A reader joked that hills are what keep her from cycling. Understandably, she hates having to walk her regular bike uphill, and the thought of trying to propel a load of kids up an incline can't be much more appealing. Fortunately, there are strategies even novice cyclists can use to make climbing easier and more efficient.
This article outlines some of those strategies. To summarize and clarify:
1) Get into a lower gear than you think you'll need for the climb. For me on the bakfiets, that almost always means my lowest gear. Keep your cadence (pedal speed/RPMs) up, and try to maintain speed.
2) Avoid shifting gears frequently, stay in the saddle for as long as possible, and point your toes to get the most power from your leg strength.
3) Be aware of your posture and breathing. Imagine yourself as a star cyclist on an epic climb in a big tour. You have a calm expression on your face, you are leaning into the incline with a flat back, you are pointing your toes, you are breathing deeply and staying focused. Cheeks, shoulders, and fingers should all be loose.
4) Only stand up for extra pedaling power when remaining in the saddle becomes clearly unsustainable. Standing over the pedals is a way to use a different muscle group, but it probably won't get you very far. This strategy should be saved for when your strongest and most efficient muscle group can really benefit from a short break. Shift into a higher gear when standing up. When sitting back down, immediately shift back into lower gear and focus on keeping your cadence fast.
I found a collection of articles on the topic here, so know that you aren't alone in your desire for strategies to conquer uphill climbs! Know that some authors focus on increasing strength-to-weight ratio, which is not practical for those of us hauling kids, water, snacks, diaper bags, and toys.
Showing posts with label reader Q&A. Show all posts
Showing posts with label reader Q&A. Show all posts
Wednesday, October 14, 2015
Wednesday, September 16, 2015
From a Reader: What About the Fighting?
It's true. Riding with two kids in a bakfiets isn't always sunshine and rainbows. They are in very close proximity. They can easily hit one another, yell in each others' ears, and bonk helmets together, either on purpose or by accident.
The good news is, they are right in front of me, so I can nip most skirmishes in the bud. I can physically hold on to one helmet or the other if necessary, which usually cuts down on the helmet bonking specifically and behavior problems generally. It is also relatively easy for me to intervene with distractions that occupy their hands and mouths, such as snacks and water bottles. A couple of pinwheels are great distractions and take the cuteness level off the charts!
In the event that behavior is really out of hand, I move to the sidewalk, take the aggressor out, and walk for a block or two. That is usually all it takes for the child to realize the journey will be much more enjoyable in the bicycle.
If your destination is appealing to the kids, you can always threaten to turn around and go home. I used this strategy on our Beat the Heat ride to Union Station, before we were more than a couple of blocks from home. It was particularly effective because I said I would stay home with the child who was hitting, and the other could go with dad and have fun. I think it set the tone for the whole day: this outing is a privilege, and it is supposed to be fun for everyone.
Singing songs is another great way to get the siblings more focused on cooperating instead of fighting. YOU might be insane by the time they get to the fifteen billionth refrain of "Itsy Bitsy Spider," but it's still better than screaming, in my book. Personally, I like to adapt "The Wheels On the Bus" to "The Wheels On the Bike." Naturally, I accompany the verse about the bell on the bike with actual ringing of the bell.
One final note: Usually getting in the bike and on the road is the hardest part. Once we're rolling, there is so much to look at and talk about.... the rides really are mostly sunshine and rainbows!
The good news is, they are right in front of me, so I can nip most skirmishes in the bud. I can physically hold on to one helmet or the other if necessary, which usually cuts down on the helmet bonking specifically and behavior problems generally. It is also relatively easy for me to intervene with distractions that occupy their hands and mouths, such as snacks and water bottles. A couple of pinwheels are great distractions and take the cuteness level off the charts!
In the event that behavior is really out of hand, I move to the sidewalk, take the aggressor out, and walk for a block or two. That is usually all it takes for the child to realize the journey will be much more enjoyable in the bicycle.
If your destination is appealing to the kids, you can always threaten to turn around and go home. I used this strategy on our Beat the Heat ride to Union Station, before we were more than a couple of blocks from home. It was particularly effective because I said I would stay home with the child who was hitting, and the other could go with dad and have fun. I think it set the tone for the whole day: this outing is a privilege, and it is supposed to be fun for everyone.
