2013 Velo-City Conference Call for Contributions

“The Sound of Cycling”: Velo-city Conference 2013 in Vienna
Call for contributions to be submitted by 22 October 2012Vienna, 11 September 2012: Vienna has decided to make 2013 the year of cycling. One special highlight of this year will be the Velo-city Conference organised by the European Cyclists’ Federation (ECF) and the City of Vienna from 11 to 14 June. Following the motto “The Sound of Cycling – Urban Cycling Cultures”, a rich and varied program will focus on cycling in the city. Experts and speakers specialised in the field who wish to communicate their knowledge, know-how and practical experience to the conference participants and aim to establish network contacts may submit contributions until 22 October 2012.Velo-city Conference 2013: Cycling is culture


“Vienna is the city of music and culture. With ‘The Sound of Cycling’, this Viennese speciality is to become part of the Velo-city Conference. Along with the classic themes of music and theatre, for several years Vienna has been establishing its own bicycle cultures that are becoming more and more visible. Thus bicycles are not only used with growing frequency as a healthy and ecologically sound means of transport, but also transforming into an element of cultural life in the Austrian capital”, says Maria Vassilakou, Vice Mayor of the City of Vienna. In the coming year, the main focuses of Velo-city in Vienna will be cycling cultures, cycling-friendly cities and the personal benefits of cycling for the individual. “At every Velo-city Conference, we add a new, important dimension to the cycling policy agenda. In Vienna, the municipal administration and ECF will emphasise the element of culture. Culture is an important complement to the aspects of traffic, environment, health, energy, economy and children, which were key thematic areas of previous conferences”, explains ECF President Manfred Neun. In addition to numerous expert presentations, network meetings and discussions, one week of cycling tours, movie nights, a bicycle picnic, a bicycle fashion show, bicycle races and many other events will make Vienna THE bicycle hotspot for all conference participants as well as for the city’s population at large.

Vienna – A “smart city” with a long cycling tradition
Vienna is an emerging cycling city with a steadily growing number of cyclists and a colourful cycling community. It is planned to increase the share of cycling in urban traffic from currently six to ten percent by 2015. A solid modal split portion of 37 percent for public transport provides an ideal basis for a traffic concept that seamlessly melds different means of transport. Moreover, Vienna is the cultural and economic centre of Austria as well as a key hub of the regional network CENTROPE (Central European Region). It also maintains an intense exchange on the issues of transport and urban development with many Eastern and South-eastern European cities.

Call for contributions and registration
Until 22 October 2012, experts and speakers with a specialised interest and stake in cycling from all over the world are invited to submit their contributions at program.

Interested parties may register for the conference as of now at www.velo-city2013.com. Those registering before the end of October may win a free conference participation ticket.

The Velo-city Conference series
Velo-city Conferences serve as a global communication and information platform aiming to address decision-makers in order to improve the planning and provision of infrastructure for the everyday use of bicycles in urban environments. Velo-city Conferences typically bring together more than 1,000 delegates such as engineers, planners, architects, social marketers, academic researchers, environmentalists, businessmen/women and industry representatives who join forces with government at all levels in order to build effective transnational partnerships to deliver benefits to cycling worldwide. Velo-city Conferences are initiated and commissioned by the European Cyclists’ Federation (ECF).

Application and registration: www.velo-city2013.com
Information on Velo-city 2013 and conference program: www.velo-city2013.com

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@LanceArmstrong, #LanceArmstrong, Lance Armstrong

7 time Tour de France Winner, still

1.     Let’s get a couple of things straight. Jurisdiction is important in all legal issues. If a court does not have jurisdiction, then it cannot rule.

Lance Armstrong finishing 3rd in Sète, taking ...

Same applies in arbitration, quasi-governmental agencies and USADA.

USADA is an Acronym for US Anti-Doping Agency. The US stands for United States. It has the same power to take away an award earned in France as I have to take away any award from the little kid down the street. (Which sort of reminds me of how the head of USADA is acting?)

2.     The agency in charge of cycling is UCI. Union Cyclists Internationale, another non-US non-governmental agency. That agency can ban someone from cycling for life because they cannot sanction races were banned people enter.

3.     Tour de France can hand out yellow jerseys, or actually, the Amaury Sport Organisation. Tour de France can take back yellow jerseys. Tour de France and Amaury Sport Organisation are European organizations.

See the stretch,…………………. all the way across the Atlantic. Until the UCI or Amaury Sport Organisation says something, Lance Armstrong is the seven-time  winner of the Tour de France.

