Here is Vol. 1, No. 3, of Wisconsin Bicyclist (Fall, 1995).
by Bill Hauda
Nearly eight years ago, I had a vision of a state-wide organization that would represent the interests of bicyclists throughout Wisconsin. To find out if other cyclists shared my view, I organized a conference in Madison with Race Across America notables Lon Haldeman and Susan Notorangelo as the main speakers. About 50 cyclists showed up and the Bicycle Federation of Wisconsin (BFW) was born.
That was in 1988. During the next few years, a fledgling BFW struggled along, essentially operating out of the officers' homes. Last year, things changed dramatically with the arrival of Marcia Miquelon, the Federation's first executive director. Under her leadership, an office was opened in Madison and the BFW became a real organization.
Today, as Marcia prepares to move on to other challenges, I'm pleased to be able to continue developing the idea of 1988 by becoming the Bicycle Federation's new executive director.
For those of you who haven't run into me at bicycle club meetings or events, let me introduce myself. For the past 10 years, I have directed the state Common Cause organization, a group that works for open and accountable government. Before that, I reported on state government in Wisconsin for United Press International for more than 20 years. I'm one of the many marathon runners who gradually slid into bicycling, initially because of the need to train on a bicycle for competition in triathlons. That soon led to commuting, weekend touring, tandem riding and mountain biking. Along the way, I became the state legislative representative for the League of American Bicyclists (LAB), a life-LAB member, and the developer and director of the Great Annual Bicycle Adventure Along the Wisconsin River, now heading into its 11th year.
As I assume the executive director's post, my goal is to turn the BFW into a major force for cyclists' rights in Wisconsin. But I am not going to be able to do that alone. Federations are made of members, and your activism and support is critical in accomplishing that goal. Together, we can turn dreams into reality.
by Scott Rose
On September 16 and 17, bicycle advocates from around the Midwest region gathered at the UW-Madison Memorial Union to participate in the "Bike Action 2000" conference. The conference was cosponsored by the Bicycle Federation of America (BFA), Rails to Trails Conservancy (RTC), and the LAB. Plenty of BFW members were among the 50 attendees, and BFW volunteers provided expert local arrangements.
The conference focused on building the skills necessary to get the state bike plans mandated by the Intermodal Surface Transportation Efficiency Act (ISTEA) off the shelves and into action. Too often, much effort goes into creating a great plan, only to have provisions of the plan ignored by policy makers. Only the implementation of a plan will make a difference to bicyclists, and this requires ongoing vigilance and outspokenness by bicycle advocates, as well as the cultivation of relationships with politicians and with state agencies.
The conference keynote was presented by well-known Madison state representative (and avid cyclist) Spencer Black, who answered the question "why doesn't bicycling fare better in the legislative process?" The short answer was that the road-building lobby, the "most powerful lobby" that Rep. Black has encountered in his many years in government, wants to keep transportation dollars to themselves, and they have the resources to drive their agenda much more effectively than do the roughly half of one percent of Americans who use their bikes as their primary mode of transportation. What to do? Form alliances with like-minded groups in order to get the numbers necessary to get the ear of government.
Representing RTC at the conference was Tim Lidiak, who tried to explain how ISTEA funding works. It's so complicated, he said, that many state transportation officials don't grasp the intricacies. He also outlined recent developments in Congress whereby federal funds earmarked for bicycle and pedestrian projects and other "enhancements" which have been under-utilized by state DOTs since ISTEA was implemented may be made available for further highway building, a major loss to cyclists.
Lidiak also presented RTC's "Show Congress" campaign, which involves bringing members of Congress out on a bike to show them what bicycle facilities exist in their own districts, how relatively inexpensive they are, and how important they are to their constituents.
Charles Gandy and Andy Clark represented the BFA. Gandy, who was a state legislator in Texas, gave a memorable presentation called "A Tour of the Mind of a Politician." According to Gandy, politicians:
One of Clark's most useful contributions was a presentation on effective use of the media. Key points:
Noel Weyrich, Advocacy Coordinator for LAB, proved to be the master of the catch phrase. He advised participants to "pick the low-hanging fruit" and "hunt where the ducks are" (choose achievable goals), to "never pick a fight with somebody who buys ink by the barrel" (be nice to the press), and that "activism means sometimes having to hold your nose" (for example, don't be afraid to have your picture taken with the governor...).
The conference closed with a well-attended and very enjoyable tour of Madison's bicycle facilities led by the Arthur Ross, Madison's Pedestrian-Bicycle Safety Coordinator. Riding rental bicycles donated for the occasion by Roger Charly at Budget Bicycle, conference participants were able to experience firsthand one of Weyrich's more poignant quotes of the weekend: "What we are asking for is so little, yet it means so much to so many."
Informative written materials from Bike Action 2000 are available for review. Contact the BFW office for more information.
by Marcia Miquelon
It's really not so bad.
Bicycling in winter, that is. Though I consider myself to be a cold wimp, and I am not particularly athletic, I manage to ride eight miles to work and back nearly every day. On most midwestern winter days I maintain that bicycle commuting can actually be more comfortable than driving. Consider this:
For most people, the short drive to work is by far their most polluting act of the day, especially winter cold starts. Cars are the single largest producers of carbon monoxide, nitrogen oxides and hydrocarbons. University of California researchers estimate that this ground level air pollution from cars causes up to 30,000 deaths per year in this country.
