Company veteran Rich Tauer takes the reins as Q’s founder focuses on strategy and product innovation. BLOOMINGTON, Minn.
Reynolds also announces a wheel trade-in promotion. SANDY, Utah (BRAIN) — Industry Nine Componentry will now provide hubs for all Reynolds Cycling’s Blacklabel mountain bike wheelsets, the companies announced this week
On Sunday evening, I got this photo sent via MMS and on Facebook. WTF. My bike parked outside Larry vs Harry. It was found at Christiania by a guy named Danni and taken from there and put outside Larry vs Harry. An amazing story. I called Danni and he was all like “no problem…”.
I got the details of the story yesterday when we picked it up from Claus. And it is amazing.
I realised I know Danni. I chat with him every year at the Svajerløb – Danish Cargo Bike Championships and I chatted with him at the recent bike flea market. Ironically, about whether or not I had found my Bullitt.
Danni’s own Bullitt is well-known here. He extended the frame to make it extra long. This shot is from the flea market a few weeks back. He has a kid around the same age as The Lulu, too.
So it turns out Danni was out for a ride on his motorcycle and ended up at Christiania. He saw three Bullitts behind the Månefiskeren café and he recognised one of them. Mine. Still with the map of Copenhagen on the cargo bay and even the Copenhagenize Design Co. logo sticker intact.
Danni rode his motorbike home to Hvidovre – a suburb of Copenhagen – and returned with his minivan. He put my Bullitt in the back and went to a bike shop to buy a lock. He then drove it to Larry vs Harry and locked it outside the shop. He let Claus from Larry vs Harry know it was there and he, in turn, notified me.
How amazing is that. 30 km and a couple of hours out of his day. Just to get the Bullitt back for The Lulu and I.
I’m speechless. Grateful. Amazed.
Thanks Danni. The Lulu is making him a drawing and I’ll figure out a suitable gift.
WHITTIER, Calif. (BRAIN) — 3G Bikes is offering three new models in the urban/city category, to complement its beach cruiser bike models. The new G’Linda and Melrose women’s bikes and the Chicago men’s bike are designed to offer dealers high margins with attractive retail price points
Life as a technical editor for one of the largest cycling websites in the world is admittedly a dream gig but itâ€™s not without its downsides (I know, I know â€“ cry me a river). It sounds ridiculous from the outside but constantly riding different bikes does get old and just as my colleague Oli Woodman noted several months ago, I likewise longed to once again have a personal bike â€“ one that I actually paid for and could just mindlessly ride without constantly having to take mental notes. Having sold my beloved Santa Cruz Blur TRc a few years ago, it was once again time to go shopping.
Iâ€™ve always preferred downhills to uphills but I also like to earn my turns so I wanted a do-it-all mountain bike that was light and efficient enough to climb on for hours on end but tough enough to truly attack rough descents. My list of requirements seemed straightforward enough, at least initially:
After months of searching and plenty of candidates being eliminated for various reasons, I ultimately decided to take a leap of faith and went with a Lapierre, wholly sight unseen and without the benefit of any test ride whatsoever. My British colleagues have long praised Lapierreâ€™s longer-travel mountain bikes and as the company only recently started selling on these shores, I knew I wouldnâ€™t see that many of them. The burlier Spicy model that I ultimately wanted unfortunately wasnâ€™t available but since the Zesty AM uses the same frame (just with a more weight-conscious component build), I plunked down the cash for a Zesty AM 927 and eagerly waited for the box to arrive.
The 150mm-travel OST true four-bar rear end definitely ticked one of the boxes
Since the stock Zesty AM wasnâ€™t quite what I was after, the bike as it stands today is ultimately quite different than how it was delivered. All Iâ€™ve kept from the original build are the SRAM XX1 transmission and Avid XO Trail disc brakes (which, I should mention, have been utterly trouble-free). The original 150mm-travel Fox 32 Float was quickly replaced with a far superior 160mm-travel RockShox Pike RCT3. And even though Iâ€™m a self-professed tech nerd, I still prefer to make decisions for myself so the fancy RockShox e:i auto-adjusting electronic rear shock system (along with all of its associated wiring, sensors, and battery) was jettisoned for a RockShox Monarch Plus.
