Categories
Btown Biking E-Bikes

Fat Tire Bikes

Back country riding-SONDORS
Back country riding-SONDORS X

At first, I understood fat tire bikes a specialized category; they are obviously great for beach, snow, and mountain bike adventuring, but for day to day, not so much…till I tried out a fat tire e-bike. I was used to the 2″ tires of my RadPower Cargo bike, but 3-4″ tires really make the potholes disappear, and you feel like you are riding “high, wide, and handsome.” The mountain bike style was the original, first hand-made in Alaska to work in the snowy day to day weather there. They traveled to California as a beach bike (great on sand, gravel, dirt). These beasts then aquired gearing to become mountain bikes, and with electric assist motors, they could go anywhere in the Rockies. Thie addition of electric power has made them ridable by non-athletes where ever and whenever; the bulk and weight just disappear as a factor, and you are then riding the SUV of bicycles, big, bold, and powerful. Cars notice, you can keep up in traffic, and potholes and curbs are no longer a threat. And of course, they rock the back country, gravel, dirt or mud, they plow right through.

In this picture, Emmanuel is holding a mountain bike that we are modding, the battery and controller are yet to be added. This beast will climb any hill with its 1000W motor and 4″ fat tires.

Categories
Bike Safety Btown Biking

Bikes on the B-Line

There have been a number of letters to the editor lately concerning bikes on the B-Line, and truth to tell, it is a difficult set of laws that must be perused to fully understand the proper procedures.

This where most of the confusion exists:

TRUE or FALSE
Bikes must stop/yield at the B-Line crossings.

TRUE! There are Stop signs as each crossing, and text that declares “Cross Traffic Does Not Stop”. These signs are for bikers only, but some people do not see them, or ignore them. Many bikers seem to think they are pedestrians, but they are not. In fact they are vehicles according to state law (IC 9-21-11-2) On the B-Line confusion seems to be that many people believe that motor vehicles should stop for both pedestrians and bikes when on the trail, but this is just not case in Indiana. If a pedestrian is on a curb at an intersection, then “…a person who drives a vehicle shall yield the right­ of­ way, slowing down or stopping if necessary to yield, to a pedestrian crossing the roadway within a crosswalk when the pedestrian is upon the half of the roadway upon which the vehicle is traveling or when the pedestrian is approaching closely from the opposite half of the roadway. (IC 9-­2-1­8-­36)”

This sentence contains a lot of info. It may seem a bit strange, but motor vehicle operators are required to slow down or stop only once a person has stepped into a crosswalk on the side of the street on which the car is traveling. Once you closely approach the other half of the street (this is not an exact distance in this code), then cars are required to yield or stop. This not true for bikers, unless they dismount and walk their bikes across the street, as then they are pedestrians.

On the B-Line, I most often see cars stopping for pedestrians and bikers who are waiting to cross. This is great, Hoosier Hospitality at its best! However, it is not required by law unless the pedestrian has entered the crosswalk, so there is no reason to become annoyed or angry that people are not stopping for you. Better to take a deep breath and enjoy the beauty of life in the open air, and pity those stuck in their iron cages.

Bikers are not pedestrians, they are considered non-motorized vehicles, and should stop at the B-line crossings, and wait for traffic to clear. Even if you poke your wheel into the street, hoping the cars will stop, you could be cited for obstructing traffic, and if you were hit, you would be at fault.

Even pedestrians must be careful about stepping out into the street: “A pedestrian may not suddenly leave a curb or other place of safety and walk or run into the path of a vehicle that is so close as to constitute an immediate hazard. (IC 9-21-17-5)

So pedestrians should not jump in front of moving motor vehicles! This seems rather self evident, but this codifies the concept. If you do this, the police can (and have in the past), follow the ambulance to the hospital, and issue you a citation.

All this being true, there is still this requirement for vehicle drivers:
http://www.in.gov/legislative/ic/code/title9/ar21/ch8.html

Sec. 37. Notwithstanding other provisions of this article or a local ordinance, a person who drives a vehicle shall do the following:

  1. Exercise due care to avoid colliding with a pedestrian or a person propelling a human powered vehicle, giving an audible signal when necessary.
  2. Exercise proper caution upon observing a child or an obviously confused, incapacitated, or intoxicated person.

Traffic control signals not in operation

So according to state law, cars do not have to stop for pedestrians unless they are in the crosswalk. This is not the case in all states, but it is here in Indiana, as well as Vermont and Florida. So it is polite to stop your car for pedestrians at the B-Line crossings, but it is not mandatory, it is not law.

