Sunday 30 December 2012

A Two Wheeled Revolution


Until the arrival of the safety bicycle in rural Ireland in the 1890s mobility outside the local area was the prerogative of the wealthy. Long distance travel meant train or horse. Most young people had only one available means of transport, walking. Their social life was local and as were their horizons.

The basis of local social life for the young was the crossroads dance. In the evenings the young people of a district would meet at a local crossroads for a dance. A few local musicians and a few bottles of poitin (illegally distilled whiskey) was all that was required. People married someone from their local area because they did not have the means to travel further afield.

The bicycle created a social and genetic revolution in rural Ireland, by making it possible to travel long journeys to a dance. Old people I knew in my youth told me they would cycle up to 30 miles to attend a dance. If they met someone who came 30 miles from the other direction to attend that dance, they might form a bond and end up marrying them. The bicycle gave them the means to conduct long distance relationships.

It was a genetic revolution, suddenly the pool of potential marriage partners extended way beyond the local parish. It was also a social revolution young people could travel far beyond the watchful eyes of their own community. Long before the car appeared the bicycle was dissolving the stifling conformity of Victorian social convention and opening new horizons for the young. It was a two wheeled revolution.

The long term impact of this mobility was profound. That generation of young Irish people gained a confidence and sense of their own power that no previous generation had. This was the generation that took on the global superpower of the British Empire, brought it to the negotiating table and won Irish independence. In their war with the British Empire the bicycle played a major role but that is another story.

Monday 17 December 2012

Yuba Mundo Cargo Bike Build


Ready for first test ride
Three weeks ago I ordered a Yuba Mundo cargo bike frame set from Practical Cycles in Lancashire, with the shipping it cost just over 700 euros. I decided to buy the frame set rather than the finished machine to get the practice of building the bike and to space out the upfront costs. So far the costs have worked out about the same as buying a complete bike, but all the labour is my own and I've used some components I already had. If I had to buy all components and pay for the build it would work out a lot more expensive.

I used the handlebars, gear shifters,V brake levers, saddle and freewheel from a second Raleigh Oakland which I own and this has saved some money. I also had all the brake and gear cables inner and outer in stock. The wheels came from the Yuba Webstore Europe, they are 26 inch, with 14 mm axles, as opposed to a usual 10 mm axle and the back wheel, which is rated to carry 600 kg has 48 spokes, as opposed to the normal 36. I have yet to buy and fit disk brakes, mudguards and a good stand. So I have a few more jobs to do before the bike is road worthy and ready to work.

The bike currently has a 6 speed freewheel, the biggest gear has 28 teeth, the smallest front chainwheel has 22 teeth so the lowest gear is very low. I have tested the bike without any load and it handles exactly like a normal bike.
The components I’ve bought so far are
Yuba Mundo version 4 FRAMESET from Practical Cycles
€720 (including shipping from UK)

€39.00

€149.00

€5.99

€5.99 each

€33.99 each

€27.99

€15.99

€12.99

€51.99

€19.99

Thursday 13 December 2012

The Rough Guide Map of Ireland


Yesterday I bought the superb new Rough Guide Map of Ireland. The map is 1:350,00 scale and printed on both sides of a large single sheet of rip and water proof paper. This is the only map you need for cycling in Ireland outside of the cities.

The problem with most large scale maps is that they don’t show the really small, quiet backroads which are best for cycling. The Rough Guide Map shows every little back road in my home area. If you are planning on a cycle tour in Ireland this is the map to buy.

Saturday 1 December 2012

Cycling, Obesity and Risk Perception


Most people are very bad at accessing risk. Take cycling for example, there is a perception that cycling is a very dangerous activity, while sitting on a couch watching TV and eating crisps is perceived to be safe. A new study from the National Institute for Health and Clinical Excellence a branch of the National Health Service in the UK puts these two activities into context.

Live long and prosper
It says "walking and cycling should become the norm for short journeys and should be encouraged throughout local communities”. That “regular physical activity is crucial to achieving and maintaining a healthy lifestyle. It can help to reduce the risk of coronary heart disease, stroke and type 2 diabetes by up to 50%, and is also important for good mental health”. And that “two-thirds (61%) of men and nearly three-quarters (71%) of women aged 16 and over are not physically active enough”.

The situation is much the same in Ireland, a study conducted by University College Cork estimated that obesity is costing Ireland, north and south about 1.6 billion euros a year. According to the Irish Department of Health in any year “about 2,000 premature deaths in Ireland will be attributed to obesity and the numbers are growing relentlessly”.

One of the first question the authors of the UK report were asked at a press conference where they released their report was “had they taken all the perils of cycling into account”. Those of us who cycle are aware of the risks, which are very small, but for some reason there is an unshakable public perception that cycling is a very high risk activity.

This is very baffling as the statistics do not sustain it, in 2010 five cyclists were killed in the Irish Republic, as opposed to 2000 deaths from obesity. The figures are clear a sedentary lifestyle is much more dangerous than cycling a bicycle on Irish roads. We are killing ourselves with kindness.

National Institute for Health and Clinical Excellence

Summary of the National Institute for Health and Clinical Excellence Report

Ireland’s Obesity Epidemic from the Irish Independent

Department of Health Report on Obesity


Monday 19 November 2012

Cargo Bike


I’m planning to launch a new business early next year as a mobile bike mechanic. I had thought of buying a 1990s Nissan Micra hatchback as transport for the business but I’ve settled on a long tailed cargo bike instead.

The Xtracycle Freeradical
A cargo bike has several major advantages over a car, the main one being cost. Even a small used car like a Micra is going to cost over a thousand euros to get on the road. And the costs are only starting then, fuel, motor tax, insurance, road testing, repairs and servicing. I would have to make several thousand euros a year just to pay the transport bill.

