The fine fall weather provides opportunities for some nice riding whether for recreation/exercise or errands/work. Here are tips to encourage your riding and to keep you safe:
Check your lights front and rear. “Too many lights” are just about right in the low-light, fall and winter conditions. Your lights are primarily to make you visible (both day and night), but also to avoid hidden ruts, potholes, and bumps in the street. Road debris at night is another hazard which good front lighting will help you avoid.
Add a helmet or head-mounted lamp to help see those potholes, debris, etc. at night. While a front light in blink mode makes people more aware of your presence, the headlamp helps you see obstacles. The advantage of a headlamp is that when you move your head, the light goes with you. When on trails with little or no street lighting, both the headlamp and front light (in steady mode) will light the path.
Keep your re-chargeables charged. Replace the batteries in the rest.
Have someone view your bicycle from behind in the dark with the lights “on.” Ensure that your gear or clothing does not block the light beams (front and rear) and that the rear light(s) aim toward following vehicles.
Spoke lights or spoke reflectors are both fun and provide visibility from the side.
Watch other people on bicycles and judge their “visibility index” as a guide to improving your own.
Add an extra “blinky light” front and rear and use them both as nighttime supplements and as “daytime running lights.”
Maybe shop for and use a helmet mounted rear-facing light.
Be fair to people in cars – let them see you. Driving is challenging at this time of year. Don’t join the “ghost bike” program.
You will ride safer and smarter if you are comfortable – so plan your riding gear accordingly. Use the layering technique.
As you bundle up, look at your outer layer. If it is dark in color, either choose something that is not or pick up a reflective vest from your locally owned hardware or big box home center for around $20.00. You might add this vest to your year-around “kit.”
Wet leaves and snow are slippery so anticipate your stops and turns.
Pay special attention to puddles of water or clumps of leaves as they can mask the plentiful potholes, ruts, utility caps, and craters in the paved surface. City streets are worse than ever so watch for crevices, bumps, utility covers, patches, and so on. Good front lighting will help here!
Recall that some pavement markings can also be slippery when wet or extra slippery when covered with wet leaves, snow, or ice.
Keep your chain clean and lubricated (especially after riding in melted slush).
You might want to inspect your tires for wear. You might swap the front to the rear (since the rear takes the most weight and wears more quickly). If planning to ride in snow, you might invest in wider, knobby tires for better traction (if your bike accepts them).
Consider reducing tire pressures from max by 5 to 10 psi for better grip.
Sunglasses are very important this time of year as well. With the days getting shorter, there is a greater chance you will end or start a ride in low-light conditions. Switch your tinted lenses to a rose or clear lens for better visibility in low-light conditions.
When riding into that low fall sun, remember that the people in cars behind may not see you, as they also will be blinded.
Plan your braking and turns to avoid a spill.
Be mindful of slippery metal surfaces (such as utility covers and grates).
Fall and winter is a good time to get ready for next year’s riding with a tune up from one of our local bicycle shops. This is a good time to support your local shop and to help them over the slower winter season. November through March is good time to get that special attention from your bicycle mechanic. Find out where at – https://albanybicyclecoalition.com/resources/
“Vanity, thy name is gumwall.” With apologies to Ecclesiastes and Shakespeare for this corruption of a misquote, no one, not even the tire experts at “Bicycle Quarterly” suggests that there is any performance benefit to gum wall or tan wall tires. The more accurate and true quote fits here: “vanity of vanities, all is vanity” (Ecclesiastes 1). Why else would one seek out an attractive tire in favor of those that are known to perform superbly?