But enough of the whys and on to a few of the how tos:
Try it a time or two, on milder days, perhaps. Try not to let convenient excuses and force of habit weaken your resolve. You'll find you're not alone out there. And you may find that motorists even treat you with a bit more respect, sympathetic to your heroism and determination. Some of them may be fair-weather bicyclists themselves, wishing that they had the hutzpa to be out there with you.
by Deedric Bauer
The 1939 bicycle safety film, "Bill's Bike" will be featured at a fundraiser for the BFW sponsored by the Bicycle Transportation Alliance of Dane County (BTA). This event will be held Thursday, December 14th at 7:30 PM in the Jane Addams room of Union South at UW-Madison. Madison's very own William Steuber, maker of the film, will make a guest appearance. Durable Goods, a bluegrass band, will provide musical entertainment. Suggested donation is five dollars.
Steuber's "Bill's Bike," a silent, color film, made for the Wisconsin Department of Transportation, was "rediscovered" at the State Historical Society. According to Steuber, "the highway safety people remembered it and dug it up." The 12-minute film is now being released by the DOT as part of a new bike safety package.
The film made headlines in the Wisconsin State Journal last summer when it was reported that William Steuber was still living in Madison. The "Bill" of "Bill's Bike," Bill Hugo, was located in Rockford, Ill. Hugo and Steuber met again last summer in Baraboo where the film was screened for the first time in 56 years. Steuber said he was very surprised with all the publicity but that its revival has been fun.
The film portrays a young man, "Bill" whose desire for a bike is satiated when his father gives him five dollars to purchase a used one. Like so many people today who obtain something without really earning it, Bill takes his new bike and his new responsibilities for granted. In a word, Bill becomes a bicycle outlaw, disregarding basic bicycle safety rules as well as rules of the road. Bill also shuns the idea of following any sort of maintenance schedule. Even an admonishment by a police officer fails to cure Bill of his errant ways.
Bill's life as a bicycle outlaw comes to a dramatic end when his failure to heed a stop sign results in the destruction of his bike by an automobile. Luckily, Bill survives this collision to redeem himself. With hard work and delayed gratification, Bill saves enough money to earn a new bike. He learns the value of safety regular maintenance and following the rules of the road.
Join us on December 14 for a celebration of a most successful year for the BFW!
by Bonnie Gruber, DNR Trails Program Analyst, Bureau of Parks and Recreation
The year 1996 will be a big one for new bike trails in Wisconsin. The new Mountain-Bay State Trail between the Green Bay and Wausau areas will be open; the Gandy Dancer State Trail in Burnett and Polk counties has been surfaced for biking; and the Chippewa River State Trail has been extended to join the Red Cedar State Trail in western Wisconsin.
The Mountain-Bay Trail is built on a former Chicago and Northwestern rail line. It goes past farms, woods, wetlands, small towns, and a spruce bog. Kettles, eskers, and moraines of glacial terrain are visible from it. The western trailhead is at the Weston Municipal Center, and Dells of the Eau Claire County Park, seven miles north of the trail, offers camping and picnicking. The trail is owned by the DNR and managed by Brown, Shawano, and Marathon Counties and the City of Shawano.
The Chippewa River Trail goes southwest from Eau Claire. The first 10 miles have been open, and the second 10 miles will be completed this fall. With the Red Cedar Trail, this makes a 24.5-mile trail.
The Gandy Dancer Trail goes north from St. Croix Falls. The 49 miles between there and the Minnesota border at Danbury have been surfaced with limestone for biking. The corridor offers abundant opportunities for wildlife watching.
The Gandy Dancer trail will charge bicyclists $3 a day or $10 a year, and will not accept the state trail pass at this time. The DNR is working with State Representative Greg Huber on legislation permitting counties operating state trails to keep a larger commission on state trail pass sales. If this legislation passes, counties could piggy-back on the state trail pass system, thereby saving administrative expenses and offering statewide consistency.
by Tom Huber
The Wisconsin Bicycle Map will be updated over the next eight months. The update will assess Wisconsin's roads, highways, and bicycle routes for inclusion on the map. It will also include more urban bicycle route information.
The original map was a good bicycling reference for day rides or long-distance trips. The map was meant to provide safe bicycle route connections to all communities of over 10,000 people, college towns, and major recreation areas. It was to have at least one east-west and north-south route in each county, which in turn would connect to each of the adjacent counties. Additionally, state highways considered unsuitable for bicycling were identified.
We are interested in hearing from users of the original map:
Currently, the map provides "recommended routes." Would you prefer more information on traffic volume and presence of paved shoulders?
We welcome all comments whether very general (scale, readability, etc.) or very specific (route omissions, additions, etc.).
Responses will be considered in updating the bicycle map as well as in the state bicycle planning process. And you'll be a part of improving Wisconsin's bicycling infrastructure.
Please provide responses to Tom Huber, WisDOT, Box 7913, Madison, WI 53707 or thuber@mail.state.wi.us.
by Tom Huber, State Bicycle and Pedestrian Coordinator (608) 267-7757
Bcp-Author: Peter Flucke, President of WE BIKE and BFW Board Member
Wouldn't it be great if somebody would come up with a way to increase bicyclist safety in your community that was cost effective and easy to implement, one which increased awareness of road hazards and provided an easy way to get them repaired? Wouldn't it be great if there was a way to encourage dialogue between bicyclists and street departments, to promote better attitudes about bicyclists rights and their needs as road users? Well, somebody did, and now the rest is up to you.
