lifecycle
for a Nuclear Weapons Freeze was a Seattle to Washington, D.C., bike
ride led by fifteen cyclists that attracted thousands more en route. The
Pilgrimage to Pantex was a bicycle journey from various southwestern
U.S. cities that converged in early August 1984 at the Pantex Nuclear
Weapons Assembly Plant near Amarillo, Texas. This was the central
point for nuclear arms production known as the place "where the end of
the world begins." One notable participant was John Stockwell, a former
CIA agent who rode a recumbent Tour Easy bicycle, built in Freedom,
California.
On the Pilgrimage to Pantex, Bob Henschen of the War Resisters
League reported that, "The choice of bicycles turned out to be a stroke of
genius. We felt our willingness to pedal through the summer heat for our UNITED
NATIONS
cause won us the respect and support of even conservative folks. The
media loved the bicycles too. We were covered by practically every news-
WCLINECLU8
papercame
we near, often on the front page, and television stations cov-
eredsouswell that people akeady knew who we were when we arrived in

\ BIKE CULT 345

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their town."'"
In January 1986, 51 nuclear disarmament activists were arrested for
blocking buses entering a Trident submarine launching celebration in
New London, Connecticut. While protesters fell limp when they were
arrested for civil disobedience, ten men and women chose not to give their
names to police. They remained in jail and were given the names John
Doe and Jane Doe. Three of these, two Johns and a Jane, held out for over
a month when the judge ordered the district attorney to find their names
so the Does could be released. Jane hoped to sue the state for false arrest,
one John was identified by photos at previous protests, and one was a 23-
year-old bicycle repairman from Massachusetts. His boss, a bicycle shop
owner, called the district attorney saying "Spring is coming, and 1 need to
have him back." The D.A. said, "Tell who he is, and if he acknowledges
it, he can come out." The bike shop owner refused. This last John Doe
said he was worried about losing his bicycle repair job, but he was more
worried about nuclear weapons.^-
In Ireland an annual weekend bicycle ride called the Maracycle was
organized by Cooperation North, a group promoting non-violent solutions
to the differences between Catholics and Protestants and the northern and
southern republics. Two groups of cyclists, in Belfast and Dublin, traveled
the hundred-odd miles to each other's capital cities. Over 5,000 riders
took part in the 1987 Maracycle, and according to American participant
Michael Verdon, most of the Irish "found Belfast far different from what
they had expected: no bomb craters, no diving for cover, no army patrols.
Instead, they saw a provincial city whose inhabitants, like themselves,
enjoyed their pint of Guinness and a good chat. In other words, they saw
people, real people living in a real city. If only for that, the ride was a suc-
cess. Bringing
the two sides together was a step toward creating mutual
trust — and eventually peace — in Northern Ireland. It also opened a new
chapter in the history of the bicycle, now a peacemaker.""'
Once in while the bicycle fits the peaceful solution so perfectly that it
startles people. It can be a wonderful manifestation of clear logic, human
kindness, and economic sustainability that grows out of wartime and
brings out the quintessential truth of the situation. This happened in
Nicaragua with the Bikes Not Bombs (BNB) project founded by Michael
Replogle and Carl Kurz of the Institute for Transportation and
Development Policy (ITDP). As the war between the "democratic" U.S.-
sponsored Contra rebels and the "communist" Sandinista government was
destroying the country of Nicaragua, bet\veen 1984 and 1990 the Bikes
Not Bombs group sent more than 4,500 bicycles to Nicaragua. North
Americans donated new and used bikes, parts, and tools to over 30 local
Bikes Not Bombs members in the U.S. and Canada. The material was
shipped and assembled in revitalized Nicaraguan bike shops, and sold to
education, health, food, and development workers. BNB chose to sell the
bikes instead of giving them as charity to create a long-term sustainable
development project rather than an unhealthy dependence on foreign aid.
In an economically devastated country efficient transport is essential,

346 BIKE CULT

 WAR AND PEACE

and No Bombas. Si Bicicletas workers seeded a growing independent

bicycle repair and manufacturing industry that received none of the mil-
lions
U.S.
of dollars in "humanitarian aid" used to fund and execute the
Contra war. As more teenage Nicaraguans became wounded and disabled
veterans, many were outfitted with wheelchairs and employed in the bicy-
cle industry.
The group eventually expanded to other oppressed nations
including Mozambique and Haiti, and is currently active in the Boston
area. When Bikes Not Bombs was featured by Bill Moffett in Bicycle
USA, the LAW'S magazine, it generated a major controversy among the
readers. While most of the article was a friendly travelogue of the Bikes
Not Bombs activities with matter-of-fact descriptions of a country during
wartime, only the first and last sentences made a partisan political state-
ment.

I have never bought the argument that Nicaragua threatens United

States security, but something must be happening in that part of the
world for it to be in the news every day.... Although Nicaraguans gen-
erally detest
American policy towards their country, they have the
political sophistication to distinguish between the American people
and the policies of the present American government. We were made
welcome, and many of us hope to return.
— Bill Moffett, "Bikes Not Bombs For Nicaragua."*"

But this was enough to rouse many reader responses:

• I was dismayed to find that the league magazine had been used by
Bill Moffett to promote the virtues of Communist Sandinista
Nicaragua. Apparently Mr. Moffett is part of the peace-at-any-price
group which would allow Russian and Cuban expansion on our conti-
nent.usLet
keep Bicycle USA a magazine for the benefit of bikers in
the image of the good old LAW Bulletin.

• Mr. Moffett's first paragraph, in which he doubts Nicaragua's threat

to the United States, indicates he is still ignorant about the Sandinista
government and Nicaragua even after a trip down there. The rest of the
article amounts to Communist propaganda. As I read it I began to see
red. My rising anger was fueled by realizing I had helped pay for this
piece!

• The bike committee of the Appalachian Mountain Club's New York-

New Jersey chapter believes that cycling is a nonpartisan activity. It is
counterproductive to the spirit of the cycling fraternity to encourage
any political viewpoint whatsoever except that directly related to fur-
thering
cause
theof biking. Those who think otherwise should be com-
pelled
group
by policy to express their views through proper political
parties and political action groups and not be allowed to employ the
forum of the cycling press for their own agenda.

BIKE CULT 347

BIKEABLE PLANET

• I would hope that LAW members have as strong a passion for the
democratic process, free speech, and open discussion as they do for
bicychng. You'd expect it; why else join an organization that repre-
sents bicycling
in the political arena?

• "Bikes Not Bombs for Nicaragua" brings out a lesson I learned long
ago: You can't beat the bicycle for penetrating a country and learning
its profound truths. It also shows that the closer you get to an event, the
more remote its reality becomes from the version presented by the
mass media.

• I was so pleased to read Bill Moffett's moving article, "Bikes Not

Bombs For Nicaragua." As Moffett made poignantly clear, Nicaragua
is not our enemy, and the U.S. war against that country must be
stopped.

• I recently declined to renew my LAW membership due to the sexist

name change. After reading "Bikes Not Bombs For Nicaragua" in
Bicycle USA, I have changed my mind. Thanks for the great informa-
tion.'"

BIKES

I'M an anti*nuke
Bicyclist
What Kind Are YOU?

348 BIKE CULT

 WAR AND PEACE

The Persian Gulf War of 1991 was another instance where the bicycle
appeared to be part of a peaceful solution. Bike advocates claimed that
America's involvement in the war was due to the extra petroleum that had
needlessly been consumed by not riding bikes. It was estimated that if the
number of American bike commuters had doubled to seven million, they
would save as much oil as was imported from Kuwait to the U.S. Amidst
various reactions to the war, such as bicycle rallies featuring both patriotic
yellow ribbons and provocative American flags embellished with the Nazi
swastika, one peaceful letter to the editor of The New York Times by
Kenneth W. Morgan, a professor of religion, brought a note of human-
powered reconciliation.

Once, in Damascus years ago, when I was strolling along the street
called Straight — wondering whether it is truly the most ancient street
in the world that has served continuously as a marketplace — I watched
as a man who was riding slowly through the crowd on a bicycle with a
basket of oranges precariously balanced on the handlebars was bumped
by a porter so bent by a heavy burden that he had not seen him. The
burden was dropped, the oranges scattered and a bitter altercation
broke out between the two men, surrounded by a circle of onlookers.
After an angry exchange of shouted insults, as the bicyclist moved
toward the porter with a clenched fist, a tattered little man slipped from
the crowd, took the raised fist in his hands and kissed it. A murmur of
approval ran through the watchers, the antagonists relaxed, then people
began picking up the oranges and the little man drifted away. I have
remembered that as a caring act, an act of devotion there on the street
called Straight by a man who might have been a Syrian Muslim, a
Syrian Jew or a Syrian Christian.
Now that our American bicycle has been bumped and oil supplies
are being spilled, and angry, unseemly insults and threats have been
exchanged, and war has broken out with the possibility of the loss of
myriad lives while millions stand by in horror, when and where can we
turn for someone to kiss the American fist, so we can pick up the
pieces and go peacefiiUy together along our way 7^''

BIKE CULT 349

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12 Cycle Sports

On the road to Luchon, 1971 Tour de France. Eddy Merckx of Belgium (right) pushes the pace with Luis Ocana
of Spain (left) in the maillot jaune. Dutch champion Joop Zoetemelk (obscured), Lucien Van Impe of Belgium
(standing), and Bernard Thevenet of France (Peugeot). Each of these riders won at least one Tour de France.

350 BIKE CULT

 CYCLE SPORTS

Cycling —the sport of the century —mechanization which, together with

the man'elous nature of man. triumphs over time and space.
— La Gazzetta dello Sport

Cycling Events
The bicycle has its most awesome manifestation in the world of sport. By
combining the body, mind, and machine, cycling offers people a way of
challenging themselves, their environment, and their equipment.
Balancing the dynamics of both individual and team sports, competitive
cycling has a wide range of events. From stories of pioneering individual
physical achievements, to the fanfare and colorful regalia, to the progress
of bicycle technology, team sponsorship, media coverage, and event spe-
cialization,
hascycling
become a remarkable expression of human nature.
Cycling takes form as a popular athletic ritual and a complex commer-
cial enterprise.
At the summit is the Tour de France, the world's largest
annual sports spectacle. This international stage race has the most live
spectators, and arguably the world's most physically fit professional ath-
letes. According
to many sources, bicycle racing has ranked second only
to soccer in terms of world-wide participation for the past fifty years.
Since the 1980s, cycling has experienced growth and globalization, with
new events such as mountain bike races and triathlons, and in the 1990s
cycling may have the largest number of competitive participants of all
sports. The bicycle's special synergy with the human body allows a wide
range of sporting events like no other physical activity:

Sprint race — the ten-second tactical speed race.

Kilometer race — the one-minute-plus test of anaerobic strength.
Pursuit race — the four-minute threshold of aerobic power.
Hour record — the sixty-minute benchmark of human power.
Mountain race — the two-hour struggle of power and skill.
Road race — the seven-hour competition of the aerobic work day.
Six day race — the hundred-hour grind of speed, skill, and teamwork.
Ultra-marathon race — the ten-day round-the-clock human performance.
Stage race — the three-week battle for the fittest athletes and teams.
World cup series — the year-long award for best all-round athlete.

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CYCLING EVENTS

EVENT BIKE TYPE TIME DISTANCE

TRACK

Match Sprint Track 10 sec 200 m

Tandem Sprint Track Tandem 10 sec 200 m

Kilometer Aero Track 1 to 2 min 1.000 m

Pursuit Aero Track 3 to 5 min 3.000 to S.OOO m
Team Pursuit Aero Track 3 to 5 min 3,000 to 5.000 m
Points Track 30 to 90 min 25 to 100 km

Keirin Track 30 min 5 to 10 km

Motor-Paced Stayer 1 hour 500 m to 100 km

American Track 1 hour 40 to 50 km

Omnium Track 6 hours Various

Six-Day Track 60 hours 1,000 to 2,000 km

ROAD

Criterium Road 1 to 3 hours 30 to 100 km

Kermesse Road 2 to 5 hours 60 to 150 km

Town-to-Town Road 3 to 8 hours 50 to 300 km

Stage Race Various Road 2 to 23 days 2,000 to 4.000 km

Time Trial Aero Road 10 min to 4 hours 5 to 150 km

Team Time Trial Aero Road 2 to 4 hours 60 to 100 km

Hill Climb Road 10 to 90 min 10 to 25 km

Triathlon Aero Road 1 to 10 hours 25 to 180 km

Randonneur Touring 1 to 10 days 300 to 1.200 km

RECORDS

Speed Record Aero. HPV IS to 30 sec 1 to 2.5 km

Hour Record Aero, HPV 1 hour 20 to 75 km

24-Hour Marathon Aero Road 1 day 400 to 800 km

Trans-Continental Aero Road 5 to 20 days 5,000 to 10,000 km

OFF ROAD

Cyclo-Cross Cross 1 to 2 hours 15 to 50 km

Downhill MTB 3 to 15 min 4 to 15 km

Cross Country MTB 1 to 2 hours 15 to 50 km

BMX Racing BMX 3 to 60 min 1 to 20 km

Speedway Track 5 to 120 min 5 to 75 km

Polo Polo 45 min Polo Field

Cycle-Ball Trick 30 min Gymnasium

Artistic Cycling Trick 30 min Gymnasium
Unicycling Unicycle 10 sec to 1 hour Track. Gymnasium
Bicycle Derby Clunker 1 to 4 hours Playground
Kinetic Sculpture 30 min to 3 days 5 to 50 km

Human-Powered Flight 5 min to 4 hours 1 to 100 km

Human-Powered Watercraft 5 min to 50 days 1 to 4.000 km

352 BIKE CULT

 CYCLE SPORTS

Nineteenth Century Racing

Ever since bicycles were developed, people have been inspired to race
them. Early tales of the "wheele for one to run races in" from 1665
evolved into a story in the French paper Le Steele of 1802 reporting
celerifere races up and down the Champs-Elysees, where the "betting was
lively." Horse racing was an early influence, as a goal for speed and in
styles of racing. On an English hobby horse of 1819, a rider was said to
defeat a four-horse coach in a race from London to Brighton by half an
hour. In Bavaria on April 20, 1819, some 26 swift-walkers took part in a
ten kilometer race from Munich to Nymphenburg Castle and back. The
winner, a Mr. Semmler of Munich, finished in 31 minutes 30 seconds —
no faster than a person can run.'
When pedals were attached to the wheels of velocipedes, they became
a sporting vehicle for athletes and acrobats. On May 31,1 868, the first
track race was held by the Veloce Club de Paris at the Pare de St Cloud.
The velocipedists wore colorful jockey caps and silk jackets, with high
leather boots. The 1,200 meter race was won in 3 minutes 50 seconds
(averaging 18.7 kph) by the Englishman James Moore, who lived in Paris
across the alley from the Michaux's shop at Cite Godot-de Mauroy and
was taught to ride by Ernest Michaux. Later that year a women's race
took place at the Hippodrome du Pare Bordelais in Paris.
<qg;!M:
The first major long-distance road race was held on November 7, 1869,
covering 123 kilometers (76 miles) from Paris to Rouen. The race was
organized by the editors ofLe Velocipede Illustre, one of the first maga-
zines devoted
exclusively to cycling. They received 325 entries, but with
stormy weather on the morning of the race, only 109 riders, including
twelve women, showed up to sign in and pick up their route map at the
Compagnie Parisienne des Velocipedes in Paris. Because of a false start,
the organizers delayed some of the riders and divided the field into two
groups departing thirty minutes apart. Though James Moore began in the
second group, he caught and passed the leaders, arriving in Rouen after 10
hours 45 minutes to win the large first prize, a 1,000 franc note. Count de
James Moore (right) and Count de
Castera and J. Bobilier finished together in a tie for second place fifteen
Castera after the Paris-Rouen race.
minutes later, though they started in the first group. "Miss America,"
reportedly fi-om England, was the first woman finisher, 22nd overall, in
17 hours.-
While the Paris-Rouen race became the forerunner of the classic ville
de ville (town to town) road course, James Moore went on to set an hour
record of 14 miles 880 yards riding an Ariel high-wheeler in 1873. He
became the first unofficial "Champion of the World" by winning races in
1873 and 1874 at Wolverhampton, in 1875 at Paris, and in 1877 at
Toulouse. Velocipede clubs in France, Italy, and England organized a
variety of events such as competitive touring rides, speed trials, and
steeple-chase races. When velocipedes evolved into high-wheel bicycles,
the sport drew more racers, spectators, and venues for competition. Racers

BIKE CULT 353

BIKEABLE PLANET

competed on roads and tracks, in groups, or alone against the clock.

Popular events of the 1880s were the one-mile sprint, the hour record, the
24-hour marathon, and the cross-country multi-day race.
Organizing the Sport
The growth of cycling activities engendered national and international
governing bodies for racing. Charged with the power to set the format,
rules, schedules, and categories, these groups were part of the develop-
ment"rationalized
of sports." Given the differing opinions on the nature
of athletics and sport, it took several years to decide who would take con-
trol, whether
to accept amateurs or professionals, to measure in meters or
feet, and to discriminate by age, gender, race, and bike design.
In 1892, the International Cyclist Association (ICA) was formed by the
national federations from Great Britain, the United States, Canada,
France, Belgium, the Netherlands, Germany, and Italy. Both the ICA and
the national federations had to rule on the rise of professionalism at a time
when most groups were aligned for amateurs, though some allowed pro-
fessionals.
the When
Italian federation allowed its cyclists to cash in their
gold and silver trophies, the ICA restricted Italians from international
races. The ruling was inspired by the British, who had added Wales and
Scotland as ICA voting members, and it infuriated the Italians, who saw
their crest missing from the gold-embroidered ICA World Championship
banner. A great dispute ensued and some federations allied with the
Italians, who reacted by withdrawing their professionals and "true ama-
teurs" championship
from races.'
On March 14, 1900, a group led by the Italian and French federations
formed the Union Cycliste Internationale (UCI), which became the main
governing body for conventional bicycle racing in the twentieth century,
with headquarters in Geneva, Switzerland, and with French as the official
language. Professional and amateur cycling was governed by subsidiaries
of the UCI, the Federation Internationale de Cyclisme Professional (FICP)
and the Federation Internationale Amateur de Cyclisme (FIAC), in con-
junction
the with
International Olympic Committee (IOC), which orga-
nizesOlympic
the Games and regional Games such as the Pan-American,
Asian, Pan-African, Mediterranean, and Commonwealth Games.
In the 1990s, historic changes have occurred in the governance of UCI
cycling. Led by its Dutch president Hein Verbruggen, in 1992 the UCI
agreed with the IOC to allow professional cyclists in the 1996 Atlanta
Olympics. On January 1, 1993. the UCI was restructured, the FIAC and
FICP were dissolved, and professional and amateur racing has gradually
become one category called "open," With over 150 affiliated national
cycling federations in the UCI, five continental confederations were
formed to represent Europe (with fourteen votes), the Americas (nine
votes), Asia (nine votes), Africa (seven votes), and Oceana (three votes).
Logos of the sport Through the years, national cycling federations formed along the lines
UCI through the years, FIAC, and of the amateur versus professional issue. In Britain, the Bicycle Union
Italy's FCI. (BU) was formed in 1878. sharing jurisdiction with the Amateur Athletic
Association (AAA) with strict! v amateur rules. It was renamed the

354 BIKE CULT

 CYCLE SPORTS

National Cyclists' Union (NCU) in 1883, and continued to ignore profes-

sional racing,
while banning women's racing, and eventually discouraging
and banning road racing altogether, thus condemning British cycling to
years of isolation from European road racing.^ The NCU was challenged
by the British League of Racing Cyclists (BLRC), formed in 1942, which
held road races outside the NCU realm. In 1959, the NCU and BLRC
came together to form the British Cycling Federation (BCF) which gov-
erns UCI
racing for pros and amateurs. In France, the Union
Velocipedique de France (UVF) began organizing races in 1881 and rid-
ers could
accept cash prizes up to 2,000 francs. The name has since been
changed to the Federation Fram;aise de Cyclisme (FFC).
In the U.S., the League of American Wheelmen (LAW) formed its
Racing Board in 1881, which sanctioned events mostly for amateurs,
while affiliated with the Amateur Athletic Union (AAU), which formed in
1888. Because of limitations for professionals, such as the ban on Sunday
racing, a number of competing organizations formed, beginning in 1893
with the National Cycling Association (NCA), known as the "Cash Prize
League." In the late 1890s, the American Cycle Racing Association
(ACRA) was run by and for promoters, and the American Racing Cyclists
Union (ARCU) of 1898 was for pro riders. By 1900, the LAW relin-
quishedjurisdiction
racing to the NCA, and in 1912 a group of time-trial-
ing New York and New Jersey clubs formed the Inter-Club Amateur
Cycle Road Racing League of America. This was the predecessor of the
Amateur Bicycle League of America (ABLA), formed in 1920 to pursue
Olympic gold. In the late 1930s, the AAU performed a coup by nullifying
the NCA's Olympic affiliation, which fell into the hands of the ABLA.
Professional racing withered with the NCA, and returned with the
Professional Racing Organization (PRO), formed in 1968 to be the UCI-
FICP affiliate. Meanwhile, the ABLA reformed itself to be a better UCI-
FIAC affiliate, and became the United States Cycling Federation in 1975.
After changes in ownership, PRO became the United States Professional
Cycling Federation (USPRO) in 1983, and after many disputes, USPRO
will join the USCF in 1995, as the UCI will recognize only one federation
from each country for all categories.
In Belgium, the Federation Velocipedique Beige (FVB) was formed in
1882 in Brussels, and became the Ligue Velocipedique Beige (LVB),
known to the Flemish as the Belgische Wielrijdersbond (BWB). In
Holland, various cycling activities were brought under control in 1883 by
the Nederlandsche Velocipedisten Bond (NVB), which two years later
became the Algemeen Nederlandsche Wielrijders Bond (ANWB). With
the expanding differences between touring and racing, the Nederlandsche
Wielren Unie (NWU) was formed in 1899, and later renamed the
Koninklijke Nederiandsche Wielren Unie (KNWU). In Italy, the Union
Velocipedist d'ltalia (UVI) was formed in 1884 in Como, and eventually
National federation logos: top to bot-
became the Federazione Ciclistica Italiana (FCI) with headquarters in
tom; France.
Holland, Belgium, and
Rome. In Germany, the Bund Deutscher Radfahrer (BDR) began in 1884. Germany.
and when the country was split during the cold war, the Deutscher

BIKE CULT 355

BIKEABLE PLANET

Radsport Verband (DRV) was formed for amateur racing in East

Germany.
Most races in the early 1880s were organized by bicycle clubs, and
various private organizers took the initiative to claim a "World
Championship." The first series of championships were held in Leicester,
England, beginning in 1886, and by 1889 they were organized by the
LAW. The first all-male amateur ICA World Championships were held in
1893 on the occasion of the World's Fair at Chicago, followed by the first
professional World Championships in 1895 at Cologne. The first modem
Olympic Games were held in 1896 at Athens and bicycle racing shared
the program with other sports such as the discus throw, wrestling, and the
marathon. There were six events for men, including a one-lap 333.3 meter
time trial, a sprint race, a mass-start ten kilometer race, a paced 100 kilo-
meter arace,
twelve-hour race, and an 87 kilometer individual road race.
Along with championship races, cycling's international and national gov-
Above, cycling logo from the first erning bodies
have kept lists of records, complete with distances, times,
modern Olympic Games, 1896. dates, places, riders, and other details. Bicycle historian James McGum
Below, Olympic rings.
commented on this phenomena in his book On Your Bicycle (1987):

The keeping of international records, which began around 1880, made

it possible for, say, an Australian cyclist to compete against a
Norwegian who had died before the Australian was bom. Competitors
and spectators became "sports numerate." They fell within the spell of
anus ALTius • fortius a competitiveness expressed in statistical calculations and tabulated
results. They applied themselves, personally or vicariously, to the sin-
gle-minded
of improved
pursuit performances measured in fractions of
a second.

The Rainbow Jersey

One of the best creations of the UCI is the rainbow-colored World
Champion's jersey. With the "colors of every flag, of every nation," simi-
lar the
to Olympic rings, the rainbow jersey is a brilliant trophy worn by
cycling's annual champions of the world. Like the mythic rainbow, it is
awarded with a gold medal at the end of each championship race. In 1994,
there were some 78 world titles in track, road, and off-road racing, but the
UCI plans to soon limit those to 55 events. Traditions have grown around
this basic bicycle symbol. In Italy it is known as the maglia iridata, or
more passionately, the maglia sognaia (dream jersey). In French it is the
maillot arc-en-ciel, in Dutch the regenhoog trui. The rainbow jersey is
clean white and the colored bands appear in a special pattem —blue, red,
black, yellow, green — so as not to otTend any important countries, and to
distinguish it from the Olympic order — blue, yellow, black, green, red.
For pros and amateurs the jersey has horizontal stripes 25 centimeters
wide, while the junior's jersey has v-shape stripes around the shoulders.
World Champion's rainbow jersey, Only current official champions may wear the jersey in their event, and
with bands in blue, red, black, yellow former champions may wear smaller bands as trim on their sleeves and
and green. collars. Cycling's rainbow bands appear on bike parts and clothing, and

356 BIKE CULT

 CYCLE SPORTS

unofficial rainbow jerseys are sold to anyone with gold at better bike
shops for $60 to $100. Considering the evolution of racing jerseys with
bright day-glo pop-art graphics on team uniforms fashioned around spon-
sors logos,
the rainbow jersey continues to stand out in the crowd.
Racing Venues
Unlike pure athletic events, such as running, fighting, or swimming,
cycling was one of the first sports to include an element of technology,
other than a ball or a stick. As the bicycle and the sport evolved, technolo-
gy has
had a profound effect on the nature of cycling. The machine helped
define the venues for racing in terms of terrain and distance, and as a
means of demonstrating the potential of bicycle technology for sport and
transport, competitive events were supported by the bicycle industry. In
the final decade of the nineteenth century, when the pneumatic-tire bicy-
cle reached
its modem form, there was an explosion in the types of racing
events. As the machine age took full form in the twentieth century, with
motor-pacers, fairings, freewheels, and gear-changers, the question was
raised, "Is this a race for man or machine?" Hence, the rules defining the
bicycle's shape and technology became standardized for UCI racing.
Bicycle racing became a unique spectacle as cyclists had the speed to
beat horses. The high-wheel cyclist was competition for the trotting horse,
and with the pneumatic-tire bicycle, an athlete could — at last— go faster
than the thoroughbred racer. An account of this important feat appeared in
Harper's Weekly (\i94):

For the first time in world history a man has propelled himself a mile
purely by muscular exertion faster than the muscles of any other living
creature ever carried it over the earth's surface. As a triumph of human
development this achievement is therefore unique, and worthy of
record quite apart ft-om its interest to the sportsmen.-

Another element in the sport's development has been the attraction of

cycling for the public. During the bicycle's Golden Age in the 1890s, the
sport was a popular part of the social scene in Paris, London, Berlin,
Milan, and New York, with cycling topics nourishing in the press. As
people discovered a fascinating pastime in the sport, the bicycle industry
supported the cycling press, which in turn promoted the expansion of
cycling events.
France had about a dozen bicycle touring and racing journals, includ-
ing the
daily newspaper Le Velo with a circulation of 80,000 in 1894.
While covering cycling's social events, touring rides, and technical inno-
vations,
pressthegot behind race organization, sponsoring the first ville
de ville road races and stage races, including Bordeaux-Paris ( Veloce Charles 'Mile-A-Minute' Murphy, top,
racing with a horse, and above, behind
Sport and Le Velo), Paris-Brest-Faris {Le Petit Journal), Milano-Torino
a locomotive on the Long Island
(La Bicicletta), the Tour de France (L 'Auto), and the Giro d'ltalia {La
Railroad.
Gazzetta dello Sport). Through the race reports in the press, the emerging
cycling stars became mythic figures whose seemingly impossible exploits
were followed closely by the public.

BIKE CULT 357

BIKEABLE PLANET

The first Bordeaux-Paris road race was organized by the Velo Club
Bordelais and Le Veloce Sport in May 1891 . Twenty-eight riders covered
572 kilometers and the Englishman George Mills finished first in 26 hours
34 minutes and 57 seconds, with Montague Holbein coming second more
than an hour later. As the racers sought increased speed and endurance
while exploring the advantage of drafting, they were paced by other
cyclists stationed along the route. Paced-racing was a popular form of
competition that developed both on the road and the track in the 1890s.
The Bordeaux-Paris tradition carried on into the twentieth century with
riders being paced by motor-bikes, automobiles, and eventually, special
trainers on mopeds, called demys, brom-fiets, or entrdineurs, a distinctive
manifestation of man using the motor as a basic component for advancing
human-powered performance.
Inspired by the success of Bordeaux-Paris, the editors of the popular
magazine Le Petit Journal organized another unique road event in
September 1891, Paris-Brest-Paris. This was a longer race of 1,200 kilo-
meters,Paris
from to the western tip of Britanny and back. For the com-
peting pneumatic
tire makers, the race was a means of proving which was
best, with Charles Terront riding a Humber bicycle with Michelin tires,
and Laval on a Clement with Dunlops. As spectators lined the route, some
saboteurs threw tacks in the road. Terront finished first, after five flat
tires, in 71 hours 22 minutes, followed by Laval at one hour, and
Couilliboeuf at 24 hours. Less than half the 206 starters made it to Paris,
and the last rider arrived ten days later. The race was not held again until
1901, and it continued its ten-year tradition until 1951, when race dis-
tances limited
were by the UCI, and the event became a randonnee, a
competitive touring ride.
Charles Terront is often described as the first sporting hero of France,
which, according to Ernest Hemingway, became "the most sportif country
in the world — La France Sportive." Terront set the pattern as the poor
Charles Terront, the original sportif.
working-class fellow who rose to fame and fortune through his achieve-
ments
the in
world of professional cycling. He began racing by renting
wooden velocipedes. On a high-wheeler he finished second to George
Waller in the six-day "Long Distance Championship of the World" held
in 1879 on a flat board track at Agricultural Hall in Islington, England. He
adapted successfully from the high-wheeler to the safety bicycle, and
besides winning the first Paris-Brest-Paris, he rode from St. Petersburg,
across Germany and Belgium, to the Buffalo Velodrome in Paris in 14
days 7 hours.
One of Terront's notable contributions to the sport was in the realm of
"hesoins physiologiques" — the need of the cyclist to relieve his or her
bladder or bowel while in the midst of a long-distance race. Terront was
the first to use a rubber bicycle inner tube attached to his frame for urinat-
ing. Other
cyclists have used sponges, towels, and empty bottles. Some
men mastered the art of pissing while pedaling a fixed-gear or freewheel-
ing their
on bicycles, and women performed quick squats by the side of
the road, or learned to pee while standing like the men. Traditionally,

3S8 BIKE CULT

 CYCLE SPORTS

cyclists stop at public facilities in town, or according to recent rules, in the

bushes outside of towns. In open country, cyclists in less of a hurry kneel
behind their bikes and pretend to fix their gears.
By the turn of the century, more and more bizarre long-distance
cycling events appeared as reality and fiction. In the U.S., William
Randolph Hearst, publisher of the San Francisco Examiner and the New
York Journal, organized a cross-country ride in 1896 called the Journal-
Examiner Yellow Fellow Transcontinental Bicycle Relay. Perhaps an
inspiration for the Tour de France, the 3,500-mile San Francisco to New
York ride was named after the "Yellow Kid" cartoon character and fea-
tured yellow-clad
two-man teams riding fifteen-mile relays that finished
in thirteen days and 29 minutes. The French poet Alfred Jarry created a
"Ten-Thousand-Mile Perpetual Motion Food Race," in his 1902 novel Le
Surmdle (Superman). This was a surreal 16,093-kilometer race from Paris
to Vladivostok between a locomotive, a six-man cycle team, and super-
man, won
who on a chainless bike. The cycle team included a dwarf, a
negro, a dead Jew, and a New York Herald reporter, who rode a quintuplet
bicycle with a counterweight trailer. Their fixed-gear development was
57.34 meters and their food was strychnine and alcohol.
Racing Women
Early on, women's velocipede racing was described in chauvinistic or
derisive terms. Athletic performances were considered mere entertain-
ment.with
But the popularity of the safety bicycle in the 1890s, women's
racing grew to a level of competition and professionalism that closely
matched the men's sport. Women cyclists took to the roads and tracks in
Europe, Britain, America, and Australia. There were mixed races, where
women could ride with the men, and separate races, where elite profes-
sional cycling
women traveled the international circuit. While women
compiled various world records and were awarded various championship
titles, the UCI did not officially sanction World Championship events
until the 1950s, nor Olympic events until the 1980s.
In the U.S., many women of the Century Road Club set long-distance
records on the road, such as Jane Lindsey of Long Island, who in 1899
rode 800 miles in 91 hours 48 minutes, and Marguerite Gast of Germany.
who in 1900 was ordered to stop in the middle of a 5,000 mile record by
the Nassau County, New York, District Attorney who considered it
"improper, immoral, and illegal to make such an exhibition on the public
highway." She had already covered 2,600 miles in 12 days 7 hours 55
minutes. On the tracks, the notable women racers around 1895 included
Clara Grace of Scotland, Frankie Nelson of the U.S., who won the first
American women's six-day at Madison Square Garden, and Helene
Dutrieu of France, who rode an hour record of 39.190 kilometers, and was
later awarded the Legion d'Honneur for her exploits in aviation. Two
famous protegees of the manager "Choppy" Warburton were "Lisette"
(Amelie le Gall), a French farm girl who dominated women's professional
racing in France, Britain, and America, and Louise Roger, the 1898

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'"Women's World Champion.""

Track Racing
While road racing became the dominant venue of cycling in the twentieth
century, around the turn of the century track racing was the world's most
popular and sophisticated sport. Track racing flourished in Europe, North
America, and Australia, as the cycling stars were the highest paid athletes
in the world, and the indoor and outdoor tracks attracted more fans than
other sports, including America's supposed national pastime, baseball.
The venues for track racing began expanding with the evolution of horse-
tracks to bicycle velodromes. Bicycle tracks allowed spectators to see the
riders through the whole race, while the organizing promoters, clubs, and
municipalities could charge admission to make a profit. Horse racing
tracks or hippodromes served as the first tracks, with the surface
smoothed out, or with smaller infield ovals and boardwalks as bicycle
tracks. In 1884, the American H.E. Ducker, known as "the P.T. Bamum
of cycling," built one of the first velodromes at the Hampden Park horse
track in Springfield. Massachusetts, where the Springfield Bicycle Club
Tournaments were held on the smooth record-breaking one-third-mile
cement track.
The racing scene at the Springfield Tournaments illustrates the social
impact of cycling. Over 20,000 spectators crowded the grounds made fes-
tivecolorful
by banners, musicians, and a hot-air balloon. There were
practice heats in the day with League meetings and parties at night. The
Springfield Daily Republican reported that "in the evening bicycle gossip
was all that could be heard anywhere. Bicyclists owned the town. ..and
considerable betting was seen.... On the third floor [the LAW headquar-
ters] there
was an informal "smoker' and all the means for affording the
devotee of the weed delight, ft-om a cob pipe to cigarettes, were there in
abundance."' Similar scenes could be found in Paris, where four velo-
dromesopened
were in the early 1890s — the Velodrome Pare des Princes.
the Velodrome d'Hiver. the Velodrome des Vincennes, and the
Velodrome Buffalo. The Buffalo track was named for Colonel William F.
Cody's ""Buffalo Bill Circus" which was staged at the site, known as the
""Buffalo grounds."
In the 1890s there were over 1,000 licensed racers in the U.S., and over
100 tracks surfaced in gravel, dirt, cinder, cement, or wood. Among the
events held on these tracks were one-third-mile sprints, one-mile scratch
races, 5- to 50-mile paced-races, and the grueling six-day races. Because
outdoor bicycle racing was difficult during the cold winter months in the
Northern Hemisphere, and because of the year-round devotion by specta-
tors and
competitors, the sport went indoors as wood velodromes were
constructed inside auditoriums. One of the more famous indoor banked
tracks was built around 1895 in Madison Square Garden at the former site
of P.T. Bamum's Hippodrome in New York City."
Two forms of track racing developed in the 1890s: paced-racing and
the six-day. The first pacers were cyclists, usually riding in groups, trad-
ing pace
on tandems, triplets, quadruplets, and even longer multi-rider

360 BIKE CULT

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bicycles, called humaine entrdineurs. and nicknamed artillerie a pedales

in France. Teams of professional pacing cyclists were provided by bike
makers, or hired by the elite professional riders for events such as the fly-
ing-startthe
sprint,
two-team pursuit, the 100-lap, and 50-mile race. To
increase "dead air" for the record breaker, the last pacer closest to the
rider would sit upright, opening a large coat, or attaching a wind screen to
the bike. Excitement and danger came as two sets of pacers changed the
lead. The style reached an early peak with Mile-A-Minute Murphy's ride
behind a locomotive on the Long Island Railroad. Paced racing was fea-
tured
theinfirst UCI World Championships, and by the twentieth century,
human-pacers were replaced by motor-pacers on steam and gasoline-pow-
ered motor-bikes,providing even greater speed, danger, smoke, noise, and
thrills.

Chalne Simpson poster by Henri de

Toulouse-Lautrec, 1896.

Vel d'Hiv poster by J. Cancaret,

C.I900.

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The first six-day style track races of the late 1870s and early 1880s
were held in England on portable flat board tracks with about eight laps to
a mile. They were long-distance events of continuous cycling held indoors
and outdoors at regional fairs as a kind of "traveling circus" promoted by
tavern owners and bookmakers. By 1889 the event was revived in
America, with indoor races of 120 hours. They were called six-day races
because of the prohibition on Sunday racing for the observance of the
Sabbath. The spectacle usually began with a prologue exhibition on
Saturday night and the official start early Monday morning. It continued
for six days, twenty hours per day, until Saturday night, with the object of
the race being to accumulate the most miles or laps on the track.
Interspersed along the way were sprint prizes offered by sponsors and
spectators, and separate short-distance pursuit races.
The early six-day was a world of its own, as the riders circled the track
day after day, like squirrels in a cage. The press often focused on the
bizarre, and perhaps for the same reason the public came in droves. Fans
arrived in the afternoon, became an enthusiastic crowd in the evenings,
and drifted out after midnight, with only the die-hards remaining through
the quiet hours of the morning. In the track center, along with the offi-
cials, there
were the rider's cabins or tents for resting or sleeping, with
cots, cooking stoves, and a wash pail. Electric lights were strung across
the ceiling casting confusing shadows as the riders rolled around the
track. Spectators could sit at infield trackside tables for drinking and din-
ing, while
hearing race announcements from megaphones mounted on
tripods and music from the bandstand. The arenas were filled with tobac-
co smoke, and the scene inspired heavy betting, bad language, and pick-
pocketing.
maneuvered
Riders on wooden tracks with tight, uneven bank-
ing. Some
tracks had no outer guard rail and some riders flew right over
the edge. As crashes became "so numerous that keeping count of them
was out of the question," the boards would splinter, causing even more
trouble for the riders. Opposition to the "cruel sport" grew quickly, with
newspaper accounts of racers suffering hallucinations, wrapped in blood-
soaked bandages and taking dope while being pushed onto the track by
greedy promoters. By 1898, state laws were passed in New York and
Illinois which resulted in the two-man team format of modem six-day rac-
ing. Here
are comments by the New York Times from 1897 and 1898:

It is a fine thing to demonstrate that a man astride two wheels can, in a

Six-Day race, distance a hound, a horse, or a locomotive. It confirms
the assumption, no longer much contested, that the human animal is
superior to the other animals. But this undisputed thing is being said in
too solemn and painful a way at Madison Square Garden.

An athletic contest in which the participants "go queer" in their heads,

and strain their powers until their faces become hideous with the tor-
turesrack
that them, is not sport, it is brutality. It appears from the
reports of this singular performance that some of the bicycle riders

362 BIKE CULT

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have actually become temporarily insane during the contest, while all
of them are sore, cross, and distorted. Permanent injury is likely to
result from the attempt to perform any task that is beyond the limits of
what a man can undergo and make up for in one night's sleep. Days
and weeks of recuperation will be needed to put the Garden racers in
condition, and it is likely that some of them will never recover from
the strain.
The knowledge that a man can propel himself 1,769 miles in 1 lOVi
hours is purchased too dearly when it costs the reason and the physical
well-being of the person who imparts it."

Among the track stars who emerged in the 1890s, the sprinters were
considered the "fastest human beings on earth" with riders such as Willie
Windle, A.A. Zimmerman, Major Taylor, Edouard Jacquelin, and the leg-
endary Kramer,
Frank who reigned until 1918. The best middle-distance Charles W.Miller. 1899.

and paced-racer was Jimmy Michael from Wales, the five-foot speedster
known as "Midget Michael" who represented the "new breed" of sober,
dedicated, and highly paid athlete. The early six-day stars were Charles
Miller and George Waller.
Cycling's first international star was Arthur Augustus Zimmerman
(1869-1936), known for his gracefiil style and rapid sprint. Bom in
Camden, New Jersey, he began racing in the late 1880s, riding a Star
high-wheeler with a lever-driven 54-inch gear, and on a safety bicycle he
became the "Champion of America, Europe, and the World" in 1893.
Nicknamed "Zimmy," "The Flying Yankee," and the "King of Speed," he
set a 100-meter record going 66.6 kph (41 mph), a bewildering velocity
for a cyclist. As an amateur he won over 100 races in 1893, and his prizes
totaled over $20,000, including fifteen bicycles, fifteen rings, fifteen dia-
monds, fourteen
medals, two cups, seven studs, eight watches, one city
lot, six clocks, four scarfpins, nine pieces of silverware, two bronzes, two
wagons, one piano, and according to rumor, one coffin, from a British
promoter who wished not to see him win another race.
Zimmerman was most popular in Paris, where the artistic society that
followed cycle racing accepted him. In the Revue Franco-Americain of
June 1895, Tristan Bernard characterized Zimmerman as a new sensation
at the track, "with henna bleached hair, a worn-out jersey, his socks
falling below his ankles, his fine head with a powerful nose, with noncha-
lance,hisand
mouth forming a vague grin, he walked in an awkward
manner, distinguished by a winged presence." Reporters described
Zimmerman as "a free-ranging, loose-training natural athlete" who "daily
and nightly joined in every boyish prank." Some wrote of how he smoked
cigars and partied with friends late into the night before big races. Other
accounts describe his modem methods, with his dedication to training,
diet, and massage. With Frank Bowden of Raleigh, he wrote a primer for
racing called Points for Cyclists with Training (1893). He wore the Henri Toulouse-Lautrec, Zimmerman
and his machine, 1894.
winged- wheel emblem of the New York Athletic Club on his jersey, and
he designed bicycles, equipment, and clothing with the brand name

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"Zimmy." thus being one of the first athletes to cash in on his famous
name. After a victorious trip to Australia in 1896, he gave up racing to run
a hotel on the New Jersey shore.
Major Taylor
One of the most compelling cycling stars of this era was Major Taylor
(1878-1932), nicknamed the "Ebony Streak," the "Black Zimmerman,"
and le negre volant. Major Taylor was the first athlete of African-
American heritage to establish world records, the first to be a member of
an integrated professional team, and the first to have commercial sponsor-
ship.career
His was marked by his speed, his skin color, and his religious
convictions. In a sport that has very few black champions, Taylor remains
the finest black cyclist of all time, and one of the greatest cycling heros.
His story is fascinating because although he rose from humble beginnings
to international acclaim, at the end of his life he was almost forgotten.
When Major Taylor was about 50 years old, he published his autobiog-
raphy.
Fastest
The Bicycle Rider in the World: The Story of a Colored
Boy 's Indomitable Courage and Success Against Great Odds. This has
been reprinted, and several other recent books and films have portrayed
his singular career. These include an Australian TV movie. Tracks of
Glory: The Major Taylor Story ( 1992), a children's book called Bicycle
Rider (1983), by Mary Scioscia and illustrated by Ed Young, and Andrew
Ritchie's Major Taylor: The Extraordinary Career of a Champion Bicycle
Racer (1988), which provides much of the following history.'"
Marshall Taylor was bom near Indianapolis, November 26, 1878, the
grandchild of freed slaves. He grew up during the bicycle boom, at a time
when opportunities for "colored" people were controlled in America by a
power structure in which racism was upheld by the "separate but equal"
code. Because of what he called a "freak of fate," Marshall lived for sev-
eral years
with a wealthy white family as a companion to their boy.
Instead of living around their stables, he was raised inside their home.
with clothes, a tutor, and a bicycle. When the family moved, Marshall
returned to his parent's farm and got a job delivering newspapers by bicy-
cle. When
he was about thirteen years old, Taylor was hired by the bicy-
cle shopHay and Willits in Indianapolis to do odd jobs and publicity
work performing an exhibition of trick cycling while wearing a military
uniform, which is the origin of his adopted first name, "Major." After
fondling the gold medal of an upcoming ten-mile road race promoted by
Hay and Willits, Major was coerced into racing. He was in tears at the
start, where he had a fifteen minute handicap on the scratch group. He
took an early lead, and at the halfway point, with a one-mile lead, Tom
Hay dangled the gold medal in his face, and Major decided to go all out
for it. At the finish he won by about six seconds.
Taylor became "stuck on bicycle riding." In 1894, he worked at a more
established bicycle shop giving cycling lessons, and he became the house
boy for Louis "Birdie" Munger, a former record-breaking high-wheel rac-
ing star
and maker of lightweight racing bicycles. Munger let Taylor take
part in activities with the all-white Zig-Zag Cycling Club. He introduced

364 BIKE CULT

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Taylor to several racing stars who traveled the cycling circuit and stayed
with Munger while in Indianapolis. When his hero A. A. Zimmerman
came to town, Taylor met him at the train station and watched him set the
mile record of 2 minutes 124 5 seconds.
Since its charter, the rules of the League of American Wheelmen were
not specific about a member's skin color or ethnic origins. As bicycles
became widely available and the club's membership grew, more and more
African-Americans wanted to join. Amidst much debate and lobbying, the
question whether or not non-whites should be allowed to join the LAW
was brought to a vote. An amendment to ban non-whites passed, but
because of widespread protests, they could still race as non-members in
LAW-sanctioned events with friendly promoters. The Colored
Wheelmen's Association was formed, with the growth of all-black clubs,
such as Taylor's See-Saw Cycling Club.
In 1895, Munger and Taylor moved to Worcester, Massachusetts,
where Munger started the Worcester Cycle Manufacturing Company with
a group of partners that eventually had offices on Wall Street. Taylor
joined the all-black Albion Cycling Club and could train at the YMCA,
unlike in Indianapolis. After his eighteenth birthday, in November 1896,
Taylor turned professional and received a "baptism by fire" as his first
race was the Madison Square Garden Six-Day. He won the Half-Mile
Handicap against Eddie "Cannon" Bald and Tom Cooper, and finished
eighth overall with 1,786 miles. This was his first and last experience with
marathon cycle racing. Instead, he specialized in the pure short-distance
sprint races.
With his success in the Garden against Bald and Cooper, the main
rivals of his early career, Taylor became a controversial celebrity as he
traveled the national cycling circuit for professionals, described in The
Referee ( 1896) as the "supreme court of racedom," where the "pick and
flower of American speedsters daily measure their relative standing in the
racing world, to enter which is the fondest ambition of every young
racer." As Taylor rose through the top ten of the 1897 American sprint
championship series, winning at Waverly Park, New Jersey, Manhattan
Beach, New York, Harrisburg, Pennsylvania, Portland, Maine, and
Cleveland, he began to receive rough treatment from many other riders,
who formed a combine against him. The hostility reached a peak in a
close finish of the one-mile race at Taunton, Massachusetts, when a loser
attacked and strangled Taylor into unconsciousness. As the circuit moved
South in the late fall season, Taylor was barred from completing the
championship series. Race promoters would reject him, or the white riders
refused to race with him. Nevertheless, "Majah" was crowned the 1897
"Colored Sprint Champion of America." That same year. Major Taylor's
mother, Saphronia Kelter, died in June. She inspired his religious faith
and his strict observance of the Sabbath, his reason for not racing on
Sundays. Before her death he promised that he would lead a Christian life,
and after her death he re-affirmed this by writing in his diary: "Embraced
Religion, January 14, 1898."

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The 1898 season began with a "complete revolution in the methods,

style, and quality of cycle racing in the U.S." Taylor obtained a contract
with the American Cycle Racing Association (ACRA), a professional
group of riders and promoters who co-existed with the LAW. The ACRA
riders included Taylor, Jimmy Michael, Fred Titus, and Edouard Taylore,
with an additional forty to fifty riders hired as pacemakers. Taylor wanted
to go south for pre-season training, but some riders in Florida would not
allow Taylor to join them. After a skirmish in Savannah, Georgia, where
he out-paced a group on a triplet, Taylor received an infamous letter:
"Mister Taylor, If you don't leave here before 48 hours, you will be sorry.
We mean business. Clear out if you value your life— signed White
Riders." A high point came at Asbury Park, New Jersey, where the retired
A.A. Zimmerman met Taylor at the train station, and saw him beat the
"Big Four," Bald, Cooper, Gardiner, and Stevens, in the one-third-mile
sprint final. In August at Manhattan Beach, Taylor set a pair of world
records in the one-mile race from a standstill, the fastest being 1 minute
412/5 seconds (35 mph). In September, as Taylor stood in second place
behind Bald in the American championship series, a conference of the
professional riders lead to the formation a new racing organization, the
American Racing Cyclists Union (ARCU). Taylor had to decide between
the LAW, which more or less supported his racing, and ARCU, which
supported Sunday racing, and was attracting the real competition. As his
main rivals either led or joined the "outlaws," Taylor first reftised to sign
with ARCU, but then joined.
In the two final championship races, Taylor found himself deceived by
the ARCU promoters. At St. Louis, they extended the racing to Sunday
due to rain, and at Cape Girardeau, Missouri, the local promoter, Henry
Dunlop, had promised hotel accommodations for Taylor, which turned out
to be the home of a black family nearby. Dunlop reftised to honor his
agreement and Taylor decided the contract was broken so he left the race
in disgust. On the morning of the race, Dunlop stopped Taylor at the train
station, and explained that black cycling fans had put up $400 in prizes to
see him race. Without Taylor, Dunlop's promotion would collapse. Taylor
later wrote, "They told me, that if I failed to ride in the races that after-
noon would
they see to it that I was barred forever from the racing tracks
of the country."
Taylor returned to setting world records with the support of the
Waltham Manufacturing Company. Waltham was well-known for its
Orient bicycles and multi-cycles, and they collaborated with the Sager
Gear Company on the development of chainless bicycles for racing. Sager
offered Taylor $10,000 to lower the flying start one-mile record below 1
minute 30 seconds. Although he did not get below that mark, in two rides
he set a new world record at 1 minute 3 IV^ seconds. By the end of 1898
Taylor held seven world records from the quarter-mile to two miles.
Taylor was on more solid ground for the 1899 season as he rejoined
the LAW and had the backing of his sponsors, the Waltham-Orient-Sager
bicycle company. A Steams steam-powered pacing tandem was gradually

36* BIKE CULT

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developed, with many break-downs and leaks, and Taylor entered into a
pioneering duel with Eddie McDuffie over the motor-paced mile record.
On June 30, McDuffie broke Taylor's human-paced mile record behind a
Stanley steam-tandem, the same day that Charles Murphy made his
"Mile-A-Minute" ride on the Long Island railroad. Finally, Taylor's pac-
ing machine worked properly and on August 3, he set a new mile record
of 1 minute 22'/? seconds, taking five seconds off McDuffie's time.
While there were parallel American championships, the ICA ruled that
only the LAW could represent the U.S. for the 1899 World
Championships held in Montreal at the Queen's Park track. Taylor won
the one-mile sprint championship over Tom and Nat Butler before a
crowd of 12,000 fans. He was the second black World Champion of any
sport, nine years after the boxer Jack Johnson, and decades before the
track hero Jesse Owens and the baseball player Jackie Robinson. This was
Taylor's last World Championship race during the prime of his career,
since ftiture championships in Europe were held on Sundays. Taylor fin-
ishedseason
the winning the LAW American Sprint Championships, and
in another duel with McDuffie, he set a new mile record of 1 minute 19
seconds using a 12 1-inch gear. He won 22 races in 29 starts, and earned
over $10,000, though he claimed to have been cheated out of $2,000 by
promoters who "forgot" to pay him. With his earnings, Taylor bought a
house in Columbus Park, an affluent neighborhood in Worcester, and
though the protesting white residents offered to buy back the house for
$2,000 more than he paid, Taylor refused, and the "battle closed with the
enemy in possession of the field."
In 1900 the LAW relinquished racing control to the NCA and its sub-
sidiary ARCU,
and Taylor was again "at mercy of his enemies," the racist
clique that had suspended him at the Cape Girardeau race. Meanwhile,
Taylor received an offer of $10,000 plus winnings to ride in Europe from
Victor Breyer and Robert Coquelle ofLe Velo. He turned it down,
because he would not ride Sundays. When asked why, Taylor responded:
"It is a matter of conscience. It makes no difference how many ministers Major Taylor on a chainless bike.
you quote me, it is the way I feel and believe about it. I reckon it is
because of my early teaching. I still haven't outgrown what I was taught. I
believe in the saying that 'a mother's prayer will last forever,' and I hon-
estly believe
it's my mother's prayers that are standing by me now."
Finally in late May, ARCU reinstated Taylor with a $500 fine owing to
the Cape Girardeau incident. By most accounts, the white riders capitulat-
ed because the public wanted to see Taylor and his presence brought more
money to the sport, and because they did not want to be accused of being
afi-aid of the "dusky duster."
Taylor won the year-long American championships, his first in open
competition over a new rival, the first-year pro Frank Kramer. In the fall,
instead of attacking the paced mile record, he worked up a vaudeville act
which toured Massachusetts. He played the mandolin and piano while
singing, and rode indoor roller races with Charles "Mile-a-Minute"
Murphy. A crowd of a thousand fans gathered at the window of a

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Hartford bicycle shop as he set a record time of 43'/; seconds for a mile,
equivalent to 82.5 mph. He completed the year in a match sprint race at
Madison Square Garden with his long-time rival Tom Cooper, whom
Taylor beat in two heats.
In January 1901, Taylor agreed to an offer by Breyer and Coquelle to
compete in Europe from March to June, with no Sunday racing, for
$7,200 plus winnings. Shortly before leaving, he became engaged to
Daisy Morris, who had entered his life the previous fall. She was the
beautiful daughter of a black mother and a white father. She was educated
at a private school and lived in Worcester with her relatives, the Rev. and
Mrs. Louis Taylor. Major Taylor took the fastest trans-atlantic luxury
liner "across the pond," and received royal treatment in France. At the
Cafe Esperance, a cycling cafe on the Avenue de la Grande-Armee,
known as L 'Avenue du Cycle, where old champions, trainers, journalists,
and promoters gathered over bottles of wine, Taylor met his rival Edouard
Jacquelin, the 1900 World Sprint Champion. They became "fast friends,"
and complimented each others' legs. Taylor was invited to lunch with
Count Albert de Dion and visited the de Dion-Bouton automobile factory.
While following the Bordeaux-Paris road race in the open seat of a
Dorsay automobile with a journalist from Le Veto, he was "greeted with
tumultuous applause all along the route. Peasants and cyclists lined the
roadside waving to the American. Maurice Martin asked Taylor to sign
his name on pages of his reporter's notebook and Major threw the sheets
into the air as they passed by."
Paris was considered the worid's cultural center and sports capital at
the time, and Parisian cyclisme had developed sophisticated tactics with a
sense of aesthetic style. In the sprint race, while Americans preferred to
see a mad dash and complained of "loafing," the French enjoyed the tacti-
cal waiting
games and quick spurts. Likewise, Taylor was appreciated
more in France as a public hero with a mysterious physical talent. Taylor
was featured in a long, illustrated article in La Vie au Grand Air, where he
described getting used to people staring at him, how he liked to play the
piano and mandolin, and his reasons for not racing on Sundays. His style
was analyzed, he and his bike were measured (he had an 88-inch gear),
and he was x-rayed by French doctors who agreed he was "a human mas-
terpiece,"
that
except
"his thighs were a little over-developed." Andrew
Ritchie describes his historic impact:

Taylor's success in France was among the earliest examples of the ele-
vation
an athletic
of star to the status of a popular hero. Bicycle racing
was an emerging mass spectator sport of a new kind, in need of stars
and heroes, and the fact that he was exotic and had charisma and mys-
tique made
Taylor perfect star material — a superb performer, disci-
plined, down-to-earth,
good-humored, and intelligent, an underdog
who had triumphed over adversity. Yet, at the same time, he was
unique and somehow untouchable and incomprehensible, like a visitor
from another planet.

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Taylor toured sixteen cities in France, Germany, Denmark, Belgium,

Italy, and Switzerland, winning some 42 times. The highlight of 1901 was
the pair of match sprint races between Taylor and Jacquelin at the Pare
des Princes velodrome. Jacquelin won the first match in two heats, but on
his victory lap, he foolishly thumbed his nose, presumably at the pro-
Taylor crowd. Major won the revenge match in two heats. After the race,
at the Chalets du Cycle in the Bois de Boulogne, Jacquelin proposed a
toast of champagne, and Taylor replied, "With pleasure, but you know I
only drink water." But Taylor took a sip of champagne and exclaimed,
"Awful! Horrible!" while pushing the glass aside.
When Taylor returned to America, he needed to recuperate and got a
doctor's waiver to take a rest from racing. Since he was under contract
with the NCA, they fined him SI 00 for each failure to appear, saying
"Sick or well, you must ride at each National Circuit meet." When Taylor
resumed racing, Frank Kramer already had 30 points towards the
American championship series, and by the end of the year, Kramer won
with 72 points over Taylor's 64.
Major and Daisy were married during the first days of spring 1902, and
it was the subject of a ten-page article in The Colored American magazine
with Daisy on the cover. Taylor received a multi-year contract from
Coquelle and Breyer and prepared for an international tour in which he
would circle the globe twice in two years. Taylor crossed the Atlantic
without Daisy for his second European tour and returned in the summer
for the American championships. Because Taylor would not ride the
World Championships held on Sundays, he openly challenged the winner
to a match race. In 1902, one week after Thorwald Ellegaard won the title
in Rome, Taylor "annihilated" the Danish star in two heats in Paris. His
racing in America became more sporadic as he faced difficulties finding a
suitable hotel room and dealing with his main rivals, the powerful com-
bineFrank
of Kramer, Iver Lawson, and Floyd McFarland. A new sprint Taylor and Jacquel in before their
championship format allowing up to four riders in a race, resulting in bet- match at Pare des Princes, Paris,
May 1901.
ter opportunities
for Taylor's opponents to block or "pocket" the "colored
cyclone."
In December 1902, Major and Daisy crossed the Pacific for his first
tour of Australia during the racing season of the Southern Hemisphere.
On their arrival in Sydney, the Summer Nights Amusement Committee
met them with a cheering flotilla of boats in the harbor, where thousands
of fans called his name, and a reception was held with the mayor. Bicycle
racing was very popular in Australia, and Taylor helped boost enthusiasm
as the world's most famous and highest paid athlete of the time. In three
months of racing in Sydney, Melbourne, and Adelaide, he earned almost
£4,000, equivalent to a lifetime's wages for the average Australian work-
er. On
his second Australian tour, Taylor's contract included a large .sum
of cash, all expenses paid, plus winnings and a percentage at the gate. The
New South Wales Baptist described the "Thirty Thousand Dollars for
Conscience Sake," the amount of money Taylor lost by not racing on

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Sundays. "For years this man of deep and strong convictions has been
preaching to the sporting world a silent but eloquent sermon of example."
Taylor was haunted by the appearance of his American rivals, Lawson
and McFarland, who helped spread racism amongst the Australian riders
and promoters. At Melbourne, Lawson fouled Taylor in a match sprint,
causing a serious crash which left the "Worcester Whirlwind" stunned
and lacerated. Lawson was suspended for a year and won the World
Championships at London in 1904.
From Australia, the Taylors sailed for Europe via the Indian Ocean and
Suez Canal, for his third season based in Paris. In September 1903 they
returned to Worcester, with sixteen pieces of baggage including a motor-
cyclea and
French automobile, and after a short rest, they returned to
Australia in November 1903. Taylor finished the 1903-1904 season after
almost 100 races, and the family set sail for San Francisco with a "small
menagerie," including a kangaroo, several colorful parrots, and a cocka-
too, which
had been taught to say "Major." Finally returning to Worcester
in May 1904, Daisy then gave birth to Major's only child, a daughter
named Sydney for her place of birth. The stress of Taylor's career took its
toll, and as he settled back in Worcester with his family he assumed a
period of semi-retirement from June 1904 to March 1907. Taylor returned
to Paris in 1907 with a contract from Coquelle, and the sponsorship of
Peugeot and Michelin. Though he started off over 25 pounds overweight,
he regained fitness to meet two new French sprinters, Gabriel Poulain and
Emil Friol. At the end of the season, when he had proven his ability to
come back by beating Poulain, he turned down offers to ride in Australia
and announced his retirement. Nevertheless, Taylor returned again in
1908 and continued the "familiar cycle of the peripatetic athlete, constant
overnight traveling, living out of a suitcase, training, massage, meeting
their press." Sometimes Daisy and Sydney accompanied him, sometimes
they stayed in Paris.
In 1909 Taylor returned to Paris for his sixth and last European tour.
He was accompanied by his longtime teammate and trainer Bert Hazard,
but Daisy and Sidney stayed home. Coquelle's influence had waned and
he gave Taylor an ultimatum — either race on Sundays or not at all. So
Taylor finally succumbed, and compromised his religious convictions to
make a living in his final cycling season. He was a former champion con-
tinuing
past
well
his prime, and his performances no longer graced the
sports headlines. The letters to his family illustrate his situation: "Now
love and kisses and God's blessings to both of my sweethearts from your
poor, weary, homesick, lonesome, tired and most worn out. discouraged,
fat, disgusted, but game and true husband, and that does not begin to
express how 1 feel." Before leaving France, he beat the World Champion
Victor Dupre in his hometown.

370 BIKE CULT

 CYCLE SPORTS

After hanging up his racing wheels for good, Taylor had accumulated
an estimated $75,000, and was looking for a way to get involved in the
automobile industry. He applied to the Worcester Polytechnic Institute but
was rejected because of his lack of a high school diploma. Taylor had an
idea for a metal sprung automobile wheel, and joined with Fred Johnson
of Iver Johnson to form the Major Taylor Manufacturing Company to
develop and produce his invention. The company failed and Taylor under-
took
series
a of smaller business ventures, such as the Excello
Manufacturing Company, makers of automobile oils and lubricants. By
the early 1920s, Taylor was the proprietor of "Major's Tire Shop" which
replaced and repaired car tires. He could no longer support his family in
their comfortable lifestyle, and he began selling Daisy's jewelry and his
pieces of property. Eventually he sold their house, and the Taylors moved
into a more modest apartment in Worcester, where Major began vriting
his autobiography, which he paid to have published by the
Commonwealth Press of Worcester in 1928. The book was dedicated to
Louis Munger, who died the following year. Major and Daisy had drifted
apart and after she moved to New York, Taylor went to Chicago at the
invitation of an alderman. While living in the YMCA, he sold copies of
his book door to door.
In 1932 when his health began to suffer, he was admitted into
Provident Hospital, but was moved to a charity ward at the Cook County
Hospital, where he died on June 21 of "nephrosclerosis and hypertension
with chronic myocarditis." Since nobody came to claim his body. Major
Taylor was buried in an unmarked "paupers grave" at the Mount
Glenwood Cemetery, outside Chicago. In 1948 a proper burial was given
by a group called the Bicycle Racing Stars of the 19th Century
Association, based in Chicago with about 200 members. With the philan- Daisy Major and Sydney Taylor,
thropy
Frank
of Schwinn, Taylor's remains were exhumed and placed in a about 1906, from Andrew Ritchie's
distinguished location in the cemetery's Memorial Garden of the Good Major Taylor.
Shepherd, with a service attended by Taylor's first supporter Tom Hay.
Another concrete monument in Indianapolis is the Major Taylor
Velodrome, which opened in July 1982. The plaque on his grave
described his life:

WORLDS CHAMPION BICYCLE RACER

WHO CAME UP THE HARD WAY
WITHOUT HATRED IN HIS HEART
AN HONEST, COURAGEOUS AND GOD FEARING
CLEAN LIVING GENTLE-MANLY ATHLETE
A CREDIT TO HIS RACE
WHO ALWAYS GAVE OUT HIS BEST
GONE BUT NOT FORGOTTEN

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Track Racing
Velodromes are the cathedrals of cycledom, sacred gathering sites for
demi-god cyclists and their true believers. On most days of the week,
velodromes are relatively quiet places where individuals or groups of
devotees silently practice the sport. At special times, the ritual reaches a
sublime moment, when masses of thousands of enthusiasts share in a pas-
sionate celebration
of cycling. A sense of purity comes from riding a
gracefully banked velodrome with a fixed-gear bicycle. There is usually

ORpSpGQtLE
CLUB an ideal racing speed for each velodrome, depending on lap length, track
surface, turning radius, and degrees of banking. At this speed the riders
achieve a wonderful equanimity with the bike and the track, and the set-
ting providesthe conviction to achieve peak performance in a measurable
quantum.
Velodromes can be outdoor open-air tracks, semi-covered stadiums, or
indoor arenas, with various facilities based around the action on the track.
VELODROME BUFFALO Outdoor tracks are usually aligned so the afternoon sun is not in the rid-
GRANDEFETE SPORTIVE ers' eyes
on the straight-aways. Tracks have access from outside to the
infield via underground ramps, overpasses, or a trackside gate for crossing
during breaks in the racing. Within the infield, closest to the finish line are
the official's stands, for the judges, the commissaires, and the photo-elec-
tronic timing
equipment.
The infield may include small warm-up circles, riders' quarters,
mechanics' pits, a medical station, rest rooms, press tables, concession
stands, and landscaping. The riders' quarters may consist of tents, lounge
chairs, semi-private cabins around the infield, or subterranean rooms built
under the velodrome. At the outer edge of the track are the front row seats
and the spectators' elevated stands with special box stands provided for
the race organizers, the announcers, and the press. A scoreboard shows
the rider's numbers, placings, and times. Various other sports and recre-
ational facilities
often surround velodromes, including showering rooms,
equipment rooms, gymnasiums, and playing fields.

Indoor track during a six-day race.

Photo by Graham Watson.

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Velodrome Building
One of the most famous modem tracks is the Vigorelli Velodrome in
Milan. Italy. Known as "Vel Vig," and the pisle miracle, it was completed
in 1935, and earned the title as the world's fastest outdoor semi-covered
track at sea-level. Scores of world records have been made on the 333.3
meter wood track, including sixteen hour records. The surface was made
of pine boards, in 2- x 2-inch, twenty-foot long slats, placed in line with
the direction of travel. The wood was cut piece by piece from the centers
of trunks of trees grown in a particular stand of Siberian pine. The pine
grew slowly there, making the wood more dense, and without knots or
splinters. This kind of wood made a racing surface as firm and smooth as
possible." Racers were able to use the lightest tires, such as the Clement
No. 0 made of fine silk with smooth white rubber that weighed 75 grams,
held 200 psi, and wore out after about an hour of racing.
The Vigorelli Velodrome has had many exciting moments and weath-
ered many
challenges as the world's best track. During World War II it
suffered bomb damage but was quickly repaired to serve as the finish line
for classic road races, such as the Tour of Lombardy and the Giro d'ltalia.
As the track of choice for record breaking, the Vigorelli was challenged
by Rome in 1960, and surpassed by the high-altitude tracks in Mexico
City (built for the 1968 Olympics) and Colorado Springs (1982), and the
sea-level track at Bordeaux (1989). The Vigorelli was refurbished for its
50th anniversary in 1985, and the first meet was a five kilometer pursuit
race in which Francesco Moser of Italy beat Greg LeMond of the U.S.
When Italy began building for the 1960 Rome Olympics in 1956, the
City of Rome issued a directive: "Rome must be faster than Milan, no
expense must be spared." In order to improve upon the Vigorelli
Velodrome, every aspect of track design was examined. Herbert
Schurmann of Germany was in charge of design and construction. With
four years to develop the track surface. Professor Giordano of the
National Wood Institute in Florence traveled the world in search of the
best wood for Rome's hot and humid climate. He collected 25 samples,
and placed them at the site to be exposed and analyzed for three years.
The wood was selected so as not to hold or absorb water, or to expand or
shrink with changes in weather. The choice was Afzelia Doussie, a rare
African hardwood from French Cameroon that came in four-foot diame- Carpenters assembling a portable
ter, 40-footlong trunks. The finished 400 meter track "nestled into its cus- wood track.
tom-designed
likestadium
a piece of hand-made furniture."'- The first
world record for the track was the 1,000 meter time trial of 1:07:27 set by
Sante Gaiardoni of Italy, and in October 1967, Ferdi Bracke of Belgium
set the sea-level hour record of 48.093 km at Rome.
Herbert Schurmann, with his father Clemens and his son Rolf, built a
family tradition of designing the world's finest velodromes. In all, the
family has designed well over 100 tracks around the world. In the 1920s,
Clemens Schurmann was a bicycle racer and an architect. He was known
as one of the few riders to wear a helmet, a condition set by his wife after
too many falls on his head. His first track was completed in 1926 for a

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bicycle club in Krefeld, near Diisseldorf, that wanted a safe, wooden

open-air track. One of his worst tracks was built in a narrow exhibition
hall in Berlin in 1949. The building had 6,000 seats and the track had long
straights and tight turns with the inside radius of only fifteen meters. The
turns were so tight and steep that a rider at fiill speed felt four G-forces of
centrifiigal gravity. After three riders were killed by breaking their forks
at the same point coming out of a turn, it was time for major surgery on
the track. This was how Herbert got into business at the age of 24, work-
ing days
and nights with his father to correct the Berlin turns. Since then,
the Schurmanns never build tracks with less than 16.5 meter radius turns.
Schurmann tracks vary in size ft"om 133 to 400 meters, with turns banked
from 32 degrees to 52 degrees. They are in most Western European coun-
tries,
well
as as in Colombia. South Korea, Panama, and Tasmania.
Track Markings
Modem track racing comprises about four basic formats: championship
events, omnium events, six-day races, and keirin races. Championship and
Olympic events take place on velodromes of varying length and width,
about 200 meters to 500 meters long and five to nine meters wide, with
333.33 meters as the standard length. The racing track is marked with a
standard set of lanes and distances for different kinds of racing according
to the rules of the UCI.
There are usually four colored stripes circling the track marking lanes
and several perpendicular lines marking distances. "The finish line for any
Championship," reads the UCI rules, "shall consist of a four centimeter
wide black line painted on a 72 centimeter wide strip in such a way that
34 centimeters of white show on each side of the black which shall be
mat." The lanes are concentric, parallel rings, crossing under the finish
line, from the infield up the width of the track to the balustrade. The
major distance lines cross the entire width of the track, such as the finish
line, the two red pursuit lines on opposite sides of the track, and the white
sprint line 200 meters from the finish. Other smaller markings serve as
starting points for the kilometer ( 1,000 m), the mile ( 1,609 m), and other
distances.
The inside lane is the legendary Cote d'Azur or blue band, named for
the region where the Riviera meets the Alps. Cycling's cote d'azur is usu-
ally
sky-blue
a colored band over 70 centimeters wide, lying at the bottom
of the banking, on the flat inner oval of the track. It serves as a neutral
zone for slow riding, where no racing should occur. The racers inevitably
dip into the blue band, using the whole track in sprints, or taking the
shortest line around the track. To prevent this in timed distance races,
foam blocks are placed at five meter intervals around the turns at the edge
of the blue band. The riders can hit the blocks without disruption, but if
they hit too many there is cause for disqualification.
Next to the blue band is an open space about 20 centimeters wide usu-
ally used
for marking distances, and then a four centimeter wide black
stripe known as the pole line, which represents the actual measurement of
the track, and the inner boundary for the pole position, which is exactly 70

374 BIKE CULT

 CYCLE SPORTS

centimeters wide. The outer boundary of the pole position is marked by a Track Markings:
four centimeter red stripe, known as the sprinter's line. Finally, about one- 1. Inner track

third of the way up the width of the track, there is a blue stripe known as 2. Blue band

the stayer's line, used primarily as the inner boundary for motor-paced 3. Black pole line, track measure
4. Pole position
events. The balustrade is usually a guard rail or fence over 85 centimeters
5. Red sprinters line
high. On tracks with nothing to stop the rider from going over the banking
6. Blue stayers line
into the landscape, a black holding line marks the edge of the track. 7. Black holding line
Championship Track Events 8. Finish line
The UCI has made changes to Championship and Olympic track racing in 9. Sprint starting line
the 1990s. Professional and amateur men have been combined into an 10. Pursuit starting line
open category, the tandem sprint and motor-paced events have been
dropped, and new events include the Olympic sprint, a 50-km madison-
style team race, and a 500-meter individual time trial for women.

MATCH SPRINT - Vitesse (Open, Women, Junior Men, Junior

Women): This is a race of two or three laps, depending on the length of
the track, for a distance of approximately 1,000 meters. While the last 200
meters are timed, the only real objective is to cross the finish line first.
This is a race of pure speed, tactics, and regimen. The riders proceed
through a series of matches for best of three heats, with the winners going
to the semi-finals and on to the finals, where two riders engage in a best
of three match for first and second place. The semi-final losers proceed
through a series of repechage heats to decide third and fourth place.
Two or more riders start each heat together. By the drawing of lots,
one rider is chosen to start from a position closest to the pole line and to
lead for the first lap. The advantage is often for the rear rider not only
because of drafting, but also because the rear rider can easily see his or
her opponent. For the second heat the rear rider must lead the first lap,
and if there is need for a third heat, the lead rider is again chosen by draw-
ing lots.
The rear rider may take an early lead, but this is rare. Once the
riders have passed the first lap, the race is open, and as the riders jockey
for position, the speed can vary from a motionless track stand, known as

BIKE CULT 375

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surplace, to a gradual wind-up to a flat-out sprint. In the last 200 meters,

the first rider to take the pole position must stay within that boundary.
Another rider can pass the pole rider above the sprinter's line but they
must give reasonable space before "closing the door" and taking over the
pole position. With the riders sprinting all out, oftentimes shoulder to
shoulder, there are many intimidating moves.
The track stand is a curious exercise in the fastest race of cycling. The
technique is a kind of seance where the riders come to a stand-off and
play a tense war of nerves. Using the fixed-gear and the banking of the
track, the riders perform a balancing act, where the object may be to force
the other rider into the lead, to entertain the crowd, or to surprise the
opponent by gaining a jump-start on the sprint. During some track stands
the lead rider may pedal backward, trying to change places with the rear
rider, but they may not move back more than twenty centimeters. Riders
are also able to "walk" their bike by hopping up and down the banking to
change their angle or advance their pedals to a more favorable position.
The longest moments of surplace have exceeded one hour."
As a "chess match on wheels," with the whole track as the kingdom of
the sprinters, there are many strategic moves available. The lead rider can
make a mock track stand by braking with the gloved hand on the fi^ont
wheel, following the pedals but without applying backward force, causing
the opponent to slow, giving the lead rider an advantage. A rider can
"box" or "pocket" his or her adversary by riding with closely overlapping
wheels, or by edging against the rail or the pole line, so that the only way
out for the rear rider is to slow and turn down or up the banking. The front
rider can weave up and down the banking, trying to catch the second rider
slowly going up the slope, while at the same time being in position to
accelerate rapidly on the down slope. The rear rider can lag behind high
on the banking, only to take off and pass the lead rider at a speed impossi-
blelatch
to onto. A rider can lead out the sprint moving towards the
sprinter's line but not crossing it. As the opponent comes around on the
Sprinters doing a track stand. top, the leader may apply maximum speed while holding the opponent to
the longer outer path around the turn. Then, with a quick jump into the
pole position at the perfect moment and by "throwing the bike" at the fin-
ish line,
he or she may win. Sprinters are usually graced with natural
speed, well-developed fast-twitch muscles, and a crafty, courageous tem-
perament.

TANDEM SPRINT (Open): Similar to the match sprint, this event has
two riders on one track bike comprising each team. Because of higher
speeds, this is often a longer race of about five laps for approximately
1,500 meters. Tandem riders must share with their teammates a mastery
of sprinting ability and a special understanding of racing tactics. The cap-
tain (front
steering rider) supplies confidence through calculated decision
making, while the stoker (rear power rider) provides the collaborative
response with a powerful kick while checking opponents. The riders com-
municatethe
through
pedals of the fixed-gear with subtle body language.

374 BIKE CULT

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KILOMETER TIME TRIAL - Kilo (Open, Junior Men): This is a

1,000 meter individual time trial (about three laps), with riders starting
from a standstill and the winner having the fastest time. When the rider is
fixed to his bike at the start in the pole position, an official blows a whis-
tle and
the rider has five seconds to cross the start line which begins the
clock. The race is a long, grueling sprint that takes about a minute or
more, somewhat longer than a cyclist's anaerobic capacity at about 45
seconds. Towards the finish a kind of physical wall appears and a certain
amount of aerobic power is called upon. There are two or three phases in
the kilo: the powerful accelerating sprint of about 200 meters; the middle
stretch lasting about 650 meters; and the grueling finish in the remaining
150 meters. Depending on a rider's attributes, one may start fast and
"float" his speed for a finishing burst, and another may start moderately
fast, gradually increasing the pace so that nothing is left at the finish. As
the riders generate incredible force, while struggling for oxygen to pro-
duce their
last dash of energy, they try to maintain a straight line as close
as possible to the pole line to save fractions of seconds. Kilo riders are
usually the biggest, most muscular cyclists, often sharing the same events
and attributes as the sprint and tandem specialists. Cycling's muscle event, the kilometer
time trial.

500 METER TIME TRIAL (Women, Junior Women): Same as the

men's kilometer time trial but half the distance for women.

INDIVIDUAL PURSUIT (Open, Women, Junior Men, Junior

Women): The length of this race varies depending on category. In cham-
pionshipjunior
racing,men and women ride 3,000 meters (about nine
laps) and professional and amateur men ride 4,000 meters (about twelve
laps). Before 1993, professionals rode 5,000 meters (about fifteen laps).
Two riders start from a standstill at opposite sides of the track, with one
rider ending the race at the finish line. The riders attempt to catch each
other, because if one succeeds the race is won. While this result is more
frequent on small tracks (250 meters or less), the riders are usually equal-
ly matched,so they go for the best time. The tactical strategy of the pur-
suit race
often takes form as a schedule of lap times which the riders
attempt to equal or better. Progress is measured by coaches or trainers,
who record lap times and the time differential with opponents. The coach-
es call
out "splits" every lap or kilometer, and signal as the riders are
"even," "down," or "up" on a winning schedule. To calculate the average
lap time for a pursuit, the race distance in whole laps, plus any partial lap
for odd-sized tracks, is divided by the desired time, less three seconds to
account for the starting acceleration. For example, with a five minute
schedule for a 4,000 meter race on a 333.3 meter track, the distance is
twelve whole laps. The first lap would be 27.75 seconds and the each
remaining lap is 24.75 seconds. According to the attributes of the riders,
such as those with a fast start and a strong finishing kick, the lap times are Steve Hegg winning the 1984 Olympic
adjusted. Pursuit riders are specialists who combine the speed skills of pursuit.
track racing with the endurance capacity of road racing. They include the

BIKE CULT 377

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"fast-on-the-flats" road riders, known as rouleurs, who excel in circuit

races and time trials, and the middle-distance "trackies" who ride points
races, keirins, and six-days. Many pursuiters spend several months in spe-
cial preparation
for an annual championship race.

TEAM PURSUIT (Open, Junior): Similar to the Individual Pursuit, the

teams consist of four riders in a tight formation, with each rider on his
own bike. The team's time is recorded when the third rider crosses the
finish line. If one team catches the other, they win the race, otherwise
they ride for the fastest time. The teams must function as a close-knit unit,
requiring a high degree of specialization, that can take over a season of
preparation. The teams exchange pace at the banked turns, either every
lap or half-lap (on tracks over 250 meters), as the front rider goes straight
up the banking at the turns, and then swings back down in line behind the
last rider. Almost two meters of forward progress are lost as the lead rider
swings up.

POINTS RACE - Cows aia Points (Open, Women, Junior Men,

Junior Women): In championship races this is a 100 to 150 lap event
(about 30 to 50 kilometers), with points awarded every five laps (not less
than 1.5 kilometers on small tracks), and the winner earning the most
points. The riders start together positioned on the track according to plac-
ings in preliminary heats. The intermediate sprints are awarded thus: five
points for first place; three points for second; two points for third; and one
point for fourth. Points are doubled for the sprints at the half-way mark
and at the finish ( 10, 6, 4, and 2 points). If there is a tie in the final tally,
the intermediate sprints are counted, and if there is again a tie, the final
sprint counts.

In the madison race, one teammate

relieves another with a handsling.
Photo by John Chay, Trexlertown
Velodrome.

378 BIKE CULT

 CYCLE SPORTS

KEIRIN (Open): This is a recent addition to championship racing,

inspired by the keirin style of competition in Japan. The UCI event is a
ten-lap race for nine riders who fight for position behind a motor-pacer.
With one lap to go, the pacer swings out of the way, and the riders have a
mass sprint for the finish.

MADISON RACE - L 'Americain (Open): Teams of two riders com-

pete
a 50-kilometer
in race. The teammates take turns on the track, with
one below the stayers line throughout the race, and the other high on the
banking. They exchange places either by a hand-sling or by grabbing a
hip fob, a handle, small baton, or towel rolled tightly in the teammate's
shorts.
World Records
There are many world records in track racing, known as Records du
Monde sur piste. Before the changes of the 1990s, the UCI listed over 60
world records on outdoor tracks (en plein air) and indoor tracks (sur piste
couverte) at sea-level (niveau de la mer) and high-altitude (over 600
meters) for professional and amateur men, and women. While cyclists
still consider these distinctions, the UCI now recognizes an open category
for men, and all tracks are considered equal. Each track has its own lap
record, from a standing start (arrete) or a flying start (lance). Cycling's
"record of records" is the individual hour record (record de I 'heure).
Omnium Events
Omnium events include a variety of popular and traditional races. They
are similar to six-day races and may include championship events.
Omniums can be held on a wider range of tracks, from small 100 meter
indoor velodromes to larger than 600 meter outdoor ovals. They provide
an entertaining program for spectators, and more events for a wider range
of cyclists.

HANDICAP RACE: This is a sprint or medium-distance race where

the riders start at various intervals around the track and compete for a
common finish line. Handicap races are usually based on distances such
as the kilometer, the mile, or 50 to 100 laps. The riders are assigned start- Photomontage of Roger Riviere,
ing positionsor times of departure, determined "in accordance with an world hour record holder, 1957- 1967.
appraisal of merit adopted by the jury." This formula allows the begin-
ners, veterans,
women, and slower riders to compete with the fastest rac-
ers. Knownas the "scratch" group, the top-seeded riders start last and go
the whole distance, while trying to chase and pass all the handicap riders
on the track.

ELIMINATION RACE - Miss and Out, Devil (Take the Hindmost):

This is an exciting variation on the points race. Instead of awarding points
for the first riders at the intermediate sprints (five to ten laps), the last
rider is eliminated at each sprint. In this way, the race is at the rear of the
pack during the sprints, as a wave of riders try to squeeze past each other
across the line. The "devils" are the hindmost riders who miss and must

BIKE CULT 379

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bow out. As the race follows its course the field dwindles down to a few
fast riders who finish in a match sprint. Sometimes one or more steady,
strong riders who lack a quick sprint may breakaway during the race.

AUSTRALIAN PURSUIT: This is a medium or long distance race in

which several riders start out at handicapped intervals around the track
and pursue each other. When a rider is caught he or she must pull out. The
race continues either until the last rider is caught, or until a specific dis-
tance
covered.
is In some versions, teams of two riders pursue each other
while exchanging pace as in a madison race.

MOTOR-PACE - Demi-fond, Stayer (Open): Formerly a worid cham-

pionshipthese
event,
are races of 40 to 100 kilometers or one hour, with
the riders being paced by motorcycles or mopeds. The teams of motor-
pacers and paced riders begin in a mass start formation with riders catch-
ing the
pacers' slipstream and staying close to the stayer's line. Teams
may not ride more than three abreast above the stayer's line, and they may
not pass another team below that line. Both the pacer and the paced ride
cycling machines that are commonly known as stayer's bikes. The big
pace-making bikes are motorcycles with engines ranging from 500 to
1,000 cc, with long handlebars reaching back to the tip of the seat, allow-
ing the
pace-maker to stand on footboards in an upright position. A spe-
cial helmet
with ear phones is worn by the pace-maker to hear the paced
rider, along with a regulation uniform of black leather jacket, pants, and
boots. Behind the rear wheel is a roller bar. 60 centimeters wide, 33.5 cen-
timetersthe
above
ground, and usually 40 centimeters behind the rear
wheel, which the paced rider stays close to and may safely touch. Another
smaller kind of moped, called a demy, or brom-fiets. is used for pace-
making on smaller indoor tracks or on the road. These mopeds have an
engine no larger than 100 cc, sometimes with a fixed-gear that requires
pedaling. Instead of a roller bar there are mudguards or fenders, and the
pacer wears cycling clothes with a vest.
Flat Track R.'\cing
Flat track racing includes events held on asphalt running tracks, grass
tracks, and cycle speedways. A unique kind of flat track racing in the U.S.
is the Little 500, an annual springtime race held at Indiana University and
named after the Indianapolis 500 auto race. The relay race has student
teams riding 200 laps (50 miles) for men and 100 laps for women. In San
Francisco's Golden Gate Park, on the running track of the Polo Fields, a
group of fixed-gear enthusiasts held a series of Outlaw Races in 1993.
Grass track races date back to the nineteenth century and are still held on
grass-covered running tracks in Britain. Requiring special handling skills
in high-speed turns to prevent skidding, the omnium-style events include
handicap races, an eight kilometer championship race, and tricycle races.
Cycle speedway developed as a generation of post-World War II youth
known as "skid kids" took to dirt and paved speedway tracks on bicycles.
The British sport, which is not atTiliated to UCl cycling, has been orga-

380 BIKE CULT

 CYCLE SPORTS

nized by the Cycle Speedway Council since 1971, with almost a hundred
clubs and some 2,000 participants competing from April to October on
the National Grand Prix circuit at about 75 tracks throughout England,
Wales, and Scotland. The tracks are flat, unbanked ovals about 75 to 110
meters per lap and five meters wide, often with a shale surface and an
inside curb of concrete. There are both individual and team races for men,
youth (under 21 years old), juniors (under 18), and schoolboys (under 16),
with sponsorship and publicity provided by breweries and newspapers,
such as the Daily Mirror. The individual races or heats consist of four rid-
ers doing
four laps. The riders start from a standstill and sprint for the first
turn to get the advantage of the inside line. To achieve the greatest speed
in the bends, the riders usually trail their inside, left foot to prevent skid-
ding Most
out. of the top riders are over thirty years old, and they wear
gloves, long-sleeve jerseys, and long tights or pants for protection from
falls.

Six-Days
The modem six-day race with two-man teams was a very popular sport in
America from 1900 until about 1940, and continues as a wintertime pro-
fessionalincircuit
Europe and Australia. During the peak years of the
American six-day in the 1920s and 1930s in New York and Chicago, the
riders would go about 120 to 140 hours from Sunday night to Saturday
night. Among the thousands of spectators who frequented the races were
Al Capone, Babe Ruth, Bing Crosby, and Mary Pickford. Six-day veteran
Alf Goullet ( 1892-1995) described the event in 1926 for the Saturday
Evening Post, when he was paid $ 1,000 per day for racing:

The Six-Day bicycle race is the most grueling contest in athletics

because of its sheer monotony. If we weren't mercifully so built that
we quickly forget our sufferings, I don't believe there is a man in the
world who would ride in more than one. It takes toll of every muscle in
the body, of the stomach, of the heart, and while it is being ridden, the
mind. In the past fifteen years I have ridden in 24 and the only way I
can think of describing the riding is as one infernal grind.

The "jams" are the essence of the race, as riders increase the pace or
jump into the lead trying to steal laps on their opponents. As soon as the
jam begins the relief riders leap out of their cabins around the infield and
hop on their bikes. By picking up speed while high on the banking, the
fresh riders swoop down into the fray, squeezing between narrow gaps of
riders while making a flying exchange with their tired teammate. A faulty
swerve, a closed gap, a touched wheel, or a slippery section of track leads Alfred Frueh, 6/cyc/e Race, 1920.
to a massive pile-up of riders and bikes. The six-day stars of the 1920s Courtesy of the Graham Gallery.
and 1930s were a tough bunch. Through the course of his career, Bobby
Walthour reportedly broke his left collarbone eighteen times and his right
collarbone 28 times. He required 46 stitches on his legs and 69 stitches on

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his face and head. He suffered 32 fractured ribs, eight broken fingers, and
one broken thumb. He was considered fatally injured six times and pro-
nounced
three
dead
times, only the last being final. "Old Ironman" Reggie
McNamara had a similar history in a career of 117 six-day races from
1913 to 1936, supposedly leaving a tooth imbedded in a board track after
a bad spill. Alf Goullet, known as the "Australian Bullet," set the all-time
distance record for a six-day by riding 2,759 miles and two laps in 146
hours with Albert Grenada at Madison Square Garden in 1914. William
"Torchy" Peden of Canada was a 6-foot 2'/2-inch 220-pound red-haired
athlete who won some 38 six-day races between 1932 and 1940. Other
popular stars included Alf Letoumer of France, Franco Georgetti of Italy,
Gerard Debaets of Belgium, and the German duo Gustav Kilian and
Heinz Vopel.
Over the years the six-day format has gradually changed, under the
guidance of the Union Internationale des Velodromes (UIV), with more
frequent events and shorter, faster races. The current six-day series goes
from October to January, with races in Paris. Dortmund, Frankfurt,
Grenoble, Monaco, Munich, Perth, Ghent, Vienna, Zurich, Copenhagen,
Bordeaux, Milan, Cologne, Bremen, Rotterdam, Stuttgart, Antwerp, and
Moscow in 1992. Attendance for a six-day race ranges from about 25,000
to 100,000 spectators, with the program varying from track to track, usu-
ally including
sprints, pursuits, demy-pacing, and madison-style team rac-
ing. The
final standings are based mainly on laps accumulated in madison
and motor-paced races, and partially on points awarded in primes and spe-
cial sprints.
The last night often provides the most intense racing. As one
team may be leading the lap count, another team may have more points. If
the points leaders can regain those laps, they win the race. The daily
schedule includes afternoon and evening racing sessions. At noon the rid-
ers climb out of bed, stretch, eat breakfast, and then get massaged. The
race goes from about 2 p.m. to 5 p.m., and then the riders usually eat their
main meal, get another massage, and take an hour-long nap. Re-awaken-
ingdiscussions
to of strategy, they are prepared by the masseur, and
resume racing from about 7 p.m. to 8 p.m. until about 2 a.m. After the
nightly awards, showering, massage, and a few sandwiches, they climb
back into bed by about 4 a.m.
The all-time top six-day winner is Patrick Sercu of Belgium, known as
the "Flemish Arrow," with 88 victories in 223 sixes from 1965 to 1983.
As a road rider, Sercu won the maillot vert (green points jersey) in the
1974 Tour de France. In February 1995, Danny Clark of Australia tied
Rene Pijnen of Holland for second place with 72 lifetime six-day victo-
ries. Pijnen
was at times either Sercu's teammate or rival during the 1970s
and 1980s. While suffering from breathing problems at one point in his
career, Pijnen's doctor recommended he try smoking cigarettes to build
tolerance for the smoke-filled six-day arena.