IC 9-21-11-2
Roadways; rights and duties (for bicyclists)
Sec. 2. A person riding a bicycle or operating a Class B motor driven cycle upon a roadway has all the rights and duties under this article that are applicable to a person who drives a vehicle…

On the B-Line, there are stop signs not on the roadway, but on the B-Line itself, and these are meant not for the pedestrians, but rather for the bikers. The signs on the road read “Cars must yield to pedestrians in the crosswalk”, the functional important parts being “pedestrians” “yield”, and “in the crosswalk”, (not on the sidewalk).

To say the least, this is not clear to most users, but it is the case. If you were to ride out into the intersection without first stopping (blow through the crossing) and get hit, you would be cited for the infraction, not the motorist, even if they had time to stop. Unfortunately that is the law, and the tradition; police often see themselves as the guardians of vehicular traffic, and like many motorists, can see pedestrians and bikers as impediments to motorized traffic, rather than seeing them as traffic itself. Of course we are all traffic, people trying to get from one place to another, but the culture is currently weighted to favor motorists. We are trying to change this balance, and in fact Bloomington has one of the highest percentage of non-motorized commuters in the US, nearly 5%.

Be careful out there!

https://bloomington.in.gov/bike

Categories
Btown Biking Winter Riding & Ice Biking

Ice biking on Griffy Lake, January 2015

This year was the best year in a decade for ice biking (and skating) on Lake Griffy.

The ice was 4 inches thick, and completely clear and slick. There was a deep freeze, and no snow, sleet, or rain had marred the surface, so it was perfectly smooth. So how does a bike work on smooth clear ice? Perfectly well, thank-you! There are several tricks to biking, and staying on your bike, on ice. First, do not push hard on the pedals! That will cause slipping for sure. Start slow, and keep adding just a small amount of power to your spin till you are going at a reasonable speed, which on ice is usually less than 10 mph. Second, don’t turn quickly, your front tire will slip, and down you will go. Third, be very careful when braking, in fact the best policy is to leave them alone; don’t put yourself in a situation where they are needed, and you will be fine.

About tires: Nothing special is needed, though I assume having studs would give you the ability to move faster as you would have better traction. But this is has not been necessary for me. A couple years ago I had slicks on front and back, and they worked great! More contact with the ice gave me better traction. This is not true for snow, where having tread really helps gain traction. Snow riding is a bit harder than ice riding, but just as much fun, there is no doubt.

After a week or so, a light snow covered the surface of the ice. I could not tell if it was more or less slippery than clear ice, I think it was a combination of factors each way so that it was a draw, though it was just a little harder to pedal.

The snow it did not slow down the intrepid skaters Michael and Jenny, who explored the deep end of the lake with me.

Categories
Btown Biking Winter Riding & Ice Biking

Solo Ice Ride

Dec. 2010

This was a long and cold winter, and I got in only a few good rides this year. My biggest was a 6 hour tour of Lake Monroe that included Moore’s Creek Bay, the causeway, Back Creek and Potter’s Cave, and finally to Axom Branch, where the stone cabin ruins are to be found. On the way back, just rounding the corner opposite Rush Ridge, I went through the ice where a spring had thinned the 6 inches of ice.

Fortunately, I was riding my long wheel base recumbent, and only the front wheel went in. I was up to my armpits in the water, but it was easy to roll off onto the ice. I watched a second and realized it was wedged in, but would soon enough sink, so I grabbed the handle bars and pulled back and up but it was stuck.

I realized I should not put extra weight near the hole, but there was little I could do about that. I pushed a little to free it, then pulled back and the bike came out. I stood around for about ten minutes, drying my Iphone and waiting to see if I was going to go into shock or get really cold.

But neither of these things happened. So I got back on the bike, and moved closer to shore where I knew the water was not deep, and made my way back about a mile to Pine Grove. Climbing the hill back to 446 warmed me up, and I only noticed the cold in my feet as I rode the 9 miles back home.

Categories
Bike Safety Btown Biking

US DOT Bike-Ped Guidelines

Ray LaHood, the new Secretary of Transportation, released these new guidelines, really remarkable stuff. It’s hard for me to believe he and I are on the same page in regards to this new policy, but tis true.

United States Department of Transportation
Policy Statement on Bicycle and Pedestrian Accommodation
Regulations and Recommendations
Signed on March 11, 2010 and announced March 15, 2010

Note: Also available on the United States Department of Transportation Website

Purpose

The United States Department of Transportation (DOT) is providing this Policy Statement to reflect the Department’s support for the development of fully integrated active transportation networks. The establishment of well-connected walking and bicycling networks is an important component for livable communities, and their design should be a part of Federal-aid project developments. Walking and bicycling foster safer, more livable, family-friendly communities; promote physical activity and health; and reduce vehicle emissions and fuel use. Legislation and regulations exist that require inclusion of bicycle and pedestrian policies and projects into transportation plans and project development.