4.     Not appearing at an arbitration hearing is not admitting to doping. It is looking at the chances of winning and how the arbitration proceedings will work and realizing that you can’t win, clean or dirty. Why do you think Roger Clemens and Barry Bonds went to court? Because court is fair, in this case.

Arbitration is normally very fair and something I suggest. However, arbitration is controlled by the rules of the people who set up the arbitration, in this case, USADA. (Sort of like arbitrating a stock broker dispute with other stock brokers serving as the arbitrators. You don’t win until you sue in court.)

So?

Lance Armstrong at the team presentation of th...

Lance Armstrong at the team presentation of the 2010 Tour de France in Rotterdam (Photo credit: Wikipedia)

I’m not defending anyone. I’m not saying that someone did or did not US substances that are not allowed to be used when cycle racing. I do, however, believe in the law. Something that Travis Tygart does not seem to understand, or at least he does not understand jurisdiction and venue.

For articles on Jurisdiction & Venue see:

A Recent Colorado Supreme Court Decision lowers the requirements to be brought into the state to defend a lawsuit.                                                                                                     http://rec-law.us/zfpK8Z

Four releases signed and all of them thrown out because they lacked one simple sentence!     http://rec-law.us/vZoa7x

Jurisdiction in Massachusetts allows a plaintiff to bring in Salomon France to the local court.   http://rec-law.us/zdE1uk

Shark Feeding Death triggers debate                                                                  http://rec-law.us/A1BmMF

The legal relationship created between manufactures and US consumershttp://rec-law.us/tiyChu

This case is a summer camp lawsuit and the decision looks at venue and jurisdiction; however the complaint alleges medical malpractice against a camp!                                   http://rec-law.us/yCRj3U

For articles on what is currently going on with Lance Armstrong that are correct, I’ve found one. Armstrong’s Yellow Jerseys Haven’t Gone Anywhere…Yet

What do you think? Leave a comment.

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USA ProChallenge Cycling Race Photographs

Stage 2 Photos:

http://rec-law.us/NtNVu0

Stage 3 Photos

http://rec-law.us/P0THU5

Stage 4 Photos

http://rec-law.us/T1LrWr

Stage 5

http://rec-law.us/Nosws7

Stage 6

http://rec-law.us/QDVdvO

 


Free Denver B-Cycle rental on Sunday for the USA ProChallenge

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Skip Membership Fee When You Ride a B-Cycle to the Pro Cycling Time Trial on Sunday, Avoid Congestion

DENVER – Tuesday, August 21, 2012 – More than 250,000 bicycle racing fans are expected on Sunday, Aug. 26 for the final stage of the USA Pro Cycling Challenge and Denver B-Cycle is waiving the daily membership fee to make it easy to maneuver around downtown Denver.

“We want to make it easy for bike racing fans to access the event and we also think it’s a great day to try the B-cycle system if you haven’t already done so,” said Parry Burnap, executive director of Denver Bike Sharing. “The whole week of the Pro-Cycling Challenge demonstrates the phenomenal mobility that a bicycle represents and even though B-cycles are not exactly built for speed, they are just as good at getting from Point A to Point B and excellent tools for getting or staying in shape.”

To try the B-cycle system on Sunday, plan ahead. Go online to http://denver.bcycle.com and click “Join Denver B-Cycle.” Fill out the profile form, select 24-Hour membership and enter USAPCC12 (all caps) in the promotion code section. The code will save you the $8 daily membership fee.

On Sunday, Aug. 26, use your credit card to access the system at any of the 53 Denver B-cycle kiosks and select “No” when you are asked if you want to purchase access at the kiosk (the system will recognize your credit card and know you have already registered). Follow the on-screen directions. Your membership will begin when you first check out a bike.

The first 30 minutes of any ride is included in your 24-hour pass. Any ride longer than 30 minutes will accrue usage fees. The credit card you have registered will be used to pay usage fees.

To avoid downtown parking challenges on Sunday, use any of the outlying Denver B-cycle kiosks (go to http://denver.bcycle.com to view locations) and ride your B-cycle to the Webb Building (201 W. Colfax Ave.) where overflow B-cycle parking will be available.

 

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Denver Final Ride of the USA ProChallenge needs Volunteers. It is a great experience! Sign up today

Have you been watching the USA Pro Cycling Challenge? It is amazing and it is right here in Colorado! BikeDenver will be at the Finish in Denver and we would love to have you join us. We are seeking volunteers from 2pm – 5pm to help with our Bike Parking. It is a great way to be part of the USA Pro Cycling Challenge on its final day in Colorado!