THE NEED – My Brompton came fitted with Schwalbe Kojaks (size: ETRTO 32-349, 16″ X 1-1/4) as ordered. Since these tires are basically slicks with no tread, they don’t look much different than an inner tube on the rim. With no tread wear to measure, it is hard to test the Kojak’s degree of wear until some cord starts showing – which it had not. But having discovered the Schwalbe Marathon Racer (size: ETRTO 35-349, 16 X 1-1/3) while preparing for the Kojaks’ inevitable end of life, I put it in the back of my mind this was the tire for me. I had experience with Schwalbe as a brand in addition to several credible YouTube analyses supporting the contention that the Marathon Racers were a good choice for the Brompton. (for a somewhat explanation of tire sizing, go here – https://www.getmefixed.co.uk/wheel-sizes-explained-etrto-imperial-radius/). In this case, the ETRTO (European Tire and Rim Technical Organization) inner diameter spec (349 mm in both cases) is of no value because the issue, as we will see, is with outer diameter, nominally both 16”).
THE BEST – The YouTube channel 2Bikes4Adventure (the “2Bikes” are Bromptons and the “adventure” is touring on them) has a video titled “The BEST TIRE for your Brompton” The hosts do a commendable job of analyzing competing 16” tires based on considerations of weight, puncture resistance, rolling resistance, and cost. This is not just another “everything is lovely” semi-promo review. This YouTube channel, 2bikes4adventure, suffers a little bit from the pressure by YouTube to have very short videos. Nonetheless, the program covers six different tires in the 16-in category as follows: Schwalbe’s Marathon and Marathon Plus, Continental’s Urban Contact and then the Racer, Kojak, Marathon One all by Schwalbe. They describe how each part of the evaluation was conducted and then graphically compare the different tires on their performance against each functional test – rolling resistance, puncture resistance, weight, cost, etc.
They note that the Racer is 35 gr heavier than the Kojak, for example. For puncture protection, they cite tests using a graduated plunger to pierce the inner tube and anti-puncture layer while measuring both the amount of penetration and the force needed to reach that depth. They allude to a pinch flat test wherein a tire is dropped on two sharp edges (as in a pothole). With the exception of falling into the ”more-psi-means-more-speed” trap, they do a nice review on the Tan Wall.
As a safety aside, the Tan Walls do not have a reflective sidewall element as is common with many contemporary tires – including the Kojaks.
THE FIRM – Schwalbe (in English, “Swallow”) has been around since 1922 under the name Ralf BOHLE GMBH (Gesellschaft mit beschränkter Haftung literally, a “company with limited liability”). In recent years, the company has dedicated itself to bicycle and wheelchair tires and tubes. It is headquartered near Köln, but its manufacturing is through collaboration with firms in Korea and Indonesia producing 14,000,000 tires per year. Schwalbe introduced the “Marathon” in 1983, the “Racer” in 2018, and the Tan Wall in 2019/2020. All three models rate high for puncture and pinch flat protection. The latter being of interest to riders in our local third-world-style roadways.
Fancy Schmancy Packaging
INSTANT APPEAL – When the Tan Wall option came along, my decision making was all over. A couple days after ordering them from my local bike shop, I got an email saying the tires are ready. So with the two new Marathon Racers and two new tubes I headed home to do the installation. That was to be postponed until the following day having done nothing more than open and unfold the tires and look at them. Unmounted, they impressed me as being quite large, and in the middle of the night I started to wonder if I was going to have a fender interference problem as is sometimes the case with even slightly larger tires.
INSTALLATION – The installation of the new tires went fairly smoothly until I remounted the rear wheel and heard the ominous rub, rub, rub.
Clearance Issue (hole is for mud flap mount)
No Fender Adjustment
The Brompton has a stubby mudguard extending horizontally from the rear fender and held by a 4 mm bolt, nut, and two flat washers. (Brompton likes washers – there are 13 on each of the rear EZ wheels.) Some investigation showed that there was very little adjustment possible with the fender relative to wheel and tire. Any effort to raise the fender runs into the unmovable luggage rack. Afterall, these are not SKS fenders (the best on the Planet for any Bike), but a proprietary Brompton design.*
The bracket that holds the fender closest to its rear extremity is attached to the luggage rack and the holes in the luggage rack and the fender brace are pretty much aligned with little play (aka “room for adjustment”). Aesthetically, the curve of the wheel and tire and that of the fender should have the same center point (the axle) and a constant fender-tire gap. Nonetheless, with the mudguard moved and the very slight play in the fender support taken up, the rubbing disappeared. But wait; what about the horizontal mud flap and the hole in the fender? Should I be forced to ride my Brompton without its mudguard on the rear fender? Am I to sacrifice a dry back to the Vanity of the Tan Wall Schwalbes? The answer clearly is “no” – I have a Brompton with fenders, and I want to continue to have a Brompton with fenders.