Singing songs is another great way to get the siblings more focused on cooperating instead of fighting. YOU might be insane by the time they get to the fifteen billionth refrain of "Itsy Bitsy Spider," but it's still better than screaming, in my book. Personally, I like to adapt "The Wheels On the Bus" to "The Wheels On the Bike." Naturally, I accompany the verse about the bell on the bike with actual ringing of the bell.
One final note: Usually getting in the bike and on the road is the hardest part. Once we're rolling, there is so much to look at and talk about.... the rides really are mostly sunshine and rainbows!
Thursday, September 10, 2015
From a Reader: Describe Your Cycling Area
A reader asks: How bike friendly is your area? Are you on main roads with
or without a bike lane? Are there bike paths that you take for part of
your journey from point a to point b?
All great questions! While Denver came out on top of REI's inaugural "Cycling Town Showdown" in 2014, I think our placement at twelfth in the U.S. by Cycling Magazine in 2010 is probably a closer estimation.
I would describe most of our riding areas as "urban neighborhood," meaning that we use residential roads in the city, which intersect with multi-use paths. We live near Washington Park, which has dedicated paved roads for pedestrians and cyclists. The Cherry Creek path is famous as an urban multi-use path, which goes through the city along a small river, set low beneath the bustle of Speer Boulevard. We use the Platte River trail to get to Costco, and have to navigate one scary intersection at Iowa and Santa Fe Boulevard to get there.
While we use paths frequently, I would say we use bike routes and quiet residential streets just as frequently. We aren't big fans of traditional bike lanes, because of the door zone, high density of urban parking, and a tendency for many of these lanes to end abruptly. That said, sometimes they are the best option and can be a straightforward way to navigate an unfamiliar area.
When planning a cycling route, it helps to completely dissociate from what you would do in a car. If you're much more used to driving, it is tempting to try to cycle the same way you would go in a car. Instead, start from scratch by looking at a bicycle map or Google maps with the cycling option for mode of transport. Bike shops frequently carry bicycle maps which highlight cycling infrastructure. Printable maps may be available online for your area. Google maps should be taken with a grain of salt, but we've had good luck with it.
While these tools are great, they are no substitute for the knowledge and advice of local cyclists. They can tell you from first-hand experience which routes work well and which are best avoided. This is just one of the many reasons I set up this blog and our Facebook group!
If you find yourself without any tools to navigate an area that you know by car, imagine where you would drive if your normal route were closed for construction. Those small, residential streets that are near main roads but don't experience high traffic flow (think "detour" or "alternate route") are often great for cycling!
All great questions! While Denver came out on top of REI's inaugural "Cycling Town Showdown" in 2014, I think our placement at twelfth in the U.S. by Cycling Magazine in 2010 is probably a closer estimation.
I would describe most of our riding areas as "urban neighborhood," meaning that we use residential roads in the city, which intersect with multi-use paths. We live near Washington Park, which has dedicated paved roads for pedestrians and cyclists. The Cherry Creek path is famous as an urban multi-use path, which goes through the city along a small river, set low beneath the bustle of Speer Boulevard. We use the Platte River trail to get to Costco, and have to navigate one scary intersection at Iowa and Santa Fe Boulevard to get there.
While we use paths frequently, I would say we use bike routes and quiet residential streets just as frequently. We aren't big fans of traditional bike lanes, because of the door zone, high density of urban parking, and a tendency for many of these lanes to end abruptly. That said, sometimes they are the best option and can be a straightforward way to navigate an unfamiliar area.
When planning a cycling route, it helps to completely dissociate from what you would do in a car. If you're much more used to driving, it is tempting to try to cycle the same way you would go in a car. Instead, start from scratch by looking at a bicycle map or Google maps with the cycling option for mode of transport. Bike shops frequently carry bicycle maps which highlight cycling infrastructure. Printable maps may be available online for your area. Google maps should be taken with a grain of salt, but we've had good luck with it.
While these tools are great, they are no substitute for the knowledge and advice of local cyclists. They can tell you from first-hand experience which routes work well and which are best avoided. This is just one of the many reasons I set up this blog and our Facebook group!