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If you do not have a BikeDenver t-shirt one will be provided to you to wear while volunteering on Sunday.

For more information on Stage 7 of the USA Pro Cycling Challenge click here

To sign up to volunteer click here

Please do not hesitate to contact us if you have any questions.

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Helmets: why cycling, skiing, skateboarding helmets don’t work

Thanks to Brad Waldron at Kali Protectives for giving me the visual to explain this.

A helmet needs to absorb energy to work. The more energy a helmet absorbs the more protection a helmet provides. If you look at the inside of your helmet

Bike helmet

what is there to absorb energy?

A helmet does not work by being a hard surface to protect your head from head injuries. Hard surfaces protect your head from pointed objects. Think Knights of the Round Table and spears and arrows. If you are riding a bike or skiing and someone is shooting arrows at you, you need a hard helmet.

Hitting the ground is different. Your brain bounces around inside your skill causing damage; a concussion. You need something to absorb the impact and soften the blow or extend the time the impact (force) is being applied to your head, which softens the blow. Helmets as they are currently used, do not do that.

Think about the issue this way. If you drop a weight on an egg, say 11 pounds from 4 feet the egg is going to smash. If you put a book on top of the egg and drop the 11-pound weight the egg is still going to smash. The amount of energy transmitted to the egg maybe reduced by the book; however, the energy reduction is not enough to protect the egg.

A Bicycle or ski helmet is the same way. There is some energy absorption, but not enough to protect your brain.

If you want to know why I picked 11 pounds from 4 feet that is the test for helmets. Watch Video of cycling helmet testing. No one is testing the force on the head, if the helmet absorbs any of the force, or if the impact broke your neck.

On top of that, always remember the helmet is tested with the impact landing in the center top of the helmet. When you fall to make sure you drive your head into the ground hitting the helmet in the center on top of your head to receive the maximum protection.

See for yourself. This is the UIAA (European) Test for Helmets.

clip_image001

This test is for climbing and some European ski helmets. In the US, a bike helmet and ski helmets are not tested for lateral force, slippage or chin strap strength.

There are some organizations that test the helmets to greater extremes such as Consumer Reports, but all they are doing is testing the helmet. They are not looking at whether the helmet protects your head. See Consumer Reports Bike Helmet Testing.

We are not testing whether a helmet looks good after an impact. We are testing whether the helmet protects your head from an impact and the drop test does not test that sufficiently, if at all.

If you want to test this yourself, figure a way to stick an egg under a helmet and drop a weight on the helmet. The egg is still going to crack or break.

Yes, your head is not an egg. It is just easier to see the results with an egg. The helmet did not decrease the pressure enough to protect the egg. The injury still occurred. If you could take the time to measure the breaking strength of an egg and then start below that number and drop weights on the helmet you would see a difference eventually which would be the amount of protections the helmet provides. However, that number would be small and probably no different from what a plastic bowl would do.

If you really want to test this, go buy two eggs.  Drop one from 15 feet and see what happens to the egg. Tape the other one in your helmet and drop it from the same height. The egg will crack (and make a real mess in your helmet).

Want more laughs about this? Watch this video where a cardboard helmet does a better job of protecting your head, by absorbing more force, than a bicycle helmet. See Kranium helmet Crash Test

Yes, your head is not an egg. Yes, a helmet will protect you from minor hits. Yes, a helmet is probably better than not using a helmet, unless the process stops you from riding a bike or skiing. The health benefits of activity out weight the risk of a head injury.

If that is the case, then why not wear a helmet when you drive, shower or work in the kitchen. All three have a far greater risk of head injuries then cycling.

However, we have not looked at whether using helmets deters activities. See TEDxCopenhagen – Mikael Colville-Andersen – Why We Shouldn’t Bike with a Helmet. I love the fact the in the video Mr. Colville-Andersen lets you know that the helmet tests were designed for pedestrians wearing helmets. Also he points out that helmet laws do not reduce head injuries. They reduce the total number of people riding bikes, which results in a reduction of head injuries.

Nor have we looked at the issue of the advertised protection versus the real protection afforded by a helmet.

Finally, we have not looked at whether wearing a helmet makes you react in a way to protect other parts of your body rather than your head. If you fall you natural protect your head. Your arms go out to keep your head form hitting the ground and then your cradle your head from being hit or hitting the ground. This accounts for tons of videos and statements when people hold up their battered helmet and say my helmet saved my life.