382 BIKE CULT

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Madison Square Garden, 1938.

Keirin

Japan has created a form of professional track racing that is the world's
richest cycling circuit, and has gambling as a primary part of the promo-
tion. Named
keirin for "racing wheels," the enterprize is a highly-regi-
mentedofseries
parimutuel sprint events organized by the Japanese
Keirin Association. Each year the circuit lures almost 40 million specta-
tors who
wager more than $5 billion at some 36,000 races held at 50 pri-
vate municipal
and open-air velodromes called Keirin-jo. Some 4,200
keirin cyclists in nine separate categories earn an average of $35,000 per
year, with the top ten riders averaging $270,000. To become a licensed
keirin racer the athletes must pass six months of rigorous training at a spe-
cial school
called the Nihon Keirin Gakko.'^
Keirin was bom in post-war Japan as the country was undergoing
reconstruction and an outlet was needed for working-class society. The
first four races were organized in November 1948 in Kokura City with
some 50,000 betting spectators. In the following year, as the number of
races increased, the annual attendance climbed to seven million, and by
1959 there were over eighteen million keirin fans. According to the origi-
nal plan,
75 percent of the money raised fi^om bettors is paid back to them
in earnings. The remaining 25 percent goes to the private groups and
municipal authorities who operate the velodromes, to the rider's expenses

BIKE CULT 383

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and earnings, and to the public welfare, such as schools, public buildings,
nursing homes. Each Keirin-jo sponsors about a dozen meets per year,
with each meet split into two series of events lasting three days each.
There are several events for each category of rider, such as Special
Prestige, All-Star, Memorial, and Kokusai events in which world class
foreign riders may compete. Each event ranges from 1,000 to 4,000
meters, most often in massed start races, with handicaps and tandem
events added for variety. The velodromes vary in size from the interna-
tional standard
of 333.3 meters, with the majority at 400 to 500 meters per
lap. The track surfaces are wide and there is a noticeable absence of
advertising compared to Western velodromes. Many Keirin-jo have
30,000 to 40,000 seats, including private VIP boxes. Officials are mount-
ed on
fifteen-foot high towers around the track while video cameras also
monitor the racing.
When the ritual begins, two groups of women sweep the track moving
in opposite directions toward the start-finish line where they ceremonious-
ly bow.Then the riders step out and as they are announced they also bow.
The nine competitors wear traditional uniforms with corresponding num-
bers and
colors. Number I wears a white jersey; Number 2 black; Number
3 red; Number 4 blue; Number 5 yellow; Number 6 white with black;
Number 7 white with red; Number 8 white with blue; and Number 9 blue
with red. The stripes or stars on their shorts represent their class. Their
track bikes are nearly identical to prevent any technical advantage which
may affect the odds.
As the nine competitors line up in starting blocks, a tenth pacemaker or
"rabbit" wearing dark colors is placed ftirther up the track. When the start-
ing pistol
is fired the riders chase the pacemaker and begin jockeying for
position. With about a lap and a half to go, the pacemaker swings off the
track and the riders begin winding up for the final sprint. After the finish,
a white fiag indicates all clear and the race results appear on the score-
board.
a breach
If in the rules is spotted a red flag is held out and the spot-
ting officials
bicycle to the finish line where the judges make their ruling.
Then the crowd has 30 minutes to collect their winnings, place their bets
on the next race, and grab another sake, beer, or snack.
With men comprising 99 percent of the spectators, gambling appears to
be at least as important as the sport. The admission price is about 50 yen
with the minimum wager at 100 yen — less than one dollar. Some twenty
newspapers and magazines cover the racing odds, and about 600 odds-
makers are authorized to sell their tips at the velodromes. To prevent any
possibility of race-fixing, riders are sequestered at hotels for three days
prior to each race, with exceptions made for a rider to attend a relative's
funeral. One of the luckiest bets was made on April 4, 1973, when a man
won 2.3 million Yen (almost $9,500) on a 100 Yen "win and place"
wager.
Koichi Nakano, nicknamed "Mister Keirin" and "Nakano of the
World," is the most successful track cyclist of all-time. Besides his record
streak often consecutive World Professional Sprint Championships from

384 BIKE CULT

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1977 to 1986, Nakano entered a total of 1,236 races from 1975 to 1992, Above, Keirin racing.
winning 666 races and earning an estimated $10 million in career prize Below, Koichi Nakano retired in 1992
money. A keirin director once remarked, "If people come to watch as the worlds greatest track cyclist. He
won ten consecutive world pro sprint
Nakano and Inoue instead of betting on them, this will ruin our industry."
championships (and about $10 million).
Many keirin riders continue their pro racing careers for 25 years, such as
Nakano's father, Mitsuhito, who was still racing after his 50th birthday.
The keirin school, in the resort area of Shuzenji, on the Izu peninsula, is a
modem facility built in 1968 comprised of housing for 250 cycling stu-
dentstheir
and teachers, with classrooms, a gymnasium, a roller racing
building, a vast calisthenic yard, and two velodromes. Twice a year, in the
spring and fall, some 800 hopefiils compete in an intensive six-month pro-
gram designedto build the physical, mental, moral, and technical exper-
tise necessaryto gain one of the 125 berths into the keirin circuit. The
rookie begins at the lowest class, called B-2, and must perform well to be
promoted to the S-class which offers the most prestigious races and the
highest earnings. Since the late 1980s, many world-class track cyclists
from America, Europe, and Australia have raced in the lucrative keirin
circuit. In New Mexico, keirin racing is being considered since the state
legislature approved bike race gambling in 199 1.

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Road Racing
Road racing is the most complete realm of cycle sport with a variety of
events for amateur and professional men and women cyclists. The
European-based professional cycling circuit ranks at the top of modem
road racing, with the season from early spring to late fall, including the
Classic ville de ville races, the international Tours, and the annual World
Championship events. Many champions emerge with several ways to
appraise them, including World Cup winners, World Champions, Tour
winners, and the UCI's computerized ranking system.
World Road Championships
The World Road Championships are the crowning races of the season.
Usually held in the late summer or fall, they are hosted by a different
country each year, in conjunction with the World Track Championships.
Riders are selected by their national federations, instead of their club or
trade teams, and the rainbow jersey is the main prize. The main event is
the massed-start individual road race, which is usually held on a hilly fif-
teen-kilometer
circuit.
(ten-mile)
The pro race began in 1927 and goes
250-270 kilometers (160 miles), the amateur race began in 1921 and goes
165-200 kilometers (120 miles), and the women's race began in 1958 and
goes 90 kilometers (55 miles), though the race was only about 60 kilome-
ters before
the mid-1980s. Juniors, masters, and veterans (men and
women) ride 60-100 kilometers and their events have been held at sepa-
rate times
and places. The individual time trial event began in 1994 and
goes about 40 kilometers for men and 30 kilometers for women. The team
time trial event began in 1962 for four-man teams going 100 kilometers
and in 1987 for four-woman teams going 50 kilometers. It was last held in
1994, and usually run on flat highways in an "out-and-back" route.
Despite the fact that the World Championships are one-day races, with
riders subject to the chance of flat tires or flat legs, the top riders
inevitably appear on the victory podium. Even when an "unknown" wins,
they often say "I knew I could," and their careers rise to new heights. Like
the maillot jaune of the Tour de France, and the maglia rosa of the Giro
d'ltalia, there is prestige as well as a burden to carry with the rainbow jer-
sey,itsaswearer is constantly watched by other riders, the press, and the
fans. In past years, rumors have circulated suggesting that the rainbow jer-
seyjinxed,
is since a few World Champions suffered injury while wearing
it. A notable tragedy was the death of Jean-Pierre "Jempi" Monsere, the
charming 22-year-old 1970 pro road champion, in an early season Belgian
kermesse race in 1971 due to a stray car on the course.

386 BIKE CULT

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%º

Eddy Merckx. 1974 World Pro Road Champion.

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BIKEABLE PLANET

Milan-San Remo
Milan-San Remo, known as ihe primavera. is the first major classic of the
spring. The race covers about 300 kilometers from Milan, the unofficial
/^ capital of Italian cycling, to the Riviera city of San Remo. The climbs
LaGazzettadello
Sport include the Turchino Pass at 150 km, the Capo Melo and Capo Berta at
250 km, la Cipressa at 275 km, and finally, the Poggio San Remo, just six
kilometers from the finish. The most historic exploits have occurred on
the climb and descent of the Poggio, and on the old Via Roma along the
Mediterranean coast into San Remo.
Par]s-Roubaix
.,Girodbalia„ The spring classic Paris-Roubaix is considered the most tortuous and
chancy of races. Known as L 'Enfer du Nord, or The Hell of the North, the
race begins in Compiegne, usually in cold, wet, and windy weather, and
takes a purposeful route over flat highways that gradually become a series
of narrow, winding cobblestone paths, with twenty sections of muscle-
pounding /jave some 50 kilometers long, often slippery, muddy, and
plagued by punctured tires. On finishing at the Roubaix velodrome after
270 kilometers and eight hours the riders have a rather famous worn-out
look, which they bring back from the depths of cycling's abyss, with
mud-splattered faces, shocked eyes, and wrenched muscles. The race pro-
ceeds increasing
with speed as the battle for the front echelons forces the
pace. When the road deteriorates the primary tactic is to survive. Out of
200 starters, about 50 riders are able to finish. There is usually a bit of
chance in the race, as the lead changes when riders in breakaways fall
behind from punctures or crashes, and chasing groups make passing
attacks. The Paris-Roubaix trophy is a cobblestone fixed to a plaque, and
it appears that pieces of the race route have become collectors items.
When a large patch of cobblestones from the deepest parts of the Hell of
the North were found missing, police detectives suspected it was the work
of souvenir hunters.

Cobblestone roads of Paris-Roubaix,

and the winner's cobblestone trophy.

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Giro d' Italia

Founded in 1909 by Emilio Colombo, the Tour of Italy is a professional
stage race that ranks just behind the Tour de France in prestige and diffi-
culty.race
The is organized by the Italian sports daily La Gazzetta dello
Sport, which is printed on pink newspaper, the reason for the Giro's pink
leader's jersey, the maglia rosa. Spanning the months of May and June,
the race has about 22 stages over 4,000 kilometers. The route varies from . FERMO
PORTO SAN GIORGIO
year to year, usually including mountain stages in the Alps and the
Dolomites, which have had unpaved roads for many years. While the race FRANCAVIllA At MARE
normally stays within Italy, the 1973 version traveled into seven countries eiOCK HAUS
of the European Common Market, starting in Belgium, and crossing into
Holland, Germany, Luxembourg, France, Switzerland, and Italy.
// Giro has rich traditions for the passionate Italian cycling fans,
known as tifosi, and more than one Pope has blessed the race. In the early MONTESANOTERME
years the winner was based on a system of points instead of time. Alfredo
COSENZA
Binda, Fausto Coppi, and Eddy Merckx share the lead as five-time win-
ners, while
both Binda and Merckx have held the maglia rosa from start
to finish. The Giro's first foreign winner did not arrive until 1950, with
RECGIO CALABRIA
Hugo Koblet from Switzerland, known as the "Pedaler of Charm" for his
Tjl^ MESSINA
aristocratic nature. Unlike most cyclists who preceded him, Koblet mixed :— (§)
with high society. He married a ballerina, and was reportedly offered a Porto S. Stelano
Hollywood movie role. In 1988, Andy Hampsten became the first, and so - MONTEARGENTARIO
Porto Ercole
far the only American winner in a race that had severe blizzard conditions
FORTE DEI MARMI
on the Gavia Pass. As in most major Tours, there are several jerseys and
Circuito della Versjlia
classifications to be won, including the purple maglia ciclamino for the FORTE DEI MARMI
points leader, the green maglia verde for the gran premio della montagna
(King of the Mountain), the white maglia bianca for the youngest rider,
and the blue maglia azzurra for leader of the combined classifications.
Peace Race
- BARDONECCHIA(^
The Peace Race was once considered the world's biggest and toughest jafferau ~vy
PARABIAGO
STAB. TERMOZETA
amateur stage race. Since its start in 1948, it has been jointly promoted by
the newspapers of the principal cities along its 2,000 kilometer route:
Prague, Warsaw, and East Berlin. It is a Tour de France-style event, with LIVIGNO
long climbs over the Tatras mountains, individual and team time trials, PASSO'STEIVIO
stage finishes in stadiums crowded with 90,000 spectators, and a yellow SOIDS ='"'"'"-
jersey for the leader. By tradition, the route changes from year to year,
each city having the honor of staging the start and finish, with occasional
excursions into Belorussia and Moscow. Over twenty international teams
usually participate, with Western European riders dominating in the early ARCO
CIRCUITO
DlARCO
Cr)'
years. As Eastern Bloc cyclists were required to remain amateur through-
out their
careers, they came to dominate international amateur racing, and
the Peace Race provided the supreme proving ground for road riders from
East Germany, the Soviet Union, Poland, and Czechoslovakia. Because of Topograph of the 1972 Giro d'ltalia,
the nuclear disaster at Chernobyl, the 1986 race had only 60 riders com- from the start in Venice (checkered
pared
the to
usual 200. After the Berlin Wall crumbled in 1989, many top flag) to the finish in Milan (stop sign).
Eastern Bloc riders joined the European professional ranks and the Peace The Cima Coppi, named for Fausto
Race has become a pro-am event. Coppi, is the highest peak each year.

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Riders and Teams

Road racing has various techniques and tactics used by individual riders
and their teams, which creates sociological structures unique in sport,
with opposing cyclists forming cooperative associations during the com-
petition.
techniques
The include the routine, automatic skills such as rac-
ingpacelines
in and multiple echelons, and handling feeding zones and
mechanical difficulties. The tactics include solo and group breakaways,
with counter-attacks and team blocking and chasing, as well as paceset-
ting for climbs and lead-outs for sprints. Team strategy is a main factor in
organized sports, and in road racing, team tactics are what separate the
dilettanti from the pros.
As of 1990 there were roughly 1,000 professionals and about 100,000
amateurs on the European cycling circuit, with the vast majority belong-
ingprofessional
to teams and amateur clubs, in 1990 the Federation
Internationale de Cyclisme Professional (FICP) listed 883 riders from 31
countries who scored points in sanctioned events. There were 57 profes-
sional teams
and 104 independent riders. In addition to riders, teams are
usually comprised of a chief sponsor or owner, a manager or director
sportif, a technical manager, a coach or entraineur, a riders' attendant and
masseur or soigneur, a mechanic, a doctor, a press agent, and occasionally
a chef The cost of operating a team ranges fi-om $500,000 to several mil-
lion dollars.
The estimated annual budget for the La Vie Claire squad in
1986 was $3.5 million, nearly ten times the cost of an average team in
1980. By 1991, the leading Italian team Gatorade-Chateaux d'Ax had an
$8 million budget, with the average team less than half that.
Among the great amateur clubs there is the Athletique Club de
Boulogne Billancourt (ACBB) of France which dates back to 1924 and
has celebrated "over ten thousand victories." Since 1964 it was sponsored
by Peugeot, and by 1984 "the old lady was remarried" to Renault. In
Russia, the Locosphinx team based in St. Petersburg and led by coach
Alexander Kuznetsov has consistently produced international riders who
found success in World Championships and pro-am racing. Following the
international success of Colombian amateurs in the mid-1980s, the nation-
al squadbecame a professional team sponsored by Varta (a batter)' maker)
and Cafe de Colombia (coffee) with a $1.5 million budget.
The pros are generally divided into two categories: the elite leaders
who are capable of winning and attract most of the fame and fortune, and
the team players, known as the equipiers. domestiqucs. gregarios, or
"water-carriers," who sacrifice their ambition in service of the leaders. A
survey of French professional racers was taken in 1983 by Le Miroir du
Cyclisme. It showed the seasonal changes in the peloton (the field of
cyclists, or main bunch in a race), with new riders emerging, old ones
quitting, and others changing teams. Over half the riders started racing by
their fifteenth birthday, with 97 percent receiving approval from their
family. Most of the riders turn professional by the age of 22, and most are
gone before they are 30 years old, although successful riders usually con-
tinuetheir
into mid-30s. The turnover rate is about 25 percent per year.

390 BIKE CULT

 CYCLE SPORTS

Most of the riders (75%) were in their first three seasons, and 90 percent
had ridden for no more than two teams. Half the riders had only a one
year contract.
Money was rarely discussed openly in cycling circles because of the
disparity in wages between average riders who were poorly paid, and top
stars who supposedly "rolled in the dough." Following the trend in other
pro sports in the 1980s, cyclists' pay has increased and become a popular
topic. At the time of the survey, half the French peloton said they were
paid only 4,500 francs per month, less than $500 and somewhat higher
than the Socialist government's salaire minimum. Twenty-two percent
said they were paid 6,500 francs, and only ten percent received over
10,000 francs. Team leaders were paid up to 100,000 francs per month,
while the super stars, such as Bernard Hinault and Laurent Fignon, earned
over 250,000 francs in salary alone. In the 1990s, cyclists' salaries
increased roughly ten times those of the 1980s.
Professional cyclists can add to their base salary by winning races or
by contributing to team victories. Most professional races have relatively
small cash prizes. While the winner of Paris-Roubaix received about
$1,500 in 1983 and $30,000 in 1990, there are generous placings distrib-
uted fairly
for everyone who finishes. Added to the race prize list are vari-
ous primes (say "preems") or sprint prizes that are planned or spontaneous
gifts along the race route. These can add up to considerable sums of
money for sprinters or those who escape the peloton in solo breakaways.
Most teams traditionally pool their prize money with an equal cut for all.
This practice is favored because it inspires team performance and dispels
jealousy. To provide incentive, team owners or managers give bonuses for
important victories.
Appearance fees are another way for professionals to earn extra money
riding their bikes. Some circuit races, time trials, and kermesse races
charge admission to spectators while paying appearance fees to selected
riders. This is based upon the rider's "gate appeal." The average rider in
the mid-1980s received a starting fee of about 1,000 to 2,500 francs, while
the winner of the polka-dot jersey in the Tour de France could demand
6,000 to 10,000 francs.
A third way to get rich by cycling is through the endorsement of prod-
uctsgroups.
or These range from bicycle-related endorsements to celebri-
ty appearancesin advertising campaigns. Most endorsements are allied to
the rider's team, with bicycle and clothing makers, or by acting as an
ambassador for the team sponsor. The turning point towards stardom
comes with endorsements for extra-sportif sponsors, which can double a
star rider's earnings.
When professionals stop racing, a variety of fates await them.
Depending on star status and interests, cyclists can choose to stay with the
sport, as officials, team managers, journalists, broadcasters, promoters,
and of course, as bicycle makers, marketers, or shop keepers, the most
common post-cycling career. Many riders become coaches, hired by
teams, holding cycling clinics, or volunteering advice for youngsters.

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Some former racers retire completely, living as country gentlemen, or

seeming to dissipate with their memories, like war veterans. A few cham-
pions run
havesuccessful businesses unrelated to cycling, several have
run for political office, and others have had difficulties with the law, such
as Rik Van Steenbergen who was arrested on drug charges, or Louis
"Toto" Gerardin who was caught smuggling 1.5 million French francs
into Switzerland.'-
The two-time Paris-Roubaix winner Marc Madiot once said: "When
you choose to become a professional, you have to be young, and either
naive or a megalomaniac. As for me, I was young, just seventeen, naive
and, most of all, crazy about cycling."" French professionals often give
amoureiLXfou du veto, or "crazy love for the bike" as their primary reason
for racing. Glory, money, and social mobility — as a way off the farm or
out of a factory job — are other key incentives. Many riders complain
about the competitive calendar, saying that it lasts too long and there are
too many races too close together. Most riders spend between 15 to 25
hours per week in training, some as much as 35 hours per week. The pros
average about 25,000 kilometers per year in training alone or with the
team, and about 50,000 kilometers per year traveling in cars to and from
races. Sitting confined in cars for long periods is particularly troublesome
for cyclists because their legs are cramped.
Many riders spend less than four days per month at home during the
season. In terms of their marital and sexual relations, it is often suggested
that the riders should abstain from sex as much as possible during the rac-
ing season,
while some coaches recommend the stabilizing influence of a
spouse. During the Tour de France, riders are required to sleep with their
teams. One anecdotal story resulted from an inter\'iew given by Sean
Kelly of Ireland, the world's highest ranked professional during the mid-
1980s, who married his childhood sweetheart, Linda Grant. Kelly report-
edly said
he never made love six weeks before the Tour de France and
one or two weeks before a one-day classic race. According to the reckon-
ingKelly's
of compatriot, Paul Kimmage, that would mean that Mrs.
Kelly is still a virgin (the Kellys had twins)."
Given the nature of constantly traveling athletes, abstinence may or
may not always be possible, and there have been some notable playboys
amongst the peloton. By tradition, the wives of racers were rarely allowed
to follow the races in support cars, but this policy has changed in recent
years with the passing of chauvinistic attitudes. The same tradition has
applied for women racers, except if their husbands are also their coach, as
it is with Jeannie Longo and Patrice Ciprelli.
Womi-n's Road Racing
Various classics and national Tours for women racers have developed
since the first World Championship race won by Elsy Jacobs of
Luxembourg in 1958. Yvonne Reynders of Belgium and Beryl Burton of
Britain dominated women's road and pursuit racing in the 1960s, with
seven World Championship titles each, and Kectie van Oosten-Hage of
Holland won six World titles in the I97()s. When seventeen-year-old

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 CYCLE SPORTS

Beate Habetz won the 1978 World's road race in Brauweiler, Germany, it
was a dream come true. She lived in a nearby village and the course
included part of her morning newspaper delivery route. Beryl Burton,
OBE, is one of the superwomen of cycling. Known as "BB," her specialty
was the race against the clock, in the British tradition, and her lack of a
quick, powerful sprint was compensated by her ability to set a fast, steady
pace. In 1967, Burton rode 277.25 miles in a twelve-hour time trial and
became the first woman to break a man's record in RTTC history, beating
the record by almost six miles. Her 100 mile record of 3 hours 55 minutes
5 seconds, set in 1968, still remains unbroken in 1995. Supported by hus-
band Charlie,
she was once rivaled by her daughter Denise, who became a
world-class cyclist. Burton continues to race and her competitive spirit
has survived breast cancer.
The Tour de France Feminin began in 1984 with eighteen stages over
620 miles and was won by Marianne Martin, the first American to win a
Tour. The same year, the Los Angeles Olympics featured a women's road
race for the first time with Connie Carpenter and Rebecca Twigg of the
U.S. winning gold and silver. Jeannie Longo of France is perhaps the
greatest champion of women's cycling — the campionissima. Competitive
and controversial, she prevailed during the 1980s by winning both the
World Championships and the Tour de France three consecutive times.
She set the UCl hour record for women, going 46.352 kilometers in Jeannie Longo, the 'campionissima.'
Mexico City, and after a brief layoff around 1990, while serving on the
Grenoble city council, she came back using her married name, Jane
Ciprelli. Before the 1992 Barcelona Olympics, she battled against the
Federation Frangaise de Cyclisme (FFC) in the French Supreme Court for
the right not to use national team equipment. In the 92-kilometer Olympic

Beryl Burton, 'the British Joan of Arc'

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road race, while fighting against negative racing, when other riders played
follow the leader, in the final kilometers Longo was caught unaware that
Kathryn Watt of Australia had already made the winning breakaway.
When Longo made her solo attack, she faced the grim reality that some-
bodywas
else already up the road in first place. Occasionally accused of
chasing down her French teammates, Longo has won twenty top-three
medals in championship racing in track, road, and mountain biking from
1981 to 1994.
In 1985 the Tour de France Feminin was. lengthened beyond the maxi-
mum distance
allowed by the UCl, and to get around this ruling the race
was organized in two parts. Of the 72 starters, including a team from
China, 65 riders finished, and 36-year-old Maria Canins won the
Challenge Maillot Jaime over Jeannie Longo. In 1990, the race was
replaced by the European Community Tour, won by nineteen-year-old
Catherine Marsal, who became World Road Champion later that year in
Japan. In America, the Power Bar International Challenge, formerly the
Ore-Ida Tour, is known as the world's toughest women's stage race, but
because of its excessive distances, with eleven stages of up to 90 miles, it
was denied international status m 1991 by the FIAC and UCI. Jim
Rabdau. the race promoter, told VeloNews that, "We're not going back to
where we started. The biggest complaint about women's racing five years
ago was that it wasn't aggressive enough. You can't get aggressive in a
40-mile race." Several amateur and professional mixed-gender and
women-only teams have been formed, such as the French Euro-Marche
team, and the American Team Lycra, Weight Watchers, Lowrey's,
Sundance-Fuji, Celestial Seasonings, and Team PMS. Leontine Van
Moorsel of Holland brought glamour and grit to the sport after winning
the 1991 and 1993 Worlds and being offered to pose for sexy magazines.
In 1992, she won the E.C. Tour as well as a new stage race, the Tour
Cycliste Feminine.
MONDIALIZATION

The European road racing scene has become a global village as more and
more classic and championship races have top-ten finishers from ten dif-
ferent countries.
Nationalism is a prominent aspect in sport and many
people want to know which country has produced the most winners. In
combined World Championship road events (pro, amateur, women, team),
by 1990 Italy and Belgium were nearly equal with over 30 rainbow jer-
seys each,
followed by France and Holland with about twenty, with the
U.S.S.R. and East Germany at about fifteen. Among the professionals, it
is close between Italy and Belgium, with France third, followed by
Holland, Spain, Germany, and Switzerland. According to the Belgian
journalist Bernard Callens, from 1965 to 1977 Belgian cyclists won more
international classics and tours than the rest of the world combined. Of the
78 classics and 39 tours held in those years. Belgians won 58 percent,
Italians won fifteen percent, the Dutch won ten percent, and the French,
Spanish, and Gennans each won six percent. Those years coincide with
the career of Eddy Merckx who won 27 percent of the races. Trends show

J94 BIKE CULT

 CYCLE SPORTS

a decline in Belgian racing through the 1980s, with the return of France
and the rise of English speaking champions. The 1990s have been marked
by a renaissance in Italy and Spain, and the rise of champions from the
countries of the former Soviet Union."*
Amateur road racing is a global sport that developed in different ways
depending on the sporting customs and rules of the road for different
countries. There have been national tours and stage races in many coun-
tries regions,
and including Algeria, the Baltics, Bohemia, Burkina Faso,
Chile, Costa Rica, Cuba, Egypt, Greece, Guadeloupe, Guatemala,
Martinique, Nigeria, Peru, Poland, Puerto Rico, Slovakia, Syria, Taiwan,
Turkey, Vietnam, Yugoslavia, and China with the Tour of the Great Wall.
Britain's role in continental pro racing has been relatively small com-
pared
its contribution
to to the development of the bicycle. This is partly
because of England's early proclivity for amateur racing, and partly
because of various nationwide bans on road racing. The result was the

I growth of time trial events, making it possible to compete on the road in

an individual, single-file format instead of mass-start group racing. As a
reflection of British culture, these are refined specialty events governed
by the Road Time Trials Council, which organizes the Best-All-Round
(BAR) series with the most popular distances being 10, 25, 50, and 100
miles.
The British League of Racing Cyclists (BLRC) staged the first mod-
em-day, continental-style
mass-start road races in England, such as the
Tour of Britain, which began in 1952 and became known as the Milk
Race. The United Kingdom and Ireland share a wide variety of racing
events, including a small professional circuit, the Olympic-format
Commonwealth Games, and World Cup road races on the international
calendar. World-class professional champions have included Graham
Webb and Tom Simpson from Britain, and more recently, the Irishmen
Sean Kelly and Stephen Roche, who "strive to be the best in the world,
not the best of the Irish."" Kelly was the world's top ranked pro in the
mid-1980s, and Roche captured cycling's "triple crown" in 1987 by win-
ningGiro
the d' Italia, the Tour de France, and the World Road
Championships in the same year. The only other rider to accomplish this
was Eddy Merckx in 1974. All the time trialing has paid off for Britain
with the arrival of Graeme Obree, from Scotland, and Chris Boardman,
fi-om the Wirral, near Liverpool. As an amateur, Boardman won the 1992
Olympic pursuit and set a world hour record. As a 26-year-old neo-pro in
1994, he won the prologue maillot Jaune in the Tour de France and the
inaugural World Championship individual time trial in Italy.
Australia has a long history of racing going back to the Boneshaker
Club of Melbourne which promoted its first race in 1869. Amateur and
professional racing organizations were formed during the 1880s and
1890s, with Victoria (Melbourne) and New South Wales (Sydney) being crown winner

the strongest regions. Most of Australia's professional champions have

been in track events, including Reg McNamara, Bob Spears, Sid Patterson
(who won over $500,000 during the 1950s), Gordon Johnson, John

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Nicholson, Gary Sutton, and Danny Clark. Australia's world-class Tour

de France road riders include Sir Hubert Opperman, known as "Oppy,"
who won Paris-Brest-Paris in 1931, Russell Mockridge, a double Olympic
gold-medalist in 1952 who was killed in a race, and Phil Anderson (bom
in Britain), the first Australian to wear the maillot Jaime in 1981.
By 1980 Australia had some 120 amateur clubs with 6,500 competi-
tors. The
Australian professional class ranked second to Japan's keirin cir-
cuit with
some 1,200 racers, but because a majority of races were handi-
caps,competition
the was not quite at the European level. However, dur-
ing the
1980s three Australian races gained international status. The four-
teen-stage Sun Tour, begun in 1952 and sponsored by the Melbourne Sun-
Herald, has become Australia's premier professional event. The
Commonwealth Bank Classic, first held in 1982, travels down the east
coast from Queensland to Sydney and has become a world-class amateur
stage race. The 228-kilometer Grafton to Inverell road race, known as the
"Mountain Classic," began in 1961 and was included on the UCI intema-
tional calendar in 1982. In nearby New Zealand, the Tour of the North
Island, sponsored by the New Zealand Post, rounds out the season of rac-
ing down under.
The New World
Road racing in North America suffered a worse fate than in Britain during
the growth of European racing through most of the twentieth century. But
the current rise of internationalism, beginning around 1975, along with
innovative races and technical developments, has helped dozens of talent-
ed Americanand Canadian cyclists reach the world class level. By 1990
North Americans were taking a leading role in setting new standards for
the sport.
Through the first half of the century, Americans preferred track and
six-day races over road races. After World War II, the United States was
considered a "Third World country" in cycling. The best that America
could produce was merely a struggling group of amateur Olympic cycling
teams which had few hopes of winning medals. Professional bicycle rac-
ing was
about as foreign to the American dream as communism. Just
when the road racing scene was at its lowest, the situation began to
improve in the 1960s— as things could only get better.
At the World Championships, Jack Simes, future president of USPRO,
won a silver medal in the kilometer track event in 1968, and Audrey
McElmury won the rainy women's road race in Brno, Czechoslovakia in
1969. With more Americans getting on ten-speeds during the bike boom
in the 1970s, the antiquated ABLA became the modernized USCF in the
UCI mold. As the level of competition improved, particularly with riders
from the Northern California-Nevada district such as Mike Neel, Jonathan
Jonathan Boyer and Greg LeMond at Boyer, George Mount, and Greg LeMond, Americans began to set their
the 1982 World Championships. ^.(^^{5on the daunting, refined European professional circuit.
Sheila Young and Sue Novarra began winning their rainbow jerseys in
the women's sprint in 1973, and George Mount and Mike Neel made
breakthroughs that seem insignificant today, but were incredible in 1976.

396 BIKE CULT

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Mount finished sixth in the rainy Montreal Olympic road race, and Neel
placed tenth in the World's pro road race in Italy. Jonathan Boyer, known
as "Jacques," or "Jock," had amateur victories riding for the ACBB and
U.S. Creteil in France, and turned pro in 1977 with Lejeune-BP. Boyer
finished fifth in the World's pro road race in 1980, and became the first
American to enter the Tour de France in 1981, finishing 32nd, 59 minutes
behind Bernard Hinault. Meanwhile, Greg LeMond was beginning to
show his incredible natural talent and ambitions by winning gold (road),
silver (individual pursuit), and bronze (team time trial) at the 1979 Junior
World Championships in Buenos Aires. That same year, the Academy
Award winning movie Breaking Away brought public attention to the
sport in the U.S., and for many cyclists of this generation it was the quin-
tessential
not corny)
(if coming-of-age story about youngsters finding an Mike Neel.
identity through the dream of European bike racing.
LeMond lost his chance to earn Olympic gold because the U.S. boy-
cotted
Moscow
the Games, so he signed a pro contract with Cyrille
Guimard's Renault-Elf-Gitane team in 1980. According to legend,
LeMond won Guimard's admiration in his early European years by
throwing his bike at a service car after waiting ten minutes to change a
flat tire. By 1982 he had won the pro-am Tour de I'Avenir by ten minutes,
the greatest margin in the history of the "race of the future." Later that
year his rivalry with Boyer reached its peak at the World Championships
when Boyer was leading in the final kilometers. LeMond chased and
caught Boyer for the lead, but was passed by Giuseppi Saronni of Italy.
LeMond finished second with Boyer tenth. The following year LeMond
won the World's in a solo breakaway at Altenrhein and ended the season
leading the year-long Super Prestige competition. Meanwhile, the 7-
Eleven team became the first American-based team on the European pro
circuit. Managed by Jim Ochowicz and coached by Neel, they introduced Jonathan Boyer.
the first woman soignew on the racing scene, Shelley Verses.
In Boulder, Colorado, the Red Zinger Classic became the race that
helped put America on the international cycling calendar. One of the
youngest events to be called a "classic," the race was organized in 1975
by the former disc-jockey Michael Aisner, and sponsored by Celestial
Seasonings, the maker of herbal teas with a popular hibiscus and rose hips
blend called Red Zinger. Featuring such grueling stages as the Morgul-
Bismark, it gradually attracted top amateurs from Colombia, the
Netherlands, Cuba, East Germany, the Soviet Union, Australia, New
Zealand, and Japan. With the growing cost of staging the race, in 1980 the
Coors Brewery from Golden took over sponsorship and the race's name
was changed to the Coors Classic. The event evolved ft'om a five-day
amateur race to become a fairly controversial thirteen-day pro-am race. It
traveled as far-away as San Francisco and Hawaii, and featured cycling's
pro superstars Bernard Hinault and Greg LeMond. The race was last held
in 1988, when Coors withdrew its title sponsorship. Greg LeMond, 1979.
Colorado Springs became the mecca of U.S. racing in the 1980s, as the Photo by Robert F. George.
site of the U.S. Olympic Training Center, the USCF headquarters, the

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record-breaking high-altitude 7-Eleven Olympic Velodrome, and the 1986

World Championships. American road racing is known for shorter circuit
races, called criteriums, and there have been several attempts to promote a
Tour of America, by the Tour de France organizers, by Donald Trump,
the real estate and casino developer, and by David Chauner's International
Cycling Promotions. When Trump's debts grew too large, his Tour de
Trump was sponsored by the DuPont company and became the popular
Tour DuPont, a twelve-day 1,600-kilometer stage race from Delaware to
North Carolina.
By 1990 there were some 34,000 licensed amateur racers in the USCF
with about 40 percent over the age of 40. In 1994, there were 206 USPRO
riders. Lance Armstrong, from Piano, Texas, has replaced LeMond as the
top U.S. rider in Europe. In his first year as a pro, riding for America's
flagship team, the powerful Motorola squad (formerly 7-Eleven),
Armstrong won the million dollar prize Thrift Drug Triple Crown (a
three-race series that included the USPRO national championship), the
eighth stage of the Tour de France, and the cold, rainy World
Championships in Norway. Winning alone, he beat superstar Miguel
Lance Armstrong, 1993. Indurain and became the second youngest man to win the world pro road
race.
The National Cycling League (NCL) is a new development in the
1990s, with a series of city-based professional teams, a format similar to
the North American sports of football, baseball, and basketball. Begun in
1989, the team franchises include the Chicago Wind, Gotham Ghosts
(New York), Houston Outlaws, Los Angeles Wings, Miami Wave,
Pittsburgh Power, San Diego Zoom, and Seattle Cyclones. In 1993, the
NCL expanded to Europe with the Amsterdam Flying Dutchmen, London
Lancers, and Milan Forza.

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Tour de France

Le Tour is a household word for the world's greatest spectacle dedicated

to cycling. The Tour is the grand test of human power, and it offers many
insights into human nature. The Tour has a history as long as its route and
its supporting caravan of characters. In recent years, it is estimated that
over one billion people follow news of the Tour each year and about I LE^OUR
twenty million people watch the Tour on the roadside. Of all international
sports events, the annual Tour ranks only behind the Olympic Games and
the World Cup in football (soccer), which happen every four years. All
together, it embodies a supreme athletic competition and an enormous
commercial enterprise.
The Tour de France has inspired many pseudonyms. To the French, it
is traditionally the Grande Boucle, or Grand Loop. In its best years it is a
Tour de Force, in its worst a Tour de Farce. During a particularly hot
year, it was named the Tour de Furnace. As an example of a commercial
sports event and a race for big money, it was dubbed the Tour d' Argent,
or Tour de Francs. After a doping scandal it was named the Tour de
Pharmacie, and to make amends, the following year it was christened the
Tour of Good Health. With the increasing clamor of competing sponsors
and broadcasters it was more like a Tour de Babel, and one journalist
called it the Tour de Trance. When American Greg LeMond won the race,
L 'Equipe called it Le Tour du Nouveau Monde. As the race became more
international and modem, its official name was changed to simply Le
Tour. TOURDCFRRnC^
When the Tour makes its way around France, in about 22 stages and
4,000 kilometers, during the vacation month of July, it captivates the
countryside as an expression of the spor?//lifestyle. According to legend,
nothing has stopped the Tour but war, but the race has also been short-
enedextreme
by weather, and delayed by union strikes, riders' protests,
railroad crossings, and wild bears in the route. The Tour is a beautiful dis-
play
athletes
of at their peak. For the riders it is one of the hardest, most
overwhelming accomplishments in their lives, and 1988 Tour de France
winner Pedro Delgado said of the Tour, "This is the war of the cyclists.
That's what we call it." For three weeks of consistent effort — climbing,
time trialing, sprinting, and descending — the riders eat, sleep, and live the
Tour, often making it the central object of their season. Recuperation is of
utmost importance for the riders, so special care and feeding is taken.
Thus, it is said that "Le Tour de France se gagne au lit" — The Tour is
won in bed.
SociETE DUTour
Prestige and money is what separates the Tour de France from all the
other races. The event is organized by the Societe d'Exploitation du Tour
de France, a subsidiary of Groupe Amaury, publishers of the sports news-
paper
Equipe,
L the general interest paper Le Parisien, and the cycling
monthly Velo Magazine (formerly Miroir du Cyclisme). L Equipe (The

BIKE CULT 399

BIKEABLE PLANET

Team) is the post-war descendent of Z.'Auto, the original sponsor for the
race, which was printed on yellow paper, the origin of the maillot jaune.
The Societe promotes several major cycling events, with a permanent
staff of about 40 people. Until the 1980s, it shared offices with the pub-
lishing empire
at 10 rue du Faubourg in Montmarlre, Paris. It then moved
to new headquaters at 2-4 rue Rouget de Lisle in Issy-les-Moulineaux.
The race was ruled by its founder Henri Desgrange until 1936, when
leadership passed to Jacques Goddet, race director, and Felix Levitan,
director general. As a pair, they saw the race become one of the biggest
commercial sporting ventures, '"a publicity banner that stretches 4,000
kilometers." In the 1980s critics began complaining that the Tour was
becoming an antiquated provincial carnival, with over fifty competing
sponsors, most of them unknown outside of France. By 1988, the race
organization was modernized and streamlined by a new team of managers
with Jean-Marie Leblanc at the helm. The total armual revenues have
grown, from about $1 million in the 1970s when the race had a "constant
and variable" budget deficit paid by the newspapers, to a profit-making
$20 million budget in 1991 . The prize in Paris for the maillot jaune in
1991 was about 5385,000, with the overall prize list of $2 million.
The money to finance this extravaganza comes from four main
sources. Location fees are paid by the stage towns, which can recoup the
money by charging admission at the start-finish and by the increased com-
merce recognition
and the Tour caravan brings. Advertising fees are paid
by companies which participate in the publicity generated by the Tour,
such as the special prize categories, the publicity caravan, the conces-
sions,theandsupporting equipment. Media fees are paid by television
networks for broadcast rights. And entry fees are paid by the professional
teams to cover the cost of food and lodgings provided by the Tour organi-
zation.
The cost to be a stage town in the Tour has ranged from about $15,000
in the 1970s to over $1 million in the 1990s, with increasing costs for sites
outside France. In this category, the biggest sponsor has been the French
real-estate developer Guy Merlin. For companies that participate in the
Tour promotion there are several categories of sponsorship. In 1985,
Coca-Cola replaced Perrier as the official Tour "water" with a bid esti-
mated
$1.5atmillion. As one of the principal sponsors, Coke paid about
$2 million in 1990. For the same prestige and money. Credit Lyonnais
serves as the bank of the Tour and the sponsor of the maillot jaune, with
the opportunity to appear on the winners' podium and the promotional
caravan. The main transport sponsor is Fiat, which supplies many of the
cars, vans, and trucks for the official caravan. Second tier sponsors pay
Company mascots, such as Michelin's between $150,000 and $1 million, and include timing, copying, and med-
Bibendum, are part of the Tour's ical services.When Hewlett-Packard provides computer systems for sta-
publicity caravan. tistics
theonrace, the HP logo appears during each day's coverage on
international TV broadcasts.
The Societe's broadcast rights have increased dramatically over the
years, with worldwide distribution over radio and TV, with the French TV

400 BIKE CULT

 CYCLE SPORTS

network Antenne-2 providing the feed beyond Europe. The 1980s brought
contracts from major TV networks in the U.S. (ABC and CBS), Canada
(CBC). Japan (NHK), and Colombia (RCN). Through a system of rights
exchanges, the Tour is broadcast to Morocco, New Zealand, and Eastern
Europe. CBS paid $1 million to do five 40-minute telecasts in 1986, and
by 1991 the total TV revenues amounted to $5 million. Teams gaining the
honor of riding the Tour pay about $35,000, which helps cover the cost of
the food, beds, and transport for the twenty people (racers and crew) com-
prisingteam.
each
The Tour de France is considered its own sovereign state — complete
with its own bank, the only one in France open on Bastille Day; its own
police force, the motorcycling gendarmes of the Garde Republicaine; and
its own citizens, the entourage of roughly 2,500 participants, including
officials, riders, team managers, reporters, photographers, mechanics,
doctors, masseurs, sponsors, and sales people who work full-time during
the Tour. It is a kind of media bubble that moves around France.
The Tour caravan consists of about 900 vehicles which use over
200,000 liters of gasoline and oil. The promotional caravan has about 365
vehicles, each of which pay about $7,500 to participate, such as the
Michelin stunt motorcyclists wearing Bibendum costumes, the Catch
insecticide cars with huge dead insects on the roof, the Credit Lyonnais
army jeeps stuffed with its mascot, a huge teddy bear. Any number of free
samples and concessions are provided along the route, with ice cream
cones, candy, caps, headbands, newspapers, and tire patches. Covering the
race are some 1,500 accredited media workers using 550 vehicles includ-
ing cars,
motorcycles, and helicopters. They consist of 600 journalists,
150 photographers, and 750 technicians, representing 300 publications, 30
radio networks, and fifteen TV networks from over 25 countries. Some
20,000 police and gendarmes are used to clear the road of traffic and
spectators, while 50 Garde Republicaine gendarmes on motorcycles and
eight officers in cars control the entire race caravan. The Tour's police
force costs about $250,000. At each stage, about ten kilometers of crowd
control fence is constructed and dismantled. An average of 1.3 spectators
are killed watching the Tour every year, but rarely by a cyclist.
About 200 riders compete in the Tour, using 4,500 musettes (feed
bags), 20,000 water bottles, 10,000 liters of drink, 20,000 pieces of fruit,
300 bicycles, 1,300 wheels, and 2,000 tires. The teams are provided with
four vehicles, including two sedans, one station wagon, and one mini-bus,
and many teams bring their own equipment-carrying bus. The entourage
sleeps in about 600 rooms, with the cost of lodging for three weeks at
about $125,000. Besides the team doctors, the Tour's medical crew con-
sists
three
of doctors and three nurses, with three ambulances, two cars,
and a motorcycle.-" Traditions along the Tour route include spectators
having picnics, bakers displaying commemorative pastries, and racers
being allowed to sprint ahead of the peloton to stop and greet their family.

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ToLR DE Force
The Tour de France has become a part of culture as countless people have
described the race, from the feminist Colette to five-time wiiuier Bernard
Hinault. The Tour is described as "xhe greatest sporting event in the
world" in Ernest Hemingways novel The Sun Also Rises ( 1926).
Hemingway was a big fan of cycling, and his wife. Pauline, followed
some of the 1938 Tour on a motorcycle with photographer Robert Capa.
In his book A Moveable Feast ( 1964) — which makes another good name
for the Torn' — Heming\va> wTOte that "I have started man> stories about
bicycle racing but ha% e ne% er written one that is as good as the races are
both on the indoor and outdoor tracks and on the roads." Red Smith, the
popular sports columnist for the .Vov York Herald-Tribune, followed the
Tour in 1960 and reported: "There is nothing in .-Vmenca even remotely
comparable to it. We think the World Series claims the undi\ ided atten-
tionthe
of United States, but there is a sa>Tng here that an arms from
Mars could in% ade France, the go\ emment could fall, and even the recipe
for sauce Beamaise be lost, but if it happened during the Tour de France
nobody would notice." He depicted the crowds waiting on an obscure
moimtain road as on "a barren knob not close to anNthing or anybody, yet
it looked like the bleachers in \ankee Stadium on a good da> with the
Uliite Sox."- Gabriele Rolin became the Tour's first woman journalist in
1975 co\ering the race for the French newspaper Le Monde. She
described the race from a woman's perspective in ".\ Woman .Among the
Wheels:"

Men invented war so they could be among themselves. In peacetime,

they ha\ e bike racing. Here they can escape from their wives, mistress-
es, mothers,
mothers-in-law... This is their drug and their refuge. What
right do women ha\e to share in it?... If the men jealously guard their
game, it is not only because they wish to protect the weaker sex. but
THE also because they w ish to continue li\ ing in their happy ignorance, not
only about w omen, but about imemploNxnent, the threat of the Russians
YELUDW and the latest crisis in Portugal. With the race thev can return to infan-

Ralph Hume's no\el about the Tour de France. The Yellow Jersey, is
an underground classic described as "the greatest c>cling novel e\'er writ-
ten." Showing
the "sex. drugs, and rock'n'roll" of the sport, the book was
published in 1973 with two different endings, one for the .American mar-
ket and
one for the English.^' The Yellow Jersey in\olves the comeback
of a retired Bntish pro. Terry Davenport, a "sensualist, bon Mvant, radi-
cal, and
cyclist extraordinaire, " who manages a Belgian team with the
young star. Remain Hendrickx. Da\ enport claims that. "For me, the Tour

RALPH HLWsE is the real race because it is the nearest thing to life, outside life itself... I
hate the Tour, yet it fascinates me.. "'
The title of Samuel Beckett's play "Waiting for Godot" may derive
from the Tour de France and its race directors Felix Levitan (who was

402 BIKE CULT

 CYCLE SPORTS

once called God) and Jacques Goddet. whose appearance in the lead car
for some 50 years became a fixture of French culture, as their arrival with
the maillot Jaime was anxiously awaited for millions of roadside cycling
fans. According to biographer Deirdre Bair, Beckett "encountered a large
group of people standing on a street comer one afternoon during the annu-
al Tourde France bicycle race and he asked what they were doing. 'Nous
attendons Godot' they replied, adding that all the competitors had passed
except the oldest, whose name was Godot."-'
Film and video probably comes closest to expressing the beauty of the
Tour de France, and the images of spinning wheels, struggling heroes,
colorful fanfare, and dominating landscapes inspire many young and old
cyclists onto their bikes. Among the most artful documentaries of the
Tour are Louis Malle's Vive Le Tow ( 1961 ) and Claude Lelouche's Pour
un Maillot Jaune (1965). Attempts have been made to turn Ralph Hume's
The Yellow Jersey into a Hollywood movie. Shortly after the book was
published in 1973 the film rights were bought by producer Gary
Mehlman. With co-producer Carl Foreman several screenplays were
developed for Universal Pictures and Columbia Pictures, which took it the
closest to fruition in 1985 with a projected budget of S20 million. Based
on a script by Colin Welland (Chariots of Fire), they hired Michael
Cimino (Deer Hunter) as director, Jorgen Leth (La Course en Tete) as
director of photography, and 50-year-old Dustin Hoffman (Tootsie) cast
as the protagonist, Terry Davenport. Columbia bought film rights for the
1984 and 1985 Tours from the Societe du Tour de France, and with
Hoffrnan and Cimino following Frenchman Bernard Hinault, Leth shot
150,000 feet of film, which Mehlman described as "probably the most
exciting bicycling footage that's ever been seen."-' With American Greg
LeMond's Tour victories in the late- 1980s, the "Yellow Jersey" story was
beginning to imitate real life, and by 1990 the Cannon Group owned the
story, Mehlman still had hopes, and there was talk of a movie adaption of
Greg LeMond's life story.
The Tour is the subject of song and music, such as the French classic
"Chante Tour de France" and the electronic soundtracks. Tour de France
(1987) and Tour de France: The Early Years (1990) by American TV
celebrity John Tesh of CBS, who claimed: "The sport of cycling changed
my life. Everything I do is based on the passion 1 leamed from the Tour
de France." The race is featured on special issue postage stamps, and
board games including one in English named Yellow Jersey, and one in
French called Le Tour. Showing the fantasy of many young cyclists, the
movie Pee-Wee 's Big Adventure (1985) begins with Pee- Wee Herman
(Paul Rubens) waking from a dream of winning the Tour de France.

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Tour History
The birth of the Tour de France in 1903 has been compared with other
historic events of the same year, including the first motor-powered flight
by the Wright Brothers, the Nobel Prize awarded to Marie and Pierre
Curie for their pioneering work with radioactivity, the filming of the first
Western movie in America, and the Serbian revolution which instigated
World War I. In France at the turn of century, another set of social and
political events had an effect on the creation of the Tour. These were the
events surrounding the Dreyfus Affair. Captain Alft^ed Dreyfus was a
French Jew accused of giving secrets to the Germans. People took sides
on the issue as testimony revealed his innocence during the prolonged tri-
als. Anti-semitism grew. The Roman Catholic Church supported the pros-
ecution;Zola,
Emilea fan of cycling, wrote his famous essay "J'accuse"
defending Dreyfus. The issue caused a split at the French daily cycling
newspaper, Le Velo. as the pro-Dreyfus editors were led by Pierre Giffard,
and the anti-Dreyfus financial backers were led by the automobile indus-
trialist Count
Albert de Dion, de Dion withdrew his support fi-om Le Velo
and started a rival newspaper, L 'Auto-Velo. With added backing from
Michelin and Clement, the newspaper was printed on yellow paper.
Henri Desgrange (1865-1940), who was already known for his effu-
sive style
of cycling journalism, was appointed editor of Z,'Auto-Velo.
Desgrange was a retired racer (the world hour record holder in 1893-94)
who lost his job at a law firm because a client complained that being a
cycling champion was incompatible with the dignity of the legal profes-
sion.the
Asrival newspapers vied for circulation, a copyright suit in 1903

f^%nU by Giffard forced L 'Auto-Velo to drop the Velo, thus retaining the name
L 'Auto. At the same time, Georges Lefevre, an assistant to Desgrange,
came up with the idea of the Tour de France over a business luncheon of
choucroute at the Brasserie Zimmer, in Paris, known today as The
Madrid, where a plaque commemorates this historic moment. The idea
was described by Desgrange as a "super race," of exceptional distance,
"to create news and capture the imagination," "to force the human body to
go to the extreme limits of its capabilities, in such a way as to measure the
relative worth of the riders and to stupefy the public."
The first edition of the Tour de France was a six stage, 2,428 km race
from Paris through Lyon, Marseille, Toulouse, Bordeaux, Nantes, to the
finish in Paris. The six stages took nineteen days because extra rest days
were needed for all the riders to finish each stage and for news of the
results to reach the public. Georges Lefevre served as starter, time keeper,
supervisor, and journalist. He described his job: "1 had to take the train
with my bicycle... join the racers on the road in the middle of the night...
LTTINtHAIIIE DU TOU* Dt fllANGI start them... ride along until we reached a major train station where 1
Tour de France route, 1903. could jump on an express and get to the finish line before the first rider.
After the stragglers arrived hours later, I had to compose the contents of a
fiall newspaper page.""
Of the 60 riders who started in the Paris suburb of Montgeron at the
Cafe Le Reveille-Matin (Cafe Morning Call) on July 1, 1903, at 3 p.m..

AOA BIKE CULT

 CYCLE SPORTS

only twenty finished at the Pare des Princes velodrome in Paris. Maurice
Garin won the race, taking four stages and a prize of 6,125 gold francs.
Lucien Pothier finished in second at 2 hours 49 minutes, and Hypolite
Aucouturier won two stages but was disqualified for "organized assis-
tance."
the On
last stage, Aucouturier' s supports planned to take revenge
in an ambush, but Garin switched jerseys, and passed unnoticed. Garin
was bom in Italy and raised in France, and became known as le petit
ramoneur because his father sold him into the chimney-sweep trade for a
wheel of cheese. He was the first of many Geants de la Route, the giants
of the road.
The first Tour was a success, but the 1904 race was a nightmare as
spectators and supporters became more involved in the event. Because the
long stages required the races to start around 2 a.m., much of the riding
was done in darkness. Throughout the route, tacks were thrown on the
road and barricades of trees were set up. In a stage on the Col de la
Republique near Saint-Etienne, French fans knocked an Italian off his
bike, and when the support cars arrived guns were drawn. Desgrange
wrote, "The Tour is finished; this second edition is the last..." The follow-
ing year
the route was altered by making more stages of shorter duration,
eliminating most of the night riding, and adding the first mountain pass,
the Ballon d' Alsace. By 1907 bicycle manufacturers other than Peugeot
and Alcyon, which monopolized the race, began to sponsor riders and fol-
lowteam
in cars. No mechanical assistance could be provided, the riders
had to finish each stage with the same bike they started on, making their
own repairs, carrying spare tires, and they could not dispose of any equip-
ment enroute.
Derailleurs were still developing and were not allowed by
Desgrange who believed they were "contraptions unworthy of real men."
Typically, the riders had a rear wheel with two sprockets for the flats and
the hills, and to change gears they had to get off the bike and turn the
wheel around.
In 1910, the Tour journeyed into the Pyrenees mountains, with mud
and gravel paths with potholes, falling rocks, sheer cliffs, and wild bears.
As one legend recounts, Desgrange was waiting for the riders after their
climb of the Col d'Aubisque. As the leader came rolling by, he spat at
Eugene Christophe.
Desgrange and called him an "assassin." Desgrange took it as a compli-
ment.-"
1911Inthe Tour climbed the Alps over the Col du Galibier at
2,650 meters elevation, known as the "Judge of Peace." Emile Georget
was first over the summit, the only one who actually rode the whole way
up without walking the bike. The state of the art was tested with the epic
exploits of Eugene Christophe before and after World War I. Christophe
was the first to wear the maillot jaune when it was introduced by Henri
Desgrange in the midst of the 1919 Tour. Christophe is one of those riders
who never won the Tour, but should have. Known as the "old Gaulois,"
he captured the sympathy of the fans with his dedicated tenacity, and his
famous almost-but-not-quite performances. Christophe recounted one of
his famous exploits, how he repaired his broken forks while leading the
1913 Tour in the Pyrenees:

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BIKEABLE PLANET

All of a sudden, about ten kilometers from Ste Marie de Campan down
in the valley, I feel that something is wrong with my handlebar. I can-
not steer
my bike anymore. I pull on my brakes and stop. I see my fork
is broken! 1 can tell you now that my fork was broken, but I would not
tell you at the time because it was bad advertising for my firm.
So there 1 was, left alone on the road. When I say the road, 1 should
say the path. All the riders I had dropped during the climb soon caught
me. I was weeping with anger.
I was getting madder and madder. As I walked down 1 was looking
for a short cut. I thought that maybe one of these steep pack trails
would lead me straight to Ste Marie de Campan. But I was crying so
badly I couldn't see anything. With my bike on my shoulder, I walked
for all those ten kilometers.
On arriving in the village I met a young girl who led me to the
blacksmith on the other side of the village. M. Lecomte was the name
of the blacksmith. He was a nice man and he wanted to help me, but he
was not allowed to. The regulations were strict; I had to do all the
repair by myself I never spent a more wretched time in my life than
those cruel hours in M. Lecomte 's forge. Members of rival cycling
firms had been sent to keep a close watch on me. M. Lecomte was only
allowed to give me verbal guidance. A young boy helped me handling
the bellows, for which aid 1 was fined. After three hours repair I was
able to continue on an uncertain and rather unsafe bike. I had lost the
Tour de France.-'

Christophe is remembered by roadside plaques at the site of Lecomte's

forge, on the Col du Galibier, and his name, along with Lapize and Binda,
became inscribed on the majority of the toe clips and straps of many
future generations of cyclists. The first World War stopped the Tour for
four years (1915-1918), and interrupted the careers of a generation of
cyclists. Among those who survived were Christophe and Philippe Thijs,
the first three-time Tour winner and one of a string of Belgians that domi-
natedTour
the before and after the war. The 1920s saw the arrival of the
Pelissier brothers, Henri, Charles, and Francis. They were lead by Henri,
the eldest, known for a powerful temper that inspired victories at Paris-
Brussels, Paris-Roubaix, Paris-Tours, Bordeaux-Paris, Milan-San Remo,
and the Tour of Lombardy. His temper also lead to his tragic death at the
age of 46, when a fight with his wife caused her to shoot him with his
revolver. In describing the Tour, he once said:
Henri Pelissier.

It's a crucifixion, and the way to the cross has fourteen stations. We
suffer on those roads... do you want to know how we keep going?...
cocaine for our eyes, chloroform for the boils, and pills — we ride on
dynamite."'

406 BIKE CULT

 CYCLE SPORTS

Tour riders became known as the "Convicts of the Road" after Henri
Pelissier was fined for throwing off his long-sleeved jersey. When he won
the 1923 Tour on the Galibier pass. Desgrange glorified his victory:

Henri Pelissier has given us today a spectacle that ranks as art. His vic-
tory the
has classicism of a work by Racine, it has the beauty of a per-
fect statue,
of a flawless painting, of a piece of music destined to be
remembered by all those who hear it
We saw him climb using the full range of his abilities, from the
force of his legs to the acumen of his mind. It was the surety of his
judgement that allowed him to win the stage by taking advantage of
Bottechia's poor timing to change gears. You might say Pelissier
knows how to play his instrument.

Henri Pelissier saw it differently:

What form Desgrange has! He merits entry into the Academic

FranQaise, and me, to read him, I should be buried in the Pantheon. I
wonder if old Desgrange, who supposedly follows the Tour, actually
saw me, for I spent a long time on foot, at the side of Bottechia under a
burning sky, pushing the bike with one hand and with the other swig-
ging from
a bottle and sharing it with my companion, who was worse
off than I. We struggled in a daze, like two soldiers lost in the desert,
and if you had passed in our proximity, I, like anyone in my place,
would have treated you as a murderer!

By 1929, Desgrange's old and pure Tour was pressured to change with
advances in commercial team sponsorship and technical improvements,
including the derailleur gear changer. Difficulties arose in the caravan of
cars, jeeps and motorcycles as some 25 journalists covered the entire
route, including the first radio broadcasters, Jean Antoine and Alex Virot.
Desgrange had formed teams based on nationality, causing mixed
alliances between riders who belonged to trade teams most of the season
and nationals teams for the Tour de France and World Championships. In
a decisive stage on the Galibier in 1930, Andre Leducq of France fell
behind Learco Guerra of Italy. On the descent, the pursuing Leducq
crashed twice, breaking a pedal and losing some fifteen minutes. Leducq
sat there, "contemplating his surroundings in a desperate effort to regain
full consciousness." He was picked up by the French national team, and
over the last 75 kilometers into Evian, they caught Guerra, who was
known as the locomotive humaine. Leducq won the sprint for the stage,
and went on to win by fourteen minutes over Guerra. Jean Robic, from a cartoon by Pelos
In 1936, when Jacques Goddet and Felix Levitan took over the race
organization, Henri Desgrange's initials "HD" became the Tour's logo on
the maillot jaune. A decade later, after Worid War II, L 'Auto changed to
L 'Equipe, and the Tour was being dominated by the exploits of the Italian
star Gino Bartali, known as "Gino the Pious" for his devotion to

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Catholicism, and // Vecchio for his long career. Jean Robic, known as
"leather head" for his helmet, Biqtiet for his goat-like appearance, and
Jean le Tetii for being stubborn, became the first rider to win the Tour in
1947 without wearing the maillot jaune until the finish. Known for climb-
ing,the
in Pyrennees he gained almost eleven minutes on the race leader
Rene Vietto. With three days to Paris, in an extra-long 138 km time trial,
Vietto blew up while Robic moved up to third place in general classifica-
tion behind
Pierre Brambilla. Few believed Robic had a chance on the flat
roads into Paris but on the final day, on a hill outside Rouen just 75 miles
from the French capital, Robic attacked and gained the maillot Jaune with
a 3 minute 58 second lead. This became known in Tour history as "Le
miracle de Bon-Secours T
Fausto Coppi (1918-1 960) of Italy emerged in the 1940s as the great-
est cyclist
of his time, the first true campionissimo, credited with modern-
izing training
techniques and racing tactics. By appearances he was an
unlikely champion, with a lanky build and beak-shaped profile that gave
him an impoverished look. Yet those who saw him ride consistently spoke
of something unique and spectacular about his style. Raised on a farm
near Novi-Ligure, he was a scrawny, unhealthy boy whose mother kept
him indoors much of the time. As a youngster, he ran errands for a butch-
er shop,and he was given a custom bicycle by an uncle, a captain in the
merchant navy. Coppi's talent was nutured by the blind trainer and
masseur, Biagio Cavanna, who inspired him to reach for the top.
Starting with the pros as an independent, Coppi won the Giro d'ltalia
in 1940, and set a world hour record at Vigorelli one week before his 24th
birthday. Then he entered the Italian army and was sent to Tunisia in
North Afi-ica, where he was taken prisoner by Allied troops under
Britain's Field Marshall B.L. Montgomery. On returning to war-torn Italy,
Coppi was married. His success continued in 1946 with wins at Milan-
San Remo, the Grand Prix des Nations, the Tour of Lombardy, and a sec-
ondBartali
to in the Giro d'ltalia. In 1949, after winning Milan-San Remo
and the Giro, Coppi won his first of two Tours, ahead of his main rival
and Italian compatriot Gino Bartali, who won the 1948 Tour a decade
after his first win. Early in the race Coppi had lost eighteen minutes and
was ready to quit. His team director Alfredo Binda kept him in, and on a
stage into Aosta, Italy, Coppi took the maillot jaune, finishing in Paris
with 10 minutes 55 seconds over Bartali.
Coppi's later career was marked by controversy and tragedy. After his
brother, Serce Coppi, was involved in a disputed tie in the 1949 Paris-
Roubaix, Fausto dusted the great Belgian champion Rik Van Steenbergen
in the 1950 Paris-Roubaix, but the following year, in the Tour de
Piemonte, Serce Coppi was killed. Meanwhile, Fausto shocked his
Catholic fans when he separated from his wife, and they learned that his
training rides were an alibi for meeting his married lover, Giulia Occhini,
Fausto Coppi, known as the "white lady." Occhini was imprisoned for bigamy and
the original campionissimo. Coppi received a suspended sentence, and she had to give birth to their
son Faustino in Argentina so the boy could have his father's name. Coppi

408 BIKE CULT

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won the World Road Championships in 1953 at Lugano when he was 34,
and continued racing until late 1959. Some think he raced for too long,
saying that he relied on dope to keep his body going. At the beginning of
what was to be his last season, on a winter racing and hunting safari in
Upper Volta, West Africa, he caught malaria and was rushed home to
Italy where he died on January 2, 1960. At his funeral, thousands of fans
lined the procession, and some kissed the ground where he passed.
After five years of foreign domination, Louison Bobet, the stylish
Breton who abandoned his first Tour and earned the name "Cry-baby,"
fought back to become a three-time Tour winner and a favorite of the
fickle French fans. In Bobet's second victory of 1954, with the Italian
National team absent, he dominated on the Col d'Izoard in the Alps over
pure climbers such as Federico Bahamontes, Ferdi Kiibler, and Jean
Mallejac. Later that year he won the hilly and rainy World Road
Championships at Solingen, Germany, and he made an unsuccessful
attempt on Coppi's hour record.
In 1953, just as Bobet's career was reaching full speed, the nineteen-
year-old upstart, Jacques Anquetil (1934-1987) arrived on the scene by
winning his first of nine Grand Prix des Nations, the unofficial World
Championships for time trialing. Anquetil was the master of the contre le
montre, the race against the clock, and he became the first five-time Tour
winner. He had a graceful pedaling style and amazing powers of recupera-
tion, being
known for staying up late, drinking and partying, apparently
with little effect on his performance the next day. He was not always
loved by his countrymen, and held controversial opinions on doping.
Anquetil won his first Tour in 1957 by dominating the strong French
team in the time trials. The following year he quit in the Jura mountains;
he finished third in 1959 behind Bahamontes and Anglade; he bowed out
of the 1960 Tour after winning the Giro; and he began his record of four
consecutive wins in 1961 . The Tour adopted the trade team format in
1962, and Anquetil' sp/w5 belle victoire was winning two mountain stages
in 1963.
The 1964 Tour was AnquetiFs record-breaking fifth victory and clos- Jacques Anquetil (left) and Raymond
Poulidor on the Puy de Dome.
est finish.He held a fourteen-second lead over Raymond Poulidor at the
start of the final 27 km time trial from Versailles to Paris. With a twenty
second time bonus for the final stage winner, if Poulidor could match
himself against the world's finest time trialist, he would win the Tour.
The riders started in traditional order, reverse of the general classification,
the leader Anquetil going last. With about three kilometers to go Poulidor
had closed to within three seconds of Anquetil, making Poulidor the
leader on the road. But in the final kilometers Anquetil's lead increased,
and with the bonification, the bonus seconds subtracted from a stage win-
ner's time,
he won the Tour by 55 seconds.
Raymond Poulidor, known as "Pou-Pou" by his admirers, had another
nickname that summed up his career: "The Eternal Second." Spanning the
years of Anquetil and Eddy Merckx, Poulidor became a popular character
for his consistent top placings with few major victories. Though he never

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won the Tour or got to wear the maillot jaune. he finished in the top three
of the Tour eight times (1962-1976), and won Milan-San Remo, Paris-
Roubaix, the Tour of Spain, and the Super Prestige Trophy in 1964.
Another close finish came in the 1968 Tour, when Jan Janssen of
Holland took the maillot jaune on the final stage from Herman Van
Springel of Belgium. At Melun, Van Springe! started the final 55 km time
trial into Paris with a sixteen-second lead. By the halfway point, Van
Springel had gained five seconds, but in the final kilometers Janssen's
pace increased and he finished the stage with a 54-second margin, to win
the Tour by 38 seconds. Van Springel knew this was his last chance to
win the Tour, as he sobbed, "Next year Eddy Merckx will ride."
Merckx's entry into the 1969 Tour was anxiously awaited, especially
for Belgian fans who had not had a winner since Sylvere Maes in 1939.
Known as the "Cannibal," Merckx had already won the World's, Paris-
Roubaix, the Giro, and many expected him to race in previous Tours, but
he waited until he was a more full-grown 24 years old. Merckx took the
maillot jaune early on, when the team time trial came to his hometown of
Woluwe-St Pierre, but passed it to his teammate Julien Stevens. While
Merckx chased down all breakaway attempts, reporters said that only
Felice Gimondi was racing to win, all the rest were racing to see Merckx
defeated.
After the Ballon d' Alsace climb on the seventh day, Merckx held a
four-minute lead. On the tenth stage in the Alps, Merckx faltered as Rene
Pingeon gained time over the Forclaz Summit to win the stage at
Chamonix, but Merckx's overall lead increased, with Pingeon at five min-
utes, Poulidor
at seven, Janssen and Gimondi at eight, Rudi Altig at ten,
and Lucien Aimar at sixteen minutes. Over the Portillon Pass to Luchon,
Merckx's challenger, Gimondi, collapsed, adding another two minutes to
"King Eddy's" lead. The British pro Barry Hoban joked with the press
Eddy Merckx. in the 1969 Tour. how Gimondi and Poulidor were fined by race officials for hanging onto a
support truck during one of the major climbs. He said they also had to fine
Merckx because he was pulling the truck up the hill. For most spectators
the race was over, and nobody expected Merckx to continue increasing
1969 TOUR DE FRANCE
his eight-minute lead. That would be foolish and risky. Yet that is just
1. EDDY MERCKX
4.079 km in I 16 hrs, 16 min. 2 sec. what Merckx did. The historic seventeenth stage in the Pyrenees to
2. Rene PINGEON at 17 min. 54 sec. Mourenx-Ville-Nouvelle had four mountain passes, the Peyresourde, the
3. Raymond POULIDOR at 22 min. 13 Aspin, the Tourmalet, and the Aubisque. On the descent of the Tourmalet
sec. with 140 kilometers to go, Merckx broke away alone, and instead of recu-
4. Felice Gimondi at 29 min, 24 sec.
perating
the last
for Aubisque climb, he continued on to the verge of col-
5. Andres Gandarias at 33 min. 40 sec.
10. Jan Janssen at 52 min, 56 sec.
lapsewon
and the stage. On July 20, Merckx won the final time trial, and
at the Vincennes Municipal Velodrome in Paris his lead was awesome.
He became the only rider thus far to win the points, mountains, combine,
and yellow jerseys.
The Tour's second five-time winner. Merckx continued to dominate
with victory margins that averaged about ten minutes, and the record
career-total of 34 stage wins. His closest rival was Louis Ocana
(1945-1994) of Spain, a talented climber and time trialist who challenged

410 BIKE CULT

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Merckx in the 1971 and 1972 Tours, and finally won in 1973, when
Merckx skipped the Tour after winning the Tours of Spain and Italy. In
1971, on the eleventh stage from Grenoble to Orcieres-Merlette, Ocana
"knocked out" Merckx by nine minutes, and took over the maillot jatme.
Then, in a rainy fourteenth stage into the Pyrenees, on the dangerous
descent of the Col de Mente, Ocana was "knocked out" of the Tour as the
race radio announced:

Riders are splashing through the water and mud... Brakes are useless...
Visibility almost nil in blinding rain... Ocana crashes... The maillot
jaitne is on the ground... So is Merckx. Merckx is quickly away. Ocana
still not back in race... Agostino crashes same place as Ocana...
Merckx crashes again... The maillot jaune is still on the road and
appears to be unconscious. The ambulance is on its way....

The generation of riders who followed in the shadow of Merckx got

their chance at victory in the late 1970s. Frenchman Bernard Thevenet
won twice, in 1975 when the Tour finished on the Champs-Elysees for the
first time, while Belgian climber Lucien Van Impe and the Francophile
Dutchman Joop Zoetemelk each won once. Zoetemelk rode a record six-
teen Tours
in an almost consecutive streak from 1970 to 1986, winning in
1980, finishing second six times, and missing only the 1974 Tour.
Bernard Hinault, the feisty Breton known as the "Badger," became the
third five-time Tour winner with his well-rounded ability in climbing,
time trialing and sprinting. Winning his first Tour in 1978, Hinault ranks
among the finest cyclists of all time, as the 1980 World Pro Road
Champion and three-time Giro dTtalia winner, despite his troubling years
of tendinitis and knee surgery. Hinault's toughest competition came from iflDAID
his sometime teammates, two-time Tour winner Laurent Fignon from
Paris, the youngest winner since 1904, and Greg LeMond, originally from
Los Angeles, a three-time Tour winner.
The 1984 Tour began this historic three-way rivalry with Hinault wear-
ing the
new Mondrian-styled colors of Bernard Tapie's Look team, with
defending champion Fignon in the maillot jaitne and LeMond in the 1983
World Champion's rainbow jersey, both on Cyrille Guimard's Renault-
Gitane team. Hinault was going for his fifth win, Fignon his second, and
LeMond was in his first Tour. Hinault took the maillot jaune in the pro-
logue,
Fignon
so had to wear his French champion's tri-color jersey. But
Fignon, nicknamed the "Professor," flew through the Alps and regained
the maillot jaune with three mountaintop stage wins. On the famous climb
to L'Alpe d'Huez, Luis Herrera of Colombia became the first South
American to win a Tour stage. L'Alpe d'Huez is one of the Tour's moun-
tain climbs
rated "beyond category." It was first introduced on the route in Miroir du Cydisme, 1984 Tour preview,
1952, and some 250,000 spectators congregate at the top of Route 21 1 with Greg LeMond, Laurent Fignon,
with its 21 switch-backs. At Paris, the final standing was Fignon in yel- Joop Zoetemelk and Bernard Hinault.
low, followed
by Hinault at 10 minutes 32 seconds, and LeMond third at
11:46, wearing the white jersey as top neophyte.

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With Fignon out due to tendinitis, and LeMond on Hinault's La Vie

Claire-Look team, the 1985 Tour saw the height of the Hinault-LeMond
rivalry. At 30 years of age, this was Hinault's chance to equal Merckx and
Anquetil. LeMond was reportedly promised equal leadership so he could
go for the win if Hinault faltered. But when the opportunity arrived, after
Hinault crashed and broke his nose at Saint-Etienne, Paul Koechli, La Vie
Claire's director sportif, told LeMond to hold back so Hinault would
remain in the lead. In Paris, with five Tour victories, Hinault said, "Next
year I will ride to help another La Vie Claire rider win. Hopefully that
rider will be Greg." The Tour had become truly international as the top
fifteen riders came from eleven countries, with a Frenchman, an
American, two Irishmen, an Australian, two Spaniards, two Colombians,
a Canadian, an Englishman, two Dutch, a Swiss, and a Belgian.
Despite Hinault's promise to help LeMond win in 1986, he put up a
fight for a record-breaking sixth Tour victory, but LeMond won on his
own, becoming the first American to win the world's biggest bike race.
LeMond achieved his goal and then tragedy struck. In April 1987, while
turkey hunting in a remote region of Placer County, California, LeMond
was accidently sprayed by shot-gun pellets fired by his brother-in-law. He
lay bleeding for neariy an hour before a CHP helicopter air-lifted LeMond
to the U.C. Davis Medical Center. The doctors reported that in another
twenty or thirty minutes he would have bled to death.
LeMond's recovery was slowed by an appendectomy and a broken
wrist. As 1987 turned into 1988, with meager performances and two
missed Tours, LeMond was relegated to the less powerful ADR team for
the 1989 season. Showing only a little hope in the Giro d'ltalia, his
chances for the 1989 Tour seemed almost nil. Yet this turned out to be
one of the most exciting Tours of all time, as LeMond and Fignon traded
the maillot jaune five times, with LeMond trailing Fignon by 50 seconds
going into the final historic stage, a 24.5 km time trial fi^om Versailles to
the Champs-Elysees. Most experts believed that anything could happen,
but on such a course it was unlikely LeMond could gain the necessary two
seconds per kilometer over Fignon to win the race. While the Frenchman
let his blond ponytail fly in the wind, LeMond used an aerodynamic hel-
Greg LeMond Champs-Elysees met and
triathlon handlebars, taking every advantage available except
in Paris, 1989. by Darcy Keifel. one. He chose not to hear his split times until the Champs-Elysees, so he
could concentrate on going ail out. In the end, LeMond beat his longtime
rival by 58 seconds averaging 34 mph, and he won the Tour by eight sec-
onds,
smallest
the victory margin in Tour history.
Later that year, LeMond went on to win the rainy World Road
Championships in Chambery, France, and was named Sportsman of the
Year by Sports Illustrated. With a three-year $5.5 million contract with
Roger Legay's Z team, he won the 1990 Tour without winning a single
stage. LeMond has been criticized for winning only the Tour and Worlds
and quitting the rest, yet he revolutionized the sport by raising riders'
salaries and adding international appeal. The 1992 Tour celebrated the
unity of the European Community by going into seven E.C. nations.

412 BIKE CULT

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including Spain, Belgium, the Netherlands, Germany, Luxembourg, and

Italy. Jean-Marie Leblanc of the Societe du Tour said, "Before, the Tour
increased nationalism. Now, this Tour is contributing to help the nations
get closer." However, a 1994 survey by Velo Magazine showed that 62
percent of 821 respondents favored a return to national teams.
The early 1990s were the age of Miguel Indurain from Villava, Spain.
With his powerful Banesto team, "Big Mig" won four consecutive Tours
from 1991 to 1994 by increasingly larger margins. One of the greatest
time trialists of all time, Indurain is known for his calm manner, his fluid
pedaling, and his efficient victories. By gaining time in a few powerful
rides, he keeps his lead using his team to set a tempo that limits any loss-
es. Indurain's
challengers include the Italians, Claudio Chiappucci, known
as the "Devil," who made feisty attacks but lacked speed against the
clock, and two-time World Champion Gianni Bugno, who described
Indurain as "extra-terrestrial ... of another world." Three-time Tour of
Spain winner Tony Rominger of Switzerland was favored in 1994
because the Tour route was designed for him to beat Indurain, with the
toughest mountain stages in the final week. But Rominger' s Colorado-
based high-altitude preparation was of no help when the race reached the
Pyrenees. He got sick and abandoned the Tour, and Indurain won by 5
minutes 39 seconds over Piotr Ugrumov of Latvia.

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Campionissimo
There are many champions from different periods in cycling's history, but
only one can be called the greatest of all time. The sign of the true cham-
pion,champion
the of champions, known as the campionissimo in Italian,
is the ability to repeat victories and stay at the top, even when everyone
wants to see a new champion. There is a powerful desire to compare the
exploits of champions from each generation, as if all the stars of past and
present could compete in one all-time championship race. Ideally, this is
what the world hour record would be.
The race for the all-time greatest cyclist can only be held on paper,
with intricate points systems comparing levels of competition, fitness, and
technology, noting record times over the same roads and tracks, with
experts comparing each champion's career achievements, known in
French as palmares. Cyclists are measured as rouleurs, climbers, and
sprinters. Their will to win is analyzed, as is their ability to recuperate
from fatigue, injury, and defeat. Because of advances in training methods
since the mid-1980s, most experts believe today's racers compete at high-
er levels
of fitness than earlier champions. Some experts think past gener-
ations raced
under difficult conditions which today's pampered cyclists
could not handle if equal levels of technology were applied, while others
wonder how ancient champions would handle today's refined methods.
Such questions inevitably occur with the UCI world hour record because
it provides a relatively standardized format for comparison. Yet "records
are made to be broken," and new generations inevitably succeed in sur-
passing
old the
records. The greatest race of all time would include,
among others, Fausto Coppi of the 1940s, Jacques Anquetil of the 1960s,
Eddy Merckx of the 1970s, Bernard Hinault of the 1980s, and Miguel
Indurain of the 1990s. Among women, the ultimate race would include
Beryl Burton, Yvonne Reynders, and Jeannie Longo.
What separates the greatest champions, known as "les grand soli-
taires,"
their isability to consistently ride alone against the clock and at
the front of the peloton, faster than the rest of their competition.
According to one statistician, Fausto Coppi, the original campionissimo,
entered 666 road races in his career totaling about 119,000 kilometers. In
58 of those races he rode in solo winning breakaways totaling an estimat-
ed 3,000 kilometers where he gained almost three hours. At that rate,
Coppi averaged one meter per hour faster than his closest rivals through-
out his
twenty-year career." By comparison, in Eddy Merckx's seven
Eddy Merckx (top) went 49 kilome-
Tours de France totaling 28,192 kilometers at 35.6 kph, his net gain over
tershis
in 1972 hour record while
Tony Rominger (below) went 55 kilo- his closest rivals was 43 minutes 54 seconds — about 32.8 meters per hour.
meters
1994.
in Still, Merckx is con- In Merckx's hour record he gained 778 meters over Ole Ritter, and 3.583
sidered
greatest
the cyclist of all time. kilometers over Fausto Coppi. After the flurry of hour records of 1994,
Tony Rominger gained 2.251 kilometers over Miguel Indurain, 5.860
kilometers over Merckx, and 9.448 kilometers over Coppi.

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In the view of most experts, Eddy Merckx has the most prestigious
cycling career, and as a legend in his own time, Merckx had to handle the
fabulous myth-making which surrounds an athlete of his stature. A story
is told of an unknown professional cyclist whose racing career spanned
the reign of Merckx. Try as he might, he could never beat Merckx, and it
seemed that he was destined to be another anonymous peon in the sport.
During one Tour de France he missed a turn on a descent and flew into
the void between the mountains. The next thing he saw was the Pearly
Gates of Heaven. Saint Peter came out in his warm-up suit and greeted the
cyclist. "It has been rough for you," soothed St. Peter, "were it not for
Eddy Merckx you could have been one of the greatest of your time." St.
Peter told the cyclist not to fear because the Kingdom of Heaven had a
Tour of its own. "You shall get your just reward," said St. Peter, "Eddy
Merckx is not here yet."
Then St. Peter offered the cyclist a skinsuit made of the very finest
material and an indescribable bicycle that weighed almost nothing. The
cyclist mounted his celestial bike and entered the Tour of Heaven.
Finding himself in the company of some of the greatest cyclists of times
past, including Terront, Christophe, Bobet, Coppi, and Anquetil, he felt
confident because of his modem training techniques. While leading the
race through the Elysian Fields, on the climb of Mt. Avalon. the cyclist
was passed by a blur of spinning wheels. Judging by the other cyclist's
Eddy's first victory.
form he called to St. Peter: "I thought you said Eddy Merckx was not
here." "That was not Merckx," St. Peter replied, "That was God. He only
thinks he is Merckx."

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Off-Road Sports
Off-road sports are a big part of cycling, with a wide range of events and
venues. Many off-road cycling events date back to the nineteenth century,
but most developed in the late twentieth century as more roads were
paved. Racing events such as cyclo-cross, BMX and mountain biking, are
held on mountain trails and dirt tracks and have highly competitive UCI-
govemed professional riders and world championships. Ballgames and
acrobatic events, such as cycle ball, artistic cycling, and bicycle polo, are
held on gymnasium floors and playing fields with amateur champi-
onships.other
Manyoff-road exhibition sports, such as stunt cycling, uni-
cycling, roller racing, kinetic sculpture racing, and ice-cycling, tend to
cross the threshold from legitimate sports to recreation sports.
Cyclo-Cross Racing
Cyclo-cross or velocross racing is a traditional wintertime sport for pro-
fessionals
amateurs
and that became a UCI World Championship event in
1950. It is a form of cross-country steeplechase in which the competitors
ride, carry, or run with their bicycle along paved and unpaved roads,
across fields, through forests, up and down steep embankments, and over
natural and man-made obstacles. It is a specialized sport that serves as a
way of maintaining fitness, improving bike handling skills, and providing
fun during the off-season.
According to UCI rules, cyclo-cross races are carried out on specially
selected courses over three kilometers per lap, with a total distance of
about 20 kilometers for amateurs and 35 kilometers for professionals.
Roughly three-quarters of the course should be ridable on the bike, while
at least a quarter should have variable off-road terrain. These are mass-
start races, where the start and finish stretch is wide enough for everyone
to have a fair chance to take the lead. As the course tends to narrow into a
single track, with one path often the fastest line, there must be room for
passing, and no artificial obstacle should exceed about 40 centimeters in
height. One or more pit stops are provided where the riders can exchange
flat tires, wobbly wheels, or broken bikes. The terrain often varies
depending on the location and weather, with stairways, river crossings,
mushy fields, loose gravel, slippery ice, and muddy puddles. Swiss cours-
es tendto emphasize technical skill, with dismounting, running, and bike
handling being the deciding factor, while other courses require more
speed, endurance, and traditional cycling ability. Cyclists from Belgium,
Germany, and Switzerland have dominated professional cyclo-cross, and
Belgian Eric De Vlaeminck holds the record of seven pro world titles.
With the growth of UCI-sanctioned mountain biking in the 1990s, there is
Eric de Vlaeminck. a year-round schedule of off-road sports. There has yet to be an official
women's cyclo-cross world title, and the 1994 men's event was open to
pros and amateurs following the UCl's changes.

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BMX Racing
Bicycle moto-cross, or BMX racing, is a worldwide sport that developed
in the late- 1960s in California as sting-ray bikes were modified in bike
shops and garages with knobby tires and beefed-up frames for off-road
child's play. Without the influence of traditional cyclo-cross racing, the
sport had phenomenal growth in the mid-1970s as BMX clubs and tracks
became supported by a flourishing bicycle industry. The founders of
BMX racing include, among others, Ernie Anderson, a former moto-cross
racer who used bicycles to help teach kids how to handle motorbikes and
helped form the National Bicycle Association (NBA), and Scot
Breithaupt, who is credited with organizing the first BMX race at a track
in Long Beach, known as "BUMS Park" (Bicycle United Motocross
Society). He was also the first to win the National No. 1 plate for his bike.
The races, called "motos," are held on dirt tracks about 400 to 1,000
meters long, with ramped starting gates, flat straightaways, rolling
mounds for jumping called "table tops," banked gravel turns called
"berms," and sometimes added water hazards. Many courses are designed
for a single lap race, a sort of sprint with three heats, known as "quarters,"
"semis," and "mains." There are over 50 categories of riders, including
the Pros (AA, A and B), Super Class, and Super Cruiser. The Expert,
Novice, Cruiser, and Girls categories range in age groups from over 50
BMX racing, com
years old (Cruisers) to five years old (Experts).
Among the various organizing groups in American BMX racing, the
most prominent are the for-profit American Bicycle Association (ABA)
and the smaller not-for-profit Nafional Bicycle League (NBL). Both hold
races such as the Summer Nationals, the Grand Nationals, the Fall
Nationals, and Winter Nationals. There are over 500 BMX tracks in North
America, and major weekend events attract over 600 riders. In the 1980s
it was estimated that at least 100,000 BMXers had tried racing, and over
half were regulars. The average first prize for A riders is $3,000, and top
pros such as Stu Thompsen, Brian Patterson, and Pete Loncarevich have
made small fortunes from racing. For winning the 1987 NBL World Cup
race, Loncarevich earned $5,000. The NBL was absorbed by the USCF in
1989, and now represents BMX, freestyle, and Formula racing with the
UCL Up to 37 countries participate in UCI-sanctioned BMX, but World
Champions are not awarded rainbow jerseys. Besides race coverage on
the ESPN sports network, BMXers were introduced to millions of movie
goers with the uplifting chase scenes of Steven Spielberg's blockbuster
E.T. The Extraterrestrial (]9S2). The sport's off-shoots include freestyle
racing, held on small, ramped velodromes; formula racing, held on flat
tracks; and gravity vehicle racing, held on long downhill roads.

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Mountain Bike R.acing

Mountain biking, or MTB racing, emerged as a world-class sport in the
late- 1980s, with the rapid growth of competitive events and the increased
level of talent among off-road racers. Mountain bike events have a variety
of venues and courses, including stage races, point-to-point races, cross-
countrydownhill
races, races, hillclimbs, observed trials, and relay races.
Events usually take place at national or regional parks and ski resorts, and
the main event is the cross-country mass-start lap race held on courses
five to fifteen kilometers long, including unpaved roads, dirt trails, fields
and forests, with various sections of mud, sand, rivers, uphill, and down-
hill hairpin
turns. The pro men ride about 30 to 35 kilometers and the pro
women ride 20 to 25 kilometers. Downhill races are executed as individ-
ual time
trials on steep slopes of one to ten kilometers, or as head-to-head
dual slalom races. Observed trials are held on marked sections of trail, 20
to 100 feet long, with imposing mounds, rocks, or logs to hop. Judges and
spectators oversee the rider's skill, as the object is to stay on the bike, and
never let the feet leave the pedals or touch ground.
The MTB sport developed in leaps and bounds as enthusiasts in
Northern California and Colorado converted their balloon-tire klunker
bikes into "fat-tire flyers." From back-woods beginnings, the first moun-
tain bike
events were one-speed downhill runs, such as the Repack race,
first held in 1976 near Fairfax, California, so-called because the riders had
to re-pack the grease in their over-heated coaster-brake hubs. The Repack
Repack race featured on a Bicycling
magazine poster, 1981. race results include two dogs who ran down the hill, along with the pio-
Photo by Wendy Cragg. neers
mountain
of biking, Gary Fisher, Tom Ritchey, and Joe Breeze, who
were experienced road racers. The original klunker bikes were too heavy
and not geared to climb the hill so the riders would get a lift in the back of
a pick-up truck. As the mountain bike industry began to expand in the
early 1980s, more events appeared, including the Whiskeytown Downhill,
the Rockhopper, the Punk Bike Enduros, the Reseda to the Sea, the
CRunoic
Central Coast Clunker Classic, the Sierra Nevada Fatbike Fest, and the
Crested Butte Fat Tire Bike Week. In 1983, the casual group of Northern
California mountain bikers who had formed the National Off-Road
Bicycle Association (NORBA) let Glenn Odell take over leadership and

^i ownership of the organization. A competition committee set up rules and

sanctioned races, including the NORBA National Championships, which
were dominated at first by Joe Murray and Jacquie Phelan.
By 1986, several other mountain bike racing associations were formed
MOUNTAIN in Britain, Europe, Australia, and Japan. Meanwhile, NORBA experi-
enced
financial
a crisis over insurance, and was sold to the BMX organiz-
BIKE
ing company, the American Bicycle Association, headed by Bob Hadley.
WORLDCUP Despite considerable controversy, the sport continued to grow, from about
1992 m 1,000 members in 1985, to 5,000 members in 1989, when it was bought
by the United States Cycling Federation (USCF) for some $210,000. In
1994, NORBA had about 22,500 members, plus some 30,000 one-day
license holders. The first "unofficial" Worid Championships were held in
August 1987 at two separate sites. The European event at Villard-de-

418 BIKE CULT

 CYCLE SPORTS

Lans, France, featured a cross-country race promoted by the Mountain

Bike Association and sponsored by Winning magazine, and the American
event, at Mammoth Latces, Cahfomia, featured cross-country, hillclimb, .4^^%^:
downhill, and observed trials events promoted by NORBA and sponsored
by Raleigh. Ned Overend, a 32-year-old professional from Durango,
Colorado, won both cross-country races and the hillclimb, while Sara
Ballantyne and Mary Lee Atkins captured the women's cross-country
titles. Mammoth Lakes continued as the site for the NORBA Worlds in
1988 and 1989.
The sport was fully sanctioned by the UCI in 1990 and the first official
MTB World Championships were held at the Purgatory Resort in
Durango, Colorado. Rainbow jerseys were awarded for the men, women,
junior, veteran men, and veteran women in the cross-country and down-
hill events.
Durango's "homeboys," Overend and Greg Herbold, won the
cross-country and downhill, while the women champions were Juli
Furtado, also living in Durango, and Cindy Devine of Canada. Cyclists
from 26 nations participated, more than the cyclo-cross Worlds. The
World Cup series, sponsored by the Grundig electronics company, began
in 1991 and features six downhill races and ten cross-country races held
in Spain, Italy, Belgium, England, Canada, the U.S., Australia, and
Switzerland.