I had thought of buying an Xtracycle Freeradical which is a frame that bolts onto the back of a bicycle, moves the wheel back 15 inches and converts any bicycle into a long tailed cargo bike. I decided against the Xtracycle Freeradical because some reviews suggested there is some flexing of the bike frame when heavily loaded, the accessories are quite expensive and it can only carry 85 kg (combined weight of rider and cargo not to exceed 160kg).

The Yuba Mundo
I’ve finally settled on the Yuba Mundo a purpose built long tail cargo bike, which can carry up to 200 kg of cargo. I doubt I will ever carry anything close to this kind of load but it’s good to have the option. For most people the Xtracycle Freeradical will do the job.

I’m buying the Yuba Mundo frame set, wheels and kickstand from Practical Cycles in Lytham, Lancashire, UK and will build the bike myself. I have a second Raleigh Oakland and will strip it for handlbars, saddle, gear, brakes, etc.

Unladen the Mundo will weight about 21 kg. My full bicycle repair toolkit, workstand, spare parts and the framework I’m planning to build on the back of the bike, will weigh about 30 kg. So I should be on the road at 51 kg. The countryside in which I live is hilly so I’m going to settle on a maximum range of about 15 miles from home. If all else fails I could add electric assist to the bicycle and increase my range and cargo carrying capability.

The Yuba Mundo Frameset
Perhaps the greatest advantage of a cargo bike from a business angle is there are none where I live. A cargo bike will really stand out and will be a great way to promote my business. What better way to run a mobile bicycle repair business that with a cargo bike.

I’ve also started to notice that there is a lot timber along the roadsides around home. So my first plan for the cargo bike is to make some kind of frame for carrying firewood and to go cycling with a bow saw and haul lots of free firewood home.





Thursday 15 November 2012

Dynamo Bike Lights


In a major upgrade to my Raleigh Oakland I’ve just added a Novatec dynamo hub and a Philips SafeRide LED Bikelight Dynamo 60 Lux. I built a new front wheel using the Novatech hub, a Mavic 2013 A119 Road Rim and 36 DT Swiss Competition Stainless DB Spokes.
Novatec Dynamo Hub

I got the hub from Alf in the Bike Inn when I was doing the bike mechanic course, he charged 25 pounds sterling, they are available from Amazon for 30 pounds sterling. The dynamo hub generates a lot more friction than an ordinary hub, when spun hard the wheel will do a few revolutions before coming to a stop, but I barely notice the added resistance when riding the bike.

The rim and spokes came from Chain Reaction Cycles. To build the 700c wheel with the Novatec hub I used 288mm spokes.

The Philips SafeRide LED Bikelight Dynamo 60 Lux light came from Bike24.com in Germany and cost 60 euros. This is a very bright light, much brighter than the Cateye EL-135, battery powered light it replaces. Most of my night cycling is done on dark rural roads and the Cateye EL-135 is not bright enough to see hazards like pot holes on a wet night. The Philips light floods the road ahead in light and will stays on for up to four minutes after you stop, useful for cycling in urban areas.

Philips 60 LUX Dynamo Light
Only time will tell if this investment is worthwhile. Modern battery powered LED bike lights are so efficient and cheap to buy and run that it will take a very long time for this outfit to pay for itself (and I still have to invest in a back light). There are cheaper LED dynamo lights, Raleigh do a 40 LUX dynamo light that sells for about 16 pounds sterling. But however the costs work out in the long run I’m getting a great kick out of lighting up the night with my own power.




Friday 2 November 2012

New York Bicycles After Sandy


Among the many virtues of the bicycle is its simplicity. A disaster like Hurricane Sandy can take out complex systems like the power grid and subway but the bicycle will still work. Even if the roads are blocked with fallen trees the cyclist can lift their bike over obstacles.

In much of New York right now the power grid is still down but on the lower East Side volunteers from the environmental group Times Up are running a free tandem powered mobile phone charging service. In times of trouble maintaining communications is vital and the small amount of power needed to charge a mobile phone can easily be supplied by a bike.

With the subway closed, car access to Manhattan restricted and many filling stations out of fuel the bicycle is really coming into its own for commuters. On the website http://bikeapolis.us/ there are details of community organised support stops for cyclists, offering mechanical help, coffee and emotional support. There are also details of Bike Trains where commuters can meet and travel in groups for safety.


Bike Portland have a series of good posts about the bicycle in New York after Sandy

Time's Up Website

Thursday 18 October 2012

The Raleigh Oakland Reviewed Part 5


The biggest flaw with the Raleigh Oakland is that the wheels are badly built. I broke three back spokes when I tried fully loaded touring on my Oakland last year. Both front and back wheels were out of true. I bought a second Oakland in September last year, and just like the first both wheels were badly built and out of true.

My upgraded Oakland
Last week I took the back wheel off the second Oakland and took it apart. Before rebuilding I had to order new spokes as the originals were 4 mm short, and I was unable to build a good wheel with them. I got the new spokes from Chain Reaction Cycles, 36 DT Swiss Competition Stainless DB Spokes, 18 spokes at 290 mm and 18 spokes at 292 mm.

With the right size spokes the wheel build went perfect and I ended up with a first class hand built back wheel. I had previously rebuilt the front wheel (which had the right sized spokes).

I also changed the tyres, not because the originals 700 x 28 tyres were worn out, they were not, but I’ve come to like a 700 x 35 tyre. I chose top of the line Schwalbe Marathon puncture resistant tyres. The original 28 tyres had a max pressure of 65 psi, the Schwalbe Marathon has a max of 85 psi. The bigger tyres runs better with less rolling resistance because of the extra air pressure. They are also a lot more versatile and comfortable on the rough roads and tracks I ride on.