However, a helmet will not save your life. If you want to be cool and have a helmet that might protect your head watch this video: Hövding krocktest

But without bike and ski helmets where would we mount our video cameras?

References:

"Hairnet" helmet

Gourley, Jim, Bicycle Times August 1, 2011, Pull Your Head Out of Your…Helmet

Kim Gorgens: Protecting the brain against concussion

A.J. Jacobs: How healthy living nearly killed me

TEDxCopenhagen – Mikael Colville-Andersen – Why We Shouldn’t Bike with a Helmet

Other Articles on Helmets:

A father of a deceased skier pushing for a helmet law in New Jersey.

A helmet manufacture understands the issues(Uvex, Mouthguards)

A new idea that makes sense in helmets: the Bern Hard Hat

California bill to require helmets on skiers and boarders under age 18 dies lacking governor’s signature.

Does being safe make us stupid? Studies say yes.

Great article on why helmet laws are stupid

Great editorial questioning why we need laws to “protect” us from ourselves.

Helmet death ignited by misconception and famous personalities

Helmets do not increase risk of a neck injury when skiing

I could not make my son wear a helmet so I’m going to make you wear one

I once thought you had to take an IQ test to run to be a state legislator. You could run only if you flunk the test

Mixed emotions, but a lot of I told you so.

More information over the debate about ski helmets: Ski Helmets ineffective crashes were the wear is going faster than 12 miles per hour

National Sporting Goods Association reports that Helmet use at US Ski Areas increased during the 2009-10 ski season

OSHA Officially recommending helmets for ski area employees

Other Voice on the Helmet Debate

Recent UK poll shows that 10% of cyclists would quite biking if there was a compulsory helmet law.

Skiing/Boarding Helmets and what is the correct message

Survey of UK physicians shows them against mandatory bicycle helmet laws.

What do you think? Leave a comment.

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Copyright 2012 Recreation Law (720) Edit Law

blog@rec-law.us

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Denver Bike Sharing Reaches 100,000 Trip Mark! For 2012

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Denver B-cycle Reaches 100,000-Trip Milestone Nearly Three Weeks Faster Than 2011

DENVER – Friday, July 12, 2012 – Today, Denver B-cycle announced that the 100,000th B-cycle ride of the 2012 season was taken on Saturday, July 7-nearly three weeks ahead of the pace set by B-cycle riders in 2011.

The 100,000th ride was a B-cycle checked out of the station at 3rd and Milwaukee near Cherry Creek at 2:25 p.m by Sara Dumford, a Denver B-cycle Annual Member (see photo below).

“From the opening week of the season in March we’ve seen a strong surge of interest in B-Cycle usage and it really hasn’t let up,” said Parry Burnap, Executive Director of Denver Bike Sharing. “We are averaging a healthy pace of 850 check-outs per day, giving users a climate-friendly, healthy and affordable way to get around town.”

Last year, the 100,000th ride was taken on July 25th. In 2010, the inaugural year for the shared-bike system, the 100,000th ride was taken in September.

Sara Dumford, was taking in the Cherry Creek Arts Festival and B-cycled to the library when she took the 100,00th trip. Sara B-cycles because “It’s convenient, relaxing and energizing at the same time. I feel more a part of the culture of the city when I am biking around to run errands and see friends. Of course, it’s good exercise, saving money on parking and gas, it’s cool – the bikes are hip, I’ve even changed places I go to lunch/dinner to be close to a station.” As a thanks for taking the 100,000th ride Sara will be given a free helmet and a Denver B-cycle T-shirt made from sustainable fabric that includes artwork donated by designer Andrew Hoffman. Denver B-cycle will also feature the rider’s face on the basket plates of a B-cycle for the remainder of 2012.

“It’s fitting that the 100,000th ride was taken by an annual member,” added Burnap. “Our membership base is growing, dedicated and, as a group, are very active users. They know a deal when they see one. We’ve found that trying the system once or twice is all it takes to realize how easy it is use-and the word seems to be spreading.”

For more information, visit http://denver.bcycle.com.

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Sara Dumford on a Denver B-cycle. Photo credit: Mark Stevens.2012 100,000th Rider

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New Colorado State Patrol video on Colorado’s 3 Foot Passing Law. AWESOME!!! So why can’t you find it?

This should be part of every driver’s education class and every grade-school class too.