Ned Overend.

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The American John Tomac became one of the most celebrated moun-
tain biking
stars, and the sport's first millionaire. In 1991, he won the
cross-country World Championships in Lucca, Italy, and he briefly ven-
turedthe
intorealm of European professional road racing as a member of
the 7-Eleven and Motorola teams. Tomac began bike racing in BMX, like
many American mountain bikers, especially downhill racers who also
come from ski racing. Europeans more often crossover from cyclo-cross
and road racing. Most of the top mountain bike racers do about 50 to 75
percent of their training on pavement with road bikes.
Europeans have surpassed North Americans, as Henrik Djemis of
Denmark won three consecutive World Championship titles in 1992 to
1994, and Thomas Frischknecht of Switzerland won the World Cup in
1992 and 1993, both riding for the Ritchey team. Juli Furtado dominated
women's World Cup and NORBA racing in 1993 and 1994 with over 25
victories in almost every race she entered except the World Champion-
ships.
Indoor Cycling
Indoor cycling consists of two official events, Cyclebail and Artistic
Cycling, usually held in gymnasiums. Both are UCI-sanctioned World
Championship events awarded the rainbow jersey and governed by the
International Commission on Indoor Cycling. The sport has a popular fol-
lowing
Centralin Europe with some 6,000 competitors in Germany.
Cyclebail is similar to football (soccer), except that the playing field is
about the size of a basketball court and the ball is kicked with the cyclist's
wheels. Each game has two fifteen-minute periods and two teams, con-
sisting
two ofplayers, one on the court, the other tending goal. The sport
dates back the 1890s, and has attracted teams fi^om Austria, Belgium,
Czechoslovakia, Denmark, France, Germany, Italy, Japan, Russia,
Sweden, and Switzerland. The Pospisil brothers of Czechoslovakia domi-
natedsport,
the winning nineteen world titles between 1968 and 1988.
Artistic Cycling is a form of bicycle gymnastics with competitions for
amateur men, women, and juniors who ride in singles or doubles on one
bike, and in formations of quadruplets or sextuplets on separate bikes.
There are over 700 specific positions or movements, each worth a maxi-
mum amount of points that are totaled up during timed performances of
six to eight minutes. The competitors submit their routines before the
event and points are subtracted for faults, such as improper execution,
going out of bounds, or lack of confidence or style.
Over 40 different movements are possible within a six minute routine.
H ^-^IL^*"'*''
''^*" The routines include upside-down hand-stands on the handlebars while
doing figure-eights (worth 5.8 points), forward wheelies with a partner
standing on the shoulders, and riding backward in circles from a wheelie
while revolving the handlebars. Special kinds of training equipment, such
as stationary bikes, training wheels, vaulting stands with handlebars, and
Anna Matouskov^, artistic cycling teeterboards for balancing are used to practice routines. Anna MatouSkovi
world champion, 1975. Photo by of Czechoslovakia won several World Championships during the 1960s
Pieter Van Damme.
and 1970s.

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Bicycle Polo
Bicycle polo is a field sport for teams similar to traditional polo on horse-
back, the
withobject of the game being to score the most goals. The
switch from polo ponies to polo bicycles began around 1890 near Dublin,
Ireland, and spread to England and the British colonies in India. It was
first organized in America in 1897 by a club in Milton, Massachusetts.
The sport is typically played on a football-sized (soccer) field marked
with a half-line and two quarter-lines at about 25 yards, and two goal-
lines at either end with the goal posts about four yards apart. Each team
usually includes four players and a goal keeper, with one or more substi-
tutes allowed
by a system of handicaping. The mallet is shorter than in
traditional polo, and the ball is about three inches in diameter. It was tra-
ditionally
of bamboo,
made but since these often cracked, requiring sever-
al replacementsper game, plastic balls and soft balls have been used. The
bikes usually have a one-speed coaster-brake drive with a low gear for
quick acceleration, and the handlebars tend be narrower than normal. In
BIcycIa Polo— A tAili:
modem polo, there are two basic rules of play, British and American.
In 1930, the Bicycle Polo Association of Great Britain was formed
with clubs and competitive leagues playing for the English Cup. In British
rules, the game consists of six fifteen-minute periods, called "chukkas." If
a tie results, a "sudden death chukka" is played until one team scores the
winning goal. The game begins as the ball is placed in the center of the
field and the one player ft^om each team sprints to take possession of the
ball. A special kind of British polo bike has evolved, with 26-inch wheels,
a studded rear tire, and a curved seat tube to allow for a shorter wheel-
base.
The United States Bicycle Polo Association dates back to the 1940s
and was revived in 1970 in New York. In American rules, the playing
time consists of six 7'/:-minute periods, with three minute breaks and a

Cycle Ball match.

BIKE CULT 42!

BIKEABLE PLANET

five minute halftime. According to "Forbes" rules, tiie game is begun as

the referee rolls the ball underhand from the sidelines between the play-
ers. Any
kind of bicycle is acceptable in American rules, and polo bikes
with 18- to 24-inch wheels are normally used for maneuverability, though
mountain bike polo has become more popular in the 1990s. Bicycle polo
is a fast-paced game, often with quick, airborne passes, and hard charging
team tactics. Both feet must be kept off the ground while hitting the ball,
and although the player may not throw it, they can use their hands or feet
to stop the ball. The advantages of using bicycles in polo includes a
mount that costs less (horses may cost five to ten times more than polo
bikes), and can take more abuse (you don't have to shoot the bike if it gets
severely injured). Although the horse may respond better, the "million-
aires' shot"
(a back-hand shot between the horse's legs) is much safer on
a bike.

Cyclothons
Having an appeal that is both unique and universal, this realm of cycle
sport explores the ultimate athletic feats of speed, skill, power, and
endurance, in a variety of events that tend to have an individual nature, as
each cyclist faces his or her own limit of human-powered performance.
Combining elements of physics, physiology, and psychology, in an end-
less pursuit
of technical innovation and supreme fitness, these events
include the paced land speed record, the multi-sport triathlons, the super-
endurance Race Across America, and the Alaskan survival race,
Iditasport. These are merely the top of the pyramid. There are many more
competitive events, including speed records, brevets, time trials, and ultra-
marathon races.
Land Speed Record
The world's paced land speed record determines the highest possible
velocity for a "human-powered" vehicle. The record dates back to the
1890s, with increasingly powerful motor vehicles used to pace the cyclists
towards the limits of aerodynamics and rolling resistances. As much a
race as it is a stunt, this record tests a rider's souplesse, strength, courage,
and bike handling ability. It is a relatively short event, carried out over a
distance of 1 to 2.5 kilometers, within a time frame of about 15 to 70 sec-
onds.
A variety of pacing vehicles have been used, and in the early years,
most riders were powerful world-class sprinters. At the turn of the centu-
ry, the
former World and National Champion Charles "Mile-A-Minute"
Murphy rode behind a locomotive, the fastest land vehicle at the time, on
a specially constructed board track between the rails of the Long Island
Railroad. By 1928, the Belgian kilometer champion Leon Vanderstuyft
reached 78.159 mph (125 kph) behind a motorcycle at the Montlhcry race
track. Before and after World War II, the popular French-American six-
day racer Alf Letoumer, known as the "Red Devil." set the record at
Montlhery, and again on the Los Angeles freeway near Bakersfield, riding

422 BIKE CULT

 CYCLE SPORTS

a specially built Schwinn bicycle with a 252-inch gear behind an open

race car with a large vertical wind screen.
The Frenchman Jose Meiffret (1913-1983) was the most persevering
specialist in this bizarre event. He took up motor-pacing at the suggestion
of Henri Desgrange, and with a skull and cross bones painted on his wind
screen he had several "dates with death" on the way toward five records.
In his record ride in 195 1 behind a Talbot racing car on a stretch of high-
way near
Toulouse, he hit a bump and was reportedly in free flight for 30
meters. Yet he held on to set a speed of 109.1 mph (175 kph). The follow-
ing year,
he tried to increase his record at the dilapidated Montlhery track
when something went wrong. He crashed at almost 90 mph, tumbling and
skidding for over 115 meters, and came to rest as "a quivering mass of
flesh." He suffered five fractures in his skull, but managed to survive.
There followed a ten-year period of recuperation, during which Meiffret
joined a Trappist monastery at Sept-Fonds and wrote his first book,
Breviary of a Cyclist. Learning of a new freeway at Lahr, Germany, he
resumed his flying kilometer record breaking in 1961 . Convinced that he
could reach 200 kph (124 mph), at the age of 50 he chose a fifteen kilo-
meter stretch
of autobahn near Freiburg, Germany, for his last record
attempt on July 19, 1962. Riding behind a Mercedes-Benz race car
equipped with a microphone system, on a 45-pound bicycle with a 225-
inch gear, Meiffret set a record of 127.243 mph (204 kph). In his pocket
he carried a note:

In case of fatal accident, I beg of the spectators not to feel sorry for me.
I am a poor man, an orphan since the age of eleven, and I have suffered
much. Death holds no terror for me. This record attempt is my way of
expressing myself If the doctors can do no more for me, please bury
me by the side of the road where I have fallen.

Meiffret's record was broken by Dr. Allan V. Abbott, a physician and

former motorcycle racer, who took the speed record to its ultimate venue,
Utah's Bonneville Salt Flats. The Salt Flats are described as the fastest
place on earth, with its remarkably flat and smooth pure white crystalline
surface at relatively high altitude. Virtually all the world's top land speed
records for cars and motorcycles have been set there. Abbott waited until
the end of Bonneville's Speed Week in August 1973 to set his record of
138.6 mph (223 kph) behind a modified 650-horsepower 1955 Chevy hot
rod. His bike had front shocks, motorcycle racing wheels, and a massive
chainring, with a gear ratio of 375 inches. In high-speed motor pacing the
Von Karman effect takes hold at about 135 mph. This is a low-pressure
air bubble that pulls the rider close behind the pace car. Outside the bub-
bleVon
is Karman's shedding, swirling winds that knock the rider side- Jose Meiffret (top) on his record bike
to-side and back-and-forth. In one test run at that speed, Abbott's front with a 130-tooth chainring, (center)
wheel touched the pace car's fairing, and as he fell out of the vacuum slip- severely injured at Montlhery in 1952,
stream,
hit the
he frill force of wind, equivalent to a free-falling para- and ^above) behind a Mercedes at 127
miles per hour in 1962.
chutist, he
which
leaned into to stay on the bike. Within seconds the wind

BIKE CULT 423

BIKEABLE PLANET

had slowed him to 50 mph.

John Howard set the current speed record in July 1985 at Bonneville
by riding 152.284 mph (245 kph). Howard is a 6-foot 2-inch 170-pound
athlete who could be described as "Mr. Cyclothon" as a Pan-Am Games
Champion, U.S. National Road Champion, Red Zinger winner, Ironman
winner, RAAM rider, and veteran mountain biker. Riding behind Rick
Vesco's Bonneville Streamliner, one of the fastest gasoline-powered cars,
Howard's bike had a radio-controlled throttle which adjusted the car's
speed as Vesco steered, and the two could communicate through headsets
in their crash helmets. Fred Rompelberg of Holland, the world record
holder for the UCI-sanctioned 100 km motor-paced race, has attempted to
break Howard's record at the Salt Flats. In October 1988, riding behind a
turbo-charged Offenhauser pace car that fishtailed at 142 mph, he crashed
and suffered multiple injuries that left him semi-conscious. By 1994
Rompelberg still had plans to reach 250 kph.

Allan Abbott.

John Howard setting the motorpaced

land speed record of 152 mph,
Bonneville Salt Rats. 1985.

424 BIKE CULT

 CYCLE SPORTS

Triathlons
Combining the three athletic events of swimming, cycHng, and running,
triathlons have become the fastest growing worldwide sport. Triathlons
developed in America in the early 1970s as a handful of athletes sought a
more full-bodied sporting challenge. In 1990, when a World
Championship event was first held, it was estimated that at least two mil-
lion amateur
men, women, and children had participated in at least one
triathlon. At the same time, the U.S. federation, Tri-Fed, had about 30,000
licensed members. With sponsored events on every continent and world-
class competitors in countries such as the Netherlands, Germany, Brazil,
Australia, New Zealand, Mexico, Israel, Malaysia, the West Indies, and
Japan, national teams have begim to form as the triathlon will be featured
in the 1996 Atlanta Olympics.
There are several "athlon" style events with both long and short dis-
tance races.
The Hawaiian Ironman competition began in 1978 as the
original endurance triathlon event with a 2.4-mile ocean swim, a 1 12-mile
bike ride, and a 26.2-mile marathon run. This takes about eight or nine
hours for the fastest men (compared to about twelve hours in 1978) and
about nine or ten hours for the fastest women. Medium distance events
have a 1.2-mile swim, a 55-mile bike ride, and a 13-mile run, which takes
Paula Newby-Fraser.
about four hours for fast men and four and a half hours for fast women.
The Olympic distance triathlon consists of a 1.5-km swim, a 40-km bike
ride, and a 10-km run, taking about one hour 45 minutes for fast men and
two hours for fast women. Duathlons, (also known as Biathlons, but easi-
ly confused with the Winter Olympic sport of cross-country skiing and
target shooting) usually have a 5-km run, a 40-km bike ride, and another Time trialing in Hawaii (left) in the
5-km run, taking about 1 hour 15 minutes for fast men and 1 hour 30 min- 1984 Ironman. Photo courtesy ABC
Sports.
utes for
fast women. Quadrathlons, known as a "Pedal, Paddle, Splash,
and Dash," include a canoe or kayak event.

BIKE CULT 425

BIKEABLE PLANET

The cycling leg of multisport is carried out as a time trial with drafting
prohibited. As some events attract over a thousand participants, with the
top performers in wheel to wheel competition, disputes have inevitably
arisen. In 1994, the International Triathlon Union began to allow drafting
by pros in World Cup races. While triathlons are an excellent means of
attaining well-rounded fitness, world-class cyclists and swimmers in their
prime are not likely to enter such events because the specialized muscles
necessary for these sports are considered uncomplementary to each other.
This was evident in John Howard's victorious 1981 Ironman perfor-
mance,
he was
as able to supplement his meager swimming with strong
cycling. Six-time winner Dave Scott is one of the original Ironmen, along
with pros such as Scott Tinley and Mark Allen. Among Ironwomen,
seven-time winner Paula Newby-Fraser of Zimbabwe and Erin Baker of
New Zealand have dominated the sport.
Race Across America
The Race Across America, known as RAAM, is an annual trans-continen-
tal bicycle
race and one of the longest non-stop open races, going ft-om
the Pacific Ocean to the Atlantic. By its nature, the race is a grueling test
of ultimate endurance. The riders are a unique breed of athlete, requiring
tremendous amounts of will power, support, and logistical skill. The race
was conceived by John Marino, a former baseball player who injured
himself weightlifting after being drafted by the Los Angeles Dodgers. He
cast about looking for something to do with his life and discovered the
trans-continental cycling record in the Guinness Book of World Records .
Marino set out to lower the record, which he accomplished in 1978 going
from Santa Monica to New York in 13 days, 1 hour, 20 minutes, taking
four hours off the record of Paul Cornish. He tried again in 1979, and in
1980, with a film company documenting his ride, he lowered the record to
12 days, 3 hours, 41 minutes.
As interest in ultra-marathon cycling increased, Marino organized and
rode the Great American Bike Race with John Howard, Michael Shermer,
and Lon Haldeman, who rode the 2,968 miles in an amazing 9 days, 20
hours, and 2 seconds. After an ownership dispute with his co-founder,
Marino changed the event's name to the Race Across AMerica in 1983,
and with ABC television coverage, Haldeman won again. Haldeman,
ft'om Harvard, Illinois, has held five transcontinental records and cycled
across the country about 25 times. In 1984, over 5,000 spectators watched
RAAM TIME
the start and some 3,500 cyclists joined for the first few miles. Pete
Penseyres, an electrical engineer, won the race and made a detailed
Cycling 206:12:55 accounting of his winning effort, which he described as one-third physi-
Sleep 17:57:30 cal, one-third
mental, and one-third crew. In a total of 229 hours 13 min-
Bathroom 2:06:15 utes,spent
he only 23 hours 5 seconds off the bike:'-
Rest 1:33:30
When Jonathan Boyer won the race in 1985, he showed how it might
Changing Clothes 57:10
compare to the European pro circuit and the Tour de France. His success-
Bike Maintenance/Flats 22:25
ful tactic
was to get a bit more sleep per night and rely on his world-class
Navigation Problems 4:15
speed to make time. A common experience among RAAM riders is hav-
Total 229:13:00
ing hallucinations,
and Boyer described one of an old woman standing

426 BIKE CULT

 CYCLE SPORTS

along the road clutching a handbag that held something he needed. That
year was a high point of public attention for the race, as the NBC-TV net-
work coverage
of the race won an Emmy Award, and the video was fea-
tured
trans-continental
on airline flights.
Susan Notorangelo, who married Lon Haldeman, is a two-time winner
in the women's division. By 1991, she had crossed the U.S. seven times
on bike. Casey Patterson is a mother of three who won the 1987 RAAM at
the age of 43. She started cycling in 1981, when her son Kyle Sharp built
her a mountain bike, and she won her first race. Prizes and sponsorship
for the race have varied from year to year, and the cost of each rider's
support crew and equipment, including a mobile home and liquid food,
can reach over $15,000 for the two-week journey. While Rob Kish set the
current RAAM record in 1992 of 8 days 3 hours 11 minutes (averaging
14.9 mph) on a course from Irvine, California to Savannagh, Georgia, the
cross country record was set by Michael Secrest in 1990, going from
Huntington Beach, California to Atlantic City, New Jersey in 7 days 23
hours 16 minutes (averaging 16.2 mph).
IDITASPORT
Originally called Iditabike, this is a 210-mile endurance race held in asso-
ciation
thewith
Iditarod dogsled race and begun by Mountain Bikes of
Alaska. The event takes place in February, when the days are short, with a
route that goes from Knik Lake, to Big Su Station, along the Yenta river
to Skwentna, and back via Rabbit Lake, passing through frozen muskeg
swamps, scrub pine forests, and along snow covered rivers in Alaska. The
riders must carry survival equipment, including a sleeping bag, signal
flares, a whistle, food, a tent or bivy sac, and a stove with ftiel.
The first two years, 1988 and 1989, were won by Mike Kloser of Vail,
Colorado, and an "Ass-Backwards" award was given for exceptional
backcountry navigational skill. The race was cut short in 1990 when bliz-
zard conditions
had riders walking for most of their route, earning the race
nicknames "Iditapush" and "Ididntbike." The winner, Dave Ford, used a
specially designed "Icycle quad bike" with double-track wheels front and
rear. The event was renamed Iditasport in 1991, and racers could choose
to use cross-country skis, running shoes, snowshoes, or mountain bikes.
Rocky Reifenstuhl finished first among cyclists (second to ski-skater Bob
Baker) and his wife, Gail Koepf, won the women's division. Combined,
they won fifteen ounces of pure gold. With warm weather in 1993, the
course record of 15 hours 17 minutes was set on bike by John Stamstad of
Ohio.

BIKE CULT 427

 BIKEABLE PLANET

13 Recreations

"Cycling" by Frank Patterson, June 1920.

428 BIKE CULT

 RECREATIONS

The bicycle is its own best argument. Youjust get a bike, try it. start
going with the thing and using it as it suits you. It 11grow and it gets
better and better and better.
—Richard Ballantine, Bicycle (\99\)

Fun and Discovery

People of all ages and physical abilities can find many ways to have good
times on a bike. The world of recreational cycling offers a variety of
activities that are fun, challenging, enlightening, and sometimes silly.
Whether one prefers to ride alone, with family, friends, or in large groups, SPORTS PARTICIPATION

the things to do on a bicycle are almost limitless. There are bicycle rodeos
for learning how to ride; nature trips, treasure hunts, and mystery map ACTIVITY PARTICIPANTS

rides for discovering places; group touring rides for fresh air fun and 1. Exercise walking 67.8

meeting all kinds of people; eating and drinking tours for sensual plea- 2. Swimming 63.1

sure; bicycle
demolition derbies for releasing frustrations; round-the- 3. Bicycling 54.6

world tours for adventure and understanding; and various bicycle stunts 4. Fishing 47.6

for testing the limits of human-powered ingenuity. 5. Camping 47.3

Cycling is among the most popular physical activities in the U.S. In 6. Bowling 42.5

1976, an A.C. Nielsen poll found that bicycling was the second most pop- 7. Weight lifting 39.4

ular recreation,
behind swimming and ahead of fishing, camping, and 8. Billiards 29.3

bowling. In 1987, the President's Commission on the American Outdoors 9. Basketball 28.2

placed bicycling fifth (46 percent of Americans do it), behind walking (84 10. Aerobic exercise 27.8

percent), picnicking (76 percent), swimming (76 percent), and fishing (50 II. Golf 24.0

percent). The National Sporting Goods Association ranked sports partici- 12. Motor Boating 22.3

pation
1992:'
in 13. Volleyball 22.1

Discovery Rides 14. Running, Jogging 21.9

Bike riding helps develop a person's sense of discovery. Children often IS. Hiking 21.6

lead the way in discovery, with playfiil stunts such as bike riding with no 16. Softball 19.2

hands, blind-folded, or while flying kites. Many cyclists are drawn to dis- 17. Darts 18.8

cover every
street, path, alley, trail, abandoned railroad, bridge, tunnel, 18. Hunting w/flrearms 17.8

and highway in their area. Some cyclists ride as far as they can go, keep- 19. Tennis 17.3

ing records
of mileage, making their own maps, and reporting all potholes 20. Roller Skating 16.8

and road hazards to the authorities. Others like to circle the perimeter of 21. Baseball 15.1

towns, counties, states, countries, and continents. 22. Football 13.5

A bike allows people to discover many beautiful places to play, picnic, 23. Target Shooting 12.3

swim, fish, and hunt. Some cyclists use a nature field guide to discover 24. Calisthenics 11.5

the plants, birds, animals, and insects in different regions. Cyclists can 25. Alpine Skiing 10.8

rediscover the world by studying old pictures and maps, and following the
path of historic journeys. Bike riders bring sketchbooks, cameras, and [Participants in millions; 19.2 million
recorders to capture their surroundings, making stories, movies, or jour- people belonged to health clubs; In-
nals. line skating
and cross-country skiing,
Discoveries are found in bicycle shopping, as cyclists browse in farm- about 10 million.]
ers' markets,
yard sales, antique dealers, book stores, and bicycle shops.
In bicycle partying, cyclists discover food and drink, pedaling from cafe
to restaurant, and pub to club. At bike rallies, cyclists discover the unified
power and diversity of one another, often dressing in costumes, carrying

BIKE CULT 429

BIKEABLE PLANET

signs, and making chants.

In cycling treasure hunts, each participant is given a list of things to
search for during the course of the ride. These things may be discovered
or retrieved depending on the imagination or humor of the organizer.
Some people look for natural formations, historical places, or architectural
landmarks, others find plants and flowers for study, or metal and glass for
recycling. A traditional variation of the treasure hunt theme is to give the
riders a set of clues with which to find a buried treasure.
Mystery map rides are a good way to develop a cyclist's skills in map
reading, orienteering, and geography. Riders set out alone or in teams,
without a map, but instead with separate sets of clues giving directions for
meeting places. When everyone meets they can compare their adventures.
A variation is to give the riders outline maps which show natural topo-
graphic features
without the roads, borders, or man-made landmarks.
Question and answer rides emphasize observation instead of direction
finding. Riders may start in groups with a common set of questions about
landmarks to be passed en-route (i.e., origins of street names). The ride
leader may be the only one who knows the route and the answers. The
other riders try to fill in the answers, though the shrewder riders mark
their answers some distance from the observation point, so as not to draw
attention to their discovery. At the end everyone gets to compare their
answers. The cycle paper chase is another kind of discovery ride, in which
"hares" leave scraps of paper or markers on the trail for "hounds" to fol-
low.

Youngsters can learn the art of cycling at bicycle rodeos. Photo courtesy of Errol
Toran, Transportation Alternatives.

430 BIKE CULT

 RECREATIONS

Bicycle Rodeos
Bicycle rodeos have nothing to do with roping cattle, but they do involve
"steering" and riding skills. They are a way of teaching cycling to chil-
dren through
an assortment of bicycle maintenance tips, road safety
lessons, obstacle courses, and competitive trials. Bike rodeos are usually
organized by local clubs and schools, and held in empty parking lots or
closed streets, where there is little traffic. Some rodeos attract thousands
of kids and the organizers must be prepared with enough volunteers, traf-
fic cones,signs, props, score sheets, megaphones, T-shirts, refreshments,
portable toilets, and first-aid supplies. There is usually a celebrity Master
of Ceremonies, a police officer or city official for licensing bicycles, an
informational display, plus films, videos, or some form of additional
entertainment.
Most bicycle rodeo programs offer courses for beginners and interme-
diate level
bike riders. Along the course there are as many as ten different
"stations" which the riders must pass through in a specific amount of
time. Each rider gets a card with his or her name and score, and each sta-
tion offers
a certain amount of points which add up to a total score.
Sometimes prizes are awarded for top scorers in categories by age or
experience. The biggest obstacle for rodeo organizers, besides keeping up
with enthusiastic children, is in creating a learning experience instead of a
competitive event or a course in "follow the leader." The following Rodeo
Stations are adapted from The AAA Skills Test and Bicycle Rodeo Guide
by John Williams and Dan Burden:-

Parents' Orientation Teaches parents what they need to know to

teach cycling skills to their children, and how to be better drivers them-
selves.
Bike Shop Teaches kids the basics of bicycle fitting and maintenance.
Seeing and Being Seen Teaches kids what to watch out for and where
they're going.
Chaos Corners Teaches kids to handle their bikes among other riders
within an enclosed area.
Demon Driveway Teaches kids how to avoid the biggest cause of
accidents by looking out for traffic before riding into the street from
hidden driveways.
Crazy Crossroads Teaches kids to stop at stop signs and street cross-
ings.
Who's There??? Teaches kids to look around and behind themselves
while maintaining a straight line.
Dodge-em Drive — Thread the Needle Teaches kids how to deal with
an assortment of roadway obstacles and hazards such as rocks, pot-
holes, slippery
streets, parallel gratings, opening car doors, and jay-
walkers.
Panic Stop Teaches kids how to handle their brakes in quick-stop situ-
ations.
Hazard Quiz Teaches kids to think about traffic safety with the car-
toon, "Find
the Twelve Hazards."

BIKE CULT 431

BIKEABLE PLANET

Klunking
Something about cycling inspires some riders to trash their bikes. For
whatever reasons — to test a bike's durability, to strive for the brink of
control and disaster, or just to see how much crazy fiin can be achieved on
a bike — there is a powerful desire for some cyclists, usually young males,
to aim for abuse rather than avoid it. Given various names, such as
"klunking," "bike fights," "knockabout," "bumper bike," "derby,"
"gonzo," "war bikes," and "bike tossing," these activities are executed
with all kinds of second-hand bicycles, including balloon-tire cruisers,
BMX, mountain bikes, and, especially, department store lemons. While
klunking looks like a destructive, wasteful, two-wheeled demolition
derby, there is a certain benefit since riders learn better bike handling
skills by practicing to survive various ways of crashing.
A typical klunking derby includes the exciting figure-eight formation,
where the riders follow each other around the loops with increasing speed.
When the riders meet at the intersection, or "hot box," they may try to
dodge the others or go for the "the kill," resulting in a quick sprint or a
broadside crash. The knockabout exercise involves riders trying to topple
each other while doing track stands, usually with their feet clipped to the
pedals. When someone falls, his or her bike becomes open game for
everyone else to pounce upon. The art of klunking is to have a few good
crashes without totally crippling the riders and bikes. One exception (for
the bike) is the bike toss, or bike stacking, which is often the grand finale
for most big klunker gatherings.
At the annual "International Green Mountain Bike Toss" held in
Vermont, the riders get pleasure from thrashing, flogging, and torching
the kind of bike they love to hate, the department store ten-speed.
Described as "cyclo-sadism," the object is to throw the bike the farthest,
with points awarded for parts lost on impact, as well as the speed, origi-
nality,
artistry
and of the toss. In the 1985 Bike Toss, a spring-loaded cat-
apultused
was by the Fat City Cycles crew, capable of lobbing a bike 60
feet and slam-dunking it five inches into the earth, almost enough for a
proper burial.
The rules for the Vermont bike toss require that the bike be reasonably
functional, weighing over 32 pounds, with no more than two components
made of aluminum alloy. Rusted vise-grips and dull screwdrivers are the
only tools permitted, and wearing a helmet is reason for disqualification.
The winner gets his or her name on the perpetual trophy, second place
receives a Wald 17th anniversary gruppo (a set of cheap components),
third place gets one department store bike, and fourth place gets two.'

432 BIKE CULT

 RECREATIONS

Being There
"Untitled" by Peter Cummings:

The dry gray ribbon road unrolls

beneath insistent wind.
I'm working hard to cut it clean.
No thoughts on my mind.

There is no goal I aim to reach,

no purpose in the ride.
The motion makes the world again
from the circle and the line.

Whirling Dervish ecstasy uncoils

like the opening of a rose.
It wakes to dance to the steady beat
of dragonfire sighs.

I think I've drunk the liquid gold,

the change is deep and clear.
The transmutation of the soul
by the alchemy of air.

On a bicycle your destination is where you are. Cycling brings an expand-

ed sense
of place while traveling through space. Through the powerful
experience of the journey, cycling opens up the body and mind to the sur-
rounding landscape,
the elements of nature, and the whole feeling of
being there.
Unlike passengers in cars, trains, buses, or planes, which are enclosed
and separated from their environment, cyclists are better able to see, hear,
smell, feel, and know the world around them. Moving at a variety of
speeds with the most efficient means of mobility, cyclists can rush past
the landscape or stop to smell the flowers. Feeling the thrill of balancing
the body on two wheels brings the sense of flight through air and space,
and being involved with place brings the sense of passion for the land-
scapeitsand
adventures.
TOPOPHILIA
Josh Lehman describes the enhanced awareness of place, space, and land-
scape geography
in an essay called "From Space to Place: Discovery by
Bicycle" {Bicycling, January 1979). Lehman is a long-time cycling advo-
cate; when
he became Bicycle-Pedestrian Program Manager at the U.S.
Department of Transportation in 1989, he was one of the few people in
the Federal system (of some 100,000 DOT officials) working exclusively
for cycling at the time. In his essay, Lehman speaks of "the romance of

BIKE CULT 433

BIKEABLE PLANET

the road," the "love of the land," and "topophilia: the affective bond
between people and place or setting. Such love is bom of bicycling." He
describes how "feeling the thrill of bodily exertion and the simultaneous
thrill of involvement with the world, a strong sense of place is readily
developed. Though mere words cannot accurately describe the parallel
sensations of moving and being in place, many bicycling writers have
summarized the spirit.... Being a bicyclist and being a geographer are so
often the same. Bicycling allows more than simply being better attuned to
the surroundings." In Fahrrad und Radfahrer ( 1890), Wilhelm Wolf
wrote "How greatly does cycling ennoble one's spirit, heart and fi-ame of
mind! When the cyclist roams freely on his steely steed in the godly world
of Nature, his heart rises and he admires the splendor of Creation." Many
cyclists wonder: "Without wet and windy weather will we wither?"
Many people have described cycling's Golden Age, when personal
travel and tourism became popular. Maurice de Vlaminck (1876-1958)
was a professional cyclist in the late 1890s before he became a landscape
painter, one of the colorful, expressive Fauves. His favorite subject was
The Road, and he paints a picture of early cycletouring in his memoirs of
1938, Tournant Dangereux (Dangerous Comer):

For me, the discovery of the outside world dates from my acquisition
of a bicycle. I spent whole days on the high-road. I tasted dust; rain
poured down on me; I struggled against the wind. With my cycle I was
able to visit places never dreamed of The horse was dethroned, car-
riages despised.
One could lunch in tavems hitherto unknown, and ride
along forest paths and up little tracks.
It is to the bicycle that I owe my first love of the open air, space and
liberty. Thanks to my bicycle I saw for the first time the whole of the
valley of the Seine from Chatou to Havre, Mantes, Bonnieres, Rouen,
Duclair and Tancarville. All this countryside was calm and peaceflil.
Tourism did not yet exist; it was being bom.
Maurice de Vlaminck. The strongest emotions I have experienced were a result of those
days, spent on the high roads or on the hill tops whence I could see
down into the valleys on to the roofs of houses which I felt I could
reach out and touch with my hand.

In Bicycling for Ladies ( 1896), Maria Ward wrote that "The alertness and
quickness of perception that bicycling cultivates seems marvelous. A
road, previously accepted as ordinarily good, becomes full of pitfalls that
the wary learn to avoid.... You are continually being called upon to judge
and to determine points that before have not needed your consideration,
and consequently you become alert, active, quick-sighted and keenly
alive." Mark Twain offered a similar message in his essay "Taming the
Bicycle" (1886): "1 had been familiar with that street for years, and had
supposed it was dead level: but it was not, as the bicycle now informed
me to my surprise. The bicycle, in the hands of a novice, is as alert and
acute as a spirit-level in the detecting of delicate and vanishing shades of

434 BIKE CULT

 RECREATIONS

difference in these matters. It notices a rise where your untrained eye

would not observe that one existed; it will notice any decline which water
will run down.""
Such a place is found on a large scale near Lone Pine, California, at the
foot of Mt. Whitney. The landscape appears to be flat, but it lies on a huge
tilted plane of about 80 miles between Death Valley, the lowest point on
the North American continent at 292 feet below sea level, and the highest
point on Mt. Whitney at 14,300 feet. As with a headwind, cycling there
seems a bit difficult in one direction and very easy going the opposite
way.
Circulations of heavenly bodies that make day and night, and wind and
weather, provide special effects for cycling. Some cyclists like to ride
toward the sun as it rises in the East, making a circuitous route when the
sun is at its zenith to return towards the sun as it sets in the West. Cyclists SIKECENTENNIAL

touring the globe can go in north-south directions to chase the summer, or

temperate climes. Going east to west, they cross time zones to make the
day longer. According to meteorologists, as the sun heats the earth the
wind often changes direction by the early afternoon and settles to a calm
by evening as it cools. In congested areas, pollution levels rise during the
afternoon and reach a peak around evening rush hour. The evening is spe-
cial because
it is often quiet and balmy in summer. Night turns the air into
a soft cushion, darkness is perceived as a blur of time and space.

Touring Ways
Tourism is considered the world's largest business, with some 420 million
global travelers, and cycletouring is a global activity with millions of rid-
ers joining
thousands of local and internationally organized bike rides and
group tours around the world. Most large cities and many small towns
have cycling clubs with weekly and annual bike rides. Hundreds of travel
groups lead bicycle tours over most regions of the globe for pleasure, cul-
ture, cuisine,
and adventure, and there are dozens of classic challenge
rides and competitive tours held on traditional cycling routes in Europe,
North America, and Australia. The International Youth Hostel Federation
(lYHF) is the world's largest shelter provider for cycletourists with over
3,500 hostels in some 60 countries, many located in the most scenic
regions.'
Cycling vacations have seen rapid growth in the U.S., where bike tour
operators' revenues were estimated at 30 to 60 million dollars in 1992.
Backroads Bicycle Tours of Berkeley, Califomia, began in 1979, and by
1994 they had sold about $15 million in fijUy-supported tours, providing
food, lodging, and specially-equipped sag wagons. Many groups organize
bike-a-thons and century rides that raise funds for causes and charities by
counting miles and dollars. Others offer "hike, bike, and paddle" sports,
or kinetic sculpture races with creative amphibious human-powered vehi-
cles. Individuals
have used the bike for adventuresome trekking, especial-
ly in
wilderness survival situations, with sail-bike desert crossings and

BIKE CULT 435

BIKEABLE PLANET

bike-mountaineering feats. The 1990s have seen increased awareness of

the ecological and cultural consequences of cycletouring, as widespread
automobile and jet travel contributes to pollution, resort hotels plunder
local resources, and insensitive tourists get serviced by local people.
America's biggest cycletouring resource is the Adventure Cycling
Association, formerly called Bikecentennial, a non-profit service organi-
zation founded
in 1973 by Greg and June Siple in the bicycle-friendly
town of Missoula, Montana. 1976 was the inaugural year of the 4,235-
mile TransAmerica Bicycle Trail, which Bikecentennial had developed
and mapped. That year, some 2,000 cyclists completed the joumey
through America's heartland while another 4,000 cyclists rode smaller
portions. Growing with the bike boom, Bikecentennial developed The
National Bicycle Trails Network, with 42 maps covering 17,000 miles of
bicycle routes in 33 states and Canada. They organize tours and publish
maps and touring directories, such as The Cyclists ' Yellow Pages.
Touring is the subject of the most books about cycling. In 1990, there
were some 400 bicycle route maps and tour guide books covering North
America in print. For the past century, there has been a steady outpouring
of cycletouring adventure stories. Maps for cycling come in various
forms, including fold-up pocket maps made of weatherproof paper, urban
planning charts, and strip-map books, in which a specific route is closely
marked with turn points, signs, distances, topography, landmarks, and
facilities for food and shelter. The scales of maps suitable for cycling
range from close-up (1:50,000) walking-sized maps showing structures
and geologic details, to the cross-country (1:250,000) highway route
maps, which tend to be more auto-oriented.

SELECTED LIST OF CYCLETOURING MAPS

Australia: Bicycle Institute of New South Wales.

Europe: Michelin Route Cartes, 1:200,000 (I cm = 2 km).

Belgium: Geocart Series, 1:100,000 (I cm = I km).
Denmark: Dansk Cyclist Forbund (DCF) Cykelferlekortet 1:510,000 (I cm =
5.1 km); DCF Route Series, 1:100,000 (I cm = I km).
England: Ordnance Survey Routemaster Series, 1:250,000 (I in = 4 mi);
Ordnance Survey Landranger Series, 1:50,000 (1 in = 4 mi); London
Cycling Campaign Cycle Route Maps, 1:21,477 (3 in = I mi).
France: IGN Green Series. 1:100,000 (I cm = I km); F6d6ration Fran^ais de
Cycletourisme.
Germany: Kummerly + Frey Series, 1:250,000 (I in = 4 mi).
Ireland: Ordnance Survey Series, 1:126,720 (I in = 2 mi).
Italy: Touring Club Italiano Series. 1:200,000 (I cm = 2 km).
Netherlands: Royal Dutch Touring Club Series (ANWB). 1:100.000 (I cm = I
km).
United States: U.S. Geologic Survey 7.5-minute Topographic Series. 1:24.000
(I in = 2.000 ft); Bikecentennial National Bicycle Trails Network.
1:250.000(1 in = 4 mi).

«6 BIKE CULT
 RECREATIONS

Group Rides
For those who like to express their cycling passion in large groups, there
is the Tour de L'lle in Montreal, the world's largest annual single-day
urban bike ride. Some 40,000 cyclists fill the streets along a 68 kilometer
(45 mile) route that departs and arrives at the foot of Mont Royal on the
Avenue du Pare. The ride has become an institution and celebration that
goes on rain or shine. Writing in The Montreal Gazette {\993), James
Mennie described the biggest challenge of the ride:

It is a test of strength and endurance, of the ability to focus the mind on

a single objective. Around you are hundreds of cyclists, some owning
ultralight, state-of-the-art examples of cycling technology. Others ride
heavyweight, rusting, mud-splattered tangles of steel and chrome that
have been in the family for years. But it makes no difference what kind
of bike you've brought because in the Tour de L'lle, everyone is equal.
Letourde[iLE
If you have what it takes to hold on until the end of the line, you know
that sooner or later the threshold that has been edging closer to you
OEMONTREAL
minute after mind-numbing minute will be passed. You know that
sooner or later, you, too, will be able to use the portable toilet."

Other big city rides include New York's Five-Borough Bike Ride with up
to 23,000 cyclists going about 42 miles, the Rosarita-Ensenada on the
California-Mexico border, the Sydney to Gong ride in Australia, the
Tuesday evening mass rides in Rio de Janeiro, Brazil, and the London to
Brighton classic in Britain.
In France, one of the most traditional cycletouring events is the
Joumee Velocio, named after Paul de Vivie, the pioneering cycletourist,
derailleur inventor, and editor of Z-e Cycliste who took the name Velocio.
Each July near Saint-Etienne, several thousand men, women, and children
participate in the timed hill climb along Route 82, marked as the Rue Paul
de Vivie. At the summit of the Col du Grand Bois, marked by Velocio's
granite memorial, the organizers provide a picnic lunch of charcuterie and
vin. The road has an altitude gain of 548 meters in thirteen kilometers
(averaging 4.2 percent), and though the event is not considered a race,
awards are given to the oldest riders. The ride was founded in 1922, with
the expressed purpose of "Living a day in the fresh air, tasting the pure
joy of an effort well done, and admiring the beauties of nature, far from
the petty masquerades of humanity." Velocio himself rode his last Joumee
in 1929, making the climb in 1 hour 12 minutes at the age of 75. People Paul de Vivie, known as Velocio.
remember him by chanting «Viva Vivie.n
Some rides specialize in sampling regional cuisine, such as the Hungry
Peddlers in New York City and the wine country tours in California,
France, and Italy. Veterans' parades are for riding and displaying antique
bikes. And there are many events for insomniacs on wheels. In St. Louis,
the largest annual nightime bicycle event is the Moonlight Ramble. It
began in 1961, and each year several thousand cyclists ride under
August's full moon, the Grain Moon. In 1989, the ride coincided with a

BIKE CULT 437

BIKEABLE PLANET

KOBNUIKOWKA SHOSIk*
WPtOOmVRETS - OLtW^I
PUIYWLIA

bohatvnO \ ]^( ^^ONSTANI^NIW

IVtNO-FRANKIwft*)'
'•-IsOtonvjA
CHtRNIWtST _,
KAniNtlZPOOtb^^
novaushvisiaL-<

(above), and her heart- noHtiiwPOOi

Ukraine (right).
JOURNEY OF THE HEART 1991

MS

New York City's Five-borough bike

tour, 1986. Photo courtesy American
Youth Hostels.

438 BIKE CULT

 RECREATIONS

lunar eclipse. Other midnight rides include the Death Valley by

Moonlight in California, and the Hoosier Ultra Marathon Overnight Ride
in Indiana (HUMOR).
Cross-state tours are a popular recreation in the U.S. Most states have
organized multi-day camping rides, which have become known by their
curious acronyms. These include the AFBRAAM (Annual Fit-Fest Bike
Ride Across America), BAMMI (Bicycle Across the Magnificent Miles
of Illinois), BAI (Bike Across Illinois), BAK (Biking Across Kansas),
BRAT (Bicycle Ride Across Tennessee), BRAG (Bicycle Race Across
Georgia), GBAAWR (Great Annual Bicycle Adventure Along the
Wisconsin River), PAC (Pedal Across the Continent), PALM (Pedal
Across Lower Michigan), RAIN (Ride Across Indiana), SAAGBRAW
(Sentinel Active Americans Great Bike Ride Across Wisconsin), STP
(Seattle to Portland), TOBRAW (The Other Bike Ride Across
Wisconsin), TOGIR (The Other Great Iowa Ride), TOSRV (Tour of die
Scioto River Valley), TRAI (Tandem Ride Across Iowa), TRANE (The
Ride Around New England), TRIRI (The Ride In Rural Indiana), and the
200 — 100 (200 miles on Route 100 across Vermont from Canada to
Massachusetts).
RAGBRAl, Des Moines Register's Annual Great Bicycle Ride Across
Iowa was begun in 1973 by friends of newspaper columnists Donald Kaul
and John Karras, and by 1980 there were over 8,000 riders. The group
dynamic of this ride is to see and be seen. Riders dress up in club jerseys,
personalized T-shirts, and even costumes. A group called Team EATS
claimed they could always take seconds at the feed stops, and a rider car-
ried
warning
a sign: "This cyclist chews tobacco." Glenn Ingram, who
rode five RAGBRAl tours into his 80s, until he died of brain cancer, wore
custom T-shirts each year, saying: "I'm 79 and doing fine," "Just turned
80 and still with the same sweet lady," and "Just take care of your body,
you only have one."
Bike-a-thons are a popular way of raising fiinds for a variety of chari-
ties and
causes. Bike-a-thons in the U.S. had an estimated gross income of
almost $2 billion in 1990. The TransAmerica Bicycle Trek is one of the
largest coast-to-coast fund-raising bike rides in the U.S. Organized by the
American Lung Association, it travels 3,357 miles from Seattle to
Adantic City, and raises about $1.5 million per year. In San Francisco, the
gay and lesbian club Different Spokes has promoted the Aids Bike-A-
Thon, raising some $2 million since 1985. To document the health effects
of children five years after the Chernobyl nuclear explosion in 1986,
Oksana Yonan, from Minneapolis, cycled in a heart-shaped 1,600-mile
route through the radiation-scarred Ukraine. The 46-year-old artist called
her mission the "Journey of the Heart."
Competitive Touring
One of the oldest and biggest endurance rides is the Paris-Brest-Paris ran-
donnee, known as "PBP," which celebrated its 100th anniversary in 1991.
The ride began as a race held every decade, and since 1951 it was
changed into a randonneur event held every four years. It is called a

BIKE CULT 439

BIKEABLE PLANET

brevet or "reliability test" because the goal is not necessarily to ride as

fast as possible, but to pedal at a consistent pace over the 744-mile course
within 90 hours. Every 30 to 70 kilometers there is a check-in point where
the rider must arrive within the prescribed time or be disqualified.
Among the hardest one-day rides are those with a lot of mountain
climbing. The Tour of the California Alps, formerly known as the
Markleeville Deathride, is a 145-mile journey over five mountain passes,
including Ebbetts Pass (8,730 ft), Carson Pass, (8,573 ft), Luther Pass
(7,740 ft), and twice over Monitor Pass (8,314 ft), totaling 15,000 feet of
climbing. Other rides with 15,000 feet of climbing include the Terrible
Two (200 miles). Climb to Kaiser (160 miles), and the Sherman Pass
Challenge (155 miles). While the century (100 miles) is a challenge for
most people to ride in a day, and a double century (200 miles) stretches
the limit for many experienced cyclists, the triple century (300 miles)
marks the threshold of the ultra-marathon 24-hour cyclist. California has
the most long rides, with the Bay Area Triple, the Los Angeles Wheelmen
Triple and Quad, the Ventura to Vegas (300 miles), and the 1,000-kilome-
ter Wandervogelride.
Mountain biking has several challenging rides with particularly rugged
conditions. The Resurrection, known as the "Rez," is a 40-mile mountain
bike single-track trail ride over 3,000-foot Resurection Pass on Alaska's
Kenai Peninsula, from Hope to Cooper Landing, promoted by Mountain
Bikers of Alaska. The Fort McChip Muffaloose Trail Randonneur, first
held in 1989, is a 126-mile ride in northern Alberta. It is held in February
when the temperature drops below zero and darkness reigns for eighteen
hours of the day. Much of the route is on "ice roads" from Fort McMurray
to Fort Chipewyan. In Europe, Africa, and Australia, the tougher moun-
tain bike
events are called Raids, or "Extreme, Far-Flung Off-Road
Adventures." These include the Corsica Bike in France, an orienteering
race organized by StarBike; the Raid Atlantique-Mediterannee; the
GrandRaid Cristalp, the world's longest non-stop MTB race from Verbier
to Grimentz; the Velo Vert Trophy, with the destination revealed at the
start; the MadaRaid in Madagascar, which includes a rickshaw race; the
Safari Sportif du Kenya; the Dynasties Rally in Egypt; and the
Trans Australia five-day, 250-kilometer ride.
Trail Riding
The popularity of mountain biking has brought many cyclists off roads
and into the wilderness where trails offer serene, scenic, and challenging
terrain. The bicycle's expansion into natural areas is an inevitable devel-
opment
mixed-traffic
as roads have become congested and dangerous.
Trekking into the wildnemess has brought many disputes between the
rights of people on foot and on horse, and mechanical vehicles. In this
realm, the bicycle is seen as a threat by causing accidents, land erosion,
and congestion.
The definition of wilderness varies widely as people think the earth
'".(% , w should be cultivated for health, enjoyed for recreation, exploited for prof-
it, or
closed forever. The Wilderness Act of 1964 created a "wildemess"

440 BIKE CULT

 RECREATIONS

designation for protecting specific federal lands, and among its provisions
is the rule that "There shall be no use of motor vehicles, motorized equip-
ment
motorboats,
or no other form of mechanical transport," defined in
Federal regulations as "any contrivance propelled by a non-living power
source." With the growth of mountain biking, the U.S. Forest Service
redefined mechanical transport in 1984 to prohibit bicycles in wilderness
areas, and the following year the Sierra Club eliminated the distinction
MOUNTAINBICYCUNGASSOCIATION
between bicycles and motor vehicles, claiming that the "operation of off-
road vehicles is presumed to be detrimental to land resources and human
safety."'
As more and more land authorities banned cyclists fi-om singletrack
trails, defined as five feet wide or less, while allowing cyclists on less-
than-scenic unpaved fire roads made for off-road motor vehicles, more
and more off-road cycling groups formed in the U.S. to secure access to
public lands, to develop bike-ft^iendly trails, and to oversee their mainte-
nanceproper
and management. In 1983, the National Off-Road Bicycle
Association (NORBA) began to organize mountain bike racing, and sev-
eral off-road
advocacy groups had formed, such as the Concerned Off-
Road Bicyclists Association (CORBA) in 1987, and the International
Mountain Bicycling Associafion (IMBA) in 1988. The IMBA has over
1,000 individual members and 300 affiliated clubs, shops, and companies,
while promoting their "Share the Trail" campaign. The Rails-to-Trails
Conservancy has helped to convert old railroad routes into trails for
cyclists, walkers, runners, hikers, equestrians, and skiers. When it began
in 1986, there were about 75 trails in the U.S. totaling some 750 miles. By
1992, there were some 500 trails going 4,700 miles, and the idea of rails-
with-trails is growing, with sixteen trails built beside active rail lines in
eleven states.
Northern California — the birthplace of mountain biking — has had
intense battles over public rights of way, especially with so-called "out-
law" groupssuch as the Berkeley Trailers' Union (BTU). Near legendary
Mount Tamalpais, on land owned by the Marin Municipal Watershed
District, mountain bikers created the New Paradigm Trail for low-impact
riding. But before a well-publicized eradication project began on the ille-
gal trail,
it was reported that people had ambushed it with traps consisting
of precariously balanced trees and four- foot deep trenches." In another
case, the Bicycle Trails Council of Marin sued the National Park Service
(NPS) because of bike bans in the Golden Gate National Recreational
Area, where cyclists accounted for 80 percent of trail users. The NPS
Trail Plan sought to take away about half of the available paths, and break
up existing loops. According to Trails Council attorney Terry Houlihan,
the NPS "did not evaluate the recreational needs of the park users in any
balanced or quantitative way in making decisions." In the San Francisco
region, a greenway system called the Bay Area Ridge Trail, to be com- 21 MAPS FOR FAT TIBE CVCLIMC

pleted
1998,
by will connect 75 parks and over 400 miles of trails for peo-
ple foot,
on bike or horse. In eleven western states, the Bureau of Land
Management manages some 270 million acres and 65,000 roads or trails.

I BIKE CULT 44!

BIKEABLE PLANET

One of its creations is the 128-mile Kokopelli Trail from Grand Junction,
Colorado, to Moab, Utah, where the Slickrock Trail was used by over
100,000 mountain bikers in 1994. The Great Divide Mountain Bike
Route, planned by the Adventure Cycling Association, is an off-road trail
going 3,000 miles from Canada to Mexico.
World Cyclists
For many adventurers, the ultimate trip is the round-the-world bike tour.
Since the first known round-the-world bicycle tour in the 1880s by
Thomas Stevens, thousands of cyclists have circled the globe or cycled
large parts of it. The Round-the- World Cyclists Registry keeps track of
world cyclists, but some never publicize their exploits, or make it back
alive. For some people, the journey around the planet is a once in a life-
time accomplishment, for others, it is a part of daily life on the road and
just another adventure.
Most people travel west to east. The fully rideable distance near the
equator is about 18,000 to 22,000 miles, not much more than the north-
south roads from the Arctic Circle to Tierra del Fuego. Many parts of the
globe have been off-limits for travel because of warfare or difficult ter-
rain.travel
As grows and political boundaries change, new lands have
been opened and explored, such as in the Eurasian and African continents.
Dick Jensen, of the Perestroika by Bike tour, says: "Nowadays it is possi-
blecross
to deserts and climb mountains by bike.... We will not be
stopped by an imaginary line in the landscape." While exploring the West
African Coast, Adventure Cycling tour leader T'ai Roulston wrote a
cycletourists' questionnaire:

Do you like being interrogated, searched, and asked for bribes by men
in uniform? Do you like waking up with 50 children staring in your
tent? Would you like to learn a new language every day? Do you like
really hot weather and sandstorms? Do you like the taste of iodine in
your water? Do you like breeding insects in your skin?'

Among the nomads of trans-world cycletouring, there is Albert Leblanc,

from Maria, Quebec, who cycled round the world about three times.
Along the way he attended the Olympic Games in Tokyo (1964), Mexico
City (1968), Munich (1972), and Montreal (1976). Fastened to his handle-
bars was
a hollow globe for collecting donations. His motto, painted on a
plywood sign in the main triangle of his frame, read. Dios. Madre.
Libertad {God, Mother, Liberty).
Dan Buettner, a world cyclist once described as one of America's
"most determined cyclists," led a team of four on a 15,536-mile ride from
Alaska to Argentina in 1987, earning a place in the Guinness Book of
World Records. In 1990, his 12,888-mile, 239-day round-the-world
Sovietrek Cycling Expedition crossed Siberia, and four riders used 73
tires. In 1993, he completed the 11,877-mile. 272-day Trans-Africa ride,
crossing the Sahara desert, going through fifteen countries, 24 tires. 380
flats, eight robberies, and making some 4.7 million pedal revolutions. In
the Itcri Forest. Dan waved at a family of baboons crossing the road and

442 BIKE CULT

 RECREATIONS

the largest one waved back.

Claude and Fran^oise Herve left the easy security of their home, car,
and careers in Lyons, France, to share a globe-trotting adventure of four-
teen years
and almost 100,000 miles. "Above all we wanted to see with
our own eyes what was happening in the world," they wrote. "To travel
by bike is a humble, nonaggressive way to get close to people. It is a way
of saying we are passing through with no thought of invasion or conquest,
but with the simple will to share a part of the road with you."
On April 1, 1980, Claude, a 25-year-old orthopedist, and Frangoise, a
21 -year-old interior designer, headed to the North Cape of Norway
through six countries, and proceeded southeast through Europe from
Germany to Istanbul to Greece. They celebrated their first year on the
road in Turkey, eating the testicles and eyes of sheep served by tribesmen,
and pedaled south into Iraq and Kuwait. They headed to Kashmir, New
Delhi, and Kathmandu, living a year in India, including several weeks at a
leper's colony near Calcutta. From Singapore they rode through Malaysia
and Thailand, where armed bandits tried to rob them (they escaped) and
they worked for a year in a Cambodian refugee camp and hospital.
In July 1984, Claude and Frangoise flew back to France for several
months, and then resumed the hardest and most rewarding nine months of
their journey, the 7,000 miles from Hong Kong to Tibet to Beijing to
Shanghai. From old China to new Japan, they visited Korea, Taiwan, the
Philippines, Brunei, Borneo, Indonesia, and Timor. Landing in Australia's
desolate Northern Territory, their road speed increased. In Brisbane, they
were met by a large group of cyclists. After eight years on the road, they
decided to become three.
Frangoise cycled until her seventh month of pregnancy. When Manon
was bom in New Zealand on September 6, 1988, she had already ridden
along for 6,000 miles. The Herves moved their nest to Tahiti, and eventu-
ally arrived
in Los Angeles in March 1989. heading for Quebec, New
York, and Florida, with Manon in a rear-facing Bugger trailer (donated by
Cannondale) pulled by Frangoise and followed by Claude with a "Baby
On Board" sign. By 1991, they were in Central America, having survived
mountains, dirt roads, and "anti-gringo" sentiment in Mexico. Reaching
Rio de Janeiro in 1992, they settled there for awhile so Manon could go to
school. When last heard of they were headed for Dakar, Senegal, and
North Africa to that place called home.
The first attempt to circumnavigate the world using pedal power began
on July 12, 1994, at the Greenwich Meridian Line (zero degrees longi-
tude)
England.
in In a project called Pedal for the Planet, Steve Smith and
Jason Lewis, both from London, crossed the English Channel in a pedal-
powered boat. They then bicycled through France and Spain, before
departing from Lagos, Portugal, on October 13, for a pedal-powered
crossing of the Atlantic Ocean. Landing in Florida in eariy 1995, they
planned to bike across North America to Alaska, to sail across the Bering
Sea to Japan, and to bike across Asia and Europe, returning to zero lati-
tude after
three years.'"

BIKE CULT 443

BIKEABLE PLANET

SELECTED LIST OF WORLD CYCLISTS

[Years of trip Name of Cyclist (birthdate-Nationality) Countries visited,

mileage, type of bike, details, book. Source: Holland Peterson, International
CyclingGuide, 1980.]

1884-1887 Thomas Stevens (1854-GBR) 13,000 miles, Columbia Expert high-

wheeler, first world cyclist. Around the World on a Bicycle(1887-88).
1890-1893 Thomas G. Allen Jr. (1867-USA) and William L. Sachtleben
(1867-USA) Europe, Asia, America, 15,000 miles, 6,634 by bike, Number one-
speed. Across Asia on a Bicycle{1894).
1892- 1894 Frank G. Lenz ( 1867-USA) one-speed bike, disappeared in Turkey
before completion.
1894 Annie Londonberry (nd-USA) one-speed bike.
1894-1898 Mr. and Mrs. H. Darwin Mcllrath (nd-USA) one-speed bikes.
1894-1904 William and Fannie Workman (nd-USA) one-speed bikes.
1896-1899 Sir John Foster Frazier, S.E. Lunn, F.H. Howe (nd-GBR) Three
continents, seventeen countries, 19,237 miles. Number one-speed bikes,
Round the World on a Wheel (1899).
1925-1927 Kai Thorenfeldt ( 1902-DAN) roadster bike. Round the World on a
Cyde (1928).
1925-1930 I.S.K. Soboleff (nd-RUS) Bangkok to Singapore, one-speed bike,
Cossock of Large ( 1960).
1930- 1950 Bernard Newman ( 1897-GBR) sixty countries, three-speed bike,
written over 100 books. Speaking From Memory (I960).
1935-1936 Fred Birchmore (nd-USA) forty countries, 25,000 miles by bike.
40,000 by boat, Rheinhardt one-speed 43-pound bike (in Smithsonian), Around
the World on a Bicycle( 1938).
1947-1948 Jesse Hart Rosdail (I9I4-USA) Australia, New Zealand, Africa, 46
countries, 11,626 miles by bike, SO year-old German bike bought second-hand
for $7, two-speed coaster-brake replaced by Sturmey-Archer three-speed
hub, world's most travelled man, 219 countries, 1,626,605 total miles. Biking
Alone Around the World ( 1973).
1949-1956 Louise J. Sutherland (1928-NZL) second-hand one-speed bike (£2-
I Os.) and trailer, first cyclist to follow Amazon from source to sea, / Follow the
Wind (1960).
1959-1976 Walter Stolle (1926-GBR) 159 countries, 402,000 miles by bike,
used eleven bikes. The World Beneath My BicycleWheels ( 1978).
1960-1964 Keith Fitchett, Carl Boyer, Mark Follett (nd-GBR) about 40,000
miles, bikes with trailers.
I960 Heinz Stiicke (1942-GER) Sahara, three-speed bike.
1963-1977 Ian Hibell (1935-GBR) Alaska to Tierra del Fuego, North Cape.
Norway to Cape of Good Hope via Sahara, about 100,000 miles, Grubb
seven-speed bike, Into Remote Places ( 1984).
1964-1969 Takafumi Ogasawara (1944-JPN) Ren6 Herse folding tourist bike.
1966-1975 Hans Drechsler (1938-GER) 38,000 miles, ten-speed bike, ISO
pounds baggage.
1968-1971 Kunio Katsumura (1948-JPN) shot and killed by bandits in Thailand
after tour.
1968-1973 Raguhbir Singh (nd-IND) 108 countries, 93,000 miles, 410 flat
tires.
1970-1975 Wiegand Horst Lichtenfels (1944-GER) 42 countries, 47,500
miles, 400-pound loaded bike.
1970-1976 Cyril Proctor (1905-GBR) three-times around, planning fourth at
age 77.

444 BIKE CULT

 RECREATIONS

1971 Ray Reese (193 1-GBR) 13,325 miles by bike in 143 days. Raleigh ten-
speed bike.
1971-1972 Peter Ducker (1934-GBR) 14,000 miles, American coast-to-coast
record en-route, Raleigh Professional, Sting in the Tail (1973).
197 1- 1975 Lloyd Sumner (1944-USA) 28,478 miles by bike. Schwinn Super
Sport ten-speed. The Long Ride (1978).
1971-1979 Kojiro Hirayama (1946-JPN) first totally deaf and dumb rider. 300-
pound loaded bike.
1973-1977 George Lindley (nd-USA) 27 countries, 18.000 miles by bike.
2 1.000 by other means.
1974-1975 John Rakowski (1924-USA) 15,660 miles by bike, 1977-1978,
cycled around perimeter of USA, Grade V Browning and Nishiki Competition
ten-speed.
1974-1975 Colin and Veronica Scarglll (nd-GBR) 18,020 miles by bike.
Selbach tandem.
1974-1976 John Hathaway (1924-CAN) 50,600 miles by bike in 100 weeks,
Raleigh Professional.
1974-1976 Robert Morris (1954-USA) 32,000 miles, fifteen-speed.
1974-1978 Motomitsu Ikemoto (1948-JPN) 24,975 miles, Shimano-equipped
bike.
1975-1976 Bob Ellis (1946-USA), Steve Ellis (1955-USA), Mark Boyar
(1957-USA). Matt Rice (1958-USA) Raleigh Super Course Mark II ten-
speeds.
1975-1977 Michael John Murphy (1953-GBR) 47 countries, 23.000 miles.
1976 Dr. William F. Marquardt (I9I6-USA) Starting in Wichita. Kansas,
intended to follow Thomas Steven's route, killed in traffic in Batavia, New
York.
1976-1978 Wally Watts (1948-CAN) sixteen countries, 10.000 miles, unicycle.
1977-1979 Ivar Tennesen (1956-DAN). Mai-Britt Johansson (1959-DAN)
20.265 miles by bike.
1977-1980 Michael Manzo, Berthe Laforge (nd-CAN) 30.000 miles.
1978-1980 Larry and Barbara Savage (nd-USA) 23.000 miles and 25 coun-
tries, Eisentraut
and Follis bikes, three years after trip. Barbara died in a bicy-
cle accident,
M;7esFrom Nowhere (1983).
1979-1981 Carmine Milltano (1954-CAN), Rick Nash (1954-CAN) ten-
speeds. Inuvic (Arctic) to Tierra del Fuego.
1981 Nick Saunders (1958-GBR) 16 countries. 13.500 miles by bike, crossed
USA in 15 days. The Great Bike Ride (1986).

BIKE CULT 445

BIKEABLE PLANET

Trick Cycling
The bicycle inspires people to try any number of tricks and stunts. This
kind of human-powered recreation balances the realms of play, sport, and
theater. Often cited in Ripley 's Believe It Or Not and the Guinness Book
of World Records, these tricks encompass death-defying feats, ingenious
technical skills, and extraordinary manifestations of human creativity.
The Guinness Book of World Records lists several categories for
cycling, including largest, smallest, lightest, fastest, slowest, most riders,
and most expensive. The world's largest unridable bike is found along a
highway in Jiddah, Saudi Arabia. The smallest ridable bicycle has 0.76-
inch diameter wheels. In France, twenty-six people rode a 662-pound bike
designed by Pascal Esnol that was nearly 50 feet long and had 95 feet of
chain. The most people able to ride a standard single-seat bike is nineteen.
Brett Schockley rode a 50-foot high, 200-pound unicycle at the University
of Minnesota. The world's highest cyclist was Mark Merrony of Britain,
who achieved an altitude of 2 1,030 feet on the south summit of Mera
Peak in Nepal.
The world speed record for rollers was set on December 6, 1987, by
Jim Baker, an amateur sprinter, who pedaled 129.1 mph at a college bas-
ketballingame
Tucson, Arizona. The previous record was held by David
Lagrys, a British pro sprint champion. Baker used a double reduction 269-
inch gear and the roller spun at 9,2 19 rpm. The slow cycling record is the
extreme performance of surplace, the sprint racer's balancing act. In
1885, Herbert Owen of the Capitol Bicycle Club in Washington, D.C.,
balanced on a high-wheeler for 2 hours, 22 minutes. In 1965, 39-year-oId
Tsugunobo Mitsuishi of Tokyo set a slow cycling record by balancing
motionless for 5 hours, 25 minutes. In 1983, Craig Strong of England
popped a "wheelie" for 1 hour, 16 minutes, 54 seconds. To set a backward
cycling record, Jean Le Greca of France rode 830 kilometers in 21 days
averaging 16 kph. Robert Poggio climbed Mont Revard at Aix-les-Bains,
rising 1,276 meters in 20 kilometers, in 1 hour 46 minutes 22 seconds,
riding backwards without touching ground.
Bicycle eating is probably the craziest of all stunts. This performance
suggests the ultimate embodiment of the cyclists' hungry search to
become one with the bike. The most famous bicycle eater is the
Frenchman Michel Lotito, known as Monsieur Mangetout (Mr. Eat-all).
During a fifteen-day period between March 17 and April 2, 1977, he con-
sumed
entire
an bicycle reduced to metal and rubber filings. He said the
chain was tastiest, that "its coating of grease helped it slide down, more
easily than, say, the tires."
The 1930s saw the first outbreak of unicycling stunts. Walter Nilsson,
a Broadway star known for his unicycling performance in
"Hellzapoppin," won a $10,000 wager by riding a high unicycle across
the United States in 1934. The following year, the 75-year-old Harry
Kramer was giving unicycling lessons at Estes Park in Colorado. Steven
McPeak, the "King of Modem Unicycling," rode from Chicago to Las

444 BIKE CULT

 RECREATIONS

Hans Rey, expert bike handler.

He got to the top without a foot
touching down.
Photo by Michael Segar.

Vegas on a high "giraffe" unicycle to set a world's record for riding a 32-
foot tall unicycle. He married Connie Fullerton on a high wire. In the
1960s, Bill Jenack of the Unicycling Society of America taught a blind
man to ride a unicycle, and the man gave "fancy riding performances."
% IISTTERNATIONAL
Japan has the most unicycling events of any country, with over 10,000
IUNICYCLING[^
acrobatic and racing competitions held in 1990. The top speed for a unicy- {FEDERATION i3J
clist was set at 20 mph by Troy McKee in 1980, and the U.S. hour record
of 15.88 miles (25 kph) was set by Floyd Beattie in 1986 at the Major
Taylor Velodrome in Indianapolis.
Freestyle cycling is an off-shoot of BMX racing that has developed
into a popular international exhibition sport. Events are held on flat,
banked, and steeply ramped rinks, inside arenas, gymnasiums, and at

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BIKEABLE PLANET

freestyle velodromes. On the ramps, the riders gain momentum by riding

up and down the slope and then launch themselves into the air, perform-
ingvariety
a of split-second flying maneuvers.
Freestyling has its own "rad" language. Riders are called "deck mon-
keys"a and
"faceplant" is a head first fall. The tricks include: the
Helicopter (rotating in flight); the Wind-Shield Wiper (swashing the rear
wheel back and forth); the Half-Decade (a backwards rolling headstand);
the Elephant Glide (sitting on the bars backwards while "squeaking" the
front wheel with the back wheel off the ground); the Locomotive (a semi-
standing backwards-infinity-roll wheelie while sitting on the end of the
handlebars which are turned 90 degrees); the Trolley (a reverse peg-pick-
er squeaker);the 1-Hop (bouncing with the feet planted on the front tire);
Hand Pedaling (with one foot on the rear wheel peg, one hand holds the
front peg and the other the hand pedals); and the Backyard (riding on one
wheel sitting against the handlebars while facing backwards). Ramp tricks
include Cancan lookbacks, no-footed X-ups, no-footed one-handers, fakie
X-ups, fakie no-footers, one-handed one-footer inverts, one-footed heli-
copters
X-up,
(an no-footed cancans), and 540s (a three-quarter rotation).
Cycle- Whirls are ingenious manifestations of cycling that could only
have developed around the human-powered vehicle. They are miniature
velodromes, less than 50 feet in circumference, that allow cyclists to ride
at angles up to 70 degrees. One was supposedly built to be shouldered by
a man. Loop-de-loop stunts are usually performed as part of circus acts,
such as those by the daredevil named Diavolo and by Les Freres
Ancillotti from France, lead by Ugo Ancillotti. More recently, they are
part of BMX freestyle ramp tricks. A 60-foot high helical spiral, called
the "Circle of Death," was exhibited by Dan Canary at Madison Square
Garden in 1903.
The realm of bike jumping includes a variety of venues, including the
jumps across chasms or over steep precipices into bodies of water, the
free-fall leaps by sky-diving cyclists with parachutes, and the early com-
petitions
human-powered
in flight. A song was written in 1902 about
daredevil A.M. Schreyer, who rode his bicycle down a steep incline into a
pool of water at Coney Island. The jumping-off point was 35 feet high
and 78 feet away from the four-foot deep water. Raemond Gimmi of
Switzerland parachuted at 15,000 feet over South Africa, with a freefall of
about 70 seconds. He was equipped with separate chutes for himself and
his bicycle. Another rider jumped off Venezuela's Angel Falls, the
world's highest waterfall, with a leap of about 2,650 feet.
Freddy Wulf and Lars Bjoem, a pair of photo-journalists from
Denmark, staged an underwater bicycle race in a swimming pool. They
used 40-pound lead weights to keep from floating and the fastest time for
100 meters was 7 minutes 54 seconds." At the 1991 Interbike Expo in
Anaheim, California, Bill Evans of San Diego set a world record for
underwater cycling by pedaling a stationary bike 3 1.5 miles in 5 hours 20
Skydiving on a bike.
minutes inside a clear-plastic tank filled with 70-degree water. Deana
Photo by Heinz SchiJrch.
Bodine of San Diego set a women's record by riding 6.5 miles in one
hour.

448 BIKE CULT

 RECREATIONS

Top left, La Roue Infernale, Paris, 1910.

Photo by Harry C. Ellis, Stephen White
Gallery, Los Angeles.
Top right. Living Cycle Whirl, 1903.
Above, inside a cycle v^hirl from China,
1970. Left, poster for Diavolo's loop-
the-loop performance, 1904.

BIKE CULT 449

 BIKEABLE PLANET

Circus Acts

Bicycles, unicycles, and other kinds of cycling machines are familiar

vehicles for performing clowns, tramps, high-wire artists, jugglers, acro-
bats, chimps,
bears, and elephants. The circus is a global entertainment
and circus cycling is a subculture, with an estimated one in five circus
shows including a bicycle act, combining the realms of stunt cycling and
performing arts. From the first balancing acts with swift-walkers and
velocipedes of the nineteenth century, to the Chinese "bicycle ballet" at
the 121st edition of the Ringling Brothers Bamum and Bailey Circus, cir-
cus cyclists
can be found in a variety of show places. Throughout the
year, at carnivals, fairs, and vacation resort areas, and especially during
the peak summer months, there is almost always some kind of bicycle cir-
cus going
act on nearby.
An improvised circus-style act was performed by the youthful Max
and Charles Fleischer, the reknowned cartoonists who created Betty Boop
and Popeye the Sailor. As schoolboys they used an adult-sized bicycle to
I THE WORLDS LAST AND GREATEST WONDER
iZUIL^THE FEMALE BLONDIN amuse their neighbors in Brooklyn. One act had both boys riding the bike
at the same time, climbing over, under, and around each other, while
keeping the fixed-gear turning.'^
A book called Bicycle People (\97S) by Roland Geist describes many
cycling circus performers. In the 1880s, the Stirk Family was billed as
"The Original Trick and Fancy Bicyclists of America." Lead by Professor
T. Stirk and Mile. Flora Stirk, "the greatest child bicyclist in the world,"
they appeared before the crowned heads of Europe and Phineas Taylor
Bamum (1810-1891), who formed "The Greatest Show on Earth" with
James A. Bailey. Before the turn of the century, Bamum and Bailey fea-
tured several
bicycle acts, including Les Freres Ancillotti, the "French
Bicycle Experts" who performed daredevil loop-de-loops and juggling
acts, and General Tom Thumb (Charles S. Stratton), who rode the world's
smallest velocipede at that time. Buffalo Bill's Wild West Show featured
the sharpshooting act of Annie Oakley astride her bicycle. Among the
vaudeville style acts, there was Professor Bilbo's Olympic Mounted
Bicycle Band which played at carnivals in New York.
The Ringling Brothers bought Bamum and Bailey in 1907, forming the
Ringling Brothers Bamum and Bailey Combined Shows, and became the
world's biggest circus, with cycling acts such as The Great Wallendas
from Germany, the Kondovi Troupe from Bulgaria, and the King Charles
Troupe from the Bronx, which performed a fast-paced basketball game on
unicycles.
Other animated circus cycling acts include the Fallen Bears from
Holland, which received top billing with the Sells-Floto circus in the
1920s, and the Marquis Chimps, an act developed by Gene Detroy from
Manchester, England, who started with three chimps. Charlie, a ten-year-
old female, Enoch, an eight-year-old male, and Candy, a two-year-old
female. They came from Central Africa and cost over $1,000 each. Riding

450 BIKE CULT

 RECREATIONS

bicycles and giraffe unicycles, they earned about $250,000 a year around
1970, proving that monkey business pays off
While Charlie Chaplin, the original Tramp, never used a bike in his
best-known performances, there is a definite genre that has evolved
around the cycling tramp, seen in music halls, poster art, and motion pic-
tures. These
performers often start out as clowns, dressing in shabby, torn,
or misfit clothes. They mount any kind of pedal-cycle imaginable, includ-
ing high-wheelers,unicycles, multi-cycles, and especially bikes built to
fall apart.
Joe Jackson Sr. and Joe Jackson Jr. carried on a family tradition as the
"Cycling Tramps." Joe Jackson Sr. was bom Joseph Franz Jiranek in
Vienna in 1880, and began his career as a racing cyclist and bicycle polo
player. He created a silent comedy act called the "bicycle break-away"
and he performed artftil stunts on a bike with detachable handlebars. Joe
Jackson Jr. continued his father's pantomime in shows such as the Ice
Capades. Another former amateur racer and tramp cyclist was Jack
Natirboff, "The Bicycle Clown." He directed a "Bicycle Ballet" at the
1939 New York World's Fair and owned the Antique Bicycle Prop
Service.
The high wire act is one of the highlights of the circus, and many high
wire specialists have included the bicycle in this daring and sublime per-
formance.
wire High
cycling acts began in the early nineteenth century,
occasionally venturing outside the circus arena, with tight wires strung
between buildings and natural chasms. The 160-foot canyon at Niagara
Falls has been a popular site for cyclists since the famous Blondin crossed
it on a velocipede. Frank Donahue, known as "Professor Arion," was a
high wire cyclist from Indiana who crossed Niagara Falls safely, but fell
to his death at Ridgewood Amusement Park on Long Island in 1897. The
75-foot high wire was charged with 500 volts of electricity and illuminat-
ed his
costume and bicycle.
"The Great Wallendas," founded by Karl Wallenda with his wife
Helen Kreis, had one of the most daring high wire acts known. Wallenda
started as a trapeze catcher who developed his own high wire cycling act
and eventually joined the Ringling Brothers Bamum and Bailey
Combined Shows. His troupe included his children and grandchildren, as
well as Luis Murillo, a high wire expert from Chile. One of their creations
was the "human pyramid" in which Karl performed stunts while balanc-
ing aonbeam supported by two high wire cyclists. He usually performed
without a safety net, and high winds caused him to fall to his death in
1978 from a wire sfretched between two hotels in Puerto Rico.
The culmination of many circus cycling acts, especially among family
troupes, is to mount as many people as possible on one bicycle, known as
the bicycle ballet. One of the largest families to perform this trick were
the Six Frielanis, who appeared at Radio City Music Hall in 1962. Mr.
Frielanis held three children and their spouses on his shoulders, while two
hung out on both sides.
A beautiftil kind of bicycle ballet has emerged from Asia with the

BIKE CULT 451

BIKEABLE PLANET

cyclists making delicate, flowery formations, described as "the peacock

spreading its tail feathers... reputed to be one of the world's miracles.""
One of today's top circus cycling acts is performed by the Fujian
Acrobatic Troupe from the People's Republic of China. Promoted as
"Pedalist Perfection: Pedals Pumping, Paragons of Poise Perfectly
Perform Paramount Pyramids, Boldly-Balancing on a Bicycle Built for
Buoyant Bodies!" they traveled with the Ringling Brothers and Bamum &
Bailey Circus and appeared in the 121 st edition of the "Greatest Show on
Earth" at Madison Square Garden. The Ncm' York Times reviewer David
Richards described how the bicycle acts from China were a gentle respite
in a circus that was looking more like "an orgy of exquisite torture."

Clearly, this is no place to evoke the higher values. And that, I think, is
why the acrobats from the People's Republic of China register such a
novelty. They are polite. Their costumes are prim and on the loose-fit-
ting side.
Some are decorated with cloth roses... They don't do bicycle
tricks. They do a "bicycle ballet." One by one, then two by two, they
climb on a bicycle circling the center ring, until the passenger count is
fourteen. Never did a human pyramid appear so light, so delicate,
almost like those exotic paper flowers that spring from clam shells,
when you drop them in a glass of water. It's a lovely interlude, but it's
definitely at odds with the rest of the show, which emphasizes the
effort, not the ease, the dazzle, not the decorum.'^

Bicycle Ballet by the Fujian Acrobatic

Troupe, 1991. Ringling Bros, and
Barnum & Bailey Circus.

452 BIKE CULT

Part Four

Bike Culture

BIKE CULT 453

BIKE CULTURE

4 Public Image

imEHMll

SKlLJIiSIiiill^
Victor Cycles poster, 1899.

4S4 BIKE CULT

 PUBLIC IMAGE

The bicycle is the most civilized conveyance known to man. Other

forms of transport grow daily more nightmarish. Only the bicycle
remains pure in heart.
— Iris Murdoch, The Red and the Green ( 1965 )

The ungainly geometry and primitive mechanicals of the bicycle are an

offense to the eye. The grimy and perspiring riders of the bicycle are
an offense to the nose. And the very existence of the bicycle is an
offense to reason and wisdom.
—P.J. O'Rourke, Car and Driver ( 1984)

Pedaling Fashion
Bicycles have been a major influence on fashion, particularly in the popu-
lar development
of sportswear that fits active bodies more comfortably.
Bicycle history follows the trend towards less cumbersome clothing,
which acknowledges the body as a fashion statement in itself. Because
cycling is an activity that goes beyond sport into the realm of daily
lifestyles, many popular fashions have been inspired by the distinctive
forms and functions of cycling clothes.
The first major bicycle fashion for women was the revival of bloomers
in the 1880s. These ankle-exposing baggy knickers were originally made
in the 1850s by Amelia Jenks Bloomer of Homer, New York, an early
activist of the women's movement. They inspired the following rhyme,
from The Wheelmen of 1883:

Sing a song of Bloomers, out for a ride,

With four and twenty bad boys, running at her side.
While the maid was coasting, the boys began to sing,
"Get on to her shape, you know," and all that sort of thing.

Bloomers evolved into the rational dress worn by the "New Women" of
the 1890s. Rationals were slender suits combining knickers, jodpurs,
sports jacket, vest, high-collar shirt, and hat. They were revolutionary at
the time, though formal and prudent compared to styles today. With the
safety bicycle as new mode of mobility, women wanted healthier, less
cumbersome clothes. Bicycles brought the demise of those "murderous,"
"soul-confining" bustles and corsets that "robbed whales of their ribs,"
pinched women into an hour-glass figure, constricted easy breathing and
free movement, subjected women to fainting spells, and jeopardized both
Th« llatlenBl.
mother and child during pregnancy.' A commentator in Puck magazine of
August 7, 1895, claimed that, "The bicycle makers accomplished more for Rational dress. 1890s.
dress reform in two years than the preachers of that cult accomplished
since clothes began to be the fashion." In an exhibit of sportswear in 1986
at the Fashion Institute of Technology in New York City, which featured
Geoffrey Scene's sequined rainbow jersey pajamas from 1976, Sally

BIKE CULT 45S

BIKE CULTURE

Kirkland described the impact of cycling on fashion in "Sportswear For

Everywhere:"

It is possible that bicycling has had a greater impact on society than

any other sport in America except for the automobile. This new and
important independence was quickly reflected in bicycling dress.
Before the turn of the century, inappropriate trailing skirts gave way to
a rising hemline that exposed the calf Experiments were made with the
neglected bloomers of the 1850s and with flapping culottes. Sporty,
mannish details prevailed.

Rationals were followed by the pedal pushers of the 1930s, the casual
form-fitting pants cut around the knee. Bike shirts had a popular appeal in
the 1970s with the colorftal stripes, finish line checks, and functional
pockets of traditional racing jerseys. In the 1980s, bike shorts became a
mainstream fashion trend called "bike chic," and the athletic lycra look
continues into the 1990s, even though the dress code for shoppers at
Harrods department store in London now bans cycling shorts for men.
Fashion reviews of the 1980s attest to this phenomenon:

Call it cycling chic. Or two-wheel fashion. Or even pedal pants. But

the re-emergence of bicycling for ftm and exercise is bringing with it a
new fashion category — bicycle shorts. In trendy Los Angeles, where
casual wear is almost a given, individuals in spandex shorts can be
spotted in malls, bars, restaurants and other non-athletic locales.
Whether these people arrived on bikes is anyone's guess.
—Ad Age (February 6, 1986)

They take their cue from the messengers, those ten-speed demons who
careen down city streets in record time. But smart cyclists know that
Bike Chic demands more than just velocity, so they slip on aerody-
namic tights
and pull on bright tops to stay visible through the blur of
traffic. Here, a Bike Chic look.
—Women 's Wear Daily (April 9, 1986)

"Now in the Mainstream: Cyclist's Garb"

Once they were seen only on well-muscled young men who huffed and
puffed aboard their racing cycles along switchback roads connecting
Alpine villages. They still move in fast company, but not always on
bicycle racers.
We're talking about those sleek and aerodynamic Lycra stretch
pants, which like the sport of cycling, have become so popular in
recent years. These days racing pants — and shorts — can be seen on a
variety of non-racing types, including a lot of stylish young New
Yorkers who find them both sensual and comfortable in much the same
way as jeans are. They al.so offer a minimalist look, which after a
decade of nostalgic fashions seems fresh and sophisticated.

456 BIKE CULT

 PUBLIC IMAGE

Racing pants come mostly in black, although occasionally a colored

pattern can be seen; often, color takes the form of jaunty stripes. The
length varies from above the knee to well below it.
Usually the fabric is shiny, but not always. A couple climbing the
stairway at Bethesda Fountain in Central Park last week were wearing
racing shorts with matte finish. Very sporty.
It almost goes without saying that these streamlined garments —
which fit as tightly as anything that isn't skin possibly could — draw
attention to one's legs. Certainly the young woman strolling in Soho
not long ago was aware of that. She wore a transparent black pleated
modesty skirt over her stretch shorts. Good form.
— Bill Cunningham, The New York Times (August 23, 1987).

Recreational clothing for cycling enthusiasts has become wildly graphic.

Giordana clothing featured Disney stars, Mickey and Minnie, Donald
Duck, Goofy, and Pluto on their "G.S. Mickey" collection of jerseys,
shorts, gloves, helmet covers, socks, and head-bands. Tommaso's poly-
ester/spandex cycling shorts called Ciao Jeans are printed to look just like
worn-out blue jean shorts — without the zipper. Another eclectic, self-
reflective jersey-short combo, by New York fashion designer Nicole
Miller, has colorful, miniature pictures of bicycles and national and trade
teams jerseys on a black background.
Bicycle motifs appear in various kinds of body art, including tattoos,
hairdos, and body piercings. Bryan Konefsky, owner of the Connecticut
Bicycle Touring Center in Bridgeport, has a Campagnolo Super Record
1987.
derailleur tattooed on his arm. Shawn Nagel of Rapid City, South Dakota, The New
wore a punk hairdo for the 16th RAGBRAI with a map of Iowa shaved
into his scalp and the tour route colored in. Dirk Delmondo, a British
fashion designer turned bike designer, wears an earring made of bike
chain links.

Advertising
A popular image with an abundance of positive attributes, the bicycle is
widely used in the world of advertising to sell a variety of products and
ideas. Bicycles are graced with much symbolism including that of health
and fitness, personal freedom, self-sufficiency, social and ecological
responsibility, youth culture, and sex appeal.
With these virtues, bicycles have had little trouble selling themselves.
Bicycles inspired some of the most beautiful advertising posters at the
turn of the century, and today's bicycle boom has encouraged bike adver-
tisers
be to
ever more ingenious in their sales pitches. Bicycles have also
been popular for selling almost everything else that needs selling.
Bicycles sell soap, bread, beer, wine, whiskey, cigarettes, medical treat-
ments, fashions,
magazines, vacations, furniture, appliances, photographic
equipment, computers, automobiles, petroleum products, and nuclear
power. Because some of these products represent the antithesis of the

BIKE CULT 457

BIKE CULTURE

bicycle's virtues, advertisers have used the bicycle to "sell its soul."
The largest arena for advertising is sports, where companies sponsor
cycling teams and events. Cycling is considered the first sport to have
instituted professional salaries for team participants, who were originally
paid by bicycle manufacturers and promoters, and later by non-cycling
related {extra-sportij) companies. Products marketed with pro teams
(.r-^ include automobiles, gasoline, insurance, financial services, business ser-
vices, public
lotteries, telecommunications, computer equipment, televi-
sions, furniture,
kitchenware, household hardware, clothing, supermar-
kets, health
foods, beers, bottled water, soft drinks, saugages, ice cream,
and candy. With the team colors fashioned around those of the sponsor,
the riders appear as human-powered billboards on two wheels.
Cycling events are sponsored by newspapers, civic groups, and many
of the same companies that sponsor teams. The travel and recreation
industry uses bicycles in their advertising, most often to symbolize good
clean fun and a release from the stress of a workaday life. Here the
cyclists, usually couples, are riding along quiet country roads with stun-
ning vistas,
or on secluded beaches with a distant setting sun.
Advertisers have used several recurring bicycle themes through the
years. One of the first was the "New Woman" cyclist, who tends to bal-
ancetraditional
the feminine role in advertising where "sex sells," with
her independent movement toward equal opportunity and personal free-
dom. While
her fashions have changed with time, the bicycling woman
continues, the advertisers hope, to go shopping.

458 BIKE CULT

 PUBLIC IMAGE

Another popular theme in America is the old-world European flavor of

the bicycle. One recurring image is the cyclist seen from behind, carrying
a picnic basket full of groceries. The image probably originated in a mem-
orable photograph
by Eliot Erwitt, showing a father carrying his son home
from market along a tree-lined country road, which was later copied and
carried to extremes. In an advertisment for Stowells Armanac, the rider ^^^
has three wicker baskets loaded down with some eighteen bottles of wine,
and an ad for Bank America Travelers Cheques shows a tottering cyclist
carrying a dozen baguettes. One even shows a cyclist carrying a twenty-
mm
foot loaf of bread and a few pints of Heineken.
Since marketers have been collecting demographic statistics of con-
sumers,
have
they
watched various age groups pass the generation gap.
One of their favorite age groups is that of the Baby Boomers, the children
of the post-war population bomb, who came of age during the Hippie
youth movement and turned into the Yuppies of the 1980s and 1990s. As
this group became part of a health and fitness trend. Time magazine set
the pace by featuring an athletic thirty-something couple on racing bikes.

They've Switched Gears. Have You? The chance to sell your health
and beauty products to the most vital market of active men and
women, 23 million TIME readers. These dynamic Americans just
aren't turning to the standard media choices used by advertisers of
health and beauty aids. They do come to TIME for the colorful infor-
mation
keeps
that pace with all that matters in the 80s. Switch gears
and get up to speed with these fast-moving consumers. There's no bet-
ter place
to do it— with power and style — than TIME.

Advertisers have used cycling machines to suit their particular messages.

In the business world, tandem or multiple-rider bicycles have appeared in
a number of ads, to show unity between foreign trading partners
(Republic of Taiwan), to separate one pack of cigarettes from the rest
(Kool), or to show how a magazine balances editorial content with adver-
tising pages
(The New Yorker). One curious image, showing a push-me
pull-you tandem with both riders in business suits pedaling in opposite
directions on the same bike, was used by an advertising agency to sell
itself, suggesting that working with another agency was a "vicious cycle."
Unicycles have also been used to symbolize the difficult balancing act of
business and industry, typically between profit and people.
There are many mixed messages with bicycles used to create public
opinion, often for deceptive purposes. These are especially noticeable in
energy industries, such as oil and nuclear power, in which companies
attempt to clean up their public image by using the most energy-efficient
vehicle on earth. One example appeared in an advertisement for the
Exxon Corporation in Time magazine (1973), which encouraged
Americans to "Use your own energy — save the nation's. Bicycle! Also
make a habit of using mass transit. And encourage your friends to do the
same thing, too." Another example appeared in an ad for the Shoreham

BIKE CULT 459

BIKE CULTURE

nuclear power plant of the Long Island Lighting Company (Lilco). When
two concerned cyclists appear to ask, "Will it poison the air?" Lilco
replies: "The answer, of course, is no. Of all available fiiels, nuclear is the
cleanest. It's an environmentalist's dream. There is virtually no pollution
of our atmosphere." The ad makes no mention of the cost ("too cheap to
meter"), or the intended disposal site for radioactive waste (which hadn't
been decided), or the issue that eventually caused the plant to be shut-
down before
completion, how to evacuate the area when a meltdown
occurs — unless that was the purpose of showing the bikes.
Such cynical treatment towards the public rarely goes unnoticed by
cyclists, who gain power by using their own. In 1990, the Ethyl
Corporation, maker of a gasoline additive called HiTec 3000 Performance
Additive, ran prominent ads in The New York Times, The Washington
Post, and The Wall Street Journal, showing a photograph of a street full
of bicyclists in China, with the headline, "Some of the alternatives for
reducing automobile emissions aren't very practical for America." This
outraged energy economist and bike advocate Charles Komanoff, who
calculated that the scant number of U.S. cycling trips that displace car
trips already saved more gasoline than Ethyl's concoction could if it were
used in all of America's 141 million cars.^
For many cycling activists, car advertising is considered one of the
most disgusting forms of public propaganda. Automobile companies spent
some $2 billion on advertising in America in 1990.' They are so prevalent
in the media they even appear in Bicycling magazine, which averaged six
car ads per issue in 1993, with no less than 21 auto advertising pages in
the March 1994 issue." Cyclists refer to this as "car ad nauseam." In the
mid 1970s, when some alcoholic beverages were harmed from television
advertising, and cigarette ads were required to carry health warnings, a
group of bicycle advocates in Montreal associated with Le Monde a
Bicyclette, Citizens on Cycles, petitioned the Canadian Radio and
Television Commission to ban automobile advertising on the grounds
that, like smoking or alcohol abuse, car abuse is harmftil to one's health.
In England, despite regulations by the Advertising Standards Authority
against auto advertising promoting fast and aggressive driving, members
of the Cyclists' Touring Club reported in 1990 that "13 out of 64 car
advertisements now breach rules banning undue emphasis on speed."' In
London, other groups of cycling activists became so frustrated at the
increasing numbers of cars, not only in the street, but on roadside bill-
boards,
theythat
defaced, or "corrected" the advertising slogans. One par-
ticularly effective
graphic image used on auto billboards was the Grim
Reaper. An ad for Honda, that read "Perfectly Practical — Practically
Perfect" was changed to read "Perfectly Filthy — Practically Stationary."
When the Persian Gulf War erupted, cyclists hit car ads with the slogan
"No war for oil."