The Road Hazard Identification is the Wisconsin Department of Transportation's latest tool to aid in the fight against bicyclist deaths and injuries. The project provides bicyclists with postcards which they can use to report hazards to street departments for repairs. The project tracks each reported hazard via a computer database to ensure that repairs are being made.
It also provides training to bicyclists and street department personnel about hazard identification and repair. Project benefits to municipalities include increased traffic flow, decreased maintenance costs, and decreased exposure to liability for not maintaining roads properly.
The project can be implemented by municipalities or private groups such as bicycle clubs. Does your city, village or town have a good way to identify and repair road conditions which are hazardous to bicyclists? It should, and you can help.
For more information about implementing the Road Hazard Project and possible funding sources contact DOT Pedestrian/Bicycle Safety Program Manager - Joanne Pruitt Thunder at 608-267-3154 or Peter Flucke, 414- 497-3196.
by Michael D. Barrett, BFW Board Member
Madison recently was ranked fourth on Bicycling Magazine's list of Bike Friendly Cities. This came as something of a surprise to local advocates who are constantly struggling with the city to keep bike lanes clear of debris/cars in the summer and snow/debris/cars in the winter. The first snowfall of the winter - Friday night, 10 November, 1995 - was typical. By commute time, Monday, 13 November, the Isthmus Bike Path was iced, rutted and impassable. Local bureaucrats shrugged off responsibility.
A new, wider, and more dangerous bike lane went in along John Nolen Drive. The danger was created when a rail crossing was straightened from what was a 90 degree track crossing angle to a much shallower crossing angle of approximately 45 degrees. This angle will snag front wheels and produce dozens of accidents along a favorite commuter/recreational route.
Madison Developer John Mckenzie recently tried to give the city land for a bike path in his west side development but was rejected by Madison Parks Department. The bureaucrats did not want to spring for a narrow ribbon of asphalt. The bike path was intended to connect the new development with an existing Madison bike path.
Mike Rewey of WisDOT District 1 reports progress in bringing the west-side ped/bikeway to fruition. The route is to parallel the Wisconsin Southern Rail corridor from downtown Madison to (perhaps through) Middleton. This project was born out of concern for lack of a safe cycling connection along University Ave. from Shorewood Ave. to Merrill Springs Rd. The number of parties involved - nine governmental and corporate bodies - has been a complicating factor. Wisconsin Southern, for instance, is anxious to complete the project soon to keep cyclists from biking too close to the rails and pedestrians from crossing all along the line (particularly near the University). However, the corridor has been slated in a piecemeal fashion, more or less along local jurisdictional lines.
The conference highlight: Peter Calthorpe's keynote address on neo-traditionalist urban planning - often viewed as dovetailing with cyclists' interests in calmer traffic, ped-bike interconnectivity and human-scaled development.
The highlight of the transportation hearing was its emphasis on every form of transportation except the automobile. There was consensus that unless density promoting alternatives are adopted (bicycles included) Dane County's communities will sprawl into one characterless, ped/bike inaccessible conurbation ˆ la Chicago's west suburbs.
by Mike Miller
The City of River Falls recently completed a comprehensive bicycle and pedestrian plan utilizing funds available through ISTEA. The plan was prepared by the Schreiber/Anderson Associates of Madison, WI in collaboration with the River Falls Bicycle and Pedestrian Committee.
River Falls is experiencing a growth in population due largely to its location within commuter distance of the Twin Cities. This growth is expected to increase after the completion of a four-lane highway upgrade between River Falls and Interstate 94. The comprehensive bike and pedestrian plan came about because of concern that new development did not adequately consider the needs of cyclists and pedestrians.
Recommendations in the plan include:
The plan has received strong support from the community, the City Council and River Falls Township. The challenge now is to find the funding to turn the recommendations into reality.
by Peter Flucke, President of WE BIKE and BFW Board Member
The Bay Shore Bicycle Club has donated $5,000 towards the development of the Mountain Bay Recreational Trail which will run 83 miles from Green Bay to Wausau once completed. The money will be used for bridges and trail surfacing. Trail construction is now complete in Brown and Shawano Counties but still under way in Marathon County.
The former Chicago and Northwestern Railroad right-of-way which runs from Gillett North to the Brule River may be a future site for trail development. This right-of-way is currently owned by WisDOT, but may become available to DNR which would make trail extension to the Nicolet Recreational Trail possible.
The pilot of the Road Hazard Identification Project is complete. The project, which took place in the greater Green Bay area this summer, was a great success and will be ready for state wide use soon. For more information, see the article on page two.
by Kit Keller, BFW Board Member
Bicycle advocates can look forward to the second biennial Governor's Bicycle Conference which is tentatively scheduled for June 5 and 6 1996 in Milwaukee.. A planning committee will identify workshops for the day and a half conference, plan bicycle trips, and coordinate the conference. To assist in planning, contact Jeff Polenske, City of Milwaukee Traffic Engineering, at 414-286-3144.
Milwaukee's 1996 Bike to Work Day is tentatively set for Wednesday, June 6, 1996. For more information, call Jeff Polenske.