This video was created by the Colorado State Patrol. It is clean quick and extremely well done. It explains Colorado’s 3 feet to pass law. The law requires motorists to pass a cyclist if there are at least 3’ between the vehicle and the cyclists. If not the vehicle must slow down.

The bad news, you can’t find it on the Colorado State Patrol website. In fact, you can’t find it anywhere except here. By right clicking on the post, I found it on YouTube here. But what a nightmare.

Anyway, back to the good job CSP did!

Colorado’s 3’ passing law called C.R.S. 42-4-1002 can be found here.

What happens?

There are several different options available to a cyclist or motorists if they see a violation of the 3’ to pass law or any other law.  The first is to notify the CSP. *277 (*CSP) on your cell phone connects you to the CSP dispatch. You can file a complaint with them by phone. This information is from the CSP website.

Remember, a complaint, unless a felony or injury without a license plate won’t get a response. (This is real life, not TV.)

It takes three complaints about the same license plate number before the CSP is going to respond. So in some (not all) cases it may appear that CSP or any other law enforcement agency is not doing anything.

An accident requires the law enforcement agency to respond.

Colorado also allows you to make a citizen’s arrest. I would use this power only when you have other witnesses or evidence of the crime. Here is the statute: C.R.S. 16-3-201. Arrest by a private person

A person who is not a peace officer may arrest another person when any crime has been or is being committed by the arrested person in the presence of the person making the arrest.

Furthermore, make sure you know the law that you are using to make the arrest.

What do you think? Leave a comment.

If you like this let your friends know or post it on FB, Twitter or LinkedIn.

Copyright 2012 Recreation Law (720) Edit Law

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Twitter: RecreationLaw

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New York Decision explains the doctrine of Primary Assumption of the Risk for cycling.

Cotty v Town of Southampton, et al., 2009 NY Slip Op 4020; 64 A.D.3d 251; 880 N.Y.S.2d 656; 2009 N.Y. App. Div. LEXIS 3919

Basically, in New York, for injuries from the path or roadway, you assume the risk of mountain biking, and you probably did not assume the risk of road biking.

The plaintiff was a member of a bicycle club and was on a club ride. The ride was a 72-mile ride, and she was part of the pace line. A pace line is a group of cyclists riding single file. When the lead cyclist starts to tire or slow that cyclist pulls out of the line and drifts to the rear, and the 2nd cyclist takes over the front spot. A pace line allows the cyclists to go faster easily because each is taking a turn at the front doing 100% of the work, and the cyclists in the back aMilitary cyclists ride in a pace line as they ...re conserving energy.

The cyclist in front of the plaintiff went down in a construction area when he was unable to negotiate the lip between paving areas. The plaintiff tried to avoid the downed cyclists sliding into the roadway into a car.

The defendants were the construction company working on the road, the city that owned the road, other government entities, and the cyclists who went down in front of the plaintiff.

The city defendant filed this motion for summary judgment arguing the plaintiff could not sue because of the doctrine of primary assumption of the risk. In New York, Primary Assumption of the Risk prevents suits in sporting or athletic events from “conduct or conditions that are inherent in the sport or activity.”

The trial court denied the motion, and this appeal followed. The appellate court looked at the issue as to whether the plaintiff was engaging in an activity that subjected her to the doctrine. That is, was the plaintiff when riding a bike in this manner engaging in a sporting event or athletic activity.

Appellate Court Analysis

The court did a thorough review of the issues in this case as they applied to the doctrine of primary assumption of the risk. The court defined the doctrine as:

English: An animation of a group of cyclists r...

English: An animation of a group of cyclists riding in a chain gang or pace line. (Photo credit: Wikipedia)

…a person who voluntarily participates in a sporting activity generally consents, by his or her participation, to those injury-causing events, conditions, and risks which are inherent in the activity…. Risks inherent in a sporting activity are those which are known, apparent, natural, or reasonably foreseeable consequences of the participation.

The effect of a plaintiff consenting to the risk (even if the plaintiff is not voluntarily or knowingly consenting) is to relieve the defendant of the duty of care that would otherwise exist in the sport or activity.

Accordingly, when a plaintiff assumes the risk of participating in a sporting event, “the defendant is relieved of legal duty to the plaintiff; and being under no duty, he cannot be charged with negligence

The reason for the doctrine is to create free and vigorous participation in athletic activities. If the doctrine did not exist with regard to sporting events, players would not fully participate, not play hard for fear of legal liability for doing so. However, the doctrine does not apply to conduct on the part of a defendant who increases the risk of harm to the plaintiff.