Rebuilt wheel, with original
hub and rim.
The Oakland frame and the supplied components are good, but the bike is let down by the poor build quality of the wheels. When you get used to cycling with poorly built wheels you stop noticing how bad they are. When you cycle the same bike but with hand built wheels you realise the difference well built wheels make. If you buy an Oakland and want to make any upgrade to it, then get a wheel builder to strip down and rebuild the wheels.

With the newly upgraded wheels and a new chain the Oakland has cost 515 euros so far. It has done close to 10,000 km and it’s running perfectly. In fact with its rebuilt wheels its now running better than it did the day I bought it.

36 DT Swiss Competition Stainless DB Spokes
From Chain Reaction Cycles €23.05

Schwalbe Marathon Tyre
From Halfords €32.99

 DT Swiss Competition Stainless DB Spokes
Oakland Reviewed Part 1
Oakland Reviewed Part 2
Oakland Reviewed Part 3
Oakland Reviewed Part 4
Oakland Reviewed Part 6


Tuesday 2 October 2012

The Raleigh Oakland Reviewed Part 4


I’ve had the Raleigh Oakland since June of last year and have done almost 9000 km on it. This week I stripped it down to the bare frame and rebuilt it. The head set had been showing some signs of needing a service, so I changed the bearings and regreased and it’s now running fine. I changed all the brake and gear inner cables and replaced the brake blocks. I also stripped down the axles and replaced the bearings.

9000 km and counting
I stripped the brakes and gears, cleaned, relubed and reassembled them and all are working fine. The original tires are starting to get a bit bald but there is probably another few thousand km left in them.

As part of the rebuild I took the front wheel apart and rebuilt it. The original wheels were slightly out of true, but after the rebuild both wheels are now perfectly true.

This bike is still my main transport, I have a road bike for sportives and group rides and a touring bike for long distance travel, but the Oakland is my main transport for short local journeys.

Down to the frame
So far it has cost me about 420 euros, for this I have done almost 9000 km, the cost stands at about 4 cent a km. The bike is running perfectly, the only expense I can see in the near future is two new tyres.

In the last year and half since I bought the Oakland the price of many essentials like car fuel and food has gone up. But an Oakland can be bought for pretty much the same price as in mid 2011. If you are looking for a hybrid bike to do short local journeys and are on a tight budget, the Oakland is an excellent choice. Take care of it, keep it serviced and it will give years of good service.

Available for only €269.00 from isport.ie

The Raleigh Oakland Reviewed Part 1
The Raleigh Oakland Reviewed Part 2
The Raleigh Oakland Reviewed Part 3
The Raleigh Oakland Reviewed Part 5
The Raleigh Oakland Reviewed Part 6

Friday 28 September 2012

The Raleigh Royal Reviewed Part 2

The Royal aboard the MV Ullyses

Since I bought the Raleigh Royal I have done almost 2000 miles on it. This includes a recent trip to England in which I done about 900 miles in two and half weeks.

Only one major problem emerged with the bike, the spokes on both wheels became very loose. When I got them tightened up, I was was told that this can only be caused by oil being applied to the threads when the wheels were being built. This apparently makes them much easier to tighten, but has the unfortunate side effect of the spokes later becoming loose. So if you buy a Royal keep an eye on the spoke tension.

For my English trip I needed to carry a lot more cargo than I usually do so I added a set of front racks. I went with a pair of LifeLine Alloy Low Rider Front Rack which I got from Wiggle at €20.29. While the front forks of the Royal come with braze-ons for front racks the Lifeline racks did not fit them. The racks came with two sets of U bolts which I used to fit the racks. To save scratching the frame I used a small piece of inner tube as padding with each u bolt.

On many occasions in England I rode, fully loaded on glass strewn cyclepaths and hard shoulders and I did not have one single puncture. So I am very impressed with the puncture resistant qualities of the Schwalbe Marathon tyres that come with the Royal.

I carried about 22 kg of cargo on my English trip and cycled in some very hilly country in Staffordshire. I found the range of gears more than adequate to pull 22 kg of cargo up some very steep gradients.

Lifeline Front Racks
Two thousand miles and the bike is running perfectly. You could pay a lot more money for a touring bike, and if you were planning to cycle around the world it would probably be money well spent. But if your touring needs are more modest, I doubt you will beat the Raleigh Royal on value for money.

LifeLine Alloy Low Rider Front Rack from Wiggle

The Raleigh Royal Reviewed Part One

The Raleigh Royal Reviewed Part Three

Thursday 27 September 2012

The Bike Inn Training Course


I’ve just completed a two week Bike Mechanic training course in the Bike Inn in Spalding, Lincolnshire, England. I’ve always maintained my own bikes, and liked to think I knew a good bit about bikes. But after two weeks of intensive training I now realise that I knew very little and that I still have an awful lot to learn.

If you want a first class bike mechanic training course and are anywhere near the British Isles, the Bike Inn is the place to go. If you pass you will get a City and Guilds qualification, but that is incidental, what this course will really give you is a serious grasp of all aspects of the bicycle, its design, manufacture, use, maintenance and repair.

The Bike Inn
The course is delivered by Alf and Theresa Webb in a beautiful old School House, in Wragg Marsh a few miles outside Spalding. Not only is the school house their place of business it is their home, and they are very affable hosts.

Alf in one way or another has worked in the bike business for 57 years, having started as a teenager working on a production line in a bike factory. He has an encyclopaedic knowledge of bikes and bike components. He can with total ease recall almost any component used on any bicycle in the last 57 years. He is a total master of the subject, a natural teacher and a very nice man.