460 BIKE CULT

 PUBLIC IMAGE

The Cycling Press

There is much to learn and enjoy that revolves around bicycle culture.
Invention and technology, travel and fitness, sport and transport, politics
and business, passion and spirit — these are among the topics that the
cycling press has covered. A reciprocal system drives the public interest
in cycling. When bicycles flourish in the public mind, the bicycle industry
flourishes, which helps support cycling events and publications, and gen-
erates interest
in cycling in the public media. The main question regarding
this cycle is, who leads and follows? The press, the industry, or the peo-
ple? When
bicycles reached their Golden Age in the 1890s, they permeat-
ed almost
every aspect of daily life in the industrial world. In A Social
History of the Bicycle (\912), Robert A. Smith describes the bicycle's
popularity in the news media:

When I reached the decade of the 1890s I came upon material unique
in my experience as a researcher — not just pages but entire sections of
each newspaper were devoted to bicycle news.

The first periodical to specialize in cycling was Le Velocipede Illustre, Mgemetnm

ScderiondKhcn
Vulnjdirj
fponi
with issue No. 1 published in Paris on April Fool's Day, 1869. The fort-
nightly magazine
was founded by Richard Lesclide, a personal secretary
for the writer Victor Hugo. Though it temporarily ceased in 1872 after
162 issues because of the Franco- Prussian War, it was revived during the
Golden Age of cycling. France had the most bicycle touring and racing
journals in the 1890s, including two versions of Le Velocipede in Paris
and Grenoble, Velocipede Illustre, Sport- Velocipedique, Revue
Velocipedique, Veloceman, Veloce-Sport, La Bicyclette, La France
Cycliste, and Paris-Velo. Le Cycliste was founded by Velocio (Paul De
Vivie) in 1887 for cycletourists. while Le Velo and L 'Auto competed over
racing leadership after the turn of the century. French-language magazines
of the 1990s include Velo for sports, Velo Vert for mountain biking, and
LE Velcxo.
Velocite for urban cycling.
In the United States, the oldest magazine "devoted to the interests of aoJSE
cycling" is American Bicyclist, which traces roots to Frank W. Weston's
biweekly American Bicycling Journal, founded December 22, 1877, in
Boston, "when there were not more than 100 cyclists" in the U.S. In
November 1879, it was sold to Edward C. Hodges and became Bicycling
World, the leading publication during the early years of American
cycling, providing a forum for cycling enthusiasts, handling disputes in
the industry and sport, and serving as a popular advertising vehicle. It
became the official organ of the League of American Wheelmen, taking
in The LAW Bulletin (\i99). The American Cyclist (\S95), ?tnd The Wheel
(1901 ). Merging interests with motorcycling, the magazine was named
Motorcycle & Bicycle Illustrated (1906), and formed the offshoot Bicycle
News (\9\5). The Meyers family took over in 1921, renaming it American

BIKE CULT 461

BIKE CULTURE

Motorcyclist & Bicyclist (1925) and acquiring Motorcyling & Bicycling

World (1930).
AMERICAN When bicycles became popular again in the 1930s, David Meyers
received an ultimatum from two prominent American motorcycle makers
AND MOTOBCYCUSI
to chose between bicycles and motorcycles. Meyers chose bikes, and in
May 1934 the magazine's title was switched to American Bicyclist and
Motorcyclist. Subsequent acquisitions include Walter Bardgett's The
Cyclist, Otto Eisele's The Cycling Bulletin, covering news of the Amateur
Bicycle League of America (ABLA), and the NBDA Bulletin, official
THELAW. BUUFnNI
organ of the National Bicycle Dealers Association. When American
Bicyclist and Motorcyclist published its 100th anniversary issue in
December 1979, editor Stewart Meyers explained that it was actually two
years older, because the traditional founding date was set for Bicycling
World ( 1879), instead of the short-lived American Bicycling Journal

\l7HEfeLMEN (1877). Once the "world's largest bicycle trade journal," /Imer/caw
Bicyclist was sold in 1993 to Willow Publishing, and moved from New
York to Northbrook, Illinois. Its latest competitors include Bicycle
Retailer and Industry News (1992), BDS—Bicycle Dealer Showcase
(1970), and Bicycle Business Journal.''
BICVCU Bike magazines and newsletters in the U.S. have grown remarkably
since the 1960s. In the 1950s, when American cycling was in the dol-
USA drums,a only
few special cycling publications existed, such as newslet-
tersthe
by LAW, the ABLA, the NBDA, and regional clubs. From these
beginnings, after three decades of continuous growth. Bicycling, the
"World's No. 1 Road & Mountain Bike Magazine," has emerged with
some 380,000 subscriptions and 2.2 million readers in 1994.
Bicycling's roots come from the Northern California Cycling
Association Newsletter founded in 1962 by Peter Hoffrnan and Bill
Ziegler, which was renamed the American Cycling Nev,'sletter ( 1964) and
American Cycling (\965). The magazine was acquired by Harley M.
^mT^im^ Leete & Co. of San Francisco in 1968, and renamed Bicycling! the fol-
lowingwith
yearHoffrnan remaining as editor. Competition came from
the staid League of American Wheelmen Bulletin until early 1972, when
Bike World was introduced by Bob Anderson of Runner 's World, fol-
lowed
the by
racing-oriented Northeast Bicycle Ncm's by Barbara and
Robert George. In 1973, Bicycling! was bought by Allan Hanson of
Capital Management Publications in San Rafael, and Gail Heilman
became editor. In 1978, when the exclamation point was removed,
Bicycling was bought by Rodale Press of Emmaus, Pennsylvania, with

VeloNews Robert Rodale as publisher and James "Chuck" McCullagh as editor. In

1990, new offices were established in Soquel, California, to get closer to
the mecca of cycling, and in 1994 Mike Greehan and GeofT Drake became
publisher and editor.
Northeast Bicycle News started in Brattleboro, Vermont, reporting
regional races, and expanded into the national scene, changing its name to
Cyclenews in 1973, and then Velo-news in 1975. Competition for sub-
scribers ABLA
among racers came from Competitive Cycling (1972), Jim

462 BIKE CULT

 PUBLIC IMAGE

McFadden's rebel newspaper from Carson City, Nevada, which was

transformed into Cycling USA (1980), official organ of the USCF. In
1988, Velo-news was sold to Inside Communications (Felix Magowan,
John Wilcockson, David Walls), publishers of the short-lived, glossy
Inside Cycling {\9S7). With offices in Boulder, the redesigned paper
Wmina
became the award-winning, tabloid-sized VeloNews. The 20th anniversary Bicmf mm luusmna
issue (March 1992) traced the amazing progress of North American bike
racing.
Mountain biking magazines tend to capture the wild passions of
cycling and the popular trends in bike marketing. Charles Kelly's Flat
Tire Flyer (1979) set the sport in motion as a grass-roots vehicle for the
Marin County crowd. Then gangs of motorcyclists and BMXers in
Southern California took over the consumer market, led by Mountain Bike
Action (1985), from Hi-Torque Publications in Mission Hills, with the
"conservative" Roland Hinz as publisher and the "mountain-biking
Jesus," Zapata Espinosa, as editor. Nicknamed "Zap," Espinosa came to
fmmaxa
cycling via moto-cross. With his product-testing "Wrecking Crew," the
magazine was known for telling controversial truths. In the early 1990s,
while Zap moved to Rodale's Mountain 5jfe (1989), MBA led the indus-
tryadvertising
in pages worldwide, averaging 70 percent ads and 30 per-
cent editorial.
More mellow competition came from Dirt Rag (1989), pub-
lishededited
and by Maurice and Elaine Tiemy in Verona, Pennsylvania,
and Bike ( 1994) from Surfer Publications of San Juan Capistrano,
California.
From 1972 to 1994, over twenty mass-market bike magazines were
started in the U.S., but only about half remain, including Bicycling,
^^^
Bicycle Guide, Winning, VeloNews, Mountain Bike Action, Road Bike
Action, and BMX Plus, with a total of about 800,000 paid subscribers.
Between 1989 and 1991, cycling magazines had the largest gain in sub-
scribers
all categories
of according to the Audit Bureau of Circulations,
with Mountain Bike Action (100,000 in 1992) and VeloNews (150,000) in
the top four along with In Health and Utne Reader.
nkMBJaidncss
Roaming Thr Globe in the Ittformalwfi Agr
Touring and advocacy publications include Bicycle USA, official organ
of the League of American Bicyclists, and Adventure Cyclist, with Greg
Siple and John Schubert, which was formerly Bike Report. Technical
journals of past and present include Bike Tech (1982) from Rodale Press,
Cycling Science ( 1989), with Chester Kyle and Edmund Burke, and the
International Human-Powered Vehicle Association's HP VNews and The Women's Mountain Bike and Tea Society

Human Power, with David Gordon Wilson. For supine cyclists, there is
Robert Bryant's Recumbent Cyclist Nen's {1990); for low riders, there is
Lowrider Bicycle (1993); and for "twicers," there is Tandem Magazine
(1994).
Britain and Ausfralia both have fine English-language bike magazines Ofice/Vbooc
for enthusiasts, such as Bicycle Magazine (1981) founded by Richard ^1Q^A^lK-f1Ul?5Q^^^J^fEL
Ballantine, Cycling Plus with Andy Idle and Hilary Stone, and Australian
Cyclist, from New South Wales. The quarterly New Cyclist {19SS) created
by Jim McGum, became Open Road Ltd.'s Bike Culture Quarterly (1992)

BIKE CULT 463

BIKE CULTURE

with McGura, Alan Davidson, Ballantine, and Mike Burrows, and its
companion, Encycleopedia, tiie annual buyers' guide for the finest cycles
around. Covering sports are Cycling Weekly, which dates back to 1891,
and its monthly sibling Cycle Sport {\997>),and Tony Doyle's
Performance Cyclist International (1993). Mountain bikers have
Mountain Biker; for touring and advocacy there is Cycle Touring and
Campaigning, formerly Cycletouring, and London Cyclist, formerly Daily
Cyclist; historians read Boneshaker from Croydon, or Wheelmen from
New Jersey.
nJi Another way cyclists communicate is through the electronic veloway,
Ha.lll.WI.IU.-B.llK-J.HJta.HBHUTWTtlTI
with e-mail, bulletin board systems (BBS), and faxes. Using phone lines,
modems, and computers, people interested in bikes and cycling can corre-
spond through
e-mail, and spend hours reading messages on networks
such as the Well, Econet, and on local bike-only networks, such as
Bikenet (Missoula), Bikepath (Bloomington), and Bicycle Bulletin Board
(San Diego). By the mid-1990s, most large bike groups have gone on-
line, along
with magazines such as Bicycling and VeloNews.
In most bike magazines, the April Fools Day issue is something to read
Veloblatt careftilly for dubious articles. In 1993, VeloNews produced Mountain Bike
Distraction, a spoof of Mountain Bike Action, including "gratuitous crash
photos," a "Kalhnikrazy Roll Cage," the "Ibis Church of the Rotating
Mass," the "Litespeed Land Accessor," with defoliator, machete, fence
cutter, pump, and tire tool. As a comment on the trend of elaborate liabili-
Cyklister ty disclaimersin bike zines, this one stands out:

WARNING: Much of the action depicted in this magazine is potential-

ly dangerous,embarrassing or just plain stupid. Virtually all of the rid-
ers seen
in our photos are now paraplegics. Do not attempt to duplicate
any stunts that are beyond your own capabilities, unless of course
you're trying to impress your betty. Always wear a helmet as adver-
tised
MBD,
in preserve nature when it's convenient, avoid wilderness
areas except when there's a really good singletrack running through,
and wear appropriate neon-colored safety attire made by MBD adver-
tisers.

Bicycle messengers have produced a variety of hard-core grass-roots

zines which relate their special bicycle mentality. These include such
comic books as Jay Jones' Messenger 2P (1989) and Ed Hilyar's
Skidmarks (1992), and various newsletters, such as London's Moving
Target, New York's I.C.A. Newsletter (which became Road Kill), and San
Francisco's Mess Press and Mercury Rising. Mess Press was a one-off
F^hr Rod! zerox zine listing its editor as Joe Courier, with assistance by the "Peon"
Mike Bessenger. The whole bike culture scene flowered in San Francisco
in 1993, with Xeroxed zines such as Broken Spoke, Mud Flap, and
Bicvcle Siren.

464 BIKE CULT

 PUBLIC IMAGE

LE VELOCIPEDE
ILLUSTRE

HEELMEN

"Hffffllfe
'UB^SttB
Mercury w^ ^in£
'Don't lull the messenger"

BIKE CULT 465

BIKE CULTURE

15 Living and Loving

Love lovers ride bikes! Collage by James Holcomb. 1988

466 BIKE CULT

 LIVING AND LOVING

Are you here alone?

No, I came with my bicycle.

Childhood

For many people, riding a tricycle is among their earliest memories of

existence, and for many children, a bicycle plays a big role in the passage
from dependency towards self-sufficiency and grown up responsibilities.
A major step in a child's growth can begin with the transition from a
tricycle to a bicycle with training wheels. Learning to balance on two
wheels may be a scary, awkward, or frusfrating experience, but once
accomplished through practice and patience, it is a joyous, rewarding
moment.
Owning a bicycle is a big part of many a child's development, with the
grown-up responsibilities of bike care and repair, and choosing and
acquiring the bike that works best. Many youngsters begin to ride hand-
me-down bikes shared with siblings, and one's own first bike can be a
revelation. When a "Streetwise" reporter asked a handful of people in
Palo Alto what their favorite holiday memory was, one person replied: "A
bike. I got my very first bike when I was four or five, and I still believed
in Santa Claus. I hopped on it and rode it into my parents' room at about 5
A.M., yelling 'I got a bike! 1 got a bike!' at the top of my lungs. That's my
favorite Christmas memory, but probably not theirs.'"
Oftentimes it is not until a youngster has earned his or her bike that he
or she begins to treat it with care. The common childhood scenario of
America's baby boom generation was to be given a series of red Schwinn
birthday gifts (i.e., a Sting-Ray at seven years, a Varsity at ten, a Le Tour
at thirteen). The first thing a kid did was to race down hills practicing
crashes at the bottom. A few years later, when he'd paid for a used Frejus,
Legnano, Peugeot, or Raleigh with his own paper route and lawn mowing
money, the bike was handled with utmost care. Community recycle-a-bike
projects provide a good way for children to earn their own bike by learn-
ingrepair
to used and donated bikes.
As a child, Henry Miller, author of Tropic of Cancer among other
books, considered his bike an "eternal friend he all but slept with." In My
Bike & Other Friends, Miller recounted how his best friend emerged as a
result of his first love;

Believe it or not, it was my bike. This one I had bought at Madison

Square Garden, at the end of a six-day race. It had been made in
Chemnitz, Bohemia and the six-day rider who owned it was a German,
I believe. What distinguished it from other racing bikes was that the
upper bar slanted down towards the handle bars.
I had two other bikes of American manufacture. These I would lend
my friends when in need. But the one from the Garden no one but
myself rode. It was like a pet. And why not? Did it not see me through
all my times of trouble and despair?

BIKE CULT 467

BIKE CULTURE

...As we spun along (me and my double) I went over these funda-
mentalbackwards
facts and forwards. It was like studying a theorem in
algebra. And never once did I run into a compassionate soul! I became
so desolate that I took to calling my bike my friend. I carried on silent
conversations with it. And of course I paid it the best attention. Which
meant that everytime I returned home I stood the bike upside down,
searched for a clean rag and polished the hubs and spokes. Then I
cleaned the chain and, greased it afresh. That operation left ugly stains
on the stone in the walkway. My Mother would complain, beg me to
put a newspaper under my wheel before starting to clean it. Sometimes
she would get so incensed that she would say to me, in full sarcasm,
"I'm surprised you don't take that thing to bed with you!" And I would
retort — "I would if I had a decent room and a big enough bed."
I took care of my wheel as one would look after a Rolls Royce. If it
needed repairs I always brought it to the same shop on Myrtle Avenue
MTBIKE run by a Negro named Ed Perry. He handled the bike with kid gloves,
& you might say. He would always see to it that neither front nor back
OTHER wheel wobbled. Often he would do a job for me without pay, because,
FRI£M>S as he put it, he never saw a man so in love with his bike as I was
...After a time, habituated to spending so many hours a day on my
bike, I became less and less interested in my friends. My wheel had
now become my one and only friend. I could rely on it, which is more
than I could say about my buddies. It's too bad no one ever pho-
tographed
with my
me "friend." I would give anything now to know
what we looked like.^

Bicycling is one of the best ways for youngsters to get to know the world,
whether it is the local neighborhood or far-away places. Activities such as
club rides, bike racing, and organized touring can transform a child rather
quickly into a self-sufficient young adult. An ideal initiation rite for early
teens, bicycle touring enables youngsters to leave the nest for a few weeks
or months, making new friends and experiencing new places. Franklin D.
Roosevelt spoke about his youthful cycling experiences with the
International Youth Hostels: "I was brought up on this sort of thing and
realize the need for hosteling. From the time I was nine until I was seven-
teen
spent
I most of my holidays bicycling on the Continent. This was the
best education 1 ever had, far better than schools. The more one circulates
in his travels the better citizen he becomes, not only of his own country
but of the world."'

468 BIKE CULT

 LIVING AND LOVING

Love and Sex

The line is man

the circle woman.
Bisexual bicycle
earn' us on the diamond frame
on the sounds of wheels
by the silent work
of cable chain and gear
to deeper distances.
Link us to our double selves.
— Peter Cummings, "Going Bicycle" (1979)

Bikes are often present in the awakening passions of youngsters, in bring-

ing people
together for romance, and they appear in some curious mar-
riage traditions.
Bikes are sometimes considered a passion unto them-
selves,
they
andappear in numerous erotic stories and images which sym-
bolizethe
both
freedom and oppression of various sexual relations.
Bicycles are often part of the sexual discoveries of adolescents, as in the
following Ozark folktale called "Riding His Cross-Bar:"

One time there was a country girl and she had stayed pretty late at the
swimming hole. Young Tom Harper was fetching her home in the dark
and all she had on was a bathing suit, you know how it was done in
them days. A boy had a bicycle and the girl would climb on the cross-
barfront
in of him. This way he could put his arms around her to reach
the handlebars. Sometimes he'd go over bumps and make sharp turns
so she'd hold on tighter.
Tom was a-riding pretty lively that night and him and her was pretty
red-faced and panting when they got to her house. The next morning
she was telling the folks about what a wild ride they had through the
trails. "I would have fallen off sure" she said, "only I held on to Tom's
arms and wrapped my legs around that cross-bar."
The girl's old pappy listened to her a-talking, and after a while he
says, "Daughter, if I was you, I wouldn't say no more about holding
onto that cross-bar." The girl says that's exactly what happened and
surely there ain't no harm in telling the truth. The old man just kind of
winked at her. "Daughter," he says, "what you had a-hold of is your
own business, and I ain't asking questions, but everybody knows Tom
Harper rides a girl's bike."
The girl turned red as a beet when she heard that, because she knew
that a girl's bike had no cross-bar, and she had some idea of what she
was a-riding on.

BIKE CULT 469

BIKE CULTURE

Perhaps the most heartwarming aspect of bicycles is their use as a vehicle

for traditional romance. Bicycles have been a part of a few rather amusing
marriage rituals. In traditional cycling ceremonies, the wedding party
meets the bride and groom while holding bicycle wheels instead of bou-
quets,
tossing
and ball bearings instead of rice. In China, it is said that a
young man must be able to offer his bride "the three things that go round:
a watch, a sewing machine, and a bicycle." There are also "certain roman-
tic rules
for bicycling," according to Zhou Youma in his "Ode to the
Bicycle."

If a young woman agrees to the offer of a little outing on the back seat
of a young man's bicycle, I am told, it is a sign that she will allow him
to "court" her. If she hugs the young man's waist tightly as they pedal
along, it's a good sign that the courtship is very successful. And, if she
sits on the crossbar between the handlebars and the young man, it is
definitely time to talk of marriage.
The romance of the bicycle doesn't end with courtship, however.
This can be seen from the number of threesomes on bicycles all over
the country. The baby is usually on the crossbar in a bamboo chair;
papa doing the pedaling; mama on the rear seat. (Passengers are forbid-
denbicycles
on and people have been known to get fines in busy
downtown districts, but, generally, and especially on holidays and
evenings, the police just look the other way.)
And in a few short years that little tyke will be learning to ride his
own bike. Perhaps as a teenager he'll become a speed demon terroriz-
ing the
highways, only to mend his manners drastically when he starts
courting a girl. Some years more and he'll be the sober father of a fam-
ily, commuting
to work on two wheels, enjoying the passing scene —
and complaining about the recklessness of the young!'

Bicycles are a part of many love songs, and the most popular bicycle song
from the 1890s is "Daisy Bell," or "A Bicycle Buih for Two." The song
was written in 1892 by the Englishman Harry Dacre after an ocean voy-
ageNew
to York, where a U.S. Customs officer made him pay duty on his
bicycle. While complaining about the cost, a friend remarked, "You're
lucky it wasn't a bicycle built for two." Something in the way he said it
inspired the song, and "Daisy Bell — A Bicycle Built for Two" became a
stylish hit in London, while its melody was played at the wedding of the
Duke of York.

(Chorus)
Daisy, Daisy, Give me your answer do!
I'm half crazy all for the love of you!

Harry Dacre, author of "Daisy Bell," It won't be a stylish marriage,

or "A Bicycle Built for Two." I can't afford a carriage.
But you'll look sweet upon the seat
Of a bicycle built for two!

470 BIKE CULT

 LIVING AND LOVING

Two years later, Harry Dacre wrote a sequel entitled "Fare- You- Well
Daisy Bell," perhaps as his fondness for "Daisy" had waned.

Fare you well Daisy Bell, I ride alone

Fare you well sweet-heart, Thus we have to part
Say good bye. Do not cry
When your lover's gone
Now I mean, to have a machine
Especially built for one.

"Daisy Bell" continues as a sentimental song performed by Mitch Miller,

Dave Brubeck, and HAL 9000, the computer in Stanley Kubrick's film
2001: A Space Odyssey (\96%). It also plays in Spokesong(\915), an Irish
musical play described as "a love affair with a bicycle," with script and
lyrics by Stewart Parker. Another love song with a bike in the middle is
"Pedal Pushin Papa" (1955) by Billy Ward and his Dominos:

Any way you like I'll ride your bike if you'll only let me try
Just tell me when, and I'll begin, a Pedal Pushin Papa am I
You can ride the bar beyond the stars we'll go sailing through the sky
Like Jack and Jill we'll get a thrill, a Pedal Pushin Papa am I
I'll saddle that saddle like Autrey, and bounce along like Fitzgerald,
and when the trip is over, you'll know that I was there
So if you decide you want to ride I will gladly be your guide
Just ask for Dan, the lover man, a Pedal Pushin Papa am 1.

Tom Waits crooned about his broken heart in "Broken Bicycles" from the
Francis Ford Coppola movie One From the Heart (\9%2):

Broken bicycles, old busted chains

Rusted handlebars, out in the rain.
Somebody must have an orphanage for
all these things that nobody wants anymore.
September's reminding July
It's time to be saying good-bye.
Summer is gone, but our love will remain,
Like old broken bicycles, out in the rain.

Broken bicycles, don't tell my folks

Of all those playing cards, pinned to those spokes.
Lay down like skeletons, out on the lawn.
The wheels won't turn when the other half s gone.
Seasons can turn on a dime
.^^
Somehow I forget everytime. I KkIEW
it*
For the things that you've given me, will always stay.
Broken, but I'll never throw them away. ScottFriedland.

BIKE CULT 471

BIKE CULTURE

Many people search for a husband, wife, sex partner, soul mate, or
cycling companion through personal want-ads and mating services. When
called upon to describe themselves and what they seek, sometimes just
"cyclist" is enough, because the word represents a way of life encompass-
ing body
and mind, with shared activities and social relations. Cycling
personals and mating calls appear in various club newsletters and local
newspapers.

SWF, 25, cyclist, looking for someone who loves cycling as much as I
do.

Smart, left wing, cycling woman seeks smart, left wing, cycling man.

Handsome SAM, artist, charming and literate, cyclist and cat lover,
seeks earthy creative woman with varied wardrobe.'

There are various bicycle groups for singles, swingers, gays, and lesbians.
Different Strokes is a San Francisco-based club for "bi-cyclists and gay-
cyclists" with hundreds of racing and touring members. In San Francisco,
an all-women messenger service appeared in 1993 called Lickety Split
Delivery, along with a women's cycling zine called Raw Vulva. For femi-
nists who
want nothing from the opposite sex, there is a popular saying:
"A woman needs a man like a fish needs a bike."
Bicycles became involved in the issue of reproductive freedom when
anti-abortion protesters used Kryptonite bicycle locks to illegally lock the
doors of health clinics, while locking themselves to parked cars.
Kryptonite reported calls from police trying to break open the locks. In
1991, when the U.S. Supreme Court ruled that govemment-ftmded family
health clinics could not give advice on abortions, known as the "gag rule,"
a group often women and one man organized the 4,000 mile trans-
America "Reproductive Freedom Ride." Andrea Rose Askowitz said,
"Using our own power riding bicycles is symbolic not only of a woman's
need to have power over her body, but also of her ability to possess that
power. We're not only talking about abortion. We'll talk on a personal
level about all reproductive issues and hopefully fmd some common
ground on issues such as caring for a child once it is bom.""
Lovemaking is expressed in many ways and as a platform for such
activity bicycles allow for many positions. Young lovers tend to mount
themselves on a single bike, while more mature couples ride a tandem.
Opinions differ as to whether the masculine or feminine rider should steer
at the front or stoke at the rear. Other couples prefer the side-by-side
Velocipedienne, by Man Ray, 1950.
"sociable" position, such as on the Buddy Bike, though many single riders
find more pleasure with their own device. One bicycle maker claimed, "It
has been our aim to build a bicycle which a man or woman could ride and
still be a Christian. If we have not succeeded you can easily prove it.'"
During the early days of cycling, as young Victorian women aban-
donedchaperons
their there were countless romantic cycling stories, with

472 BIKE CULT

 LIVING AND LOVING

titles such as A Ride for a Wife, and H.G. Wells' "bicycling idyll" Wheels
of Chance (\S96). Then came the controversial writers of the early twenti-
eth century,
with Marcel Proust, who wrote of a "Bacchante with the
bicycle,"' and James Joyce, who wrote about a "Bisexcycle bunch.'"
Christopher Morley described how bicycling can be a replacement for
sexual lust. He suggested that the initials of the Cyclists' Touring Club
(CTC), which appeared on British road signs and bed and breakfast inns,
were actually the initials for the "Club Terrestre de la Chastete." He wrote
that, "To see before one a forked or meandering road, a wedge-towered
Norman church in the valley, to explore the fragrance of lanes like green
tunnels, to hear the whispering hum beneath you and the rasp of scythes
in a hayfield, all this might well be homeopathic against passion, for it is a
passion in itself"'"
Eventually the automobile, with its infamous back-seat, came to
replace the bicycle as the symbolic vehicle of romance. But the sexual
KEY
EXCHANGE
revolution of the 1970s, which coincided with the bicycle boom, brought
public awareness of sexual behavior. Bicycle T-shirts appeared that read
"Put Something Exciting Between Your Legs," "Cyclists Pump Harder,"
and "Your Pace or Mine."
Movies and theater have included bicycles as part of love scenes, such
as in Billy Wilder's mixed comedy Some Like it Hot (1959) with Marilyn
Monroe and Tony Curtis using bikes in their romantic rendezvous with
Jack Lemmon and Joe E. Brown. Threesomes share love and bikes in
Fran9ois Truffaut' s Jules and Jim ( 196 1) with Jeanne Moreau, in Butch
Cassidy and the Sundance Kid (1969), with Paul Newman riding
Katherine Ross to the tune of Burt Bacharach's "On a Bicycle Built For
Joy" (a version of "Rain Drops Keep Fallin' On My Head"), and in Kevin
Wade's Key Exchange {\9S0), with sex performed on a bike.
In September 1989, Bicycling magazine held a readers' "Sex Survey,"
which received 1,675 replies, 80 percent from males. It was their biggest
response to a survey and their most popular issue ever. Of the cyclists sur-
veyed,
percent
84 of those cyclists thought about sex while riding and 66
percent said cycling made them better lovers. Sixty-two percent had suf-
fered from
genital numbness on long rides, and 43 percent had postponed
rides to have sex. Twenty-eight percent had met a partner through cycling,
and fourteen percent had had sexual encounters during a rest stop. While
cycling, men were more likely to think about sex than women. While hav-
ing sex,
women were more likely to think about cycling than men. The
average respondent cycled 4.41 times per week, and had sex 2.98 times
per week.
"Bike riding as little as three miles a day will improve your sex life,"
wrote Dr. Franco Antonini in the Sun (August 24, 1993) after studying
100 couples in Naples, Italy. He found that the act of balancing, the
heightened alertness, and the rhythmic exercise stimulates testosterone
and esfrogen secretion. He correlated the heavy bicycling habits of
Chinese, who suffer fewer sexual dysfunctions, with their astounding rate
of procreation.

BIKE CULT 473

BIKE CULTURE

Bicycle seats have the greatest erotic appeal for most sexual persua-
sions. Pomographers
have used the saddle's shape as an obvious phallic
symbol with the tip used for pubic stimulation, and lesbians have
described a certain kind of affection for the bicycle seat. One rumor
reported on the radio claimed that when the actress Jody Foster was
attending Yale University she had her bicycle seat stolen at least once a
week by her "wimyn" admirers. The poet John Betjman wrote an epigram,
which may be relevant:

I think that I should rather like

To be the saddle of a bike

In Nicholas Baker's novel Vox ( 1991 ), a couple who have never met have
phone sex, and the man describes his organs in bicycle terms:

I get so horny that I look down at my cock-and-balls unit, and it's like I
could take the whole rigid assembly and start unscrewing it, around
and around, and it would come off as one solid thing, like a cotterless
crank on a bicycle, and I would hand it over to you to use as a dildo.

In M. Masud R. Kahn's "The Evil Hand," the bicycle's sado-masochistic

erotic potential is explored:

...I was really quite taken aback to find she had completely undressed
herself and was seated naked on the cycle. She asked me with a trem-
bling, excited
voice: "What posture shall I take? Please tie my hands to
the handlebars." I felt she was taking over my initiative. I went down,
.% ^Af found some string, tied her hands to the handlebars, and asked her to
stick out her bottom and try to touch one of the parallel pedals. I told
her again: "This is a 'contest.' If you fail to touch the pedal, I will give
you one stroke per failure with this branch/stick." She replied laugh-
ingly: "And
if I do succeed, what can 1 do to you?" 1 said: "Whatever
you please." Well, she couldn't touch the pedal and I gave her one
stroke. She tried again and again and 1 realized I had beaten her nearly
ten times. 1 had also taken off my clothes by now. It was not so much
an orgy, as being possessed, without any awareness of her or myself.."

Traditional gender-based roles are changing and as women gain more

equal rights some men's roles are being tested. Village Voice sports writer
Joel Del Priore gave an insider's account of a macho cyclist who ran into
a female Lycra-clad racer in a story called "Tour de Bergen."

...WHOOSH! She//tni past me as if I were backpedaling. even turned

and sneered. Couldn't have been more than 20 years old, a powerfully
r^/^0 /v\£SS pRCSS built woman, wearing almost the same outfit I had on, riding a different
bike (a McDonnell Douglas-Mitsubishi hybrid, 1 think). She sliced in
front of me, opened up a 15-yard lead. I pumped harder, pulled to with-

474 BIKE CULT

 LIVING AND LOVING

in a few feet of her.. .and then I saw it. First let's say when it comes to
viewing women as objects I generally fall somewhere between Jim
McMahon and the Beastie Boys. But on the whole I'm pretty liberated.
Yet...damnit, I'll be the first '80s guy to come out and admit it— I get
off on women's sweat. There's something about a perspiration stain on
the back of a woman's T-shirt, extending down from the shoulders in a
V with the point disappearing into her shorts that turns me into one big
piece of throbbing gristle. Get me a bottle of Gabriella Sabatini's sweat
and I'll start a new religion.
And that's exactly what I was staring at with this amazon in front of
me. Something snapped upstairs. My body ripped off the cap of an
adrenaline six-pack, a surge of power rocketed into my legs as I pulled
even, then exploded past her. God, what a feeling! I thought I was
opening up a nice lead but then we hit a hill, I fumbled with the gears.
She swept past me again, obviously a great climber.
"BRAZEN WENCH!" I yelled, but she ignored me. The game was
on!...
An exit out of the park popped up ahead and by a sort of mental
telepathy only bikers can understand we both knew that would be our
finish line. I kept the lead another minute but I could feel her closing in
for one last charge, her hot sensuous breath on my neck. She was only
a bike length behind now but pulling closer.. .closer.. .She was practical-
ly goosingme, my breath was coming in quick gasps, my brain had
degenerated into Cream of Wheat, saliva drooled fi-om my mouth.. .100
feet...50...25...
Then I saw the light changing, the Mobil Oil truck started to roll
into the intersection and — a millisecond of decision time — I hit the
brakes and skidded sideways into a bunch of evergreen bushes.
"Nice ass!" she yelled as she detonated through the intersection.
B/cyde Race, from Queen album, 1978.
She dipped past the truck's front grill, the driver blasted his horn, she
Courtesy Rainbow Productions.
gave him the finger, and then she just disappeared down the road.'-

BIKE CULT 475

BIKE CULTURE

6 Bicycle Mind

T-shirt, 1975, courtesy of R. Crumb and Triple-E Cyclery.

476 BIKE CULT

 BICYCLE MIND

Act Bicycle!. Speak Bicycle!, Write Bicycle!. Advise Bicycle!, Impact

Bicycle!. Meet Bicycle!, Recruit Bicycle!, Persist Bicycle!, Subscribe
Bicycle!, Communicate Bicycle!
— Roger Herz, Bicycle Transportation Action

Ride a bike, ride a bike, ride a bike.

— Fausto Coppi.

Cycle-Logical People
Cycling inspires ways of life for many kinds of "bicycle people." There
may be about a million people in the world who, in one way or another,
consider themselves true, hard-core bike lovers, and bicycle people have
been stereotyped and categorized by various pundits. These include the
machine-minded "techno-freaks" who love all the equipment, the old-time
cycle collectors or "'veterans" who keep bicycle history alive, the competi-
tive cyclists
who ride for bicycle glory, the cycle sport fans, known as
tifosi in Italy, who follow their heroes, the perpetually pedaling "mileage
junkies" who "ride, eat, and sleep," and the bicycle activists who ride for
the velorution.
Bicycles fit into many alternative lifestyles, and mountain biking has
inspired some notable backwoods folk heroes, such as "Mountain Larry"
Hibbard, who lives in the Santa Cruz Mountains. A bicycle cuh group
called the Wild Mustangs, near Austin, Texas, shares the motto: "Live to
Ride, Ride to Live." In creating a post-petroleum culture, they ride klunk-
er bikes and won't wear plastic clothing. A nomad named Kelso from
Eureka, California, specializes in delivering verbal messages by bicycle.
He was last seen wearing a black pea-coat with felt top-hat, riding a tan-
dem modifiedfor his bedroll, on his way from Areata, Ca., to Florida,
saying, "I love the life I live. When I'm on my bicycle it's like a fish in
the water or a bird in the air— it's very similar to flight."'
Cycling columnist Sundown Slim described the possible lifestyles for
the mostly male "Serious Cyclist." He included the "Basic Jock" racer,
"Hardcore Harry" the fanatical cycletourist, "Supertech Sid" who "quotes
Pee-Wee Herman, from Pe^VJes'% I
technical specs to six decimal places," "Mr. Natiu-al" vegetarians who
Adventure.
believe crashes are caused by "negative thinking," "Good Old Boy"
mountain bikers who sport red bandanas and handlebar moustaches, and
"Balloon Tire Bobby" with spiked hair and a ghetto-blaster. He also sug-
gestedtohow
live the life of the "Joe Journalist," "overweight, overage,
and underpaid" character who writes a column in bike magazines, "full of
clumsy sarcasm about people who actually ride their bikes."-

People talk about the addiction of cycling as they would other drug or
alcohol habits. Those inflicted call themselves bikeaholics.

Are you late or missing at work because of biking? Does your biking
cause financial difficulties for your family and loved ones? Do you

L BIKE CULT 477

BIKE CULTURE

bike to build self-esteem? Do you find yourself biking more and more
just to relax? Do you push biking on others, and feel uncomfortable
when others don't bike? Do you bike first thing in the morning? Do
you bike to forget your problems? Do you resent those who want to
stop you from biking?

To describe the special symbiosis people have with bicycles, the Irish
novelist Flann O'Brien proposed a kind of "Atomic Theory" in The Third
Policeman:

The gross and net result of it is that people who spend most of their
natural lives riding iron bicycles over the rocky roadsteads of this
parish get their personalities mixed up with the personalities of their
bicycle as a result of the interchanging of the atoms of each of them
and you would be surprised at the number of people in these parts who
nearly are half people and half bicycles.... And you would be flabber-
gasted
the number
at of bicycles that are half-human almost half-man,
half-partaking of humanity....

Many bicycle people are mentioned somewhere in this book. Some

deserve special mention here for being particularly good examples of
cycle-logical people.

Alfred Jarry (1873-1907) was a bicycle "Pata-Physician" who wrote two

bicycle classics, "The Passion Considered as an Uphill Bicycle Race" and
Le Surmdle. He was a scorcher with the poetic license of a prophet. His
life was short, self-abusive, and tragic, and in his absurd creations we find
a bicycle spirit. Jarry created Pataphysics, which he described as "the sci-
ence
theofreahn beyond metaphysics, as far beyond metaphysics as
metaphysics lies beyond physics — in one direction or another." One of his
creations, the Pataphysical Calendar of the Almanach du Pere Ubu, has a
month named Pedale and a holiday celebration for Superman, called the
Fete of Saint Andre Marcueil, the ascete cycliste. Pataphysics allowed
Jarry to carry a pistol and drink absinthe or ether, and it allowed him to
ride a Clement Luxe bicycle, which he bought on credit and on which he
never paid all the installments.

Ellen Fletcher is a fine example of a citizen who has helped make her
owTi region a bicycle-friendly place. Through her involvement in the
affairs of local government, serving on the Palo Alto City Council, apply-
ing persistent
attention to ordinances she helped create, Fletcher helped
implement higher standards for bicycle roadways and parking sites in
Palo Alto and Santa Clara County, which has influenced other activities in
California, North America, and the world at large. John Dowlin of the
Alfred Jarry's calendar included the
month of Pedak.
Bicycle Network once wrote that "Ellen has done as much for bicycling
as Greg LeMond, at least in the U.S."'
Unlike many politicians who tend to reap power and privilege from

478 BIKE CULT

 BICYCLE MIND

public service, her work in bicycle transportation has little glamour; her
rewards are of the Mother Teresa variety. Like many bicycle advocates,
Fletcher lives a "low impact" lifestyle, using her bicycle and mass-transit
for mobility. Her practical bike is equipped for handing out leaflets and
newsletters, and her 30-year-old car consumes less than ten gallons of
gasoline per year.

Robert "Bicycle Bob" Silverman ( 1934-) is a velorutionary from

Montreal and one of the most genuine, visionary bicycle activists in the
world. Bicycle Bob has laid down in rush-hour traffic smeared with fake
blood to protest the "auto-cracy." He went to prison for painting unoffi-
cial bike
paths, and set up the first organized bike tours of Vietnam. He
believes that cyclotherapy is the cure for auto-eroticism. He describes
himself with a poem:

Killed by a car
Reborn by bike
That's the story of my life Ellen Fletcher in Palo Alto.

Freddie HofTman is close to being one of the first humans to have cycled
a million miles, which he is hoping to accomplish in 1995. He says, "I do
nothing but ride, eat and sleep." When not riding, Hoffrnan lives with his
father in northern New Jersey, and works as a part-time church caretaker.
As a youth he was diagnosed as having a "mild brain dysfunction" which
he says was "just enough to make my life miserable as a child. The world
is mean to a child who's different. It's very frustrating when people put
you down for something you can't help.""
Hoffman began riding his tricycle at age five, doing an estimated 1,800
miles his first year on a one-third mile loop around his home. He started
properly recording his mileage on calendars and grade school composition
books when he got an odometer on his seventh birthday. The next year he
rode his first century in ten hours on a Schwirm Sting Ray, and at fifteen
he got a Sears Free Spirit five-speed. He broke about a half-dozen of these
frames (they were guaranteed and replaced for free), riding about 700
miles a week.
He says that "every year was basically the same, the numbers just kept
getting bigger and bigger," until his "catastrophic period" in 1979 when
he tore a tendon in his knee. For a while he felt miserable. He said his
unused energy kept "backing up," and he couldn't sleep at night. He
adapted to one-legged riding, doing 115 miles on his first ride. Another
missed day of riding, due to a bad cold on March 31, 1985, ended a record
sfreak of riding 778 consecutive days. His endurance, once tested on an
ergometer, is reported to be greater than the top Tour de France riders.
In the late 1980s, he was averaging over 950 miles a week on a 50-
pound Schwinn Super Le Tour with fenders, upright handlebars, front and
rear racks, a five-digit odometer, a thermometer, generator lights (with
brake light), and various air horns. The name of his mother, Ruth

BIKE CULT 479

BIKE CULTURE

Hoffman, was painted on the top tube as a memorial. He was not wearing
a helmet, because of his "sixth sense," and was not wearing fancy cycling
clothes. He had a hand-drawn map with a 120-mile circle around his
home that marks the farthest he can ride in one day before turning around.
He says that if he were placed blindfolded anywhere within the circle he
could find his way home. Imagine — he is probably riding right now.

Jacquie Pheian ( 1955-), is a gonzo feminist mountain biker from

Fairfax, in Marin County, California. Nicknamed "Alice B. Toeclips," she
founded WOMBATS, the Women's Mountain Bike and Tea Society, and
its Camp Winna-WOMBAT for teaching cycling to women. One of the
ten best mountain bikers of all time according to Mountain Bike Action,
Phelan won the NORBA National Championship title in 1983, 1984, and
1985, and is competitive in masters racing a decade later. She is famous
for subverting sexist stereotypes by wearing pink lycra, and by posing for
bike makers' advertisements wearing almost nothing but mud.
The spirit of cycle-logical consciousness-raising comes through in
Phelan's writing for magazines. Regarding the "dude/gal imbalance," she
proposed two prices for bikes, since women with the same ability make
59 cents to the man's dollar, and then imagined all the guys "going for the
discount, sporting falsies." Her epiphany came when she finished sixth
place in a race and was mistakenly given the $400 men's prize instead of
Jacquie Phelan, founder of the the $46 women's prize. Describing the "unseen (though sharply felt) fac-
Women's Mountain Bike and Tea tors that
conspire to slow a gal's entry and progress in bicycling," she
Society. says, "I think of them as hurdles because I love leaping over them or kick-
ing themdown. Guys don't notice the barriers, because the hurdles aren't
on their side of the track."'

Bicycle Craze, by Frederick Opper, 1896

480 BIKE CULT

 BICYCLE MIND

The Wheel and the Way

Through the symbols of the wheel and the journey, bicycles provide a
means of attaining spiritual wisdom and the cathartic "sweet spots" of
life. Bicycle culture has its major influence in Christianity, though many
other religions have played a part. Some religious cultures, such as Islam,
ban the use of bicycles, especially for women who are not allowed to
straddle a bike for fear of sexual excitement or infertility, even though
Muhammed never spoke of the bicycle.
In the beginning, the bicycle was one of the deities of the industrial
revolution. Bicycles brought conflicts with the Christian practice of
observing the Sabbath, as cyclists took to the roads on Sundays when they
were supposed to be in church. Preachers sermonized against cyclists,
calling the velocipede a "beast-riding hell-of-a-pede," or, according to a
Baltimore preacher, a "Diabolical Device." Roman Catholic clergy were
not officially allowed to ride bicycles until 1894, when Pope Leo XIII
decreed it acceptable behavior. Some preachers tried to reach cyclists at
their favorite outdoor gathering sites, thus creating the "Church on the
Wheel." While six-day bicycle races reflect a respect for the Sabbath, the
Tour de France became a religion of its own. In 1949, Pope Pius XII
declared the Madonna del Ghisallo the patron saint of Italian cyclists, and
her chapel in Magreglio, Italy, is now a shrine for racing history. At
Labastide d'Armagnac, France, there is the chapel of Notre Dame des
Cyclistes and a museum where 1973 Tour de France winner Louis Ocana Cycling shrine at the chapel of the
is buried. Madonna del Ghisallo, Italy.
The wheel is a guiding principle for many bicycle-related sermons.
One poetic cyclist adapted a well-known Christian hymn to the bicycle in
the New York Tribune ( 1895):

Wheel, kindly light, along life's cycle path.

Wheel Thou on me!
The road is rough, I have discerned Thy Wrath,
But wheel me on!

In 1892, Miss Frances E. Willard, founder of the Women's Christian

Temperance Union, "succumbed to the temptation" and learned to ride a
bicycle at the age of 53. She named her bike Gladys and her story is told
in her book A Wheel Within A Wheel (\%92i), which has been reprinted as
How I Learned to Ride the Bicycle ( 1990):

In many curious particulars, the bicycle is like the world. When it had
thrown me painfully once, and more especially when it threw one of
my dearest friends, then for a time Gladys had gladsome ways for me
no longer, but seemed the embodiment of misfortune and dread. Even
so the world has often seemed in hours of darkness and despondency;

BIKE CULT 481

BIKE CULTURE

its iron mechanism, its pitiless grind, its on-rolling gait have oppressed
to melancholy. I finally concluded that all failure was from a wobbling
will rather than a wobbling wheel. I felt that indeed the will is the
wheel of the mind — its perpetual motion having been learned when the
morning stars sang together. When the wheel of the mind went well
then the rubber wheel hummed merrily.
January 20th will always be a red-letter bicycle day because, sum-
moning
my force,
all I mounted and started off alone. From that hour
the spell was broken; Gladys was no more a mystery. Amid the
delightful surroundings of the great outdoors, and inspired by the bird
songs, the color and fragrance of a garden, in the company of devoted
and pleasant comrades, I had made myself master of the most remark-
able, ingenious,
and inspiring motor ever yet devised upon this planet.
Moral: Go thou and do likewise!

At the same time, the evangelist J. Lemon Bunyan wrote a best-selling

sermon called A Bicyclist 's Dream of the Road to Heaven. It describes a
group of cyclists making "a century run from Infancy to Old Age, stop-
pingrest
for on the shore of the Great Western Sea of Eternity." Bunyan
illustrated his bicycle with its guiding principles:

Thereupon I set my wheel before them, and with lead pencil in hand I
wrote in large letters upon the tire of the forward wheel the word Faith
and upon the rear wheel the word Works....
I took my stand on the other side of my wheel, so that my audience
might have an unobstructed view of the tires, spokes and pedals. I
explained to them that the forward wheel of the bicycle is the guiding
wheel, just as faith is the guiding agency in the spiritual life. And the
rear wheel on a bicycle is the pushing wheel, just as good works in the
Christian life are necessary in order to advance and develop one's
faith. Neither of these wheels can render the service for which it was
created without the assistance of the other.
In the vision which we saw, 1 went on to explain, the axle of the for-
ward wheel
was named Hope, because hope is the indispensable sup-
portfaith.
of The axle of the rear wheel was named Love, because it is

Spiritual Bicycle,by J. Lemon Bun/an.

482 BIKE CULT

 BICYCLE MIND

the source of all good works and the center from which the propelling
power is distributed to every part of the machine.
The wheels which we saw in the clouds had one striking peculiarity.
In all of them the central axle, or pedal shaft, was shaped like a heart
inside of a sprocket wheel, to which the pedals, named Prayer and
Praise, were joined by strong arms or levers. Every bicycler knows that
this part of his machine must be kept in good order if he wishes to
make progress easily and satisfactorily. For this is the point where life
enters into the machinery, and this is the part that must always render
perfect obedience to the rider and must always be kept under perfect
control if danger is to be avoided. This is true in the spiritual world,
where it is taught with special emphasis that prayer and praise must be
joined to the heart with strong impulses in order to be effective.
The handlebar was named Judgement, because it is the source from
which faith and hope receive their direction. But the agents which must
influence Judgement were represented as Sentiment and Reason, per-
sonified
the two
as corkaline handles.

A similar bicycle lesson is found in the essay "Bicycle — A Teacher of

Human Values" by R.N. Khurana, the Executive Secretary of the All
India Cycle Manufacturers Association, in Indian Bicycle Ambassador
(June 1990):

As a mode of transport for the common man, for short distances, a

Bicycle provides incomparable convenience and unique independence.
When used for a joy-ride or as an exerciser, it is a source of great men-
tal relaxation,
emotional thrills and physical fitness. If we make a still
deeper metaphysical analysis of this vehicle, a Bicycle is indeed a
teacher of human values in many respects.
The pressure on the Pedals can be gentle, harmonious, vigorous or
ferocious depending upon our earnest desire to achieve our chosen
goals and our basic approach to maintain interpersonal relationships
with whomsoever we come in contact. This is how the Wheels of our
life would move and contribute towards the building of our total per-
sonality.
As usually happens in everyone's life, there are some events for
which we cannot precisely trace the cause. Similarly, while riding a
Bicycle, the Chain can accidently get off. The Tyres may get punctured
and rarely, of course, the Fork may break. These incidents signify the
jerks and jolts in life.
In several ways, therefore, a Bicycle depicts the intricacies of
human life and prompts us in making it more meaningful, so that we
can spread sweetness and fragrance all round.'

A Zen approach to the bicycle experience appears in a story about an old

Zen master who questioned each of his five bicycling students, "Why are
you riding your bicycles?"

BIKE CULT 483

BIKE CULTURE

The first student replied, "The bicycle is carrying this sack of potatoes.
I am glad that I do not have to carry them on my back." The teacher
responded, "You are wise, for when you grow old, you will not walk
hunched over as I do."
The second student replied, "I love to watch the trees and fields
pass by as I roll down the path." The teacher commended the student
saying, "Your eyes are open, and see the world."
The third student replied, "When I ride my bicycle I am content to
chant nam myoho renge kyo." The teacher praised his pupil, "Your
mind will roll with the ease of the perfectly true wheel."
The fourth student replied, "Riding my bicycle I live in harmony
with all sentient beings." The teacher was pleased: "You are riding on
the golden path of non-harming."
Finally the fifth student replied, "I ride my bicycle to ride my bicy-
cle." teacher
The then sat down at the feet of this child and said, "I am
your student!"'

The idea of "riding on the golden path" inspired Robert Rodale

(1930-1990), publisher of Bicycling magazine. Rodale became a guru for
many cyclists in North America, not only for his support of bike racing,
but also for his approach to a method of spiritual development called
Regeneration. Gleaned from his work in regenerative agriculture, in
which worn-out soil is renewed by organic farming, Rodale applied these
principles to runners and cyclists. In a booklet called The Path to the
Golden Wheel ( 1988), Rodale teaches cyclists to renew their lives by
thinking positively and increasing the "sweet spots," those special
moments in cycling when one's spirit soars. Cyclists can reach for three
levels of achievement. To earn the Bronze Wheel, one has to ride 1,000
miles or 100 hours. For the Silver Wheel, one has to ride 5,000 miles or
500 hours, and join a local club or national cycling organization. The
Golden Wheel belongs to those who ride 10,000 miles or 1,000 hours, and
complete an approved community cycling project, like teaching safety,
coaching, or creating a cycling facility.
One form of religious experience comes from mind altering substances
sometimes used by cyclists to increase the cathartic experience of bike
riding. While Mother Nature offers plenty of plants with chemical com-
Marcel Duchamp, AvoirI'apprenti dans pounds
benefit
that her offspring, human beings have continuously tried
le soliel, 1914, Paris. Courtesy of the to improve these through selective breeding, processing, and synthesis.
Philadelphia Museum of Art.
An example is the ergot mold which grows on rye grains and contains hal-
lucinogenicwhich
alkaloids,
supposedly caused the religious fanaticism
of the Middle Ages and the visionary art of the Northern Renaissance (cf
the drawing of a unicycle by Hieronymus Bosch). In the twentieth century
these same alkaloids were synthesized into the hallucinogen known as
LSD (lysergic acid diethylamide). According to Albert Hofftnan, the
Swiss chemist employed by Sandoz who developed LSD in 1943, the first
LSD trip was on a bicycle. To honor Hoffman's discovery, a 50th

484 BIKE CULT

 BICYCLE MIND

anniversary bike ride was held in 1993 in Santa Cruz, California. Here is
Hoffman's description of his ride home from work after taking the drug:

My field of vision swayed and objects appeared distorted, like images

in curved mirrors. I felt fixed to the spot, although my assistant told me
afterwards we were cycling at good speed. I recall the most outstand-
ing symptoms as vertigo and visual disturbance; the faces of those
around me appeared as grotesque colored masks. 1 recognized my con-
dition clearly
and sometimes, as if 1 were an independent neutral
observer, saw that 1 babbled half insanely and incoherently.
Occasionally I feh out of my body. When I closed my eyes endless
colorfiil, realistic and fantastic images surged in on me. Acoustic per-
ceptions,
as the
such
noise of a passing car, were transformed into opti-
cal effects,
every sound evoking a corresponding colored hallucination
constantly changing in shape and color."

Another form of religious experience comes from astrology, with its

wheel-shaped Zodiac. The signs of the Zodiac were named well before
the advent of the bicycle, but the scientist Carl Sagan suggested that, "If
the constellations had been named in the twentieth century. I suppose we
would see bicycles...'" A "Horoscope Cycliste" appeared in Le Monde A
Bicyclette (Summer 1983), with the parts of the bicycle forming the dozen
Zodiac signs:

Guidon (handlebar): 2 1 March to 20 April

Fourche (fork): 21 April to 20 May
Cadre (frame): 2 1 May to 20 June
Roues (wheels): 2 1 June to 20 July
Pneus (tires): 21 July to 20 August
Pedalier (pedals): 21 August to 20 September
Chaine (chain): 21 September to 20 October
Selle (saddle): 2 1 October to 20 November
Tige (seatpost): 21 November to 20 December
Freins (brakes): 2 1 December to 20 January
Pignons (sprockets): 21 January to 20 February
Numero de Serie (serial number): 21 February to 20 March

Astrological chart for predicting the

According to many stargazers there is a constellation of a cyclist in the
Paris-Roubaix bike race, April 13,
northern sky. Some only see a faint bicycle, while others have called it the
1986. The chart indicates frustration,
thirteenth sign in the Zodiac. It appears around the arc of the Crown bad luck, wasted efforts, and a surpris-
which forms a wheel. The writer Bruno Schulz (1892-1942) of ing finish.
The race was won by Sean
Drogobych, Poland, was perhaps the first to notice it, in his book The Kelly. Prepared by Jean-Albert Romeu
Street of Crocodiles (1940): and Richard Rongier for Miroir du
Cydisme.
Oh, stellar arena of night, scarred by the evolutions, spirals and leaps
of those nimble riders; oh, cycloids and epi-cycloids executed in inspi-
ration along
the diagonals of the sky, amid lost wire spokes, hoops

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shed with indifference, to reach the bright goal denuded, with nothing
but the pure idea of cycling! From these days dates a new constella-
tion,thirteenth
the group of stars, included forever in the zodiac and
resplendent since then in the firmament of our nights: THE
CYCLIST.'"

A similar sighting was reported in Bicycling! ( 1977) by Doug Kellogg of

Fayetteville, Arkansas, in a letter titled "Rider in the Heavens:"

A friend and I are on an extensive tour (almost 2,000 miles so far). As

we bedded down next to a road grader outside of Cortez, Colorado (a
highway patrolman had stopped us for riding at night), I looked up to
see if I could identify any constellations. I saw "the Crown," Corona
— BIKECENTENNIAL Borealis, above. As I looked, I envisioned it as the wheel of a bike. I
looked further and saw a rider bent so that the crown was a rear wheel.
Other stars formed parts of a frame. The seat. I looked for a front
wheel and found one usingdim stars and a little imagination to com-
pletebiker
my constellation!
So far, I don't know why the gods put that rider in the heavens.
Maybe they'll reveal the myth to me soon, or maybe someone else
knows it. But every clear night I look up and see that biker trying to
ride around the North Star. I wonder how far he's traveled."

Riding and Writing

The bicycle has been an essential source of inspiration for many writers.
William Saroyan wrote about the bicycle's creative aspect in The Bicycle
Rider in Beverly Hills ( 1952):

A man learns style from everything, but I learned mine from things on
which I moved, and as writing is a thing which moves I think I was
lucky to learn as I did.
A bike can be an important appurtenance of an important ritual.
Moving the legs evenly and steadily soon brings home to the bike-rider
a valuable knowledge of pace and rhythm, and a sensible respect for
timing and the meeting of a schedule.
Out of rhythm come many things, perhaps all things. The physical
action compels action of another order — action of mind, memory,
imagination, dream, hope, order, and so on. The physical action also
establishes a deep respect for grace, seemliness, effectiveness, power
with ease, naturalness, and so on. The action of the imagination brings
home to the bicycle-rider the limitlessness of the potential in all things.
He finds out that there are many excellent ways in which to ride a bike
effectively, and this acquaintanceship with the ways and the comparing
of them gives him an awareness of a parallel potential in all other
actions. Out of the action of the imagination comes also music and
memory.

486 BIKE CULT

 BICYCLE MIND

On the way I found out all the things without which I could never
be the writer I am. I was not yet sixteen when I understood a great
deal, from having ridden bicycles for so long, about style, speed, grace,
purpose, value, form, integrity, health, humor, music, breathing, and
finally and perhaps best of the relationship between the beginning and
the end.'^

Christopher Morley offers a similar message in The Romany Stain ( 1926):

The bicycle, the bicycle surely, should always be the vehicle of novel-
ists and
poets. How pleasant if one could prove that a decline in liter-
ary delicacyfollowed the disappearance of the bike from American
roads.... Not that I am disloyal to the automobile. For I know the pecu-
liar thrill
of motor cars, how one learns to love the steady drumming of
their faithful organs, the gallant arch of the hood as it goes questing,
like a sentient creature, along dazzling roads. Yet in a car you are car-
ried;a on
bike you go. You are yourself integral with the machine.
An odd feeling comes sometimes to a writer who has long carried in
the knapsack of the mind some notion that he wants to put in ink. It is a
sensation I can only describe as Getting Ready to Write....
In these moods bicycling seems perfectly the right employ. It is all
very well to say to yourself that you are not thinking as you wheel
serenely along; but you are, and that sure uncertainty of the cyclist's
balance, that unconsciously watchftil suspension (solid on earth yet so
breezily flitting) seems to symbolize the task itself The wheel slidders
in a rut or on a slope of gravel: at once, by instinct, you redress your
perpendicular. So, in the continual joy and disgust of the writer's work,
he dare not abandon that difficult trained alerteess. How much of the
plain horror and stupidity is he to admit into his picture? How many of
the grossly significant minutiae can he pause to include? How often
shall he make a resolute fling to convey that incomparable energy of
life that should be the artist's goal above all? These are the airy tinker-
ings of his doubt; and as he passes from windy hill-top to green creeks
and grazings sometimes the bicycle sets him free. He sees it all afresh;
nothing, nothing has ever been written yet: the entire white paper of
the world is clean for his special portrait of all hunger, all joy, and all
vexation."

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Vehicle Art

The bicycle as a work of art may be a beautiful object, a vehicle for

expression, or a catalyst for intellectual musing. Bicycles appear in many
art forms, such as painting, drawing, collage, sculpture, performance art,
and public art. Since its appearance in the late nineteenth century, the
bicycle can be found in almost every artistic movement.
The bicycle probably has its greatest importance in the world of art as
a found object, because it was used in this manner by two of the most
influential artists of modem times. Marcel Duchamp and Pablo Picasso.
Marcel Duchamp (1887-1968) brought a provocative and intellectual
vision to art by transforming the physical character of common material
objects with their cultural and psychological meanings. Duchamp inspired
a whole new approach to art by using poetry and puns, found objects, dia-
grams alchemical
and symbols, cyclical mechanisms, and his own body.
His ideas dealt with chance, consciousness, and sexuality. Although his
first and last passion was the game of chess, much of his art includes the
bicycle — even his birth date has been linked with the invention of the
cross-frame safety bicycle.
In 1913, Duchamp screwed the front forks of a bicycle upside-down
into the seat of a stool in his studio and set the wheel spinning, thus creat-
ing the
first "Ready-made" sculpture. Roue de Bicyclette or Bicycle
Wheel, a seminal work of modernism and a prototype for Dadaism.
Duchamp described his original intentions later in life:

The Bicycle Wheel is my first Ready-made, so much so that at first it

wasn't even called a Ready-made. It still had little to do with the idea
of the Ready-made. Rather, it had more to do with the idea of chance.
In a way, it was simply letting things go by themselves and having a
sort of created atmosphere in the studio, an apartment where you live.
Probably, to help your ideas come out of your head. To see that wheel
turning was very soothing, very comforting, a sort of opening of
avenues on other things than material life of every day. I liked the idea
of having a bicycle wheel in my studio, 1 enjoyed looking at it, just as 1
enjoy looking at the flames dancing in a fireplace. It was like having a
fireplace in my studio, the movement of the wheel reminded me of the
movement of the flames. '*

Andre Breton described Ready-mades as "manufactured objects promoted

to the dignity of objects of art through the choice of the artist." Duchamp
called Bicycle Wheel an Assisted Ready-made because the object was dis-
placeditsfrom
normal situation. It reflects a greater awareness of the
observer's point of view, as revealed in Albert Einstein's Theory of
Relativity of 1909, and Duchamp's statement, "When a clock is seen from
the side (in profile) it no longer tells the time."

488 BIKE CULT

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Marcel Duchamp, Sicyde Wheel, New

York, 1916-18. Bicycle wheel, fork,
headset, and stool. Photo courtesy of
Pierre Matisse Gallery.

Bicycle Wheel allows the spectator to manipulate and change the image
by spinning the wheel. As friction slows it to a motionless state, the
lighter part of the rim at the tire-valve hole balances at the top of the cir-
cle. The
cyclical nature of the work is evident in that the wheel can be
activated repeatedly. If you spin the heavily fingerprinted Bicycle Wheel
at the Philadelphia Museum of Art, the museum guards are likely to stop
the wheel and threaten to throw you out. Because of this policy, and
because most photos of the work show it motionless, the public sees only
part of the image.
The original Bicycle Wheel, which Duchamp built at his family's estate
in Neuilly, France, is lost and only photographs exist of the replacement
he buih in 1916 for his studio in New York City. Bicycle Wheel was res-
urrected
subsequent
in works by Duchamp, and there have been many
reconstructed copies made, including limited editions built under the
supervision of Duchamp, an unknown number of unofficial replicas, as
well as others that pay homage to Duchamp and his idea by the artists
Jean Tinguely (1960), Woody Amen (1974), Shigeko Kubota (1983), and
Mark Bildo (1985).
One might think of Bicycle Wheel as art that nearly anyone can make,
but an inspection of the replicas shows a variety of materials and possibil-
itiesthe
for work. In 1951, art dealer Sidney Janis commissioned a replica
that Duchamp signed in 1959 and which now belongs to the Museum of
Modem Art in New York. This was a fairly crude rendition, a stock set of
raked forks fixed to a kitchen stool, quite unlike the original which exhib-
ited Duchamp's sophisticated sense of craftsmanship and mechanical
know-how.
The original was reproduced in 1964 by the Galleria Schwarz in Milan,
in collaboration with Duchamp, using a blueprint derived from photos of
the lost original. In this edition of about a dozen, the forks are straight and Shigeko Kubota, Dudiampiana: Ricycle
the steering tube is cut short to fit to the seat of the stool using a headset, Wheel, 1983.
allowing the forks to turn freely. When the wheel is spinning under the
right conditions the forks turn because of gyroscopic effects.

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Through this secondary motion of Bicycle Wheel it has been consid-

ered
conceptual
a model for both a non-Euclidean spherical space and a
four-dimensional Euclidean hypersurface. Although Duchamp may not
have been fully aware of "incompleteness" theories it is believed that he
learned something from his readings of the mathematicians Henri
Poincare and E. Jouffret. The art historian Lawrence Steefel illuminates
some of the fascination for Bicycle Wheel in his Ph.D. studies:

Subject to the indifferent impulse of any idler, the wheel can be accel-
erated
"idled"
or without the customary friction of the road. The "free-
wheeling"goesdevice
no place in a hurry. The wheel is thus the first
"mobile" sculpture of the twentieth century. There are also important
visual effects. If spun slowly, the object becomes blurred at the outer
extension of the spokes, but still retains its object-quality. Pushed hard-
er, the
spokes blur into what Moholy-Nagy calls a "virtual volume,"
fransforming the object-quality into a luminous illusion of fransparent
and dematerialized "spatial motion." The rim, which remains a con-
stant enclosing
circle, will also glimmer more radiantly, so that the
passage of the distinctly delineated forms into an indistinct shimmer
(which is half mirror, half window) integrates and ftises the parts of the
object into a new unity and also into what seems a new physical condi-
tion. Bicycle
Wheel can be either ( 1) a kind of stroboscopic construc-
tion(2)
or a transparency... Paradoxically, the viewer, on one hand, is
more dependent on the existence of Bicycle Wheel as an object, rather
than as an imaginary image, but on the other hand, the effect of motion
is "purer" here because the motion is "abstract" and concrete at the
same time. Like the use of a glass surface for painting, the spokes of
the Bicycle Wheel in motion are ( 1) physically there and (2) not there
at the same time. Moreover, the spinning of the spokes creates an hal-
lucinatory
ground
opticalfor sheer bedazzlement which stimulates a
kind of dilation of the eye, as do the devices of dilation used by hypno-
tists.
itsInrange of transformation from sculpture to an appearance
like painting. Bicycle Wheel seems to link the subjective world of
dreams and the objective world of things. Because this Ready-made
offers a continuum of transformation from physicality to the generation
of sheer motility (spacialized) and can do so against the most heteroge-
BicycleWheel in motion. nous environments, it serves as a concrete symbol of internal self-
transformation which creates its own frame of reference (the rim and
axial rotation), this "self-centered" object develops, within this frame
of "magic circle," abstract qualities of rhythmic motion which are of a
musical order of perceptions which have not yet become knowledge. In
motion, the separate forms begin to "comprehend" each other until
there is a kind of reconciliation between them. The spokes, which are
crossed and visually intertwined when the wheel is at rest, now fuse,
from the "perspective" of motion, vanish from this new "vanishing
point," and "find their reconciliation which must be blossoming with-
out any
causal distinction." As conceptual symbol and as a visual phe-

490 BIKE CULT

 BICYCLE MIND

nomenon, Bicycle Wheel is not so much a "vicious circle" as it is a

"four-dimensional" object. As a Ready-made, Bicycle Wheel does not
contradict, but supports the contention that Duchamp's preoccupation
with mechanical form (and the beauty of indifference which mecha-
nism allows)
is not necessarily restrictive or cynical.'*

Pablo Ruiz Picasso (1881-1973), one of the most legendary and prolific
artists of modem times, was bom in Malaga, in southern Spain. Picasso's
subjects include female companions, still-lifes, and what some have called
his alter-self, the homy beast. Whether it was el toro the bull, a mythic
minotaur, or a goat, he seems to have had this image fixed in his head.
The bicycle appears in only a few works compared to Picasso's total out-
put, estimated
at three works of art for every day of his life, yet it does
appear in two works considered masterpieces, the painting Night Fishing
at Antibes and the bronze sculpture Bull 's Head.
Night Fishing at Antibes came at the mid-point in Picasso's career, two
years after he finished the monumental mural Guernica, with the advent
of World War II. The large canvas, painted in the summer of 1939 while
Picasso resided in the south of France, shows two men in a boat under the
moon, one rather violently spearing a fish, while two women stand on the
sea wall, one holding a bicycle and licking her ice-cream cone. The scene
is one of the darkest Picasso ever painted, and the bicycle is as one would
expect — a lively symbol of hope, an innocent witness to a cruel world.
During the German occupation of France, Picasso was able to stay in
Paris working in solitude. In 1943 he created what is his most renowned
found object, the Tete de Taureau or Bull 's Head, a bronze sculpture
combining a pair of bicycle handlebars and a leather bicycle saddle that
makes the head of a bull. By some primal instinct, this simple combina-
tion appears
to be the most perfect likeness for each of its elements that
could ever be conceived, and almost everyone who looks at Bull 's Head
has a shared feeling of its conception. In a conversation with the photog-
rapher Brassai,
Picasso spoke of how he "took the bull by homs:"

One day I found in a pile of jumble an old bicycle saddle next to some
msted handlebars — in a flash they were associated in my mind — the
idea of this Bull 's Head came without my thinking about it— I had
only to weld them together. What is wonderful about the bronze is that
it can give the most incongmous objects such a unity that it's some-
times difficult
to identify the elements that make them up. But it is also
a danger: if you only see the Bull 's Head and not the saddle and han-
dlebarswhich
from it's made, then the sculpture loses its interest.

Picasso's Bull 's Head, like Duchamp's Bicycle Wheel, helped to confirm
the concept that the artist's idea is what matters most of all. In this way,
the art historian H.W. Janson used this ingenious bicycle work to help
define the meaning of art and its creation in the introduction of his text-
book. History
of Art:

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Pablo Picasso, Tite de Taureau (Bull's

Head), 1943. Bronze bicycle handle-
bars saddle.
and Photo courtesy of
Galerie Louis Leiris, Paris.

Of course the materials used by Picasso are man-made, but it would be

absurd to insist that Picasso must share the credit with the manufactur-
er, since
the seat and handlebars in themselves are not works of art.
While we feel a certain jolt when we first recognize the ingredients of
this visual pun, we also sense that it was a stroke of genius to put them
together in this unique way, and we cannot very well deny that it is a
work of art. Yet the handiwork — the mounting of the seat on the han-
dlebars—
is ridiculously simple. What is far from simple is the leap of
the imagination by which Picasso recognized a bull's head in these
unlikely objects; that, we feel, only he could have done."

Paying homage to Picasso's Bull 's Head, an exhibit called "The Bicycle
Seat as Art" was held in 1994 by the American Bicycle and Cycling
Museum in Santa Fe, New Mexico. Along with various decorated seats
and two shrines to Santo Seato, the patron saint of bicycle seats, the
Troxel company donated 6,000 out-of-production seats, that weighed
together over four tons, to be used for art-making at the Santa Fe
Children's Museum.
Found object art, with bicycles and their parts making static and kinet-
ic sculpture,continued into the Post-Modem Age, where the humanity of

492 BIKE CULT

 BICYCLE MIND

things is found in ironic or cynical approaches to the machine age. One

manifestation is Junk Art, which reflects the after-effects of industrial
development, as junkyards filled with discarded obsolete machinery sur-
roundingurban
most
environments became gardens of inspiration for
artists. Richard Stankiewicz brought new life to junkyard objects by recy-
cling rusty
old machine parts and creating provocative contraptions, such
as Europa on a Cycle (1953).
Jean Tinguely (1925-1991) of Switzerland developed various kinetic
auto-creative and auto-destructive machines, called Meta-Matics, which
could make drawings through motorized pulleys, wheels, flexible arms
and metal hands. When one of these robot artists made over 40,000 draw-
ings,
set itthe art world in a spin as the work resembled that of highly
intellectual abstract expressionists. Tinguely's Cyclograveur (1960) is a
pedal-powered meta-matic and a popular interactive work of art for muse-
um goers.
Tinguely's most infamous work, the auto-destructive Homage to New
York, made its sole performance in the sculpture garden at the Museum of
Modem Art, in a gala event on the night of Saint Patrick's Day, 1960. -^.^k.
Homage to New York consisted of innumerable bicycle and baby carriage
wheels, an old piano, an addressograph machine, a couple of Meta-
Matics, plenty of Klaxon electric motors, some bells, drums, smoke
bombs, vile-smelling chemicals, a fire extinguisher and a giant weather Jean Tinguely, Cyclograveur,1960.
balloon. It was set with electric and mechanical time-delay relays, and the
whole huge and complex thing was painted white. Tinguely had the col-
laboration
two Bellof Laboratory engineers, Billy Kluver and Harold
Hodges, as well as the artists Robert Breer and Robert Rauschenberg, who
built the machine's mascot, a silver dollar thrower. Kluver describes the
work in "The Garden Party:"

Jean Tinguely's destructive construction No. 1 was buih in the

Buckminster Fuller dome at The Museum of Modem Art over a period
of three weeks. When, on March 17, 1960, his machine was put into
action, the spectacle was one of beautiful humor, poetry and confusion.
Jean's machine performed for half an hour and exists no more.... He
wanted old bicycle wheels ft-om junk yards. But no junk yards in the
U.S. deals in such trivialities. I stumbled onto a dealer in Plainfield
who was clearing out his basement and carried away 35 old msty
wheels. Jean was as excited as a child when he brought the wheels
through the empty museum that evening. The dome was unheated, and
the temperature was below fi-eezing. but things began to move. "I want
more wheels," he said.... The next day my wife and I raided the
Siunmit dump. This was a gold mine. We loaded the car and parked it
behind the fence on 54th Street. A child's potty and bassinet, the drum
from a washing machine, and 25 more baby carriage and bicycle
wheels were thrown over the fence. The Saturday-aftemoon passers-by
raised the inevitable question: "What's going on here?" On the other
side of the fence Jean was laughing...."

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A destroyed bicycle became a work of art by the sculptor Cesar

Baldaccini of Marseilles. Cesar is known for the compressed vehicles he
began making in 1953, using an hydraulic press known in junkyards as
the "Big Squeeze." Like the "Trash Masher" used in homes with post-
modem conveniences, these machines compact garbage into small cubic
blocks for recycling or disposal. Cesar compressed autos, motorcycles,
and eventually a whole bicycle in 1970. His idea was to show how com-
mon vehicles
for mobility and freedom can be transformed into inert
"unsculptural" objects that combine realism, abstraction, and expression-
ism through
the sublimation of an automatic process. Compared to com-
pressed
which
cars, stand about waist high, the bicycle makes a small
cube, each side about seventeen inches, or 4,900 cubic inches.
The artist Christo (1935-) has wrapped, fenced, or curtained just about
anything and anyplace. Bom in Bulgaria and working in Paris and New
Cesar, Compressionde bicyclette, 1960.
York, he has wrapped a bottle, a bridge, a bicycle, a Volkswagen, and a
museum of art. With a crew of assistants he made fence-like curtains in a
crevasse in Australia, along 24 miles of northern California hillside, and
lined a set of coral reefs in the Caribbean. He made Bicyclette empaquetee
surgaleria de voiture (Wrapped bicycle on a car rack) in Paris in 1962.
The piece is intended to be a double image, with a translucent wrapping
showing a barely perceptible bicycle underneath. Christo wanted specta-
torsappreciate
to the surface rather than the practical (and ironic) function
of protecting a bicycle from the elements while it was mounted on a car.
Bicycles are found in public art works, such as architectural construc-
tions, murals,
monuments, and museums. Almost every kind of vehicle
ever made since 1940 was installed on Highway 86, an undulating section
of freeway built by the architectural group SITE for the 1986 World
Exposition in Vancouver, Canada. Described as "a syncopated rhythm of
incongruity and poignancy," it included over 200 vehicles, with the
innards removed, the hatches sealed, the wheels anchored, and each one
painted in weatherproof generic-colored concrete white. Since 1977,
Roger Chomeaux, known as Chomo, has been constmcting a cathedral of
old bicycles in Acheres le Foret, France. American artist Howard Finster
built Bicycle Tower in his Paradise Garden, a combination folk-art
church, junk yard, vegetable garden, museum of technology, and artist's
workshop begun around 1970 in Pennville, Georgia. Among his many
trades, Finster was a bicycle recycler who scavenged old bikes to repair,
paint, and sell like new. Finster described how bicycles fit into his visions
and his art. Once, while touching up a bike with a blob of paint on his fin-
ger,saw
he a face and a divine feeling came over him that said, "Paint
sacred art." Another vision said, "Howard, if you want to go out big in the
world, you must quit working on bicycles and lawn mowers. Getting on
the altar means putting yourself into one thing and that [is] art...." "When
SITE. Highway 86, 1986. Vancouver, I found out for sure that God called me to do sacred art." said Finster, "I
Canada. 1986 molded my tools in the walkway as evidence."'*

494 BIKE CULT

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Active Art
The Post-Modem Age has brought more active art forms in which artists
create happenings, performance pieces, and interactive installations.
Active art grew with the realization that life itself is an expression of art.
By going beyond the static object on the wall or pedestal of an art gallery,
artists could create a living image that opened the dimensions of time,
place, and chance. By allowing the spectator to participate, they could
create an interactive experience that activated the world at large. Vehicle-
art is an off-spring of active art, where artists use vehicles or journeys as
their means of expression. In this realm the bicycle becomes an active
component in living art.
Chris Burden is a pioneer in the active arts. Among his many happen-
ingscreated
he a couple of bicycle performances. His first work. Bicycle
Piece, was performed at the art gallery of the University of California at
Irvine in 1970. During the entire time the gallery doors were open, from
May 6th to 20th, Burden rode a bicycle continuously throughout the
gallery on a one foot-wide black path, which extended in and out the front
and rear doors. In another performance on October 14, 1976, the Death
Valley Run, Burden crossed Death Valley in about seven hours on a faired Eric and Deborah Staller, Bubb/eheads,
bicycle equipped with "the smallest motor possible." The 40-pound bike 1987. New York City.
had an eleven-pound 20cc engine and went between 16 to 27 mph.
In the late 1960s and early 1970s, Belgian artist Paramarenko straddled
the realms of functional technology and intuitive art with innovative
designs for flying vehicles, some with pedal-power. He made a serious
attempt at human-powered flight around 1972 with a work called U-
Kontrol III, and another pedal-powered aircraft called Umbilly I ( 1976)
was based on the flapping wings of a dragonfly.
In Wales, a performance piece called Cyclamen Cyclists (1971), con-
sisting
a group
of of artists with uniforms and bicycles painted pink, the
color of Cyclamen flowers, lined up along the banks of the Swansea
Docks. They were described as gentle blossoms amidst an abandoned coal
shipping site. In America, the artists Eric and Deborah Staller created a
couple of cycling performance vehicles, Bubbleheads (1987) and Octos
(1992), which appeared on New York City streets.
Joseph Beuys (1921-1985) from Krefeld, Germany, created one of the
finest examples of the bicycle as vehicle art, with a performance piece
called Is It About A Bicycle? Considered his last major work, it was the
result of a thirty-day teach-in during the documenta 7 exhibition in 1982
in Kassel, Germany. Beuys joined the Luftwaffe as a pilot in World War
II, and in 1943, while flying over the Crimean mountains, his aircraft
crashed in the snow and he was rescued by Tartars who wrapped him in
layers of animal fat and felt cloth. Before the end of the war, he was
wounded some five times and taken prisoner by the British. After his
near-death experience, these two materials, fat and felt, symbols of sur-
vivalregeneration,
and became an obsessive motif in his works.
Is It About A Bicycle? consists of fifteen blackboards on which Beuys
retraced his life's events and ideas in colored chalk. He completed the

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work by riding a bicycle two times over the blackboards with tires that
sprayed white paint, leaving an imprint of his cosmic journey as a vehicle
artist. The title alludes to Flann O'Brien's book. The Dalkey Archive,
where the question "Is it about a bicycle?" is asked about life in the here-
after.historian
Art Bernard Lamarche-Vadel interviewed Beuys about the
work in the essay Portrait of the Artist on a Bike:

Lamarche-Vadel The background of these blackboards looks like a noc-

turnal, celestial
vault full of stars. Was this effect voluntary on your part?

Beuys Yes, your comment is accurate. This effect was produced by my

JOSEPH BEUYS last performance on these boards; in order to give a certain unity to the
ensemble, I laid the panels out in the street. Then I rode over them on a
bicycle. Beforehand, we had coated the tires with white paint. While
cycling, the paint spattered and fell in a fine mist to form a starry sky. The
effect was definitely intended, and we even calculated, in advance, the
necessary riding speed to obtain this effect.

Lamarche-Vadel Can we compare Is It About A Bicycle? in your work to

La Boite en Valise in the work of Marcel Duchamp?

Beuys Yes, perhaps Marcel Duchamp was interested in vehicle-art, since

he conceived of an object integrating a bicycle wheel in motion, tuming
on itself This is an appropriate symbol of Duchamp's work, that of a man
who always encounters himself at the same point, in the same style, with
the same habits and conduct. Our bicycle, however, deals with problems
as diverse as those of the Third World, the structure of society, spiritual
existence, justice, democracy, and the economy. This bicycle has no
pedestal. Its wheels do not desparately return to the same spot at all. It is a
dynamic bicycle which moves towards the future. One finds many inter-
esting things
in Duchamp's suitcase, but when problems of pedagogy,
is it about a bicycle ? economics, or politics arise, you have nothing to work with. It serves no
practical purpose. In Is It About A Bicycle?, however, we find elements to
work with, a methodology anyone can understand and discuss. In
Duchamp, there is nothing to argue or criticize. One must take him as he
is, in terms of an art object whose proper place is the museum. My paint-
ings,
thetocontrary, encourage discussion and participation.'"

By proposing the question "Is It About A Bicycle?" in their work, Flann

O'Brien and Joseph Beuys show how the bicycle may be part of the
answer to everything, as a vehicle that challenges people to find new para-
digms
art as
in in life.

496 BIKE CULT

 BICYCLE MIND

Left, "I think Its been done before."

Rschetti, 1959, from Punch.

Below, Joseph Beuys, Is It AboutA

Bicycle1982. Bicyclewith chalkboards.
Photo courtesy Marisa del Rey Gallery.
New York.

BIKE CULT 497

 Appendices

498 BIKE CULT

Cycles

USA BICYCLE MARKET (1865-1994)

YEAR TOTAL DOMESTIC IMPORTED EXPORTED

YEAR TOTAL 1945 544,721 544,655 3,675 13.609

1865 0 1946 1,664,327 1,652.923 46.840 35.436
1866 5 1947 2,800,774 2,875,000 19.758 93.984

1867 10 1948 2,706.185 2,794,516 16,774 105.105

Source : Author's estimate (1860s- 1880s);
1868 500 Cycle Trades Association ( 1890s); US 1949 1.451.685 1.483,009 15,985 47,259

1869 25,000 DepL of Commerce; US Tariff 1950 2,006,364 1.963,716 67,789 25,141
1876 4 Commission (1899-1960); War Industries 1951 2,085,047 1,925,797 176,644 17,394

1877 10 1952 2,085,047 1.920,179 245,763 12.202

Board (1916-17); New Depa ture Div..
1878 100 1953 2,695,629 2,111,899 592,999 9.269
General Motors Corp, (1919- 1932);
1879 400 1954 2,487.357 1,531,857 963667 8.167
Schwin 1 Bicycle Co (1930s- 970s);
1889 200,000 1955 3.01 1.741 1,794,968 1,223.990 7.217
Bicycle Institute of America ( 1946- 1994);
1890 340,000 1956 2.914.952 1,746,818 1,173,346 5,212
Bicycle Manufacturers Association (1970s),
1895 800.000 1957 2.625.554 1,884,846 748,689 7.981
1896 1.200,000 1958 2,930,840 2.116,344 823,614 9.118

1897 2.000.000 1959 3,572,288 2.562.338 1.013,396 3.446

1899 I.I 82.691 1960 3,769,698 2.584.622 1,188,034 2,961

1900 1.182,850 1961 3,663.663 2,579,093 1.087.318 2,748

1904 250,487 1962 4.216.177 2,954,215 1.266.790 4.828
1909 233,707 1963 4.409.649 3,118,260 1.294.901 3,512

1914 398.899 1964 5.088,485 4,082,563 1,010,035 4,113

1916 526.076 1965 5,654,124 4,618,743 1,038,884 3,503

1917 606.918 1966 5,747,703 4.829.122 927,223 8,642

1918 567,207 1967 6,292,194 5.180.352 1,117,246 5.404

1919 479,163 1968 7,493,886 5.966.184 1.534.138 6,466

1920 750,000 1969 7,053417 5.089.023 1.970.528 6,134

1921 149.192 1970 6,891.082 4,950,879 1.947.396 7,193

1922 150.000 1971 8,849,240 6,518,806 239470 9,036

1923 486,177 1972 13,896,967 8,750,597 5,156.068 9,698

YEAR TOTAL DOMESTIC IMPORTED EXPORTED 1973 15.210,282 10.072,356 5.154.903 16,977

1924 350.000 343.033 6,967 1974 14,105,775 10.161.000 3,979,225 34.741

1925 252,296 260,000 7.710 1975 7.293.784 5.605.981 1,717,885 30.082

1926 294,656 300,000 . 5.344 1976 7.804.264 6,177,389 1,667.537 40.662

1927 250,168 255,000 4.832 1977 9.412.717 7483,585 1,967.801 38,669

1928 342,911 348,000 5.089 1978 9.228.925 7,342,475 1.959.896 73.446

1929 301.892 308.000 6.108 1979 10,800,000 9.000.000 1.800,000

1930 296.254 300,000 3.746 1980 9.000.000 7.000.000 2,000.000

1931 258,566 260,000 1434 1981 8.900.000 6.800.000 2.100.000

1932 259,205 260,000 795 1982 6.800.000 5.200.000 1.600.000

1933 323,967 320,000 5,000 1.033 1983 9.000.000 6.300.000 2.700.000

1934 518,773 512,450 7.500 1,177 1984 10.100.000 5.900.000 4,200.000

1935 668,880 657,000 13.000 1,120 1985 11.400.000 5.800.000 5,600,000

1936 1,233,093 1.218,415 17.000 2,322 1986 12.300.000 5.300.000 7,000.000

1937 1.143,160 1,131.000 16.000 3,840 1987 12.600.000 5.200.000 7,400,000

1938 864,989 851.526 16.500 3,037 1988 9,900.000 4.500.000 5.400,000

1939 1,258,380 1.252.886 12.214 6,720 1989 10.700.000 5,300.000 4.900.000

1940 1,290,459 1.290,925 11.3291 1,795 1990 10.800.000 6.000.000 4.800.000

1941 1.806,982 1,829,073 6.041 28,132 1991 11.641,000 7300.000 4.400.000

1942 554,890 560,848 548 6,506 1992 1 1.639.209 7.373.393 4.265,816

1943 158,191 178,938 101 20,848 1993 13.000.000 8.000.000 5,000,000

1944 148.799 172,965 63 24,229 1994 13.000.000 8.000.000 5,000,000

BIKE CULT 499

CYCLE MAKERS

CYCLE MAKERS

SELECTED CYCLE, COMPONENT AND ACCESSORY MANUFACTURERS

Advanced American Bicycle Concepts Veradale WA. 509-924-9480. Doppler Cycle Technologies Kitchener. Canada. 519-579-5103.
Advanta/Wedge semi-recumbents- Easton Van Nuys CA. 8 18-782-6445. tubing.
Advanced Transportation Products (ATP) Seattle WA, 206-771-3719, Easy Racer WatsonviUe CA. 408-722-9797, Tour Easy. Gold Rush recum-
Vision recumbents. bents.
Ace Tool and Engineering Mooresville IN. 317-831-8798. Infinity recum- Eddy Merckx Belgium, race bikes.
bents. Eco Cycle Corvallis OR, 503-753-5178. Trice. Euro-Trice, Ross recumbents.
Alpinestars Coste di Maser Italy. 0423-565095-565248; Alpinestars USA San Fabra Trezzo Sul'Adda Italy, 02-909-61300, components.
Luis Obisbo CA. 805-549-0597. mountain bikes. Fichtel & Sachs Schweinfurt Germany, 0049-972 1982734, Hercules bikes,
Ambrosio Solaro Italy. 02-9690952. components. Sachs components.
AMP Research C A. 714-450-0292. components. Fir (Fabbrica Ilaliano Ruote) Boltiere Italy, 035-806-090, components.
Angle-Tech Woodland Park CO. 719-687-7475. Angle LakeCyciery Seattle Fuji America Oakland NJ. 201-337-1700, all types.
WA. 206-878-7457. Counterpoint recumbent. Gary Fisher Waterloo WI, 414-478-3532, mountain bikes.
Arriba Recumbents Lindsborg KS. 913-227-4407. Giant Manufacturing Taipei Taiwan, 886-2-7625072; Giant Bicycle, Inc.
Atala Padova Italy. 049-8071722. all types. Rancho Dominguez CA, 3 10-609-3340, all types
Avocet Palo Alto CA. 4 15-32 1-850 1. components. Gios Settimo Torinese, Italy, 11-8005774.
Balance Cycle Santa Clanta CA, 805-295-5100, Crosstrac, S-Bike mountain GT Bicycles Huntington Beach CA, 714-841-7791, sport bikes.
bikes. Green Gear Cycling Eugene OR, 503-687-0487, Bike Friday, Two'sDay tan-
Barracuda Durango CO, 303-259-2622, mountain bikes. dem.
Batavus Holland, all types. Haro CarisbaJ CA. 619-438-4812, sport bikes.
Battle Mountain Bikes WY. 307-327-5952. HH Racing Group Philadelphia PA, 215-334-8500.
Benotto Modema Me.xico, 590-7737. all types. Huffy Bicycles Dayton OH, 513-866-6251, all types.
Bianchi Treviglio. Italy. 0363-41444; Bianchi USA San Francisco CA, 415- Ibis Cycles Sebasiopol CA, 707-829-5615, mountain bikes.
863-0436. all types. Iron Horse USA Hauppauge NY, 516-348-6900, mountain bikes.
Bicycles by Haluzak Santa Rosa CA, 707-544-6243, recumbents. Gipiemme Vincenza, Italy, components.
Bike Nashbar Youngstown OH. 216-788-8832. sport bikes. Joannou Northvale NJ, 201-768-9050, Boss, Cignal, Jamis bikes, compo-
BikeE Corvalis OR. 503-753-9747. recumbents. nents.
Bilenky Cycle Works Philadelphia PA, 215-487-1063, touring bikes. Just Two Bikes White Bear Lake MN, 612-429-9081, Montague.
BMC Racing WA, 206-575-2440. Kestrel WatsonviUe CA, 408-724-9079. race bikes.
Brampton Bikes Glandstone Ml, 906-428-4341, Roadmaster. KHS Carson CA. 310-632-7173. mountain bikes.
Brompton England, folding bikes. Kingcycle Bedfordshire. England, recumbents. HPVs. ergomelers.
Breeze Cycles Fairfax CA, 4 15-87 1-8870, Breezer bikes. Klein Chehalis WA, 206-262-3305, sports bikes.
Bruce Gordon Cycles Petaluma CA, 707-762-560 1, Rock "n Road bikes. Koga Myata Japan, all types.
Burley Design Cooperative Eugene OR, 503-687-1644, tandems, trailers, etc. Kona Blame WA, 206-332-5384, mountain bikes.
Caloi Brazil, Caloi USA FL, 904-355-5547, all types. Kryptonile Boulder CO, 303-665-5353, locks
Campngnolo Vicenza Italy, 0444-564933; Campagnolo USA Carlsbad CA, LeMond Bicycles CO, 303-935-8289, race bikes.
6 19-93 1-099 1, components. Lightning Cycle Dynamics Lompoc CA, 805-736-0700
Cannondale Georgetown CT, 203-544-9800, Bedford PA, 800-BIKE-USA, Linear Manufacturing Gultenbcrg lA, 319-252-1637, Linear recumbents,
all types. imports Kingcycle, Windcheetah.
Carnielli Vittorio Veneto Italy, 438-59045, Bottecchia bikes. Litespeed Titanium Chalanooga TN, 615-238-5530, tubing.
Casati Monza Italy, 039-360006, race bikes. Maeda Industries Osaka Japan, 0723-6 1- 1300, SunTour components.
Chiorda Sud Le Castella Italy, 06-9690001. Legnano. Piaggio bikes. Marin San Rafael CA, 415-485-5100, mountain bikes
Cinelli Milan Italy. 2-264 11790. race bikes, components. Marinoni USA Montgomery Center VT, 802-326^321
Clarke Kent Bicycles Denver CO. 303-935-7550. race bikes. Mavic St Tnvier-sur-Moignans, France, 74-55-8055, components.
La Clement Milan Italy. 02-6442 1, tires. Maiam Bicycle Mississauga Canada, 416-564-8787
Ernesto Colnago Milan Italy, 02-9530-8082, race bikes. Matam Manufacturing Cincinnati OH, 513-741-0420, Reveille.
Columbus Milan Italy, 2-504187, tubing. Michelin France, tires.
Co-Motion Cycles OR, 503-343-4583, Espresso. Mongoose Bicycles Torrance CA, 3 10-378-5505, sport bikes
Conejo AZ. 602-255-0389 Montague Cambndge MA, 617-491-7200, folding bikes
Crosstrac USA Occidental CA, 707-874-1874. CIcll Francesco Moser Trenio Italy, 0461-992-022, race bikes.
Custom Cycles Ame.sbury MA. 508-388-4150. Motiv Sports CA, 714-479-0100
Custom Transportation Alternatives Cleveland OH, 216-341-6939. Coo's Moullon Bradford. England, small-wheel bikes.
Bay Flyer, Runabout. Mach II Mountain Goal Cycles Chico CA. 916-342-4628. mountain bikes.
Dean USA Boulder CO, 303-494-2026, mountain bikes. Murray all types.
De Rosa Italy, racing bikes Neobyke Lowell MA. 508-»59-0779
DH Recumbents Spring TX. 713-251-5413. NIshlkl Derby Cycle Corp Kent WA, 206-395-1 100, sport bikes
I)ia-C ompe Osaka Japan. 06-72 1-705 1. components. Norro Products Bumaby, Canada, <)04-420-6616, bikes, components.
Dirt Research Newark DE . 302-737-2740. NordlcTrak Chaska MN, 612-368-2500, Fitness bike. ForeRunner quadricy-

500 BIKE CULT

 CYCLE MAKERS

Pashley USA dislr. Dekker Service, WA, 206-641-9639, city bikes, utilily
cycles.
Parkpre Bicycles Kazuko CA, 805-529-5865, bikes and components.
PedalcrafI Corvallis OR, 503-752-5035. Quadraped cycles.
Performance Chapel Hill NC, 800-727-2433. sport bikes and accessories.
Phil Wood CA. components.
Pinarello Italy, race bikes.
Procycle Villece St. George Canada. 418-228-8934. Autobike.
RacerMate Seattle WA. 206-524-6625, CompuTrainer ergometers.
Raleigh Cycle Derby Cycle Corp. Kent WA, 206-395-1 100, all types.
Rans Recumbents Hays KA. 913-625-6346, recumbents and sailtrikes.
Research Dynamics (RD) Ketchum ID, 208-726-4812
ReBike Boca Raton FL, 407-750-1304, recumbents.
Redline USA BMX bikes.
Recreational Equipment Inc (REI) Sumner WA.
Rhode Gear Providence Rl, 40 1-941 - 1700.
Ritchey USA Redwood City CA, 415-368-4018.
Rock Shox San Jose CA, 415-967-7469.
Rocky Mountain Richmond. Canada. 604-270-2710.
Romic Houston TX. 713-466-7806.
Ross Bicycles Famiingdale NY. 516-249-6000. all types, exercycies.
Rotator Cycles Santa Rosa CA. 707-539-4203. recumbents.
Ryan Recumbents Eugene OR, 503-485-6674.
Salsa Cycles Petalum CA, 707-762-8191.
Santana Cycles Claremont CA. 909-596-7570.
Schwinn Bicycle and Fitness Boulder CO. 708-23 1-5340. sport bikes, exercy-
cies.
Scott USA Sun Valley ID. 208-622- 1000. bikes and components.
Selle Italia Vicenza Italy. 0424-84043, saddles.
Selle San Marco Rossano Veneto Italy. 424-848028, saddles.
Serotta Sports Middlegrove NY, 518-587-9883, race bikes.
Shimano Osaka Japan. 0722-233243; Shimano American Irvine Ca. 714-951-
5003. components.
Skyway Recreation Products Redding CA. Tuff wheels.
Softride Bellingham WA. 206-647-7420. suspension components.
Specialized Morgan Hill CA. 408-779-6229. all types.
Spectrum Cycles PA, 610-398-1986, race bikes.
Sturmey-Archer Nottingham England, 0602-42-0800, Brooks, components.
Terry Precision Bicycles Macedon NY, 315-986-2103, women's sport bikes.
Thebis International Sidney BC Canada, 604-656-1237, tricycles.
3T (Techno Tubo Torino) Mathi Italy, 11-9269533.
Ti Cycles Seattle WA, 206-624-9697.
Titus Titanium Tempe AZ, 602-894-8452.
Tommasini Grosseto Italy, 564-455006, race bikes.
Torelli Imports Camarillo CA, 805-484-8705.
Trek Waterloo WI, 414-478-2191, sport bikes.
Turner Enterprises Las Vegas NV, Laid-Back recumbents
Union Frondenberg. Germany. 02373-753-1, components.
Univega Lawee Inc., Long Beach CA, 310-426-0474, sport bikes.
Varna Gabnola Island. Canada. 604-247-8379. recumbents. HPVs.
Ventana Rancho Cordova CA. 916-63 1-0544, mountain bikes.
Wheeler Germany, all types.
Wheelsmith Fabrications Menio Park CA, 4 15-364-4930. components.
Worksman Trading Ozone Park NY, 718-322-2000, roadsters, trikes. utility
cycles.
WSI Camarillo CA. 805-484-4450. Diamond Back bikes.
Wynn Custom Bicycles WA. 206-932-5534.
Veti Durango CO. 303-259-1914. mountain bikes.
Zero Bicycles St. Laurent. Canada. 514-344-5095.