The doctrine not only applies to the other players in the sport or activity; it has been applied to the playing surface, the field. “If the playing surface is as safe as it appears to be, and the condition in question is not concealed such that it unreasonably increases risk assumed by the players, the doctrine applies.”

The court then looked at the facts of the case to see if the plaintiff fell into the purview of the doctrine of assumption of the risk. The court first looked at what the doctrine did not apply to with regard to municipalities.

The doctrine is not designed to relieve a municipality of its duty to maintain its roadways in a safe condition [“the doctrine of assumption of risk does not exculpate a landowner from liability for ordinary negligence in maintaining a premises”]), and such a result does not become justifiable merely because the roadway in question happens to be in use by a person operating a bicycle, as opposed to some other means of transportation….

The court reviewed mountain biking cases first and found in three situations that other courts had applied the doctrine to issues with the trail. Mountain bikers striking an exposed tree root, riding into holes in the trail, or hitting potholes or ruts in the path were all found to be subject to the doctrine and barred suit by the plaintiff.

The court looked at road biking on streets and found the courts had held in those situations that the doctrine did not apply.

…plaintiffs, who were injured while riding their bicycles on paved pathways in public parks, “cannot be said as a matter of law to have assumed risk of being injured as a result of a defective condition on a paved pathway merely because [they] participated in the activity of bicycling

Consequently, this court could not say that the plaintiff’s activities at the time of her injuries were such that the doctrine of assumption of the risk would bar her suit.

…primary assumption of risk did not apply to a plaintiff who was injured when his bicycle struck a raised concrete mound on a public roadway, even though the plaintiff, like the plaintiff in the instant case, was “an avid bicyclist” and was participating in “a noncompetitive, recreational bicycle ride with about eight or nine other riders

…riding a bicycle on a paved public roadway normally does not constitute a sporting activity for purposes of applying the primary assumption of risk doctrine. By contrast, mountain biking, and other forms of off-road bicycle riding, can more readily be classified as sporting activity. Indeed, the irregular surface of an unimproved dirt bike path is “presumably the very challenge that attracts dirt bike riders as opposed to riding on a paved surface

One interesting point the court made was differentiating between the doctrine of primary assumption of the risk and comparative negligence which had incorporated a simple assumption of the risk into it. The defendant had argued that the plaintiff assumed the risk of riding too closely behind the defendant who fell in front of her. The court held that was a comparative negligence issue for the jury, not an example of a primary assumption of the risk.

Primary assumption of the risk is the play of the game, the sport, or the surface. If the plaintiff’s injuries arise from how the plaintiff played the game then that is an issue of contributory negligence.

So Now What?

English: Tour de Romandie 2009 - 3rd stage - t...

English: Tour de Romandie 2009 – 3rd stage – team time trial Français : Tour de Romandie 2009 – 3e étape – contre-la-montre par équipes (Photo credit: Wikipedia)

Whether or not a government entity would be liable for an injury on the roadway is going to be specific by state. New York has a reputation of allowing suits

against municipalities for such things. As such most other states probably would not. However, that requires a state-by-state review which you should have conducted if needed in your state.

What comes from this lawsuit that you can do if you operate a cycling club or run a ride (such as a retailer) is to have all riders sign a release that protects the club and other riders. The defendant in this case who fell in front of the plaintiff was sued for falling down on a bicycle. That seems absurd to me.

If you run a club, event, or ride, make sure that an injured party cannot come back and sue you or other riders for something that is a part of cycling. If you do not believe that cyclists fall, watch the first 10 days of the 2012 Tour de France!

What do you think? Leave a comment.

James H. "Jim" Moss, JD, Attorney and Counselor at Law

James H. “Jim” Moss

Jim Moss is an attorney specializing in the legal issues of the outdoor recreation community. He represents guides, guide services, and outfitters both as businesses and individuals and the products they use for their business. He has defended Mt. Everest guide services, summer camps, climbing rope manufacturers; avalanche beacon manufacturers, and many more manufacturers and outdoor industries. Contact Jim at Jim@Rec-Law.us

Jim is the author or co-author of eight books about legal issues in the outdoor recreation world; the latest is Outdoor Recreation Insurance, Risk Management,

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Outdoor Recreation Insurance, Risk Management, and Law

and Law. To Purchase Go Here:

To see Jim’s complete bio go here and to see his CV you can find it here. To find out the purpose of this website go here.

If you are interested in having me write your release, download the form and return it to me.