Accordingly, transportation agencies should plan, fund, and implement improvements to their walking and bicycling networks, including linkages to transit. In addition, DOT encourages transportation agencies to go beyond the minimum requirements, and proactively provide convenient, safe, and context-sensitive facilities that foster increased use by bicyclists and pedestrians of all ages and abilities, and utilize universal design characteristics when appropriate.

Transportation programs and facilities should accommodate people of all ages and abilities, including people too young to drive, people who cannot drive, and people who choose not to drive.

Policy Statement

The DOT policy is to incorporate safe and convenient walking and bicycling facilities into transportation projects. Every transportation agency, including DOT, has the responsibility to improve conditions and opportunities for walking and bicycling and to integrate walking and bicycling into their transportation systems. Because of the numerous individual and community benefits that walking and bicycling provide — including health, safety, environmental, transportation, and quality of life — transportation agencies are encouraged to go beyond minimum standards to provide safe and convenient facilities for these modes.

Authority

This policy is based on various sections in the United States Code (U.S.C.) and the Code of Federal Regulations (CFR) in Title 23—Highways, Title 49—Transportation, and Title 42—The Public Health and Welfare. These sections, provided in the Appendix, describe how bicyclists and pedestrians of all abilities should be involved throughout the planning process, should not be adversely affected by other transportation projects, and should be able to track annual obligations and expenditures on nonmotorized transportation facilities.

Recommended Actions

The DOT encourages States, local governments, professional associations, community organizations, public transportation agencies, and other government agencies, to adopt similar policy statements on bicycle and pedestrian accommodation as an indication of their commitment to accommodating bicyclists and pedestrians as an integral element of the transportation system. In support of this commitment, transportation agencies and local communities should go beyond minimum design standards and requirements to create safe, attractive, sustainable, accessible, and convenient bicycling and walking networks. Such actions should include:

  • Considering walking and bicycling as equals with other transportation modes: The primary goal of a transportation system is to safely and efficiently move people and goods. Walking and bicycling are efficient transportation modes for most short trips and, where convenient intermodal systems exist, these nonmotorized trips can easily be linked with transit to significantly increase trip distance. Because of the benefits they provide, transportation agencies should give the same priority to walking and bicycling as is given to other transportation modes. Walking and bicycling should not be an afterthought in roadway design.
  • Ensuring that there are transportation choices for people of all ages and abilities, especially children: Pedestrian and bicycle facilities should meet accessibility requirements and provide safe, convenient, and interconnected transportation networks. For example, children should have safe and convenient options for walking or bicycling to school and parks. People who cannot or prefer not to drive should have safe and efficient transportation choices.
  • Going beyond minimum design standards: Transportation agencies are encouraged, when possible, to avoid designing walking and bicycling facilities to the minimum standards. For example, shared-use paths that have been designed to minimum width requirements will need retrofits as more people use them. It is more effective to plan for increased usage than to retrofit an older facility.
  • Planning projects for the long-term should anticipate likely future demand for bicycling and walking facilities and not preclude the provision of future improvements.
  • Integrating bicycle and pedestrian accommodation on new, rehabilitated, and limited-access bridges: DOT encourages bicycle and pedestrian accommodation on bridge projects including facilities on limited-access bridges with connections to streets or paths.
  • Collecting data on walking and biking trips: The best way to improve transportation networks for any mode is to collect and analyze trip data to optimize investments. Walking and bicycling trip data for many communities are lacking. This data gap can be overcome by establishing routine collection of nonmotorized trip information. Communities that routinely collect walking and bicycling data are able to track trends and prioritize investments to ensure the success of new facilities. These data are also valuable in linking walking and bicycling with transit.
  • Setting mode share targets for walking and bicycling and tracking them over time: A byproduct of improved data collection is that communities can establish targets for increasing the percentage of trips made by walking and bicycling.
  • Removing snow from sidewalks and shared-use paths: Current maintenance provisions require pedestrian facilities built with Federal funds to be maintained in the same manner as other roadway assets. State Agencies have generally established levels of service on various routes especially as related to snow and ice events.
  • Improving nonmotorized facilities during maintenance projects: Many transportation agencies spend most of their transportation funding on maintenance rather than on constructing new facilities. Transportation agencies should find ways to make facility improvements for pedestrians and bicyclists during resurfacing and other maintenance projects.