BIKE CULT 501

Groups

CLUBS AND GROUPS

[Group Name (INITIALS) Timespan- Location, Association of Cycle Traders (ACT) Kent, Melboume, Australia, recreation, transport.
activities, members. Formerly Former Group England, trade. Bicycle Federation of America (BFA) 1977-
Name (Timespan)] Association Quebecoise du Velo de Montague Washington DC, advocacy. Pro Bike conference.
(AQVM) Haute-Ville, Canada, trails. Bicycle Federation of Tennessee Murfreesboro
Academic Bicycle Club-Diament 1974- Association to Advance Bicycling West Hills CA, TN, recreation, transport.
Katowice, Poland, recreation. advocacy Bicycle Federation of Washington 1982-
Action Unlimited South Yarra, Victoria, Australia. Associazone Nazionale Cicio Motociclo Olympia WA, recreation, transport.
Adventure Cycling Association 1993- Missoula Accessori (ANCMA) 1920- Milan, Italy, indus- Bicycle for Agriculture Nigena, development.
MT. touring, source. Formerly Bikecentennial try. Bicycle Helmet Safety Institute Arlington VA.
1973-, Auckland Cycle Touring Association Auckland, advocacy.
Adventure Cycling Club Bahawalpur, Palcistan, New Zealand, recreation. Bicycle Industry OrganizaHon (BIO) 1993-
tounng. Audai Warrington, England, touring Washington DC. industry.
Alberta Bicycle Association Edmonton. Canada. Audai Club of Australia Shoreham. Victoria. Bicycle Institute of America (BIA) Washington
Algemeiner Deutscher Fahrrad Club (ADFC) touring. DC, industry, advocacy.
1979- Bremen, Germany, transport. recreation- Austin Cycling Association Austin TX. Bicycle Institute of New South Wales (BINSW)
Alliance Internationale de Tourisme Geneva, Australian Cycling Council Sydney. Australia. 1976- Sydney. Australia, transport, recreation.
Switzerland, touring association. Austria Radreisen Scharding, Austna. source. Bicycle Institute of Queensland (BIQ) 1979-
All India Cycle Manufacturers Association Auto-Free Bay Area Coalition 1992- Berkeley Lucia, Australia, transport, recreation.
Dehli, India, industry CA, transport. Bicycle Institute of Victoria (BIV) 1975-
Almaden Cycle Touring Club San Jose CA. Auto Relief 1992- Eugene OR, transport Melboume, .Australia, transport, recreation.
recreation. 800 members in 1990. Bicycle Investment Group (BIG) St. Louis MO.
Alternative Stad Stockliolm, Sweden, transport. Bay Area Bicycle Action 1990- San Francisco education.
American Trails Washington OC, trails. Formerly CA. transport. Bicycle Manufacturers Association of America
American Trails Network and National Trails Berkeley Bikeways 1970- Berkeley CA, transport. (BMA) 1970- Washington DC. industry.
Council. Berkeley Trailers Union (BTU) 1980- Berkeley Bicycle Market Research Institute (BMRI)
American Youth Hostels (AYH) Washmgton DC, CA. trails Boston MA. trade.
230 hostels in US. with International Youth Beriin Bicycle Club 1880s- Berlin, Germany, Bicycle Mobile Hams of America (BMHA)
Hostel Federation. recreation. Boulder CO. cycling radio operators.
Amicale Cycllste du Corps de Sante (Friends of Bici e Dintoml Torino. Italy, advocacy. Bicycle Network 1976- Philadelphia PA. source.
cycling in health professions) 1972. Marines. Bid para la Paz (Bikes for Peace) 1988- Spain. transport, advocacy.
Fiance advocacy. Bicycle Nova Scotia Halifax. Nova Scotia, recre-
Amies de la Blcl-Agrupacio d'Usarls Barcelona Biciklista Esperanto Movado Internada (BEMI) ation.
(Friends of the bike in Barcelona) 1981- 1979- Valby. Denmark. Esperanto-speaking Bicycle Parking Foundation 1981- Philadelphia
Barcelona. Spain. cyclists. PA. transport, parking source.
Amid della BIcicletta (Friends of the bicycle in Bicybo (Cycling union) 1990- Bmo. Czech Bicycle Racing Stars of the Nineteenth Century
Italy) Bologna. Italy Republic Association Chicago IL. old boys' club.
Les Amis de la Terre de Bruielies (Fnends of the Bicycle Action Group Broward County MD, Bicycle Ride Directors Association of America
earth m Brussels) Brussels. Belgium. transport. Whittier CA, recreation, source.
Another Dam Bike Club Knoxville lA. recreation Bicycle Action Project 1970s- Seattle WA. trans- Bicycle Touring Club see Cyclists' Touring
Antique Bicycle Club of America I9S8- New port. Club
York, cycles, collecting. Bicycle Action Project 1990- Indianapolis IN. Bicycle Touring Club of Norih Jersey Wood
Arbelterradfahrbund: Solidaritat (Workers' education, recyclery Ridge NJ, recreation.
Cycling Federation) 1896- Germany. Full-service Bicycle Adventure Club San Diego CA, touring. Bicycle Trails Council of Marin 1987- Fairfax
cooperative. Bicycle Association of Great Britain 1973- CA, trails.
Arbeltsgemelnschaft Umweltfreundlicher Starley House, Coventry, industry. Bicycle Trails Council of the East Bay Berkeley
Stadtverkehr (ARGUS) 1979- Vienna, Austna, Bicycle Australia Campbelltown, Australia, tour- CA, trails
transport, tounng. ing. Bicycle Transporiatlon Alliance Portland OR.
Arctic Bicycle Club Anchorage AL. recreation. A Bicycle Built for One World San Francisco CA, transport.
Arizona Bicycle Club 1963- Phoenix AZ. recre- Blind and sighted cyslists for peace. Bicycle Transporiatlon Action New York City,
ation Bicycle Club of Phlladdphia Philadelphia PA, transport.
Assoclaclo Blcltrak Munlanya Barcelona. Spain, recreation, 700 members in 1990 Bicycle Utah Park City UT, louring
trails Bicycle Coalition of Massachusetts 1993- Bicycle N'ictoria 1975- Melbourne. Australia, lour-
Association Bid t Dinlomi Tonno, Italy, trans- Cambndgc MA, tran.sport Formerly Boston ing
port Area Bicycle Coalition (BABC) 1970s- Bicycle Wholesale Distributors Association
Association Cultural La Bicideta Madrid, Spam, Bicyde Coalition of the Delaware Valley (BWDA) Philadelphia PA. trade Fomwrly
performing arts group Philadelphia PA, transport Cycle Jobbers Association 1950s-
Assodatioa of Cycle and LIghtvtelghl Campers Bicycle Environmental Improvement Promotion Bicycllng Association of British Columbia
London, louring, with Camping Club of Great Council 1992- Sakai City, Japan, recycling Vancouver, Canada, tounng, source
Britain and Ireland Blcvde Federation of Australia 1979- Bicycling Federation of Pennsylvania Camp Hill

502 BIKE CULT

I

PA. recreation. Centro Salvadoreno de Technologia Apropiada Cycle Safety Campaign 1991- Johannesburg.
Bicyclists Against Drugs Association Tempe AZ. (CESTA) San Salvador. El Salvador, develop- South Afnca. advocacy
advocacy ment, appropriate
technology Cycle Touring Association of Western Australia
Bicyclists of Iowa City iowa City lA. recreation Centur> Road Club Association (CRCA) 1898- Wembley. Australia, tounng. source.
Big Lick Hillbillies Roanoke VA. recreation. New ^'ork. sport Cycle Tourist Association of India Pune. India.
Bike Aid-Overseas Development Network San Centur> Road Club of America (CRC) 1890- touring.
Francisco CA. development. Pnncelon NJ. tounng. sport Cycle Watch Toronto. Canada, transport.
Bikecology 1970s Chicago IL, transport. Ceskoslovenska Sekce Cyklistiky Prague. Czech Cycleways Takoma Park MD. touring, source.
Bike-Commuters of the Environmental Republic, recreation, transpod. Cycling Association of Yukon Whitehorse,
Protection Agency (BEPA) 1975- Washington Chaperon Cycling Association 1896- England, Canada, recreation.
DC, transport, recreation. recreation. Cycling British Columbia Vancouver. Canada.
Bikecentennial see Adventure Cycling Charles River W heelmen 1966- West Newton recreation.
Association MA. recreation. 750 members in 1990. Cycling Engineers Institute 1896- Colchester.
The Bike People 1991- Los Angeles CA. transport. Chicago Area Bicycle Dealers Association England, cycles.
Bike Psychos Oak Lawn IL, recreation. (CABDA) Homewood IL, trade, Cycling New Brunswick Dieppe. Canada, recre-
Bikers Association Downhill International Chicago Wheelmen Chicago IL. recreation. ation
(BAD) Switzerland, sport. Chicagoland Bicycle Federation 1985- Chicago Cycling Research Association 1989- Mount
Bikes Not Cars 1989- Toronto. Canada, transport. IL. transport, Shasta CA. cycles, science, sport
Biking for a Better Community 1992- Bend OR, China Bicycle Association Beijing, industry. Cyclist Protection Association of .South
transport. Chinese Taipei Amateur Cycling Association Australia 1976- Adelaide. Australia, insurance.
Bloomington Bicycle Club (BBC) Bloomington Taipei. Taiwan, touring, sport. Cyclists' Public Affairs Group (CPAG) 1992-
IN, recreation- Christchurch Bicycle Club 1876- Chnstchurch. England. advocacy.
Boeing Employees Bicycle Club Seattle WA. England, recreation. Cyclists' Touring Club (CTC) 1878- Godalming.
transport, recreation. Ciclobby 1990- Milan. Italy, transport. England, source, advocacy, transport, touring.
Boston Bicycle Club (BBC) 1878- Boston MA, Citizens on Cycles 1970s. Montreal. Canada. Fomierly Bicycle Touring Club 1878-1883
recreation, sport. transport- Harrogale.
Boulder Mountain Biking Association Boulder Classic Bicycle and Whizzer Club of America Cyclone Cycling Club Los Alamos NM. recre-
CO. trails. Ann Arbor MI, cycles, collectors, 20th century. ation, sport.
Bridgestone Owners Bunch (BOB) 1992- San Club de Ciclistas Lima. Peru, recreation. Cykelframjandet 1934- Stockholm. Sweden.
Leandro CA, cycles. Club de los muchachos en mal Guamuchil, transport, touring.
Bringa Munkacsoport Hungary, transport. Mexico, trails. Cykelkedjan 1976- Stockholm. Sweden, transport.
Brisbane Bicycle Touring Association Ashgrove. Club des Villes Cyclables 1990s- France, trans- Cykelrejseforeningen TOUR Snekkersten.
Australia, touring port, bikeable
cities. Denmark, tounng, trails.
British Cycling Bureau London, industry, source. Coast Ranger Riders Richmond CA. trails. Czech and Slovak Bike Traffic Club Brno. Czech
British Human Power Club Bourne End. Coconut Grove Bicycle Club 1965- Coconut Republic, transport,
England, cycles, sport- Grove FL. sport, recreation.
FIDESZ-Ker^k-Piirosan Sz^p az ^let Colorado Plateau Mountain Bike Trail Dallas Off-Road Bicycle Association Dallas TX.
Alapitv^ny (Budapest Bicycle Transportation Association Grand Junction CO, trails. trails.
Comminee) 1990- Budapest. Hungary, transport. Colt Bicycle Club 1890s, Hartford CT. recreation, Dansk Cyklist Forbund (DCF) 1905-
Buffalo Ramblers 1880s- Buffalo NY, recreation, Comite Liaison des Fabricants des Bicyclettes Copenhagen, Denmark, source, transport, tour-
members cycled 189.329 miles in 1889. (COLIBI) France, industry. ing. 25.000
members in 1980,
Bygone Bikes Featherstone, England, cycles, col- Comit^ Liaison des Fabricants de Pi^es et Delmarva Bicycle Club Dover DE, recreation,
lectors. Equipements de Deux Roues (COLIPED) Delaware-Maryland-Virginia.
France, industry. Denver Bicycle Touring Denver CO. recreation.
Cabbagetown BicycleClub 1990-Toronto. Concerned Long Island Mountain Bikers 2.100 members in 1990
Canada, transport, development. (CLIMB) Woodbury NY. trails. Different Spokes San Francisco 1982- San
Cajun Cyclists, Pack and Paddle Lafayette LA, Concerned Off-Road Bicyclists Association Francisco CA. recreation, sport, open sexual ori-
recreation. (CORBA) 1987- Woodland Hills CA. trails, entation club.
California Association of Bicycling CORBA-Puget Sound Seattle WA, trails Different Spokes of Southern California Los
Organizations (CABO) 1972- Dublin CA. Connecticut Coalition of Bicyclists Middletown Angeles CA. recreation, sport.
source, recreation, transport. CT. transport, Dirty Dog Mud Club Plymouth NH, trails.
Canterbury Cyclists Association Chnstchurch, A Contramano Sevilla. Spain, transport. Disciples of Diri-Eugene Off-Road Cyclists
New Zealand, touring. Coordinatora Catalana d'Usuaris de la Bicicleta Eugene OR. trails.
Capital Bicycle Club 1881- Washington DC. Barcelona. Spain, transport. Dr. Paul Dudley White Bicycle Club 1962-
recreation. Crescent Cit> Cyclists Metaine LA. recreation. Homestead. FL. recreation,
Capital City Cyclists Tallahassee PL. recreation. Crested Butte Mountain Bicycling Association Dopravni Klub Czech and Slovakia (CSFR)
Carmel Mountain Bike Club Haifa, Israel, trails. Crested Butte CO. trails. Brno, Czech, transport.
Cyclebag 1977- Bristol. England, transport. 2,000 Douglass Bicycle Club 1890s- Indianapolis IN,

I
Carolina Tarwheels Durham NC. recreation.
Cascade Bicycle Club Seattle WA. recreation, members in 1980. sport, afncan-americans.
4.800 members in 1990— largest regional club in Cycle Board of Trade 1894- New York City.
U.S. industry. Earth Corps Winnipeg. Canada, transport.
Centenary Club England, industry elites. Cycle Campaign Network (CCN) 1990s- Milton Earih Works Jamaica Plane MA. transport.
Central California Off-Road Cyclists Pinedale Keyes. England, transport, East Bay Bicycle Coalidon (EBBC) 1972-
CA. trails Cyclefolk 1984- Dublin. Ireland, transport. Oakland CA. transport, advocacy, source. 300
Centro Portuguese Cicloturismo (CPC) Lisbon, Cycle Parts and Accessories Association East members and clubs in 1990.
Hills NY. trade. Eastern Fat Tire Association (EFTA) 1991-
Portugal, tounng.

BIKECULT 503
 Medford NJ. trails, sport. Florida BMX Association 1975- Clearwater FL, Hungarian Bicycle Tourists Federation
Echte Nederiandse Fietserbond (ENFB) 1975- sport. Budapest. Hungary, touring,
Woerden. NL, source, transport, tounng- Folks on Spokes Bike Club Homewood IL, tour-
Edmonton Bicycle Commuters Society ing, 300
members in 1990 I Cicclopici Milan, Italy, transport,
Edmonton, Alberta, transport, member- supported Freestate Derailleurs Baltimore MD. recreation. IG Velo Schweiz-Interessengemeinshaft Velo
repair shop, Bikeworks. Free Yourself from Henry Ford 1986- Allentown 1975- Basel, Switzerland, transport, association.
Elbow Valley Cycle Club Calgary, Albena, tour- PA, transport. Institute for Transportation and Development
ing, transport. Fremont Freewheelers Fremont CA, recreation, Policy (ITDP) New York City, development,
Elite Ladies* Cycling Club 1934-1970 Newcastle 250 members in 1990,
source.
upon Tyne. England, recreation, sport. Fresno Cycling Club Fresno CA, recreation. In Tandem London, recreation, tandems for visu-
Energia Verde (Green Energy) San Juan. Puerto Friends of City Cycling Budapest Budapest, ally-impaired.
Rico, transport. Hungary, transport. Intermediate Technology (IT) London. England,
English Schools Cycling Association SutTolk, Friends of the Earth (FOE) 1971- London, trans- development, cycles, source.
England, touring, sport, port. International Association of Cycling Journalists
European Bicycle Manufacturers Association 1980s- sports press.
(EBMA) Europe, industry. German Cycling Federation 1890s- Germany. International Bicycle Fund (IBF) Seattle WA.
European Cyclists' Federation (ECF) 1983- association, recreation, sport- transport, development.
Strasbourg. France, source, transport, advocacy. Glasgow Cycling Campaign 1990- Glasgow. International Bicycle Touring Society 1964- La
Evanston Bicycle Club Evanston IL, touring, Scotland, transport. Jolla CA. touring.
sport. Grand-Ma MTB Club Poggibonsi. Sicily. Italy. International Christian Cycling Club Denver
Everglades Bicycle Club Miami FL. recreation, trails. CO, touring, eight countries in 1992.
sport. Granite State Wheelmen Salem NH. recreation. International Human-Powered Vehicle
Eyecycle 1992- Los Angeles CA, recreation, visu- 1.200 members in 1990. Association (IHPVA) 1975- Indianapolis IN,
ally-impaired. Greater Arizona Bicycling Tempe AZ, recreation- cycles, design, sport governing body.
Greater Dallas Bicyclists Association Richardson International Mountain Bicycling Association
Fair Go For Cyclists! Hobart, Tasmania, trans- TX, recreation, transport. (IMBA) 1988- Los Angeles CA. trails, advoca-
port, advocacy. Greater Manchester Cycling Project Manchester, cy.
Family Cycling Club 1980- Bridgeton NJ, recre- England, transport, International Police Mountain Bike Association
ation, advocacy. Greenville Spinners 1992- Baltimore MD, education, advocacy, with
Fat Man's Bicycle Club 1890s, Brooklyn NY, Groupe de Recherche et d'Action des Cyclistes League of American Bicyclists.
recreation, members weigh over 250 pounds. Quotidiens (GRACQ) 1975- Bruxelles. International Randonneurs-North America
Fat Tire Flyers Notting Hill, Australia, trails. Belgium, source, transport, advocacy. Syracuse NY. touring, randonnees.
Federa^ao Fortuguesa de Cicloturismo e Griine Radler 1979- Krefeld. Germany, transport, International l^nicycling Federation (lUF)
UtUzadores de Bicicleta (FPCU) Lisbon. environmental. Redford MI, recreation, sport, governing body.
Portugal, source, touring, transport. Gnippo Sportivo Castello Como, Italy, sport. Israel Association of BMX and Hill-Country
Federal Bicycle Council 1976- Washington DC. Cycling Tel Aviv. Israel, trails, touring, sport,
advocacy. Haarlem Cycling Club 1880s- Haarlem. Israel Cycling Association Tel Aviv. Israel, recre-
Federation Beige du Cyclotourisme (FBC) Netherlands, recreation, sport. ation, sport.
Bruxelles. Belgium, touring. Handlebar Club of the Workers of Corbeil Israel Cyclists' Touring Club 1972- Kefar Saba.
F^^ration Francaise de Cyclotourisme (FFCT) 1890s. France, advocacy, Israel, tounng
1923- Paris, tounng. source, 1 10,000 members Hand-Powered Cyclists of America Cambridge Israel National Bicycle Riders' Club Tel Aviv,
from 3.000 clubs in 1990. MA, cycles, advocacy, Israel, transport,
FM^ratJon Francaise des Usagers de la Harlem Wheelmen 1930- New York City, recre-
Bicydette (FUBICY) 1980- Strasbourg. France. ation, sport- Japan Bicycle Manufacturers Association
transport, advocacy, Hatfield Man-Powered Aircraft Club 1960- Tokyo, industry
F^d^ration des Industries des Equipments pour Hatfield. England, cycles, human-powered air- Japan Bicycle Industry .\ssociat1on 1948- Tokyo.
Vehicules (FIEV) Paris, industry craft. industry.
Federazione Italiana Amici delta Bicicletta Hawaii Bicycling League Honolulu HI. recreation. Japan Bicycle Promotion Institute (JBPI) 1964-
(FlAB) (Friends of the bike in Italy) transport. 800 members in 1990. Tokyo. industry, recreation, sport. Bicycle
Fellowship of Cycling Old-Timers 1965- Surrey. Hawkeye Bicycle Association Cedar Rapids lA. Technical Center, Cycle Sports Centers.
England, old boys' club, formerly Fellowship of recreation. Japan Bicycle Road Development Association.
Old Time Cyclists 1916- Heather Bell Ladies Cycling Club 1960s. United Tokyo,
Fietserbond See Echte Nederiandse Fietserbond States, recreation Juneau Freewheelers Bicycle Club Juneau AK,
Fiets Overleg Vlanderen (FOV) Antwcrpen. Helsingin Polkupyoriiilijayhdistys (HePo) 1981- recreation
Belgium, transport, association Helsinki. Finland, transport, touring,
Fletskaarl Informatie Stichting (Cyclemap Hertfordshire Pedal Aeronauts 1965- Herts. Kids on Bikes
Foundation) Utrecht, Netherlands. England, cycles, human-powered aircraf). Knickerbikers El Cajon CA. recreation.
First Chinese Bicycling Club of Philadelphia Hong Kong Tour Cycling Association Kowloon. Koninkiijke Nederiandse Toeristenbond
1890s. Philadelphia PA. recreation, asian-amen- Hong Kong, recreation, sport (ANWB) (check! s'Ciravcnhagc. Netherlands.
cans. Houston Area Mountain Bike Riders louring, 2 8 million members in 1990
Five Boro Bicycle Club-AYH (5BBC) 1991- New Association Houston TX. trails
York C"ii>. louring Houston 0(T-Road Bicycle Association Houston Lallement Memorial Committee 1990- Boston
Rathcad Valley Bicycle Club Kalispcll Ml. TX. trails MA, cycles, honoring Pierre Lallement
recreation- HPV Klub Danmark Copenhagen, Denmark. League of American Bicyclists (LAW) 1880-
Florida Bicycle Association Tampa FL, recre- cycles, human-powered vehicles, with Dansk 1942. 196?;- Baltimore MD. lounng. rccrcalion.
ation, sport. Cvklist Forbund transport, fomtcrly league of American

504 BIKE CULT

 Wheelmen -1994 Mountain Bicycle Resource Group Eugene OR. (NWHPVA) 1985- Seattle WA, cycles.
Le Monde & Bicyclette 1975- Montreal, Canada, University of Oregon, recreation. Northwest Mountain Bikers Tacoma WA. trails.
transport, advocacy. Mountain Bicyclists Association 1977- Denver Norwood Paragons 1920s London, sport.
Les Cyclotouristes Grenoblois Grenoble. France, CO, source, transport, advocacy.
touring. Mountain Bike Club Finland E:spoo. Finland. Oak Park Cycle Club Oak Park IL
Letzebuerger Velos Initiativ (LVI) 1984- trails. Off-Road Bicyclists of Arizona Mesa AZ. trails.
Luxembourg, transport. Mountain Bike Club Italiano Milan. Italy, trails. Ohio Bicycle Federation Dayton OH. transport.
Liberty Wheelmen 1890s. Brooklyn NY. recre- Mountain Bikers of Alaska Anchorage AK, trails. recreation,
ation. Mount Wilson Bicycle Association San Marino OK Bicycle Society Oklahoma City OK. recre-
Liverpool Velocipede Club 1869- Liverpool, CA. trails, advocacy. ation, transport,
England, recreation. Movement pour la Defense de la Bicyclette Okie Extremes Mountain Bike Club Bethany
London Bicycle Club 1880s- London, recreation, (MDB) 1990- Paris, transport, advocacy. OK. trails.
sport, Movimiento Bicicletero 1989- Mexico City. Old Park Cycling Club 1890s Chicago IL.
London Cycling Campaign (LCC) 1978- Mexico, transport, advocacy. $50,000 headquarters in 1890s.
London, transport, advocacy, source. 7.000 mem- Mud Creek Mountainbikers Wolfville, Nova Onondaga Cycling Club Syracuse NY. recreation,
bers1993.
in Scotia, trails. advocacy
London Tricycle Club 1880- London, recreation, Ontario Coalition for Better Cycling Ottawa,
sport. Naga All Terrain Bikers Association (NATBA) Canada, transport.
Los Angeles Wheelmen Alhambra CA, touring. Naga City, Philipines, Ontario Cycling Association Willowdale. Canada.
700 members in 1990. National Bicycle Club Network Missoula MT, sport.
Low Impact Mountain Bicyclists (LIMB) Bikecentennial directory. Ooivaar Cycling Club 1885- Haarlem. Holland.
Missoula MT, trails. National Bicycle Dealers Association (NBDA) ORad 1990- Austria, advocacy.
1946- Costa Mesa CA. trade. L'Ordre des Cols Durs 1960- France, hillclimb
IVlanitoba Cycling Association Winnipeg, National Bicycle History Archive of America enthusiasts, with L'Ordre des Cols Durs 1966-
Canada, recreation. 1992- Santa Ana CA. cycles, history. Cheshire. England.
Man-Powered Aircraft Committee-Royal National Bicycle Registry Sacramento CA, data- Orion- Volgograd Cyclist's Touring Club
Aeronautic Society (MAP AC) 1957- Royal Air base. Volgograd, Russia, recreation.
Force College of Aeronautics. Cranfield, National Bike Club Birmingham. England, trans- Osterreischiche Automobil, Motorrad und
England. port and
recreation cycling with Royal Society Touring Club Vienna, Austria, touring.
Marketing Cycling to Women 1993- Boulder CO. for the Prevention of Accidents (RoSPA). Outdoor Living Association St. Julian's. Malta,
trade. National Clarion Cycling Club-Clarion recreation.
Massachusetts Bicycle Club 1880- Boston MA, Fellowship 1894- England, recreation, transport. Over Mount and Vale Club 1890- Kleve.
recreation. National Handicapped Sports and Recreation Germany, touring, trails.
Maui Bicycle Club Kahului HI. recreation. Association Washington DC Ozark Mountain Ridgeriders Harrison AR. recre-
Medicine Wheel Colorado Springs CO, trails. National Sporting Goods Association (NSGA) ation.
Melbourne Bicycle Touring Club Melbourne, Mount Prospect IL. industry.
Australia, touring. Nederlandse Rijwiel Toer Unie (NRTU) 1956- Pacelines Boston MA, recreation, gays and les-
Mercury Wheel Club 1890s Long Island NY. Veenedaal, Netherlands, touring, with Alliance bians.
recreation, competition for best-illuminated bicy- Internationale de Tourisme. Palo Alto Cycling Club 1972- Palo Alto CA.
cle. New England Mountain Bike Association recreation, sport, formerly Belmont Bicycle
Miami Valley Regional Bicycle Committee (NEMBA) Somerville MA. trails. Club 1960s- Belmont CA,
Dayton OH, transport. Newfoundland and Labrador Cycling Paralyzed Veterans of America Washington DC.
Michaux Cycle Club 1895- New York City, social Association St. John's. Canada, recreation, trans- source, recreation, sport.
club, members included Rockefeller. port. Pasadena Mountain Bike Club Altadena CA,
Vanderbuilt, Gould. New South Wales Cycling Federation Sydney. trails, sport, advocacy.
Michiana Bicycling Association Granger FN, Australia, sport. Pedal Clubs Niddrie. Victoria. Australia, recre-
recreation. New York Athletic and Velocipede Club 1880s- ation.
Michigan Human-Powered Vehicle Association New York City, sport, recreation. Pedali Alpini 1950-1985 Woodside CA, touring,
MI, cycles, sport. New York City All Terrain Cycling Association sport.
Michigan Mountain Biking Association Detroit New York City, trails, sport. Pedalibre 1980- Madrid, Spain, transport, advoca-
Ml, trails. New York Cycling Club (NYCC) 1936- New cy, recreation.
Michigan United Tandem Society (MUTS) York City, recreation, sport. Pedal Power ACT (Australian Capital Territory)
Hudsonville MI, recreation. New Zealand Cyclists Aukland. New Zealand, 1975- Canberra. Australia, transport advocacy.
Midwest Mountain Bike Club St. Louis MO. transport, recreation. Pedal Power radio show
trails. New Zealand Mountain Bike Association Taupo. Pedal Power Foundation of Southern Africa
Minnesota Coalition of Bicyclists Minneapolis New Zealand, trails. 1978- Cape Town, South Afnca. recreation,
MN. trails, advocacy. Norcape Bushbikers Australia, trails. advocacy-
Missoula Bicycle Club 1976- Missoula MT. tour- North Road Cycling Club 1880s- England, tour- Pedal Power Tasmania Hobart. Tasmania, trans-
ing, 300
members in 1990. ing. port, advocacy.
Monterey Mountain Bicycle Association North Roads Bicycle Club Rice Lake Wl. recre- Pedals for Progress High Bridge NY. recycling
(MOMBA) Pacific Grove CA, trails. ation. bikes for needy.
Moonbeams 1960s. Flonda. tricycling recreation. Northern California/Nevada Cycling PedMin Around Lake Charles LA. recreation,

Moscow Society of Velocipede Lovers 1890s, Association Berkeley CA. sport. Pennsylvania Off-Road Bicycle Coalition
Moscow. Russia. Northwest Bicycle Touring Society Mercer Island Doylestown PA. trails.
Moulton Bicycle Club London, 600 members WA, touring. Perimeter Bicycle Association Tucson AZ, tour-
from 15 countires in 1990. Northwest Human Powered Vehicle Association ing perimeters
of mountains, cities, countries.

BIKE CULT 505

 Pickwick Bicycle Club 1870- London, recreation, SCOR Cardiac Cyclists Club 1980s- Whittier Stichting: FietsI 1959- Amsterdam, advocacy.
sport. CA. recreation, sport, heart patients. Streamliner Racing Association Northwest,
Polski KJub Ekologinzny Kiakow. Poland, trans- SHARE-Concerned Cyclists of Crystal Cove cycles. HPVs
port, advocacy. Corona del Mar CA. trails, education, manage- Svenska Cykelsallskapet (SCS) 1979- Sp4nga.
Polskie Towarzystwo Turystyczno- Sweden, transport, advocacy
ment.
Krajoznawcze (PTTK) Warsaw. Poland, tour- Sacramento Rough Riders Sacramento CA, trails Svenska Turistforeningen (STF) Stockholm.
ing, with
Alliance Internationale de Tourisme. San Diego County Bicycle Coalition La Mesa Sweden, touring.
Portland Area Bicycle Coalition Portland OR. Syklistenes Landsforening (SLF) 1947- Oslo,
CA, recreation, transport.
transport. San Jose Bicycle Club (SJBC) 1939- San Jose Norway, tounng. transport, advocacy.
Portland United Mountain Pedalers (PUMP) CA. recreation, tounng. sport.
Portland OR. trails. Sandia Bicycle Club 1972- Sandia Laboratories. Tahoe .Area Mountain Bicycling Association
Post Office Cyclers 1890s. Newark NJ. postal car- Kirtland .Air Force Base NM, recreation, 400 (TAMBA) South Lake CA. trails.
riers. members in 1975. The Tandem Club 197 1- Godalming. England.
Potomac Pedalers Touring Club Washington DC. Sangre de Cristo Cycle Club Santa Fe NM, lour- tandem tounng. with Cyclists' Touring Club.
touring- ing. Tandem Club of America Palo Alto CA, source,
Potternewton Cycling Club 1890s- Leeds. Santa Rosa Cycling Club Santa Rosa CA. touring, recreation, tandems.
England. wine country. Tandem Club of Australia Melbourne. Australia.
Prince Edward Island Cycling Association Saskatchewan Cycling Association Regina. recreation.
Montague. Canada, recreation, sport. Saskatchewan, recreation, sport Team Ascent Ashland OR, sport.
Pusbbikes 1979- Birmingham. England. Schweiz Radfahrer und Motorfahrer Bund Team Evergreen Bicycle Club Evergreen CO,
(SRB) Zurich. Switzeriand. tounng. w ith sport, touring.
Quad Cities Bicycle Club Davenport lA. touring. Alliance Internationale de Tourisme. Texas Bicycle Coalition (TBC) 1990- Austin TX,
with 950 members in 1990. Sheridan Bicycle Club Sheridan WY advocacy
Queensland Cyclists Association Chandler. Shore Cycle Club Northfield NJ. tounng. sport. 300,000 Miles Club 1962- Cheshire. England, life-
Australia, sport. time mileage.
53 members in 1993.
Sierra Express Bicycle Club Nevada City CA
Silicon Valley Bicycle Coalition (SVBC) 1971- Thundering Quads Cycling Club Chardon OH,
Rail Riders of America 1980- Hillsboro NH.
Cupertino CA, transport, advocacy, formerly recreation.
cycles, rail bikes, recreation. Santa Clara Valley Bicycle Association Tidewater Bicycle Association Norfolk VA, tour-
Rails-to-T rails Conservancy Washington DC, (SCVBA) 1971-1992. ing, sport,
with 600 members in 1990.
trails, construction. Siskiou Wheelmen Ashland OR. recreation, trails, Todos En Bicicleta Mexico City, Mexico, trans-
Rainbow Cyclists Carlsbad CA. recreation, gays advocacy. port, advocacy.
and lesbians. Socialist Wheelmen's Club 1898- New York, Toronto Bicycling Network Toronto, Canada,
Randonneurs Mondiaux France, louring. recreation, members of Labor Party. recreation, advocacy, with 1.000 members in
Recumbent Bicycle Club of America 1990- 1990.
Societe des Cyclistes Coiffeurs-Parfumeurs
Renton WA. cycles, recreation. Toronto City Cycling Committee 1975- Toronto.
(Society of cyclists in the hair and perfume pro-
Redlands Water Bottle Transit Redlands CA. Canada, transport. ad\ocacy. city office.
fession)Pans.
1896-
tounng. sport. Society of Cyclists 1884- England, recreation. Touring Club Italiano 1895- Milan, Italy, touring
Regional Bicycle Advisory Committee of the San South African Mountain Bicycle Association Touring Club Suisse-Cyclo-loisirs (TCS) 1896-
Francisco Bay Area (REBAC) 1986- Oakland Linton Grange. South Africa, trails. Meyrin. Switzerland, tounng.
CA. transport, planning. South Australian Touring Cyclist's .Association Touring Cyclists' Hospitality Directory 1977-
Reno Wheelmen Reno NV, recreation, sport. Greg Adelaide. Australia, tounng. trails. Van Nuys CA. touring network.
LeMond's first club. Southbay Wheelmen Redondo Beach CA. recre- Touring Exchange source, international cycletour-
Retail Cvcle Traders Australia, trade. ation, sport. ing
Responsible Organized Mountain Pedalers South Broward Wheelers Hollywood FL, 400 Trail Center Los Altos CA, trails, advocacy,
(ROMP) 1988- Los Galos CA. trails, advocacy. members in 1990. development.
Rhode Island Fat Tire Association (RIFTA) South Western Ohio Trails Association Trails 2000 Durango CO trails.
Exeter Rl. trails. Cincinnati OH. trails. Transportation Alternatives (TA) 1973- New
Riders Helping Insure Off-Roads Survival York City, transport, advocacy. 3.500 members
Southern Appalachian Mountain Biker
(RHINO) Denver CO, trails. Organization .Atlanta GA. trails in 1995
Rio Bikers 1992- Rio de Janeiro, Brazil, recre- Southern Bic>cle League Clarkston GA, recre- Transport 2000 London, transport, advocacy.
ation. Trekfogels Club 1890- Amsterdam. Holland,
ation. 2.500
members in 1990.
Rising Sun Cycle Oub 1890s New York City, Southern Off-Road Bicycling .Association recreation, louring.
recreation, japanese-americans. Mariette G.A. trails. ad\ocac> . recreation. Tri-City Cyclists Bay City MI, recreation, sport.
Riverside Cycle Club 1890s Boston MA. recre- Space Coast Freew heelers Bike Club Cocoa FL. 600 members in 1990
ation. recreation. Tricycle Association 1880-1882 London, sport,
Rolling Resistance 1980- Troy NY, transport. Speedwell Bicycle Club 1876- Binningham. recreation.
advocacy England, sport. Tricycle Association 1928- Leeds, England, sport,
Rosslyn Ladies' Cycling Club 1920s- London. Spokes-Lothian Cycling Campaign 1977- w Ith Road Time Trials Council.
recreation, advocacy Edinburgh, Scotland, transport, advocacy, tour- Tricycle Inion 18,S2-I884 England, sport.
Rough Stuff Fellowship 1955- Soulhpon. ing Tulsa W heelmen Tulsa OK, recreation, transport,
England, traits. Spokespeople Sara.sota FL. advocacy, safely. sport
Round-the-World Cyclists' Registry Toronto, Sports for I'nderstanding Washington DC, inter- Tulsa Bicycle Club Tulsa OK
Canada, source, world cyclists. national touring,
sport, for teenagers.
Royal Society for the Prevention of Accidents Springfield Bicycle Club 1890s- Spnngflcld MA. Lhendus Rohellne Maardu Tallinn. Estonia,
(RoSPA) Birmingham, England, source, advoca- louring, sport. Spnngficld Tournaments tran.sport. advocacy.
cy, education. Slate Bicycle Committee Sydney and Walkcrvillc. UUah W heelers Bike Club Calpclla CA. recre-
Au.slralia. advocacv ation. Harvest
Century

506 BIKE CULT

Unlcycling Society of America (USA) Redford Vintage Cycle Club Caulfield, Australia, cycles, TOUR OPERATORS
MI. sport, recreation. collectors.
Union Cyclistes des Posies el des Tiligraplies Vixens 1990- England, trails, for women. Above the Clouds Trekking (Worchester MA)
(Union of Postal and Telegraph cyclists) 1897 Nepal, South America, Europe.
France. Wabash River Cycle Club West Lafayette IN, Adventure Bicycle Tours (Sacramento CA)
Union des Brevets International France, touring recreation. Pacific.
Union Luiembourgeois de Cyciotouristes Wandering Wheels Taylor University, Upland, Adventure Cycling Association (Missoula MT)
Florange, Luxembourg, touring. IN, recreation, singing. North America.
United Community Action Networl< (UCAN) Wanderlust Club 1890s- Leipzig, Germany, recre- Adventures Odyssey (Dauphin PA) USA, Europe
1994- Portland OR, recyclery, free bikes. ation, touring All Adventure Travel (Falls Church VA)
United Kingdom Unicycle Federarion 1988- Washington Area Bicyclists Association Kathmandu, Andes.
England, sport, recreation. (WABA) 1972- Washington DC. recreation. All-Outdoor Adventures Trips (Walnut Creek
United Nations Cycling Club New York City, transport, advocacy. CA) Hawaii, Europe, China
tounng. Washington's Happily Independent Recumbent American Wilderness Experience (Boulder CO)
United Slates Bicycling Hall of Fame Somerville Lovers (WHIRL) Washington DC. recumbent USA.
NJ, honors contributors to U.S. sport. bikes, recreation. American Youth Hostels (Washington DC)
United States Disabled Cycling Team Westerville The Wayfarers Washington DC, touring. Almost everywhere.
OH, sport. Western Pennsylvania Wheelmen (WPW) Arrow to the Sun (Taylorsville CA) Mexico.
United States Military Wheelmen 1895- West Pittsburgh PA. recreation, source, 800 members Asian Dreams (Los Angeles CA) Bankok,
Point NY, louring, sport in 1990 Singapore. Hong Kong. Indonesia. Malaysia.
Urban Nomads All Terrain Bicycle Association Western Wheelers 1968- Menio Park CA, touring, Asian Pacific Adventures (Los Angeles CA) Asia.
(UNATBA) Alexandna VA, trails. transport. Tajikistan.
Unreliable Wheelmen of Yokohama 1890s, Westfleld Non-Scorching Sit-Erect Bicycle Club Backcountry Bicycle Tours (Bozcman MT) North
Yokohama. Japan, Scotish humorists. 1890s, Slaten Island NY. upright cyclists against America, Australia.
Uvumbuzl Club Nairobi, Kenya, transport, advo- scorchers. Backroads Bicycle Touring (Berkeley CA)
The Wheel Club 1896- South Kensington,
cacy. Almost everywhere.
London, recreation. Baja Expeditions (San Diego CA) Baja.
Valencia en Bici Valencia, Spain, advocacy Wheel People Bicycle Association Galveston IN, Patagonia, Tibet.
Valley Spokesmen Dublin CA, recreation, advoca- recreation. Bicycle Adventure Club (San Diego CA) Almost
cy. The Wheelmen 1967- Trenton NJ, cycles, history, everywhere.
Vancouver Bicycle Club Vancouver, Canada. collectors. Bicycle Africa (Bellvue WA) Kenya. Cameroon.
Vania Aga Tartu. Estonia, transport, advocacy. Whistler Off-Road Cycling Association Togo. Ivory Coast. China.
Virosi Bicikliz^s Baritai (Friends of city cycling) (WORCA) Whistler. Canada, trails. Bicycle Beano Vegetarian Tours (Hereford,
Budapest. Hungary, transport. White Clay Bicycle Club Newark DE, recreation England) Europe.
Vegetarian Cycling and Athletic Club 1887- Winnipeg Cycletouring Club Winnipeg. Canada, Bike China Tours (Boston MA) Asia.
Hemel Hempstead, England. 100th anniversay. touring. Bike Events (Bath. England) Europe. Asia.
vegan members. Winter Park Fat Tire Society (FATS) Winter The Biking Expedition (Henniker NH) North
\i\o Quibec 1967- Montreal. Canada, transport, Park CO, trails, development. America. Europe. Asia.
recreation, advocacy, source. The Wooden Wheels Givatayim. Israel, cycles, BIyth & Co. (New York City) Europe. Asia.
Le Viloce Club 1869- Paris, recreation, sport collectors. Boojum Expeditions (San Diego CA) China.
Veloce Club Milano 1870- Milan, Italy, recre- Women of Power in the Industry (WOPITI) Tibet. Mongolia.
ation, sport. Fairfax CA, industry. Borealis Backcountry Cycling (Anchorage AK)
Veloce Club Torlnese 1880- Torino, Italy, recre- Women on Wheels Chicago IL, women's advoca- Alaska.
ation, sport. cy, fonnerly
National Organization of Breakaway Vacations (New York City) North
Veloce Club Fiorenlino 1870- Florence, Italy, Wheelwomen (NOW). America. Europe.
recreation, sport. Women's Cycling Coalition (WCC) Louisville Breaking Away Bicycle Tours (Manhattan Beach
Viloce Club de Rouen 1869- Rouen. France, CO, sport, women's advocacy. CA) Hawaii, Europe.
recreation, sport. Women's Cycling Network Harvard IL, touring. Butterfield & Robinson (Toronto, Canada)
Velocipede Society of Tasmania Evandale, women's advocacy. Europe. Australia.
Tasmania, cycles, historians. Women's Mountain Bike and Tea Society Carolina Cycle Tours (Bryson City NC) Central
Velo City (WOMBATS) 1989- Fairfax CA. trails. America. Europe.
Velograd Cyclists Club Volgograd, Russia, trans- women's advocacy. Chateaux Bike Tours (Denver CO) Europe.
port, recreation. Women's Sports Foundation New York City. Ciclismo Classico (Cambridge MA) Europe.
Verband der Fahrrad und Motorrad Industrie sport. Classic Bicycle Tours (Clarkson NY) Greece.
(VFM) Germany, industry. Workers' Pedal Club 1890s- France. Ireland. France. Northeast Canada.
Verkehrs Club Osterreich Vienna, Austria, trans- World on Wheels (WOW) San Rafael CA, educa- Country Cycling Tours (New York City) Europe.
port, source. tion. China.
Verkehrs Club der Schweiz 1979- W.P. Pedal Power Association (WPPPA) Crocodile Cycles (Cairns, Queensland) Australia.
Herzogenbuchsee, Switzerland, tranport, source, Claremont, South Africa, advocacy, also known Cycle Paths (Tahoe City CA) Asia, Baja, Europe.
car club. as W.P. Trapkragvereniging. Australia.
Vermont Off-Road Cycling Association Cycle Swiss Alpine (Winchester VA) Europe.
Manchester Center VT. trails. Yale Cycling Team 1879- Yale University, New Cycle and Kayak (Gabriola, Canada) North
Veteran-Cycle Club 1955- Croydon, England, Haven CT. sport, oldest active U.S. cycling orga- America.
cycles, history, formeriy Southern Veteran- nization. Cycleventures (Cumberland, Canada) North
Cycle Club. America, Europe, Asia.
Victorian Cycling Federation North Melbourne. Cyclists' Touring Club (Godalming. England)
Australia, sport. Almost everywhere.

BIKE CULT 507

TOUR GROUPS - SPORTS GROUPS

Cyclub Expeditions (Hull, Canada) Europe, Pacific Crest Bike Tours (Seattle WA) Pacific Woodswomen (Minneapolis MN) North America,
Africa. Coast. Mexico, Europe Europe, Australia, Mexico.
EarthVentures (Indianapolis IN) Europe, Paradise Bicycle Tours (Evergreen CO) Africa,
Australia- Australia.
Easy Rider Tours (EasI Arlington VA) North Paradise Pedallers (Charlotte NC) New Zealand. YOUTH TOUR GROUPS
America, Ireland. Progressive Travels (Seattle WA) North Amenca,
Forum Travel (Pleasant Hill CA) Europe, Asia, Europe. Adventures Rolling Cross Country (San
South America. REI Adventures (Seattle WA) North America. Francisco CA) Hawaii.
Gerliird's Bicycle Odysseys (Portland OR) Siberia, China. American Youth Hostels (Washington DC)
Europe. Rail-Trail Bike & Hike (Bryson City NC) North World-wide.
Goulash Tours (Kalamazoo Ml) Eastern Europe. Amenca, Europe- The Biking Expedition (Henniker NH) Canada,
International Bicycle Tours (Essex CT) Soviet Rim Tours (Moab UT) Western US Europe, China.
Union, China, Rocky Mountain Cycle Tour (Canmore, Canada) The Biking Odyssey (Dauphin PA) America.
International Bicycle Touring Society (San North Amenca, Hawaii, Europe, Japan. Europe.
Diego CA) America, Europe Sense Adventures (Kingston, Jamaica) Australia. Riding High Bicycle Tours for Kids (Portland
Joy Ride (Columbia NC) Europe. Timberline Bicycle Tours (Denver CO) North OR) North America. Europe.
The Northwest Passage (Wilmette IL) North Amenca. Spinning Spokes (Miami FL) Europe.
America, Europe, Australia, Africa. Tour de Cana (Philadelphia PA) Central America, Sports for Understanding (Washington DC)
Off the Deep End Travels (Jackson WY) Europe, Canbbean. Europe.
Japan, Tahiti, Thailand, Nepal. Touring Exchange (Port Townsend WA) Central Student Hosteling Program (Conway MA) North
Okanigan Bike Roads (Penticton, Canada) America. Amenca, Europe.
Canada. Vermont Bicycle Touring (Bristol VT) Northeast
On the Loose Bicycle Adventure Vacations US.
(Berkeley CA) Hawaii. Wandering Wheels (Upland IN) North America,
Outback with Bodflsh (Chester CA) Pacific Europe, Asia.
Coast. WUdland Journeys (Seattle WA) South America.

Sports

SPORTS GROUPS

UCI GOVERNING BODIES Armenia (ARM) FMiration du Cyclisme de la Belize (BIZ) Belize Amateur Cycling Association
international Olympic Committee (IOC) 1890s- Republique d'Armenie Erevan. Belize City
Lausanne, Switzerland, governs Olympic com- Aruba (ARU) Aruba Wider Bond Oranjestad Benin (BEN) FMiratlon Cycliste de la
petition. Australia (AUS) Australian Cycling Federation Republique du Benin Cotonou, formerly
Union Cycliste Internationale (UCI) 1900- (ACF) 1929-, Sydney, formeriy Australian FM^ratlon Dahom^nne de Cyclisme.
Lausanne. Switzerland, governs road racing, Amateur Cycling Association (AACA), Bermuda (BER) Bermuda Bicycle Association
track, mountain bike, cyclo-cross. BMX. cycle- Australian Professional Cycling Council Devonshire.
Austin's Ferry, Tasmania, League of Bolivia (BOL) Federaclon Boliviana de Ciciismo
ball, artistic cycling, formerly International
Cyclist Association (ICA) 1892-1900 Australian Wheelmen Footscray, Victoria, La Paz.
FMiratlon Inlernatlonale Amateur de Cyclisme League of Victorian Wheelmen Footscray, Bosnia-Herzegovina FM^ration Bosnie-
(FIAC) 1965-1992 Rome, Italy, UCI amateur Victona. Herzegovine de Cyclisme Sarajevo.
racing. Austria (AUT) Oslerrelschicher Radsport Botswana (BOT) Botswana Cycling Association
F^d^ration Internationale de Cyclisme Verband 1946-Vienna,formerly6sterreichis- Gaborone.
Professionnel (FICP) 1965-1992 Luxembourg. cher Radsport Kommission Brazil (BRA) Confederacao Braslleira d«
UCI professional racing. Azerbaijan (AZE) FMiration Cycliste de la Ciciismo Sao Paolo
Republique d' Azerbaijan Baku Brunei (BRU) Brunei Amateur Cycling
NATIONAL GOVERNING BODIES Bahamas (BAH) Bahamas Amateur Cycling Association Bandar
( 165 countries as of June 1995) Federation Nassau, formerly Bahamas Bulgana (BUL) Union Bulgare de Cyclisme
Albania (ALB) Union Albanaise de Cyclisme Amateur Cycling Association Sofia
Bahrain (BHR) Bahrain Amateur Cycling Burkina Faso FMtratlon Burklnabt de Cyclitmc
Tirana
Algena (ALG) Federation Algirlenne de Federation El Manama Ouagadougou, formerly Upper Volta
Cyclisme Alger Bangladesh (BAN) Bangladesh Cycling FMiratlon Voltalque de Cyclisme
Andorra (AND) Federacl6n .\ndorrana de Federation Dhaka Cameroun (CMR) FMiratlon Camerounalse de
Clcllsmo Escaldes Engordany Barbados (BAR) Barbados Cycling Union Cyclisme Yaounde
Angola lANCi) FMiration Cyclisle de I'Angola Bridgetown Canada (CAN) Canadian Cycling Association
Luanda. Belarus (BLR) FMiralion Cyclisle de Blelorussie (CCA) 1882- Gloucester, formeriy Canadian
Antigua (ANT) Antigua and Barbuda Amateur Minsk Wheelmen's Asioclallon 1882-1968
Belgium (BEL) Konlnklijke Belgische Cape Verde Federacao Cabo-Verdiana de
Cycling Asfocfatlon St John's
Argentina (ARO) Federaclon Ciclistica Wieirijders Bond (KBWB), Royale Ligue Ciciismo Praia
Argentina Buenos Aires. Veloclpedlque Beige (LVB) 1882- Bnissels Cayman Islands Cayman islands Cycling

508 BIKE CULT

 SPORTS GROUPS

Association Grand Cayman Guinea (GUI) Federation Gulneenne de Cyclisme Radfahrerverband 1962- Ruggell.
Central Afncan Republic F^diration Conakry. Lithuania (LIT) Federation LItuanienne de
Centrafricaine de Cyclisme Bangui. Guyana (GUY) Guyana Cycling Federation Cyclisme Vilnius.
Chile (CHI) Federacion Ciclisia de Chile 1905- Georgetown. Luxembourg (LUX) Federation du Sport Cycliste
Santiago. Haiti (HAD Federation Haitienne de Cyclisme l.u<embourgeois Luxembourg
China (CHN) Cycling Association of the People's Amateur Port Au Pnnce. Macao (MAC) Associacoa de Ciclismo de Macao
Republic of China Beijing. Holland (HOL) Koninklijke Nederlandsche Macao, formerly l.al Ming Cycling
Colombia (COL) Federacion Coiomblana de Wielren Unie(KlNWll) 1883- Woerden Association.
CIcllsmo Bogota. llondura.s (HON) Federacion Nacional de Macedonia Union Velocipedique de Macedoine
Comoros Fidiration Comorienne de Cyclisme Ciclismo de Honduras Tegucigalpa, formerly Skopje.
Amateur Moroni. Federacion Nacional Deportlva Extraescolar Madaga.scar (MAD) Comite National de
Congo (CGO) Federation Congolaise de Hong Kong (HKG) Hong Kong Cycling Coordination de Cyclisme Tananarive
Cyclisme Brazzaville. Association Wanchai. Malawi (MAW) Cycling Association of Malawi
Costa Rica (CRC) Federacion Costarricense de Hungary (HUN) Magyar Kerekpar Szovetseg Blantyre.
Cicilsmo San Jose. Budapest, formerly Association of Hungarian Malaysia (MAL) Malaysian National Cycling
Croatia (CRO) Hrvatski Biciklisticki Savez Cyclists 1894- Federation 1953- Mekala
Zagreb. India (IND) Cycling Federation of India New Mali Federation Mallenne de Cyclisme Bamako.
Cuba (CUB) Federacion Cubana de Ciclismo Delhi, Indian Professional Cyclists' Malta (MLT) Amateur Cycling Association
Havana. Association. Bombay. Mosia, formerly Malta Cycling Association.
Cyprus (CYP) Cyprus Cycling Federation Indonesia (INA) Indonesian Amateur Cycling Mauritius (MRI) Federation Mauricienne de
Nicosia. .Association 1951- Jakarta. Cyclisme Bell Village
Czech Republic (TCH) Fidfration Tchique de Iran (IRN) Amateur Cycling Federation Islamic Mexico (MEX) Federacion .Meilcana de
Cyclisme 1883- Prague, formerly Federation Republic of Iran Teheran. Ciclismo Mexico City.
Tch^coslovaque de Cyclisme. Iraq (IRQ) Iraqi Amateur Cycling Federation Moldova (MOD Federation du Cyclisme de la
Denmark (DEN) Danmarks Cykle Union Baghdad. Republique de Moldavie Chisinau
Brondby. Dansk Professionelt Cykle-Forbund Ireland (IRL) Federation of Irish Cyclists Dublin. Mongolia (MGL) Mongolian Cycling Federation
1965- Denmark. also Irish Cycling Federation (ICF) 1968- Ulan Bator.
Dominican Republic (DOM) Federacion Leixlip. Kildare. Irish Cycling Tripartite Monaco (MON) Federation Monegasque de
Dominicana de Ciclismo Santo Domingo Committee. Northern Ireland Cycling Cyclisme Monaco.
Ecuador (ECU) Federacion Ecuadorianna de Federation Belfast. Morocco (MAR) Federation Royale Marocalne
Ciclismo Quito Israel (ISR) Sports Federation of Israel Tel Aviv de Cyclisme Casablanca
Egypt (EGY) Egyptian Bicycle Union Cairo Italy (ITA) Federazione Ciclista Italiana (FCI) Myanmar (BIR) Burma Cycling Federation
El Salvador (SAL) Federacion Salvadorena de Rome, formerly Unione Velocipedistica Rangoon.
Ciclismo San Salvador Italiana (UVI) 1884- Namibia Namibian Cycling Federation
Estonia (EST) Union Cycliste de I'Estonie Ivory Coast (CIV) Federation Ivolrienne de Windhoek
Tallinn. Cyclisme .Abidjan. Netherlands Antilles Dutch Antillean Cycling
Jamaica (JAM) Jamaica Cycling Federation Federation Curacoa.
Ethiopia (ETH) National Ethiopian Cycling
Kingston, formerly Jamaica Amateur Cycling New Zealand (NZL) New Zealand Amateur
Federation Addis Ababa.
Fiji (FU) Fiji Amateur Cycling Association Suva Association Cycling Association 1934- Wellington.
Finland (FIN) Suomen PyoraUyliitto 1898- Japan (JPN) Japan Cycling Federation 1934- Nicaragua (NCA) Federacion Nacional de
Helsenki. Tokyo. formerly Japan Amateur Cycling Ciclismo Managua.
France (FRA) Federation Francaise de Cyclisme Federation (J,\CF), Japan Professional Niger (NIG) Federation Nigerienne de Cyclisme
(FFC) 1881- Rosny, formerly Union Cycling Federation Tokyo Niamey.
Velocipediques de France (UVF) Jordan (JOR) Jordan Cycling Federation Nigena (NGR) Nigerian Cycling Federation
Gabon (GAB) Federation Gabonaise de Cyclisme Amman. 1972- Lagos, formeriy Nigerian Amateur
Libreville. Kazakhstan (KAZ) Federation Cycliste de la Cycling Association.
Georgia (GEO) Federation Georgienne de Republique du Kazakhstan Almaty Norway (NOR) Norges Cykleforbund 1910- Rud.
Cyclisme Tbilisi. Kenya (KEN) Amateur Cycling Association of Oman (OMN) Oman Cycling Association Ruwi.
Germany (GER) Bund Deutscher Radfahrer Kenya Eldoret. Pakistan (PAK) Pakistan Cycling Federation
(BDF) 1884- Frankfurt, combined with East Korea, North (PKR) Cycling Association of the Lahore.
Democratic People's Republic of Korea Panama (PAN) Federacion Nacional de Ciclismo
Germany (DDR) Deutscher Radsport
Verband der DDR (DRV) 1947-1989 Berlin Pyongyang. de Panama Panama.
Great Britain (GBR) British Cycling Federation Korea, South (KOR) Korea Cycling Federation Paraguay (PAR) Federacion Paraguaya de
Seoul, formerly Korean Amateur Cycling Ciclismo Asuncion.
(BCF) 1959- Manchester, formerly British
Association Peru (PER) Federacion Peruana de Ciclismo
League of Racing Cyclists (BLRC) 1942-
1959,National
Cyclists
Union(NCU)1883- Kuwait (KUW) Kuwait Athletic & Cycling Lima.
1959, Bicycle Union 1878-1883. British Federation Kuwait City Philippines (PHI) Philippine Cycling Federation
Kyrgyzstan (KYR) Cycling Union of the Manila.
Professional and Independent Cycling
Republic of Kirghizistan Bishkek Poland (POL) Polski Zwiazek Kolarski 1920-
Association.
Greece (GRE) Federation Hellenique de Latvia (L.AT) Federation Lettone de Cyclisme Warsaw.
Cyclisme Athens Riga. Portugal (POR) Federa^ao Portuguesa de
Grenada Grenada Amateur Athletic and Cycling Lebanon (LIB) Federation Libanaise de Cyclisme Ciclismo Lisbon.
1952- Beirut. I^lerio Rico (PUR) Federacion Puertorriquena
Association St. George's.
Libya (LBA) Union Jamahiriyenne de Cyclisme de Ciclismo San Juan.
Guam (GUM) Guam Cycling Association .\gana
Romania (ROM) Federatia Romana de CIclisme
Guatemala (GUA) Federacion Nacional Tripoli
Liechtenstein (LIE) Liechtensteiner Bucharest.
Guatemalleca de Ciclismo Guatemala Cuy

BIKE CULT 509

SPORTS GROUPS

Russia (CIS) Union Cycliste de la Russie Uganda (UGA) Uganda Cycling Association Commission Internationale de Cyclisme en
Moscow, formerly Soviet Union (URS) Kampala. SaUe
Federation Cycliste d*URSS Ukraine (UlCR) Federation Ukrainienne de Cycle Speedway Council 1971- Dorset. England,
Rwanda (RWA) Federation Rwandaise de Cyclisme Kiev. flat track racing.
Cyclisme Amateur Kigali. United Arab Emirates (UAE) United Arab English Schools Cycling Association.
St. Kitts St. KJtts Amateur Cycling Association Emirates Cyclist Association Deira Dubai. European Triathlon Union (ETU)
Basseterre. United Stales (USA) United States Cycling International Triathlon Union (ITU).
St. Lucia St. Lucia Amateur Cycling Association Federation (USCF) 1975- Colorado Springs Japan Kei-rin Association 1957- governs Kei-rin
Castries. CO. formerly Amateur Bicycle League of panmutuel racing.
St. Vincent St. Vincent and Grenadines Cycling America (ABLA) 1920-1975. Inter-Club Japan Mountain Bike Association Tokyo.
Union Kingstown. Amateur Cycle Road Racing League 1912- National Bicycle League (NBL) Dublin OH.
San Marino (SMR) Federazione Ciclistica 1919, NaHonal Cycling Association (NCA) BMX racing. 18.000 members in 1992.
Sanmarinese Domagnano. 1893- 1920 Phildelphia PA. League of National BMX Association Wigan. England.
Sao Tome Federacao Santomense de Ciclismo American Wheelmen (LAW) 1881-1900. National Cycle League (NCL) 1989- New York
Sao Tome. United States Professional Cycling City, city-based league-
Saudi Arabia (SAU) Saudi Arabian Amateur Federation (USPRO) 1983- New Tnpoli PA. National Off-Road Bicycle Association (NRBA)
Cycling Association 1963- Riyadh. formerly Professional Racing Organization 1983- Colorado Springs CO,
Senegal (SEN) Federation Senegalaise de (PRO) 1968-1982 Colorado. Road Records Association (RRA) 1885-
Cyclisme Dakar. Uruguay (URU) Federation Cycliste d'Uniguay Carshalton, England, governs UK record
Seychelles (SEY) Seychelles Amateur Cycling Montevideo. attempts.
Association Victoria. Uzbekistan Federation Cycliste d'Ouzbekistan Road Time Trials Council (RTTC) 192 1-
Smgapore (SIN) Singapore Amateur Cycling Tashkent. Perterborough. England, governs UK time trial
Association Singapore. Vanuatu Vanuatu Amateur Cycling Federation racing, formerly Road Racing Council.
Slovakia Slovak Cycling Federation Bratislava Port Vila. Scotish Cyclists' Union (SCU) 1889-
Slovenia Federation Slovene de Cyclisme Venezuela (VEN) Federacion Venezolana de Sierra Leone Amateur National Cycling
Ljubljana. Ciclismo Caracas Association Freetown,
South Africa (SAF) South African Cycling Vietnam Vietnam Cycling Federation Hanoi. South Australian Cycling Federation Elizabeth.
Federation Table View. Virgin Islands (ISV) Virgin islands Cycling Tasmanian Cycling Federation Launceston.
Spain (ESP) Federacidn Espaiiola de Ciclismo Federation St. Croix. Tri-Fed-Triathlon Federation/USA 1982-
1896- Madrid. Yemen Yemen Cycling Federation Sana", also Colorado Springs CO.
Sri Lanka (SRI) Cycling Association of Sri Lanka Yemen Amateur Cycling Federation Adan. Ultra-Marathon Cycling Association (UMCA)
1970- Colombo. Yugoslavia (YUG) Federation Vougoslavie de 1980- Altadena CA. governs long-distance rac-
Sudan (SUD) Sudan Cycling Federation Cyclisme Belgrade. ing.
Khartoum. Zaire (ZAl) Federation Zairoise de Cyclisme Union European de Cyclisme.
Surinam (SUR) Surinam WJelren Unie Kinshasa. United Kingdom Bicycle Moto-Cross
Paramaribo. Zambia (ZAM) Cycling Association of Zambia Association (UK BMX) 1980- Twickenham.
Sweden (SWE) Svenska Cykelforbundet 1900- Lusaka. England.
Sigtuna. Zimbabwe (ZIM) Zimbabwe Cycling Association United States Association for Blind Athletes
Switzerland (SUI) Comite National du Cyclisme Harare. (USABA) Colorado Springs CO. Paralympic
(CNC) Glanbmgg. also National Komittee fur National Team
Radsport Zurich, Union Cycliste Suisse REGIONAL AND SPECIALTY Veterans Time Trials Association Essex.
Geneva. SPORTS GROUPS England.
Syna (SYR) Federation Arabe Syrienne de Amateur Althetic Association 1866- London Women's Cycle Racing Association Romford,
Cyclisme Damascus. American Bicycle Association (ABA) 1977- England.
Taiwan (TAI) Chinese Taipei Amateur Cycling Chandler AZ, BMX racing. 57.000 members in Women's Road Records Association 1934-
Association 1964- Taipei, 1992, London.
Tanzania (TAN) Cycling Association of Tanzanie Arab Amateur Cycling Federation (AACF). Worid Bicycle Polo Federation Bailey CO.
Dar es Salaam. Asian Cycling Federation (ACF)
Thailand (THA) Thai Amateur Cycling Association Francaise de Mountain Bike Neuilly
Association Bangkok. Australian BMX Association (ABA) Geilston
Togo (TOG) Federation Togolaise de Cyclisme Bay, Tasmania
Lome. Australian Mountain Biking Association
Tnnidad-Tobago (TRI) Trinidad and Tobago (AMBA) Sydney,
Cycling Federation Port of Spain Bicycle Polo Association of Great Britain 1931-
Tunisia (TUN) Federation Tunislenne de Gosport, England
Cyclisme Tunis. British Cyclo-Cross AssociaHon 1954- Kent.
Turkey (TUR) Federation Turque de Cyclisme England. 300 member clubs in 1980
Ankara British Mountain Bike Federation (BMBF)
Turkmenistan Federation Cycliste du Manchester
Turkmenistan Ashgabat. British Triathlon Association Essex, England.

510 BIKE CULT

 VELODROMES

VELODROMES 400 m.. asphalt. 17 degree turns. m . concrete, 30 degree turns, rebuilt 1990.
Alpenrose Velodrome 1964 Alpenrose Diary. Edmonton Velodrome 1977- Edmonton, open,
Track Name Years in use. Place, open/covered, Portland OR, open, 268 m.. concrete, 41 degree 333 m., 37 degree turns.
lap length, surface, angular degree of turns, seals, turns. Fonthill Velodrome 1980s- Fonthill, Ontario,
altitude, owner, events. Dorias Velodrome 1967- Detroit Ml, open, 322 open, 135 m., woixl, 55 degree turns.
m., cement, 28 degree turns. Harry Jerome Memorial Velodrome 1992-
UNITED STATES Dick Lane Velodrome 1975- East Point OA, Vancouver, covered. 200 m.. wood.
Springfield Bicycle Track 1884- 1900s, open, 322 m., concrete. 33 degree turns. Juan de Fuca Velodrome 1992- Juan de Fuca
Springfield MA, open, 1/3 mile (535 m), dirt, Marymoor Park Velodrome 1975 Redmond Recreation Center. Victoria, open. 333 m.. con-
later cement, Springfield Bicycle Club WA. open. 400 m.. cement. 28 degree turns. crete.
degree
28 turns.
Tournaments, Lehigh County Velodrome 1975 Trexlertown
Charles River Velodrome 1900s, Cambridge MA, PA. open. 333 m., Chem-comp. 27 degree turns. AMERICAS
open, 1/3 mile (536 m ), cement. established by Robert Rodale. National Stadium Bridgetown. Barbados, open.
New Haven 1890s- 19 11, New Haven CT. Madison Velodrome 1976-1980. Detroit MI. 400 m.. cement.
Revere Beacli Track 1890s-1931, Boston MA portable. 125+ m . wood, track was stolen while Calles Park Velodrome Mexico City. open, alti-
Newby Oval 1890s, Indianapolis IN, open, 1/4 in storage. tude 2.300
m.
mile (402 m.), pinewood, 20,000 seats, Arthur San Diego Velodrome 1976- Morely Field. San Centro Sportivo Mexico City. open. 333 m.,
Newby later built the Indianapolis Motor Diego CA. open, 333 m., asphalt, 28 degree cement, altitude 2.300 m.
Speedway. turns. Olympic Velodrome Mexico City. open. 333 m..
Capitol City Velodrome 1890s, Indianapolis IN, Shakopee Velodrome 1977-1990, Shakopee WI, wood, altitude 2,300 m.
open. open, 200 m , wood, 58 degree turns, reconstruct- Alto Irpavo La Paz, Bolivia, open. 333 m .
Denver Velodrome 1890s, Denver CO, open, ed fromSchurmann-built track of 1973 Detroit cement, altitude 3,408 m
wood. six-day. A,N. Patino Call, Colombia, open.
Salt Palace Velodrome 1899-1913, Salt Lake City Major Taylor Velodrome 1982- Indianapolis IN, Velodrome Rodriguez Medelin, Colombia, open.
UT, open, 1/8 mile (201 m.), wood, 48 degree open, 333 m., concrete, 28.5 degree turns. Santiago Velodrome Santiago, Chile, open, alti-
turns, 5,000 seats, altitude 4,400 ft. 7-Eleven Velodrome 1983- Olympic Training tude 610m
Salt Air Velodrome 1904, Salt Lake City UT, Center, Colorado Springs CO, open, 333 m., con- Quito Velodrome Quito, Ecuador, open, 333 m.,
open, salt. crete,
degree
33 turns, 8.200 seats, altitude 7.000 cement, altitude 2,380 m.
Madison Square Garden 1895-1925, New York ft.
City, covered, 1/10 mile (161 m.), wood. Olympic Velodrome 1983-Cal-State University
Manhattan Beach Velodrome 1890s, Brooklyn Dominguez Hills. Carson CA. open. 333 m., con- EUROPE
NY, open, 1/3 mile (536 m.). cement, 30,000 crete,
degree
33 turns, cost $3 million. Anoeta Velodrome San Sebastian, Spain, 275 m.,
spectators, operated by Billy Brady. Baton Rogue Velodrome 1985- Baton Rogue LA. cement.
Nutley Velodrome 1890s- 1940, Nutley NJ open. 333 m.. concrete. 33 degree turns. Horta Olympic Velodrome 1991 Barcelona,
Waverley Fair Velodrome 1896-1910, Newark Alkek Velodrome 1986- Houston TX. open. 333 Spain, open. 250 m.. wood. 5,400 seats.
NJ, covered, 1/4 mile (402 m.), wood. m , concrete, 33 degree turns. Luis Puig Velodrome 1992- Valencia, Spain,
Newark Velodrome 191 1-1930, Newark NJ, cov- Brandy Branch Park Bicycle Track 1988- semi-covered, 250 m.
ered,mile
1/6 (268 m.), wood, 12,500 seats. Jacksonville FL, open, 300 m., concrete. 20 Ordrupp Velodrome 1949 Copenhagen,
New York Velodrome 192 1- 1930, New York degree turns. Denmark, open, 370 m., cement, 48 degree turns.
City, open, 1/6 mile (268 m.), wood, 20,000 National Sports Center Velodrome 1990 Blaine Odense Velodrome Odense, Denmark, open
seats. MN, open, 250 m., wood, 43 degree turns. Forum Copenhagen, Denmark, covered, 190 m..
Washington Park Bowl 1927- Kenosha WI. open, Brian Piccolo Velodrome 1993- Cooper City, wood.
333 m., asphalt, 26 degree turns, oldest operating Broward County FL, open, 333 m., 30 degree Hamar Olympic Hall Velodrome 1992- Hamar.
in U.S. turns. Norway, open, wood.
Coney Island Velodrome 1930s, Brooklyn NY, Vandedrome 1995, Del Mar CA, portable. 153m. Helsinki, Finland, open.
open, 1/6 mile (268 m.), 10,000 seats. wood. 53 degree turns. Heme Hill Velodrome 1891- London, open, 450
Rose Bowl Velodrome 1932, Pasadena CA, m., concrete and epoxy-resin. 26 degree turns.
portable, open, wood, Olympic Games. CANADA original surface was shale, later replaced with
Brown Deer Velodrome 1948- Milwaukee WI, Queens Park Velodrome 1900s. Montreal, open. wood (457.355 m.). refurbished in 1992 by Ron
open, 400 m., asphalt. 23 degree turns 1'2 mile ( 804 m. I. din. 18.000 seats. Webb at cost of £500.000.
Meadowhill Velodrome 1959- Northbrook IL. Schelstraete Velodrome 1950s, portable. 1/13 Crystal Palace Track 1900s. London.
open. 383 m.. asphalt. 43 degree turns. mile (123 m.). wood. Fallowfield Track Manchester. England
Gately Stadium 1960s, Chicago IL, open, 250 m., China Creek Velodrome 1954-1980. Vancouver. Butts Stadium Coventry, England.
wood. open. 245 m.. wood. 42 degree turns. Wembley Stadium London, portable
Encino Velodrome 1961- Encino CA, open, 250 Winnipeg Velodrome 1967- Winnipeg, open, 400 Olympia Velodrome
m.. concrete. 29 degree turns. m., concrete, 38 degree turns. Harvey Hadden Stadium Nottingham, England.
Hellyer Park Velodrome 1962- San Jose CA. Delhi Velodrome 1970,s- Delhi, Ontario, open,
open.
open. 336 m., asphalt, later Chem-comp, 22.5 250 m., asphalt, 38 degree turns. Lilleshall Velodrome Newcastle-and-Lyme.
degree turns. Woodbridge Velodrome 1973- Toronto, open, England, open.
Penrose Velodrome 1962- St Louis MO, open, 255 m.. concrete, 45 degree mms. SafTrou Stadium Leicester, England, open, 333
322 m., asphalt, 23 degree turns. Olympic Velodrome 1974-1989, Montreal, cov- m., wood.
Kissena Velodrome 1963- Flushing NY, open. ered,m.,
287wood. 48 degree turns. National Cycling Centre 1994- Manchester, cov-
Glenmore Velodrome 1975. Calgary, open, 400 ered,m.,
250wood, 5,000 seals, designed by Ron

BIKE CULT SI I
VELODROMES

Webb, cost £9 million. Sportpark Friedenau 1897-1904. Berlin, open. Plzen. Czech.
Buffalo Velodrome 1891- Porte Maillot, later 500 m.. cement. 20,000 seats. Velodrom Kovo Prague. Czech.
Porte d'Orleans, Paris, open. 333 m.. cement, Eiberfeld Velodrome Wuppertal. Germany, open. Athens, Greece,
built by owner of Folies Bergeres, named for Frankfurt on Main, Germany, open. 400 m.
Col. Cody's Buffalo Bill Circus staged on the Rutt Arena 1926-1931 Beriin, wood. EURASIA
grounds. Deutschlandhalle 1950s- Berlin, covered, 220 m.. Junikpionerov \'elodrome Moscow, open.
Velodrome Pare des Princes 1891- Paris, open. wood. Krylatskoje Olympic Velodrome 1980- Moscow.
666 m. Hans-Martin Schleyerhalle Stuttgart. Germany. covered. 333 m.
Velodrome de la Seine Paris- covered. 285 m.. wood. Central Velodrome TbMissi, open.
Velodrome d'Hiver 189 1- Pans, covered, served Werner Seelenbinderhalle Berlm. covered, 17! Chakhter Velodrome Toula. open. 333 m.
as pnson dunng World War II. m., wood. Dynamo Stadium Irkoutsk. open.
Velodrome du Pare 1890s- Bordeaux, France, Sporthalle Koln, Germany, covered, 166 m.. Spartah Stadium Erevan, open.
wood, Tashkent, open.
open.
Montlb^ry Velodrome Montlhery, France, open. Olympiahalle 1970- Munich, Germany, covered.
Palais des Sports Grenoble. France, covered, 200 275 m.. wood, ASIA
Bremen, Germany. 166 m., wood, Olympic Velodrome 1960s- Tokyo. Japan.
Piste Municipale 1890s- Vinccnnes. France, open, Stuttgart. Germany. 1984- covered. 285 m,. wood. Tokyo Dome 1980s Tokyo. Japan, covered. 400
400 m.. wood, nicknamed Cipale, enlarged to Westfalenhalle Dortmund. Germany, covered. 200 m., cement.
500 m. in 1900. m.. wood. Olympic Velodrome 1986- Seoul. Korea, open,
Velodrome Troyen 1900- Paris, open, 375 m.. Ferry Dusika Vienna. Austria, covered. 333 m,, wood.

cement. Hallenstadion Vienna, Austria, covered.

Velodrome de TEst 1890s- Paris, open. 333 m. Hallenstadion Zunch. Switzerland, covered. AFRICA
Velodrome de Tours Tours. France, open. 400 m.. Oerlikon Velodrome Zurich, Switzerland, cov- International Stadium 1981- Durban. South
cement. ered, cement. Africa, open, 333 m., concrete. 40 degree turns.
Pont Magnam Nice. France. Bassano de Grappa. Italy. 1971- open. 400 m..
Velodrome Municipale Roubaix. France, open cement. AUSTRALIA
St. Etienne, France, covered. Cascine Velodrome Florence. Italy, 333 m. Olympic Velodrome 1950s-1977 Melbourne.
Toulon, Hyeres, France, open. Velodrome Communale Dalmme, Italy, open. open, 333 m.. wood,
Velodrome Municipal Toulouse, France, open. Masnago Velodrome Varese. Italy, open. 446 m. Northcote Velodrome Melbourne, open.
Omnisports Bercy 1980- Pans, covered, wood. Ferrara Velodrome Italy, cement Coburg Velodrome Melbourne, open. 250 m.,
Stadium de Bordeaux-Le Lac 1989- Bordeaux, Monteroni. Italy. 333 m. concrete.
France, covered. 250 m.. wood (doussie), hour Olympic Velodrome 1959- Rome. open. 400 m., Commonwealth Games Velodrome 1982-

records. wood. Brisbane. open, concrete,

Palais des Sports Brussels, covered. Padova. Italy, 333 m. Devonport. Tasmania.
Sportpaleis Merksem 1919- Antwerp. Belgium. Palasport Milan, Italy, covered. Sydney, open, i'4 mile, bitumen, unbanked.
covered. 250 m.. wood. 20.000 seats. Palazzo dello Sport Milan, Italy, covered. 250 m.
Velodrome d'Hiver Ghent. Belgium, covered, 166 Vigorelli Velodrome 1935- Milan. Italy, open,
m., wood. 333 m.. wood, hour records.
Sportpaleis Ghent, Belgium, covered. Paolo Borselino %'elodrome Palermo. Italy, open.
Ahoy Sportpalais Rotterdam. Holland, covered. 400 m.. resin-coated cement.
Amsterdam 1940s- open. 500 m., cement. Bmo. Czech, open.

512 BIKE CULT

 TRACK CHAMPIONS

OLYMPIC TRACK CHAMPIONS [See Sports Groups for definition of three-letter country codes.]