The BFSEW is gearing up to promote bicycle commuting in 1996 through a series of public presentations and educational programs. If you are interested in teaching a lunchtime seminar, contact Kit Keller at 414-375-6180.
The BFSEW's bicycle commuting project is funded with a grant from WisDOT. The BFSEW will work with selected employers to improve parking and changing areas, and set up a comprehensive, company-wide bicycle commuting program. Volunteers are needed to make this project a success.
BFSEW is looking for innovative ideas for public and fundraising activities to promote bicycling and bicycle commuting. If you have suggestions, please call Kit Keller. BFSEWmeets on the second Thursday of every month at the home of Jim Guthrie, 909 W. Glendale Avenue, Glendale, WI 53209 Phone: 414-967-9699.
by Marcia Miquelon
On Sept. 19, the Wisconsin State Assembly passed AB 96, which updates the current vehicle code as it pertains to bicycles, by a vote of 75 to 20. This is quite a victory for the Governor's Bicycle Coordinating Council, which initally introduced the piece of legislation, and for the BFW, which has actively promoted the bill.
Exciting discussion was held on the Assembly Floor over one of the bill's provisions, which will allow bicyclists to ride two abreast on any road, provided they do not impede traffic.
Rep. Dobyns (Fond du Lac) introduced an amendment which would have removed the two abreast provision. Reps. Robson (Madison), Baumgart (Sheboygan) and Gard (Marinette) proved themselves to be staunch supporters of bicycling by thoughtfully voicing opposition to this amendment, and thanks in large part to their comments, the bill passed unamended.
AB 96 must now be scheduled for a hearing by the Senate Transportation, Agriculture and Local Affairs Committee. This may happen soon after the first of the year. Calls to state senators, especially those who serve on the committee (LaSee, Drzewiecki, Zien, Andrea, Clausing) might help to speed up the process and ensure Senate passage. Contact the BFW office, 608- 251-4456 for more information.
by Marcia Miquelon
The state legislature and the governor still have not come to an agreement on the 1995-97 transportation budget. The governor is not pleased with the legislature's alternative of borrowing money for new highway construction which he had intended to generate via an increased gas tax.
According to Rob Kennedy, Ph.D., policy analyst and state coordinator for the New Transportation Alliance (NTA), the legislature is playing a shell game with borrowing authority.
The budget bill includes a transfer of 11 million dollars, approximately one-third of current levels, from federal programs such as Enhancements and Congestion Mitigation and Air Quality (CMAQ), which fund off-street bicycle projects such as bike paths and overpasses, to highway programs.
The CMAQ and Enhancements programs were created by a 1991 federal law, the Intermodal Surface Transportation Efficiency Act (ISTEA) to promote cost- and energy- efficient alternatives to the automobile such as bicycling, walking and transit. They were not intended for use in rehabilitating highways or offsetting the costs of increased automobile travel.
These cuts were adopted in the face of WisDOT's strong recommendation to increase spending for bicycle projects in the recently adopted Translinks 21 long-range tranportation plan, and the demonstrated ped-bike demand for those funds which is more than double the current funding levels.
Kennedy warns that bicyclists may face even greater losses if the governor does not permit extensive borrowing. The legislature takes more money from bikes, peds and transit to satisfy Wisconsin's desire to drive more without paying the price at the pump.
The 1991 passage of the Federal Intermodal Surface Transportation Efficiency Act created several obligated funding programs directed at promoting alternatives to the automobile. Since then, most states have not spent their yearly allotments in these funds, while they have used up money allocated for highways projects.
This fall congress, led by Rep. Bud Schuster (R-Pa.) introduced a version of the National Highway System Bill (a follow-up bill required by ISTEA) that would have permitted states to raid unused funds in the CMAQ and Enhancements accounts and redirect them to new highway construction. The US Senate, on the other hand, came up with a bill which strengthened and streamlined ISTEA's pro-bike and pro-rail provisions.
Thanks to the work of the Surface Transportation Policy Project Coalition in Washington D.C. and grassroots activists around the country, Congress' attempt to strip ISTEA of its intermodal spirit and provisions have been largely averted for now. However, national advocates are already preparing for a tough fight to get ISTEA reauthorized in 1996. For more info, contact STPP at 202-939-3470 or the BTA at 202-463-6622
There has been a whole lot of talk in the popular press about the Internet--usually billed as the "information superhighway"--and how it's going to change everybody's life dramatically, starting tomorrow. The computer business has gleefully joined the chorus, proclaiming that if little Johnny and Jody parents don't buy them a zillion-megahertz Pentium processor linked into the Internet right now, they are destined for a lifetime of technical obsolescence, flipping burgers at Micky-D's--if they are lucky.
As with all such overly-hyped technology, we are tempted to yawn and switch channels when we hear the latest ads. However, there are some real reasons why the Internet can be a handy tool for bicycle advocates.
One reason is e-mail, which allows one user to send one or many other users a letter or action alert that will arrive almost instantaneously. Activists in Madison send mail to the address bikies@gcg.com to reach a list of more than fifty like-minded folks in the Madison area, while activists across the Midwest send mail to bikemidwest@fuji.physics.indiana.edu to reach their counterparts throughout the Midwestern United States, perhaps to seek advice and insights on proposed legislation.
Another reason is the World Wide Web. Affection for the web, which is only a couple years old, abounds because it's such an easy way to access the information that is stored on thousands of Internet computers worldwide.