You can read more at BikeRadar.com
Lorena Axinte (Romania), Jamie Furlong (United Kingdom), Elina Kränzle (Germany), William Otchere-Darko (Ghana), Lucie Rosset (Switzerland), Guillén Torres (Mexico), Mäelys Waiengnier (Belgium) and Devon Willis (Canada).
For suspension forks to work effectively they need to be in as friction-free an environment as possible. That sounds easy enough until you consider the grubby places we mountain bikers ride our machines.
Given the relatively low weights and forces at work when riding a mountain bike off-road (in comparison with, say, aircraft undercarriage struts on landing) the fork has to be clean and well lubed if it is to be able to move rapidly enough to isolate you from the shocks.
To keep the outside out and the insides nice and oily, forks are ﬁtted with seals. Telescopic forks usually have upper leg ‘stanchions’ and lower leg ‘sliders’, and the two pieces should move over each other with minimal effort. Servicing your fork’s seals reguarly will keep it running smoothly.
In the video below, BikeRadar’s James Tennant explains how to perform this procedure, which is known as a 30-hour service. He’s using a Fox 34 air-sprung fork, but the method applies to all Fox air sprung forks. It’s important to note that this does not replace the annual service that your local Fox centre should perform.?
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Video: How to service a Fox fork
Related: How to service a Fox shock
Clamp the fork in a workstand, unscrew the valve cap and release all the air from the fork.
Then use a 2mm hex key to undo the lug screw from the rebound or compression dial depending on what what fork you have.
Use a socket to remove the nut from the right-hand leg. Socket sizes will vary, and some forks may use crush washers, which you can usually reuse. Do the same for the other leg, before returning the nuts to the thread.
You now need to tap out the internals – many people recommend using a drift for this, but as long as you are very careful, you can use a socket and mallet to release the internals from the leg.
Position a tray or bucket under the fork to collect any suspension fluid that may leak.
Place the socket on the end of the nut, making sure it’s not in contact with any part of the fork internal.
Take a soft mallet and gently tap the socket until the thread is released. Be extremely careful while doing this – if you bend one of the rods, it will be expensive to replace.
Once the internals are free, you can remove the fork lowers. Let the excess fluid drip away, then wipe down the internals with paper cloth.
Use a pick to remove the foam rings that sit just below the seals, in each leg.
Press the rings into paper cloth to remove any old suspension fluid and dirt, then immerse them in Float Fluid for a few minutes.
While the rings are soaking, you can get to work on cleaning out the inside of each leg. Spray in some degreaser, then use a rag wrapped around a long, thin item such as a large hex key to ensure that there is no dirt inside, or around the seals.
Finally, carefully return the saturated foam rings to the seals – the Float Fluid will be used to lubricate the fork stanchion.
Return the fork lowers and wipe off any excess fluid.
Use a syringe to insert the correct volume of suspension oil in each leg – take a look at the Fox oil volume chart if you are unsure. Remember, this is suspension oil, not Float Fluid.
Compress the fork fully and refit the nuts, not forgetting any crush washers you may have removed earlier.
Retighten the nuts, being careful not to over-tighten them – check for the correct torque values on Fox’s website, and use a torque wrench if you have one available.
Finally, refit any dials you may have removed.
You now need to pump 10-20psi of air into the fork, and give it a few compressions, in order to circulate the oil around the internals.?
After that, you’re ready to set your sag and ride. If you’re not sure how, our guide will help you.
Some Canon camera, be it 5 or 7D is usually lying in the window sill at our place. I often find photos on the memory card that Lulu-Sophia had taken of people out on the street in front of our flat. She just started picking up the camera and shooting. A couple of years ago I started handed her the camera when we’re riding around on the Bullitt cargo bike.