If you find yourself without any tools to navigate an area that you know by car, imagine where you would drive if your normal route were closed for construction. Those small, residential streets that are near main roads but don't experience high traffic flow (think "detour" or "alternate route") are often great for cycling!
Wednesday, September 2, 2015
What Do "Sharrows" Mean, Really?
I admit it. I'm confused by shared lane markings, aka sharrows. These pictures of bicycles with chevrons pointing in the direction of traffic flow make me feel like I, as a cyclist, am more welcome on the pavement where they are painted.
In reality, it means that there should be a dedicated bicycle lane, but there is no space for it. It means that instead of sharing the lane with motor vehicles, I should actually take a full lane for my bicycle and expect motor vehicles to pass safely around me. It means that cyclists should obey laws exactly as though they were driving a motor vehicle. (See pg. 19 of the Denver Moves "Making Bicycle and Pedestrian Connections" report.)
In short, it means that a street marked with sharrows is exactly like every non-freeway street with zero bicycle markings. The one possible difference is that a driver might see a sharrow and think, "Oh, right! Bicyclists exist. I should operate my vehicle accordingly."
Today NPR published this story which ends with the conclusion, "But at the end of the day, reducing cycling accidents may boil down to something simpler [than creating bicycle infrastructure]: Making sure that bikers know the rules of the road — and that drivers know how to deal with bikers." Unfortunately, this isn't so simple. Sharrows are possibly the most prominent example of how confusing "the rules of the road" can be, for both cyclists and motorists. They probably aren't going anywhere, though; sharrows are a cheap and easy way for governments to boast investment in bicycle infrastructure without undertaking the efforts that help the most: bike boulevards, buffered or protected bike lanes, and regional paths.
It is also important to note that one of the studies linked in today's NPR story only includes data involving motor vehicles. These injuries and fatalities most likely have nothing to do with increased frailty due to age, contrary to what the story suggests. If you're plowed over by a two ton motor vehicle, it probably won't make much difference whether you are 14 or 41. The study compares recent data with data from 40 years ago. Think about that for a minute. You know what nobody was doing 40 years ago while driving? Using a phone. Just ask Christopher Weber and Matt Boeve, who bravely speak about this issue.
NPR, I love ya, but the conclusions of today's story are WAY off.
In reality, it means that there should be a dedicated bicycle lane, but there is no space for it. It means that instead of sharing the lane with motor vehicles, I should actually take a full lane for my bicycle and expect motor vehicles to pass safely around me. It means that cyclists should obey laws exactly as though they were driving a motor vehicle. (See pg. 19 of the Denver Moves "Making Bicycle and Pedestrian Connections" report.)
In short, it means that a street marked with sharrows is exactly like every non-freeway street with zero bicycle markings. The one possible difference is that a driver might see a sharrow and think, "Oh, right! Bicyclists exist. I should operate my vehicle accordingly."
Today NPR published this story which ends with the conclusion, "But at the end of the day, reducing cycling accidents may boil down to something simpler [than creating bicycle infrastructure]: Making sure that bikers know the rules of the road — and that drivers know how to deal with bikers." Unfortunately, this isn't so simple. Sharrows are possibly the most prominent example of how confusing "the rules of the road" can be, for both cyclists and motorists. They probably aren't going anywhere, though; sharrows are a cheap and easy way for governments to boast investment in bicycle infrastructure without undertaking the efforts that help the most: bike boulevards, buffered or protected bike lanes, and regional paths.
It is also important to note that one of the studies linked in today's NPR story only includes data involving motor vehicles. These injuries and fatalities most likely have nothing to do with increased frailty due to age, contrary to what the story suggests. If you're plowed over by a two ton motor vehicle, it probably won't make much difference whether you are 14 or 41. The study compares recent data with data from 40 years ago. Think about that for a minute. You know what nobody was doing 40 years ago while driving? Using a phone. Just ask Christopher Weber and Matt Boeve, who bravely speak about this issue.
NPR, I love ya, but the conclusions of today's story are WAY off.