It's easy because the information is accessed by a "browser" program that displays the information--usually text and pictures, but sometimes movies and sound--immediately after you connect to the computer holding the information. It's also easy because of hypertext; a way of presenting information on a computer screen so that clicking on certain words or pictures takes you directly to related information that might be on a different computer altogether, perhaps thousands of miles away.
The web has caught on most widely in Europe where it was invented and on the west coast of the United States, where there are dozens of web sites dedicated to cycling. West coast touring and racing clubs routinely sponsor a "web page" that lists their schedule of events, cue sheets, and contact information.
Here in Wisconsin, we have the Bicycle Community Page, a web site edited by the author of this article and maintained with the help of various volunteers, who contribute information about bicycle advocacy, touring, off-road cycling, racing, bike shops, and the like. Perhaps the most widely-read section of the page is the calendar of events, which lists Madison-area advocacy events, tour schedules of various clubs, and race schedules. Point your browser at the address http://danenet.wicip.org/bcp/ to check it out.
The LAB now has a page at http://www.bikeleague.org/, offering membership information and merchandise.
Probably the best advocacy-oriented page comes from the Georgia Bicycle Federation: Chainguard-Online, at http://www.geopages.com/CapitolHill/1399/
So rush out and get yourself a zillion-megahertz Pentium today, or prepare to spend the future cruising the smog in your four-wheeled death machine....
Scott Rose is the treasurer and membership coordinator of the BTA
by Mark Shahan, Action & Research Coordinator, BTA
A recent development in bicycle advocacy is the Critical Mass Ride. A Critical Mass Ride is a gathering of bicyclists who, when a large enough group of people gather (a critical mass), take a bike ride together to show their support for bicycles as a means of transportation.
The rides are generally held at the end of the work day and are intended to inconvenience automobile drivers by taking over the streets on which the group rides. In other words, they are a type of bicycle protest ride. The rides have another important characteristic: they have no organization and no one is in charge. Decisions are reached by consensus in an impromptu manner.
The BTA has modified the Critical Mass idea to address what we see as its shortcomings: a lack of organization and a lack of focus. We call these Political Mass Rides.
It is well and good to feel invigorated and empowered by a protest ride, but that energy needs to be channeled towards specific goals bicyclists wish to achieve in their communities. Each Political Mass Ride has a specific, political purpose. They are meant to be used to increase the pressure on local governments to provide the facilities and accommodations bicyclists need. Lastly, they are aimed at getting media attention and publicity. This publicity is issue oriented, stems from grassroots action, and is intended to educate the public about bicycle issues.
An example of how BTA has used Political Mass Rides is the closing of the Law Park bike path in Madison due to construction of the convention center. We held the rides in combination with letter writing and phone calls to local politicians, and large turnouts at committee and city council meetings. We got results. The city eventually agreed to reduce path closure from two and a half years to eight months. In the process, the Political Mass Rides were covered on the local prime time news three months in a row in the middle of the winter!
Despite this type of success, people still level the charge that Political Mass Rides, like Critical Mass Rides, are provocative and confrontational. This is true. However, the implication is that if the action is provocative it is therefore violent. Gandhi's and Martin Luther King's demonstrations, though nonviolent, were also provocative and confrontational and they too sometimes resulted in violent responses.
There is a difference between being the victim of violence, as Gandhi and King were, and perpetrating the violence. To say the provocative action should be stopped because some respond to it with violence is simply blaming the victim. This same distinction also applies to Political Mass and Critical Mass Rides. The violence is perpetrated by motorists against ride participants engaged in a constitutionally protected activity, "the right of the people peaceably to assemble, and to petition the government for a redress of grievances."
In a democracy, it is necessary to have the right to be provocative because it is sometimes the only way to get one's message heard. If bike advocates are too mild mannered and always fear taking a provocative action for fear of a violent reaction, our voices will never be heard on transportation issues. Unfortunately, in the political world, the squeaky wheel gets the grease. Political Mass Rides are a way to squeak very loudly.
by Charles Gandy, Director of Advocacy Programs, BFA (written while working as Executive Director of the Texas Bicycle Coalition)
"To take the name of non-violence when there is a sword in your heart is not only hypocritical and dishonest but cowardly" - Mahatma Gandhi, Non-Violence in Peace and War, 1948.
Bicyclists, by amassing as a group and riding narrow, busy streets at rush hour to disrupt traffic flow, may pretend to deploy Gandhi's concept of ahimsa (non-violence as a principle) but in reality they fit the above group described by Gandhi. Their act is violence perpetrated upon the community. If their intent is to practice satyagraha (holding on to truth: resistance by non-violent means), I invite them to join an advocacy group [such as the Bicycle Federation of Wisconsin which is working daily to eliminate the barriers and reduce the frustration felt by all cyclists and lots of motorists.
So how do Ghandi's concepts square with Critical Mass? Let's start with their premise. It's Friday afternoon rush hour, cyclists organize at a central point then leave together as a group to intentionally block and slow traffic. Their plan is to ride the streets as a group sending a message to the motorists they come in contact with and, as a group, elevate their sense of empowerment. They focus only on the participants and cars involved, thus ignoring the larger message sent to the general public through the press and media. The message is disruption, conflict, antagonism, and therefore, violence.