Horizontal Mud Flap + Hardware
RESOLUTION – Frame manufacturers who provide for fender mounting (with braze ons, etc.) forget that there has to be room between the frame and attached component (like wheels) for the fenders and their mounting hardware. Having struggled in the past with clearance between such mounting hardware and the frame bridge, I was somewhat equipped to address the Tan Wall-Brompton issue. The original stubby mudguard mounting hardware consisted of a round-head, hex drive bolt from the outside passing through a flat washer, the fender, the mudguard, another washer, and a 4 mil nut. Using the past solution, grinding off most of the bolt head and switching it around so the head was on the fender’s inside gave enough clearance for the tire to rotate freely. It is necessary to leave enough of the head to use a hex wrench for tightening or loosening in the future. Of course, a plain exposed nut would not do, so a substituted cap or acorn nut returned the mounting to functional acceptability. /
THE FUTURE – The tan is not worth the squeeze. At this point in the saga, the Brompton is rideable. But given the very tight non-rub clearance obtained and with fluctuations in weight, tire pressure, tire and wear, and the security of the fender mount nut-and-bolt arrangement, there’s a risk of the problem returning. For other Bromtoneers, variation in manufacturing of tires and bicycles or other irregularities may preclude the simple “solution” reported here. Bicycle shops and owners would be well advised to remember this lesson if they are fitting Brompton Schwalbe Marathon Racer Tan Walls or Brompton Schwalbe Marathon Racers. Sadly, were I to have the opportunity to reconsider this (rather expensive) acquisition, I would have stayed with the Kojaks – don’t mess with success.
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* Because all components and aftermarket customizations have to pass the “folded/unfolded” test, much of the Brompton is unique to it. Consequently, one cannot just throw on, say, a mirror and expect no issues. To allow a complete fold, one must test for add-ons like a bottle cage or lights.
Albany Bicycle Coalition joined many other Safe Streets Coalition members at today’s [10/3/22] NYS Assembly Transportation Committee Hearing on Complete Streets. Under consideration were two bills not passed last session that would expand the types of road projects that are given Complete Streets consideration.
I spoke with respect to Assembly Member Rivera’s bill. That bill includes, when possible, Complete Sstreet design features in resurfacing, maintenance, and pavement recycling projects and further enable safe access to public roads for all users. My comments to the Committee appear below.
The second bill considered at the hearing (Barret/A08624) will expand the state’s current complete street design principles policy to include all state, county and local transportation projects that are undertaken by the DOT or receive federal, state or both federal and state funding. Meanwhile, our local Assembly Member Pat Fahy has a bill (A8936/S3897) for additional state funding for Complete Streets that was passed by both the Assembly and the Senate but is not yet signed by Governor Hochul. Assembly Transportation Chair Magnarelli expressed his hope that it will be signed soon. We ask that all our readers contact the Governor’s Office encouraging her to sign that bill (call: 518-474-8390).
There were several other local participants. Our friend Patty Sawyer was among the mothers of victims of traffic violence who attended. Guilderland Town Planner, Kenneth Kovalchik spoke to barriers thrown up to Complete Streets efforts in Guilderland/Crossgates projects and the Delaware Avenue Road Diet Project. Ken Grey, Chair of the Complete Streets Advisory Board in Saratoga Springs spoke to efforts there and in favor of the bills. Jeff Olson, a local e-charging entrepreneur with long experience in transportation spoke in favor of the bills and the need to avoid letting the mania for EV’s turn our roads into havens for killer EV monster trucks. NY Bicycle Coalition Board Member and Albany resident Rosanna Coto-Batras also spoke eloquently of the need for the bills.