Theresa is a first rate bike mechanic, wheel builder and teacher. She has a much more direct and concise style of teaching than Alf, but together their contrasting styles make them a formidable team. In a world where so much has become bland, standardised and clinical the Bike Inn is a welcome oasis where the personalities and experiences of the trainers shine through.

In the first week they were ably assisted by former student Neil (never did catch his surname) who runs his own bike repair business in nearby Stamford. There were three teachers and seven students, a very impressive ratio. Most of the two weeks were spent at the workbench working on bikes. In the second week I built a bike from a bare frame, wheels and all.

If you want to start your own business, get a job in the industry or just learn to maintain your own bikes, you will not get a better two week training course than at the Bike Inn.

The Bike Inn Website

Wednesday 26 September 2012

A Heating System Made From Scrap


As resources get scarcer in the future humans will be forced to use the debris of our fossil fueled civilisation and find new, creative and efficient ways to utilise it. In the medium term salvage and reuse will be a huge part of newly emerging economies.

Leading the way in this is Noel Higgins, a 39 year old Irish man who like many others has built a beautiful tiny house on wheels. But what really intrigued me about Noel is his brilliant heating system, which he made from an old gas cylinder and burco boiler. He has a fantastic photo essay showing the construction of the stove and water heater on Facebook.

The Irish Examiner recently had an article about Noel and his tiny house.

The future does not emerge suddenly, fully formed, it is happening in little ways all around us right now.

Wednesday 5 September 2012

Bike Mechanic Course


I’m off to Spalding in England tomorrow to do a two week bike mechanic course in the Bike Inn. All going well I will be back in two and half weeks with a City and Guilds Bike Mechanic qualification. The plan is to cash in on the Irish bike boom and set up in business repairing and servicing bikes. But even if this fails I will be able to keep all my families bikes running.

I am going to Spalding on my Raleigh Royal and really looking forward to cycling across Wales and England.

So no more posts here for a while.

The Bike Inn

Thursday 30 August 2012

The Bicycle at War


Twice in the 20th century the bicycle made a significant difference to the outcome of military campaigns. In the 1941 Japanese invasion of Malaya and the 1954 Vietnamese victory over the French at Dien Bien Phu, the winners made extensive use of bicycles.

Japanese Bicycle Infantry 1942
The Japanese army that invading Malaya did not bring bikes they looted local bikes. Once established ashore they quickly looted all available bikes and got their infantry mounted. They quickly established air, naval and armored supremacy and began to push south.

The motorised British defenders were road bound, Japanese bicycle infantry moved quickly inland on jungle trails, outflanking the defenders. Almost every time the British tried to set up a defense line on the coastal roads, Japanese infantry cycled through the jungle, infiltrated their rear and threaten  lines of supply and communication.

Blowing bridges, did not slow down bicycle infantry, they quickly improvised crude bridges and kept rolling south. By mid February it was over, the British garrison at Singapore surrendered. It was the most humiliating defeat in British history, and the bicycle played a major part.

Viet Minh Bicycle Porters
The 1954 the French base in the remote Dien Bien Phu valley in Vietnam was intended as a trap for the Viet Minh guerillas. The base was to be supplied by air, the plan was to draw the Viet Minh into the open and destroy them. But the Viet Minh cut trails through many hundreds of miles of jungle from supply bases in China, manhandled a powerful collection of heavy artillery and anti aircraft guns to Dien Bien Phu and sorrounded the French with a force of five divisions.

The Viet Minh supplied their forces through the 57 day siege with an army of bicycle porters and pack animals. A bicycle porters carried up to 200 kilos (440 pounds) on a standard bicycle. They replaced the seat with a short holding stick and walked alongside. It was the most amazing feat of logistics in the history of warfare and the bicycle was critical to its outcome.

Since 1940 warfare has been dominated by oil powered machines, in the post peak oil world the power of the bicycle as a force multiplier will likely see it move centre stage as a machine of war.

A short history of Bicycle Infantry in Wikipedia

Friday 17 August 2012

Wild Camping In Ireland


Irish campsites charge anything from seven to twelve euros for a solo touring cyclist to pitch a tent for a night. Many campsites are noisy and located close to towns. A bit like the suburbs only with everyone in tents and caravans. If this sounds like hell and you’d rather watch the sun go down listening to bird song and the wind blowing, out in the countryside, wild camping is a viable alternative in Ireland.

Wild Camping Mullaghmore, Co Sligo
Much of rural Ireland is sparsely populated, very quiet and has very low crime rates. There are no dangerous wild animals. If a few precautions are taken it’s a very safe place to wild camp. Most land on the island of Ireland is privately owned. However many farmers will give you permission to camp a night on their land if you ask.

If you camp on privately owned land without permission, be discreet, use a small dark tent (dark green or camo is good) and pitch in an unobtrusive place. Do it far from houses, make no noise, light no fires, damage no property and leave no rubbish behind. Make sure livestock do not have access to your campsite, you don’t want to wake up with a herd of curious cattle in your camp. Arrive late and leave early.

If you are asked to leave do so quickly and politely. In Irish law trespass is a civil matter not a criminal offense. It will only become a matter for the Garda (police) if you refuse to leave when asked.

There are two types of common land in Ireland bogland and upland. Not all bogland and upland is commonage but a lot of it is. If you camp discreetly in bogland or upland you will very rarely be disturbed. In hot dry weather (not very common in Ireland) there areas are prone to wildfires, so be very, very careful with any naked flame.

Public land can be a very good place to camp if you arrive early and leave late as public sector staff generally work office hours. Good campsites can be found at places where the public have access to lakeshores, seashores, river banks and canals. A lot of the woodland plantations in Ireland particularly on the uplands are state owned. Many have forest roads with barriers that exclude motor vehicles but can be bypassed with bicycles. In a wooded area in dry weather be very careful with any flame.