Conclusion

Increased commitment to and investment in bicycle facilities and walking networks can help meet goals for cleaner, healthier air; less congested roadways; and more livable, safe, cost-efficient communities. Walking and bicycling provide low-cost mobility options that place fewer demands on local roads and highways. DOT recognizes that safe and convenient walking and bicycling facilities may look different depending on the context — appropriate facilities in a rural community may be different from a dense, urban area. However, regardless of regional, climate, and population density differences, it is important that pedestrian and bicycle facilities be integrated into transportation systems. While DOT leads the effort to provide safe and convenient accommodations for pedestrians and bicyclists, success will ultimately depend on transportation agencies across the country embracing and implementing this policy.

Ray LaHood, United States Secretary of Transportation

Categories
Bike Safety Btown Biking

Bike-Ped Safety and Indiana University, 2009

Statelaw

There has been are rash of injuries to peds and bikers, and even death, on the streets of Bloomington recently. I’ve been very concerned about this in that over the years many of my friends have been hurt, and at times I’ve come close. In every instance of person/car collisions, the car always wins. Many folks don’t understand they are driving a deadly weapon, and many peds and bikers don’t see the danger of a ton of steel moving at 30 mph, it’s just everyday life for most of us.

IDS Articles: Oct. 12 | Oct 13 | Oct 14

This week the IDS ran a three part series about pedestrian and bike safety on campus. The links are above, I was quoted in the second 2 articles. I’ve been communicating with officials at both the university and the city, and IMHO, up till now, there has been a failure to communicate.

The university has been defending a policy that discourages the use of painted crosswalks, I’ve been defending the opposite position. They claim that the IC (Indiana Code) is not sufficient to protect pedestrians, and to quote Larry MacIntyre in the IDS on Sept 11: “MacIntyre said, however, that under Indiana law, students do not have the right-of-way at crosswalks. He said cars only have to stop at crosswalks with flashing yellow lights.”

This was so egregous a claim that I wrote him a series of emails trying to point out the errors in his logic. He cited IUPD and John Applegate as the source for his interpretation of the laws,and it has been claimed that city police and Public Works were on board with this regressive interpretation. I’ve copied the relevant code below, what do you think? Do peds have right-of-way while in a marked (or unmarked) crosswalk?

IC 9-21-8-36 says it all, and few from IU have acknowledged its relevance, or that it even exists.

IC 9-21-8-36
Sec. 36. Except as provided in IC 9-21-17-8, when traffic control signals are not in place or not in operation, a person who drives a vehicle shall yield the right-of-way, slowing down or stopping if necessary to yield, to a pedestrian crossing the roadway within a crosswalk when the pedestrian is upon the half of the roadway upon which the vehicle is traveling or when the pedestrian is approaching closely from the opposite half of the roadway.
 As added by P.L.2-1991, SEC.9.

This next one is written a bit backwards, It seems to be a simple anti-jaywalking provision, but it also implies that if you are in a crosswalk, you have right-of-way.

IC 9-21-17-7
Crossing roadway at point not marked as a crosswalk; yield of right-of-way to traffic
Sec. 7. A pedestrian crossing a roadway at a point other than within a marked crosswalk or within an unmarked crosswalk at an intersection shall yield the right-of-way to all vehicles upon the roadway.

Here is the one that IU used to justify its policy, claiming that peds don’t have rights in crosswalks unless signalized. This claim makes no sense at all to me. Can you make the words below say that peds don’t have right of way in crosswalks unless they are signalized? Here is exactly what I was told:

“IC 9-21-17-2 is interpreted to mean pedestrians do not have the right of way in crosswalks unless the crosswalk is signalized (usually at an intersection). This interpretation is shared by the Director of Public Works, the Chief of the Bloomington Police, and a member of the IUPD who are all on the task force.”

This is scary as it seems the police are interpreting the law to suit policy. They must not have not read the law, to offer the words below as proof that peds don’t have right-of-way when IC 9-21-8-36 is very clear they do.

IC 9-21-17-2
“Walk” and “don’t walk” signals
Sec. 2. Whenever special pedestrian control signals exhibiting the words “walk” or “don’t walk” are in place, the signals must indicate as follows:
(1) Flashing or steady “walk” means a pedestrian facing the signal may proceed across the roadway in the direction of the signal and a person who drives a vehicle shall yield the right-of-way to the pedestrian.
(2) Flashing or steady “don’t walk” means a pedestrian may not start to cross the roadway in the direction of the signal. A pedestrian who has partially completed crossing on the “walk” signal shall proceed to a sidewalk or safety island while the “don’t walk” signal is showing.

I’m waiting to hear back from a number of folks, no one from IU has yet acknowledged IC 9-21-8-36, or tried to explain it away, so it is up in the air for now. More to come!