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Cotty v Town of Southampton, et al., 2009 NY Slip Op 4020; 64 A.D.3d 251; 880 N.Y.S.2d 656; 2009 N.Y. App. Div. LEXIS 3919

To Read an Analysis of this decision see

New York Decision explains the doctrine of Primary Assumption of the Risk for cycling.

Cotty v Town of Southampton, et al., 2009 NY Slip Op 4020; 64 A.D.3d 251; 880 N.Y.S.2d 656; 2009 N.Y. App. Div. LEXIS 3919

[*1] Karen Cotty, plaintiff-respondent, v Town of Southampton, et al., defendants-appellants-respondents, Suffolk County Water Authority, defendant-appellant- respondent/fourth-party plaintiff-respondent, Elmore Associates Construction Corp., defendant third-party plaintiff, et al., defendant; Peter Deutch, third-party defendant/fourth-party defendant-appellant, et al., fourth-party defendant. (Index No. 20312/03)

2007-08536

SUPREME COURT OF NEW YORK, APPELLATE DIVISION, SECOND DEPARTMENT

2009 NY Slip Op 4020; 64 A.D.3d 251; 880 N.Y.S.2d 656; 2009 N.Y. App. Div. LEXIS 3919

May 19, 2009, Decided

NOTICE:

THE LEXIS PAGINATION OF THIS DOCUMENT IS SUBJECT TO CHANGE PENDING RELEASE OF THE FINAL PUBLISHED VERSION. THIS OPINION IS UNCORRECTED AND SUBJECT TO REVISION BEFORE PUBLICATION IN THE OFFICIAL REPORTS.

COUNSEL: Thomas C. Sledjeski, PLLC (Anita Nissan Yehuda, P.C., Roslyn Heights, N.Y., of counsel), for defendant-appellant-respondent Town of Southampton.

Shayne, Dachs, Corker, Sauer & Dachs, LLP, Mineola, N.Y. (Norman H. Dachs and Jonathan A. Dachs of counsel), for defendant-appellant-respondent/fourth-party plaintiff-respondent Suffolk County Water Authority and defendant-appellant-respondent CAC Contracting Corp (one brief filed).

Loccisano & Larkin, Hauppauge, N.Y. (Robert X. Larkin of counsel), for third-party [*2] defendant/fourth-party defendant-appellant Peter Deutch.

Rosenberg & Gluck, LLP, Holtsville, N.Y. (Andrew Bokar of counsel), for plaintiff-respondent.

JUDGES: PETER B. SKELOS, J.P., MARK C. DILLON, FRED T. SANTUCCI, RUTH C. BALKIN, JJ. DILLON, SANTUCCI and BALKIN, JJ., concur.

OPINION BY: SKELOS

OPINION

[**252] [***658] APPEAL by the defendant Town of Southampton, in an action to recover damages for personal injuries, as limited by its brief, from so much of an order of the Supreme Court (Robert W. Doyle, J.), dated August 6, 2007, and entered in Suffolk County, as denied its motion for summary judgment dismissing the complaint and all cross claims insofar as asserted against it; SEPARATE APPEAL by the defendants Suffolk County Water Authority and CAC Contracting Corp., as limited by their brief, from so much of the same order as denied their motion for summary judgment dismissing the complaint and all cross claims insofar as asserted against them; and SEPARATE APPEAL by the fourth-party defendant Peter Deutch, as limited by his brief, from so much of the same order as denied that branch of his separate cross motion which was for summary judgment dismissing the fourth-party complaint and all related cross claims insofar as asserted against him. Justice Dillon has been substituted for former Justice Lifson (see 22 NYCRR 670.1[c]).

OPINION & ORDER

SKELOS, J.P. [HN1] When a person voluntarily participates in certain sporting events or athletic activities, an action to recover damages for injuries resulting from conduct or conditions that are inherent in the sport or activity is barred by the doctrine of primary assumption of risk. In this case, where the plaintiff was injured while riding a bicycle on a paved public roadway, we confront the threshold question of whether the plaintiff was engaged in an activity that subjected her to the doctrine of primary assumption of risk.

Beginning on July 24, 2002, pursuant to a contract with the defendant Suffolk County Water Authority (hereinafter SCWA), the defendant CAC Contracting Corp. replaced the asphalt in a trench that had been dug along the edge of Deerfield Road in Southampton for the purpose of installing a conduit for a water [**253] main. Two layers of asphalt were to be laid to fill the trench and bring it level with the preexisting roadway, but at the time of the subject accident, only one layer of asphalt had been laid, leaving a “lip” approximately one inch deep, parallel to the length of the road, where the preexisting roadway and the newly paved section met. At the site of the accident, the lip was not marked by any barricades or traffic cones.