Monday, August 31, 2015
Options For Kids Who Don't Yet Ride Independently
I've received several inquiries about cycling with kids before they are ready for long rides, but are either too big or too energetic for trailers or box bikes. We settled on the Follow Me tandem trailer. It allows kids to ride independently for part of the ride, then hook up to an adult's bike when they get tired or need help. We have also found that it can help kids get the feel of riding without training wheels, even if they aren't riding independently yet. It costs a lot to ship it from the UK, but we thought the benefits were worth the extra cost.
Other options we considered were the Trail-Gator and the Weehoo trailer. The Weehoo was eliminated because it MUST be used as a trailer. We are trying to minimize the amount of gear we buy, and we had already invested in an Islabike (more on this decision in another post) for our 5YO. The versatility of using the child's bike with or without the trailer attachment was very attractive, in addition to being convenient and space-saving. In fact, I frequently leave the Follow Me on my bike even when I don't have any kids with me.
The Trail-Gator is more affordable and available at Target, but we were concerned about reviews that said the child's bike tended to lean to one side or the other. It also is incompatible with one of our racks. As you can see, we need our racks:
We have friends who have a Weehoo and love it. One advantage is that your kid's rear will not get sore from a bike seat, so it might be better if you like to take REALLY long rides.
Using a tandem trailer takes a bit of practice. We taught our 5YO not to brake at all, ever, when attached to the adult bike. Then, we implemented a "red light, green light" method to let him know when to pedal harder and when he could put his feet down at a stop. It also helps to say, "Ready, set, green light!" when waiting at a stoplight so he has time to get his feet back on the pedals before we have to go.
One potential drawback is that neither the Trail-Gator nor the Follow Me are compatible with training wheels. So, if your kid is using training wheels, you'll have to remove them or re-orient them each time you use the attachment, then reset when done. That said, as I mentioned above, we found that the Follow Me was helpful in getting our child used to the feeling of riding without training wheels, even though he hasn't yet learned to cycle independently without them. The Trail-Gator website now offers flip-up training wheels for about $24. Please comment if you have used this product and would like to offer a review!
The Follow Me is Swiss design, and it shows. It is intimidatingly technical at first, but once you figure out where all the pins go and what the knobs do, it is easier than it looks. It caused some wear and tear on the rack we use with it (it started to pull off the rear light), but a bit of bike chain around the rack itself offered the needed support and prevented further damage.
Other options we considered were the Trail-Gator and the Weehoo trailer. The Weehoo was eliminated because it MUST be used as a trailer. We are trying to minimize the amount of gear we buy, and we had already invested in an Islabike (more on this decision in another post) for our 5YO. The versatility of using the child's bike with or without the trailer attachment was very attractive, in addition to being convenient and space-saving. In fact, I frequently leave the Follow Me on my bike even when I don't have any kids with me.
The Trail-Gator is more affordable and available at Target, but we were concerned about reviews that said the child's bike tended to lean to one side or the other. It also is incompatible with one of our racks. As you can see, we need our racks:
We have friends who have a Weehoo and love it. One advantage is that your kid's rear will not get sore from a bike seat, so it might be better if you like to take REALLY long rides.
Using a tandem trailer takes a bit of practice. We taught our 5YO not to brake at all, ever, when attached to the adult bike. Then, we implemented a "red light, green light" method to let him know when to pedal harder and when he could put his feet down at a stop. It also helps to say, "Ready, set, green light!" when waiting at a stoplight so he has time to get his feet back on the pedals before we have to go.
One potential drawback is that neither the Trail-Gator nor the Follow Me are compatible with training wheels. So, if your kid is using training wheels, you'll have to remove them or re-orient them each time you use the attachment, then reset when done. That said, as I mentioned above, we found that the Follow Me was helpful in getting our child used to the feeling of riding without training wheels, even though he hasn't yet learned to cycle independently without them. The Trail-Gator website now offers flip-up training wheels for about $24. Please comment if you have used this product and would like to offer a review!
The Follow Me is Swiss design, and it shows. It is intimidatingly technical at first, but once you figure out where all the pins go and what the knobs do, it is easier than it looks. It caused some wear and tear on the rack we use with it (it started to pull off the rear light), but a bit of bike chain around the rack itself offered the needed support and prevented further damage.
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