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If the bills get out of committee, I expect there will be some changes. The unfounded fear is that nobody will be able to fill a pothole without a Complete Streets study.
Regards,
Ed Brennan
Ed Brennan
President, Albany Bicycle Coalition
389 McCormack Road
Albany, NY 12208
I am Edward Brennan. I am a resident of the City of Albany. In March of this year our Common Council voted unanimously in support of the passage of these Complete Streets bills as contained in the Crash Victims Rights and Safety Act package. I am also President of the Albany Bicycle Coalition. Our not-for-profit organization has been promoting bicycling and bicycle and pedestrian safety in the Capital Region since 2004.
Every year we hold a local Ride of Silence along with organizations throughout the world remembering cyclists that perished on public roads. Last year we began our ride with a service remembering over 40 cyclists, pedestrians and motorists that have died since the year 2000 on nearby Central Avenue that connects Albany and Schenectady.
Central Avenue is something of a poster child for the need for Complete Streets in the Capital Region. After so many deaths NYSDOT conducted a Central Avenue Pedestrian Safety Study that was published in 2015. Some changes were implemented but deaths have continued. I don’t doubt that it will take significant changes and probably large expenditures to make Central Avenue significantly safer.
My testimony however relates to Rapp Road, which is a road that many could use to avoid Central Avenue to get between the Town of Colonie and Albany and between Guilderland and Colonie. Making Rapp Road significantly safer would have been much less of an effort than fixing Central Avenue.Rapp Road becomes Lincoln Avenue in Colonie where it intersects with Central Avenue to the North.Rapp Road leads to Crossgates Mall, an important shopping center to the South.Rapp Road goes through the Albany Pine Bush, a unique ecological area that has hiking paths connecting to both sides of Rapp Road and hikers can often be seen along Rapp Road going from one footpath to another.Rapp Road overpasses the NYS Thruway/Interstate 90 with a wide shoulder that is relatively safe for cyclists and pedestriansRapp Road is an endpoint for the Six Mile Waterworks Multiuse Path that allows cyclists and pedestrians to safely go under The Northway/Interstate 87
Safe places for cyclists and pedestrians to cross Interstates deserve special mention because they are so few and far between and require significant capital expenditures.
One of the 40 plus persons we commemorated at our last ride of silence was 39-year-old Jeremy Williams who was struck and killed on Central Avenue while trying to cycle through the Central Avenue Interchange with the Northway. Making safe bike-ped crossings of Interstates isn’t cheap. Where such safe crossings have been created you would think there would be reasonable efforts made to make them more useful.
The problem with this particular 0.6-mile segment of Rapp Road is that it gets a great deal of traffic and has a windy section with little or no shoulder. Years ago, we saw Rapp Road was long overdue for some kind of major repair. We wrote to our Mayor, sent many e-mails, spoke to local transportation officials and distributed a pamphlet we made about the need to improve safety along this short stretch of Rapp Road.
We were surprised one day to find a project started. The road was milled down and quickly repaved. We had no warning or chance for input though we had made ourselves pests about the road for years. There was no meaningful change to the shoulder. Now motor vehicles have a fresh smooth surface facilitating higher speeds which are perhaps more dangerous to other users. Unless someone dies here, I doubt the road will be looked at again for the next 20 years.
We need to expand Complete Streets considerations to projects like Rapp Road so we are not missing so many important opportunities to improve transportation safety. Maintenance, Resurfacing, and Pavement Recycling Projects that extend the life of roadways make economic sense. A Complete Streets perspective is still essential to make sure that extending the life of a roadway isn’t unnecessarily extending existing dangers to the lives of those that use those roadways.
Reading the 45 names of Central Ave. traffic victimsReading the 45 names of Central Ave. traffic victimsInvocation by Pastor Al of the host churchCeremony – Reading of NamesSign in tableSign in/receptionRiders absorbing the enormity of the Central Ave. situation
Albany Bicycle Coalition 