When wild camping in woodland and bogland you will meet the midge. The midge is a tiny blood sucking fly. Its bite does not transmit disease, nor does it cause serious pain or swelling except to those rare people who have an allergic reaction. It is however very itchy when they are actually biting and they bite in great numbers. They stay out of bright daylight and only bite in the open on very dull days and in the evening twilight, but at Ireland’s latitude summer evening twilight is long.

Sitting in the open where midges are active is very unpleasant. If your camp is full of them you will have to get into your tent and close the insect proof mesh door. If your wild camping with just a tarpaulin or a bivy bag make sure to also have a mosquito net for midges. Midges fly very slowly, so if you keep moving they will not catch you and if you are in a windy place they get blown away.

I often camp wild but I also use campsites. Campsites are secure, your gear can be left unattended, you can go to the pub and not worry about your equipment. Sometimes when touring in mountain country I like to stay two consecutive nights at a campsite and spend the day in between cycling an unloaded bike in the mountains. More fun than hauling a fully loaded bike up a mountain.

Tuesday 7 August 2012

The Irish Cycling Renaissance


The Irish people seem to be falling in love with the bicycle. In the 15 months since I returned to cycling I've noticed many more cyclists on the rural back roads around home. It's rare to go cycling now and not meet at least one other cyclist and often a lot more than that. The number of sportives and fun cycles in the area is  growing and the number of people taking part in them is also growing.

The Bicycle is conquering the Emerald Isle
The Irish Times recently had an article about the surge in Irish cycling.
“Tots on trikes, robed barristers on racers, high-heeled hairdressers on High Nellies – Ireland has gone mad for cycling. Once empty cycle lanes are now red conveyor belts of pedallers, and rush hour junctions are a jam of wheels. It’s clear we’re having a love affair with the bike”.

A report published by the Irish Bicycle Business Association (IBBA) claims 90,000 bikes were bought in two years as a result of a government Bike to Work Scheme, which gives workers a tax break for buying a bike to travel to work. According to the IBBA this generated €138.68 million in sales. Since the scheme was introduced at least 50 new bicycle shops have opened and 767 jobs have been created or preserved.

Padraig Ryan, transport co-ordinator with Temple Street Children’s University Hospital in Dublin, says there has been a 450% increase in the number of staff cycling to work, since the introduction of the government scheme. In the same period the membership of Cycling Ireland, the governing body of cycling in Ireland has grown from 5,000 to 10,000.

Bike Stands, Achill Island, Co Mayo
According to a report from the Taiwan Trade Centre, in London there was a 294 percent increase in the export of bikes from Taiwan to Ireland in 2010.

For the last four years almost all the economic news out of Ireland has been bad, tales of woe and trouble abound. But the bicycle business has a different story to tell. As so often before when times get bad and people need to help themselves and improve their situation they turn to the bicycle.



Taiwan Trade Centre Report

Irish Times Article

Irish Bicycle Business Association Website

Cycling Ireland Website

Thursday 2 August 2012

How I Came to Love Big Bike Tyres


In June the excellent Bicycle Quarterly had a very good article about tests they performed on bike tyres to establish how tyre size impacted rolling resistance. The results were surprising.

I had always assumed that a narrow tyre like the 700 x 23 on the typical road bike would have less rolling resistance than a fatter tyre like a 700 x 35 on a hybrid or touring bike. But the Bicycle Quarterly tests found that the opposite is true, the fat 35 tyre has less rolling resistance than the thin 23.

The Schwalbe Marathon 700c x 35c
I always liked a fat 35 tyre, on the kind of rough rural roads I ride on it is much more comfortable. In the harvest season rural Irish roads are often very mucky from dirt carried out of fields by tractors, a 35 is much safer. On the rough gravel and dirt paths I often ride on a 23 tyre is useless.

I doubted the results of the Bicycle Quarterly tests, they were counter intuitive. But last week I was riding my Raleigh Royal with its Schwalbe Marathon 35s on a wet road, when I noticed that the tyres were bone dry apart from a very narrow wet strip in the centre of the tyre. I suddenly realised why the Bicycle Quarterly tests were right. Even thought the 35 is much wider than a 23, when inflated to full pressure its shape does not distort under the weight of the rider. There is actually very little rubber in contact with the road on a fully inflated 35.

No doubt there are advantages to a 23, it is lighter and slightly more aerodynamic than a 35. This will make a difference at racing speeds, but for most cyclists a fat, comfortable, puncture resistant, threaded 35 tyre is a much better bet than a slick 23.

The Bicycle Quarterly article

The Schwalbe Marathon Tyre - 700c x 35c from Halfords


Wednesday 25 July 2012

Building a DIY Recumbent


I’ve been doing some research on recumbent bicycles recently and really like the idea. The problem with an upright bicycle is aerodynamics, the upright sitting position maximises wind resistance. This is not a problem at 10 mph, but as speeds increase it become a very big factor. By 20 mph most of the energy expended to push a bike forward is being used just to push air out of the way.

The Spirit Short Wheel Base Recumbent
The recumbent overcomes this problem by placing the rider in a more reclined position, greatly reducing wind resistance. For the same amount of energy it is possible to go a lot faster on a recumbent. It’s a lot easier to move at 20 mph on a recumbent.

They do have disadvantages, the rider is lower down and has a poorer view, an important factor when mixing it with cars. On an upright bicycle you can get out of the saddle to cushion your body against the shock of rough roads and potholes, and to apply more power going up hills.