Categories
Btown Biking Uncategorized

Barr & Delap Road Waterfalls

    

I love waterfalls, and take pictures of them when I find them on my rides. Northeast of Bloomington, Bean Blossom creek flows north to northwest until it flows into the West Fork of the White River. One Sunday, Jojo and rode along Bottom Road. Its about five miles of “flat” riding up to the intersection of Woodall Road. Woodland Road heads west off of Woodall, and rises out of the valley, and which intersects Barr Road. We took that back east, and it dropped into the valley, where to our suprise we found a dry waterfall with a large pool. It was quite interesting how the water was totally contained by large rocks, even though it was dry uphill and downhill from the site. My camera had a finger smudge, so my pictures aren’t that great, but I posted them anyhow.

We rode on Delap Road, which runs west and north along the ridge for a while, offering some great views of the Bean Blossom valley. We passed a farm with peacocks and llamas, very scenic in the early evening sunlight. Where Delap drops into the valley we found a cascade/waterfall, probably spring fed, as it was running strong, and had good growth of stream moss. We stopped to explore, and found that there were two parts, dropping about 15 feet total. This video should give you an idea of what if was like:

Delap Waterfall

Categories
Bike Safety Btown Biking

Bike safety interview on WTTS




Here is an interview I did on WTTS about bike safety issues in Bloomington. They asked me as a member of the Bloomington Bicycle and Pedestrian Safety Commission, but I did not speak officially for the group, but for myself as a concerned biker/ped.

I know I sound like Oscar the Grouch, but just today another pedestrian was killed while crossing the street, it was reported his shoes flew 40 feet. We just can’t keep giving cars the best parts of our lives, the streets should belong to the people, not the oil/gas/car/truck subculture.

Categories
Btown Biking

Tandem Ride along Lake Michigan

Eileen and I vacationed in Chicago in August, and on the first day we rented a tandem bike at Millennial Park, and started riding north. We found the path a bit crowded, but everyone seems to get along fine, no crashes. We passed the volleyball courts, and rode out on a pier. I got my feet wet, and we gazed at the water.

From Chicago/Prairie Vacation '09
From Chicago/Prairie Vacation '09
From Chicago/Prairie Vacation '09

We rode west at Diversy, and toured the lagoon north of Lincoln Park zoo, then entered and bikes around the animal houses.

From Chicago/Prairie Vacation '09

We followed the zoo parking lot south, then walked over the ped bridge over Lakeshore Drive. It had no screens around it, and in fact there were flowers all the way across.

From Chicago/Prairie Vacation '09

We move back down the lake path to the Chicago River, then rode across the bridge, which is quite a scene, bikes, skaters, peds, and cars all sharing the space. We got back within our 2 hour rental time even though we goofed around a bunch at the lagoon and zoo.

From Chicago/Prairie Vacation '09

We stopped at the band-shell and listened to a rehearsal for a bit, then got on the train and headed back to Schaumburg and the prairie.

Categories
Btown Biking

Morgan-Monroe Spring Ride

Yellow Lady Slipper

After our great Virginia bluebell find last week, I was anxious to get to the Morgan-Monroe forest, where in years previous I’ve found the rare yellow lady-slipper. It was Sunday morning and we figured the highway would be pretty empty, so we headed out 10th St., and rode SR. 45 straight out to Tunnel Road, which we took to Shilo Rd, less than an hour of steady riding.

 

Shilo Rd. was repaved last year, and is still in great shape, a fine 3 mile ridgetop ride in the forest. We stopped for a break at Rust Rd., and has luck would have it Jason and Aaron Breeden came down the road, stopped and chatted for a few minutes. Jojo and I rode on to where Shilo ends on Anderson Rd., which we took over to Bean Blossom Rd. This road runs up the valley and then ascends nearly 300 feet over to the ridge which divides the White River from the Bean Blossom Valley.

After climbing the first long incline, there is a level stretch of ridge that drop steeply on each side. Right where we found them 2 years ago were the same 2 clusters of the elusive Yellow Lady Slipper. I took some pictures, they are here. We climbed to the top, and headed west on Forest Road, and to our surprise we saw several other clusters of Lady Slipper on the north side of the road.

As we rolled along enjoying the crisp green, forest air, we came on a clear-cut right along the roadside, with a sign that just flabbergasted me, I can’t believe they are so ignorant!

We rode Old 37 back to town, coming in through Cascades Park, about a 30 mile loop, really satisfying with just 2 big climbs, Bean Blossom and Firehouse hills. The weather was perfect, and the ephemeral wildflowers were at their peak.

From Mitch’s Bike Maps
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