1896 ATHENS 1952 HELSINKI

EVENT TIME WINNER (COUNTRY) SPRINT 12.0 Enzo Sacchi (ITA)
TT333m :2'4 Paul Masson (FRA) KILOTT 1:11.1 Russel Mockbridge (AUS)
SPRINT 2.000 m 4:56 Paul Masson (FRA) TANDEM 11.0 R. Mockbridge-L Cox (AUS)
10 km 17:45 Paul Masson (FRA) TEAM PURSUIT 4:46 ITALY
PACED 100 km 3:08:19 L«on Flameng (FRA) 1956 MELBOURNE
12 hour 314.997 km Addf Schmal (AUT) SPRINT 11.4 Michel Rousseau (FRA)
1900 PARIS KILOTT 109.8 Leandro Faggin (ITA)
TT603m 51.2 William Johnson (GBR) TANDEM 10.8 J. Brown-A. Marchant (AUS)
SPRINT 2.000m 2:52 G. Taillandier (FRA) TEAM PURSUIT 4:37.4 ITALY
TEAM PURSUIT 2:17.2 UNITED STATES I960 ROME
1904 ST. LOUIS SPRINT II. 1 Sante Gaiardoni (ITA)
IM mile 31.8 Marcus Hurley (USA) KILOTT 1:07.27 Same Gaiardoni (ITA)
1/3 mile 43.8 Marcus Hurley (USA) TANDEM 10.7 S. Bianchetto-G. Beghetto (ITA)
1/2 mile 1:09 Marcus Hurley (USA) TEAM PURSUIT 4:30.9 ITALY
1 mile 2:41.4 Marcus Hurley (USA) 1964 TOKYO
2 miles 4:57.8 Burton Downing (USA) SPRINT 13.69 Giovanni Pettenella (ITA)
Smiles I3K)8.2 Charies Schlee (USA) KILOTT 1:09.59 Patrick Sercu (BEL)
25 miles 1:10:55 Burton Downing (USA) TANDEM 10.75 S. Bianchetto-A Damiano (ITA)
1906 ATHENS PURSUIT 5fl4 Jin Daler (TCH)
TT333m 22.8 Francesco Verri (ITA) TEAM PURSUIT 4:35.67 WEST GERMANY
SPRINT 1,000 m 1:42.2 Francesco Verri (ITA) 1968 MEXICO CITY
5 km 8:35 Francesco Verri (ITA) SPRINT 10.68 Daniel Morelon (FRA)
20 km 29:00 William Pett (GBR) KILOTT 1:03.91 Pierre Trentin (FRA)
TANDEM 2:57 J. Matthews-A. Rushen (GBR) TANDEM 9.83 D. Morelon-P. Trentin (FRA)
1908 LONDON PURSUIT 4:41.71 Daniel Rebillard (FRA)
TT603m 51.2 Victor Johnson (GBR) TEAM PURSUIT 4:22.44 DENMARK
SPRINT 1.000 m no winner (over time limit) 1972 MUNICH
5km 8:36 Benjamin Jones (GBR) SPRINT 11.69 Daniel Morelon (FRA)
20 km 34:13.6 C.B. Kingsbury (GBR) KILOTT IK>6.44 Niels Fredborg (DEN)
TANDEM 3:07.6 M. Schilles-A. Auffray (FRA) TANDEM V. Semenets-I. Tselovalnikov (URS)
TEAM PURSUIT 2:18.6 BRITAIN (1.810 m) PURSUIT 4:45.74 Knut Knudsen (NOR)
100 km 2:41.48.6 C.H. Bartlett (GBR) TEAM PURSUIT 4:22 WEST GERMANY
1920 ANTWERP 1976 MONTREAL
SPRINT Maurice Peeters (HOL) SPRINT 10.78 Anton Tkac (TCH)
50 km 1:16:43.2 Henry George (BEL) KILOTT 1:05.92 Klaus-Jurgen Grunke (DDR)
TANDEM 2 km 2:29.4 H. Ryan-T. Unce (GBR) PURSUIT 4:47.61 Gregor Braun (RFA)
TEAM PURSUIT 5:20 ITALY TEAM PURSUIT 4:21.08 WEST GERMANY
1924 PARIS 1980 MOSCOW
SPRINT 200 m 12.8 Lucien Michard (FRA) SPRINT Lua Hesslich (DDR)
50 km 1:18:24 Jacobus Willems (HOL) KILOTT I02.95 Lothar Thorns (DDR)
TANDEM 2 km 2:40 J. Cugnot-L Choury (FRA) PURSUIT 4:35.66 Robert Dill-Bundi (SUI)
TEAM PURSUIT 5:15 ITALY TEAM PURSUIT 4:15.70 SOVIET UNION
1928 AMSTERDAM 1984 LOS ANGELES
SPRINT 13.2 R, Beaufrand (FRA) SPRINT Mark Gorski (USA)
KILOTT 1:14.4 Willy Falk Hansen (DEN) KILOTT 1:06.10 Fredy Schmidtke (RFA)
TANDEM SPRINT 11.8 B. Leene-D Van Dyke (HOL) PURSUIT 4:39.35 Steve Hegg (USA)
TEAM PURSUIT 5:10.8 ITALY TEAM PURSUIT 4:25.99 AUSTRAUA

1932 LOS ANGELES POINTS 37 Roger Hegems (BEL)

SPRINT 12.6 Jacques Van Egmond (HOL) 1988 SEOUL
KILOTT 1:13 Edgar Gray (AUS) MEN'S SPRINT -
Lua Hesslich (DDR)
TANDEM 12.0 M. Perrin-L Chaillot (FRA) WOMEN'S SPRINT -
Erika Salunue (EST)
TEAM PURSUIT 4:53 ITALY KILOTT 104.49 Alexander Kiritchenko (URS)
1936 BERLIN PURSUIT 4:32.00 Guintautas Umaras (URS)
SPRINT 11.8 Toni Merkens (GER) TEAM PURSUIT 4:13.31 SOVIET UNION

KILOTT 1:12 Arie Van Vliet (HOL) POINTS 46 Dan Frost (DEN)
TANDEM 11:8 E. Ihbe-C. Lorenz (GER) 1992 BARCELONA
TEAM PURSUIT 4:45 FRANCE MENS SPRINT 10.99 Jens Fiedler (RFA)
1948 LONDON WOMEN'S SPRINT I2.6i Erika Salumae (EST)
SPRINT 12.0 Mario Ghella (ITA) KILOTT 1:03.34 Jose Moreno (ESP)
KILOTT 1:13.5 Jacques Dupont (FRA) MEN'S PURSUIT 4:24.496 Chris Boardman (GBR)
TANDEM R. Perona-F. Terruzzi (ITA) WOMEN'S PURSUIT 3:41.75 Petra Rossner (RFA)
TEAM PURSUIT 4:47.8 FRANCE TEAM PURSUIT 4K)8.79 GERMANY
POINTS 44 Giovanni Lombardi (ITA)

BIKE CULT 513

TRACK CHAMPIONS

WORLD SPRINT CHAMPIONS

(i event not held: 2 open pro/am race; 3 separate pro/am venue; 4 Olympic champion; s disqualified dope test]

PROFESSIONAL AMATEUR
1893 Chicago AA. Zimmermann (USA)
1894 Antwerp Aug. Lehr (GER)
1895 Cologne R. Protin (BEL) Jaap Eden (HOL)
1896 Copenhagen Paul Bourillon (FRA) H. Reynolds (IRL)
1897 Glasgow Willy Arend (RFA) Ed. Schraeder (DEN)
1898 Vienna George A. Banker (USA) Paul Albert (GER)
1899 Montreal Major Taylor (USA) T. Summersgill (GBR)
1900 Paris Edouard Jacquelin (FRA) A. Didier-Nauts (BEL)
1901 Berlin Thorvrtld Ellegaard (DEN) Emile Maitrot (FRA)
1902 Rome Thorwald Ellegaard Ch. Piard (FRA)
1903 Copenhagen Thorwald Ellegaard AL Reed (GBR)
1904 London Iver Lawson (USA) Marcus Hurley (USA)
1905 Antwerp Gabriel Poulain (FRA) J.S. Benyan (GBR)
1906 Geneva Thorwald Ellegaard Francesco Verri (ITA)
1907 Paris Emil Friol (FRA) J. Devoissoux (FRA)
1908 Berlin/Lindenau Thorwald Ellegaard Victor Johnson (GBR)
1909 Copenhagen Victor Dupr^ (FRA) W.J. Bailey (GBR)
1910 Brussels Emil Friol WJ. Bailey
1911 Rome Thorwald Ellegaard W.J. Bailey
1912 Newark Frank Kramer (USA) Donald McDougall (USA)
1913 Leipzig/Berlin Walter Rutt (RFA) W.J. Bailey
1920 Antwerp Robert Spears (AUS) Maurice Peeters (HOL)
1921 Copenhagen Piet Moeskops (HOL) H.B. Andersen (DEN)
1922 Paris Piet Moeskops Hon. Th. Johnson (GBR)
1923 Zurich Piet Moeskops Lucien Michard (FRA)
1924 Paris Piet Moeskops Lucien Michard
1925 Amsterdam Ernest Kaufmann (SUI) Jaap Meijer (HOL)
1926 Milan Piet Moeskops A. Martinetti (ITA)
1927 Cologne Lucien Michard (FRA) M. Engel (GER)
1928 Budapest Lucien Michard Falk Hansen (DEN)
1929 Zurich Lucien Michard Tolne Mazairac (HOL
1930 Brussels Lucien Michard Louis Gerardin (FRA)
1931 Copenhagen Falk Hansen (DEN) H. Harder (DEN)
1932 Rome Jef Scherens (BEL) A. Richter (GER)
1933 Paris Jef Scherens Jacques Van Egmond (HOL)
1934 Leipzig Jef Scherens Ben Pola (ITA)
1935 Brussels Jef Scherens Toni Merkens (GER)
1936 Zurich Jef Scherens Arie Van Vliet (HOL)
1937 Copenhagen Jef Scherens JefVandeViiver(HOL)
1938 Amsterdam Arie Van Vliet (HOL) JefVandeVijver(HOL)
SIX-DAY CHAMPIONS
1939 Milan Jan Derksen (HOL)
1946 Zurich Jan Derksen (HOL) Oscar Plattner (SUI)
1947 Paris jef Scherens Reg Harris (GBR) RANK NAME (COUNTRY) WINS RACES
1 Patrick Sercu (BEL) 88 223
1948 Amsterdam Arie Van Vliet Mario Ghella (ITA)
2 Ren* Pijnen (HOL) 72 233
1949 Copenhagen Reg Harris (GBR) Sid Patterson (AUS)
Danny Clark (AUS) 72 250
1950 Rocourt Reg Harris M. Verdeun (FRA)
4 Peter Post (HOL) 65 155
1951 Milan Reg Harris Enzo Sacchi (ITA)
1952 Paris 5 Rik Van Steenbergen (BEL) 40 134
Oscar Plattner (SUI) Enzo Sacchi (ITA)
6 William Torchy Peden (CAN) 38 123
1953 Zurich Arie Van Vliet M. Morettini (ITA)
7 Klaus Bugdahl (RFA) 37 228
1954 Cologne Reg Harris G. Peacock (GBR)
8 Albert Fria (RFA) 34 198
1955 Milan Antonio Maspes (ITA) Giusseppe Ogna (ITA)
Gustav Kilian (RFA) 34 90
1956 Copenhagen Antonio Maspes Michel Rousseau (FRA)
10 Fritz Pfenninger (SUI) 33 180
1957 Rocourt Jan Derksen Michel Rousseau (FRA)

SI4 BIKE CULT

 TRACK CHAMPIONS

WORLD SPRINT CHAMPIONS CONTINUED

PROFESSIONAL AMATEUR WOMEN

1958 Paris Michel Rousseau (FRA) Val. Gasparella (ITA) Galina Ermolaeva (URS)
1959 Amsterdam Antonio Maspes Val. Gasparella Galina Ermolaeva
1960 Leipzig Antonio Maspes Sante Gaiardoni (ITA) Galina Ermolaeva
1961 Zurich Antonio Maspes Sergio Bianchetto (ITA) Galina Ermolaeva
1962 Milan Antonio Maspes Sergio Bianchetto Valentina Savina (URS)
1963 Rocourt Sante Gaiardoni (ITA) Patrick Sercu (BEL) Galina Ermolaeva
1964 Paris Antonio Maspes Pierre Tretin (FRA) Irena Kiritchenko (URS)
1965 San Sebastian Giuseppe Beghetto (ITA) Omar Phakadie (URS) Valentina Savina
1966 Frankfurt Giuseppe Beghetto Daniel Morelon (FRA) Irena Kiritchenko (URS)
1967 Amsterdam Patrick Sercu (BEL) Daniel Morelon (FRA) Valentina Savina
1968 Rome/Montevideo' Giuseppe Beghetto Luigi Borghetti (ITA) Baguiniantz (URS)
1969 Antwerp/Brno' Patrick Sercu Daniel Morelon Galina Tsareva (URS)
1970 Leicester Gordon Johnson (AUS) Daniel Morelon Galina Tsareva
197! Varese Leijn Loevesijn (HOL) Daniel Morelon Galina Tsareva
1972 Marseille/Munich Robert Van Lancker (BEL) Daniel Morelon* Galina Ermolaeva (URS)
1973 San Sebastian Robert Van Lancker Daniel Morelon Sheila Young (USA)
1974 Montreal Peder Pederson (DEN) Anton Tkac (TCH) Tamara Pilisikova (URS)
1975 Rocourt John Nicholson (AUS) Daniel Morelon Sue Novara (USA)
1976 Monteront/Montreal John Nicholson Anton Tkac* Sheila Young
1977 San Cristobal Koichi Nakano OPN) Hans-Jurgen Geschke (DDR) Galina Tsareva
1978 Munich Koichi Nakano Anton Tkac Galina Tsareva
1979 Amsterdam Koichi Nakano Lua Hesslich (DDR) Galina Tsareva
1980 Besancon/Moscow Koichi Nakano Lutz Hesslich* Sue Novara
1981 Brno Koichi Nakano Sergei Kopylov (URS) Sheila Young
1982 Leicester Koichi Nakano Sergei Kopylov Connie Paraskevin (USA)
1983 Zurich Koichi Nakano Lua Hesslich Connie Paraskevin

1984 Barcelona/Los Angeles Koichi Nakano Mark Gorski (USA)* Connie Paraskevin

1985 Bassano de Grappa Koichi Nakano Lutz Hesslich Isabelle Nicoloso (FRA)
1986 Colorado Springs Koichi Nakano Michael Hubner (DDR) Christa Rothenburger-Luding (DDR)
1987 Vienna Nobuyuki Tawara (JPN) Lutz Hesslich Erika Salumae (URS)
1988 Ghent/Seoul Stephen Pate (AUS) Lutz Hesslich* Erika Salumae*

1989 Lyon Claudio Golinelli (ITA) Bill Huck (DDR) Erika Salumae

1990 Maebashi City Michael Hubner (DDR) Bill Huck Connie Paraskevin-Young
1991 Stuttgart Carey Hall (AUS)S Jens Fiedler (RFA) Ingrid Haringa (HOL)
1992 Valencia/Barcelona Michael Hubner (RFA) Jens Fiedler (RFA)* Erika Salumae (EST)*
l993Hamar Gary Neiwand (AUS) Tanya Dubnicoflf (CAN)
1994 Palermo Marty Nothstein (USA) Galina Enioukhina (RUS)

WORLD PURSUIT CHAMPIONS

[i event not held; z open pro-am event 3 Olympic champion]

PROFESSIONAL AMATEUR
1946 Gerard Peters (HOL) R Rioland (FRA)
1947 Fausto Coppi (ITA) A. Benfenati (ITA)
1948 Gerrit Schulte (HOL) Guido Messina (ITA)
1949 Fausto Coppi K. E. Andersen (DEN)
1950 Antonio Bevilacqua (ITA) Sid Patterson (AUS)
1951 Antonio Bevilacqua M. De Rossi (ITA)
1952 Sid Patterson (AUS) Piet Van Heusden (HOL)
1953 Sid Patterson Guido Messina
1954 Guido Messina (ITA) Leandro Faggin (ITA)
1955 Guido Messina Norman Sheil (GBR)
1956 Guido Messina Ercole Baldini (ITA)
1957 Roger Riviere (FRA) Carlo Simonigh (ITA)
1958 Roger Rivifere Norman Sheil Ludmila Kotchetova (URS)
1959 Roger Riviere Rudi Altig (RFA) Beryl Burton (GBR)
I960 Rudi Altig (RFA) M. Delattre (FRA) Beryl Burton

BIKE CULT 515

TRACK CHAMPIONS - WORLD RECORDS

WORLD PURSUIT CHAMPIONS CONTINUED [i event not held; i open pro-am event } Olympic champion]

PROFESSIONAL AMATEUR WOMEN

1961 Rudi Altig Henk Nijdam (HOL) Yvonne Reynders (BEL)
1962 Henk Nijdam (HOL) Kaj Jensen (DEN) Beryl Burton
1963 Leandor Faggin (ITA) Jan Walschaerts (BEL) Beryl Burton
1964 Ferdinand Bracke (BEL) Tiemen Groen (HOL) Yvonne Reynders
1965 Leandro Faggin Tiemen Groen Yvonne Reynders
1966 Leandro Faggin Tiemen Groen Beryl Burton
1967 Tiemen Groen (HOL) Gert Bongers (HOL) Tamara Garkouchina (URS)
1968 Hugh Porter (GBR) Mogens Frey (DEN) Raisa Obodovskaya (URS)
1969 Ferdinand Bracke Xavier Kurmann (SUI) Raisa Obodovskaya
1970 Hugh Porter Xavier Kurmann Tamara Garkouchina
1971 Dirk Baert (BEL) Martin Rodriguez (COL) Tamara Garkouchina
1972 Hugh Porter Knut Knudsen (NOR)' Tamara Garkouchina
1973 Hugh Porter Knut Knudsen Tamara Garkouchina
1974 Roy Schuiten (HOL) Hans Lutz (RFA) Tamara Garkouchina
1975 Roy Schuiten Thomas Huschke (DDR) Keetie van Oosten-Hage (HOL)
1976 Francesco Moser (ITA) Gregor Braun (RFA)' Keetie van Oosten-Hage
1977 Gregor Braun (RFA) Norbert Durpisch (DDR) Vera Kuznetsova (URS)
1978 Gregor Braun Detlev Macha (DDR) Keetie van Oosten-Hage
1979 Bert Oosterbosch (HOL) Nic. Makarov (URS) Keetie van Oosten-Hage
1980 Tony Doyle (GBR) Robert Dill-Bundi (SUI)' Nad. Kibardina (URS)
1981 Alain Bondue (FRA) Detlev Macha Nad. Kibardina
1982 Alain Bondue Detlev Macha Rebecca Twigg (USA)
1983 Steele Bishop (AUS) Viktor Kupovets (URS) Connie Carpenter (USA)
1984 Hans-Henrik Oersted (DEN) Steve Hegg (USA)' Rebecca Twigg
1985 Hans-Henrik Oersted Viatcheslav Ekimov (URS) Rebecca Twigg
1986 Tony Doyle (GBR) Viatcheslav Ekimov Jeannie Longo (FRA)
1987 Hans-Henrik Oersted (DEN) Guintautas Umaras (URS) Rebecca Twigg
1988 Lech Piasecki (POL) Guintautas Umaras' Jeannie Longo
1989 Colin Sturgess (GBR) Viatcheslav Ekimov Jeannie Longo
1990 Viatcheslav Ekimov (URS) Eugeni Benin (URS) Leontien Van Moorsel (HOL)
1991 Francis Moreau (FRA) Jens Lehmann (RFA) Petra Rossner (RFA)
1992 Mike McCarthy (USA) Chris Boardman (GBR)' Petra Rossner'
1993 Graeme Obree (GBR) Rebecca Twigg
1994 Chris Boardman (GBR) Marion Clignet (FRA)

UCI WORLD TRACK RECORDS [As of May I995; I high altitude, elevation 600 meters and above]

MEN
DISTANCE TIME RECORD HOLDER PLACE MONTH.DAY.YEAR
200 m lane* 10.099 Vladmir Adamachvili (URS) Moscow (URS) 06.08.1990
500 m lane* 26.649 Alexander Kiritchenko (URS) Moscow (URS) 29.101988
1 km airCt* 1:02.091 Maik Malchow (DDR) Colorado Springs (USA)' 28.08.1986
4 km arrSt* 4:20.894 Graeme Obree (SCO) Hamar (NOR) 19 08.1993
4 km team 4:03.840 Australia Hamar (NOR) 20.081993
55.29 1 km 1 hour Tony Rominger (SUI) Bordeaux (FRA) 05.11.1994
V/OMEN
200 m lane* 10.831 O Slioussareva (URS) Moscow (URS) 25 04.1993
500 m lane* 29.655 Erika Salumae (URS) Moscow (URS) 06.08.1987
500 m arr«t* 34.474 Felicia Ballanger (FRA) Colorado Springs (USA)' 22.07.1994
3 km arr*t* 3:37.347 Rebecca Twigg (USA) Hamar (NOR) 20.08.1993
47,411 km 1 hour Yvonne McGregor (GBR) Manchester (GBR) 17.06.1995
DISCONTINUED UCI RECORDS
MEN
1 km lane* 57.260 Alexander Kiritchenko (URS) Moscow (URS) 25.04.1989
5 km arrtt* 5:38083 Chris Boardman (GBR) Leicester (GBR) 22.081992
lOOkmarrtt* 2:10:08 287 B Meister (SUI) Stuttgart (RFA) 22 09 1989
100 km demt-fond 1:10:14.363 Fred Rompelberg (HOL) Moscow (URS) 30 101986
86.449 km demi-fond 1 hour Fred Rompelberg (HOL) Moscow (URS) 30101986
WOMEN
1 km lane* 1:05 232 Erika Salunrue (URS) Moscow (URS) 3105 1987
lOOkmarrtt* 2:28:26259 Franceica Galli (ITA) Milan (ITA) 26 101987

516 BIKE CULT

 WORLD RECORDS

WORLD HOUR RECORDS

[As of June 1995; i high altitude; 2 disqualified track r ure; ] disqualified dope test; 4 amateur; s indoor track; « sea level record.]

HISTORIC RECORDS
DATE PLACE RECORD HOLDER AGE KMS (MPH) GEAR (DEVELOPMENT)
1873 Wolverhampton (GBR) James Moore (GBR) 23.331 (14.4) 49x1 (3.90)
25.03.1876 Cambridge (GBR) F L -Brit" Dodds (GBR) 25.598(15.8)
1877 Cambridge (GBR) Shopee (GBR) 26.960(16.7)
1878 Oxford (GBR) Weir (GBR) 28.542(17.6)
1879 Oxford (GBR) Christie (GBR) 30.374(18.8)
02.08.1882 England Herbert Lydell Cortis (GBR) 32.454(201)
1887 London (GBR) Jules Dubois (FRA) 34.217(21.2)
1888 England Laurie (GBR) 33.913(21.0)
05.11.1893 Paris-Buffalo (ERA) Henri Desgrange (FRA) 28 35.325(21.9)
31.10.1894 Paris-Buffalo (FRA) Jules Dubois (FRA) 38.220 (23.6)
30.07.1897 Paris-Municipale (FRA) Oscar Van den Eynden (BEL) 39.240 (24.3)
09.07.1898 Denver (USA)' William Hamilton (USA) 40.781 (25.2)
UCI RECORDS
24.08.1905 Paris-Buffalo (FRA) Lucien Petit-Breton (FRA) 41.110(25.4)
20.06.1907 Paris-Buffalo (FRA) Marcel Berthet (FRA) 21 41.520(25.7)
22.08.1912 Paris-Buffalo (FRA) Oscar Egg (SUI) 22 42.360 (26.2) 24x7 (7.32)
07.08.1913 Paris-Buffalo (FRA) Marcel Berthet (FRA) 27 42.741 (26.4)
21.08.1913 Paris-Buffalo (FRA) Oscar Egg (SUI) 23 43 525 (26.9)
20.09.1913 Paris-Buffalo (FRA) Marcel Berthet (FRA) 27 43.775(27.1)
18.06.1914 Paris-Buffalo (FRA) Oscar Egg (SUI) 24 44.247 (27.4)
25.08.1933 Roermond (HOL) Jan Van Hout {HOL)J 44.588 (27.6)
29.08 1933 Saint Trond (BEL) Maurice Richard (FRA) 44.777 (27.7) 24x7
31.10.1935 Milan-Vigorelli (ITA) Giuseppe Olmo (ITA) 45.090 (27.9) 24x7
14.10.1936 Milan-Vigorelli (ITA) Maurice Richard (FRA) 45.325(28.1)
29.09.1937 Milan-Vigorelli (ITA) Frans Slaats (HOL) 45.558 (28.2) 24x7
03.11.1937 Milan-Vigorelli (ITA) Maurice Archambaud (FRA) 45.840 (28 4) 24x7

07.11.1942 Milan-Vigorelli (ITA) Fausto Coppi (ITA) 23 45 848 (28.4) 52x15(7.40)

29.06.1956 Milan-Vigorelli (ITA) Jacques Anquetil (FRA) 22 46.159(28.6) 52x15

19.09.1956 Milan-Vigorelli (ITA) Ercole Baldini (ITA) 23 46.394 (28.7) 52x15

18.09.1957 Milan-Vigorelli (ITA) Roger Riviere (FRA) 21 46.923 (29.0) 52x15

23.09.1958 Milan-Vigorelli (ITA) Roger Riviere (FRA) 22 47.346 (29.3) 53x15(7.54)
27.09.1967 Milan-Vigorelli(ITA) Jacques Anquetil (FRA) 33' 47 493 (29.4)
30.10.1967 Rome-Olympic (ITA) Ferdinand Bracke (BEL) 28 48.093 (29.8) 53x15

10.10.1968 Mexico City-Olympic (MEX)' Ole Ritter (DEN) 27 48.653(301) 54x15(7.69)

25.10.1972 Mexico City-Olympic (MEX)' Eddy Merckx (BEL) 26 49 431 (306) 52x14(7.93)
19.01.1984 Mexico City-Centro (MEX)' Francesco Moser (ITA) 32 50 808 (3 1.5) 56x15(8.03)
23.01.1984 Mexico City-Centro (MEX)' Francesco Moser (ITA) 32 51.151 (31.7) 57x15(8.17)
17.07.1993 Hamar-Olympic Hall (NOR) Graeme Obree (SCO) 27< 51.596(31.9) 52x12(9.25)
23.07.1993 Bordeaux Stadium (FRA) Chris Boardman (GBR) 24 52.270 (32.4) 53x13(8.70)
27.04.1994 Bordeaux Stadium (FRA) Graeme Obree (SCO) 28 52.713(32.6) 52x12

02.09.1994 Bordeaux Stadium (FRA) Miguel Indurain (ESP) 30 53.040 (32.8) 59x14(8.76)
23.10.1994 Bordeaux Stadium (FRA) Tony Rominger (SUI) 33 53.832 (33.3) 59x14 (8.85)
05.11.1994 Bordeaux Stadium (FRA) Tony Rominger (SUI) 33 55.291 (34.2) 60x14(9.02)
WOMEN
07.07.1955 Irkoutsk-Dynamo Stadium (URS) Tamara Novikova (URS) 38.473 (23.8)
18.09.1957 Milan-Vigorelli (ITA) Renee Vissac (FRA) 38.569 (23.9)
25.09.1958 Milan-Vigorelli (ITA) Millie Robinson (GBR) 39.719(24.6)
09.11.1958 Milan-Vigorelli (ITA) Elsy Jacobs (LUX) 41.347(25.6)
25.11.1972 Mexico City-Olympic (MEX)' Maria Cressari (ITA) 41.471 (25.7)
16.09.1978 Munich-Olympic (RFA) Keetie van Oosten-Hage (HOL) 43.082 (26.7)
25.11,1985 Zunch-Hallenstadion (SUl)S Barbara Ganz (SUI) 42 319(26.2)
20.09.1986 Colorado Springs ( USA)' Jeann e Longo (FRA) 44.770 (27.7)
30.09.1986 Milan-Vigorelli (ITA) Jeann e Longo (FRA) 43 587 (27.0)
07.11.1986 Grenoble (FRA)5 Jeann e Longo (FRA) 44.718(27.7)
22.09.1987 Colorado Springs (USA)' Jeann e Longo (FRA) 44.933 (27.8)
01.10.1989 Mexico CiCj'-Centro (MEX)' Jeann e Longo (FRA) 46.352 (28.7)
29.04.1995 Bordeaux Sudium (FRA) Catherine Marsal (FRA) 24 47.112(29.2)
17.06.1995 Manchester Cycling Centre (GBR) Yvonne McGregor (GBR) 34 47.411 (29.4) 54x14(8.18)

BIKE CULT 517

 WORLD RECORDS

WORLD HOUR RECORDS CONTINUED

[As of June 1995; i high altitude; 2 disqualified track measure; 3 disqualified dope test; 4 s indoor track: i sea level record.]
DATE PLACE NAME (COUNTRY) AGE KMS (MPH) GEAR (DEVELOPMENT)
RECORDS BY CATEGORY
27. 12. 1959 Zurich-Hallenstadion (SUI)S Alfredo Ruegg (SUI) 45.843 (28.4)
02.0 I.I 962 Zurich-Hallenstadion (SUI)^ Alfredo Ruegg (SUI) 46.819(29.0)
02.08. 1'968 Zurich-Hallenstadion (SUI)5 Siegfred Adier (RFA) 46.847 (29.0)
09.09. 1985 Bassano del Grappa (ITA)' Hans-Henrik Oersted (DEN) 48.144(29.8)
26.09. 1986 Milan-Vigorelli (ITA) Francesco Moser (ITA) 48.543 (30.0) 57x15(7.91)
03. 10. 1986 Milan-Vigorelli (ITA) Francesco Moser (ITA) 49.802 (30.8) 51x14(7.88)
27.10.1986 Moscow (URS) Viatcheslav Ekimov (URS)« 49.672 (30.7)
03.04. 1987 Uunceston (AUS)S Neil Stephens (AUS) 47.227 (29.2)
10. 10. 1987 Moscow-Krylatskoje (URS) Francesco Moser (ITA) 48.637(30.1)
2 1.05. 1988 Stuttgart-Schleyerhalle (RFA)« Francesco Moser (ITA) 50.644(31.3) 47x18(8.28)
10.10.1991 Colorado Springs (USA) I John Frey (USA)'' 49.946 (30.9)
STREAMLINED BIKES
07.07. 1933 Pans-Pare des Princes (FRA) Francis Faure (FRA) Velocar 45.055 (27.9)
18.111933 Pans (FRA) Marcel Berthet (FRA) Velodyne 49.992(31.0)
03.03.1939 Paris (FRA) Francis Faure (FRA) Velocar 50.537(31.3)
1979 Ontario Speedway (USA) Ron Skarin (USA) Teledyne 51.290(31.7)
HUMAN-POWERED VEHICLES
1980 Erik Edwards (USA) 59.580 (36.9)
1984 Fred Markham (USA) 60.484 (37.5)
1985 Richard Crane (USA) 56.452(41.2)
1986 California' Fred Markham (USA) 67.097 (4 L6)
16.09. 1989 Michigan InL Speedway (USA) Fred Markham (USA) Gold Rush 72.960 (45.2) 84x11-16 (16.0 top)
08.09. 1990 Millbrook Raceway (GBR) Pat Kinch (GBR) Kingcycle Bean 75.575 (46.8) 42x16x42x16(14.8)
01.10.1994 Leiystad (HOL) Bram Moens (HOL) M5 77.123(47.9)
MULTI-RIDER HPV
04.05. 1980 Ontario Speedway (USA) Skarin-Hollander (USA) Vector Tandem 74.51 (46.1)
MOTOR-PACED BIKE
21.02.1987 Moscow (URS) Alexander Romanov (URS) 91.133(56.5)

IHPVA LAND SPEED RECORDS [As of June 1995;1 highaltitude]

DISTANCE TIME KPH VEHICLE (MAKER)

MEN'S INDIVIDUAL FLYING START
200 m 6.510 110 60 68.72 Chris Huber Cheetah (Frani/Osborn/Gabarino) Del Norte CO' 22.09.1992
200 m arms 13.803 5216 32.41 Doug Wight Varna Arm (George Georgiev) Del Norte CO' 14.09.1993
200/600 m 905 79.56 4944 Kirk Edwards Z Prime (UC Berkeley) Eureka CA 07.08.1994
500 m 18.502 97.29 60.45 Mike Prime Z Prime (UC Berkeley) Del Norte CO' 16.09.1993
500 m arms 36.63 49.14 30.53 Jacob Heilveil Chainot (GM/AV/Forsyth) Milford Ml 31.05.1995
lOOOm 37.060 97.14 60.36 Fred Markham Gold Rush Colorado (Gardner Martin) Del Norte CO' 16.09.1993
1000 m arms 125.636 42.04 26 12 Jacob Heilveil Chairiot (GM/AV/Forsyth) MesaAZ' 13.05.1995
1 mi 60.765 9534 59.24 Paul Buttemer Varna (George Georgiev) Del Norte CO' 15.09.1993
MENS INDIVIDUAL STANDING START
1/4 mi 26960 74.86 46.70 Kirk Edwards Concept Z (UC Berkeley) Montague CA' 0808 1992
4000m 3:34.20 67.22 41.77 W. Van Der Menve — (Kramer/Meissner) Pretoria SAF 16.101994
10 km 8:42.95 68.84 42.78 W Van Der Merwe Spirit of Mobil 2 (Kramer/Meissner) Pretoria SAF 01 04.1994
100 km 1:31.24 65.76 40 86 Gerhard Scheller Vector 007 (Wolfgang Gronen) La Paz BOL' 10 08.1987
1000 km 25:06:340C 1 39.82 24.75 Mhyee Gold Rush America (Gardner Martin) Eureka CA 01-02 08 1994
75.57 km 1 hour 75.57 46.96 Pat Kinch Kingcycle Bean (Miles Kingsbury) Millbrook GBR 08 09.1990
566.97 km 12 hour 47.25 29.36 W. Van Der Merwe Spirit of Engen (Kramer/Meissner) Pretoria SAF 29 11 1992
976.93 km 24 hour 40.70 25.29 Mhyee Gold Rush America (Gardner Martin) Eureka CA 01-02 09 1994
WOMEN'S INDIVIDUAL FLYING START
200 m 8630 8343 51.84 Rachel Hall Allegro (Don Witte) La Gariu CA 28.08.1985
200 m arms 20 912 34.43 21.39 Tracy Miller Chainot (GM/AV/Forsyth) MesaAZ' 13 05.1995
200/600 m 12.08 59.60 37.04 Alaina DeWit Z Pnme (UC Berkeley) Eureka CA 07.08.1994
500 m 24583 7322 45.50 Shan Rodgers-Kain Blue Sandworm (TRA) Del Norte CO' 16.09.1993
lOOOm 49364 7293 4532 Shan Rodgers-Kain Blue Sandworm (TRA) Del Noae CO' 16 09 1993
1000 m arms 1:45.927 3398 21.12 Tracy Miller Chainot (GM/AV/Forsyth) MesaAZ' 13 05.1995
1 mi 1:20.599 71.88 4467 Shan Rodgers-Kain Blue Sandworm (TRA) Del Norte CO' 16 09 1993

518 BIKE CULT

 SPEED RECORDS

IHPVA WORLD RECORDS CONTINUED

DISTANCE TIME KPH MPH VEHICLE (MAKER)

WOMEN'S INDIVIDUAL STANDING START

1/4 mi 34.15 ave 42.40 26.35 Anja Koning Lightning F40 (Tim Brummer) MonugueCA' 08.08 1992
MENS MULTIPLE RIDER FLYING START
200 m 6.880 104.65 65.03 Fred Markham/Sam Wittingham Double Gold Rush (Gardner Martin) Del Norte CO' 14 09.1993
200/600 r 8.850 81.36 50.55 Drieke/Gordon — (John Waite) Irvine CA 02.10 1982
500 m 17.304 104.02 64.64 Fred Markham/Sam Wittingham Double Gold Rush (Gardner Martin) Del Norte CO' 17.09 1993
lOOOm 35.100 102.56 63.73 Fred Markham/Sam Wittingham Double Gold Rush (Gardner Martin) Del Norte CO' 17.09.1993
I mi 101.21 94.65 58.81 Fred Markham/John Howard Double Gold Rush (Gardner Martin) Bonneville UT' 01.101989
MEN'S MULTIPLE RIDER STANDING START
1/4 mi 20.642 ave 70. 16 43.6 White Lightning (Tim Brummer) Irvine CA 02. 10 1982
74.51 km I hour 74.51 46.30 Ron Skarin/Hollander Vector Tandem (Al Voigt) Ontario CA 04.05 1980
WOMEN'S MULTIPLE RIDER FLYING START
200 m 9.4 76.60 47.59 ackson/Bowen/Sandlir — (Tom Rightmyer)

IHPVA NAUTICAL SPEED RECORDS

DISTANCE TIME KNOTS MPH CREW WATERCRAFT (MAKER)
MEN'S INDIVIDUAL FLYING START
100 m 10.51 18.5 21.28 Mark Drela Decavitator (MIT) Boston MA 27.10.1991
2000 m 5:48.53 11,15 12 84 Steve Hegg Flying Fish 2 (Al Abbott/Alec Brooks) Long Beach CA 20.07 1987
WOMEN'S INDIVIDUAL FLYING START
lOOm 17.04 1141 1312 Dava Newman Decavitator (MIT) Boston MA 27.10.1991
UNDERWATER INDIVIDUAL PROPELLOR DRIVE
10 m - 4.52 5.20 Subjugator (Banelie) EscondidoCA 04.1994
UNDERWATER MULTIPLE RIDER PROPELLOR DRIVE
10 m 5.94 6.84 FAU Boat (FAU) EscondidoCA 04.1994
UNDERWATER MULTIPLE RIDER NON-PROPELLOR
10 m % 2.9 3.3 SubDude (UCSD/Scripps) EscondidoCA 04 1994

IHPVA FLIGHT RECORDS

DISTANCE TIME KPH MPH AIRCRAFT (MAKER) PLACE DATE
FIGURE-EIGHT KREMER PRIZE
I mi 7:30.00 12 87 8.00 Bryan Allen Gossamer Condor (Paul MacCready) Shafter Airport CA 23.08.1977
KREMER SPEED COMPETITION
2:02.00 44.26 27 5 Holger Rochelt Musculaire II (Gunter Rochelt) Germany 02.10.1985
MEN'S CLOSED COURSE DISTANCE
Michelob Light Eagle (MIT) Edwards AFBCA 23.01.1987
58.66 km 2:13:14.00 26.43 16.42 Glenn Tremml
MEN'S STRAIGHT COURSE DISTANCE
1 19 km 3:53:30.00 30 59 19.0 Kanellos Kanelopulos Daedalus (MIT) Crete-Greece 23.04.1988
WOMEN'S CLOSED COURSE DISTANCE
15.44 km 37:14.00 24.94 15.50 Michelob Light Eagle (MIT) Edwards AFBCA 22.01.1987

WOMEN'S STRAIGHT COURSE DISTANCE

Michelob Light Eagle (MIT) Edwards AFBCA 22 011987
6.79 km

WORLD LAND SPEED RECORDS

24-HOUR MOTOR-PACED MILES

MOTOR-PACED FLYING START
1932 Montherly Hubert Opperman (AUS) 860
YEAR PLACE RIDER (COUNTRY) MPH
37.793 1990 Phoenix InL Raceway Michael Secrest (USA) 1.216
1897 Pare des Princes (FRA) Maur Lombard (FRA)
1899 Long Island (USA) Charies Murphy (USA) 62.283
MTB DOWNHILL MPH
1928 Montherly (FRA) Leon Vanderstuyft (BEL) 78.159
79.680 MEN
1931 Montherly Al Blanc-Garin (FRA)
1993 Vars (FRA) Christian Taillefer (FRA) 89
1937 Montherly Georges Paillard(FRA) 85397
1994 Les Arcs (FRA) Eric Barone 95
1938 Montherly Alf Letourner (FRA) 91.397
1995 Vars (FRA) Christian Taillefer (FRA) III
194 1 Bakersfield (USA) Alf Letourner (FRA) 108.923
109.142 WOMEN
1951 Toulouse (FRA) Jose Meiffret (FRA)
1995 Vars (FRA) Giovanna Bonazzi (ITA) 88
196 1 Uhr (RFA) Jose Meiffret (FRA) 115.934
127.342
1962 Freiberg (RFA) Jose Meiffret (FRA)
1973 Bonneville (USA) Allan Abbott (USA) 138.674

1985 Bonneville John Howard (USA) 152.284

BIKE CULT 519

ROAD CHAMPIONS

WORLD ROAD CHAMPIONS

PROFESSIONAL
YEAR PLACE WINNER (NAT) KMS KPH STARTED FINISHED
l927Nurburgring(RFA) Alfredo Binda (ITA) 182 27 55 18
1928 Budapest (HUN) Georges Ronsse (BEL) 192 30 16 8
1929 Zurich (SUI) Georges Ronsse (BEL) 200 29 21 16
l930LI6ge(BEL) Alfredo Binda (ITA) 210 27 26 17
1931 Copenhagen (DEN) Learco Guerra (ITA) 172 35 17 13
1932 Rome (ITA) Alfredo Binda (ITA) 206 29 21 17
1933 Montherly (FRA) Georges Speicher (FRA) 250 34 28 13
1934 Leipzig (DDR) Karel Kaers (BEL) 225 37 26 15
1935 Floreffe (BEL) Jan Aerts (BEL) 216 35 26 13
1936 Berne (SUI) Antonin Magne (FRA) 218 37 39 9
1937 Copenhagen (DEN) Eloi Meulenberg (BEL) 297 37 34 8
l938Valkenberg(HOL) Marcel Kint (BEL) 273 34 36 8
1946 Zurich (SUI) Hans Knecht (SUI) 270 36 30 17
1947 Rheims (FRA) Theo Middelkamp (HOL) 274 36 31 7
l948Valkenberg(HOL) Brik Schotte (BEL) 266 35 37 10
1949 Copenhagen (DEN) Rik Van Steenbergen (BEL) 290 38 35 22
l950Moorslede(BEL) Brik Schotte (BEL) 284 36 40 12
1951 Varese(ITA) Ferdi Kubler (SUI) 295 34 46 24
1952 Luxembourg (LUX) Heinz Muller (RFA) 280 39 48 38
1953 Lugano (ITA) Fausto Coppi (ITA) 270 35 70 27
l954Solingen(RFA) Louison Bobet (FRA) 240 32 71 22
1955 Frascati (ITA) Stan Ockers (BEL) 293 33 65 20
1956 Ballerup (DEN) Rik Van Steenbergen (BEL) 285 38 71 27
1957 Waregem (BEL) Rik Van Steenbergen (BEL) 285 36 70 41
1958 Rheims (FRA) Ercole Baldini (ITA) 276 36 67 26
l959Zandvoort(HOL) Andr^ Darngade (FRA) 292 38 69 44
1960 Sachsenring (DDR) Rik Van Looy (BEL) 279 35 67 32
1961 Berne (SUI) Rik Van Looy (BEL) 285 36 71 32
1962 Salo (ITA) Jean Stablinski (FRA) 296 38 69 36
1963 Ronse (BEL) Benoni Beheyt (BEL) 278 37 70 36
1964 Sallanches (FRA) JanJanssen(HOL) 290 38 62 40
1965 Usarte (ESP) Tom Simpson (GBR) 267 40 74 56
1966 Nurburgring (RFA) Rudi Altig (RFA) 273 36 74 22
l967Heerlen(HOL) Eddy Merckx (BEL) 265 39 70 45
1968 Imola (ITA) Vittorio Adomi (ITA) 277 37 85 19
l969Zolder(HOL) Harm Guenbros (HOL) 262 41 91 62
1970 Leicester (GBR) Jean-Pierre Monser* (BEL) 271 41 95 69
1971 Mendrisio (SUI) Eddy Merckx (BEL) 268 40 93 57
1972 Gap (FRA) Marino Basso (ITA) 272 38 89 42
1973 Montjuich (ESP) Felice Gimondi (ITA) 248 38 87 39
1974 Montreal (CAN) Eddy Merckx (BEL) 262 38 66 18
1975 Yvoir (FRA) Hennie Kuipcr (HOL) 266 39 79 28
1976 0stuni (ITA) Freddy Maertens (BEL) 288 40 77 S3
1977 San Cristobal (VEN) Francesco Moser (ITA) 255 38 89 33
1978 Nurburgring (RFA) Gerrie Kneteman (HOL) 273 36 III 31
l979Valkenburg(HOL) Jan Raas (HOL) 274 38 IIS 44
1980 Sallanches (FRA) Bernard Hinault (FRA) 268 35 107 15
1981 Prague (TCH) Freddy Maertens (BEL) 281 38 112 69
1982 Goodwood (GBR) Giuseppe Saronm (ITA) 275 41 136 55
1983 Altenrhein (SUI) Greg LeMond (USA) 269 38 117 46
1984 Barcelona (ESP) Claude Cnquielion (BEL) 255 37 119 31
1985 Giavera de Montelo (ITA) Joop Zoetemelk (HOL) 265 41 148 66
1986 Colorado Springs (USA) Moreno Argentin (ITA) 261 40 141 87
1987 Villach (AUT) Stephen Roche (IRL) 276 40 168 71
1988 Renaix (BEL) Maunzio Fondriest (ITA) 274 38 177 79
1989 Cham b*ry (FRA) Greg LeMond (USA) 259 38 190 42
1990 Utsunomiya OPN) Rudy Dhaenens (BEL) 261 38 145 57
1991 Stuttgart (RFA) Gianni Bugno (ITA) 26S 38 190 M
1992 Benidorm (ESP) Gianni Bugno 261 39 189 89
1993 Oslo (NOR) Lance Armstrong (USA) 257 41 171 6«
1994 Agrigento (ITA) Luc LebUnc (FRA) 2S2 38 170 S6

S20 BIKE CULT

 ROAD CHAMPIONS

WORLD ROAD CHAMPIONS OLYMPIC ROAD CHAMPIONS

YEAR PLACE AMATEUR WINNER (NAT)

YEAR PLACE
1921 Copenhagen (DEN) Gunnar Skold (SWE) A. Konstantinides (GRE) 87 25
1896 Athens (GRE)
1922 Hadhall-Shawbury (GBR) Dave Marsh (GBR) B. Vast (FRA) 84 31
1906 Athens (GRE)
1923 Zurich (SUI) L Ferrario (ITA) 1912 Stockholm (SWE) I Rud Lewis (SAF) 320 29

1924 Chartres-Versailles (FRA) Andri Leducq (FRA) H. Stencqvist (SWE) 175 36

1920 Antwerp (BEL)I
l925Apeldorn(HOL) H. Hoevenaers (BEL) Armand Blanchonnet (FRA) 188 29
1924 Paris (FRA) 1
1926 Milan-Torino (ITA) Octave Dayen (FRA) 1928 Amsterdam (HOL)' Hans Hansen (DEN) 168 39

l927Nurburgring(GER) Jean Aerts (BEL) Attilio Pavesi (ITA) 100 40

1932 Los Angeles (USA)'
1928 Budapest (HUN) Allegro Grandi (ITA) R. Charpentier (FRA) 100 39
1936 Berlin (GER)
1929 Zurich P. Bertolazzo (ITA) Jos* Beyaert (FRA) 194 36
1948 London (GBR)
1930 Liege Guiseppi Martano (ITA) Andr* Noyelle (BEL) 190 37
1952 Helsinki (FIN)
1931 Copenhagen Henry Hansen (DEN) Ercole Baldini (ITA) 187 35
1956 Melbourne (AUS)
1932 Rome Guiseppi Martano Viktor Kapitonov (URS) 175 40
I960 Rome (ITA)
1933 Montlhery Paul Egli(SUI) Mario Zanin (ITA) 194 41
1964 Tokyo OPN)
1934 Leipzig K. Pellenaars (HOL) 1968 Mexico City (MEX) Pierfranco Vianelli (ITA) 196 40
1935 Florffe tvo Mancini (ITA) Hennie Kuiper (HOL) 182 42
1972 Munich (RFA)
1936 Bern Edg. Buchwalder (SUI) 1976 Montreal (CAN) Bernt Johansson (SWE) 175 36

1937 Copenhagen Adolfo Leon! (ITA) Sergei Soukhoroutchenkov (URS) 189 42

1980 Moscow (URS)
l938Valkenburg Hans Knecht (SUI) 1984 Los Angeles (USA) Alexi Grewal (USA) 190 38
1946 Zurich Henry Aubry (FRA) Olaf Ludwig (DDR) 196 43
1988 Seoul (COR)
1947 Reims Alfio Ferrari (ITA) 1992 Barcelona (ESP) Fabio Casartelli (ITA)
l948Valkenburg Harry Snell (SWE) [i time trial]
1949 Copenhagen Henk Faanhof (HOL)
1950 Moorslede Jack Hoobin (AUS)
1951 Varese Gianni Ghidini (ITA)
1952 Luxembourg Luciano Ciancola (ITA)
1953 Lugano Ricardo Filippi (ITA)
1954Solingen Emile Van Cauter (BEL)
1955 Frascati Sante Ranucci (ITA)
1956 Copenhagen Frans Mahn (HOL)
WOMEN KMS KPH
1957Waregem Louis Proost (BEL)
Elsy Jacobs (LUX) 59 32
1958 Reims Gust Adolfo Schur (DDR)
Adolfo Schur Yvonne Reynders (BEL) 72 38
1959 Zandvoort/Rotheux
Bernhardt Eckstein (DDR) Beryl Burton (GBR) 61 32
1960 Leipzig
Yvonne Reynders 61 31
1961 Bern Jean Jourden (FRA)
MR. Gaillard (GBR) 64 34
1962 Sale Renato Bonciono (ITA)
Yvonne Reynders 66 32
1963 Ronse Flaviano Vicentini (ITA)
Emmilia Sonka (URS) 58 37
l964Sallanches Eddy Merckx (BEL)
Elizabeth Eicholz (DDR) 52 34
1965 Lasarte Jacques Botherel (FRA)
Yvonne Reynders 46 31
1966 Nurburgring Evert Dolman (HOL)
Beryl Burton 53 37
l967Heerlen Graham Webb (GBR)
Keetie Hage (HOL) 55 37
1968 liontevideo/lmola Vittorio Marcelli (ITA)
Audrey McElmury (USA) 69 34
1969 Brno Leif Mortensen (DEN)
Anna Konkina (URS) 60 36
1970 Leicester Jbrgen Schmidt (DEN)
Anna Konkina 50 35
1971 Mendrisio Regis Ovion (FRA)
Genevi*ve Gambillon (FRA) 60 36
1972 Munich/Gap Hennie Kuiper (HOL)'
Nicole Vanden Broeck (BEL) 55 36
1973 Montjuich Ryszard Szurkowski (POL)
Genevieve Gambillon 60 33
1974 Montreal Janusz Kowalski (POL)
Tineke Fopma (HOL) 54 35
1975 Mettet Andri Gevers (HOL)
Keetie van Oosten-Hage 62 37
1976 Montreal/Ostuni Bemt Johansson (SWE)'
josiane Bost (FRA) 49 38
1977 San Cristobal Claudio Corti (ITA)
Beate Habetz (RFA) 70 40
1978 Nurburgring/Brauweiler Gilbert Glaus (SUI)
Petra De Bruin (HOL) 64 37
1979Valkenburg Gianni Giacomini (ITA)
Sergei Soukhoroutchenkov (URS)' Beth Heiden (USA) 53 30
1980 Moscow/Sallanches
Ute Enzenauer (RFA) 53 35
1981 Prague Andrei Vedernikov (URS)
Mandy Jones (GBR) 61 40
1982 Goodwood Bernd Drogan (DDR)
Marianne Berglund (SWE) 60 36
1983 Altenrhein Uwe Raab (DDR)
Connie Carpenter (USA)' 79 33
1984 Los Angeles AlexiGrewal(USA)i
Jeannie Longo (FRA) 73 38
1985GiaveradeMontello Uch Piasecki (POL)
Jeannie Longo 61 37
1986 Colorado Springs Uwe Ampler (DDR)
Jeannie Longo 72 40
1987Villach Richard Vivien (FRA)
Monica Knol (HOL)' 82 41
1988 Seoul OlafLudwig(DDR)i

BIKE CULT 521

ROAD CHAMPIONS

WORLD ROAD CHAMPIONS CONTINUED [, Olympic champion]

YEAR PLACE AMATEURS WOMEN

l989Chamb4ry Joachim Halupczok (POL) Jeannie Longo

l990Utsunomiyj Mirco Gualdi (ITA) Catherine Marsal (FRA)
1991 Stuttgart Victor Pjaksinski (URS) Leontien Van Moorsel (HOL)
1992 Barcelona Fabio Casartelli (ITA)' KathrynWatt(AUS)'
1993 Oslo Jan Ullrich (RFA) Leontien Van Moorsel
1994 Capo d'Orlando Alex Pedersen (DEN) Monica Valvik (NOR)

INDIVIDUAL TIME TRIAL

YEAR KMS TIME KPH PROFESSIONAL WOMEN KMS TIME KPH
1994 42 49:34 50.832 Chris Boardman (GBR) Karen Kurreck (USA) 29.6 38:22 46.899

CLASSIC ROAD RACES

MILAN-SAN REMO RONDE VAN VLAANDEREN

1907 Lucien Petite-Breton (FRA) 1954 Rik Van Steenbergen (BEL) 1913 Paul Deman (BEL)
1908 Cyrille Van Hauwaert (BEL) 1955 Germain Derijcke (BEL) 1914 Marcel Buysse (BEL)
1909 LuigiGanna (ITA) 1956 Fred DeBruyne (BEL) 1919 H.VanLerberghe (BEL)
1910 Eugene Christophe (FRA) 1957 Miguel Poblet (ESP) 1920 Jules Van Hevel (BEL)
1911 Gustavc Garrigou (FRA) 1958 Rik Van Looy (BEL) 1921 Rene Vermandel (BEL)
1912 Henri P*lissier (FRA) 1959 Miguel Poblet l922LeonDeVos(BEL)
1913 0dileDefraye(BEL) 1960 ReniPrivat (FRA) 1923 Henri Suter(SUI)
1914 UgoAgonstoni (ITA) 1961 Raymond Poulidor (FRA) 1924 Gerard Debaets (BEL)
1915 EiioCorlaita (ITA) 1962 EmileDaems (BEL) l925JulienDelbecque(BEL)
1918 Constante Girardengo (ITA) 1963 Joseph Groussard (FRA) 1926 Denis Verschueren (BEL)
1919 AngeloGremo (ITA) 1964 Tom Simpson (GBR) 1927 Gerard Debaets
l920GaetanoBelloni(ITA) 1965 Ari Den Hartog (HOL) l928JanMertens(BEL)
192 1 Constante Girardengo 1966 Eddy Merckx (BEL) l929JozefDervaes(BEL)
1922 Giovanni Brunero (ITA) 1967 Eddy Merckx l930FransBonduel(BEL)
1923 Constante Girardengo 1968 RudiAltig (RFA) 1931 Romain Gijssels (BEL)
1924 PietroLinari (ITA) 1969 Eddy Merckx 1932 Romain Gijssels
1925 Consunte Girardengo 1970 Michele Dancelli (ITA) l933AlfonsSchepers(BEL)
1926 Constante Girardengo 1971 Eddy Merckx 1934 Gaston Rebry (BEL)
1927 PietroChesi (ITA) 1972 Eddy Merckx 1935 Louis Duerioo (BEL)
1928 Constante Girardengo 1973 Roger De Vlaeminck (BEL) l936LouisHardiquest(BEL)
1929 Alfredo Binda (ITA) 1974 Felice Gimondi (ITA) 1937 Michel Dhooghe (BEL)
1930 Michele Mara (ITA) 1975 Eddy Merckx 1938 Edgard De Caluwe (BEL)
1931 Alfredo Binda 1976 Eddy Merckx 1939 KarelKaers (BEL)
1932 Alfredo Bovet (ITA) l977JanRaas(HOL) 1940 Achiel Buysse (BEL)
1933 LearcoGuerra (ITA) 1978 Roger De Vlaeminck 1941 Achiel Buysse
l934Jo2ef Demuysere (BEL) 1979 Roger De Vlaeminck l942BhkSchotte(BEL)
1935 Giuseppe Olmo (ITA) 1980 Pierino Gavassi (ITA) 1943 Achiel Buysse
1936 AngeloVaretto (ITA) 1981 Fons De Wolf (BEL) 1944 Rik Van Steenbergen (BEL)
1937 Cesarde Del Cancia (ITA) 1982 Marc Gomez (FRA) 1945 SylvainGrysolle (BEL)
1938 Giuseppe Olmo 1983 Giuseppe Saronni (ITA) 1946 Rik Van Steenbergen
1939 GinoBartali (ITA) 1984 Francesco Moser (ITA) 1947 EmielFaignaert (BEL)
1940 Gino Banali l985HennieKuiper(HOL) l948BrikSchotte
1941 Pierino Favalli (ITA) 1986 Sean Kelly (IRL) 1949 Fiorenio Magni (ITA)
1942 AdolfoLeoni (ITA) 1987 Erich Maechler(SUI) 1950 Fiorenzo Magni
1943 CinoCinelli (ITA) 1988 UurentFignon (FRA) 1951 Fiorenzo Magnt
1946 Fausto Coppi (ITA) 1989 Laurent Fignon 1952 Roger Decock (BEL)
1947 GinoBartali 1990 Gianni Bugno (ITA) 1953 Wim Van Est (HOL)
1948 Fausto Coppi 1991 Claudio Chiappgcci (ITA) 1954 Raymond Impanis (BEL)
1949 Fausto Coppi 1992 Sean Kelly 1955 Louison Bobet (FRA)
l9S0Gino Bartali 1993 Maurizio Fondriest (ITA) 1956 Jean Forestier (FRA)
1951 Louison Bobct (FRA) 1994 Giorgio Furlan (ITA) 1957 Fred DeBr\iyne (BEL)
1952 Loretto Petrucci (ITA) 1995 Laurent Jalabert (FRA) 1958 Germain Deri|cke (BEL)
1953 Loretto Petrucci 1959 Rik Van Looy (BEL)

522 BIKE CULT

 ROAD CHAMPIONS

1960 Arthur Decabooter (BEL) 1925 FilixSellier (BEL) 1990 Eddy Planckaert (BEL)
1961 Tom Simpson (GBR) l926JulienOelbecque(BEL) 1991 Marc Madiot
1962 Rik Van Looy 1927 Georges Ronsse (BEL) 1992 Gilbert Duclos-Ussalle (FRA)
1963 Noel Fore (BEL) 1928 AndriLeducq (FRA) 1993 Gilbert Duclos-Lassalle
l964RudiAlti|(RFA) 1929 Georges Meunier (FRA) l994AndreTchmil (RUS)
l965JoDeRoo(HOL) I930julien Vervaecke(BEL) 1995 Franco Ballerini (ITA)
1966 Edward Sels (BEL) 1931 Gaston Rebry (BEL)
l967DinoZandegu(ITA) 1932 Romain Gijssels (BEL) LIEGE-BASTOGNE-LIEGE
1968 Walter Godefroot (BEL) 1933 Sylvere Maes (BEL) 1894 Leon Houa (BEL)
l969EddyMerclo<(BEL) 1934 Gaston Rebry 1912 Omer Verschoore (BEL)
l970EricLeman(BEL) 1935 Gaston Rebry 1919 LionDevos (BEL)
1971 Evert Dolman (BEL) 1936 Georges Speicher (FRA) 1920 LtonScieur (BEL)
1972 Eric Leman 1937 Jules Rossi (ITA) 1921 Louis Mottiat (BEL)
1973 Eric Leman 1938 LucienStorme (BEL) 1922 Louis Mottiat
l974CeesBal(HOL) 1939 EmileMasson (BEL) 1923 ReniVermandel (BEL)
1975 Eddy Merckx 1943 Marcel Kint (BEL) l924Ren^ Vermandel
1976 Walter Planckaert (BEL) 1944 Maurice Desimpelaere (BEL) 1930 Herman Buse(GER)
1977 Roger De Vlaeminck (BEL) 1945 Paul Maye (FRA) 1931 Alfons Schepers (BEL)
1978 Walter Godefroot 1946 Georges Claes (BEL) 1932 Marcel Houyoux (BEL)
l979JanRaas(HOL) 1947 Georges Claes 1933 Francois Gardier (BEL)
1980 Michel Pollentier (BEL) 1948 Rik Van Steenbergen (BEL) 1934 Theo Herckenrath (BEL)
1981 Hennie Kuiper (HOL) 1949 (Tie) Andr6 Mahe (FRA) 1935 Alfons Schepers
1982 Rene Martens (BEL) Serce Coppi (ITA) 1936 AlbenBeckaert (BEL)
1983 Jan Raas 1950 FaustoCoppi (ITA) 1937 EloiMeulenberg (BEL)
1984 Johan Lammerts (HOL) 1951 Antonio Bevilacqua (ITA) 1938 Alfons Deloor (BEL)
1985 Eric Vanderaerden (BEL) 1952 Rik Van Steenbergen 1939 Albert Ritservelt (BEL)
1986 Adri Van Der Poel (HOL) 1953 Germain Derijcke (BEL) 1943 Richard Depoorter (BEL)
1987 Claude Criquuielion (BEL) 1954 Raymond Impanis (BEL) l945JeanEngels(BEL)
1988 Eddy Planckaert (BEL) l955JeanForestier(FRA) 1946 Prosp. Depredomme (BEL)
1989 Edwig Van Hooydonck (BEL) 1956 Louison Bobet (FRA) 1947 Richard Depoorter
1990 Moreno Argentin (ITA) 1957 Fred DeBruyne (BEL) 1948 Maurice Mollin (BEL)
199 1 Edwig Van Hooydonck l958LeonVanDaele(BEL) 1949 Cam. Danguillaume (FRA)
l992JackyDurand(FRA) 1959 Noel Fore (BEL) 1950 Prosp. Depredomme
l993JohanMuseeuw(BEL) 1960 Pino Cerami (BEL) 1951 Ferdi Kubler (SUl)
1994 Gianni Bugno (ITA) 1961 Rik Van Looy (BEL) l952FerdiKubler
1995 Johan Museeuw l962RikVanLooy 1953 Alois DeHertog (BEL)
1963 EmileDaems (BEL) 1954 Marcel Ernzer (LUX)
PARIS-ROUBAIX 1964 Peter Post (HOL) 1955 Stan Ockers (BEL)
1896 Joseph Fischer (RFA) 1965 Rik Van Looy 1956 Fred DeBruyne (BEL)
1897 Maurice Garin (FRA) 1966 Felice Gimondi (ITA) 1957 (Tie) Germain Derijcke (BEL)
1898 Maurice Garin l967JanJanssen(HOL) Frans Schouben (BEL)
1899 Albert Champion (FRA) 1968 Eddy Merckx (BEL) 1958 Fred De Bruyne
1900 EmileBouhours (FRA) 1969 Walter Godefroot (BEL) 1959 Fred De Bruyne
1901 Luc Lesna (FRA) 1970 Eddy Merckx 1960 Abe Geldermans (HOL)
1902 Luc Lesna 1971 Roger Rosiers (BEL) 1961 Rik Van Looy (BEL)
1903 Hippolyte Aucouturier (FRA) 1972 Roger De Vlaeminck (BEL) I962JOS Planckaert (BEL)
1904 Hippolyte Aucouturier 1973 Eddy Merckx 1963 Frans Melckenbeeck (BEL)
1905 Louis Trousselier (FRA) 1974 Roger De Vlaeminck l964WillyBocklant(BEL)
1906 Henri Cornet (FRA) 1975 Roger De Vlaeminck 1965 Carmine Preziosi (ITA)
1907 Georges Passerieu (FRA) 1976 Marc De Meyer (BEL) 1966 Jacques Anquetil (FRA)
1908 Cyrille Van Hauwaert (BEL) 1977 Roger De Vlaeminck 1967 Walter Godefroot (BEL)
1909 Octave Upize (FRA) 1978 Francesco Moser (ITA) 1968 Valeer Van Sweefelt (BEL)
1910 Octave Lapize 1979 Francesco Moser 1969 Eddy Merckx (BEL)
1911 Octave Lapize 1980 Francesco Moser 1970 Roger De Vlaeminck (BEL)
1912 Charles Crupelandt (FRA) 1981 Bernard Hinault (FRA) 1971 Eddy Merckx
1913 Francois Faber (LUX) I982jan Raas (HOL) 1972 Eddy Merckx
1914 Charles Crupelandt 1983 Hennie Kuiper (HOL) 1973 Eddy Merckx
1919 Henri Pilissier (FRA) 1984 Sean Kelly (IRL) 1974 Georges Pintens (BEL)
1920 Paul Deman (BEL) 1985 Marc Madiot (FRA) 1975 Eddy Merckx
1921 Henri Pelissier 1986 Sean Kelly 1976 Joseph Bruyere (BEL)
1922 Albert Dejonghe (BEL) 1987 Eric Vanderaerden (BEL) 1977 Bernard Hinault (FRA)
l923HenrySuter(SUI) 1988 Dirk Demol (BEL) 1978 Joseph Bruyere
1924 Jules Van Hevel (BEL) 1989 Jean-Marie Wampers (BEL) 1979 Dietrich Thurau (RFA)

BIKE CULT 523

ROAD CHAMPIONS

LIEGE-BASTOGNE-LIEGE CONTINUED STAGE RACE CHAMPIONS

1980 Bernard Hinault 1941 Mario Ricci (ITA)
198! Josef Fuchs (SUI) 1942 AldoBini PEACE RACE
1945 Mario Ricci ROUTES: [I) WarMw-Prjgue (2) Prague-Warsaw. (3)
l982SilvanoConti(ITA)
1983 Steven Rooks (HOL) 1946 FaustoCoppi (ITA) Warsiw-BerUn-Prague; [4] Pn|ue-B«rlln-Warsaw; [5]

1984 Sean Kelly (IRL) 1947 Fausto Coppi BerJin-Prague Warsaw: [6] Prajue-Wirsaw-Berlln; [7]

1985 Moreno Argentin (ITA) 1948 Fausto Coppi Warsaw-Berlin: [8) Klev-Warsaw-Berlin-Prajue; P)

1986 Moreno Argentin 1949 Fausto Coppi Batislav-Katowice-Berlin.

1987 Moreno Argentin 1950 RenzoSoldani (ITA) YEAR [ROUTE] WINNER (COUNTRY)
1988 Adri Van Der Poel (HOL) 1951 Louison Bobet (FRA) 1948 [1/2] Prosenik/Zoric (YUG)
1989 Sean Kell/ 1952 Giuseppe Minardi (ITA) 1949 [2] Vesely (TCH)
1990 Eric Van Lanker (BEL) 1953 Bruno Undi (ITA) l950[l]Emborg(DEN)
199 1 Moreno Argentin 1954 Fausto Coppi 1951 [2] Olsen (DEN)
1992 Dirk De Wolf (BEL) l955CletoMaule(ITA) 1952 [3] Ian Steele (GBR)
1993 Rolf Sorensen (DEN) 1956 Andre Darrigade (FRA) 1953 [4] Pedersen (DEN)
l994EugeniBerzin(RUS) 1957 Diego Ronchini (ITA) l954[3]Dalgaard(DEN)
1995 MauroGianetti (SUI) 1958 Nino Defilippis (ITA) 1955 [4] Schur (DDR)
1959 Rik Van Looy (BEL) 1956 [3] Krolak (POL)
GIRO Dl LOMBARDIA 1960 EmileDaems (BEL) l957[4]Kristov(BUL)
1905 Giovanni Gerbi(ITA) 1961 Vito Taccone (ITA) l958[3]Damen(HOL)
1906 Giuseppe Brambilla (ITA) l962JoDeRoo(HOL) 1959 [5] Schur
1907 Gustave Garrigou (FRA) l963JoDeRoo l960[6]Hagen(DDR)
1908 Francois Faber (LUX) 1964 Gianni Motta (ITA) 1961 [3] Yuri Melikhov (URS)
1909 Giovanni Cuniolo (ITA) 1965 Tom Simpson (GBR) 1962 [5] Saikhoudchin (URS)
1910 Giovanni Micheletto (ITA) 1966 Felice Gimondi (ITA) 1963 [6] Ampler (DDR)
1911 Henri Pelissier (FRA) 1967 Franco Bitossi (ITA) l964[3]Smolik(TCH)
1912 Carlo Oriani (ITA) 1968 Herman Van Springel (BEL) 1965 [S]Lebediew (URS)
1913 Henri Pelissier 1969 Jean-Pierre Monsere (BEL) I966[6]B. Guyot(FRA)
1914 UuroBordin (ITA) 1970 Franco Bitossi 1967 [3] Marcel Maes (BEL)
19 15 Gaetano Belloni (ITA) 1971 Eddy Merckx (BEL) l968[51Ax. Peschel(DDR)
1916 Leopoldo Torricelli (ITA) 1972 Eddy Merckx 1969 [7] ).-P. Danguillaume (FRA)
1917 Philippe Thijs (BEL) 1973 Felice Gimondi 1970 [6] Rysiard Siurkowski (POL)
1918 Gaetano Belloni 1974 Roger De Vlaeminck (BEL) 197 1 [3] Ryszard Siurkowski
1919 Constante Girardengo (ITA) 1975 Francesco Moser (ITA) 1972 [5] Viast Moravec (TCH)
1920 Henri Pelissier 1976 Roger De Vlaeminck 1973 [6] Ryszard Szurkowski
1921 Consunte Girardengo 1977 Gianbattista Baronchelli (ITA) 1974 [3] StanisUv Siozda (POL)
1978 Francesco Moser 1975 [5] Rysiard Szurkwoski
1922 Constante Girardengo
1923 Giovanni Brunero (ITA) 1979 Bernard Hinault (FRA) 1976 [6] Hans-J. Hartnick (DDR)
1924 Giovanni Brunero 1980 AlfonsDe Wolf (BEL) I977[3] AavoPikkus(URS)
1925 Alfredo Binda (ITA) 1981 Hennie Kuiper (HOL) 1978 [5] Alexander Averin (URS)
1926 Alfredo Binda 1982 Giuseppe Saronni (ITA) 1979 [6] Sergei Soukhoroutchenkov (URS)
1927 Aliredo Binda 1983 Sean Kelly (IRL) I980[3] YuriBarinov(URS)
1928 Gaetano Belloni
1984 Bernard Hinault 1981 [5] Shakid Zagretdinov (URS)
l929PieroFossati (ITA) 1985 Sean Kelly l982[6]OlafLudwig(DDR)
1986 Gianbattista Baronchelli l983[3]FalkBoden(DOR)
1930 Michele Mara (ITA)
1931 Alfredo Binda (ITA) 1987 Moreno Argentin (ITA) 1984 [5] Sergei Soukhoroutchenkov
1932 Antonio Negrini (ITA) 1988 CharlyMottet (FRA) l985[6)LechPi4secki(POL)
1933 Domenico Piemontesi (ITA) l989Tony Rominger (SUI) l986[8]OWLudwig
1934 Learco Guerra (ITA) 1990 Gilles Delion (FRA) 1987 [5] Uwe Ampler (DDR)
1935 Enrico Mollo (ITA) 1991 Sean Kelly 1988 [5] Uwe Ampler
1936 GinoBartali (ITA) 1992 Tony Rominger 1989 [3] Uwe Ampler
1937 AldoBini (ITA) 1993 Pascal Richard (SUI) 1990 [X] Jan Svorida (TCH)
1938 CinoCinelli (ITA) 1994 Vladislav Bobrik(RUS) 1991 pq Viktor Riakjinski (URS)
l939GinoBaruli 1992 [X] Steffen Wesenunn (RFA)
l940Gino Bartali

524 BIKE CULT

 STAGE RACE CHAMPIONS

VUELTA A ESPANA GIRO D'lTALIA

1935 Gustave Deloor (BEL) 1909 LuigiGanna (ITA) 1968 Eddy Merckx (BEL)
1936 Gustave Deloor 1969 Felice Gimondi
1910 Carlo Galetti (ITA)
194 1 Julian Bcrrendero (ESP) 1911 Carlo Galetti 1970 Eddy Merckx
1942 Julian Bcrrendero 1912 Team Atala 1971 Gosta Pettersson (SWE)
1945 Delio Rodriguez (ESP) 1913 Carlo Oriani (ITA) 1972 Eddy Merckx
1946 Dal. Unganca (ESP) 1914 Alfonso Calzolari (ITA) 1973 Eddy Merckx
1947 Edw. Van Dijck (BEL) 1919 Constante Giradengo (ITA) 1974 Eddy Merckx
1948 Bernardo Ruiz (ESP) 1920 GaetanoBelloni (ITA) 1975 Fausto Bertoglio (ITA)
1976 Felice Gimondi
1950 Emilio Rodriguez (ESP) 1921 Giovanni Brunero (ITA)
1955 Jean Potto (FRA) 1922 Giovanni Brunero 1977 Michel Pollentier (BEL)
1956 Angelo Conterno (ITA) 1923 Consume Girardengo l978JohanDeMuynck(BEL)
l957Je5usLorono(ESP) 1924 Giuseppe Enrici (ITA) 1979 Giuseppe Saronni (ITA)
1925 Alfredo Binda (ITA) 1980 Bernard Hinault (FRA)
l958JeanStablinski(FRA)
1959 Antonio Suarcz (ESP) 1926 Giovanni Brunero 1981 Giovanni Bataglin (ITA)
1927 Alfredo Binda 1982 Bernard Hinault
1960 FransDe Mulder (BEL)
1961 Antonio Soler (ESP) 1928 Alfredo Binda 1983 Giuseppe Saronni
1929 Alfredo Binda 1984 Francesco Moser (ITA)
l962Rudi Altig(RFA)
1985 Bernard Hinault
1963 Jacques Anquetil (FRA) 1930 LuigiMarchisio (ITA)
1964 Raymond Poulidor (FRA) 1931 Francesco Camusso (ITA) 1986 Roberto Visentini (ITA)
l965RolfWolfshohl(RFA) 1932 Antonio Pesenti (ITA) 1987 Stephen Roche (IRL)
1966 Franc. Gabica (ESP) 1933 Alfredo Binda l988AndyHampsten(USA)
1967 Jan Janssen (HOL) l934LearcoGuerra(ITA) 1989 Laurent Fignon (FRA)
1968 Felice Gimondi (ITA) 1935 Vasco Bergamashi (ITA) 1990 Gianni Bugno (ITA)
l936GinoBartali (ITA) 1991 Franco Chioccioli (ITA)
1969 Roger Pingeon (FRA)
l937GinoBartali 1992 Miguel Indurain (ESP)
l970Lui5Ocana(ESP)
1971 Ferdinand Bracke (BEL) 1938 Giovanni Valetti (ITA) 1993 Miguel Indurain
l972Jos6-Manuel Fuente (ESP) 1939 Giovanni Valetti l994EugeniBerzin(RUS)
1973 Eddy Merckx (BEL) 1940 FaustoCoppi (ITA) 1995 Tony Rominger (SUI)
1974 Jos*-Manuel Fuente 1946 Gino Barali
1975 Agustin Tamames (ESP) 1947 Fausto Coppi
1976 Jost Pessarodona (ESP) 1948 Fiorenzo Magni (ITA)
1977 Freddy Maertens (BEL) 1949 FaustoCoppi
1978 Bernard Hinault (FRA) l950HugoKoblet(SUI)
1979 Joop Zoetemelk (HOL) 1951 Fiorenzo Magni
1980 Faustino Ruperei (ESP) 1952 Fausto Coppi
198 1 Giovanni Battaglin (ITA) 1953 Fausto Coppi
1982 Marino Lejarreta (ESP) 1954 Carlo Clerici (SUI)
1983 Bernard Hinault 1955 Fiorenzo Magni
l984EricCaritoux(FRA) 1956 Charly Gaul (LUX)
1985 Pedro Delgado (ESP) 1957 Gastone Nencini (ITA)
1986 Alvaro Pino (ITA) 1958 ErcoleBaldini (ITA)
1987 Luis Herrera (COL) 1959 Charly Gaul
1988 Sean Kelly (IRL) 1960 Jacques Anquetil (FRA)
1989 Pedro Delgado 1961 Arnaldo Pambianco (ITA)
1990 Melchor Mauri (ESP) 1962 Franco Balmanion (ITA)
1991 Marco Giovannetti (ITA) 1963 Franco Balmanion

1992 Tony Rominger (SUI) 1964 Jacques Anquetil

1993 Tony Rominger 1965 VittorioAdornt (ITA)
1994 Tony Rominger 1966 Gianni Motta (ITA)
1967 Felice Gimondi (ITA)

BIKE CULT 525

TOUR DE FRANCE CHAMPIONS

TOUR DE FRANCE CHAMPIONS

YEAR WINNER (NATION-TEAM) AGE JES KMS KPH STARTED FINISHED 2ND PLACE AT HRS:MIN:SEC
1903 Maurice Garin(FRA) 32 6 2428 25.2 60 21 Lucien Pothier (FRA) at 2:49:00
1904 Henri Cornet (FRA) 20 6 2388 242 88 23 J.B. Dortignacq (FRA) at 2:16:14
1905 Louis Trousselicr (FRA) 24 II 2975 27.2 60 24 Hypolite Aucouturier (FRA) at 26 pt.
1906 Rene Pottier (FRA) 27 13 4637 24.4 82 14 Georges Passerieu (FRA) at 28 pt
1907 Lucien Petite-Breton (FRA) 24 14 4488 284 93 33 Gustave Garrigou (FRA) at 19 pt-
1908 Lucien Petite-Breton (FRA) 25 14 4488 28.7 114 3 Francois Faber (LUX) at 32 pt.
1909 Francois Faber (LUX) 27 14 4497 28.6 ISO 55 Gustave Garrigou (FRA) at 20 pt
1910 Octave Lapize (FRA) 2! 15 4700 28.6 no 41 Francois Faber (LUX) at 4 pL
1911 Gustave Garrigou (FRA) 29 15 5544 27.3 84 28 PaulDuboc(FRA)at4l pt
1912 0dileDefraye(BEL)24 15 5229 27.8 131 41 Eugene Christophe (FRA) at 59.5 pt
1913 Philippe Thijs (BEL) 23 IS 5387 27.6 140 25 Gustave Garrigou (FRA) at 8:37
1914 Philippe Thijs (BEL) 24 IS 5414 27.0 146 54 Henri Pilissier (FRA) at I :S0
l9l9FirminUmbot(BEL)30 IS 5560 24.9 69 10 Jean Alavoine (FRA) at 1:42:45
1920 Philippe Thijs (BEL) 26 IS 5503 24.1 113 22 Hector Heusghem (BEL) at 57:00
1921 Leon Scieur (BEL) 32 IS 5484 27.7 123 38 Hector Heusghem (BEL) at I9K)2
l922FirminUmbot(BEL)33 IS 5375 24.2 121 38 Jean Alavoine (FRA) at 4 1: 15
1923 Henri P^lissier (FRA) 33 IS S386 24.4 139 48 Ottavio Bottecchia (ITA) at 30:41
1924 Ottavio Bottechia (ITA) 30 IS 5427 23.9 157 60 Nicholas Frantz (LUX) at 35:36
1925 Ottavio Bottechia (ITA) 31 18 5430 24.7 130 49 Lucien Buysse (BEL) at 54:20
1926 Lucien Buysse (BEL) 33 17 5745 24.0 126 41 Nicholas Frana (LUX) at 1:22:25
1927 Nicolas Frana (LUX) 28 24 5321 26.8 142 39 Maurice Dewaele (BEL) at 1:48:21
1928 Nicholas Frana (LUX) 29 22 5377 27.8 162 41 Andr* Leducq (FRA) at 50:07
1929 Maurice Dewaele (BEL) 33 22 5288 28.3 155 60 Giuseppe Pancera (ITA) at 32:07
1930 Andre Leducq (FRA) 26 21 4818 27.9 100 59 Learco Guerra (ITA) at 14:19
1931 Antonin Magne (FRA) 27 24 5095 28.7 81 35 Joseph Demuysere (BEL) at 12:56
1932 AndrS Leducq (FRA) 28 21 4502 29.2 80 57 Kurt Stoepel (GER) at 24:03
1933 Georges Speicher (FRA) 26 23 4395 29.6 80 40 Learco Guerra (ITA) at 4:01
1934 Antonin Magne (FRA) 30 23 4363 29.4 60 39 Giuseppe Martano (ITA) at 27:3 1
1935 Romain Maes (BEL) 22 21 4302 30.5 93 46 Ambrogio Morelli (ITA) at 17:52
1936 Sylvere Maes (BEL) 27 21 4442 31.0 90 43 Antonin Magne (FRA) at 26:55
1937 Roger Upebie (FRA) 26 20 4415 31.7 98 46 Mario Vicini (ITA) at 7:17
l938GinoBartali(ITA)24 21 4694 31.5 96 55 Felice Vervaecke (BEL) at 18:27
1939 Sylv^re Maes (BEL) 30 18 4224 31.8 79 49 Rene Vietto (FRA) at 30:08
1947 Jean Robic (FRA) 26 2! 4640 31.4 100 53 Edouard Fachleitner (FRA) at 3:58
l948GinoBartali(ITA)34 21 4922 33.4 120 44 BrIkSchotte (BEL) at 26:16
l949FaustoCoppi(ITA)29 21 4813 32.1 120 55 Gino Bartali (ITA) at 10:53
l950Ferd. Kubler(SUI)3l 22 4776 32.7 116 SI Stan Ockers (BEL) at 9:30
1951 Hugo Koblet (SUI) 26 24 4474 314 123 66 Raphael Geminiani (FRA) at 22:00
1952 Fausto Coppi (ITA-Bianchi) 32 23 4807 316 122 78 Stan Ockers (BEL) at 28: 17
l953LouisonBobet(FRA)28 22 4479 34.6 119 76 Jean Mall^jac (FRA) at 14:18
l954LouisonBobet(FRA)29 23 4855 346 110 69 Ferdi Kubler (SUI) at 15:49
l955LouisonBobet(FRA)30 22 &f495 34.4 130 69 Jean Brankart (BEL) at 4:53
1956 Roger Walkowiak (FRA) 27 22 4528 36.5 120 88 Gilbert Bauvin (FRA) at 1:25
1957 Jacques Anquetil (FRA) 23 22 4S55 34.5 120 56 Marc Janssens (BEL) at 14:56
1958 Charly Gaul (LUX) 26 24 4319 369 120 78 VitoFavero(ITA)at3:IO
1959 FHerico Bahamontes (ESP) 31 22 4363 352 120 65 Henri Anglade (FRA) at 4K)I
1960 Gastone Nencini (ITA) 30 21 4272 37.2 128 81 Grai Battistini (ITA) at 502
1961 Jacques Anquedl (FRA-Helyett) 27 21 4394 36.2 132 72 Guido Cariesi (ITA) at 12:14
1962 Jacques Anquetil (FRA-St. Raphael) 28 22 4272 373 149 94 Jef Planckart (BEL) at 4:59
1963 Jacques Anquetil (FRA-) 29 2! 4140 36.4 130 76 Federico Bahamontes (ESP) at 3:35
1964 Jacques Anquetil (FRA-Sl Raphael) 30 22 4S05 354 132 81 Raymond Poulidor (FRA) at 0:55
1965 Felice Gimondi (ITA-Salvarani) 22 22 4175 360 130 96 Raymond Poulidor (FRA) at 2:40
l966Lucien Aimar (FRA)25 22 4329 36.6 130 82 Jan Janssen (HOL) at I 07
1967 Roger Pmgeon (FRA-Peugeot-BP) 27 22 4780 347 130 88 Julio Jimenez (ESP) at 3:40
l968JanJanssen(HOL)28 22 4662 34.8 110 63 Herman Van Springel (BEL) at 0:38
1969 Eddy Merckx (BEL-Faema) 24 22 4102 352 129 86 Roger Pmgeon (FRA) at 1754
1970 Eddy Merckx (BEL-Faema) 25 23 4366 36 4 ISO 100 Joop Zootemelk (HOL) at 12:41
1971 Eddy Merckx (BEL-Molteni) 26 20 3689 369 129 94 Joop Zootemelk (HOL) at 9:51

S26 BIKE CULT

 TOUR DE FRANCE CHAMPIONS

YEAR WINNER (NATION-TEAM) AGE STARTED FINISHED 2ND PLACE AT H:M'S

1972 Eddy Merckx (BEL-Molteni) 27 20 3846 35.3 Felice Gimondi (ITA) at 10:41
1973 Luis Ocana (ESP-Bic) 28 20 4140 33.9 132 Bernard Thevenet (FRA) at 15:51
1974 Eddy Merckx (BEL-Molteni) 29 22 4098 3S.2 130 Raymond Poulidor (FRA) at 8:04
1975 Bernard Thevenet (FRA-Peugeot) 27 22 3999 34.8 Eddy Merckx (BEL) at 2:47
1976 Lucien Van Impe (BEL-Gitane) 29 22 4016 34.5 130 Joop Zootemelk (HOL) at 4: 14
1977 Bernard Thevenet (FRA-Peugeot) 29 22 4092 35.5 100 Hennic Kuiper (HOL) at 6:55
1978 Bernard Hinault (FRA-Gitane) 23 22 3913 34.9 Joop Zootemelk (HOL) at 3:56
1979 Bernard Hinault (FRA-Renault) 24 24 3720 36.0 Joop Zootemelk (HOL) at 13:37
1980 Joop Zoetemelk (HOL-TI-Raleigh) 33 22 3945 35.3 130 Hennie Kuiper (HOL) at 6:55
1981 Bernard Hinault (FRA-Renault) 26 22 3756 37.9 ISO Lucien Van Impe (BEL) at 14:34
1982 Bernard Hinault (FRA-Renault) 27 21 3512 37.4 Joop Zootemelk (HOL) at 6:21
1983 Laurent Fignon (FRA-Renault) 22 22 3962 35.9 140 Angel Arroyo (ESP) at 4:04
1984 Laurent Fignon (FRA-Renault) 23 23 4020 34.9 140 Bernard Hinault (FRA) at 10:32
1985 Bernard Hinault (FRA-U Vie Claire) 30 22 4127 36.2 Greg LeMond (USA) at 1:42
1986 Greg LeMond (USA-U Vie Claire) 25 23 4083 36.9 210 132 Bernard Hinault (FRA) at 3:10
1987 Stephen Roche (IRL-Carrera) 27 25 4231 36.6 207 135 Pedro Delgado (ESP) at 0:40
1988 Pedro Delgado (ESP-Reynolds) 28 22 3281 39.9 Steven Rooks (HOL) at 7:3 1
1989 Greg LeMond (USA-ADR) 28 21 3285 37.4 Laurent Fignon (FRA) at 0:08
1990 Greg LeMond (USA-Z) 29 21 3421 37.7 198 Claudio Chiappucci (ITA) at 2:16
1991 Miguel Indurain (ESP-Banesto) 27 22 3919 38.7 198 Gianni Bugno (ITA) at 3:36
1992 Miguel Indurain (ESP-Banesto) 28 21 3983 39.5 Claudio Chiappucci (ITA) at 4:35
1993 Miguel Indurain (ESP-Banesto) 29 20 3717 38.7 Tony Rominger (SUI) at 4:59
1994 Miguel Indurain (ESP-Banesto) 30 21 3984 38.3 Pyotr Ugrumov (LAT) at 5:39

WOMEN'S TOURS l967JanJanssen(HOL) 284 EDDY MERCKX

1968 Herman Van Springel (BEL) 254

TOUR DE FRANCE FEMININ 1969 Eddy Merckx (BEL) 412 LES PALMARES
1970 Eddy Merckx 409 525 victories in 1.800 races
YEAR WINNER (NATION) AGE
1971 Eddy Merckx 570
1984 Marianne Martin (USA) 24 1964: World Amateur Road Champion
1972 Eddy Merckx 438 1966: Milan-San Remo
1985 Maria Canins (ITA) 36
1973 Eddy Merckx 405
1986 Maria Canins 37 1967; Milan-San Remo. Gent-Wevelgem. FIfeche
1974 Eddy Merckx 455 Wallone, World Pro Road Champion. Troph6e
l987JeannieLongo(FRA)28
1975 Eddy Merckx 415 Barrachi
l988JeannieLongo29
1976 Freddy Maertens (BEL) 332 1968: Giro di Sardinia. Parls-Roubaix. Giro d'ltalia
l989JeannieLongo 30
1977 Freddy Maertens 320 1969: Milan-San Remo. Ronde Van Vlaanderen,
1978 Francesco Moser (ITA) 323 Tour de France
EUROPEAN COMMUNITY TOUR
(MASTERS FEMININ) 1979 Bernard Hinault (FRA) 1970: Parts-Nice. Gent-Wevelgem. Tour de
1980 Bernard Hinault
1990 Catherine Marsal (FRA) 19 Belgique. Paris-Roubaix. Fliche Wallone. Giro
1981 Bernard Hinault 325
1991 Astrid Schop (HOL) d'ltalia. Belgian Pro Road Champion, Tour de
1982 Bernard Hinault 266 France
1992 Leontien Van Moorsel (HOL) 22
1983 Greg LeMond (USA) 245 1971: Giro di Sardinia. Paris-Nice. Milan-San
1993 Heidi Van deVijver (BEL)
1984 Sean Kelly (IRL) 435
l994LuziaZberg(SUI)24 Remo, Het Volk, Tour de Belgique, Liege-
1985 Sean Kelly 309
Bastogne-Li6ge. Tour de France, World Pro
TOUR CYCLISTE FEMININ Road Champion, Giro di Lombardia
FICP RANKING
1992 Leontien Van Moorsel (HOL) 22 1972: Milan-San Remo, Liege-Bastogne-Lidge,
1993 Leontien Van Moorsel 23 1986 Sean Kelly Fl^che Wallone, Giro d'ltalia. Tour de France,
1987 Sean Kelly 1.198
1994 Valentina Polhanova (RUS) Giro di Lombardia, Troph^e Baracchi, World
1988 Sean Kelly 1.025 Hour Record
1989 Uurent Fignon (FRA) 971 1973: Giro di Sardinia, Het Volk, Gent-Wevelgem,
ANNUAL HONORS 1990 Gianni Bugno (ITA) 1.880 Paris-Roubaix, Li^ge-Bastogne-Lifege, Vuelta
1991 Gianni Bugno 2.033 d'Espana. Giro d'ltalia, Paris-Brussels, Grand Prix
1992 Miguel Indurain (ESP) 2,539 des Nations
SUPER PRESTIGE TROPHY
YEAR WINNER POINTS 1993 Miguel Indurain 2.583 1974: Giro d'ltalia. Tour de Suisse, Tour de
l994Tony Rominger (SUI) 2.304 France, World Pro Road Champion
1959 Henri Anglade (FRA) 165
l960JeanGraczyk(FRA) 160 1975: Milan-San Remo, Ronde Van Vlaanderen,
WORLD CUP Liege-Bastogne-Li^ge
196 1 Jacques Anquetil (FRA) 24 1
l962JoDeRoo(HOL) 170 1989 Sean Kelly 1976: Milan-San Remo, La Semaha della Cataloiia

1963 Jacques Anquetil 260 1990 Gianni Bugno 1977: Tour de la Medit
1991 Maurizio Fondriest (ITA)
1964 Raymond Poulidor (FRA) 230
1965 Jacques Anquetil 216 1992 0lafLudwig(RFA)
1993 Maurizio Fondriest
1966 Jacques Anquetil 235
1994 Gianluca Bortolami (ITA)

BIKE CULT 527

 OFF-ROAD CHAMPIONS

CYCLO-CROSS MOUNTAIN BIKE

WORLD CHAMPIONS CHAMPIONS

PROFESSIONAL MEN'S CROSS-COUNTRY WOMEN'S CROSS-COUNTRY

1950 Paris Jean Robic (FRA) UCI WORLD CHAMPIONSHIP UCI WORLD CHAMPIONSHIP
1951 Luxembourg Roger Rondeaux (FRA) 1990 Durango (USA) Ned Overend (USA) l990JuliFurtado(USA)
1952 Geneva Roger Rondeaux 1991 Lucca (ITA) John Tomac (USA) 1991 Ruthie Matthes (USA)
1953 0nate Roger Rondeaux 1992 Bromont (CAN) Henrik Djernis (DEN) 1992 Silvia Fiirst (SUI)
1954 Crenna Andri Dufraisse (FRA) 1993 Metabief (FRA) Henrik Djernis (DEN) 1993 PaolaPezzo (ITA)
1955 Saarbrucken Andr6 Dufraisse 1994 Vail (USA) Henrik Djernis (DEN) 1994 Alison Sydor (CAN)
1956 Luxembourg Andre Dufraisse
l957Edelare Andre Dufraisse GRUNDIG WORLD CUP GRUNDIG WORLD CUP
1958 Limoges Andr6 Dufraisse 1990 Mike Kluge (AST) 1990 Sara Ballantyne (USA)
1959 Geneva Renato Longo (ITA) 1991 John Tomac (USA) 1991 Sara Ballantyne (USA)
l960Tolosa Rolf Wolfshohl (RFA) 1992 Thomas Frischknecht (SUI) 1992 Ruthie Matthes (USA)
1961 Hannover Rolf Wolfshohl 1993 Thomas Frischknecht (SUI) l993JuliFurtado(USA)
1962 Esch-sur-Alzette Renato Longo 1994 Bart Brentjens (HOL) l994JuliFurtado(USA)
1963 Calais Rolf Wolfshohl
1964 Overboelare Renato Longo EUROPEAN CHAMPIONSHIP EUROPEAN CHAMPIONSHIP
1965 Cavaria Renato Longo 1991 Erich Ubelhardt (SUI) 1991 Chantal Daucourt (SUI)
1966 Beasain Eric De Vlaeminck (BEL) l992ErichUbelhardt 1992 Silvia Furst (SUI)
1967 Zurich Renato Longo 1993 Thomas Frischknecht (SUI) 1993 Chantal Daucourt (SUI)
1968 Luxembourg Eric De Vlaeminck 1994 Albert ken (SUI) 1994 PaolaPezzo (ITA)
1969 Magstadt Eric De Vlaeminck
1970 Zolder Eric De Vlaeminck NORBA CHAMPIONSHIP NORBA CHAMPIONSHIP
1971 Apeldorn Eric De Vlaeminck 1987 Ned Overend 1987 Sara Ballantyne
1972 Prague (TCH) Eric De Vlaeminck 1988 Ned Overend 1988 Sara Ballantyne
1973 London (GBR) Eric De Vlaeminck l989DonMyrah 1989 Sara Ballantyne
1974 Bidasoa (ESP) Albert Van Damme (BEL) 1990 Ned Overend 1990 Susan De Mattei
1975 Melchnau Roger De Vlaeminck (BEL) 1991 John Tomac 1991 JuliFurtado
1976 Chazay d'Azergues Albert Zweifel (SUI) 1992 Ned Overend l992JuliFurtado
1977 Hannover (RFA) Albert Zweifel l993DavidWiens 1993 JuliFurtado
1978 Amorebieca Albert Zweifel 1994 Tinker Juarez 1994 JuliFurtado
1979 Saccolongo Albert Zweifel
l980Weaikon Roland Liboton (BEL) MEN'S DOWNHILL WOMEN'S DOWNHILL
1981 Tolosa Hennie Stamsniider (HOL) UCI WORLD CHAMPIONSHIP UCI WORLD CHAMPIONSHIPS
1982 Lanarvilly Roland Liboton 1990 Greg Herbold (USA) 1990 Cindy Devine(CND)
1983 Birmingham (GBR) Roland Liboton 1991 Albert Iten (SUI) 1991 Giovanna Bonazzi (ITA)
1984 0S5 Roland Liboton 1992 Dave Cullinan (USA) l992JuliFurtado(USA)
1985 Munich (RFA) Klaus-Peter Thaler (RFA) 1993 Mike King (USA) 1993 Giovana Bonazzi (ITA)
l986Let.beek Albert Zweifel 1994 Francois Cachet (FRA) 1994 Missy Giove (USA)
l987Mlada Boleslav Klaus-Peter Thaler
l988Hagendorf Pascal Richard (FRA)
1989 Pontchateau Danny De Bie (BEL)
1990 Getxo Henk Baars (HOL)
1991 Gieten Radomir Simunek (TCH)
1992 Leeds (GRB) Mike Kluge (RFA)
1993 Corva(ITA) Dominique Arnould (FRA)
l994Koksijde(BEL) Paul Herijgers (BEL)
l995Eschenbach(SUI) Dieter Runkel (SUI)

528 BIKE CULT

 ULTRA-MARATHON CHAMPIONS

RACE ACROSS AMERICA TRIATHLON CHAMPIONS

YEAR ROUTE MILES HAWAIIAN IRONMAN

WINNERS TIME (D:H:M) MPH MEN
1982 Santa Monica CA-New York City NJ 2,968 YEAR WINNER TIME (H:M:S) FINISHED

MEN Lon Haldeman (USA) 9:20:02 12.5 1978 Gordon Haller (USA) 1 1:46:58 12
1983 Santa Monica CA-New York City NY 3,170 1979 Tom Warren (USA) 11:15:56
MEN Lon Haldeman 10:16:29 12.3 1980 Dave Scott (USA) 9:24:33 106

1984 Huntington Beach CA-Atlantic City NJ 3,047 1981 John Howard (USA) 9:38:29 306 283

MEN Pete Penseyres (USA) 9: 13: 13 13.2 1982 Scott Tinley (USA) 9:19:41 531 494

WOMEN (Tie) Shelby Hayden-Ciifton / Pat Mines 12:20:57 9.8 1982 Dave Scott (USA) 9:08:23 758 690

1985 Huntington Beach CA-Atlantic City NJ 3,120 1983 Dave Scott (USA) 9:05:57 836 720

MEN Jonathan Beyer (USA) 9:02:06 14.3 1984 Dave Scott (USA) 8:54:20 878 767

WOMEN Susan Notorangelo (USA) 10:14:25 12.2 1985 Scott Tinley (USA) 8:50:54 829 792

1986 Huntington Beach CA-Atlantic City NJ 3,107 1986 Dave Scott (USA) 8:28:37 829 763

MEN Pete Penseyres 8:09:47 15.4 1987 Dave Scott (USA) 8:34:13 1115 1040

12.8 1988 Scott Molina (USA) 8:3 1:00 1009 949

WOMEN ElaineMaholle (USA) 10:02:04
1987 San Francisco CA-Washington DC 3,127 1989 Mark Allen (USA) 8:09:15 1024 983