The single biggest problem I discovered with a recumbent is cost. A serviceable mass produced upright bicycle can be bought for as little as 300 euros, a low end recumbent starts at about 1000 euros. So I’ve decided to try and build a recumbent. I bought a plan online from Atomic Zombie who produce plans for recumbents, trikes and cargo bikes. The plans costs about 20 dollars each and are a PDF download. They are comprehensive, well written and lavishly illustrated with photos.

Draper 130 A Stick Welder
I chose the Spirit, a short wheelbase racing recumbent to start with as it’s about the simplest design available. I bought the steel needed last week, which cost about 18 euros. A small 16 amp stick welder cost 120 euros and a 600 watt angle grinder 55 euros. I'm on the look out for suitable second hand bikes I can strip for parts, like wheels, gears, brakes etc. All going well I should be on the road for less than 200 euros in parts.

I am learning how to cut metal accurately with the angle grinder and to weld it together. Welding is not that difficult and although ascetically my welding is poor, the joints seem solid. Mistakes are easily overcome as metal is a much more forgiving material than wood. I will start building the recumbent in the next week or two and will post updates here as the build progresses.

For plans of recumbents, trikes and cargo bikes Atomic Zombie





Bosch 600 watt Angle Grinder






Sunday 15 July 2012

Traditional Trades


Many doomers seem to believe that industrial civilisation and industry are one and the same thing. They assume that when industrial civilisation collapses industry will inevitably follow. But industry existed for many millennia in small workshops and homes, long before the industrial revolution scaled it up and moved it into factories.
Dresser made by Carpenter
 in the 1800s

Before the industrial revolution every small town was an industrial centre, where goods were produced by local craft people for local use. I recently came across an interesting webpage about my local village of Kilnaleck in the 1821 census. The census recorded the occupations of the villages residents.

This is an interesting insight into a pre-industrial community because Kilnaleck is 50 miles from a salt water port and over 30 miles from a canal port. The only way to get mass produced goods to Kilnaleck in 1821 was by very expensive road haulage. Geography favoured locally produced artisan goods over expensive mass produced imports.

The trades of Kilnaleck residents in 1821 give a very good insight into the economy of a rural community before the industrial revolution. Some of the trades like publican, shopkeeper, butcher, surgeon (doctor) and apothercary (pharmacist) are still there. But most of the 1821 trades are long gone.

Blacksmiths Gate
The most important tradesman in the village was the blacksmith, he made horseshoes and shod horses, and he made hand tools, like spades, shovels, and knives. He also made small metal parts for other tradesmen like carpenters. Locally made blacksmiths gates are still common in this area. They are still doing their job after many decades of service. Many older people in this area can still tell which blacksmith made a particular gate, as each had their own style.

Other trades in the village that supplied the local market were
Chandler 1 - made soap and candles.
Carpenters 2
Dress makers 2
Tailors 2
Bakers 3
Shoe makers 4
Shoe binder 1
Wheelwrights 2
Nailers 2 – made iron nails in a mold

Journeymen were fully qualified tradesmen who worked for other tradesmen. There were five journeymen, three working for shoemakers, one for a tailor and one with a wheelright.

There were five apprentices serving their time with tradesmen, one with a shoemaker, three with a tailor and one with a wheelwright.

The Kilnaleck area was involved in the linen business and quite a few of the villages tradespeople worked in that “export” trade. It’s hard to tell how many of the spinners and weavers recorded were producing for the local market and how many were in the “export” trade.

The breakdown of those in the cloth business was.
Read Maker 1
Spinners 22
Flax Spinners 8
Flax Weaver 1

By the time I was born in 1963, the last of the local trades were dying. Kilnaleck still had a shoe maker and a dress maker, but by then they were repairing shoes and dresses rather than making them.

In the future if we are going to maintain our civilisation after the oil is gone, we are going to have to relearn all those lost trades and go back to local production, with local materials, for local consumption.

Full details of Kilnaleck in the 1821 census

An interesting place to study old trades is The Hall Genealogy website which has a comprehensive list of old trades that are found in 19th century genealogical records.

Kilnaleck 1837


Tuesday 3 July 2012

Bicycles Make Us Superhuman


The most amazing thing about the bicycle is how such a simple machine can allow ordinary people to achieve  superhuman feats. Two stories I came across this week illustrate the point very well.

The Finchs of Portland
The first story is about Portland, Oregon, resident Emily Finch, a 34 year old mother who moves her six kids and groceries on a Bakfiets cargo bike. She has a kids bike attached to the back of the cargo bike and this is usually ridden by her 9 year old daughter Mary, who is often called on to deliver some extra power to get up hills.

The Bakfiets cargo bike weights 44 kg, the kids bike perhaps 12 kg. The cargo bike can carry up to 130 kg of cargo and maybe a 9 year old on the kids bike might weigh 30 kg. If Emily weights about the 50 kg this means the total weight of this rig, on the road, fully loaded could be over 250 kg. A quarter of a tonne or about one third the weight of my Nissan Micra car.

I know from riding a heavily loaded touring bike about the extra handling problems that weight can cause on a bike. I am in awe of this woman who clearly can deliver a lot of power when needed, but I’m even more impressed with her bike handling skills. A rig like this leaves no room for handling errors.

Perhaps ever more impressive is that if you take Emily’s weigh out of the reckoning this woman is capable of moving 200 kg on the road. It would require quite a big pack horse to move this kind of load. But with the right cargo bike an ordinary woman can achieve this feat using only her own power.

Trix Zgraggen
The second story I came across was the Race Across America, a grueling 3000 mile bicycle race from California to Maryland, over burning deserts and a 11,000 foot high pass in the Rocky Mountains. This year the womens race was won by Trix Zgraggen, a 46 year old Swiss woman who completed the course in a mind boggling 10 days 13 hours and 59 minutes. Another super human feat made possible by the bicycle.