When the media asks why they are doing this, the cyclists complain about lack of bike lanes, low or no respect from motorists, and generally unsafe riding conditions. Some participants voice an anti-car message. The media then asks motorists for their response. They articulate their frustrations with the Critical Mass riders today, with cyclists when they ignore traffic laws in general and are incredulous with cyclists' attitudes, believing that cyclists, "don't pay for the roads so they shouldn't even be out here in the first place".
Critical Mass riders are colliding with the very people they are trying to persuade. Those people come in two groups, motorists who might be sympathetic and other cyclists. Motorists are generally tolerant of cyclists but they get frustrated with us when we slow them down. They don't intentionally try to run over us but, when passing, they sometimes don't realize how close they come to killing us. They don't realize that we cyclists pay our share of sales and property taxes which are used to construct and maintain a large percentage of the roads. Finally, motorists as a group really get steamed when they see adult cyclists ignore stop lights and do other stupid things while riding in traffic. Hard to blame them, isn't it? Its equally hard to get them to make the leap in thinking that cyclists as a group should be taken seriously.
Cyclists who disagree with the Critical Mass riders come in all shapes, sizes, ages and income levels. While all cyclists share a common experience, that of a close call with an automobile, most of us don't see antagonistic tactics as productive toward reducing the risk of a future close call. In fact, a lot of us see the potential increasing as these tactics fuel frustrations and conflict. Further, on a day to day level, policy makers' response to street theater is to identify with the motorists and to express anger and dismay.
The Texas Bicycle Coalition's methods of improving cycling conditions include the following:
If Gandhi were alive today he would see Critical Mass rides as cyclists' retaliation for the sins of motorists. He would counsel, "Mankind has to get out of violence only through non-violence." He might go on and say, "Satyagraha is never vindictive."
Respect and real change comes to those who muster the courage and discipline to commit themselves to a cause, then take the risks necessary to overcome the obstacles in their way while never giving up.
Critical Mass is neither critical, nor mass. The work of improving cycling conditions in Austin is getting done by committed cyclists, elected officials, and city professionals. A small group of cyclists out for a Friday afternoon joy ride through already congested city streets only points out the obvious frustrations among all street users, deflects attention and energy away from actual improvement efforts, and needlessly risks additional deaths and injuries due to car/bike accidents.
by Jillian Corbett
The bus took forever again. It is now five minutes until your appointment and you've a fifteen minute walk ahead of you. Have you resigned yourself to your old motto, Never on Time? But look! Over there is a bright red 3-speed, with a handy little basket hanging from its handlebars, just the right size for the stuff you're carrying... and the bike is not locked up. Go ahead, get on.
Am I advocating bike theft? Not in the least. The bicycle you just pedaled off with is not a privately owned bike. It is everyone's bike. More accurately, it is part of a new program beginning this spring in Madison called "Red Bikes". Some of you may already be familiar with Portland, Oregon's Share-A-Bike/Yellow Bikes, or Boulder, Colorado's Spokes-for-Folks/Green Bikes programs. Ours will be quite similar.
We are now in the very early planning stages of Red Bikes, and are very enthusiastic. With a target-date of April 15th, we need to collect, repair, paint and store 30 (or more!) bikes before that time rolls around.
We need your help as a community! Old bikes, bike parts, space in which to tune up and/or store the bikes, tools, red paint...many of you perhaps have these things stored in your basements, or have easy access to them. Please let us know!
But most importantly, we need people to talk about this. The only way these programs work is with a high level of public awareness, so tell your friends! We do not want these bikes stolen or damaged from ignorance. We need Madison to know that these bikes are everyone's, and that such a program needs to be watched and carefully maintained by all in order for it to survive.
If you are interested in volunteering, donating any of the necessary items, or letting us know your ideas and suggestions, please contact us at Red Bikes, (608) 256-6340. Remember better red than driving!
by Pamela S. Barrett, PT, ATC
Many claims have been made by food supplement companies with regard to their products' ability to enhance performance. Producers of sport drinks, energy bars and gels would like you to believe that there is conclusive scientific evidence that their products will give you the extra edge to shave those last few seconds off your cycling time. The "science" behind these claims is questionable at best.
Most studies which confirm the ergogenic effectiveness of energy bars are funded by the very companies that stand to gain from sales of these relatively expensive products. Independent studies, on the other hand are consistently inconclusive. Energy bars are often promoted in popular sports magazines (which, by the way, sell a lot of advertising space to the "energy" food manufacturers) as an acceptable substitute for, or even a major element of meals. Designing a lunch time meal around an energy bar may well prove to be costly--both financially and nutritionally.
I compared the nutritional values of a popular 65 gram energy bar with a 65 gram portion of dehydrated banana slices. I found that, gram for gram, dehydrated banana slices provide more calories, potassium and carbohydrates while providing less fat, cholesterol and sodium. Your body uses calories in the form of carbohydrates more readily than fats to fuel performance. Given the banana's edge in providing more usable energy, it is apparent that energy bars are no more effective than the ordinary banana.
Research presented at a recent sports nutrition conference identified guidelines for refueling during extended athletic activity. Thirty to 60 grams of carbohydrates (or 240 Cal) is the maximum amount of fuel that can be metabolized per hour. Ingesting food in greater quantities may result in placing more food in your stomach than can be processed efficiently (that heavy feeling in the stomach after meals). This may result in decreased performance. Experts further recommend that the foods be consumed at 15 minute intervals rather than all at once.