MEN Michael Secrest (USA) 13.7 1990 Mark Allen (USA) 8:28:17 1130 1013

WOMEN Casey Patterson (USA) 10.9 1991 Mark Allen (USA) 8:18:32 IMS 1063

TANDEM Lon Haldeman/Pete Penseyres (2920) 15.9 1992 Mark Allen (USA) 8:09:08 1091 1037

1988 San Francisco CA-Washington DC 3,073 1993 Mar1<Allen (USA) 8.07:45 1179 1109
MEN Franz Spilauer (AUT) 9:07:09 13.7 1994 Greg Welch (AUS) 8:20:27

WOMEN Cindi Staiger (USA) 12:03:55 10.5

1989 Costa Mesa CA-Fort Lee NJ 2,911 WOMEN
MEN Paul Solon (USA) 8 08:45 14.5 1979 Lyn Lemaire (USA) 12:55:38
WOMEN Susan Notorangelo 9:09:09 12.9 1980 Robin Beck (USA) 1 1:2 1:24

HPV RELAYTeann Lightning (4-man) 5:0 1:04 24.0 198 1 Linda Sweeney (USA) 12:00:32
ROUNDTRIP Bob Breedlove (USA) 22: 13:36 10.7 1982 Kathleen McCartney (USA) I 1:09:40
1990 Irvine CA-Savannagh GA 2,930 1982 Julie Leach (USA) 10:54:08 92

MEN Bob Forney (USA) 8: 11:26 14.4 1983 Sylviane Puntous (CAN) 10:43:36 128

WOMEN Nancy Raposo (USA) 10:10O6 11.7 1984 Sylviane Puntous (CAN) 10:25: 13
TANDEM MEN Bob Breedlove/R Charleville 8: 10:40 14.4 1985 Joanna Ernst (USA) 10:25:22
TANDEM MIXED R, Dossenbach/S^ Pavlat 10:22:40 11.5 1986 Paula Newby-Fraser (ZIM) 9:49: 14 210

1991 Irvine CA-Savannagh GA 2,930 1987 Erin Baker (NZL) 9:35:24 266 243

MEN Bob Forney 8:16:44 14.0 1988 Paula Newby-Fraser (ZIM) 9:0 1:0 1 266 240

WOMEN Cathy Ellis (USA) 12:06:2 1 9.9 1989 Paula Newby-Fraser (ZIM) 9:00:56 261 248
TANDEM MIXED C. Moore/D Moore (USA) 1 1:2 1:43 10.2 1990 Erin Baker (NZL) 9:13:42 257 223

1992 Irvine CA-Savannagh GA 2,909 1991 Paula Newby-Fraser (ZIM) 9:07:52 264 249

MEN Rob Kish (USA) 8:03:11 14 9 1992 Paula Newby-Fraser (ZIM) 8:55:28 273

WOMEN Seana Hogan (USA) 11:15:07 10.4 1993 Paula Newby-Fraser (ZIM) 8:58:23 259
TANDEM MEN Bob Breedlove/Lon Haldeman (USA) 8:08: 13 14.5 1994 Paula Newby-Fraser (ZIM) 9:20:14
TANDEM MIXED A Addison/D. Addison (USA) 1 1:09:34 10.6
TEAM RELAY Team Manheim (USA) 6:37:00 20.1 BIKE COURSE RECORDS (112 MILES)
1993 Irvine CA-Savannagh GA 2,909 1993 Jurgen Zack (GER) 4:27:42
MEN Gerry Tatrai (AUS) 8:20: 19 14.0 1993 Paula Newby-Fraser (ZIM) 4:48:30
WOMEN Seana Hogan (USA) 9: 15:30 13.0
TEAM RELAY PacifiCare-Trek (USA) 6:05:3 1 19.0
1994 Irvine CA-Savannagh GA 2,909
MEN Rob Kish (USA) 8: 14:25 14.0
WOMEN Seana Hogan (USA) 9:08:56 12.9
TEAM RELAY Centurian (AUT-GER) 5:09: 17 22.5

CROSS COUNTRY RECORD

1990 Huntington Beach CA to Atlantic City NJ 3,110
Michael Secrest 16.2

\
BIKE CULT 529
ARTS

Arts

CIRCUS ACTS American. The Wheelman's Song 1883, John Ford, H.B.
Frank Olivier 1980s American Serious Fun!, NY. Hart, Philadelphia.
Blondin 1869 French. Quiros Family 1990s Spanish, Ringling Bros. The Song of the Wheel 1884. Charles Pratt, The

Hanlon's Superba 1868 American. Bamum and Bailey. Wheehnan Co.. Boston.
The Female Blondin 1880s Ella Zuila, French, Fujian Acrobatic Troupe 1990s Chinese, The Wheelman's Song 1884. William J. Stabler,
Forepaugh Show. Ringling Bros. Bamum and Bailey. Outing, Boston.
Stirk Family 1880s American. P.T. Bamum Show. Bicycle Waltz 1885, J.J. Sawyer and Geo. Jackson,
Kaufmann Troupe 1890s American, performed in MUSIC, SONGS, W.A. Evans, Boston.
Europe. RECORDINGS The League Waltz 1886. George Fred Brooks,
Kil Kilpatrick-King of the Capitol Steps 1890s Edward Schuberth Co., NY.
Charles Kilpalrick (one-legged), Washington, In chronological order; Title Date, Composer, It's Best to Keep Up With the Style 1886, H.G.
DC, Kansas City. Performer, Recording (date), Publisher, Record and J.W. Wheeler. Shaw. NY.
Les Frires AncUlotti 1900s Ugo Ancillotti, Company, Music Category, Playing Time. Bicycle Galop 1887. Ludwig Andre, William
French, Bamum and Bailey Shows. Rohlfing & Co., Milwaukee.
World's Master Unicyclist — Loose Nut on The Flying Velocipede 1869, Brio. Wm A. Pond. Swiftly and Silently 1887, J.J Chickenng and
Wheels 1910-1950 Walter Nilsson, Vaudeville, NY. HI. Smith, Ellis & Co.. Washington. DC.
Hellzapoppin. Ripley 's Believe It or Not, Coney The Gay Velocipede 1869. Cooper and Miller. J.L. Wheel on to Glory 1887. Hubbard T Smith, Ellis
Island Funi-Cycle. Peters, NY. & Co.. Washington, DC.
Fallen Bears 1920s Dutch, Sells-Floto Circus. The Great Velocipede Song 1869, from Sinbad The Wheelman's Song 1888, Dunnelly and Speck,
The Cycling Tramp 1900-1950 Joe Jackson Sr. the Sailor, W.A. Pond, NY T.B. Harmes, NY.
and Jr., Austrian-American. Crystal Palace, The New Velocipede 1869. EH. Sherwood, J.P. Cycle Polka 1890, Geo. W. Wallace, Wm. A.
Moulin Rouge, Tivoli Gardens, Radio City Shaw, Rochester. Pond, NY.
Music Hall. The Unlucky Velocipedist 1869, S. Low Coach, The Maid of Ixion and the Cycle Man 1891,
The Grentonas 1930s High-wire Blackman, New Orleans. James Meakins, NY.
The Great Wallendas 1930s Karl, Helen, Tino, Velocipede Galop, Velocipede March, Daisy Bell or Bicycle Built For Two or On a
Ricky Wallenda & Luis Murillo, Ringling Bros. Velocipede Polka, Velocipede Scfaottisch, and Bicycle Built For Two 1892, Harry Dacre, T.B.
Bamum and Bailey. Velocipede Waltz from The Velocipede Set Harmes, NY. Performed by: Fontanna and his
The Cycling Clown 1940s Jack Natirboff, 1869, E. Mack, Lee and Walker, Philadelphia. Orchestra, Vocal by James Forsythe, The Gay
American, New York World's Fair. Velocipede 1869, Chas. Koppitz, Koppitz, Prufer Nineties ( 1947) Buckingham Records,
Kondovi Troupe 1940s Peter, Tzetza & Stella & Co., Boston. Traditional. The Banjo Kings, Favorites, Good
Kondovi, Ringling Bros. Bamum and Bailey. Velocipede Galop 1869, MF H. Smith, C.C. Time Jazz. Erich Rogers and the Vaudeville
Boy Foy 1950s Amencan, Radio City Music Hall. Sawyer. Brooklyn. Orchestra & Chorus. Vaudeville', Decca/London
The Sli Frielanis 1960s Radio City Music Hall. Velocipedia 1869. Frank Howard and Horace Records, medley in *'Coast-to-Coast." Mickey
The Shyreltos 1950s Walter, Alfred & Henny Kimball, Root and Cady, Chicago. Finn and Big Tiny Little, Honky Tonk Piano,
Shyretto. German, Follies Bergere, Radio City Velocipediana 1869, A.L. Adamas. Wm. A Pond, GNP/Cresendo, blues Joe "Knuckles" O'Leaty,
Music Hall. NY. Honky Tonk Piano, Gold Award Records, instru-
The Komanos 1950s Tony. Helene & Patrick Velocipede Johnny 1869. H. DeMarsan. NY. mental.Travis.
Merle The Merle Travis Guitar
Romano. French. Ice Capades, Ed Sullivan Velocipede 1869. William Fiske. S. Brainard & (1956) Capitol Records. Picking. 2:09. Bing
Show, Johnny Carson. Sons, Cleveland. Crosby. Join Bing and Sing Along (I960) RCA
King Charles Troupe 1960s African-American, Velocipede Polka, opus 259 1869, Josef Strauss, Victor. Freddie Hall. Freddie Hall Plays the Gay
Ringling Bros. Bamum and Bailey Combined performed by Vienna Philharmonic Orchestra, 90 i ( 196 1» Spinorama Records, comedy.
Shows. conductor Lorin Maazel, Wiener Bonbons - New Rockinghorse Orchesu^ and Chorus, Fun on
Beauty on Wheels 1960s Theron Dollies, Year's Concert 1983. Deutsche Grammophon, Wheels! ( 1960s) Diplomat Records, traditional.
American, Radio City Music Hall. classical. Nat King Cole. Those Laiy-Hazy -Crazy Days of
World's Highest Unicyclist 1960s Steven Velocipede Song 1869, Wm. A. Pond, NY hammer (1963) Capitol Records, 1:43. Mitch
McPeak, American, Guinness Book, Circus, Bicycle Glide 1880, W Diedench. Lee and Miller and the Gang, Still More Sing Along with
Circus. Walker. Philadelphia. .Klitch, Columbia Records, traditional. Boston
Marquis Chimps 1960s Charlie, Enoch & Candy, Star Bicycle Galop 1882. Chas W Nathan. Spear Pops Orchestra. .Arthur Fiedler. Conductor (Arr:
Aftican-Bntish. stage and television. and Denhoff, NY Lake). Old Timers ' Sight at the Pops (I %7)
Ballerina of the Golden Wheel 1960s-1970s Lilly Bicycle March 1882. N.R. Graham. J.H. RCA Victor Records, concert HAL 9000
Yokoi. Japancse-Amencan, Royal Command Brodersen. Chicago. (Douglas Rain), 2001 A Space Odyssey (1968)
Circus. Radio City Music Hall Bicycle Galop 1883. William H. Hall. R.A. MGM. soundtrack Bill Bailey's Banjos. .Smg
The Volantes 1970s Don Thompson & Scott Spaulding. Troy. Along with the World Famous Bill Bailey 's
Beldin, American, Cafe Lido, television. Bicycle Galop 1883. Mollenhaupt. S. Brainards & Banjos ( 1976) Sandcastle Records, traditional.
Shenyang Acrobatic Troupe 1970s Chine,se, Sons. Cleveland. Dave Brubeck, Derry Music. Quiet As The Moon
Lincoln Center, NY The Star Rider 1883. John Ford. H B Smith (1991) Musicmastcrs. jazz. Kidsongs. Cars.
Sir Bob Yacona & Lady Marlcna 19S0s Machine Co.. Smithville, NJ. Boats. Trains and Other Things 7*a;Co(1992)

530 BIKE CULT

 Warner Bros., children's. Alvin cS:the M. Witmark & Sons, NY. and Grabbe, Grabbe Music Publishing,
Chipmunks. Sing-Alongs ( 1993) Chipmunk Ben Hur March 1896, Bell and Cody. Central Davenport.
Records, children's. Disneyland Cast, Children 's Cycle Mfg. Co.. Indianapolis. Wheelman's Song 1899, E.S. Neil, G.C. Shepard
Favorites, i'ol. 1 (n.d.) Disney, children's. The Bicycle Girl 1896. F S. Howe. J.E. Ditson & Co., Winchester, VA.
Bicycle March 1892. Laurent L Combs. White. Co.. Philadelphia. American Wheelmen's March 1899, T.W. Erwin,
Smith & Co., Boston. Brooklyn Bicycle Club March 1896. W J J.F. Bellois, Philadelphia.
March BIcyclysto 1893, Eugene Angel, llsen & Mclntyre. G.A. Komder. Brooklyn. Cycling Song 1901, Rolleslon and Baren,
Co.. Cincinnati. Century Run 1896. Chas. D. Blake, Oliver Ditson University Song Book.
Since Katie Rides a Wheel 1893, C. Harris and Co., Boston. Back in Those Bicycle Days 1934, Allan and
Clauder, Milwaukee. The Cyclist March 1896, RE. Wagner, Cundy Manoloff, M.M. Cole Publishing, Chicago.
Music Co.. Boston. Pedal Vour Blues Away 1936, Wells, Griffin and
Wheeling Away to Glory 1893. WW Wave, The Cycle Queen 1896. IP. Brooke. John Church Miller, NY. Performed by R. Crumb and the
Wm. Delany, NY. Co.. NY Cheap Suit Serenaders, Singing in the Bathtub
Arthur Dear or Daisy Bell's Reply 1894, J The Cycle King 1896. Al. Kuhn. John Church Co . (1992) Shanachi Records, vaudeville.
Austin Springer. Capital, Albany. NY. Sing a Song of Safety 1937, Gerald Marks. Irving
The Bloomers 1894, Schrage and Potstock, NY Give Me the Girls That Ride a Wheel 1896, Caesar. NY.
Carrie and Her Wheel 1894, Theo H. Northrup, Donoghue. Schaller. Delightfully Dangerous, Fun in the Sun, and
Treloer Music Co.. Missouri. L.A.W. March 1896. W.H. Hosmer. Ford and Rollin' Down the Road 1944, music Walter

Fare Vou Well, Daisy Bell 1894, Harry Dacre, Styles, Lynn, MA. Kent, lyrics Kim Gannon, dir. George Dobbs.
Francis, Day & Hunter, London. L,A.W. Waltz 1896. C.B. Vandersloot Music Co.. Song of the Open Road, United Artists, sound-
Hurrah for the Girls In Bloomers 1894, Arnold NY track.
Somlyo, S. Brainards Sons. Chicago. My Wheel Napoleon 1896, H S Bott and J C. My Bicycle Girl 1940. Hammerstein and
Merry Cycle Song 1894. Roland Hennessy, Beckel, Bonanza Music Publishing, Philadelphia. Schwartz. Chappell Music Co.. NY.
Witmark & Sons. NY. New York and Coney Island Cycle March 1896. Rolleo Rolling Along (The Bicycle Song) 1940s.
Mulrooney on a Bike 1894, Emmet Duty, C.H E.T. Paull Music, NY. Harry Tobias. Don Reid. and Henry Tobias, The
Kimball. Manchester. NH. The Scorcher 1896, Hayes and Hayes. NY. Merry Macs, Decca Records.
The Scorcher 1894, Eugene Kramer, Edward A. The Southern Wheelmen's March 1896. Voges Bicycle Boogie 1952. Bob Gaddy & Friends
Saalfeld. Chicago. and Stoddard, Werlein, New Orleans. (Sonny Terry. Brownie McGhee), Bicycle
Angel Grace and the Crimson Rim 1895, Post Wheeling Together 1896. A, Craig and Quinn. El Boogie, Moonshine Records, NY. jazz.
and Edwards, Robt. De Yong. St. Louis. Dorado Cycle Co., Chicago. Bicycle TlUie 1953. The Swallows. King Records.
Arrow Cycling Club Two Step 189S, Joe WheeUng Waltz Song 1896. H. Wakefield Smith. OH. Dearest (1992) rhythm and blues. 2;37.
Mahany. Anthony Kiefer. Peoria. IL. H.W. Smith, Buffalo. Bike Up The Strand-Utter Chaos 1956 (Gerry
The Belle of the Wheel 1895. Julius V. Bemauer, Bang Bang, Bang Went the Rubber Tire 1897. Muligan) Gerry Mulligan Quartet, At Storyville
Bureau of Literatiu"e, Chicago. Connor, F.A. Mills, California. ( 1990) Blue Note Records, jazz. 6:20.
The Bicycle Girl 1895, A Bicycle Boy, J.B. Millet Bicycle Bell 1897, John C. Gabler, Wm. A. Pond, Pedal Pushin' Papa 1957, Billy Ward and his
Co., Boston. NY. Dominos, Billy Hard and his Dominos. with
The Bicycle Girl 1895, Oddfellow and Meacham. Bicycle Race Galop 1897, Eduard Hoist, Clyde McPhatler, King Records, OH. rhythm
Hedenberg and Dakin. Brooklyn. McKinley Music Co., NY. and blues.
Bloomer Two Step March 1895. M Florence. The Crackerjack March 1897, John C. Schuler, Pink Pedal Pushers 1958 Carl Perkins. Jive after
IB. Harms. NY. Buffalo. 5: The Best of Carl Perkins, Columbia Records.
Climbing on My Golden Wheel 1895. Harry J. The Cyclists' National Grand March and Two pop-rock.
Ballou, Oliver Ditson. Boston. Step 1897, George Maywood, Imperial Music La Bicicletta 1960s, Gino Maringola, E. Rossi &
Courting on a Wheel 1895. Ed Rogers. M Co , NY. Co.. NY, Azziu-o-Phonotype Record #21, cover
Witmark & Sons. NY. The L.A.W. Scorcher 1897, George Rosey, Jos. art.
The Cycling Maid or The Bicycle's the Thing W. Stem & Co., NY. La Bicicletta N. 2 1960s. Gino Maringola. Matteo
1895. Grant and Southwide, National, Chicago. The Merry Cycle Girl 1897, Cleaver and Savatore. Phonotype Record #37, cover an.
Doolin and His Bike 1895, Lawlor and Blake, Reifsnyder, Zabel Worley. Philadelphia. Bicycle Riding Mama 1960s, Roosevelt Sykes,
Crescent Publishing, NY. Queen of the Bicycle Girls 1897, Gardner and Victoria Spivey. Brooklyn. NY. blues.
Get Your Lamps Lit 1895. Theo A. Metz. NY. Langey, Press of Philadalphia. Chante Tour de France 1960s. Anonymus.
He's Got Wheels in His Head 1895. Charles When the Boys and Girls Go WheeUng 1897, France.
Robinson. Howley Haviland. NY. Browne and Coleman, NY. RocMn' Bicycle 1960-62. Fats Domino, They Call
Have Von a Wheel? 1895. 0.A. Hoffinan. The Roof Garden Cycle Party 1897, SB. Me The Fat Man ( 1991 ) Imperial-EMl Records.
Milwaukee. Alexander, M. Witmark. NY. 2:07.
Keating Galop 1895, G.H.R. Miller, Phelps Music On the Boulevard 1897, Joseph E. Howard, Chas. Fudgecycle Built For Four 1962, Bill Evans,
Co.. NY. K. Harris, NY. Interplay Session.
Keating Wheel March 1895. Ray Woodman Cyclist's March 1898, E.B. Kursheedt, L Prager, Tandem 1962, Merrell Kankhauser, Anthony
Bryan. Keating Wheel, Holyoke. NY. Music, The Impacts, Wipe Out (1988) Ocean
Love on Wheels 1895, M. Stuart and Percy Gaunt, Mary EUen Simpkin's Bike 1898, Abbott and Records
Hamilton Gordon, NY. Norman, T.B Harms & Co., NY. The Bicycle Song 1964, Hugh Martin & Timothy
Mary Belle 1895, W.M. Joseph and Louis The Pretty Little Scorcher 1898, George Rosey Gray, Cromwell Music Performed by Beatrice
MacEnvoy, Ditson & Co.. t^TY. and Dave Reed Jr., Jos. W. Stem, NY. Little & Ensemble. High Spirits, Broadway Cast
Ridin' on de Golden Bike 1895. Dave Reed Jr , The Wench That Rides a Wheel 1899, Moody Production, soundtrack, cover art.

BIKE CULT 531

Bike Ride and Celesta Theme - Piccolo Bike Records, jazz. Bicycle 1979, Samson. Survivors, Grand Slam,
Ride 1965, Meyer Kupferman. General Music, Busted Bicycle 1972, Leo Kottke. Overdrive metal.
Hallelujah The Hills. Fonlana Records, sound- Music, 6 & 12 String Guitars, Takoma Records Night Rider 1979, Tim Weisberg, Elusive Sounds
track.and
1:20 40. and My Feet are Smiling Columbia Records, Music, Night Rider.
Pushbike Song 1960s, Idhs & Evan Jones, Right instrumental. Pedalpusher 1979, Mick Goodrick, In Pas(s)ing,
Angle Music, The Mixtures, June Prod., Austin Rider on the Wheel and Ride 1972, Nick Drake, ECM Records, jazz.
TX, Sire Polydor, pop-rock, 45rpm, 2:27. Warlock Music, Fruit Tree: The Complete The Fish Needs a Bike 1981. Milton and Creese,
England Swings and You Can^t Roller Skate in a Recorded Works (1979) Island Records, pop- Blackhill Music, Blurt, Armageddon Records, 45
Buffalo Herd 1965, Roger Miller. Tree rock. rpm.
Publishing. Golden Hits, Smash Records, New York City 1972, John Lennon and Yoko Broken Bicycles 1982. Tom Waits. One From The
PolyGram, country. Ono, Plastic Ono Band with Elephants Memory Heart, CBS Records/Columbia, soundtrack. Live
Ferris Wheel 1966, Donovan, Sunshine Superman, and Invisible Strings. Sometime in New York City performance. Italian Dream (1986). Performed
Epic Records, pop-rock. (1972) Apple Records, pop-rock. by Maura O'Connell, A Real Life Story, Warner
Mr. I. Magination Meets Billy on a Bike and Rip The Universal Unicycle Show (Pedal It) 1972, Brothers Records.
Van Winkle 1966. Paul Tripp, Ray Carter, Bruce Haack. Captain Entropy, Dimension 5, Flying and Over the Moon 1982. John Williams,
Musicor. children's. children's. E. T The Extraterrestrial, MCA Records, sound-
Something Happened to Me Yesterday (finale) Les Bicyclettes des Belsize L. Reed, B. Mason track, and
3;20 2:06.
1966, Mick Jagger, Rolling Stones, Between The (Ithier). Performed by Manelle Mathieu. Brothers on Wheels 1983, Stewart Copeland,
Buttons, London Records. Marielle Mathieu {1970s) Capitol Records, pop Rumble Fish, A&M Records, soundtrack.
Bicycle Rider and Heroes and Vitlians 1966-67. vocal. Engelbert Humperdinck, All of Me - In Peeni-WaUi (Fireflies) 1983, Eek-A-Mouse.
Brian Wilson, The Beach Boys, Good Concert, Epic Records, and Greatest Hits, Assassinator, RAS Records, reggae.
Vibrations: Smile (1990). ,4//\e and Smiling Polydor, and His Greatest Hits {1974) London Tour de France 1983, Kraftwerk,
(1990), iO Years of Beach Boys ( 1993) Sphinx Records, pop vocal. Hutter/Schneider/Bartos/Schmitt, No Hassel
Records, pop-rock. Buckets of Rain 1974, Bob Dylan, Blood on the Music, 6:45-
The Bicycles (La Bicyclettes) 1967, Georges Tracks, Columbia Records, pop-rock. E.T. (The Bicycle Chase) 1984. Erich
Delerue, Unart Music, The King of Hearts, Sidewalk Surfin' 1974, Bnan Wilson and R. Kunzel/Cinninati Pops, Star Tracks, Telarc
United Artists, instrumental soundtrack, 1:10. Christian, Performed by Jan Berry & Dean Records, easy.
Bicycle Song (Soon Now) 1967. R Kimmel and K. Torrence, Gotta Take That One Last Ride, Irving Bike Ride To The Moon 1985. Dukes of
Edwards. Fourth Landing Music Co.. The Stone Music, pop-rock. Stratosphear, Virgin Records, Psonic Sunspot
Poneys. The Stone Poneys Featuring Linda Ten Speed Bike 1974, Bob Hodge and Gary and Chips From the Chocolate Fireball, Geffen
Ronstadt, ^o^'Tock, 1:53, cover art. Shider, Southfieid Music. Catfish Hodge, Records, pop-rock.
Bike and The Scarecrow 1967, Syd Barrett, Pink Dinosaurs and Alleycats, Eastbound Records. Bicycle Ride 1985, Music by Maurice Jarre,
Floyd, The Piper at the Gates of Dawn, Tower 2:45. Performed by Royal Philharmonic Orchestra, A
UK. and Relics, Capitol/EMI. pop-rock. Two On A Bicycle and Ridin* His Bike 1974. Kay Passage to India, Capitol/tMI Records, sound-
My White Bicycle 1967. Hopkins and Burgess, Swift. Fine and Dandy: The Music of Kay Swift track, 3:25.
Performed by: Tomorrow, Tomorrow ( 1967) See (1975) Mark 56 Records, soundtrack. Overture/The Big Race, Park Ride, Stolen Bike,
For Miles Records, and History of British Rock. The Pink Chiffon Tricycle Queen 1976, William Clown Dream, Studio Chase, Finish 1985,
Vol. * ( 199 1) Rhino Records, Oldies, rock. Ackerman, In Search of the Turtle 's Navel, Danny Elfman. Pee Wee 's Big Adventure, Varcse
Nazareth, Classics Volume 16 (1977) A&M Windham Hill Records, new age. Sarabande Records, soundtrack, cover art.
Records, metal. Handlebars 1977. UK. The Desperate Bicycles, Nice Bike 1985. Ry Cooder. Ensign Music. Blue
Trip on an Orange Bicycle 1967, Cox and Office Music, Refill Records. 45s. City (1986) Warner Bros. Records. Paramount
Malone, Orange Bicycle. Take a Trip on an La Bicyclette P. Barouh and F. Lai, Saravah Pictures, soundtrack, 1:37.
Orange Bicycle, Moby Music Ltd. Music. Performed by Yves Montand, La Pedals 1985. Emily Remler, Edson Publishing,
My Bicycle 1968-9, The Baroques. Chess Records. Bicyclette, Master Series, Olympia "81 " ( 198 1) Catwalk, Concord Music.
The Bicycle Ride (check date). Pelican Daughters. Philips, pop vocal. Bicycle 1986-88. M. Brody. Nobody's Business,
Australia, compilation. Fifty Years of Sunshine The Anthem (of the Common Wheel), Army Life Among the Ruins.
(1993). Song, Cocktail Song, Cowboy Song (Old Bob), New Bicycle Hornpipe 1986, Nancy Blake,
On A Bicycle Built For Joy 1969, Burl Bacharach Daisy Bell (Dacre, 1892), Music Hall Song Nannor Music. The Norman & Nancy Blake
and Hal David. Blue Seas Music, Vocal by B.J. (Salome Danced), Parlour Song (Song of the Compact Disc, Ronder Records, 2:32.
Thomas. Butch Cassidy & The Sundance Kid, Spokes), and Spinning Song [words by Pervertimento for Bagpipes, Bicycle, and
A&M Records, soundtrack, 3:08 Madelyne Bndges], from Spokesong 1975. Balloons |S. 66] 1986. P D Q Bach (Peter
Uninhibited Bicycle Rider 1969. Two Mule Pike Lyrics by Stewart Parker, Music by Jimmy Schickele). Conducted by Jorge Mcster, P.D.Q.
My Friend 1970. Jimi Hendnx, Arch Music. NY, Kennedy, Irish & Evergreen. Dublin, musical Bach at Carnegie Hall (1987) Vanguard
The Cry of Love, pop-rock. theater. Records. Baroque spoof
Bicycle Annie 1971, Drew Thomason. Combine Bicycle Race and Fat Bottom Giris 1978. Freddy Quicksilver Lightning 1986, Music and lyncs by
Music. Lonnie Mack, The Hills of Indiana. Mercury and Brian May. Bccchwood Music. Giorgio Morodcr and Dean Pitchford Performed
Elektra Records, country. Queen. Jazz, Elektra Records, pop-rock. by Roger Dallrcy, One Summer Day/Dueling
Had Me a Real Good Time 197 1, R Wood. R. The Bicycle Race 1979. A Little Romance, Varcse Bikes, Suite Streets, and Crash Landing
Slewan, R, Lane. Faces, Long Player, Warner Sarabande, soundtrack. Composed by Tony Banks, Quicksilver, Atlantic
Bros., pop-rock. 5:50. In BIcidetta 1979, Umberto Balsamo, Balla, Records, soundtrack.
Tour de France 197!, Performed by various Phonogram, 4:30. Kick the Bike 1987. Ed Blocki, NTWK
artiste. Giants of Jazz-In Berlin '71, Verve 1 Wish I Was The Saddle of a Schoolglri's Publishing. Pretty Green. Pretty Green,

532 BIKE CULT

 Nertwerk, hardcore. Records, 4:14. Gulh, Unicom Records, dkp 9143, classical.
Power of One 1988. Doug Prose, Earthsong Bicycle 1992, Chris Gross, Baby Cole Music-Varry
Records, pop-rock. White Music, Masters of Reality, Sunrise on the COMEDY
Tour de France 1988 1988, John Tesh, Private Sufjerbus, :46.
Music, new music. Bicycle Bells (2 examples) 1992. The Complete Scrooge 1960. Lord Buckley, Blowing His Mind
Travelon Gamelon 1988, Richard Lerman, Music Sound Effects Library. Sound Effects Dept.. (And Yours Too), Demon Records,
for Bicvcle Orchestra, Skip Blumberg Sony Music. The Preacher and the Bicycle Doc Watson, Doc
Productions, New York, new music. Bicycle Blues - Bob Gaddy and his Al 1992. Bob Watson on Stage (1970, Vanguard Records, New
Bike Ride and Country Bikin 1988, Eric Clapton, Gaddy, Let Him Have It, Virgin, soundtrack. York, country.
E.C. Music-Warner Chappell, Homeboy, Virgin Bicycle Man (acappella) 1992, John Matthews and Born on a Bike 1984, Fred Barton, Miss Gulch
Records, soundtrack. Lea Rosenblatt, Black Coffee. NY, folk. Returns (1986) Gulch Mania Productions, NY.
Bicycie Kid 1989, The Jazz Butcher. Big Plane! The Bike Chase 1993 , Son of The Pink Panther. The Bicycling Comedian 1987-. Tom Synders,
Scare}' Planer, Genius Records, pop-rock. Milan Compact Discs, soundtrack. Performed on Live with Regis and Kathie Lee

Bicycle Itide 1989, Toninho Horia, Moonstone, Bike (Sid Sings Syd) and Bike (Son of Sid Mit) (ABC-TV) and International Comedy Festival,
Verve Records, jazz, 4:35. 1992, Fortran 5, Blues. Elektra/Asylum Records, Montreal. 1992, Cycles to gigs, stand-up comedy
Bike Boy 1989, Deborah Harry and Chris Stein, pop-rock. with slide show.
Easy Air Music, Def. Dumb And Blond and / Dirt Rag 1992, System 3 19, 5a/K/ro, Inconsistent Joggers & Bicycles 1988. George Carlin. What Am
Want That Man, Sire Records, pop-rock. Records, pop-rock. I Doing In New Jersey?, Atlantic Records, satire,
Living Bicycle 1989, Hank Roberts, Jazz and Red Paint 1992, N. Cherry, C. Very, Virgin Songs,
Music Today, Arcado, String Trio, Verve Neneh Cherry, Homebrew. Circa Records, pop- THEATER
Records and JTM Prod, jazz, 5:49. rock, 5:27.
Blcyclette 1990, Stephane Grappelli, A/a>-f oo/j, Ride My Bike 1992, Tom Paxton, Suzy is a Rocker All That Fall 1957, by Samuel Beckett.
CBS Records, soundtrack, 3:36. Sony Music. 2:46. Fausto 1992, Italian opera based on life of Fausto
The Bicycle 1990, Stanley & Iris. Varese Tricycle 1992. Jeanette Katt. Peer International. Coppi.
Sarabande Records, soundtrack, 3:07. Pink Mischief. A&M Records, pop-rock. 3:56. Fish Riding Bikes 1983, by Claire Luckman,
Bycycle 1990, Michael Greenberg, Muestro Tricycle With BeU 1992. The Complete Sound Woman's Interart Center, New York.
Subgum and the Whole, Hot Ol ' Wadda, Effects Library, Sound Effects Dept.. Sony The Hairy Ape 1922. by Eugene O'Neill.
Chicago, pop-rock. Music. Hellzapoppin 1937, by Olsen and Johnson, with
Chinese Song and Cycling is Fun 1990. Shonen Bicycle Girls 1993. God Is My Co-Pilot. Tight unicyclist Walter Nilsson, 1,404 Broadway per-
Knife. Shonen Knife, Gasatanka-Giant Records, Like Fist: Live Recording, Knitting Factory
formances-
pop-rock. Works, hardcore. High Spirits 1964 dir. Noel Coward, with Beatrice
G. On A Bike 1990, Welcome Home Roxy Bike Tights 1993. Rob Base & D.J E-Z Rock, Lillie.
Carmichael, Varese Sarabande Records, MGM, Break of Dawn. Warlock Records, rap. Key Exchange 1981, by Kevin Wade.
soundtrack. Transportation Alternative 1993. Josef Pelletier. La Bicicletas Son Para £1 Verano 1980. by
Introduction 1990, Brian Huskey, Chris A TB. NY. pop-rock. Fernando Feman Gomez,
Longworth, and Mitchell McGirl, Bicycle Face, White Bicycle 1993. Nothing Painted Blue, Power Shimada 1992, by Jill Shearer,
Bicycle Face, Moist Records, NC, Trust and Trips Down Lover 's iMne. Shiinmy-Disc. Spokesong or. The Common Wheel 1975, by
Obey(\9ni Velodrome 1994, Richard H. Kirk, Virtual Stale. Stewart Parker, music Jimmy Kennedy.
Tour de France: The Early Years (1990) John TVT. Upside-Down on the Handlebars 1980. by Leslie
Tesh, Private Music, pop. Bicycles, Roller Skates & You Archies, The Weiner. Open Space Theater Experiment.
Three Bikes in the Sky 1990, Edgar Froese, Paul Archies 20 Greatest Hits. Black Tulip.
Haslinger and Jerome Froese, Tadream Music, The Bicycle Wreck n d. Geezinslaw Brothers, The DANCE
Tangerine Dream, Melrose, Private Music, pop- Kooky World of the Geezinslaw Brothers.
rock, 5:58. Columbia. Bicycle Shop Dancers dir. Peg Hill.
Bicycle 1991, Betty, BettyRulers Music, Hello Blue Bicycle n.d.. Speed The Plough, Speed The Criterium 1990, by Janet Rowthom, Dance based
Betty!, DDR, pop-rock. Plough. East Side Digital. on bicycie racing.
Bicycling to Afghanistan 1991, Robert Fripp and I'm in Love with My Little Red Tricycle n.d.. The Unanswered Question 1989, by Eliot Feld,
League of Crafty Guitars, Show of Hands, new Napoleon XIV, 7?iev 're Coming To Take Me music Charles Ives.
music. Away. Ha-Ha. Rhino Records. Dinner Dance 1991, UK, prod. The Kosh, by Sian
Cycling 1991, Sadao Watanabe, Sweet Deal, Lady On A Bicycle Kippington Lodge, Williams, dir. Michael Merwitzer.
Elektra/Asylum Records, jazz. Parlophone.
Two Pedals 1991, Harry Sheppard, This-A-Way Pedalin* n.d., Coleman Hawkins, Eddie Davis, CINEMA
That-A-Way, Justice Records. Night Hawk, Original Jazz Classics.
Riding My Bike 1991, Lisa Germano, On The Way Sii Studies of Francis Bacon: no. S, George and Air Raid Wardens 1943, USA, dir. Edward
Down From The Moon Palace, Major Bill. the Bicycle n.d.. Gerard Schurmann (1929-). The Sedgwick, with Slan Laurel, Oliver Hardy.
This Park is Your Park 1991, Adapted by Charles Special Sound of Chandos. Chandos, classical. Amarcord 1974, Italy, dir. Federico Fellini.
Buchholtz, Auto-Free Central Park. NYC Tricycle n.d.. Flim & The BB's. Tricycle (Gold American Flyers 1985, USA, by Steve Tesich, dir.
Tryin' to Throw Your Arms Around the World Disc). Digital Music Products, jazz. John Badham, with Kevin Costner, David Grant,
1991. Vl.AchlungBaby, Island Records, pop- Unicycle Silencer n.d.. Three Mile Pilot. Na Vucca Rae Dawn Chong, Alexandra Paul, Janice Rule.
rock. Do Lupu. Headhunter Records. American Gigolo 1980, USA, dir Paul Schrader,
The Acoustic Motorbike 1992, Luka Bloom, WB Velocipedes n.d.. Hans Christian Lumbye (1810- with Richard Gere, Lauren Hutton.
Music, The Acoustic Motorbike, Reprise 74), The Strauss of the North. Vol. 11 / Peter And Soon the Darkness 197 1 .

BIKE CULT 533

Arabesque with Gregory Peck. Death of a Cyclist Spain, dir. J. A. Bardem. Ben Masters. Daniel Stems. Danny Aiello. Tony
Around the World in 80 Days DoU with MiUions !928, USSR, dir. S Komarov. Roberts.
The Assault 1986, Holland, based on Harry sets Alexander Rodchenko. Women travels to Kristove rok>' (Crucial Years) 1967,
Mulisch novel, by Gerard Soeteman. dir. Pons Moscow for inheritance, poster by Boris Yukov Czechoslovakia, dir. Juraj Jakubisko.
Rademakers. with Derek De Lint. Marc Van E.T. The Extra Terrestrial 1982. USA. dir Kuhle Wampe Oder wem gehori Die Welt?
Ucheien. Monique Van De Ven, John Steven Spielberg, by Melissa Mathison, designer (Who does the World Belong To?) 1932.
Kraaykamp. Repercussions of bicycle assault in Carlo Rimbaldi. with Henry Thomas, Robert Germany, by Bertolt Brecht.
World War II. Academy Award Best Foreign MacNaughton. Dee Wallace, Drew Banymore. Laudri di Bicicletta (The Bicycle ThieO 1948.
Picture. Erendira 1983. Mexico, dir. Ruy Guerra, by Italy, dir. Vittono De Sica, based on Luigi
The Atomic Cafe 1985. dir, Kevin Rafferty. Jayne Gabriel Garcia Marquez, with nomadic bicycling Bartolini novel, by Cesare Zavattini, music
Loader, Pierce Rafferty. photographer- Alessandro Cicognini. with Lamberto
The Bank Dick 1940. by Mahatma Kane Jeeves La Femme/Enfant France, with Klaus Kinski. Maggiorani, Lianella Carell. Enzo Staiola,
(W.C. Fields), dir. Edward Cline, with W.C. The Flight of the Gossamer Condor 1979. USA. Vittono Antonucci.
Fields. Getaway scene National Geographic, dir. Ben Shedd, with Paul The Life of an American Policeman 1905, USA,
The Barber Shop 1933. prod. Mack Sennett, by MacCready. Academy Award documentary. prod. Edwin S. Porter.
W.C. Fields, dir. Arthur Ripley. The Gang That Couldn*t Shoot Straight 1971, Little Lord Fauntleroy with Freddie
La Bicicletas Sod Para El Verano (Bicycles Are MGM, with Robert De Niro as Italian cyclist. Bartholomew.
For Summer) 1984, Spain, based on Fernando The General 1926, USA, Silent, dirs. Buster Lonely Guy with Steve Martin, poster art.
Feman Gomez play, by Salvador Maldonado, dir, Keaton and Clyde Bruckman, with Buster Made in America 1993. with Whoopi Goldberg.
Jaime Ch^varri, with Amparo Soler Leal. Keaton, Marian Mack. Glenn Cavender, Jim The Magic Bicycle 1948. dir. Silik Stemfeld, with
Agustin Gonzilez, Vistona Abril Coming of age Farley. Roman Polanski.
during Spanish Civil War. The Great Escape USA, with James Cobum. The Making of Butch Cassidy and the Sundance
Biciklisti (The Cyclist) 1970. Yugoslavia, dir. The Great Muppet Caper Kid 1969. dir. Robert Crawford.
Purisa Djordjevic. Gizmo! 1972, USA, dir. Howard Smith, Mary Poppins
The Bicycle Kingdom 1984, China, China Today, Assemblage of inventions - May Fools 1990, USA.
No. 8405, Central Newsreel and Documentary HaUelujah the Hills 1965. USA, dir. Adolfas Mister Johnson 1991, USA. dir. Bmce Beresford.
Film Studio of the People's Republic of China, Mekas. with Maynard Eziashi, Pierce Brosnan. Edward
dir. Liu Yufeng, camera Liu Yongen. 18 min. Hard Days Night 1964, UK, with The Beatles. Woodward.
The Bicycle Racer Columbia. Heaven Made USA, with Tom Hanks high-wheelmg. Le Mistons 1957, France, dir. Francois Truffault
The Big Store 1941, dir. Charles Reisner, by Sid Help! 1965, UK, with The Beatles. Bikmg in the Schoolboys on bikes.
Kuller, Hal Finberg, Ray Golden, with Groucho, Bahamas. Mon Uncle 1958. France, by Jacques Tati.
Chico, and Harpo Marx, Margaret Dumont, Henry and June 1990, based on Anais Nin mem- The Muppet Movie 1979, USA, prod. Jim
Birdy 1984, USA, dir. Alan Parker, with Matthew oires. Henry Miller in Paris. Henson. Kermit the Frog rides a bike.
Modine, Nicolas Cage. Bird-obsessed boy uses The History of Mr. PoUy 1949, with John Mills. Nostalghia 1980, USSR, dir. Andrew Tarkowski.
bicycle to fly. The Human Comedy 1943. USA. dir. Clarence Exercycle.
Bizarre, Bizarre 1937. dir. Marcel Came, by Brown, based on William Saroyan novel, by Olympia 1938. Germany, dir. Leni RiefenstahL
Jacques Prevert, with Jean-Louis Barrault, Howard Estabrook. with Mickey Rooney, Frank 1936 Berlin Olympics.
Michel Simon. Morgan, James Craig, Jack Jenkins. Homer On Any Sunday 1969, USA. with Steve
Blue City 1986. USA, Paramount. Macauley (Rooney) as telegram bike messenger McQueen. BMX racing.
BMX Bandits ( 1980$) Australia. during Worid War II. One From the Heart 1982, USA. Columbia.
A Boy, a Girl and a Bike England, love triangle. I Am the Chesse 1983. with Robert Wagner. Our Hospitality 1923, USA, Silent, Metro
Brainstorm 1983. USA. dir Douglas Trumbull, with In the Good Old Summertime 1949. with Van Pictures, dirs. Buster Keaton and Jack Blystone.
Christopher Walken. Natalie Wood, Louise Johnson. Buster Keaton. Set in 1890. by Clyde Bruckman. Joseph Mitchell. Jean
Fletcher. Michael Brace (Walken) ndes hi-tech Isn't it Romantic 1948. USA. Paramount. Havez. with Buster Keaton. Keaton rides swift-
recumbent bike (Avatar 2000) wearing helmet capa- It'U Have BUnldng Eyes And A Moving Mouth walker (from Smithsonian Collection).
bleperceptual
of and emotional communication. 1993. China Blue. Hobart Brown's Kinetic Out of the Blue 1980. with Linda Manz.
Breaking Away 1979. USA, dir Peter Yates, by Sculpture Race. 88 min. A Passage to India UK. dir. David Lean, based on
Steve Tesich, with Dennis Christopher, Dennis It's a Gift 1934. USA, dir. Nonnan McLeod. by EM. Forester novel, with Peggy Ashcroft. Judy
Quaid, Dan Stem, Paul Dooley, Barbara Barrie. Charies Bogle (W C. Fields), with W.C. Fields. Davis, James Fox
Butch Cassldy and the Sundance Kid 1969. Carl La Fong scene. "1 suppose if I live to two- Pee-Wee's Big Adventure 1985. USA. dir. Tim
USA, dir George Roy Hill, with Paul Newman. hundred. I'll gel a velocipede." Burton, by Phil Hartman. Paul Rubens. Michael
Robert Redford. Kaiherinc Ross Wild West bike ir$ a Mad, Mad, Mad Worid Varhol. with Pee- Wee Herman. Elizabeth Daily.
ride accompanied by Burt Bacharach tune. Jour de Fete 1949, France, by Jacques Tali. Henn Mark Hollon.
Les Cboses de la Vie 1976. France, dir, Claude Marquel, and Rene Wheeler, with Jacques Tati. Poppy 1936. USA, dir. A. Edward Sutherland,
Saudet. based on Paul Guimard novel, by Jean- Guy Decomble. Santa Rclli. Maine Vallce. with Rochelle Hudson. W.C. Fields Prof
Loup Dabadie. Claude Saudet, with Romy Jules and Jim 1961, France, dir. Francois Eustace P. McGargIc (Fields) with high-wheclcr.
Schneider, Michel Piccoli. Lea Massari. Truffauli, with Jeanne Morcau. Oskar Werner Pour un Maillot Jaune 1965. France, dir Claude
Creator Juliet of the Spirits 1965, Italy, dir. Federico Lclouche Tourde France.
Dal Polo Ail'Equatore (From the Pole to the Fellini, with Giullieta Masina, Mano Pizu. Po^egnanla (Farewells) 1958. Poland, dir.
Equator) 1986. Italy, dirs Ycrvant Gianikan and The King of Hearts 1967. US. United Artist. Wojcicch Has
Angela Ricci Lucchi Assemblage of 1900s Key Exchange 1985. USA, dir. Bamct Kcllman, The Quest (check), with Henry Thomas, Rail bike
footage, with military bicycles. based on Kevin Wade play, with Brooke Adams, QidcksUvcr 1986. USA, by Tom Donnelly, with

534 BIKE CULT

 TV AND FILM

Kevin Bacon. Bike messengers. Take the Money and Run 1969. USA. dir Woody on bikes.
The Quiet Man 1952. USA, dir. John Ford, based Allen, by Woody Allen and Mickey Rose, narra- Double Rush 1995. USA, CBS, prod. Diane
on Maurice Walsh story, by Franl< Nugent, with tor Jackson
Beck, with Woody Allen. Janet English, with Robert Pastorelli. sitcom in mes-
John Wayne, Maureen O'Hara. Lovers on tan- Margolin. Marcel Hillaire. Virgil Starkwell senger company.
dem. (Allen) escapes prison on bicycle. Ed Wynn Show 1956, USA, pedaling harmonium
Li Ronde 1950, France, dir. Max Ophuls. Bicycle Tales That Witness Madness with Kim Novak with Dinah Shore singing.
carousel nde. 10 1979. USA. dir. Blake Edwards, with Dudley Fat Man on a Bicycle 1980s, BBC, with Tom
Rower (The Bike) 1956, Poland, dir. Roman Moore. Julie Andrews. Bo Derek. George Vernon, travel adventure.
Polanski. Student film. Webber (Moore) buys $50 bike, overtakes bike Fat Man Goes Gaucho 1990, BBC, with Tom
Rush It (check) USA. Bike messengers. race. Vernon.
Les Saisons Quatre k Quatre (Four Seasons by TUI Marriage Do lis Part 1979 The Fire Next Time CBS mini-series, with HPVs

Four) 1990, Swiss, Animation, prod. Studio 2001: A Space Odyssey 1968. UK, MGM. dir Get A Life 1990, with Chris Elliott, crashes in title
GDS. Charcoal-drawn bicycles. Stanley Kubrick, by Arthur C Clarke and sequence.
San Diego, I Love You 1944, dir. Reginal LeBorg Stanley Kubrick, with Keir DuUea, Gary Giligan's Island unknown episode, with pedal-
She's Gotta Have It 1986, USA. by Spike Lee. Lockwood, William Sylvester. HAL 9000 power generator.
with Tracy Camilla Johns. Redmond Hicks, John (Douglas Rain) sings "Daisy Bell." Hart to Hart unknown episode, Mrs. Hart's bicy-
Terrell. Spike Lee. Two Women 1960. Italy, dir. Vinorio De Sica, clesabotaged.
is
The Shining with Jack Nicholson Bike in crazed with Sophia Loren. Cyclist paratroopers in World High-Tech-Spielzeug mit Muskelantrieb 1988,
vision. War 11. Germany, West 3 Production, dir. Ranga
Sing as We Go with Gracie Fields. Vicious Cycles 1967, USA. dirs. Chuck Manvillc Yogeshwar, 48 min. Human-powered vehicles.
Six-Day Bicycle Rider 1934. USA. First National and David Brain. Pedal-powered spoof of motor- Icarus' Children 1978, BBCAVGBH-TV, Nova
Pictures, dir. Lloyd Bacon, by Earl Baldwin, with cycle gangs. series, Shedd Productions, by Simon Campbell-
Joe E. Brown. SpeeDee messenger (Brown) wins Vive Le Tour 1961, France, dir Louis Malle. Tour Jones. Human-powered flight.
sweetheart via Six-Day race. de France. Laugh-In 1966, USA, with Arty Johnson, falling
Smiley 1957, with Ralph Richardson. Welcome Home Roxy Carmichael 1990, USA, offtncycle.
Some Like It Hot 1959, USA, dir Billy Wilder, MGM Monty Python's Flying Circus UK, with Graham
with Tony Curtis, Marilyn Monroe, Jack When Your Lover Leaves. Chapman, John Cleese, Eric Idle, Terry Jones,
Lemmon, Joe E, Brown. Wish You Were Here 1987, UK, dir. David Lean, Michael Palin, Terry Gillian. Bicycle
Song of the Open Road 1944, USA, prod. Charles with Emily Lloyd, Tom Bell. Repairman 1969, mechanic as superman. The
R. Rogers, dir. S. Sylvan Simon, Cast: Jane Wizard of Oz 1932, USA, MGM, dir. Victor Cycling Tour 1969, surreal adventure. Whither
Powell, Bonila Granville, W.C. Fields, Edgar Fleming, based on L. Frank Baum novel, by Noel Canada? 1969, Art histoiy as Tour de France
Bergen, Charlie McCarthy, Sammy fCaye. Child Langley, with Judy Garland, Margaret Hamilton, report.
movie star (Powell) cycles off to join yoimg Frank Morgan. Bikes with Miss Gulch (hamil- The Prisoner with Patrick McGuiy.
tomato pickers. ton) in Kansas and hurricane. Secrets of Speed 1994, ESPN, cycling episode.
Son of the Pink Panther 1993, USA, MGM, dir Women in Love 1969, dir. Ken Russell, based on Seinfeld 1992. NBC. sitcom with Kramer's green
Blake Edwards, with Roberto Benigni, Jacques D.H. Lawrence novel, with Alan Bates. Klein mountain bike (fork backwards).
Clouseau Jr. crashes. The Year My Voice Broke 1988, Australia, by The Simpsons 1993. Homer becomes cyclist for
La Sortie des Usines Lumiire i Lyon (Workers John Duigan, with Neal Taylor. Loene Carman, drunk driving, rides into sunset.
Leaving the Lumiere Factory) 1895, France, dir. Ben Mendelson. Tracks of Glory: The Major Taylor Story 1992,
Auguste and Louis Lumiere. Early motion pic- Australia, with Phil Morris, Cameron Daddo.
ture. TELEVISION Pioneering black racing hero.
Sound of Music 1965, USA, dir. Robert Wise, You Drive 1960s, USA, Twilight Zone series,
with Julie Andrews, Christopher Plummet, Bicycle 1991, UK. York Films, by David Taylor. bicycle hit and run.
Eleanor Parker, Richard Haydn, Peggy Wood, BBC-PBS documentary. 120 minutes. Part 1) Exit of Saigon, 1980s. PBS, Vietnam: A
Norma Varden, Mami Nixon, Angela Cartwright. Invention History. Part 2) Wheels of Change Television History series Bike supply lines.
Maria (Andrews) and Trapp family cycling and Innovations, Part 3) The Ultimate Sport, Part 4) When Your Lover Leaves 1993. NBC. with
singing in Austria. The Business Industry giants, Part 5) Free Valerie Perrine. Discovers competitive cycling.
Spirit of 76 1991, USA, RCA-Columbia. Spirits People, Part 6) Vehicle for a Small
Spoltes 1992, Gay sex. Planet Transport. SPORT FILMS & VIDEOS
The Spy Who Came Id From The Cold with Bicycle Ride 1989, WNYC-TV, Jonathan Waldo,
Richard Burton. International Network for the Arts. Awesome Sunday 1985. CWl Prod . 1985
Stanley and Iris 1990, USA, dir Martin Ritt, Bicycling 1989, ABC News, 20/20 series. CoreStates USPRO Championships. 30 min
based on Pat Barker novel Union Street, by Big City Bike Messengers 1987, USA, National Awheel in Britain 1953. Tour of Britain.

Harriet Frank Jr. and Irving Ravetch, with Jane Geographic Explorer Series. Battle at Durango: The First Ever 1990 Worid
Fonda, Robert De Niro. The Bike Show 1994, USA, Manhattan Cable, by Mountain Bike Championship 1991, New and
Star Trek IV: The Voyage Home 1985, USA, dir. Alan Lowe. Unique Videos, 60 min.
Leonard Nimoy, with William Shamer, Leonard Cycling in Delft 1987, Holland, Dutch Ministry of Bauer 1994, Canada, with Steve Bauer, profession-
Nimoy, DeForest Kelley. Spock rides bike in San Transport and Public Works, Municipality of al cyclist.
Francisco. Delft, prod. John Van der Kerkhof, 28 min. The Bell Lap 1989, National Collegiate Cycling
Stlcliers Dan's Apartment 1991, USA, Manhattan Cable, Championships, 30 min.
Sunday's Children 1944, Sweden, dir. Daniel interactive show with bike. Beyond the WaU 1986, CWI Prod., 1986
Bergman. Donald Duck (check) Hewey, Dewey and Lewy CoreStates USPRO Championships, 26 min.

BIKE CULT 535

SPORTS VIDEO

Bicycle Dancin* 1985, Edwards Films, 15 min. Stars and Watercarriers 1973, dir. Jorgen Leth, Bicycle Tripping with Tom Cuthbertson. Do-lt-
Blcycle Racing USA 1983, Edwards Films. BMX Giro d'ltatta stage race, 90 min. Yourself Videos, bike riding, 80 min.
to Ultra-marathons. 30 min. A Sunday in Hell 1976, dir. Jorgen Leth, classic Bikeman's Holiday 1989, San Francisco adven-
Bicycles on Snow 1988. Mark Forman Paris-Roubaix, 110 min. ture,
Productions, Alaska Iditabike race. 24 min. ToUUy Wild 1990s, Mountain Biking. Bikeways for Better Living 1977, Huffman Mfg.
Content to Win 1988, National Collegiate Cycling Tour de France 1986 Sports on Video, 53 min. Co., 24 min.
Championships, 60 min. Tour de France 1989 with Phil Liggett, FCV- The Boy and his Bicycle Instructional film with
L« Course En Tete 1975, FCV (Famous Cycling Societ^ du Tour, 94 min. scriptbook.
Videos), Eddy Merckx story, 110 min. Tour de France 1990 with Phil Liggett, FCV, 102 Brakeless 199 1, Zachary Coffin, "To all fixed
Cycle Isle 1959, Isle of Man Tourist Board. wheel cyclists."
Cycle Zone 1992. Moimtain biking. Tour de France 1991 FCV, 92 mm. BuUd Your Own Bike Wheel 1985, Roy Straus,
Cycling for Success 7-Eleven Team Fox Hills Tour de France 1992 FCV, 122 min. Bikonstniction, 60 min.
Video, 50 min. Tour de France 1993 FCV, 90 min. The Cardiac TransAmerica Express by Randy
Eurocycling-Motorola Team 1991. FCV. Inside Tour of Flanders 1992 FCV, 90 min. Ice, fourteen heart patients relay ride across
story of pros. 90 min. Tour of Ireland 1987 FCV, 180 min. Amenca m 12 days.
Exploding Mountain Bil(es 1993 Tour of Ireland 1991-92 FCV, 120 mm. The Complete Cylist with Davis Phinney and
Fat Video 1992. Fat Tire Journal, 75 mm. Transcontinental Tandem Record Attempt Connie Carpenter Lamar Home Video, 75 min.
Gent-Wevelgem 1992 60 min. 1987, Ultra-Cycling, with Lon Haldeman and Columbia Wins 1895, world's first commercial
Giro d*IUUa 1981 Elexis, 150 min. Pete Pense>Tes, 90 min. film.
Giro d'ltaUa 1984 Elexis, 150 min. Tr«ad: The Movie 1994, USA, by Bill Snider, Computer Dreams "Red's Dream" 1990, John
Giro d'lUUa 1993 Elexis, 90 min. Gonzo cyclists, 90 min. Lasseter, Pixar.
Hammer & Hell: The 1991 Tour Du Pont 90 min Triathlon Training and Racing Connections 1979, BBC, with James Burke.
The Impossible Hour 1975, dir. Jorgen Leth. 23 Days in July 1980s, by Tim Grady, Phil Cycling: Repair, Correct Riding, Position &
Ritter attempts to break Merckx's record, 48 min. Anderson in Tour de France, 50 min. Safety 1990. United Bicycle Institute. 48 min.
Iron Men 1978, TI-Raleigh Industries. The Twilight Crileniim 1992, University uf Fast Motion! 1897, England, rapid tire repair.
Kings of the Mountain 1993, MTB racing high- Georgia, 30 min. Fifth, Park and Madison 1987, STR Video, dir.
lights,
min.70 Two Phat 1993. Fat Tire Journal, Jerry Martin, 75 Dragan Ilic, NYC bike ban.
Lance Armstrong's Million Dollar Triple Crown min. 531 The Winner 1979, Tl-Reynolds.
1993, US racing. Ultimate MounUIn Biking 1989. New and Frame Preparation: Campagnolo Tools New
Lessons in Cycling 1991, by John Howard, 55 mm. Unique Videos, music and animation, 60 min. England Cycling Academy, 45 min.
Liege-Bastogne-Liege 1991 with Phil Liggett, Up the League: The Percy Stallard Story 1960s, Get Ready To Go Bicycle Touring!
FCV, 90 mm. road racing in Britain. Bikecentennial, How to box your bike and pack
Liege-Bastogne-Llege 1993 90 min. Victims of Gravity 1993, Fat Tire Journal, Jerry your bags, 45 min.
Life Among the BMXers 1983, Edwards Films. Martin, 30 min. The Great Mountain Biking Video 1990, New
28 min. Worid Championships 1982 Elexis, 47 min. and Unique Videos.
Matt Hoffman: Head Fint 1992, BMX stunts. 60 World Championships 1983 Elexis, 60 min. I Like Bikes, But.. 1978, General Motors Coip.,
mm. Worid Championships 1989 FCV, 48 min. 14 mm.
Mountain Bikt Mania 1989. 46 nun. Worid Championships 1990 FCV. 60 min. L.L. Bean Guide to Bicycle Touring 1986. with
New Zamliuze 1990. Range of Light Prod., 1989 World of CycUng (Volumes 1-8) 1980-87. ICL. Denis Coello. 80 min.
MTB World Championships. 65 min. Coors Classics. Moscow Olympics. World Lopsided Wheel 1971. Life Around Us series.
Off the Front: Not Over the Bars 1993. MTB Championships. Pikes Peak. Cycleball. visual essay on wheels.

tips. 24 mm. CoreStates USPRO Championships. 90 mm Only One Road Amencan Automobile

Paris-Roubali 1990 with Phil Liggett. FCV, 98 each. Association Foundation for Traffic Safety, biking
min. Zupennan: The 1992 Tour Du Pont wiUi Jim hazards, 26 mm.
Paris-Roubaii 1991 with Phil Liggett, FCV, 90 McDonald. 90 mm. Paperboy 1986, and Paperboy II 1991, Nintendo
min. video games.
Paris-Roubali 1992 90 mm. INSTRUCTION Return of the Scorcher 1992, by Ted White, with
Paris-Roubali 1993 90 min DOCUMENTARY George Bliss, cycling in China. Holland and
Psychling with John Marino McGraw-Hill, 1980 USA. 28 min.
record nde across America. Ace of Cycling 1980, bike messenger Ride 1976. McKinley Prod . 14 min.
A Race Apari 1962, MUk Race 1968, Milk Race Air Solution and Pollution Solution 1990, Tooker Seattle's Bicycle Program Department of
1976, Milk Marketing Board, Tours of Britain Gomberg. Sundance Coop, environmental trans- Engineering.
Racing to Nowhere 1968, Wembley Six-Day race port,
1 mm.
2 Self-Help Video for the Bicycle Enthusiast
Ride On 1992, Eddie Roman, BMX stunts, 60 mm .\11 About Bikes 1985, Step-by-Step Video, with Bikeworks. 40 mm.
Rockhopper South 1989. Bear Mountain MTB. 46 national team mechanic, 150 mm. Share the Road Community Transportation
mm Anybody's Bicycle Video 1985, with Tom Senices, Seattle, traffic safely PSAs
Sierra Dnrango 1986. John Dennis, 1986 NORBA Cuthbertson, Do-It- Yourself Video, bike repair, Spori Cycling with Michael Shermer True North
Championships. 60 min. 60 mm. Productions, ultra-marathon cyclist. 40 mm.
60 Cycles 1965. Canada. Tour of St. Laurent. Bicycle MaJnteDancc and Repair 1982. Goldshall Sweet Lullaby 1993. Belgian-French, music video
Spinning Wheels 1952. British highlights Video. 70 min. by Deep Forest with girl tricycling around the
Spring Classics 1983 Elexis, European road races, Bicycle Safety Camp 1990. Injury Prevention world.
60 mm. Program. 25 mm. Teckaohify Continuet the Tradition Shinuno

536 BIKE CULT

 Industrial Corp., history of the bicycle, 20 min. LW. Cycles Gladiator. Joseph Cornell, Untitled, c. 1930, collage.
Vermont Bic>'cle Toss Edwards Films, tossing old Greg Cumoe, Mariposa 10 Speed 1973, National
bilies, 9 min. PHOTOGRAPHS Gallery of Canada.
W»y to Go! Bicycles in Cuba 1994, USA, Seven Currier and Ives, The Velocipede 1819, lithograph
Generations Video, by Bruce Petschek. E Alice Austen. Messenger Boy by Wheel. New Cyclamen Cyclists 1971, Swansea Docks.
Wheel Building and Tire Mounting New York City. June 2. 1896 Salvador Dali, Babaou 1932 Illumined Pleasures
England Cycling Academy, 60 min. Bill Brandt. 1929, oil and collage
Manuel Alvarez Bravo. Bicicletas en domingo. 1963 Honore Daumier, Mon Velocipede! La Paii 1868,
FITNESS VIDEOS Henri Cartier-Bresson. Hy^res, France. 1932. print.
Roberi Daley. Henry Anglade, Toulouse. 1961. William de Kooning, Woman on a Bicycle
Bll(eixlze 1988. 38 min. Charles Dodgson (Lewis Carroll). W.l. Dodgson, 1952-53, oil on canvas.
Competition I 1980s, Cycle Vision- Westcom. 56 C.1870 Henri de Toulouse-Lautrec, Aristide Bruant i
min, Alfred Eisenstaedt, Sports Palace, Berlin, 1928. bicyclette 1892 Cycle Mickael 1896. litho-
Gnnd Teton Tour Cycle Vision-Westcom, three Elliot Erwin. Bike Stand, New York. 1961 graph. Tristan
Bernard at the Buffalo
18-min. workouts in National Park. 75 min. Arlene Gottfried. Man on Tricycle, Coney Island. Velodrome 1895 Zimmerman et sa machine
Hawall-The Big Island Cycle Vision-Weslcom, 1980 1894. lithograph.
75 min. Heinrich Heidersberger. Berlin, c 1930 Charles Demuth. Acrobats 1919. walercolor.
Sampler Bike Ride Relax Video, Beach scenes, 60 Helen Levitt. Untltled. 1961 Oscar Dominguez. Peregrinations of George
min. Jerome Liebling, Aperatiu^ monograph, retrospec- Hugnet 1935, toy objects.
San Francisco Tour Cycle Vision-Westcom. 75 tive cover. Jean Dubuffet. Bicyclette 1972. marker. Cycliste
min. Etienne Jules Marey. Descente de bicyclette. 1944. gouache. Cycliste dans un paysage tou-
The Cycling Experience Consumer Vision. c. 1890-95, chronopholograph flou 1943. oil on canvas.
California 1987. 52 mm Pacific Northwest Stephen Shames, Bike Jump n.d.. Matrix. Louise Marcel Duchamp. Rone de la bicyclette (Bicycle
1990. 45 min Western States 1992. 30 min Steinman, Lents Passage 1980. Wheel) 1913. bicycle wheel and stool. Avoir
Vermont Autumn Tour Cycle Vision-Westcom. Paul Strand, The FamUy, Luzzara, Italy 1953. Tapprenti dans le soliel 1914, drawing. Tu m^
75 min. Unknown, Macmilian on his velocipede c.i845. 1918 La Boite en Valise 1941
Vldeocycle with Mark Lang, touring National Unknown, Wlllard Sawyer on his velocipede Alan Dworkowitz, Bicycle Suite 1978, graphite on
Parks. c.1855. paper.
Video Cyde tours and instruction with Maui, San Jost Wildbolz, Photographis 81. Rita Edelman, Abstrations of a bike trip, acrylic.
Francisco, Oregon, Vermont Autumn, and Erro. La famille fran^als 1967-70. acrylic.
The Art and Science of Stationary Bicycling. ART WORKS Equipo Cronica. Composition 1972.
75 min. each. Max Ernst, Deux jeunes fUles se promentent i
Yellowstone Tours I and II Cycle Vision- John Aheam, Jay With Bike 1985, oil on fiber- travers le ciel 1929. collage The Gramineous
Westcom. 75 min. each. glass. Bicycle Garnished with bells the dappled fire
Karel Appel, damps and the echinoderms bending the spine
POSTERS Francis Bacon. Portrait of George Dyer 1966. oil to look for caresses 1920. collage Vademecum
on canvas. mobile Ihr seld gewamt 1920. collage.
Arthus. PapiUon Cycles. Jan Balet. Tour de Paris oil on canvas Orpheus Lyonel Feininger. Die Radfahrer 1912.
Behrmann and Bossard, Schwalbe. 1938 & Eurydice oil on canvas. Dralsinenfahrer 1910.
Will Bradley, 1895, Victor senes. Joseph Beuys. Is It About A Bicycle? 1982. John Fenton. Open Road print.
Leonetto Capiello, Livingston Tires, 1921 twelve chalkboards and bicycle. Howard Finster. Bicycle Tower 1970. Pennville,
CHAM (Amedei Charles Henri de Noe), Almanac Umberto Boccioni. Dinamismo di un ciclista Georgia.
pourRire. 1819. (Dynamism of a Cyclist) 1913. Natalie Goncharova. The Cyclist 1912-13.
Jules Cbint, aeveland Bicycles. L'Etendard Botero. Apotheosis of Ramon Hoyos 1959. oil on Anthony Green. The Skol Six-Day.
Franfais. canvas. Richard Hamilton. Duchamp^s Bicycle Wheel
William Camming. Spokesong. 1980. Seattle Dove Bradshaw. Art Environment 1990. bicycle 1964.
Repcratory Theatre. wheel and doves. Keith Haring. Cinelil Bicycle 1989. acrylic on
Unknown. Columbia Tube Mill and Hartford Georges Braque. La Bicyclette 1951-52. oil and bicycle.
Rubber Works. 1890s sand on canvas. La Bicyclette 1961-62. oil on Henry Heerup. On the road of life 1960, linocut.
David Lance Goines. Velo-Sport Berkeley. 1970. canvas. Mon Velo 1945-60. oil on canvas. Dave Holladay, Bicycle 1990, Sustrans bike path,
Eugdne-Samuel Grasset. Georges Richard Cycles. Andre Breton. Object of Symbolic Function 1931. UK.
1897. bicycle seat and bell. Winslow Homer. The New Year 1868. engraving.
John Hassal. Beeston Tires. Chris Burden. Bicycle Piece May 6-20 1970 Edward Hopper. Meditation, 10 Miles from
Ludwig Hohlwein. Torpedo. Death Valley Run October 14 1976, faired Home 1899. ink and pencil. French Six-Day
Witold Janowski. PoUsh Bike. 1972. moped. Bicycle Rider 1937. oil on canvas.
Ferdinand Lunel. Rouxei & Dubois. Paul Cadmus, Bicyclists 1933 Michio Ihara. Cyclellght: Cycle, ReCycle,
Alphonse Mucha. Waverley. Cycles Perfect*. Cesear (Baldaccini). Compressed Bicycle 1970. LlfeCyde 1992. Boston, pedal-powered lights.
Hiroshi Ohchi. MiyaU 70th Anniversary. 1958. Christo, Bicyclette empaquete^ sur galena de Robert Indiana. Construction.
PAL (Jean de Paleoloque). Dfese, 1898. Cycles voiture (Wrapped bicycle on car rack) 1962. Margia Kramer. Progress (Memory) 1983, instal-
Sirins George Chruikshank, Every Man on His Perch or lation. Whitney
Museum. NY.
Maxfield Parrish. Columbia. 1896. Going to the Hobby Fair 1819. The (Hobby) Shigeko Kubota. Duchampiana: Bicycle Wheel
Saul Steinberg, exhibition. 1952. Horse Dealer 1819. 1983. bicycle wheels with video.

BIKE CULT 537

Donald Landsman, Starlight Express 1990, paint- drawing machine. Homage to New York 1960, Greenfield Village & Ford Museum 20900
ed metal. Museum of Modem Art, NY. Oakwood Blvd , Dearborn. MI 48121 USA.
Ferdinand Leger, Les Belles Cyclistes 1944. La Ernest Trova, Study: Falling Man (Wheelman) Het Wiel Hoopland 17. 2000 Anrwerpen, Belgium.
Belle Equipe 1944 Big Julie 1945. Les Loisirs- 1965. Over 300 bicycles.

Hommage i David 1948-49 David True, Journey 1982, oil on linen. Horsham Museum

Ulf Linde, Duchamp's Bicycle Wheel 1961. Norman Tuck, Conical Pendulum Clock 1985 Mountain Bike Hall of Fame and Museum

Aristide Maillol, Le Jeune CycUste 1907-08, Unknown, Nigerian Cyclist with Headpiece (1988-) Crested Butte, CO 81224 USA.

bronze. Carved wood. Newark Museum. Museum of Science and Industry 57th St. and

Manjusri: Goddess of Wisdom lithograph Andy Warhol, Aids 1980s. Lakeshore Drive, Chicago, IL 60637 USA.
Rene Magritte, L'etat de grace (Slate of Grace) Boyd Webb. Elephant and bicycle installation. Mus4e de la Petite Reine 152 rue de la Draisienne,

1959. oil on canvas. Timothy Woodman. Tandem 1978. Namur, Belgium.

Marisol, The bicycle riders 1962, painted wood Andrew Wyeth, Young America 1950. tempera. Museo Galbiat] via Mameli 15. Brugherio,
with bicycles. Milano. Italy.
Jean Metzinger, Au Velodrome 1914, oil and collage. CYCLE MUSEUMS Museum of Gianthood 20 Palmerston Park,
Sara Midda, Juggler 1983, Gallery Five, London. Rathmines. Dublin, Ireland. Children's things.
Mary Milne, The Ribbon 1985, fabricollage. American Bicycle and Cycling Museum Santa Fe Museum of Mankind Burlington Gardens,
Mizrachi, The Peace Rider 1987, painted NM. see exhibits'Boul Bicycles... London. UK; Rickshaw Art from Bangladesh.
polyester. Antique and Classic Bicycle Museum of America Museum of Sport and Bicycling 118 President
Lazio Moholy-Nagy, Der Radfahrer 1919. University of Michigan. Aim Arbor. Ml. Kennedy .^ve., Paris, France.
Claude Monet, Jean Monet sur son Cheval Australian Gallery of Sport E Melbourne. Museum of Transportation 15 Newton St..
Mechanique 1872. Victona, Australia 3002. Brooklme, MA 02146 USA.
Janet Morton, Knitted bicycle 1992. Art of the Mountain Bike ( 199 1) San Francisco National Bicycle Center
Bruce Nauman, Untitled print, Leo Castelli Batavus Museum Industrieweg, Heerenveen, National Bicycle Mueseum and Education
Gallery. Leeuwarden, NL. Center, LAW, Baltimore, MD.
Claes Oldenburg, Sculpture in the form of a bicy- Bicycle Culture Center Jitenshakaikan No. 3. 1-9- National Veteran Cycles Museum Belton House,
cle saddle
1977. ceramic. 3 Akasaka 1-chome, Minato-ku, Tokyo 107, Grantham, Lincolnshire NG32 2LW, UK.
Paramarenko, U-Kontrol III 1972, pedal-powered Japan. National Cycle Museum Brayford Wharf North,
aircraft. Umbilly I 1976, pedal-powered aircraft. Bicycle History Museum & Gift Shop 598 Main Lincoln LNl lYW, UK.

Bruno Pasquier-Desvignes, In Cycle Melodia St. Old Boise. ID 83702 USA; Paul Niquette col- National Museum of Scotland Chambers St.

1992, sculptures with music by Richard Robbins. lection. Edinburgh. Scotland.

Freewheeling 1995, sculpture exhibit. Bicycle Museum of America North Pier, 435 E. Pedaling History-Burgwardt Bicycle Museum
Frank Patterson, Illinois St., Chicago, IL 6061 1 USA. Curator: 3943 North Buffalo Road, Orchard Park, NY
Pablo Picasso, Night Fishing at Antibes 1939. oil Jim Hurd. 50,000 items, valet bicycle parking. 14127 USA.
on canvas. Tete de Taureau (Bull's Head) 1943, Formerly Schwinn History Center 217 North San Jose Historical Museum 635 Phelan Avenue,
bronze. Goat, Skull and Bottle 1950, painted Jefferson St.. Chicago. San Jose, CA 951 12 USA.
bronze. Games and Reading 1953, print. Rape Bicycles, Cars & Karis of Yesteryear Science Museum Exhibition Road, London, SW7,
of the Sabines 1962. oil on canvas. Northborough. MA 01532 USA; Mobile trailer UK.
Jose Guadalupe Posada, La Bicicleta 1900. museum. Smithsonian Institution The Mall, Washington
Cavaleras Cyclistas 1900. American Bicycle Association BMX Hall of DC 20560 USA.
Andre Raffray, Shadow of Duchamp's Bicycle Fame Sports Museum of New England 1175 Soldiers
Wheel 1993, installation. Palazzo Grassi, Italy. Canberra Bicycle Museum Canberra Trademan's Field Rd., Boston. MA 02134 USA.

Robert Rauschenberg, Early Egyptian series Union Club. 2 Badham St., Canberra, Australia; The Tech Museum of Innovation 145 W. San

1973, bicycles with carton and sand. Kitty Hawk Old and unusual bikes. Carlos Street. San Jose. C A 951 13 USA; Bicycle
1974. lithograph. Bicycloids I-V 1992-1993, Chapel of the Maddonna del Ghisallo Italy; design featured with materials science,
bicycles and neon lights. Mecca for cycle racing memorabiia in Catholic microchips, robotics, space exploration, and
Man Ray, Jeune fille i la bicyclette 1950, church. biotechnology.
aquatint. Christchurch Tricycle Museum, UK Three Oaks Spokes, Bicycle Museum and
William Roberts, Bicycle Boys 1939 Les Routiers Cycle Center 165-6, Daisen Nakamachi. Sakai Information Center 1 10 N Elm Street, Three

n.d. City. Osaka 590. Japan, Bicycle history, manu- Oaks, Ml 49128; Bike rentals, maps.
Ruth Scheuer, Veils 1989. tapestry. facturing,
ecology.
and United States Bicycle Hall of Fame 166 W. Main
Benjamin Schullze. Migof-Fahrrad 1975, found Denmark Cykel Museum Borgergade 10. DK St., Sommerville. NJ 08878 USA (l-800-BICY-
wire, fabnc, and plastic. 9620, Aalestrup, Denmark. CLE)
George Segal. Man on a Bicycle 196 1. pla.'iler Deulsches Museum Museumsinsel. D-8000 \'elorama 107 Waackade. Nijmegen. Netherlands
Ben Shahn, Epoch 1950, tempera. Headstand on Munich 22 Wright Brother's Cycle Shop Canllon Park, 2001
Tricycle 1968, lithograph. Deutsches Zweiradmuseum Urbanstrasse 1 1. D- S Patterson Blvd. Dayton, OH
SITE. Highway 86 Expo 86, Vancouver, British 7107 Neckarsulm. Baden- Wuertlcnberg.
Columbia. Eiploratorium: Museum of Science, Art and
Eric and Deborah Staller, Buhhieheads 1988, Human Perception 3601 Lyon Street, San EXHIBITS
quadruplet with lighted globes Oclos 1990, Francisco, CA 94123 USA; Hands-on cycling
eight-person quadricycle physics displays. Antique Bicycle EihlblHon September-December
Thomas Tcgg. Anti-Dandy Infantry 1819 Franklin Institute 20th & Benjamin Franklin 1991, Museum of Amcncan Heritage. 275 Alma
Jean Tiguely. Cyclograveur 1960, pedal-powered Parkway, Philadelphia. PA 19103 USA. St., Palo Alto CA.

538 BIKE CULT

 PERIODICALS

Art of the MouDtaln Bike 1990. San Francisco Tour de France history. 100th anniversary of Pedersen patent.
Bicycles: Histor)', Beauty, Fantasy December- Cycles of Expression January-February 1995, La Petite Reine: Le vi\o en afflches i la fin du
January 1983-4, OK Harris Gallery, New York Grand Central Station, New York City; works XlXime May-September 1979, Musee de
City; August-November 1987, Old Pueblo SCI-Arc bicycle workshop, L'Affiche; 18, rue de Paradis, Paris, France,
Museum at Foothills Center, 7401 N. La Cholla De Fiets April-June 1977, Museum Boymans-van posters.
Boulevard. Tucson AZ; Pryor Dodge collection. Beuningen, Rotterdam, Netherlands; Bicycle Riding High: Albert Pope and the American
"Bout Bicycles January 1993, Institute for Design invention, culture and art. Bicycle Craze, 1876-1910 March 1995-January
and Experimental Art, curated by American The History of the Bicycle: The First 1996, Connecticut Histoncal Society, Hartford.
Bicycle and Cycling Museum. Deraocratic Means of Transportation Summer
Century of Cycling In Santa Clara Valley Winter 1993, San Francisco Inl'l Airport; Pryor Dodge
1990-1, California History Center Foundation, collection.
De Anza College, Cupertino, CA. Curators: KM 150 June 1990, Drumlanrig Castle,
Ralph Igler, Randy Mitchell. Dtunfriesshire, Scotland; 150th anniversary of
Chain Reaction July-September 1994, Dover Kirkpatrick Macmillan's invention.
Museum, Dover, England; Bicycle evolution and Pedersen Pilgrimage 1993, Duisley, England,

Periodicals
[Title Timespan, Publisher, City, subjects, issues Washington DC. Bicycletter 1992- Five Boro Bike Club, New York

per year. Formerly Title Dale, Publisher, City, BIA Bicycling Reference Book 1991- Washington City.
issues per year. Next Title...] DC, annual. Bicycle USA 1881- League of American Bicyclists,
La Bid 1980s, Madrid. Spain. 12. Baltimore MD, advocacy, recreation, 9. Formerly
Adventure Bike 1987, Allentown PA, 4. La Bicyclette The League of American Wheelmen Bulletin
Adventure Cyclist 1994- Adventiu^ Cycling Bicisport 1976- Rome, Italy, 12. 188 1- 1888 Boston MA, American Wheelmen -

Association, Missoula MT, 9. Formerly Bicisport Brasil. 12 1985 Richmond VA.

BikeReport Bikecentermial. Bicross Paris, BMX, 12. Bicycling 1945, LAW, ABLA, American Youth
The Advocate Bicycle Federation of Washington, Bicycle Magazine 1981- London, 12. Hostels.
Federal Way WA. The Bicycle Bicycling 1962- Rodale Press Emmaus PA, 12.

Alternate Transportation News 1990- Mariposa Bicycle Action 1980s- London, 12. Formerly Northern California Newsletter 1962-,
CA, vehicles, 4. Bicycle Business Journal Fort Worth TX, 12. American Cycling Newsletter \964-, American
American Bicyclist 1877- Northbrook IL, industry, Bicycle Country Quarterly 1980s, Marin County Cycling 1965-1967, Oakland CA, Bicycling!
12- Formerly /im^rica/i Bicycle Journal 1877- CA, MTB, 4. \969-n. Bicycling \91$; Bicycling Plus mcor-
1879 Boston. The Bicycling World 1879-. The Bicycle Dealer Showcase 197 1- Culver City CA, porated Mountain Bike 1991
League of .American fVheelmen Bulletin 1901-. industry. 12. Bicycling Australia
The iVheel, Motorcycle & Bicycle Illustrated Bicycle Forum 1978- Bikecentennial, Washington Bicycling in Los Angeles Bicycle Advisory
1906-, Bicycle .Wen's 1915-, Motorcycling and DC. transport. 4, Committee. Los Angeles CA.
Bicycling World 1930-. The Cyclist. The Bicycle Guide 1980- Los Angeles, 9. Bicycling News 1876-1900, Birmingham, England.
Cycling Bulletin, National Bicycle Dealers Bicycle Issues A Answers 1985- Mayor's Bicycle Bicycling San Diego San Diego CA, 4
Association Bulletin 1949-. American Bicyclist Advisory Committee, Salt Lake City UT. Bicycling Times 1877-83, London.
and Motorcyclist. New York City. Bicycle Journal 1876-78, London. Bicyclist Advocacy Bulletin 1991- League of
American B.MXer Chand\cT AZ, 12. Bicycle News Canada 1980s, Vancouver BC, 4. American Bicyclists, Baltimore MD. 6.
American Cyclist, 1980s, Milwaukee WI, 12. Bicycle News Japan 1970s- Japan Bicycle Bike 1989- Bielefeld, Germany, MTB
Antique and Classic Bicycle News Ann Arbor MI, Promotion Institute, Tokyo, 2. Formeriy JBPI Bike 1992- Madrid. Spain. MTB.
collectibles, 6. Bulletin. Bike 1994- San Juan Capistrano CA, MTB.
Appropriate Technology. 1973- Intermediate The Bicycle Paper 1970- Redmond WA, 8. Bikeabout Mohawk-Hudson Wheelmen, Albany NY.
Technology Publications, London, 4. The Bicycle Post 1976- Iowa City, lA. Bike Commuted Sentences 1980s, National
Arizona Cycling Tuscon Wheebnen, Tuscon AZ. Bicycle Retailer & Industry News Santa Fe NM, 12. Association of Bicycle Commuteis, Nashville TN.
Australasian Cycling Sidney, Australia, sport, Bicycle Rider 1985, Agoura CA, 9. Bike Culture Quarterly 1993- Open Road Ltd.,
recreation, 12. Bicycles and Dirt 1980s- Chandler AZ, BMX. 12. York, England, 4.
Australian Cyclist Bicycle Federation of Australia. Bicycles Bulletin 1987. Fnends of the Earth. Bike Fed UPDATE Bicycle Federation of
6. London. 4. Petmsylvania, Harrisburg PA.
Auto-Free Press 1989- Transportation Bicycle Siren 1993. San Francisco CA. Bike Lanes Florida Bicycle Association, Tampa FL.
Alternatives, New York City, advocacy, 6. Bicycle Sport 1983-1988, Ton^ceCA, 12. theBikemag 1994- London, 12
Awheel 1970- Solihull Cycling Club. England. Bicycle Stamps Muncie IN. BikeMagazin Chur, Swiueriand, 10.
Bicycles Today Nauonal Bicycle League, Dublin Bike Midwest Columbus OH, 9.
Backcountry Biking Sacramento CA. OH. BMX. The Bike People News Los Angeles CA.
Bearings 1890-1897 Chicago, industry. Bicycle Threat 1993 Sacramento CA. BikeReport see Adventure Cyclist.

I Bent Rim Bugle Michigan Mountain BiJce

Association, Detroit MI.
BIA News Bicycle Institute of America,
Bicycle Times c , 1980- Tyne and Wear, England, 12.
Bicycle Trailer Santa Barbara CA, used market.
Bike Rider 1970- Century Road Club of America,
Princeton NJ.

BIKE CULT 539

PERIODICALS

Bike Rights Bicycle Advisory Committee, Tuscon CommuniCABO Cii\f. Asso. of Bicycling The Cyclists' Cyclical 1993- Section of City
AZ. Organizations., Dublin CA. Cyclists, Poznan, Poland.
Bikes Not Bombs 1985- Washington DC. The Connecting Link 1970- Birmingham Cycle The Cyclists' Vehicle 1980s- Edmonton Bicycle
Bikes Not Cars Toronto, Canada. Touring Club and Warwickshire Racing Club. Commuters, Ontario, 4.
Bike Talk 1983, New York City Connections San Luis Obisbo CA, hospitality net- The Cyclists ' Yellow Pages Missoula MT, touring
Bike Tech 1980-1990, Rodale Press, Emmaus PA, 4. work, annual. reference, annual.
Bike Traffic Bicycle Commuter Coalition, San Coureur Belgium, sport. Cycloclimbing L'Ordre des Cols Durs, Cheshire,
Francisco CA, Crank Mail Cleveland Wheelmen, Cleveland OH. England, mountain touring, 3.
Bike World 1972-1982, Mt View CA, 9. Crash 1993, San Francisco CA. Cyclometer 1989- Toronto City Cycling
Biking for a Better Community Bend OR. Crosswords 1992- Journal of Multi-Purpose Multi- Committee, Canada, 12. Formerly The City
B\fX Action Torrance CA, BMX Terrain Bicycles, Walnut Creek CA, 4. Cyclist \915-19S9. A.
BMX Action Bike 1982- London, 6. Cycle 1886-1887 Boston. Cyclo-Sprint Koninklijke Belgische Wielrijders
BMX Official 1980- England, 6. Le Cycle 189 1- Paris, trade. Formerly Cycle et Bond, Brussels, Belgium, race schedule, 52.
BMX Plus! 1977- Mission Hills CA. Automobile Industrieis, L 'Officiel du Cycle. Cyclotourisme Federation Francaise de
BMX Racer London, 12 The Cycle Age and Trade Review 1888- 190 1 Cyclotourisme, touring, 10.
Bonecracker 1990- Dansk Mountam Bike Klub, Chicago, industry. Cykel Svenska Cykelsailskapet, Sanga, Sweden,
Copenhagen, Denmark. CTC Cycle Digest 1992- Cyclists' Touring Club, advocacy, 4.
Boneshaker Southern Veteran Cycle Club, col- Godalming, England. Cykling Cykelfi'amjandet, Stockholm, Sweden,
lectibles, 4.
history, Cycle America Santa Cruz CA, Gieenway advocacy. advocacy, 4.
Boom in Bikeways 1980s, Bicycle Institute of Cycle Athlete Colorado Springs CO, 5 Cyklister Dansk Cyklist Forbund, Copenhagen,
Amenca, advocacy. Cycle Clips 1993- York, England, collectibles, 4 Deiunark, advocacy, 6.
The Boston Cyclist 1980- Boston MA Cyclegram 1977-1983, Bicycle Coalition of Cyklislika 1984- Prague, Czech, sport, 12.
Broken Spoken 1993, San Francisco CA. Delaware Valley, Philadelphia PA, advocacy, 4
Buckinghamshire Cyclist 1990- England. Cycle Ontario 1970- Ontario Cycling Association Daily Cyclistsee London Cyclist.
Cycle Press International 1970s- Japan Cycle Despatch Rider London, couriers.
Caducycle 1972- Amicales Cycliste du Corps de Press, Tokyo, industry, 4. Dirt Rag 1989- Verona PA, MTB, 7
Sante, Marines, France. Cycle Seller 1990- Youngstown OH, used market, 26. The D.M.S. Times The Dead Messenger Society,
California Bicyclist 1982- Northern Edition, San Cycle South Atlanta GA. New York City, 6.
Francisco CA, Southern Edition, Los Angeles Cycle Sport 1993- London Doubletalk Tandem Club of America, Birmingham
CA, recreation. Cycle Therapy Greater Victoria Cycling Coalition, AL.
California Cycling 1985- Sacramento CA. Victoria BC. Drahtesel 1989- ARGUS, Vienna, Austria, advoca-
Canadian Cyclist 1990- Les Editions Tricycle, Cycle Trader Herts, England, industry. cy, 6.
Velo Quebec, Montreal, Canada, 4. Cycle Trade News London, industry.
Canyon Stale Cyclist Tempe AZ. CT&C Cycle Touring and Campaigning 1878- English Mechanic 1860s, London, technical.
CAT News 1993- Allentown PA. Cyclists' Touring Club, Godalming, England, Epicycling 1984, Independent Newsletter of
Chain Chatter Oxnard- Ventura Bicycle Club, advocacy, recreation, 6. Formerly Bicycle Sturmey-Archer Hubs, Bakersfield CA.
Oxnard CA. Touring Club Monthly Circular 1878-, BTC L'Equipe 1901- Les Editions P Amaury, Paris,
Chain Gang Great Plains Bicycle Club, Lincoln Monthly Gazette and Official Record 1882-, sports daily. Formerly L'Auto-Velo I901-,
NE. Cyclists' Touring Club Monthly Gazette 1883-, i',4«*o 1903-1946.
Chain Letter Different Spokes, San Francisco CA. CTC Gazette 1898-, Cycletouring 1963-1988
Chain Mail Fnends of Central Iowa Biking, Ames Cycletter Bicycle Transportation Alliance, Portland Fat Tire Flyer 198 1- 1987, Fairfax C A, MTB, 6.
lA. OR. Fiets Amsterdam, advocacy, 9.
Chain Reaction Coosa Vally Cycling Association, Cycling 1876-80, Newcastle upon Tyne, England f iftsma^azinr Oostduinkerke, Belgium, 12.
Rome GA, Cycling British Columbia 1970- Vancouver BC Fietsen Moet Kunnen (Bikes must be able) 1987-
The Chainstay Peninsula Bicycling Association, Cycling Life check. Fietsoverleg Vlaandercn, Antwerp, Belgitjm.
Newport News VA, Cycling Plus 1992- Bath, England. Fietsrevue Laame, Belgium.
Chalnwheel Chatter lu-co\m\y Bicycling Cycling Science 1989- Mount Shasta CA, techni- Fitness Cycling 1990- Canoga Park CA, 6.
Association, Lansing Ml. cal, 4. Florida Bicyclist Tallahassee FL.
Changing Gears 1950- Davis Bike Club, Davis CA. Cycling Times 1991- Fair Lawn NJ, 6. The Framework 1980- Virginia Bicycling
CiclismoA Fondo 1985- Bilbao, Spain, Spanish Cycling VSA 1979- United States Cycling Federation, Richmond VA.
Winning. Federation, Colorado Springs CO, sport, 12 La France Cycliste Paris, racing, 12.
Cictobby Notizie Milan. Cycling Weekly 1891- IPC Magazines. London, Freestylin Torrance CA, BMX.
Cicio Mercato 1990 Milan, industry sport, 52 Formeriy Cycling A Sporting Cyclist Free Wheelin' 1972- Southern Bicycle League,
Ciciotourlsmo e Grandl Viaggi Rome, touring, MTB 1960s-1970s. Longacre Press, London. Atlanta GA.
City Cyclist 1976- Transportation Alternatives, Cycling Worid Kent, England, 12 Freewheeling 1970s- Edinburgh, Scotland, 12
New York City, advocacy, 6. Cycling Worid Darlinghursl, Australia, 6. Freewheeling 1978- Haymarket, NSW, Australia, 6
The City Cyclist 1985- Toronto Canada. Cyclisme Internationale 1980s- Paris. El Full de la Bid Amies de la Bici, Barcelona.
Classic Bicycle A Whizur News Deart)om MI, Cyclist 1983-1989, Torrance CA, 9. Spain.
collectibles, history. Cyclist 1877-1902, London.
Competitive Cycling 1870- 1980, Carson City NV, The Cyclist 1879-1903, London Globe The Globetrotters Club, Recreation, travel, 6.
9 Le Cycliste 1887- St Etienne, France ("Velocio" The Glory News 1969- Femdale CA, kinetic
Competitor Solana Beach CA. Paul De Vivie). sculpture.