Ancient legends are full of stories about characters with superhuman powers, able to move great loads, travel long distances and travel faster than an ordinary person could. Everyday all over the world ordinary people are using bicycles and achieving feats that rival those of ancient legends.

The full story of Emily Finch is on the bikeportland.org website

Bakfiets Cargo Bikes

Trix Zgraggen

Race Across America


Monday 25 June 2012

The Raleigh Royal Reviewed



The Raleigh Royal is a 15 kg, steel framed, traditional touring bicycle. It has 24 gears and 700 x 35 tyres. I’ve had mine for over two months and have traveled over 700 miles on it. I tried to buy in Ireland but had problems finding one and ended up buying from mailorderbikes.com in the UK, at a cost of 622 euros.

I added a pair of Deuter Rack Pack Uni Panniers and an Oxford handlebar bag to the bike. To test the Royal I loaded it with 13 kg of books. With this load it handled perfectly at low speeds of 3 mph climbing steep hills and at high speeds of 35 mph descending hills.

Last week I went on a quick tour to Mayo, doing 145 miles on the first day and 135 miles on the second day. Fully loaded with all camping and cooking gear and with food, cooking fuel and water the bike was carrying over 16 kg of cargo. Over the course of two tough days cycling the Royal handled very well, was very comfortable to ride and all the components worked flawlessly.

It has a good range of gears with 48-38-28 chain wheels on front and a 11-32 cassette on the rear, so it will climb steep hills with a heavy load. The 2012 model comes with top of the line puncture resistant Schwalbe Marathon tyres.

The Royal comes in three frame sizes, 50, 55, 60 cm. I’m 5 foot 11 inches tall but I bought the 60 cm frame which in theory should be a little bit too big for me, but this gives me higher handlebars and a more relaxed upright riding position, which is important for comfort on long journeys. I've also had the bicycle on very rough gravel trails and on soft boggy trails and in both cases the 35 tyres handled the rough terrain well.

While this is the most expensive bike I ever bought, it’s rock bottom price for a touring bike. Time will tell how well it lasts but right now I love this machine.

Specs
Frame; 4130 Chromoly Steel 50, 55, 60 cm
Fork; 4130 chromoly fork with carrier mounts
Gears; 24 speed Shimano with Sora STI shifters
Brakes; Tektro alloy cantilever
Wheels; 700 x 35 doublewall alloy rims
Weigh: 15kg

The Raleigh Royal Reviewed Part Two

The Raleigh Royal Reviewed Part Three


Deuter Rack Pack Uni Panniers 

Oxford Bar Bag 

Mail Order Bikes


Wednesday 20 June 2012

Composting Kitchen Wastes


Last year we bought a 235 liter composter from the Eco Store in Co Cork, to compost our organic kitchen waste. At the time I wondered would it prove to be good value at the cost of 49.95. But after over a year in use it is more than half full of excellent compost and I’m very happy with the purchase.

The composter is a solid piece of kit, made from 100% recycled plastic and comes with a 15 year guarantee. There is a screw on lid on top for filling and a hatch at the bottom for removing compost.

We have put all vegetable and fruit peelings into it. I have also cut back a lot of vegetation in the garden pond and put the prunings in the composter as well. All these sources provide nitrogen, for carbon I have added cardboard and newspaper.

In a year the composter will be full and will provide the main source of fertility in our kitchen garden in 2013.

You can of course make a composter with timber but I doubt it will prove as durable as a plastic one. If you decide to buy a plastic composter go for a barrel shaped, one piece composter like this, not a flatpacked square shaped one.


Thursday 7 June 2012

The Carrera TDF Reviewed


The Carrera TDF is a 11.7 kg aluminum frame road bike. Not light by racing standards but by far the lightest bike I’ve ever owned. I bought it last September in Halfords in Cavan. I read a lot of advise online about not buying from Halfords but I found the service in the Cavan store first class and the bike was assembled perfectly.

The Carrera TDF
I’ve done almost 3000 km on it so far and I really like this bike. It’s a sporty bike built for performance rather than comfort. The 23 tyres do not cushion the rough country back roads I ride on as well as my hybrid bike, and the aluminum frame does not flex and absorb vibrations like a steel frame does, so I would not like to spend a long day on this bike. I mainly use it for Sunday morning group rides with a local cycling club and for that it's perfect.

I have two minor complaints, the pedals and the tyres it is sold with are both poor quality. I replaced the pedals with Wellgo Platform LU945 from Chainreaction cycles which I got at the excellent sale price of €7.56. And I replaced the tyres with a set of Continental Ultra Gator Skin tyres €32.99 each from Halfords. Apart from this all the components have held up well.

If you want to race this bike is too heavy, but for group rides and as an entry level road bike it's ideal. This is as cheap a road bike as you can buy, but if minded it will give good service. The bike has eyelets which will allow a rear rack and mudguards to be fitted so it would make an ideal light commuter machine.

All in all, the Carrera TDF is good value for money and an ideal low cost introduction to the world of road bikes. Available from Halfords right now for €429.99.

Brakes: Calliper
Frame: Aluminum
Front Mech: Shimano FD-A050
Gear Shifters: Shimano ST-2300
Handle Bars: Drop
Headset: Semi integrated
Gears: 16
Pedals: Road pedals with toe clips
Rear Mech: Shimano RD-2300
Saddle: Carrera
Seatpost: Alloy 350mm x 27.2
Suspension: Rigid
Tyre size: 23c
Tyres: Kenda road tyre
Wheel size: 700c
Chainset: Shimano FCA050 52/39 / Prowheel
Forks: Hi-Tensile Straight Blade
Stem: Alloy
Approximate Weight (KG): 11.7
Cassette: 12-26T

The Carrera TDF from Halfords

Continental Ultra Gator Skin Bike Tyre - 700c x 23c Tyres

Wellgo Platform LU945 Pedals

Thursday 24 May 2012

How to Cycle Long Distances


The longest distance I ever cycled in a day on a heavily loaded bicycle was 135 miles. The key to covering this kind of distances is to ride slowly, use the gears, conserve energy and relax.