I never say what she should take photos of. I just say “take photos if you want”. Totally up to her and no big deal if she doesn’t. Sometimes I don’t notice what she does but when I load the photos onto the computer, I get to see what she sees. And it is quite wonderful.
I’ve made a little set of her street photography work on Flickr?from when she was five but here are some of her shots from the urban landscape. Both from the flat and from the Bullitt.
By and large, she photographs people. Still Life must be like watching paint dry for a five year old. Humans, please. Except, perhaps, for a pretty red bicycle (farther down) that caught her eye.
People doing things. Transporting themselves, waiting for someone, observing – in their own way – their city. Humans watching humans.
There are many bicycles, mostly because it’s like shooting fish in a barrel in Copenhagen. You can’t take a shot without a bicycle in it. When shooting from the flat, she shoots cyclists and pedestrians.
And of course, the set wouldn’t be complete without a shot of your big brother, Felix.
A French translation of this article follows the English text.
The city of Nantes in France will host the global bicycle conference Velo-City?in June 2015.?Before showing up, Copenhagenize Design Company decided to do a scouting tour.
Nantes and its 600,000 inhabitants – including the immediate suburbs – is one of the French cities that decided to implement an ambitious cycling policy. They dared to innovate and to make strong political decisions. We find that inspiring.
To begin with, watch the Velo-City 2015 promotional clip. In this video, Nantes demonstrates that they understand that creating a bicycle-friendly city is not just about building infrastructure but it’s most of all about developing a life-sized city where bicycles are merely one of the tools to create an active, creative and liveable city – albeit one of the most important tools. Nantes presents in the video its inhabitants, its urban spaces and its activities.
We have to admit that we have been impressed by the diversity of features included in the bicycle policy. Far from being only focused on building infrastructure, Nantes expands the initiatives to include everything that can support rebuilding a bike-friendly city; services for cyclists; parking; a bike share programme; long and short term rental bikes; collaboration with the local associations, etc.
The implementation of their policy has been a success if you consider the fact that the number of cyclists has increased and the modal share rose from 2% to 4.5% between 2008 and 2012 (5.3% in the city-centre). Most importantly, the bicycle users in the city are largely Citizen Cyclists and not hard-core “avid cyclists” dressed in racing gear.
First step – Reducing the Number of Parasites
During rush hour, many streets are still highly congested but when it comes to traffic regulation within the city-centre, Nantes has made a crucial decision: the through traffic has been completely removed from the heart of the city thanks to the creation of a Limited Traffic Area.
The main boulevard running through the city is now only accessible to bicycles, public transport and authorised vehicles (taxis, delivery trucks, shopkeepers), meaning that most cars and motorcycles are no longer welcome. On this boulevard, just like on a pedestal,?cyclists ride a 4 meter wide cycle track, slightly elevated. Even if we can criticise the fact that the cycle track is very different from the others (bi-directional, in the middle of the street, elevated), we notice that the Municipality has decided to showcase to the inhabitants that the cyclists are very welcome in Nantes – and prioritized. In addition, the city continues transforming symbolic car-centric places into pedestrian areas (such as the Royale square and the Graslin square). Nantes is Copenhagenizing and modernising itself.
Building Several Kilometres of Bicycle Infrastructure
In addition to their wider focus, Nantes has, bien sur, built numerous kilometres of separated bike lanes. The colour chosen for the bike lanes is a very light orange. At the intersections, this colour communicates clearly that the space is dedicated to cyclists and orange stripes along the lanes strenghten this communication in some areas.
But let’s look at the infrasturcture in detail because it is the backbone of any cycling city. The lanes are wide enough to host the current number of cyclists (3 meters wide for the bi-directional lanes). But when the modal share will really increase, will it be sufficient to cope with the user’s flow and capacity? Is the infrastructure capable of evolving and expanding? We’re not sure.
A Clear Strategy Can Still Suffer from Drawbacks
We must mention that one clear drawback and that is a lack of homogeneity in the bicycle network. The diversity the design of the infrastruture is such that without a strong knowledge of the city, you can easily lose track of the network. For instance, bicycle lanes are randomly designed. They are in the middle of the street, on the right of car traffic, on the right or left of the tram, shared with buses or pedestrians suddenly for a few metres, first monodirectional then bidirectional. It’s a guessing game at times.