540 BIKE CULT

 PERIODICALS

Go Torrance CA. BMX and wheels, 12. London Cyclist 1990- London Cycling Campaign. Oregon Cycling 1980s- Eugene OR.
Going Clean Journal Auto- Free Bay Area London, advocacy. 6, Formerly Daily Cyclist Ostatni Dzwonek (The Highest Time) 1993-
Coalition, Berkeley CA. 1978-1989, merged with Moving Target 1989. Seclion of City Cyclists, Poznan. Poland.
Going The Distance 1991- Atkinson NH. courier. Ou irons-nous? (Where are we going?) Federation
The Golden Penny England, veteran cycles Low Rider Bicycle 1993- Walnut CA. Fran^ais de Cyclotourisme. Paris.
Grass Roots Shropshire. England. MTB- Outing Boston.
Great Lakes Bicycle Connection 1982- Ann Arbor Les Maillots Shimano Corporation, Dusseldorf, Outside Chicago IL.
MI. 8. Germany, sport, equipment. Outspoken Bluegrass Wheelmen. Lexington KY.
Great Expeditions Vancouver, Canada. Making Tracks 1980s, New Maiden. Surrey. Outspokin *National Bicycle Dealers Association,
England, MTB, 6. Costa Mesa CA. 12.
Half Wheel 1970. Ellham Paragon Cycling Club, Marketing and Merchandising Newsletter 1982-
England, Rodale Press, Emmaus PA. trade. Paceline Tampa Bay Freewheelers, Tampa FL.
Heartland Touring Heartland Touring Society. Mechanics Magazine 1823-72, London, The Palenque Traveler 1980s, Bike Europe, Ann
Skokie IL. 4 technical. 12. Arbor MI, Journal of No-Frills Foreign Travel. 6,
The Helmet Update Bicycle Helmet Safety Mercury Rising 1990- San Francisco Bike Paris-Velo 1890s, Paris,
Institute, Washington DC. Messenger Association. San Francisco CA, 6. Pd Hjul Norges Cyckleforbund, Rud. Norway,
Hi-Tech Nomadness 1980s- Nomadic Research Mess Press 1991, San Francisco CA. racing. 12.
Labs, El Segundo CA (Steven Roberts), 4. Michigan Cyclist Grand Rapids MI. Pd Sykkel Syklistenes Lands foren ing, Oslo,
HPVKlub Danmark 1990- Dansk Cyklist Miroir Du Cyclisme 1900- Paris, sport, history, 12. Norway, advocacy, 4,
Forbund, Copenhagen, Denmark, 4. Le Monde A Bicyclette 1975- Montreal, Canada, Paving Moratorium Update 1990- Areata CA.
Hpy News 1975- International Human-Powered advocacy, 4. Pedal 1987- Toronto Canada, sport, 9,
Vehicle Association, Indianapolis IN, racing. Moultoneer Moulton Bicycle Club. Middlesex, Pedaliamo Federazione Amici della Bicicletta,
design. 9. England. Reggio Emilia. Italy, advocacy.
The Hub 1896-1899. London. Mountain and City Biking 1989- Canoga Park Pedal Manitoba 1983- Manitoba Cycling
Human Power 1976- International Human- CA, 12. Association, Winnepeg, Canada.
Powered Vehicle Association. Indianapolis IN. Mountain Bike 1989- Rodale Press. Emmaus Pedal Power Bike W>JY, Amherst NY,
technical, 4. PA. 12, Pedal Power College Park Area Bicycle Coalition,
Human-Powered Vehicle Times Hackett. ACT, Mountain Bike Action 1985- Mission Hills CA, 12. MD.
Australia, 4. Mountain Bike Distraction April 1. 1993, Boulder Pedal Power Edenvale. South Africa, touring,
CO. V'elo-News parody oi Mountain Bike transport, 6.
iBFNews International Bicycle Fund, Seattle WA. Action - Pedaller British Cycling Bureau. London, industry.
ICA News 1980s, Independent Couriers Mountain Bike Guru 's Forum 1992. Anoka MN. People in Motion 1988. Florida Department of
Association. New York City, 4. Mountain Bike Motion 1992, Gamerville NY. Transportation. 4,
Imagine 1993- World Without Cars, Windsor, Mountain Bike New Zealand 1989- New Zealand. People Power Update Santa Cruz CA,
Canada. Mountain Biker 1986- London, 12. Performance Cyclist International 1993- London.
IMBA Trail News 1990s- Los Angeles CA. Mountain Biking Canoga Park CA. Peterson 's Bicycle Guide see Bicycle Guide.
India Bicycle Ambassador Dehli, India. Mountain Biking UK 1992- Bath, England. Police on Bikes News 199 1- Bel Air MD. 12.
Inside Cycling 1987, Boulder CO, sport. MTB Pro 1992- Bath. England, Pro Bike News 1980- Bicycle Federation of
Inside Triathlon 1990- Boulder CO Formerly Mud Flap 1991- San Francisco CA. America, Washington DC, advocacy, 12.
Triathlon Today 1990- Ann Aibor MI, 9, Mudguardian Cardiff Cycle Campaign. Pro News c.1979- Coventry, England, racing, 12.
Inlerbike Buyer 1981- Primedia, Costa Mesa CA, Mundo Ciclisto Calle, Columbia, sport, 12. Push On Bicycle Institute of New South Wales,
trade show guide, annual. Australia, 6.
International Cycle Sport 1967-1982, Keighley, National Cycling Victoria, Austalia, racing,
Yorkshire, England, sport, 9. history, 6. Quick Release Santa Barbara Bicycle Coalition,
International Cycling Guide 1980-86, London. Network News 1979- Bicycle Network, CA.
InTraffic 1992-1994, New York City, 6. Philadelphia PA, news clips, advocacy, 4,
Ixion: A Journal of Velocipeding, Athletics and New Cyclist Romford, Essex, England, 12. Rad& Motor Sport Zurich, Switzerland, 52.
Aerostatics 1875-80, London. New Cyclist 1988- Coldstream, Berwickshire, Radfahren 1979- ADFC, Bielefeld, Germany, 4.
Irish Cycling Review Dublin. Scotland, 4. Rad Magazin Munich. Germany. 12.
New England Cyclist 1990- Newton MA. 10 Radmarkt 1886- Germany, industry. 12,
Kerek-Hirek (Wheel-News) 1992- Varosi NORBA News National Off-Road Bicycle Assoc, Radsport Koln, Germany, racing. 52.
Biciklizes Baratai, Budapest, Hungary. Colorado Springs CO. Rain Eugene OR, sustainable community, 4.
Knapsack American Youth Hostels, Washington Noriheasi Cyclist Hempstead NY. The Rambler Clinton River Riders. MI.
DC. 2. Northwest Cyclist Seattle WA, 12. Raw Vulva 1993. San Francisco CA, women's zine.
Koers (Race) Holland, sport. NYCC Bulletin New York Cycling Club. New The RE B AC Reporter Oakland CA,

Kokopelli Notes 1990- Asheville NC. Journal of York City. Recumbent Cyclist News 1990- Recumbent
Self- Propel led Transportation, environmental, 4. Bicycle Club of America, Renton WA. 4.
Ohio Bicycle Communicator Ohio Bicycle Revue Velocipedique 1880s France
Lady Cyclist1896,England. Federation, Dayton OH. The Ride Magazine 1993- Cheshire CT, 11.
Lightwheels 1989- New York City, design, advo- Oikttze Tokyo, Japan, recreation, 6. Ride On! 1971- Washington Area Bicyclist
cacy,
Formerly
4. Go 1985-88. International On One Wheel Unicycling Society of America, Association, Washington DC, advocacy, 9.
Conference for Appropriate Transportation, Redford MI.

BIKE CULT 541

PERIODICALS

Ride On 1972- East Bay Bicycle Coalition, Canada. Velo Vert (Green Bike) 1990- Seine. France. MTB.
Oakland CA, advocacy. Superior Cyclist (Lake Superior) Grand Rapids i^VleA Velo GRACQ, Bmxelies. Belgium.
De Rijwieltoerist (The Cycletourist) Nederlandse MI, 4. Vogelvrije Fietser Eichte Nederlandse Fietserbond,
Rijwiel Toer Unie, Veenendaal. Holland. Sustainable Transport 1993- ITDP. New York Woerden. Holland, 6,
Rivendeli Reader 1995 Walnut Creek CA. City, advocacy, development.
Road Bike Action 1993- Mission Hills CA. The Wheel 1880-1888 League of Amencan
Road Kill 1994. New York City, couriers. Taiwan Bicycles 1980s- Taipei, industry. Wheelmen, New York.
Rocky Mountain Sports & Fitness Boulder CO. Tandem Club Journal 1970- Tandem Club, The Wheel England.
The Roll Call 1970- Midland Cycling Club, London, 6. The Wheel and Cycling Trade Review 1888-1900
England. Tandem Magazine 1994- Eugene OR, 4. New York.
ROMP Mtn, Cyclist Responsible Organized Terra Times Concerned Off-Road Bicyclists Wheeling 1884-1901. London.
Mountain Pedalers. Campbell CA. Association. Woodland Hills CA. Wheel Life 1880s, London.
ROTA Zottegem, Belgium, industry. Texas Athlete 1993- Rjchardson TX. 12. Wheeimarks 1970, Sheffield Cycle Touring Club,
The Rough Stuff Journal 1955- Rough Stuff Texas Bicyclist Houston TX. 12. England.
Fellowship. Southport, Lancashire, England, off- Tour Munich, Germany. 12. The Wheelman 1882-1883 Boston.
road touring. 6. The Tourist 1970- Bnstol Cycling Club, England. Wheelmen 1970- New Jersey, collectibles,
Roue Libre {Freev/hcel) Mouvement de Defence Trailblazer 1986- Rails-to-Trails Conservancy. history, 4.
de la Bicyclctte, Paris. Washington DC. The Wheelmen's Gazette 1886-1908 Springfield.
Transport Retort London, advocacy. MA. Formerly The Springfield Wheelmen's
The Saddle Bag Cycling Saddlemen, Dearborn Tranportation Exchange Update Washington DC. Gazette 1883-1886.
MI. Trax Mountain Bike Association of Arizona. Hheel People 1966- Charles River Wheelmen,
SCCFMews 1975- Southern Calif Cycling Phoenix AZ. West Newton MA,
Federation, Newport Beach CA. Formerly SCCA Triathlete Santa Monica CA, sport, 12. Wheelpeople Humbolt Bay Bicycle Commuters
News. Triathlon Today Boulder CO. sport. Association, Eureka CA
Schwinn Reporter 1950-1990, Chicago IL. Tricycle: The Buddhist Review Buddhist culture Wheels, He^ A Hooves Missouri Cyclists,
Singletrack 1980s. Southern CA. MTB. (not bikes). Equestrians and Pedestnans. Jefferson City MO.
Singietrack Utah Mountain Bike Association, Park Tricyclist 1882-85, London and Coventry. Wheelwomen 1896. England.
CityUT. England. Wheel WoHd 1880-86, London.
Sin Prisas (no Hurry) Pedalibre, Madrid, Spain, Trochos 1981- Victoria, Australia, touring, 11. Wielerexpress Zwanenburg. Holland, Racing
advocacy. The Tubular Times 1990- San Francisco Bicycle schedule,
Solar Mind 1990- Ukiah CA. sustainable Coalition, transport. Wieler Revue Epe. Holland. Racing, 18.
technology. Turning Point New Zealand Amateur Cycling Wielersport Koninklijke Nederlandsche Wieh^n
Solo Bid 1991- Barcelona, Spain. MTB, 12. Association, Wetiinglon, 12. Unie, Amsterdam.
Southern Cyclist Dunedin Cyclists' Coalition, Tweewieler (Two-wheeler) Amsterdam, industry. Wind ChUl Factor 1990s- Chicago IL.
Aukland. New Zealand, 4. Winning: Bicycle Racing Illustrated 1980-
Southwest Cycling Pasadena CA. Ultra Cycling 1992- Ultra-Marathon Cycling Allentown PA. sport. 12.
The Spinning Crank 1978- Silicon Valley Bicycle Association. Alladena CA. racing. 4. Wisconsin Cyclist Grand Rapids MI.
Coalition. Cupertino CA. transport, 6. Ultrasport 1983- Boston MA, fitness. Wobmat News 1989- Woman's Mountain Bike and
Spoke <fiSole Bike-Ped Idaho. Moscow ID. The Urban Ecologist Berkeley CA, sustainable Tea Society, Fairfax CA, 4.
Spoke and Word Bikes Not Bombs, Jamaica Plain community. Women 's Cycling News Women's Cycling
MA, recvcling bikes. US Pro News 1980s. Allentown PA. racing. Network, 4.
Spoken Word Human Powered Transit Women 's Sports and Fitness Boulder CO.
Association. Van Nuys CA. VcO Zeitung Vekehrsclub 6sterreich, Vienna, The Worker Cyclist 1900- Arbci terra fahibund:
Spoke 'n ' Word Bicycle Federation of Tennessee. Austria, transport. Solidantal. Germany,
Murfreesboro TN. Le Velo 1889. France.
Spoke 'n ' Word Vancouver Canada. Velo 1980s- Pans, sport, 12. CALENDARS
Spoke W* ffidrrf Narragansett Bay Wheelmen, Veloblatt 1980s- Basel, Switzerland. Bicycles Every Day 1975, Philadelphia Bicycle
Providence RI, Veioceman England. Coalition.
Spokes Frederick MD. 5. V'eloce-Sport France Bicycling Calendar 1985, CABO ((Norman Riley).
Spokes 1987- Lothian Cycle Campaign, Edinburgh, Le Velocipede France. Bikes of the WoHd 1987. Spartanburg SC (John
Scotland, advocacy, 4. Velocipede 1982- Pedal Power Foundation. Gillespie).
Spokesman Cycle Speedway Council. Norwich, Roggebaai, South Afnca. 4, Calendrier des vilorutionnaires 1979.
England, racing, 4. \ elocipide lUustre 1869- 1900. Paris. Cycle and Recycle 1977- Bike Network.
Spokes n' Sports 1990s- Pheonix AZ. sports for Velocipedist 1869- New York City Philadelphia PA
handicapped. Velocite Federation Francaise des Usagers de la Do it in the Dirt 1994. VeloNews. Boulder CO.
Spokesperson Ottawa Bicycle Club. Canada. Bicyclette. Strasbourg. France. DuMont's Fahrradkalendar 1993. DuMont
Sports, Etc. Seattle WA, 12. Viio MAC Velo Quebec. Montreal. Canada, recre- Buchvcrlag. Koln. Germany (Karl-Hcioz Raach).
Sports Focus Gaitersburg MD. ation,
Combined
6. with Vilo Montagne. FahrRad Kalendar 1994, Verlag die WerksUtt,
Sport V'elocipedique VeloNews 1972- Boulder CO. racmg. 18. Formcriy Gottingen. Germany.
Sports Pulse Dallas TX. Nonkeast Bicycle News 1972-1973. Brattlcboro. Tour de France 1992. Landmark. Novate CA
Sprint International Pans, sport. 12. VT. Cyclenews 1973 Velo-News 1973-1988 (Darcy Kicfcl).
Velotourist 1990- Volgograd Cyclists' Tounng Tour de France 1994. VeloNews. Boulder CO
Squeaky Wheel Metro By Cycle. North York. Club, Volgograd. Russia. 4. (Graham Wa(»on).

542 BIKE CULT

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John Murray. 1983. New York: Lyle Stuart, 1985. 1928.
Keller. Helen. Tlie Story of My Life. New York: De Sica, Vittorio. The Bicycle Thieves. Translated Quackenbush. Robert. Bicycle to Treachery. A
Doubleday. 1954. by Simon Hartog. New York: Simon & Schuster Miss Mallard Mystery. Englewood Cliffs, NJ:
Kitching, Ron. A Wlieetin Two Worlds 1973. Prentice hall, 1985.
Nottingham. 1993. Doyle, Conan. "The Adventure of the Priory Robbe-Grillet, Alaiji. The Voyeur. New York;
Miller. Henry. My Bilte and Other Freinds. School." The Complete Sherlock Holmes. New Grove Press, 1958.
Volume II, Book of Friends. Santa Barbara: York: Doubleday, 1930. Saroyan, William. The Human Comedy. Illustrated
Capra Press. 1978. Fischman, Bernard. The Man Who Rode His 10- by Don Freeman. New York: Harcourt, Brace &
Murphy, Dervla. Wlieets Williin WIteels London: Speed Bicycle to the Moon. New York: Richard Co., 1943.
John Murray 1979; and Harmondsworth: Marek, 1978. Schwartz, John Bumham. Bicycle Days. New
Penguin Books. 1983. Emest Hemingway. "A Pursuit Race," "A Way York: Summit Books, 1989
Nabokov. Vladimir. Speali, Memory. New York: You'll Never Be." The Short Stories of Emest Shaw, George Bernard. An Unsocial Sitciulisl.
Putnams, 1966. Hemingway. New York: Charles Scribner's Sons. New York: Boni & Liveright,
Newman. Bernard. Speatdngfrom Memory. Graves, Robert. "A Bicycle in Majorca." "A Sirota, Mike. Bicycling Through Space and Time.
London: Herbert Jenkins. 1960. Vehicle, to Wit, a Bicycle." A.P Watt. New York. Ace Books. 1991.
Rumney, AW. Fifty Years a Cyctist. 1928 Heme. Ralph. The Yellow Jersey. London: Twain, Mark. A Connecticut Yankee in King
Saroyan, William. Tlie Bicycle Rider in Beverly Weidenfield & Nicholson; New York: Simon & Arthur's Court. New York: Webster, 1889.
Hills New York: Scribner. 1952: New York: Schuster. 1973. Reprinted, Harmondsworth: Penguin Books,
Ballantine Books, 1971. Heme, Ralph. What WUI You Do, Jim? 1971
Thomas. Dylan. Me and My Bike. New York: Hoffenstein, Samuel. "Songs to Break the Wells, H.G. History of Mr. Polly 194 1.
McGraw Hill. 1965. Tedium of Riding a Bicycle, Seeing One's WelU, H G Wheels of Chance: A Bicycling IdyU
Troyat. Henri. Tolstoy. New York: Doubleday. Friends, or Heartbrealt." Poems of Practically London: J.M Dent & Sons, 1896.
1967. Nothing. New York: Garden City Pub., 1939. Wells, H.G. "A Perfect Gentleman on Wheels."
Wells. H.G. Experiment in Autobiography. New Httxley, Aldous. Chrome Yellow. New York: The Man with a Nose. London: Athlone Press.
York: Macmillan, 1934. Perennial Library, 1973, West, Elizabeth. Hovel in the Hills. London: Faber
Jarry, Alfred. The Supermale [Le Surmdte/. & Faber, 1977.
FICTION, POETRY Translated from French by Ralph Gladstone and White, Elwyn Brooks. Quo vadimusT or. The Case
Barbara Wright. New York: New Directions, for the Bicycle. New York and London: Haiper
Anon. Lyra Bicyclica: 40 Poets of the Wheel. 1977. & Bros., 1939.
Boston: J.G. Dalton. 1880. Jarry, Alfred. "The Passion Considered as an Yevtushenko, Yevgeny. "On a Bicycle," Selected
Anon. Lyra Cyclus: The Wheel Rochester. NY: Uphill Bicycle Race." The Selected H'orks of Poems. Translated by Robin Milner-Gulland and
Edmund Redwood. 1897. Alfred Jarry. Roger Shattuck and Simon Watson Peter Levi. Harmondsworth: Penguin Books,
Anon. Sixty Poets of the Road. Boston: J.G. Taylor, editors. New York: Grove Press, 1965. 1962.
Dalton. 1895 Jerome, Jerome K. Humors of Cycling. London:
Auden, W.H. •'Miss Gee." Selecled Poetry of If.H. Chatto and Windus, 1905. ARTS
Auden. New York: Random House. 1958. Jerome, Jerome K. Three Men on a Bummel. New
Baruch, Dorothy W. "Different Bicycles.'' York: Dodd, Mead & Co. 1900. Repnnted, Anon. Hanttbook of American Sheet Music.
Favorite Poems. Old and New. New York: Glouchester, UK: Alan Sutton, 1987 Boston: J G Dalton, 1880
Doubleday, 1957. Jerome, Jerome K. Three Men on Wheels. 1900. Anthony & Co. Illustrated Catalogue of
Beckett, Samuel. Molloy New York: Grove Press, Littell, Robert. The October Circle Photographic Equipments and Materials for
1965. Lopez, Steve. Third and Indiana. New York: Amateurs New York Polhemus, 1891
Beckett, Samuel. "All Th«l Fall." Krapp j Last Viking, 1994 Reprinted, Dobbs Ferry, NY: Morgan and
Tape and Other Dramatic Pieces. New York: Moore, Anne "The Bicycle Poem." Upslarl. Morgan, c. 1980
Grove Press, 1970. Barnard College, 1981. Bamicoat, John. A Concise History of Posters
Betjeman, John "The Commander." "The Morand, Paul Open All Night New York T inO-1970 New York Abrams, 1972
Wykehamist." Collected Poems. Boston: Seltzer, 1923 Berdccio, Roberto, and Stanley Apptebaum, cdi.
Houghton Mifflin Co, 1971 Motley, Chnstophcr The Romany Stain. Posada's Popular Mexican Prints New York:
Breslin, Jimmy. The Gang That Couldn't Shoot Illustrated by Jack Dtincan. New York: Dover, 1972

S56 BIKE CULT

 GLOSSARY

Bryan, David H , ed Bicycling and Phalography. Delight. Self-published, 1980 Cartoons from Illustrations from 1880s.
Emmaus, PA: Rodalc Press, l<)79 Cycling. Musee de 1'Affiche La Petite Reine: Le vilo en
Casagrande. Louis B . and Phillips Bourns. Side Hughes, Tim. Wheels of Choice Great Missenden. affiches a la fin du XlXime Pans, 1979
Trips: The Photography of Sumner W. England: Cyclographic Publications, 1980. New Departtire Mfg. Co. Hiram Jones and his
Maaeson 1S98-I90S Milwaukee Public Photos. New Departure. Bristol , CT, 190 1 Cartoon
Museum, 1983, Jones, Jay. Messenger 29. New York: September series.
Cat 3. 1989. Comic on racing. Press, 1989, 1994. Comic. Patterson, Frank. The Patterson Book. Volume I
Duval, Yves, S. Ardan. and Marc Hardy. Jose Guadalupe Posada: Ilustrador de la vida and 2 London: Temple Press, 1948, 1952.
Heldenepos van de Ronde Van Frankrijk. mexicana. Mexico City: Fondo Eiditorial de la Patterson, Frank. Frank Patterson: The Cycling
Belgium: Gamma Daphne, 1973. Comic on Tour Plastica Mexicana, 1963. Artist Coventry: Forest Publishing, 1982.
de France. Kirkpatnck, Joanna. Popular Art in Bangladesh: Philips, Walter. Songs of the mteel. New York:
Foster, S Constant, meet Songs New York: The Ricksha Paintings and Cultural Discourse. George Monroe's Sons, 1897.
White. Stokes & Allen, 1884 South Asia Center, University of California Satty. The Cosmic Bicycle. San Francisco: Straight
Furstenau, Oscar. Radlerei. Leipzig: Graphische Berkeley, 1980. Arrow Books, 1975. Collages.
Institute, 1895. Kirkpatnck, Joanna. The Rickshaw Paintings of Sempe, Jean-Jacques. Displays of Affection. New
Gamer, Philip. The Better Living CataJog. New Bangladesh: An Update. Bengal Studies York: Workman Press, 1990
York: Delilah Books, 1980. Conference, Har\'ard University, 1982. Simm, Franz. Skizzen aus der Radler Sport.
Gamer, Philip. Utopia^ or Bust.' New York: Klamkin, Manan. Old Sheet Music. New York: Munich: Franz Hanfstangel, 1895.
Delilah Books, 1984. Hawthorn Books, 1975. Solomon R. Guggenheim Museum. Ferdinand
Gingold, Alfred. Items from Our Catalog. New Lebeck, Robert. Das Zweirad Postkarten aus otter Leger: Five Themes and Variations. Master
York: Avon Books, 1982 L L Bean spoof. ZeU Series Number I . New York: Solomon R.
Gombrich, E.H. Meditations on a Hobby Horse Lewis, Harold B., and Jack Naylor. "Bike and Guggenheim Foundation, 1962.
and Other Essays on the Theory of Art. London: Cameras of Long Ago," Photographica Journal. Sotheby Parke Bemet. Fine Posters. New York;
Phaidon Press. C.I985 Southeby, December 1979. Auction catalog.
Gorey, Edward. The Epiplectic Bicycle. Zurich: Logan, Claude., ed. Joseph Beuys: Is It About A Willis, Jim and Janet, editors. The Art of Frank
Diogenes, 1978, and New York: Cogdon and Bicycle? New York: Marisa Del Re Gallery, Patterson and The Frank Patterson Picture
Weed, 1978. 1986. Book. Cyclists' Touring Club. Coventry: J.
Gorey, Edward, The Broken Spoke. New York: Meadows White, Rev L A Photographic Tour on Willis, 1977.
Dodd and Mead, 1976 »f*«/s. England, 1885 Wuigfield, Walter Bicycle Gymkhana and
Groombridge, Garth. Song Cycle and Cycle Songs. Michael, Jan. Cycling in Posters. Musical Rides. London, 1896.
England: Perkins-Kent, 1930 Moore, George. The George Moore Collection.
Helms, Jonny. Round the Bends: Transport of Vols. 1-4. London: Beekay Products. 1979-81.

Glossary
2WD: two-wheei-drive. bike pollution: (Japan) clutter of bikes parked at cat I, II, III, IV, V: categories of amateur racing,
3WD: three -wheel -drive. train stations, from elite (cat I) to beginner (cat V).
4WD: four-wheel -drive. biopacing: arrhythmic or bouncing pedaling. century: 100-mile ride; metric century is 100 kilo-
Ackermann steering: geometric principle for caused by elliptical chainnngs (Shimano meters.
three- and four-wheel vehicles. Biopace) and suspension systems on bikes. chamois: padding in shorts to prevent saddtesores,
ANSI Z90.4: American National Standards blocking: to slow or legally impede the progress of traditionally derived from goat skin.
Institute bicycle helmet standard. cyclists to help teammates in a break away. CKD: completely knocked down, disassembled
% rc-€n-cicl: (French) rainbow colors of world BMX: bicycle moto-cross. bike for shipping.
champion's jersey. bonification: time bonus awarded to winner of classic: I . histonc cycling event. 2. balloon-tire
arret^: (French) standing start, race in stage race, usually five to ten seconds roadster bikes from 1930s to 1950s.
arriv^e: (French) finish line. subtracted. clincher: tire with separate tube, fits to rim by
ATB: all-terrain bicycle. bonk: to run out of energy; to exhaust stored beaded belt, also wire-on.
attack: to accelerate or break away from other glycogen. col: (French) mountain pass.
cyclists. break, breakaway: one or more cyclists leading contre la montre: (French) against the clock, see
audax: special touring events with checkpoints. and separated from the main group. time trial.
balai, camion balai, voiture balai: (French) last bridge a gap: to cross from one group of cyclists criterium: (French) judgement, a multi-lap bike
vehicle in race caravan for cyclists who quit. to a group ahead. race on a short course, also circuit race,
beef it: to fall or crash. bunch: main group of cyclists, also field, pack. critical mass: group ride for cyclists' solidarity,
bicycle-friendly: people and places that accommo- peloton. usually in traffic.
date cycling. cadence: rale of pedaling measured in revolutions cross frame: bike frame design with down tube
bidon: (French) water bottle, per minute, and chain stays crossed by seat tube.
bike-a-thon: fiind-raising bike tour based on capo: (Italian) mountain pass. development: metric gear ratio, distance traveled
amount of miles ridden- captain: front steering cyclist on a tandem. in one cycle or revolution of pedals.
bike boom: historic period of cycling populanty carbo loading: method of increasing energy sup- diamond frame: common bike frame design form-
beginning in 1970. ply for
specific athletic events. ing
diamond
a shape.

BIKE CULT 557

difTerential: gear system for axle with two drive fatigue. off the back: getting, dropped, where cyclists find
wheels, allows proper turning. header: falling on one's head, to 'take a header." themselves after failing to keep pace.
directeur sportif: (French) race team manager or heart rate, HR, bpm: heart beats per minute. omnium: track meet with a variety of races.
coach. honk: acceleration by standing on pedals, out of ordinary: high-wheel bicycle.
dishrack: bike parking rack with slots for wheels. the saddle, pulling on handlebars, moving the overuse injury: ailment due to hard training or
demy: motorcycle used to pace cyclist. bike side to side. improper gearing.
domestique: (French) team nder who sacrifices hook: elbowing or wheel movement which paceline: chain-like formation of cyclists sharing
individual glory for team leaders. impedes the progress of another cyclist, usually the pace by taking turns at lead breaking the
dossard: (French) competitor's race number. illegal. wind, then pulling aside and soft pedaling to the
drafting: riding behmd another cyclist or vehicle horsepower, hp: measure of power output, one hp sheltered rear position for recuperation, see
for aerodynamic advantage. equals 746 watts. drafting, echelon.
drop, dropped: failing to keep pace, loosing con- HPA: human-powered aircraft. pack: a close-knit group of cyclists.
tact with
the main group of cyclists. HPB: human-powered boat. pannier: (French, bread basket) bike-mounted
drops: the lower pari of the handlebars, usually HPS: human-powered submarine. storage bags.
below the brake levers. HPV: human-powered vehicle. pav6: (French) cobblestone road surface.
duathloD: running and cycling event; also called HPUV: human-powered utility vehicle. pedicab: cycle rickshaw or pedal -pwwered taxi.
biathlon. hydroplaning: ndmg on the surface of water, peloton: the whole or main group of cyclists, also
eat it: to fall or crash. when tires skim on wet road. pack, field, bunch.
echelon, chain gang: paceline of drafting cyclists, intermodal: transport system that allows for differ- penny farthing: high-wheel bicycle, derives fixim
usually in two lines, one pulling forward into ent modes,
e.g., bike and transit. size difference of coins and wheels.
wind, the other pulling off sheltered by the oth- jump: a quick acceleration, usually standing on the pits, pit stop: designated location on race course
pedals. where cyclists can receive equipment repairs.
ergometer: device that measures human power kerroesse: a circuit road race with laps of about presta valve: air valve commonly used on high-
output. three to ten kilometers. pressure tubes and tubular tires.
etape: (French) single stage of a multt-stage race. kinetic sculpture: mobile art works, human pow- prime: (say preem) mid-race spnnt for pnze.
face plant: to fall on one's face. ered vehicles. points, or time bonuses.
factor of safety: measurement of materials" klunker, clunker: old or cheap bike used for prologue: (French) begirming of stage race, usually
strength for bike components. klunking. also beater bike, a time tnal, may not count m general classifica-
feed zone: location on race route where cyclists knobbles: tires with studs for off-road traction. tion.
receive food or drink. leadout: tactic where team rider accelerates to push: pedaling with a large gear.
field: whole or main group of cyclists. maximum speed so leader can draft and sprint raid: semi -competitive touring event, usually held
field sprint: sprint at firush with main group of past, see slingshot. on rugged terrain.
cyclists. Ianc4: (French) flying start. rando, randonneur, randonnee: (French) special
fixed gear: lantern rouge: (French) red tail light on train's touring event with checkpoints.
namme rouge: (French) red triangular sign mark- caboose, last finisher in a race, last in general retro-grouch: someone who insists on traditioD.
ing the
final kilometer of a road race. classification, road rash: skin abrasions due to fall or crash.
Oyer: I . short breakaway, an acceleration ahead of low rider: I . recumbent bike or HPV with ultra- rouleur: (French) kind of cyclist capable of high
a group of cyclists. 2. to fall. low position for aerodynamics. 2. classic bike speeds on flat and rolling roads and lime trials.
flywheel: with ultra-low position for show. RWD: rear-wheel-dnve.

FOB: freight on board, bike's cost at port of origin. LWB: long wheelbase. saddle time: time spent actually nding.
freewheel: maglia rosa: (Italian) race leader's pink jersey for safety bike: common bike design, dating from
FWD: front-wheel-dnve, Giro d'ltalia. 1880s. with upnght position.
gear inches: relative measure of gear ratio derived maillot jaune: (French) race leader's yellow jer- sag wagon, broom wagon: motor vehicle follow-
from wheel diameter, see development, sey, usually
for Tour de France. ing cyclists
in tours or races that carry equip-
general class! ficatioa, GC: overall standings in a minuteman: cyclist preceding another in a time ment, clothes,
food, medical supplies, and tired
stage race. trial, usually by a minute or two. or injured cyclists.
gnarly: anything rough or treacherous. modal split: the ratio or percent that different schraeder valve: air valve commonly used on low-
Golden Age, bicycle craze: historic period from modes of travel are used. pressure tubes and car tires.
1870s to 1890s, monococque: one-piece construction. scorcher: name given to fast cyclists of the 1890s.
gOQZo: anything fun. crazy, or cool. monocycle: one-wheel cycle, with cyclist inside shake n bake, whiplash: an evasive racing tech-
gradient: steepness of road or trail, measured in wheel. nique where
a lead cyclist swerves across road to
percentage; 100 meter rise in one kilometer = moto: BMX race. drop drafting cyclists.
10% gradient. motorhead: motorist. sil Id, sit on: sitting in another cyclist's slipstream
granny gear: very low gear, usually near one-to- motorpace: nding in the draft of a motorcycle, car. to save energy, sec hanging in
one ratio, used for steep hills and carrying loads. van, or sometimes another cyclist. slingshot: using another cyclist's slipstream to gain
gregario: (Italian) see domestique. MTB: mountain bike speed and spnnt past, sec leadout
groupetto: small group of nders. usually behmd musette: (French) cloth shoulder bag for carrying slipstream: wind shelter provided by leading
leaders and main group. food and drinks, usually handed off to racers in cyclist or group.
hammer: to pound the pedals, accelerate and ride feed zone. snap: muscular speed used to accelerate quickly.
as fast as possible, as in "put the hammer down." NMV: non-motorized vehicle. sncrd one who sniffs bicycle seats.
hanging in: keeping pace with a group of cyclists. OEM: onginal equipment manufacturer, maker of soft pedal half coasting, half pedaling, turning the
not leading, usually to save energy or because of parts for name brand bikes. pedals with minimal force to save energy.

558 BIKE CULT

 NOTES

soigneur: (French) racer's attendant, taking care of axle falls behind line from steering tube. gallon (gal): = 4 quarts = 3.78 liters = 23 1 cubic
food and massage, trailhead: entry point of off-road trail inches = 8.34 pounds.
solo: bicycle built for one, as opposed to tandem. trial: any kind of cycling test, stunt, or race. gram (g): = 0 03 ounces.
souplesse: supple or loose muscles. triplet: bicycle built for three. horsepower (hp): = 745.7 watts.
spin: pedaling at a rapid cadence. tuck: extremely aerodynamic position used for hour (h) = 60 minutes = 360 seconds.
squirrel: a swervmg. unstable, nervous cyclist. descending and lime tnals. inch (in): = 2.54 centimeters.
stage race: a multi-day point-to-point race, usually turkey: a slow, awkward, or novice cyclist. lulocalorie (kcal): = 1,000 calories = 4,186.8
with road races, time trials, and criteriums. turn sheet: route map indicating turns, stops, joules.
stayer: 1. type of bike and motorcycle used for stores and landmarks. Idlocalorie per minute (kcal/min): = 69.78 watts.
paced racing. 2, cyclist with the ability to main- tweek: to turn, bend, or break something. Idlograro (kg): = 1000 grams = 2.205 pounds
tain
high
a speed for long penods, usually on flat u-lock, D-lock: commonly used bike lock. kilometer (km): = 1,000 meters = 0.6214 miles
roads, also pacer or rouleur. unicycle: one-wheel cycle, with the cyclist above kilometer per hour (kph): = 0.62 miles per hour.
stoker: rear cyclist on a tandem, wheel. kilowatt hour (kWh): = 3.6 megajoules.
surplace: (French) technique of balancing in place, velodrome: cycle racing track. knot (nm): = 1.15 miles = 1.85 kilometers.
motionless on a bike: also called trackstand. veloway: bike path with few intersections. knots (nautical mpb): = 0.52 meters per second,
SWB: short wheeibase. wannabe: a cyclists who wants to be better but is liter (1): = 1 06 quarts.
sweet spot: special moment of euphoria brought on somehow lacking. meter (m): = 1(X)centimeters = 3.28 feet.
by cycling. wheeibase: distance from front to rear wheel axles. meter per second (m/s): = 3.6 kilometers per hour
switchback: one of many sharp turns in roads that wheelie: to ride with the front wheel off the = 2.237 miles per hour.
go up steep mountains. ground; to "pop a wheelie." mile (ml): = 5,280 feet = 1 509 kilometers.
tandem: bicycle built for two, usually both pedal- wheelsucker: a cyclist who does no work in a mile per hour (mph): = 1.609 kilometers per hour
ing. paceline or peloton. = 0.447 meters per second.
techno-weenie: someone who likes technology. wind-up: gradual acceleration leading up to an all- ralUUiter (ml): = 0.001 liters.
tempo: moderately high rate of cadence or speed, out sprint millimeter (mm): = 0.039 inches.
also cruising speed. minute (min): = 60 seconds
throwing the bike: technique of pushing the bike MEASUREMENTS ounce (oz): = 28.3 grams.
forward in a close sprint so the front wheel cross- pound (lb); = 16 ounces = 0.45 kilograms.
es the
finish line first. atmosphere: = 14,7 pounds per square inch. quart (qt): = 4 cups = 0.94 liters.
tifosi: (Italian) super-enthusiastic racing fans; British thennal unit(BTU): = 1.054.9 joules. second (sec): = 1.000 milliseconds.
derives from typhus patients suffering from fever centimeter (cm): = 10 millimeters = 0.39 inches. ton (t): = 2,000 pounds = 900 kilograms.
and delirium. cup (c): = 8 fluid ounces. watt (W): = 1 joule per second.
time trial, XT: race against the clock over a certain day (d): = 24 hours = 1440 minutes = 86400 sec- yard (yd): = 3 feet = 0.914 meters.
distance, also team time trial, TTT usually four- onds.
person teams. degree Fahrenheit: = 18 degree Celsius.
topo map: topographical map showing elevations, nuid ounce (fl oz): = 29 6 milliliters.
see gradient. foot (ft): = 12 inches = 30.5 centimeters.
trail: 1. off-road path. 2. measurement of steering foot-pound Ob-ft): = 1.356 joules.
geometry, distance that vertical line from wheel foot-pound per second (ft-lb/sec): = 1.356 watts.

Notes

I BEGINNINGS Leonardo da Vinci, New York: Charles Count," Bike World, July 1977, pp. 20-2 1.
Scribner's Sons, 1978. p. 86. 4. Ernest Lacon, Moniteur de la Photographie,
1. Charles Singer. "A Short History of Wheeled 8. Frank Rowland Whin, "What is that Cherub Paris, October 1. 1868; quoted in Andrew
Vehicles." A Histon of Technology^ Oxford Doing?" Cycletouring, Apnl-May I97I, p. 80. Ritchie, King of the Road, London: Wildwood
University Press. 1960. 9. F.P, Pnal, "Cycling in the United States," House. 1975, p, 20
2. J.E. Cirlot, A Dictionary of Symbols, New York; Harper S Weekly, August 30, 1890. p. 669. 5. British Patent No. 432 1, June 21,1818

Philosophical Library. 1971; J.C. Cooper.y4n 10. Robert A. Smith, A Social History of the 6. Hans-Erhard Lessing. "Von Drais; The Man and
Illustrated Encyclopedia of Traditional Symbols, Bicycle, New York: American Heritage Press, the Myths," International Cycling Guide,
London: Thames and Hudson, 1978. 1972. p. 3. London: Tantivy Press, 1984.
1 1. L. Baudry de Saunier, Histoire de la 7 Herbert O. Duncan, World on Wheels, Paris,
3. Singer, A History of Technology.
4. J.M. Fuchs and W.J. Simons, Defiets van toen Locomotion Terrestre, Paris, 1935. 1928.
en nu, Alkmaar. NL: De Alk, 1983, pp. 6-7. 8. Ritchie, King of the Road, p. 36.
5. Charles van Beuningen, Complete Drawings of
2 VELO DEVELOPMENT 9. Arthur Judson Palmer, Riding High, New York:
Hieronymus Bosch, London: Academy Editions, E P. Dutlon, 1956, p 35.
1973, pp. 50-51. 1. Robert Wilkinson-Latham, Cycles in Colour, 10. Irish Cyclist, September 25, 1895.
6. Augusto Marinoni, "The Bicycle." Ladislao Reti. Poole: Blandford Press, 1978, p. 11. 11. David Heriihy, "Lallement vs. Michaux," The
ed.. The Unknown Leonardo, New York: 2. R,W. Jeanes, PhD Thesis, University of Paris. Wheelmen. 1992, pp. 7-8
McGraw-Hill, 1974, pp. 288-91. 1950, 12. W. Starley, Life and Inventions of James
7. Charles Gibbs-Smith, The Inventions of 3. Clifford Graves. "Clearing the Doubt About the Starley, Coventry, 1902.

BIKE CULT 5S9

 13. Frank Bowden, Cycling for Health, London: Wilson. Bicycling Science, Second edition, 85.
Criterion Press, 1890. Cambridge, MA: MIT Press, 1982, pp. 127-28. 12. Louis B. Casagrande and Phillips Bourns, Side
14. G.H. Bowden, The Story of the Raleigh Cycle, Another way this has been stated: "The effect of Trips: The Photography of Sumner W. Matteson
London: Allen, 1975. a given mass in the wheels is almost twice that of 1898-1908, Milwaukee: Milwaukee Public
15. Robert A. Smith, A Social History of the the same mass in the frame." Museum, 1983.
Bicycle. New York: American Heritage Press. 13. T.B. Pawlicki, How to Build a Flying Saucer 13. "Kenneth Snelson: Straddling the Abyss
1972. p. 54. (And Other Proposals In Speculative Between Art and Science," ARTnews, February
16. Dick Swann and James C. McCulIagh, Engineering), Englewood Cliffs, NJ: Prentice 1981. pp. 70-71.
American Bicycle Racing, Emmaus. PA. Rodale Hall, 1981, pp. 73-75. 14. Peter Schickele, An Hysterical Return: P.D.Q.
Press, 1976, p. 2. 14. Sir Arthur Conan Doyle, "The Adventure of the Bach at Carnegie Hall, Vanguard Records, 1987.
17. United States Playing Card Company, company Priory School," The Strand Magazine 27, 15- Morton Grosser. Gossamer Odyssey, Boston:
history. February 1904. Houghton Miflflin, 1981, p. 149.
18. American Bicyclist and Motorcyclist, 100th 15. Sir Arthur Conan Doyle, Memories and 16. James C. McCullagh, ed.. Pedal Power,
Anniversary Issue, December 1979. Adventures. Boston: Little, Brown and Co., 1924, Emmaus, PA: Rodale Press, 1977, p. 36.
19. Ibid, p. 253. p. 102. 17. Scientific American, January 13, 1906, and
20. Urs Heierli, Environmental Limits to 16. Bicycling World: quoted in American Bicyclist September 22, 1906.
Motorization, St. Gaulen, Switzerland: SKAT, and Motorcyclist. December 1979, p. 142.
1993. 17 Ibid., p. 160. 5 BICYCLE BODY
2 1. Lawrence M. Fisher, "Boom in Mountain Bikes 18 WhittandWilson, p. 56.
Revives the U.S. Industry," The New York Times, 19. James Reswick, "A New Automatic Bicycle 1. S.S. Wilson, "Bicycle Technology," Scientific
April 1, 1991. Transmission," //uman Power, Winter 1986-87, American, March 1973, p. 82.
22. H. Dolnar. "An American stroke for novelty." pp. 15-19. 2. Elizabeth West, Hovel in the Hills, London:
77ie Cyclist, London. January 8. 1902. 20. Ramondo Spinnetti, "Backward Versus Faber and Faber, 1977, p. 185.
23. Amfried Schmitz. "Why Your Bicycle Hasn't Forward Pedaling," Human Power, Fall 1987, 3. Wheelwoman, May 23, 1896; quoted in Andrew
Changed For 106 Years," Cycling Science, June pp. 1-12. Ritchie, King of the Road, London: Wildwood
1990 The UCI's 1934 ruling was made on April 21. Motorola professional cycling team, 1992. House, 1975, p. 160.
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September 1987. November 25, 1994. This is probably not "the 2. Sundown Slim, "Coming On," Bicycle Guide,
2 1. Peter Nye, "Remembrances of Tours Past," first attempt," but the most likely to succeed. February 1986.
Inside Cycling, July 1987. pp. 25-31. 11. "Rambling." Bicycling!, February 1977. 3. John Dowlin. from Bicycle Network correspn-
22. Gabriele Roiin. translated by Owen 12. Ruth Kneitel, "Boy on a Bike," Bicycling!, dence, January 1987.
Mulholland. "Women's Racing Comes of Age," August 1969. 4. Scott Martin. "Mileage Junkies," Bicycling,
H'inning. November 1983. \i.The Kingdom of Bicycles, China Today, 1984. April 1989; "Quick Releases," March 1991, and
23. Matthew E. Mantell. "The Greatest Cycling 14. David Richards, "Lord Of the Rings Is Called Apnl 1993.
Novel Ever Written." Bicycling, April 1989, pp. de Sade," The New York Times. April 7, 1991. 5. Jacquie Phelan. "Uphill Struggle," Bike, July-
82-88. August 1994.
24. Ralph Hume, The Yellow Jersey, New York: 14 PUBLIC IMAGE 6. R.N. Khurana, "Bicycle — A Teacher of Human
Simon & Schuster, and London; Weidenfeld & Values," Indian Bic\'cle Ambassador, June 1990,
Nicolson. 1973, 1. Robert A. Smith, A Social History of the Bicycle. p. 19.
25. Deirdre Bair. Samuel Beckett, New York: New York: American Heritage Press, 1972. p. ix 7. Shawn Gosieski, "Zen and the Art of Bicycle
Harcoun Brace Jovanovich. 1978. pp. 382. 557. 2. Transportation Alternatives, press release, July Commuting," Cyclebrations, Summer 1986, p.
Another version is that Beckett encountered a 10, 1990. 13.
prostitute on rue Godot in Paris, who asked him 3- Advertising Age. 8. Ergot Vinning, "The Taming of a Medieval
if he was "waiting for Godot?" 4. Compared to 16 ad pages for bikes only. Pestilance," Technology Review 81, December
26. Mantell, Bicycling, April 1989. 5. "Car Ad Nauseam Update," London Cyclist. 1978-January 1979, p. 69.
27. Jacques Augendre, Le Cycle; American January-February 1991. 9. Carl Sagan, Cosmos, New York: Random House,
Bicyclist and Motorcyclist, December 1979. pp. 6. American Bicyclist and Motorcyclist. December 1980, p. 46.
285-340. 1979, p. 71. 10. Bruno Schulz, The Streets of Crocodiles, trans.
28. Because of conflicting reports, this rider may Celina Wieniewska, New York: Pengiun Books,
be either Octave Lapize, Louis Trousselier. or 15 LIVING AND LOVING 1977, p. 156.
Lucien Georges Mazan, otherwise known as 11. Doug Kellogg, Bicycling!, November 1977, p.
Lucien Petit-Breton. I.Palo Alto Weekly. December 1987. 72.
29. Eugene Christophe. quoted in Owen 2. Henry Miller, My Bike & Other Friends, Vol. 2, 12. William Sarx>yan. The Bicycle Rider in Beverly
Mulholland. "The European Scene," American Book of Friends. Santa Barbara, Capra Press, Hills, New York: Ballantine Books, 1952.
Bicycle Racing, p. 134. 1978, pp. 105-110. 13. Chnstopher Morley, The Romany Stain, New
30. Marcel De Leener. "Henn Pelissier." Cycling. 3. Franklin Roosevelt quoted in American Youth York: Doubleday, 1926.
December 5, 1970. Hostels brochure. 14. Arturo Schwar^, 7?ie Complete Works of
3\. la Gazzetta dello Sport. October 3, 1977; stage 4. Zhou Youma, "Ode to the Bicycle." China Marcel Duchamp, New York: Harry N. Abrams,
races were counted as one race. Reconstructs, May 1987. 1970, p. 442.
32. Pete Penseyres, "How RAAM Was Won." 5. "Press Matches," New York Press, August 1991. 15. Lawrence D. Steefel Jr., "The Position of La
Bicycle Guide, February 1985. 6. National NOW Times, March-April 1991. Mariee Mise a Nu Par Ses Celibataires, Mime in
7. Seamus McGonagie, The Bicycle in Love. Life. the Stylistic and Iconographic Development and
13 RECREATIONS War and Literature, New York: S. A. Barnes & the Art of Marcel Duchamp." Ph.D. dissertation,
Co., 1969, p 90. Princeton, I960, p. 423
1. Bicycle Retailer and Industry News, June 1993. 8. Marcel Proust, Within a Budding Grove, trans 16 H W Janson, History of Art, New York: Harry
2. John Williams. Dan Burden, el al.. Bicycle C.K. Scott Moncrieff, New York: Random N. Abrams, 1969, pp. 9-10.
Forum 12. December 1985. House, 1951, p. 241 17 Billy Kluver, "The Garden Party." in The
3. Bicycle Guide, February 1986. 9. Richard Ellmann, ed.. Selected Letters of James Machine, KG Pontus Hultin, ed.. New York:
4 Mark Twain, "Tammg the Bicycle," (1886) in Joyce, New York: Viking Press. 1975. p. 308. Museum of Modem An. 1968, pp. 169-71.
H'hat is Man? and Other Essays, New York: 10. Christopher Morley. The Romany Slain, New 18. J.F, Turner, Howard Finster: Man of Visions,
Harper& Bros. 1917 York: Doubleday, 1926. New York: Knopf, 1989
5 International Youth Hostel Federation World MM. Masud R Khan, "The Fvil Hand," Normal, 19. Claude R. Logan, ed., Joseph Beuys: Is It About
Map, 1993. No 1, Summer 1986, pp. 84-93. A Bicycle?, New York: Mansa Del Re Gallery,
6. James Mcnnie, "Light showers cool off cyclists," 1986.

564 BIKE CULT

 1
Index

Abbott, Allan. 43, 140,426 Behrman. Daniel. 189,285 Boer War. 318
Abt, Samuel. See Notes and Bibliography Belgium, 318-21,325, 436; in sport, 355, 394, Bordeaux. France, 128. 250, 286, 378. 382. 404
Accessories, 90-92; handlebars. 61-62; wheels, 406,410,416 Bordeaux-Paris race. 223. 357-58, 368, 406
65-66; seats, 63-65 Bell Sports Co., helmet maker, 180-81 Boer War, 318
Accidents, 18, 29, 31, 170-171,243, 257-64, Benchley. Robert. 8-9 Bosch. Hieronymus. 5. 484
325-31, Bendix, 87, 93 Bossi. Enea. 144
Ackermann steering. 31 . 60 Benz, Carl. 93-94 Boston. 15, 23, 27. 140-41.250. 269. 332-34.
Advertising: 457-61 ; Ad Age. 456 Beresford. Lord Charles. 12 347. 461 ; Boston Post Road. 241 . 246
Aero-bikes. 43-44.60. 65-66, 125-128 Bernard. Tristan. 363 Bowden. Benjamin. II. 106
Aerodynamics, cycles, 41, 42; wheels, 65-66; Berryhill, James. 301.324 Bowden. Frank. 36. 363
clothing, 177 Berthet. Marcel. 129 Braess. Dietrich. 255
Aeronautical Annual. 95 Beuys. Joseph. 495-96 Brakes. 37-39.73, 80-83
Aerospace technology, 42, 53-54,69 Bibendum. 400 Brandt. Jobst. 45-46
Agriculture, 124-25 Bickerton. Harry. 107-8 Brassai. 491
Air: pollution, 256-57,304; properties of, 48; Bicycle advocacy. 243-46, 260, 262, 265, Breeze, Joe, 39. 133
resistance, 174-77 270-72,277.281-82.291-92,295.307-13. Breyer. Victor. 367-69
Aircraft: pioneers, 95; human-powered. 143-47 326-27.333. 336-39.341. 347-48 Britain. 28-29. 117-18
Allen, Bryan, 144-45 Bicycle body: ailments, 136-40; attributes and Brooks. Alec. 140-41
Aluminum, 53-54 benefits, 130-35; injuries, 130. 136-47; Brooks. J. B., 63
All-terrain cycles, 133-37,139 systems. 129-35; positions. 136-37.172-73; Brown. Jerry. 301
All-Terrain Medical Unit, 121 synergy, 47-48, 129-30, 133; therapeutic Brown. Joe E. . 473
Amateur Athletic Association (AAA), 354 cycling machines, 114, 148-49. 155 Brown. Lawrence. 84
American Automobile Association (AAA). 245 Bicycle boom, 38, 45, 396, 436, 457, 473 Bruer. Marcel. 51
American Bicycle and Cycling Museum. 492 Bicycle industry, 31-32, 37-38, 67, 90, 297-300 Brummer. Tim. 43
American Bicycle Company (ABC). 37 Bicycle invention, names, 14, 18, 26, 28. 103; Buddha. 3
American Bicyclist. 461-62 patents, 17-18,24, 31, 38. 67-68; perfection Bunau-Varilla. Etienne. 129
American Cycle Racing Association (AGRA), of, 16, 20, 33, 36, 41-44,57; testing. 41. Bunyan, J. Lemon. 482-83
355, 366 46-47 Burden. Chris. 495
American Racing Cyclists Union (ARCU). 355, Bicycle Lake. 233 Burke. Edmund. 258. 463
366-67 Bicycle owning: theft. 62; cost. 24 Burrows. Mike. 43. 58-59.98, 115, 127,464
American Medical Association (AMA), 330 Bicycle pollution. 46, 302-6 Burton, Beryl. 392-93,414
Amgott, Seth, 336 Bicycle technology, 28, 31, 33, 38, 45, 47, 57, Bush. George. 291-92
Anquetil. Jacques, 210, 224, 409. 412. 414-15 71,89-91
Antoinette. Marie. 9. 12 Bicycle Union (BU), 354 California. 29-30. 39. 41-43. 47. 110
Antonini. Franco. 473 Bicycle USA. 347-48
California Highway Patrol. 42. 125
Applied cycles. 121-24 Bicycle VWieW(Duchamp). 488-91,496
Calorie consumption. 162. 189-91. 197. 210-11.
Archer. James. 78 Bicycle Window, 9-10
217
Armstrong. Lance. 398 Bicycles in War. 315 Callenbach. Ernest. 342
Arnold. Adolf. 36 Bicycling schools, 18, 30
Campagnolo.SPA Brevetti Internazionali. 48-49.
Artistic Cycling. 109. 236 Bicycling magazine. 2. 5. 473, 484, 486 81-82. 88; Tullio and Valentino. 48-49
Askowitz. Andrea Rose. 472 ne Bicycling World. 37
Canada: 118.210
Atlantic Ocean, pedal-powered crossing, 121-22 Bikeaholic, 477
Cardio-vascular system. 133-35
Atmodarminto, Wiyogo, 277 Bike, Goddess of Cycling, 2, 5
Cargo cycles. 34. 103-5
Austin, Herbert, 93 Bike Culture Quarterly. 241
Carmichael. Chris. 258
Australia, 43, 328, 330, 463 Bike for Peace, 345
Carroll. James. 20
Bikes Not Bombs, 346-48
Car and Driver magazine. 312
Bachrach, Bert, 473 Birmingham Small Arms (BSA). 36. 104. 107. Carriages, animal-drawn. 3-12, 67; manumolive,
Baker, Nicholas, 474 121. 125, 151,318
11; v6locif6re (stage coach), 14; velocipedes,
Balari, Eugenio, 289-90 Blanchard and Masurier, 9-10
19; horseless. See Motor vehicles
Bald, Eddie "Cannon," 365-66 Blanchard.H.S.. 139
Carter, Jimmy, 291
Ballantine, Richard, 259, 429, 463-64 Blatchford, Robert. 296
Castro, Fidel, 289
Balloon-tire bicycles, 38 Blind cycling. 104
Century rides, 440
Bangladesh. 234 Bliss, George, 65
Century Road Club of America (CRCA), 359
Barnum. Phineas Taylor. 450 BMX (bicycle moto-cross): 131, 133, 136;
Cesar (Baldaccini), 494
Battelle Memorial Institute. 324 components, 55, 61, 68. 82. 127; clothes 180.
Chaco War. 319
Bauhaus. 51 182. 186; racing. 416-18.420. 447. 463
Chains. 26-27.29. 31. 34. 71-76.81
Bean. W.G.. 119 Boardman. Chris, 127-28,395
Chainwheels. 39. 72-78.83
Beckett. Samuel. 402-3 Bobet, Louison, 181, 409. 415
Challand. Charles. 40

BIKE CULT 565

J
Chamois, 167, 184 Cydo-cross: bikes. 133; racing, 416 Egg, Oscar. 80, 129
Chaplin. Charlie. 276. 451 Cyran. Joe. 327-28 Eggleston, David, 271
Chernobyl. 389. 439 Czar Alexander. I. 13 Einstein, Albert, 488
Chilcole. Keith, 85 Eisenhower, Dwight, 291
Children: accidents. 259. 262. 330; childhood. Dacre. Harry. 470-71 Electric generators, pedal-powered. 101. 150-51.
467-68; cycling machines, 156; louring, 468. Daedalus Project, 146 321
508 Daimler, Gottlieb, 94 Ellegaard. Thorwald. 369
China: 234. 236-39.242. 278-81,300. 395; "Daisy Bell,- 470-71 Emergency cycles. 121
Beijing. 232; cargo carrying. 274-75; industry. Dal Monte, Antonio, 127 Energy cycle. 202
236. 297-98; mating rimal. 470; Nanadiang Dalzell, Gavin, 17, 19 Energy efficiency. 189-91
Uprising, 319; Qing dynasty, 232; Sino- Dansk Cyklist Forbund. 307. 341 Endangered species. 65. 311, 325
Japanese War. 322-23 Darracq. Alexandre. 93 Engineering Magazine. 41
Chomeaux. Roger (Chomo). 494 Davenport. David. 6 English Channel, 139, 142. 145, 443
Christ. Jesus. 3. 5. Davidaitis. Charlie. 333 English Mechanic. 19, 24, 164
Chrisiophe. Eugene. 405-6.415 Davies. Tom. 160 Equal Rights Party, 292
Cinelli. Cino. 68. 76. 126 Da Vinci. Leonardo. 5-7. 9 Equilibrium of cycling machines, 102-4
Circus cycling. 136.450-52 Deal, Michel. 84-85 L'Equipe. 223,399,407
Clarion Fellowship. 296 De Dion, Albert, 93, 358 Ergometers, 101, 149,215-17
Clark. Bud. 291 Delgado, Gonzalo, 340 Ergonomics, 43, 63, 126
Clarke. Andy. 326 Delgado, Pedro, 226, 399 Erwin, Eliot, 459
Clarkson. W K.. 15 Del Priore, Joel, 474 European Cyclists' Federation (ECF). 307. 330
Clinton. Bill. 292 Demi-fond cycles, 60, 126 Evelyn. John. 8
Clothing. 177-87.321.356 Denmark: Christiana, 106; bike theft, 341-43 Exercise cycles. 101. 148-49
Cody. Buffalo Bill. 360. 450 De Saunier. L. Baudry, 13, 20 Exxon Corporation. 54. 304. 459
Coleman. Albert. 37 Desgrange, Henri, 160. 400, 404-5. 407. 423
Collins. Dwighl. 142 De Sica. Vittorio, 339 Face plant. 166
Colnago. Ernesto, 125. 127-28 DeSivrac. 11-13 Farffler. Stephan. 9
Colombo. Angelo Luigi. 51 Desplats, Hfilfene, 286 Fat: body. 162-63; nutritional. 191-95
Colorado. 39. 397-98 Dickson, Scott, 84 Fat Tire Flyer. 166,432
Colored Wheelmen's Association. 365 Dicycles, 24 Faure, Francois, 41
Columbia bicycles, 89, 317 Didier, Paul, 143 Fields, W.C, 334
Columbus tubing, 50-51 , 128 documenia 7. 495 Fignon, Laurent, 127, 181,411-12
Compagnie Pansienne des V^locipMes. 24. 315 Doe, John and Jane, 346 Finster, Howard, 494
Composite materials. 52-54.65-66 Dogs, 116,257,319,325.418 Fischer, Edouard, 79
Computers: 58-60, 123-23; for design and Doolitile coaster brake. 73. 81 Fischer, Freidrich and Philip, 57
manufacturing, 54, 65 Dougherty. Nina. 190 Fisher, Gary, 39, 133
Consumer Goods Hazardous Waste Study, 305-6 Dowlin. John. 266-67. 291 . 478 Retcher, Ellen, 265-66, 478-79
Convertible cycles, 31, 110-13.117. 121-22. Doyle. A. Conan. 72-73 Right: in cycling, 47; human-powered, 143-47
139,318 Drais, Karl von. 11, 13-16 RywIieeU, 69, 84-85, 148-51
Cooper. Tom. 365-66.368 Drela, Mark, 141 Folding cycles, 33.52. 107-9
Coppi. Fausto. 408-9. 414. 477 Drugs, 222-28, 332-33, 477-78, 484-85 Foniana. Giovanni. 9
Coquelle. Robert. 368-70 Drunk driving, 327-28, 336 Food. 160. 162. 170. 186. 190-202.206.
Conis, Herbert Lydell, 30 Duchamp, Marcel, 488-91.4% 210-1 1. 359; cost. 191. 301. 427; discovering.
Courier cyclists, 254. 261 , 273-75 . 336-W Ducker. HE.. 360 429, 435-37
Coventry. England. 23. 29. 31. 67 Duncan, Herbert O.. 8 Ford. Henry. 45. 93
Coventry Machinist's Company. 24, 31 Dunham, Mary Frances, 231 Forester. John. 266
Cowper. E.A.. 57 Dunlop, John Boyd, 34, 36, 70-72 Frames. 36. 50-55
Cripps. Robert. 33 Dunlop'sdLsease, 137 France: 11. 26-27.73. Bar-le-Duc. 23-24; Mom
Cuba. 289-90.317 DuPoni(E.I. du Pont de Nemours & Company), St Piri. 319; Saini-Etienne. 73. 318
Cunningham. Charles. 88 products, 48, 53. 56. 65-66. 68. 98; Franco-Prussian War. 24. 27. 315
Curry. Manfred. 40. 42 environmental record. 48; human-powered Franklin, Benjamin, 9
Cuniss. Glenn. 95 vehicle competitions. 121 ; Tour DuPont. 398 Free bicycles, 342-43
Cycleball. 136.420-21 Durer. Albrecht. 9 Freestyle: bikes, 135; sport, 417, 447-48
Cycle paths. 249-54.257. 260-61.286-87 Duryea, Charles and Frank, 93 Friction: in bike and body, 174, in air, 175-76
Cycle sport: as peacekeeper 131-32;5<* Union Dutrieu, Hdline, 359 Fridolin, Naef, 103
Cycliste Intcmauonale and Appendices DuVall, Bob, 301 Fulbnghi, William, 315
Cycle Watch. 326 Dynamometer, 36, 47, 216
Cycling magazine. 33. 428. 464
Galswonhy, John, 294-95
Le Cycliste. 79, 461 Eclipse Bicycle Company (Bendix), 73, 81 Cast, Marguerite, 359
The Cyclist. 40
Edgeworth, Richard Lovell, 102-3 La Gazzena delta Sport. 351 , 357, 389
CycliBi' TounngClub (CTC), 243. 307. 460.
Effective Cycling. 260-61 General Motors Corporation. 89
473

S6« BIKE CULT

 1
Gerard, Captain, 107. 318 Hitchcock. Robert, 140 Kahn, M. Masud, R., 474
German Cycling Federation, 295-96 Hobby horses, 9, 12, 14, 12-18 Karlsruber Zeitung. 17
Germany: Baden, 15, 17; Berlin Wall, 236; Hodgkinson,E.H., 78 Kannellopoulos. Kanellos. 146
Green Party, 285; inventions. 15-19, 23, 40, Hoffman. Dustin. 403 Kamm, Leo. 318
109; Nazi regime, 320; socialism, 68; Hoffman, Freddie. 479-80 Kelly. Sean, 392. 395
transport, 285 Hoffman. Albert. 484-85 Kemplon, Murray. 336-37. 340
Giap, Va Nguyen, 323 Holland. 98. 235. 270. 281-82,289, 301. 311. Kennedy. Joseph. III. 292
Giddings, Howard A., 317 321,342,355,394,436 Kimura. Hidemasa. 144
Gimondi, Felice, 220,410 Holmes, Sherlock, 72-3 Kinch. Pat. 131
Giro della Lombardia, 48. 74, 373 Hon, David and Henry, 108 Kinetic sculpture. 137-40
Giro d'ltalia. 207, 357, 373, 386, 388-89, 395, Hooker, Gary, 128 Kingsbury. John and Miles. 43
408-12 Hooley.Terah, 36 Kipling. Rudyard. 242-43
Giro helmets, 127, 180 Hooper, William. 10 Kirby. Bruce. 142
Golden Age of cycling, 30. 36-38. 45, 64, 113, Horses, 5. 12. 14.30.244 Klunkers. 133.418,432,477
251,325,357.386,434,461 Hotchkiss. Arthur. 119 Klulver. Billy. 493
Golden rules of cycling, 57, 73, 88, 178, 341 Howard, John, 132. 189. 424. 426 Koblel. Hugo. 181.389
Gold rush, 114,232 Hoyt, Garry, 140 Koch. Edward 1.. 335
Gold Rush (HPV), 130-31 Huber. Chris, 131 Komanoff, Charles. 460
Goodyear. Charles, 71 Hujsak, Skip and Vicki, 132 Kondovi Troupe. 450
Gomberg, Tooker. 310 Human-powered vehicles (HPVs): 40-43, Knudsen. William. 93
Gomperlz, Louis. 16 113-15, 125; 129-32; utility vehicles Kramer. Frank. 363, 367. 369
Gossamer Albatross, 145. 147 (HPUVs), 116-24 Kremer. Henry. 144-45
Gossamer Condor, 144-45 Humber. Thomas, 30, 33, 36 Kryplonite locks. 340
Grasso, Ella. 291 Hurne, Ralph, 402-3 Kubota. Shigeko,489
Graves, Clifford L., 321 Hurricane Hugo, 48 Kurz, Carl, 346
Gravity-powered vehicles, 131 Hutchinson, Hiram. 34 Kyle, Chester. 127. 129. 189. 463
Greenways, 250 Hybrid cycles: cross bikes (mountain-road), 39. Kyphosis bicyclistarum. 136
Grosser, Morton. 143 106, 299; moped cycles (motor-pedal), 94-95,
Grout, W.H.J. , 32 100-101,106, no, 152.286 Lallement. Pierre. 20-21.23
Grubb, F.W . 41 Lamarche-Vadel, Bernard, 496
Guilmet. Andr6. 25 Ice skating, 17; ice cycles, 134 Lambie, Jack, 129
Guimard. Cyrille. 397.411 Illich, Ivan, 312-13 Law and Order magazine. 335
Guinness Book of Records, 426, 442, 446 India: British East India Co., 232 Lawson. Harry J.. 27. 29
Indian Bicycle Ambassador, 483 Lawson, Iver. 369-70
Haessler. Helmut, 143 Indurain. Miguel, 128, 207, 398, 413-414 League of American Bicyclists. League of
Halpern. Jack. 104 Industrial Revolution, 3, 1 1, 20 American Wheelman (LAW). 23, 85, 95,
Hand Cycles. 9, 75. 101, 114, 155 Intermediate technology, 116, 150, 249. 274. 243-46,260. 307. 317. 326, 333. 355-56,
Handlebars, 28-29,43, 59-60 286, 302 360,365-67.461-63
Hanlon brothers, 23, 5u/7^rfra, 138 Inlernalional Herald Tribune. 285 Leblanc, Jean-Marie, 400, 413
Hansen, Anne. 303 International Organization for Standardization Lehman. Josh. 433-34
Hardway.B.F.. 324 (ISO), 38 Leiand. Henry. 93
Harper's Weekly. 70. 134. 245. 357; Harper's Ireland: Republican Army. 319; Maracycle. 346 LeMond. Greg. 127. 180. 205, 227, 235. 262.
Young People. 243 Is It About A Bicycle?. 495-96 326. 373. 396-99.403.411-12.478
Hatfield Man-Powered Aircraft Club. 144 Italy. 6-9. 143-44,213. 218. 270. 316. 354-55. Le Monde A Bicyclette. 308-310,460, 485
Hautsch. Johann. 9-10 373. 388-89,394, 436, 473, 481 Lennon, Boone. 62
Hazard, Bert. 370 Leo XIII. Pope. 481
Helicopters, human-powered. 146-47 Jacquelin, Edouard,368-69 Lidov. Arthur. 68. 103
Helmets, 180-81,328-31 Japan, 29, 54, 95, 231, 243, 268, 383-85 Limousines. 291-92
Hemingway. Ernest. 402 Jaray, Paul, 40 Linander. Otto. 95
Hemp. 71, 177 Jarry. Alfred. 3, 359.478 Linley & Biggs. 73
Henschen, Bob. 345 Jassman. Paul. 153 Li Peng. 292
Herlihy. David, 23 Jeanes, Richard, 13 Lisette. 359
Herman, Pee-Wee, 403. 477 Jerome, Jerome K., 45, 64 The Literary Digest. 31 1
Hero Cycles Company, 298 Johnson, Denis, 15 Lockwood. Belva Ann. 292
Herz, Roger, 477 Johnson, Nicholas, 312 London Magazine. 18
Hesse, Marthe. 79 Jones. David. 59-60 Longo. Jeannie. 393-94,414
Hibbatd, Mountain Larry, 477 Joyce, James, 473 Long slow distance (LSD) training, 220
High-wheel bicycles. 26, 28. 29, 30, 33, 50, 71, Jules and Jim, 473 Los Angeles. 251-54.256. 326
80 Jumping bikes, 143 LSD, on bike. 484-85
Hillman, William, 26, 29, 32-33 Juy, Lucien, 80 Lowe. Marcia D.. 190.231
Hinault, Bernard, 209, 225. 391, 397, 402-3, Lung Meis. 4
411-12.414

BIKE CULT 567

J
Lydiard, W.G., 42 Moss, James A., 317 (OPEC). 302-3
Motorcycles. 54-55. 89-91 Otto, E.CF., 104
Overman Wheel Co., 27, 30, 34, 36, 37, 73
McCall, Thomas. 19 Motor-pacing. 125-26. 132. 175. 180, 219-20, Overton, Karen, 295
McCarthy. Colman. 292 357-61, 367, 375. 380, 382, 422-24
MacCready. Paul. 144-45 Moulton, Alex, 55, 109, 129, 189 Paced racing.
MacCready. Parker, 141 Mountain bikes: 39, 49, 70, 54-55, 82, 106 Paler, David, 336
McDonald's restaurant. 332 Mozambique, 235, 295 Palo Alto, 260, 282-83
McDuffie. Eddie. 367 Multi-cycles, 112-13 Panamarenko, 495
McFarland. Floyd. 369-70 Multi-wheel cycles: 20, 26, 3 1-33, 39-40. 50; Papadopoulos,Jim, 59
McGonagle, Seamus. 12 tracks. 33 Paris: invention, 18-24, 116; Champs Elysies;
McGurn. James. 296 Munger. Louis "Birdy." 364. 371 Luxembourg Gardens, 15, 17; during
Machine Age. 3. 7. 11.20.22.45 Murdock. Iris. 455 Occupation, 321; Palais Royale, 14; Versailles.
Macmillan. Kirkpatrick, 11, 17-19 Murphy. Charles "Mile-A-Minule. " 334. 357 14
Madiot. Marc, 392 Murray Manufacturing Co.. 38 Paris-Brest-Paris, 78
Madison Square Garden, 320, 382-83 Muscular system. 40, 129. 136 Paris-Roubaix race. 485
Madonna del Ghisallo. 481 Museums: Mountain Bike Hall of Fame & Paris-Rouen race, 353
Malay Peninsula. 320-21 Museum. 39; Museum of Transport, Glaslow, Parker, Stewart, 471
Malewicki. Douglas, 132 21; Science Museum, London. ; Tech Museum Peace Race, 236
Man Ray. 472 of Irmovation, 45 Pedalcars, 42. 115. 156
Manufacturing. 18. 20, 46; globalization, 38 Muskelflug Institute, Frankfurt, 117 Pedaling. 77-78. 101
Markham. Fred. 130-31 Pedals. 71-72.75
Markham. Henry H., 252 National Cycling Association (NCA), 355, 367 Pederson. Mikael, 105
Marsh, T.B., 8 National Cyclists' Union (NCU), 243, 355 Pedicabs. 118.276-77
Martignoni. Matieo. 121. 140 De Nature, 103 Penny farthing. 28
Martin. Gardner. 43, 131 Navarre, Henri-Eugene, 323 Penseyres. Pete. 426
Massachusetts Institute of Technology (M.I. T.), Nelson, Frankie, 359 Percival. A.E.. 321-23
42, 141, 145,245 Nervous system, 129 Ptrez Alfonso. Juan Pablo. 303
Materials: 46-54, 118-19; Periodic Chart of New Jersey, 108 Perkins. Robert and Peter. 1 15. 286
Elements, 48; properties of, 48-49 Newman, Dava, 141 Persian Gulf War. 349. 460
Math: pi, 3, 76, 79; in steering, 57-58; in gear New York Newsday, 336 Petroleum: consumption. 90. 301-3,349; wars
ratios, 83 New York City: 37, 121, 123,242,251-53, for industry, 320; pollution, 304; products, 48,
Maxim, Hiram Percy, 93-94 256,282,310-11,326,360,437-38,451, 53-56, 303
Mayall, John, 24 495; Brooklyn, ; Central Park,; messengers,; Peugeot, Armand, 40
Melton, Mike, 127 sidewalk cycling, 15; transport facilities, Peugeot cycles, 40, 116, 323
Merckx. Eddy. 127. 217. 389. 394-95,409-12. 77if New Yorker. 459 Phelan, Jacquie, 480
414-15 New York Journal of Commerce, 37 Physicians. 62. 131-32
Mess Press, 464 The New York Times. 285, 312, 326, 336, 349, Picasso. Pablo. 491-92
Metabolic process, 133-34 362-63,452,457,460 Pilbeam. David. 231
Metz, Alexander, 40 The New York Tribune. 481 Pilgrimage to Pantex. 345
Mexico, 235 Nicaragua, 346-48 Plastics: 46; ABS. 65; Corkaline. 59; elastomers.
Meyer, Ernest, 25, 27 Ni^pce, Joseph Nic^phore, 14-15 55; polystyrene foam. 60; PVC. 54-56
Michaux. Pierre and Ernest. 11. 19-23.353 Nigeria, 232 Plevin, Arlene, 48. 272
Michelin. Andr6 and Edouard, 34 Noise pollution, 304-5 Pneumatic brake, 81
Milan-San Remo, 48, 74 Norway, 320 Pneumatic seats, 61
Miles. Nelson A., 317 Notre Dame des Cyclists, 481 Pneumatic tires: invention, 30, 34, 36-37,
Miller, Henry, 467-68 Nutrition, 129-33 67-70; social effects of. 67-70
Minneapolis Tribune, 165-66,294 Poirir. Giles.
Mochet, Charles and Georges, 41 O'Brien, Flann, 478, 496 Police, on bikes. 333-35
Moens, Bram, 131 Ocana, Luis, 481 Pollenlier. Michel. 225
Moffett, Bill, 347-48 Oldershaw, Maude, 145 Pompidou. Georges. 285
Monconys, M. dc, 9 Olds, Ransom, 93 Pope. Albert A., 11, 23. 27. 37
Mondenard, Jean-Pierre de, 159 Olivier de Sanderval, Ren6 and Ami, 20-23 Pope Manufacturing Co.. 317-18
Monocycles, 26, 94-95 Olympic Games. 127.226-27.295-96,309. Porsche. Ferdinand. 93
Monroe, C. Kirk, 243 345. 354-56. 359. 373-75. 393. 395-97. 399, Postal delivery. 20
Monroe, Marilyn, 474
425, 442 Poulain. Gabriel. 143.370
Moore, James, 353 O'Neil. Dave, 142 Prall. Charles E.. 20, 23.243
Morand, Paul, 41
Opper. Frederick, 480 Presscy, George, 27
Morgan, Kenneth W . 349 Orient Cycle Co., 113 Prix DuBois, 143
Morris. Henry, 93
O'Rourke, P.J.. 312.455 Prix Michelin, 143
Morrisctte, Claire. 308-9 Organization of Petroleum Exporting Countires Prix Peugeot, 143
Moser, Francesco, 373 Pro-Bike conference. 307

568 BIKE CULT

 Specialized Bicycle Co.. 39. 54. 69. 106. 125.
Sandler, Ross, 337
Proust, Marcel. 473 San Francisco, 27, 137. 164, 256, 269, 277, 133.152.180.291-92,297
Provos, 342-43 282-83, 310, 341 , 441 ; zines, 462, 464; gay- Spencer. Charles. 23-24,30
Pu Yi. 232 lesbian community, 439, 472; races, 380, 397 Spherical cycles. 103
Saroyan, William, 486-87 Spokesong. 471
Quadricycles. 31. 42 Springfield Tournaments, 360
Saturday Evening Post, 381
Queen Victoria, 32 Springfield Daily Republican. 360
Saville. AT.. 316
Quick-release hubs. 48 Sawyer. Willard. 17
Sprocketman. 262
Scarabino. Frank. 145
Sulin. Joseph. 320
Staller. Eric and Deborah. 495
Rail cycles, 119-20 Schimmelpenninck. Luud. 342
Railroads, 119, 241 , 249 See Trains Slankiewicz. Richard. 493
Schmidt. Theo. 141
Stanton. Elizabeth Cady. 293-94
Rails to Trails Conservancy. 441 Schondorf, Paul. 42
Starley. James. 11. 23-24.26. 30. 32-33.66.
Rainbowjersey. 178.356-57.386.394.396, Scott. Dave. 196,426
88.93
411.417.419-20.455 Schulz, Bruno, 485-86
Schurmann, Clemens and Herbert, 373-74 Starley. John Kemp. 32-34
Raleigh Bicycle Co., 34. 37, 43, 74. 82
Schwinn Bicycle Co., 38. 54-55 ; family . 36-38 Starrs. James E.. 72-3
Rasmussen, Carl. 115
Steefel. Lawrence. 490-91
Reagan. Ronald, 291 Scientific American. 26, 37. 57. 120
Steel tubing. 50-52
Records: 30. 41-42.113-15,29 Scooters. 153-55
Recumbent cycles, 38, 41-43,50, 102, 118-19, Steering. 31,58-60
Scorchers. 61.64. 164,334.476
Stevens, Thomas. 30
121 Scotland. 21-22
Stoke Poges. England. 8-9
Redmann, Lucille, 295 Scott. Dave. 196. 426
Stollman. Steve. 327
Reed, John, 315 Sears. Jeff. 277
Streamline design, 38. 40-44
Religion, 3, 5,481-83 Seats. 61-62
Seattle, Washington, 250, 271, 282. 345. 398. Streater. Alan. 307
Renaissance, 2-11,
Street. Roger. 13
Renold, Hans, 77 439 Street theatre. 308-10
Reoch, Mary Jane "Miji." 163 Seray, Jacques. 13
Streuvels. Stijn. 98
Replogle, Michael, 269. 346 Sex. and cyclists. 134-35.469-75.480
Reproduction: birth rate of cyclists. 4. 473; Strong. Ann. 294
Shearing. Frederick. 25
menstruation and pregnancy. 163; human Stunts: bikes. 136
Sheffield. John. 320 Sturmey-Archer. 35-36. 78-79. 89. 444
rights. 472 Shimano Industrial Co.. 72. 75-77.80. 83
Sturmey. Henry. 30. 35-36
Respiratory system. 129. 133 Shrimpton. Andrew. 241
Submersible cycles. 139. 142
Reswick. James. 85 Shun. Sid, 141
Revue Franco-Amtricain . 363 Sukarno. 277
Igor I. Sikorsky Award, 146
Reynders. Yvonne. 224. 392, 414 Silverman, Robert "Bicycle Bob," 308, 479 Sung. Kim. II. 291
Suspension systems: frame and forks. 34. 50.
Reynolds nibing, 51 Sinclair, Clive, 152 55-56.106.108-9,111,123,126,128.
Rifenstal, Leni, 296 Singer, George. 29-33.93 131-34;handlebars. 62; wheels. 24, 66, 68;
Rightjake, Shelby, 271 Six-day racing: 351-52,372. 374, 378-79,
saddles; 63, 105; Mobile On-Bike Suspension
Ritchey.Tom, 39, 133 381-82,467, 481; bikes, 126; drug use. 223.
Ritchie, Andrew (author), 242, 364, 368 Tester (MONSTER). 47
296; origins, 358-63,365
Ritchie, Andrew (Brompton), 108 Skates: ice, 14; roller, 153-55; ski, 427 SunTour, 49
Swift-walkers: origins. 2-18; Drais'
Roberts, Steven, 123-24, 181 Skating, 249-50,256, 339, 429 Uufmaschine, 17-18; Johnson'sPedestrian
Rockefeller. JohnD.. 37 Skateboards, 155 Curricle. 18; decline. 19-20
Rodale, Robert. 484 Skeletal system, 129, 133
Swimming machines. 139
Rollers, racing, 100 Skin. 129
Sydney. Australia.
Roman Empire, 4-5 Skrabak. Darryl. 265
Roosevelt, Franklin Delano. 291 Smith and Company (SCO), 116
Rowing machines. 26. 40. 114 H.B. Smith ManufacwringCo., 27-29.33, 119 Talbot. Richard. 50
Royal Aeronautical Society. 144 Tandems. 22. 96, 112,470-72
SmiUi, Red, 402
Ruckel, Jay, 5. Smith, Robert A., 461 Taylor. Major. 363-71
Terront. Charles. 358.415
Rudge, Dan, 11, 31, 34, 36 Smith, S.L. Henderson, 161
Rulon, David, 267 Smithsonian Institute, 444 Terry. William (Jack). 139
Russia. 235-36. industry. 298 Smith, Starley and Co., 26 Thiel. Philip. 140
Thompson. RE.. 318
Russell. LiUian. 64 Smith, Steve, 142, 443
Sociable cycles, 17,25,30-33,64, 113, 115, Thompson. R.W.. 70
Tiawan: industry. 38-39. 234. 237. 297, 459;
Sabbath. 362. 365.481 231,472
Sachs (Fiichel & Sachs). 81-82, 87, 89, 152 Solhikoff,231 sport. 359
Some Uke It Hot. 473
Time magazine, 262, 300, 459
Saddlesores, 167 Tires: 70-74; origins, 5, 14-15,20. rubber.
Safety bicycles, 26-29, 31 , 33-36. 50, 80. 90. South Africa: 43, 106, HI, 318: apartheid
26-27.29. 33. 34. 68. 70; pneumatic. 30.
108 boycou, 345 33-36 64 70-74; balloon. 38; fat tires. 39.
Sagan. Carl. 485 Sailing. Jesper. 106 319; flat tires. 74. 323. 325; tire pressure. 64.
Sail cycles. 135 Spaulding. AG.. 37.317
73; traction and resistance, 55. 57. 67-68;
Salai. 7 Spaulding, Donald. 142

BIKE CULT 569

k
 valves. 72; tire tracks. 72-73 Van Valkenburg. Paul. 43 Wild Mustangs. 477
Titanitjm. 53
Vaudeville. Theatre. 12-13 Wilkinson-Latham. Robert. 12
Tools: for bikes. 90-92: huitian-powered.
Veto magazine. 413. 431 Wilkinsun. Andrew. 30
121-24.150-51
U Velo. 357. 367-68.404. 461 Williams. John E.. 262. 264. 431
Toronto Globe. 286-87
Velociftre. 12-13 Willard. Frances E.. 481-82
Toulouse-Lautrec. Henri de. 363
Velocio (Paul de Vivie). 79-80. 437. 461 Willkie. Fred. 42
Tourde France: 235. 351. 399-415.481;
Le Velocipide IllusUrt 353. 461 Wilson. David Gordon. 42. 190. 463
origins. 357. 359. 404-5; clothing. 178. 181.
Velocipedes: inventions. 95, 107-8; makers, Wimpenny. John. 144
187. 331; compared to other races. 191, 389.
19-25; popularity, 24 Windle. Willie. 363
426; difficulty. 159. 399; doping scandals.
Velo-City conference, 307 Winning magazine. 373. 383. 402. 419. 463
223-27; entourage. 401 ; equipment, 80, 90,
VeloNews. 462-64 Winton. Alexander. 93
127; food, 191. \91 -99; maillol jaune. 386;
Verdon, Michael, 346 Wiseman. Thomas. 23-24
rules. 392. 405-6; Tour de France F^minin.
Vietnam. 238. 479 Wolf. Wilhelm, 434
295, 394; winners and leaders. 128. 210. 350.
Viemam War. 315. 323-24.345 Women: cycles for. 18. 23. 28. 61; rights. 480;
382. 391. 393. 395-98. 405-1 3; S?s Sports,
Village Voice. 474 records. 216. 393
Arts. Bibliography
Villinger. Franz. 143 Women's Mountain Bike and Tea Society. 480
TourdeL'llle. 235
Vlaminck. Maurice de. 434 Women j Wear Daily. 456
Track bikes, 56. 81, 113-14
Vlaeminck. Eric de. 415 Wood: for bikes. 46, 50. 54. 57, 61. 66, 90,
Trade, global. 24. 38. 297-300
Voigi. Al. 42-43 107, 119, 142, 153; for shoes, 66, 185; for
Traffic. 255-57. rules and laws. 260-64;
Vrielink. Jphan. 111 tracks;
violence. 325-28 Wood. Phil. 89
Training. 218-20
Waits. Tom. 471 World Championships. 353 . 356-59. 361 , track,
Transmissions: inventions, 11-12,20-23. 124;
Wales. IF.. 40 375-78; road. 386-87. 394-98; off-road.
chain drive. 26-27. 29. 34. 95, 118. 124;
Walking wheels. 153 417-20; indoor. 420; triathlon. 425
chainless drive, 35, 72-73; dead center, 77;
Waller. George. 363 World Health Organization. 129. 285
differential gear. 31; derailleurs. 37. 73-76;
Waltham Manufacturing Company. 366 World War 1. 51,95.315,319.403.406,408
drive wheel torque. 64-65; fixed-gear. 23. 37.
Walthour. Bobby. 381-82 World War II. 41-2.54. 151,298,319-23,
73, 81, 95; freewheels, 37, 72, 81; gear ratios,
Wang Heng. 278 344-45.373.491.495
28,71,74. 76-79. 118, 125; hand-cycles,
Warburton. "Choppy," 359 Wright. OrviUe and Wilbur. 95
102, 120; handlebar ratchet gear, 20, 71;
shifters. 73-78; treadles. 11. 21-22. 124 Ward, Maria, 434
Transportation Alternatives (TA). 337-39 War Resisters League, 345 Yamashiia. Tomoyuki.322-23
Trains. 265-71 The Washington Post. 292, 303, 326, 332, 460 Yevtushenko. Yevgeni. 97
Water: in air. 178. 192; in diet. 159, 191-93. Yoga, 165
Trailers: for bikes and trikes. 25. 91. 99. 108.
116-17. 121-24. 136. 138. 274. 318-19.359. 195-96. 198. 202. 203. 206. 224. 227; as Young Men's Christian Association (YMCA),
443-44; for buses widi bikes. 271 resistance. 176; as treatment, 167-70; weight 365,371
Trailer cycles. 113. 115-16 of, 192 Yuliang. Yang, 274-75
Trench. J. Townsend. 20 Watercraft, human-powered, 137, 139-42,443
Tricycles, 22, 26, 31-35.67. 99. 102. 107-8 Watson, Bill, 147 Zen master, 483
Trolleys. 241. 251-52.256. 269. 271 Weather. 46, 57, 59, 79-89, 116-18, 148. 162. Zimmerman, Arthur A., 363-66
Tube Invesmienls (TI), 36. 51; See Raleigh and 169-70. 174-78. 193. 202. 242. 246. 265.
282. 353. 373. 388-89. 398-99.407. 411.
Reynolds
Turner. Rowley. 23-24. 32. 315 416.427.434-35.442
Weir. Alex. 151
Twain. Mark. 434-35
Wells. H.G.. 473
Wessung, Ole. 343
Unicycles. 5. 24-25. 64. 102. 104. 137. 416.
West. Elizabeth. 160
445-47.450-51.459.484
Western Union. 95. 273. 338
Union Cycliste Internationale (UCI): bike
Wheelchairs. 9. 68. 114. 155. 339. 347
standards. 38. 40-41. 125-29. 131. 357;
Wheels: 63-68; Battle of the Wheel. 31 . 63; with
origins. 354-59. 361 ; racing rules. 39. 219,
brakes. 80-83; quick releases. 74; components,
223. 228. 331. 374-75.379. 386. 394. 396.
63. 65; inventions. 25. 30, 63, 65-66,94-97;
416-17.419-20.424; records. 379. 414
properties, 64-65; spoke patterns, 64-66;
United Nations. 234
training wheels, 99, 102
United States of America, bike market. 30.
Wheel power, 3-6. 9. 28. 63
38-39.499; Census Report (1900), 289;
Wheel Talk. 293-94
Environmenul Protection Agency (EPA). 46;
White. Paul Dudley. 297
National Aeronautic and Space Agency
White. Ted. 310
(NASA). 65. 69. 101 ; Naval Academy. 122;
Whitney. W.C. 318
Patent Office. 24; Veterans Administration
Whitt. Frank Roland. See Notes and
Medical Center. 102
Bibliography
USA Today. 304
Whole Earth Review (WER). 197

570 BIKE CULT

A
U.S. $23.95
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Packedwith illustrations(over 500 of them),people,rides, and info on every aspect

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DAVID PERRY was raised in bike-friendly Palo Alto,

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• I ISBN l-5bflSa-DE7-M
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