To cycle a heavily loaded bike at nine or ten miles an hour on flat ground with no wind is a very relaxed activity. Any increase in speed will consume a lot more energy due to increased air resistance, and the more speed is increased the more energy is consumed for each mile an hour gained. I could cycle at ten miles an hour all day, at fourteen miles an hour I might manage three or four hours on the bike, but at eighteen miles an hour I’m finished in an hour. See the graph at the bottom of the page for the energy cost of higher speeds.

Drop handlebars reduce wind resistance
On a heavily loaded bike any kind of hard attack on a steep hill will burn energy very quickly, get into the lowest gear and climb slowly. Three miles an hour is a good speed on a steep hill.

Another way to burn energy quickly is to accelerate hard. When starting from a standstill, use the gears and and build speed slowly. Gears are a great aid to covering long distances if used well. Never push a high gear hard, if in doubt drop down a gear.

The key to covering long distances is to spend many hours on a slow moving bike. To stay on the bike it’s essential to relax and stretch as you travel. Constantly changing hand position will avoid numbness in the hands. Standing on the pedals and stretching the legs will avoid cramp and give your backside a break from the saddle. When cycling slowly up a hill, sit up and relax your shoulders and neck.

I never drink or eat on the bike. While racing cyclists need to eat and drink constantly, they are chasing speed and burning a lot of energy very quickly. Afer a good meal and several mugs of coffee I can easily cycle for three hours without eating or drinking.

Drop handlebars are invaluable for covering long distances. When cycling into a strong wind or going fast downhill, I use the drop handlebars to cut wind resistance.

Perhaps the most important part of doing a long journey on a bicycle is to enjoy the journey. Sit up, look around, relax and enjoy the view.

The energy cost of speed

Friday 18 May 2012

Cycling in the Rain


I cycle almost every day, running errands, going to jobs and just for fun. Living in Ireland I often cycle in the rain. Down the years I’ve tried a lot of different breathable raingear but I always find that I end up sweaty no matter what the product promises. When it comes to rain gear for cycling, I’m a conservative, I like a cape and wellington boots.

Available in Argos
My current cape was bought in Argos for €12.99, over a year ago. I expect many more years of wear out of it, as it’s still as good as new. Don’t remember where I got my wellies but they are also a low cost and long lasting item.

A cape does have one very big disadvantage, it is not at all aerodynamic, so if you want to cycle fast forget it. I’m happy with a cape as my cruising speed on the bike is about 10 mph. It is a major drag to ride with a cape if you get faster than this or try to ride into a strong head wind. On the other hand it acts like a sail with a strong tail wind.

The beauty of a cape is that while it keeps the rain off it also allows the air to circulate freely underneath. The only exception is on the shoulders where it rests which do get a bit sweaty after a while, but this is a minor inconvenience rather than a major discomfort. I have on occasions ridden for hours in heavy rain wearing my cape and wellies and got off the bike bone dry.

It’s a very old answer to the problem of how to stay dry on the bike and will not suit many cyclists, but for me it's the perfect low cost solution.

Raleigh Bike Cape from Argos

Monday 14 May 2012

Bicycles and Horses


As a child in rural Ireland in the mid 1960s I can still remember a society and economy that was not fully integrated into the global oil economy. Only the wealthy and professionals owned cars. Poorer households did not have a car and the bicycle was still a very important form of mass transit. Many smaller farmers did not own a tractor and draught animals were still common. I also remember a few people were still using handcarts and wheelbarrows to carry cargo on the roads.

The Horse - beautiful but expensive
No one used horses as personal transport. Those without cars used bicycles, small motor bikes or they walked. Apart from the fox hunting horses of the rich and the gentry, there were heavy draught horses and they were used exclusively to haul heavy loads and do heavy farm work like ploughing and mowing. Asses were used for lighter loads and work like getting turf out of the bog.

Horses particularly hard working heavy draught horses are very expensive. They need a lot of ground for grazing, when working hard, like when plowing they need grain, which required more acres to grow. An old farmer told me the first tractor he bought freed up one third of his land for human food production.

A tractor when not in use can be left unattended and costs nothing. A draught animal needs food and attention 365 days a years. They are prone to health problems and can be difficult to get into foal, this all takes time. They need a lot of land and a lot of labour, and in this way they consume a lot of renewable energy.

The Bicycle - practical and cheap
Compared to a horse a bicycle is cheap in both energy and time. A bicycle can travel a lot further and faster in a day than a horse and will consume less energy doing so. Like a tractor when not in use it has no cost and needs no attention. It is also a lot more energy efficient than walking and a human can carry a lot more cargo on a bicycle than on foot. Humans are unlikely to give up the bicycle, for walking or riding a horse over distances.

A neighbour who is an expert horse trainer and breeder told me his father, who was also a horseman, would go long journeys to horse fairs in the 1950s to buy good draught horses he could sell close to home at a profit. He did not go on a horse, nor did he walk, or take the train, he rode a bicycle. If he bought a horse, it walked  home beside the bicycle, even poorer Irish horse farmer in the 1950s travelled by bicycle not by horse.

Even when fossil fuels are all gone in some distant future, steel could be made in solar furnaces and water turbines could power machine tools and all those scrap cars will provide lots of metal to recycle for making bicycles. People may end up riding heavy steel bikes on gravel or dirt paths in the future as they do today in rural Africa.