Despite the consistency of the orange colour and the creation of two main routes – north-south and east-west- the network remains very complex and not at all intuitive. It makes it quite difficult to get a clear mind map of the bike route you’ll be riding. Moreover, the bi-directional bike lanes already show some limits as this infrastructure is too narrow to host the cyclists at the intersections during rush hour.
The physical complexity of the bike infrastructure has two main impacts. First, the speed of the cyclists is reduced, which turns cycling into a less competitive solution compared to other means of transport (12 km/h in Nantes vs. 15,5 in Copenhagen and 20 km/h on the “Green Wave Routes”). We know for a fact that a bicycle user wants to ride from A to B as quick as possible.
Secondly, the difficulty to visualise a clear cycling itinerary can become a serious deterrent to getting new cyclists onto the infrastructure. This might challenge the ambition of the city to increase the modal share. Can Nantes really reach their declared target of 15% model share for cyclists without making cycling the most practical and easiest choice? Not likely, as it is now.
This challenge is common in many French cities that, on the one hand, develop ambitious cycling networks but, on the other hand, make them too inconsistent when it comes to the type of infrastructure.
Increase the?Diversity of Services
Like so many French cities, Nantes implemented a bike share scheme – the Bicloo – relying on user-friendly stations (880 bikes and 102 stations). But the city also offers the commuters the opportunity to combine bicycle and train through the development of a bike-train-bike concept (similar to the BiTiBi project). Indeed, let’s imagine that an inhabitant of Nantes Métropole cycles from home to a nearby suburban train station, he/she can park the bike under a shelter (or, even better, in a secure bike parking facility at the main train station in Nantes). Then, he/she gets on the train and upon arriving in the city-centre, he/she can rent a bike for a day and return it to the same place before taking the train home. ?The City of Nantes has also developed secure bike parking, long term rentals and air pumps and they allow folding bike on the trams – the Cyclotan – as well as offering citizens €300 euros subsidy for buying a cargo bike. allowance when buying a cargo-bike.
Important information for our followers attending Vélo-City 2015 – we have already found the Copenhagenize HQ ?- near the conference venue. A lovely place on the Erdre river. See you there in June 2015.
Nantes – Une ville qui a compris?!
The Swiss family were cool. They kind of just rocked into Copenhagen without any definitive plan. They just wanted to come here to see this cool, bicycle-friendly city. They even brought their kids’ bikes with them on the plane. They had vague ideas of renting a cargo bike – preferably a Bullitt – and riding around the region but were disappointed to discover that Bullitts couldn’t be rented and the other places that rent three-wheelers were booked. I was using my own Bullitt at the time, so they enquired about the Triobike three-wheeler I have in the backyard. I said that it probably wasn’t THAT great to ride on longer trips, what with the wind and whatnot, but they just shrugged and smiled. They were up for anything. And off they went.
They cycled up the coast north of Copenhagen to the north coast of the island of Sjælland that Copenhagen is on. Then back down again. Then over to Malmö in Sweden to ride around the region. The kids rode their bikes and when one got tired – they were four and six – they just put the bike and kid in the cargo bay and continued.
I heard about their journey but I just received the photos in my inbox. It was, by all accounts, an amazing, epic journey. There are, of course, cycle tracks criss-crossing the nation – especially the island of Sjælland – so THAT was no problem, but respect for doing a few hundred kilometres as a family on a three wheeler, two small kids’ bikes and one extra adult bike.
Pit stop at a gas station. Not for gas, obviously.
Heading north from Copenhagen. Stopping at Charlottenlund.
They had camping gear with them, too.
Always fun with some off-roading.
Ooh. And picnics.
Lakeside camping with pre-requisite Danish beer.
Off to Sweden.
A break back in Copenhagen at Baisikeli’s café.
Thanks to Simon and Sonia for the photos so I can see what they got up to on my bike!