The point of all this is: be skeptical of the claims of "energy bar" manufacturers. The less costly banana may very well be the ultimate power pack.
Pamela is a year-round cyclist and sports medicine physical therapist at Dean Medical Center, Madison.
This fall, the BFW held elections for five vacant positions on its Board of Directors. Here's who you voted for:
Michael D. Barrett is currently the Publicity Coordinator of the BTA and edits its quarterly publication, Spoke 'n' Word. He is also copy editor for the Wisconsin Bicyclist. Michael works part-time at Wisconsin's Environmental Decade and is heavily involved in local land-use and transportation planning issues. He has an M.S. in urban and historical geography from UW-Madison. Michael rode with Italian amateur cycling clubs in Italy and toured throughout Europe while stationed with the U.S. Army in Vicenza from 1986-90. He was also involved in the Italian bicycle advocacy group, Pedala Verde.
Dan Herber is currently a City Council Member for the City of LaCrosse. He serves on the Public Works, Mass Transit Utility and Parking Utility boards, and is a member of the LaCrosse Area Bicycle and Pedestrian Advisory Committee. He is also the executive director of the Preservation Alliance of La Crosse, a non-profit historic preservation organization.
Dan does layout and writing for Big Muddy Bend, an alternative tabloid. He has also lectured and taught on a range of issues, including transportation, environmental philosophy, local/state government, historical preservation, social justice, solid waste management, vegetarianism and alternative energies.
He has been a year-round commuter/utilitarian cyclist for five years.
Paul Lata. As ride director of the Menominee River Century, Paul has the opportunity to communicate with a large number of cyclists. To promote the ride, Paul designed and produced a bicycle map of Marinette County. He was instrumental in getting the Spokes and Folks bicycle club off the ground. He is on the Recreational and Economic Development Subcommittee of the Governor's Bicycle Coordinating Council.
Paul and his wife, Laurie, have been avid bicyclists for 20 years. They are year-round commuters and participate in organized rides throughout Wisconsin. Paul enjoys mountain biking and rides a recumbent. Paul is a pharmacist at Bay Area Medical Center in Marinette and is the editor of the local Audubon Society newsletter.
Gary Sanderson is V. P. of the Cream City Cycle Club (CCCC) in Milwaukee. He helped to organize the first Bike-to-Work day in Milwaukee in 1993, and he and his wife, Irene, have organized several ride events for the Couples on Wheels, and the Wisconsin Tandem Society. He and Irene have also toured in Europe.
He has earned his living as a biochemist in the food industry in Sri Lanka, in New Jersey, and for the past 18 years, in Wisconsin. He is currently a Vice President with Universal Foods Corporation in Milwaukee.
Gary's objective is to increase membership in the Bicycle Federation of Wisconsin.
Richard Schwinn has a lifelong involvement and career commitment to bicycling. From 1986 to 1993 he held various jobs in marketing and manufacturing for the Schwinn Bicycle Company. He is currently one of the owners of Waterford Precision Cycles, makers of Elite Bicycles.
Richard served as alternate director of the Bicycle Industry Organization (BIO) from 1987 to 1992. From 1990 to 1994, he served on the Board of Directors of the RTC. He has also served as a member of the Chicago Mayor's Bicycle Advisory Council.
Richard helped to organize a superweek race in Waterford in 1995. He believes he can contribute meaningfully to the professionalism and effectiveness of the BFW.
by Doug Kowalski
(Ed. note, this letter is in response to the Point/Counterpoint on bikeways printed in the Autumn issue)
The perceived need to create a network of separate bicycling facilities, as opposed to striving for equal yet safe access on all roadways, often spurs debate among bicycling advocates. While the best answer may be to concentrate on both, the increased interest in off-road riding should in no way cause us to reduce our involvement with issues of road and bridge access. Only recently have all fifty states concurred that the bicycle is a vehicle, and too much effort has gone into that accomplishment for it to be easily forgotten.
For whom are these off-road trails being established? Are they designed for families and casual riders who would otherwise never ride at all due to concerns for personal safety? Or, are they eventually intended for all cyclists as soon as there is a sufficient network such that the powers that be can feel justified in removing all bicyclists from roadways? Perhaps a nominal network of off-road facilities might some day accommodate the needs of most casual cyclists, but such a limited network would likely never provide touring, commuting, and utilitarian cyclists with enough options from which to choose.
Whenever politicians spend money on off-road facilities there is usually a payback involved. We must make certain that, in this case, it is not the removal of all bicyclists from roadways in order to appease the larger motoring public.
by Steve Clark
(Ed. note: Last issue, Steve proposed a series of articles highlighting favorite cycling spots throughout the state. He starts the series here with his favorites. We invite contributions about your favorite cycling locales.)
Polk and Burnett Counties, which border the St. Croix River, consistently rate high in all the categories that make for a pleasant cycling experience. The villages are small, and the store owners work hard; though few are getting rich, there is enough tourism and enough farming and just enough small-scale manufacturing to keep things going. The natural beauty is spectacular, with some of the most interesting glacial features to be found in the state.
Like much of Wisconsin, the secondary road network is wonderful with smooth black-top roads and little traffic. But before you set off with 100 lbs. of gear on your skinny tired bike, be aware that there are still some gravel roads. Here are some of my favorite roads to ride on, and places to visit:
Interstate Park, Wisconsin's first state park, is located just south of St. Croix Falls. The park features huge potholes carved out by glacial meltwaters, incredible gorges and cliffs, primitive and group camping, good swimming and numerous hiking trails.
Luck, Wisconsin: How could you not be interested in traveling to a town named Luck? Luck has everything a bicyclist would want: Natural Foods Coop, ice cream store, bakery, several bars, motels, a lake, and several restaurants. The Main Street Cafe still bakes homemade pies at $1.65/slice. For a historic experience, try the Calderwood Lodge - a fine supper club on Bone Lake off of County Road I.
If you feel like combining a little hiking with your bicycling stop and explore the Ice Age National Scenic Trail as it winds through parts of Polk County. (Since my real job is building and planning this trail, call me at 715-648-5519 if you want a map of it.)
Anderson's soda fountain in Balsam Lake is as close as you will ever come to experiencing the way malts used to be made and other fountain drinks. Plus, it's just a cool place.
Schillberg's Barn/Camping, in Osceola, is a great place to camp. Live theater is offered at the new playhouse - a converted barn.
County Road S gets you from Interstate Park to Osceola and has great hills, rock outcroppings and views of the St. Croix River.
County Road I connects Balsam Lake to three other major lakes, including Bone Lake where the Calderwood Lodge is located. It goes through glacial moraines, farmland and forests. A great 30 mile ride is from Balsam Lake to Clam Falls.
You really cannot go wrong with the County Roads; most are paved and have tolerable traffic levels. While there are no interstates or limited access roads in Polk and Burnett Counties, Highways 8, 35, 70, 63 and 65 are not conducive to bicycle touring.
For those who do not want to chance it on even the quietest country roads, there is The Gandy Dancer Trail - 72 miles of car-free cycling. The trail passes through nine different villages - complete with cafes, motels, ice cream shops, bars, parks, hardware and grocery stores - and not a single traffic light!
All in all, you can't go wrong biking in Northwestern Wisconsin. Enjoy!
For a free map of the route of the Tour de St. Croix (25, 50, 75, & 100 mile trips) send a SASE to Steve Clark, 2780 230th St, Cushing WI 54006.
by Arthur Ross, City of Madison Pedestrian-Bicycle Safety Coordinator
Adapting to winter road conditions on your bicycle is similar to changes needed for driving a car. On snow covered or icy roads, ride slower, be aware of hazards and know how to react to them.
The main thing to remember is to ride defensively. In winter, visibility can be poor and braking time is increased. When the roads are bad, make sure you are carefully scanning the road in front of you for hazards, as well as any side roads you cross for vehicles which may not see you.
Watch out for ice, especially in the early mornings or in the evenings when melted snow starts to refreeze. Remember to slow down when turning corners and to keep your bike as upright as possible. The more you lean your bike, the greater the chance it could slip out from under you.
Remember that quick stops don't work on snow and ice. Start braking early and try pumping your brakes rather than slamming them on. Practice braking away from traffic to get used to how much pressure you can use before locking up and skidding.
Also, remember to keep pedaling. You have the best balance while you are pedaling through road debris, piles of snow, flooded or icy sections of road. Pedal power will help you move through the trouble spot. With proper clothing, equipment and safety awareness, bicycling can make the winter months more enjoyable.
Wisconsin Bicyclist is published four times per year by the Bicycle Federation of Wisconsin.
Executive Editor: Marcia Miquelon
Copy Editors: Michael Barrett, Tracy Zafian
Layout Editors: Deedric Bauer, Steve Cayford
Calendar Editor: Tracy Zafian
Production Manager: Heather Putnam
Circulation Manager: Robbie Webber
Ad Sales Manager: Carrie Miller
Photography: Marcia Miquelon
Artwork: Dieter Bingemann
Technical Support: Scott Rose
Contributors: Michael Barrett, Pam Barrett, Deedric Bauer, Steve Clark, Jillian Corbett, Peter Flucke, Bill Hauda, Tom Huber, Kit Keller, Doug Kowalski, Mike Miller, Marcia Miquelon, Heather Putnam, Scott Rose, Arthur Ross, Mark Shahan.
Wisconsin Bicyclist welcomes your opinions, news, features, artwork and photograph submissions. Editorials should be no more than 300 words. News and feature stories should not exceed 600 words.
Please submit text both on disk (we have no paid typists on staff) and as hard copy. Artwork and photographs should be black and white prints.
Please include name, phone number and address. We reserve the right to edit or reject all submissions.
Mail to the Bicycle Federation of Wisconsin, P.O. Box 1224, Madison, WI 53703. Email: bfw@mailbag.com.
Recently, the BFW has worked to make Wisconsin a better place to bicycle by:
All Wisconsin bicyclists should be proud of these accomplishments. However, our task is far from complete. Many politicians still favor the status quo. Many roads are still inadequately designed to accommodate bicyclists. Many motorists still whiz by us with little room to spare.
The BFW pledges to work hard to reverse these trends. We promise to:
As Wisconsin bicyclists, we will gain respect and build strength through organization, a clear agenda and a united voice. Our success depends upon you.
Invest in yourself, fellow bicyclists and Wisconsin. Show your commitment to making Wisconsin a great place to bicycle by becoming a BFW member today!
Here is Vol. 1, No. 3, of Wisconsin Bicyclist.