On July 27, 2002, the plaintiff, a member of a bicycle club which engaged in long-distance rides, was the last bicyclist in one of several groups of eight riders cycling on Deerfield Road during a 72-mile ride. The plaintiff testified at a deposition that the road “was not perfectly smooth,” and contained potholes. She had previously ridden on the subject road approximately 20 to 30 times, as recently as two to four weeks before the accident, and was aware of construction activity on various portions of the road. The road had no shoulder, and the plaintiff was riding approximately one to two feet from the edge of the road, and approximately 1 to 11/2 wheel lengths behind the fourth-party defendant, Peter Deutch, at a maximum speed of 17 to 18 miles per hour. The bicyclists in the front of the line began a “hopping” maneuver with their bicycles to avoid the “lip” in the road. Deutch unsuccessfully attempted the hopping maneuver, and fell in the plaintiff’s path. Seeking to avoid Deutch, the plaintiff swerved and slid into the road where she collided with an oncoming car, sustaining injuries.

The plaintiff commenced this personal injury action against, among others, the Town of Southampton, the SCWA, and CAC Contracting Corp. (hereinafter collectively the defendants), and the SCWA impleaded Deutch. The defendants moved for summary judgment dismissing the complaint and all cross claims insofar as asserted against each of them, and Deutch cross-moved for summary judgment dismissing the fourth-party complaint and all related cross claims insofar as asserted against him. The defendants and Deutch (hereinafter collectively the appellants) contended, inter alia, that the plaintiff had assumed the risks commonly associated [***659] with bicycle riding. The Supreme Court denied the appellants’ motions.

[HN2] Under the doctrine of primary assumption of risk, a person who voluntarily participates in a sporting activity generally consents, by his or her participation, to those injury-causing events, conditions, and risks which are inherent in the activity (see Morgan v State of New York, 90 NY2d 471, 484, 685 N.E.2d 202, 662 N.Y.S.2d 421; Turcotte v Fell, 68 NY2d 432, 439, 502 N.E.2d 964, 510 N.Y.S.2d 49). Risks inherent in a sporting [**254] activity are those which are known, apparent, natural, or reasonably foreseeable consequences of the participation (see Morgan v State of New York, 90 NY2d at 484; Turcotte v Fell, 68 NY2d at 439). Because determining the existence and scope of a duty of care requires “an examination of plaintiff’s reasonable expectations of the care owed him by others” (Turcotte v Fell, 68 NY2d at 437), the [*3] plaintiff’s consent does not merely furnish the defendant with a defense; it eliminates the duty of care that would otherwise exist. Accordingly, when a plaintiff assumes the risk of participating in a sporting event, “the defendant is relieved of legal duty to the plaintiff; and being under no duty, he cannot be charged with negligence” (id. at 438, quoting Prosser and Keeton, Torts § 68, at 480-481 [5th ed]).

The policy underlying the doctrine of primary assumption of risk is “to facilitate free and vigorous participation in athletic activities” (Benitez v New York City Bd. of Educ., 73 NY2d 650, 657, 541 N.E.2d 29, 543 N.Y.S.2d 29). Without the doctrine, athletes may be reluctant to play aggressively, for fear of being sued by an opposing player. [HN3] As long as the defendant’s conduct does not unreasonably increase the risks assumed by the plaintiff, the defendant will be shielded by the doctrine of primary assumption of risk (see Morgan v State of New York, 90 NY2d at 485; Benitez v New York City Bd. of Educ., 73 NY2d at 658; Muniz v Warwick School Dist., 293 AD2d 724, 743 N.Y.S.2d 113).

[HN4] The doctrine also has been extended to the condition of the playing surface. If an athlete is injured as a result of a defect in, or feature of, the field, court, track, or course upon which the sport is being played, the owner of the premises will be protected by the doctrine of primary assumption of risk as long as risk presented by the condition is inherent in the sport (see Trevett v City of Little Falls, 6 NY3d 884, 849 N.E.2d 961, 816 N.Y.S.2d 738; Sykes v County of Erie, 94 NY2d 912, 728 N.E.2d 973, 707 N.Y.S.2d 374; Ribaudo v La Salle Inst., 45 AD3d 556, 846 N.Y.S.2d 209). If the playing surface is as safe as it appears to be, and the condition in question is not concealed such that it unreasonably increases risk assumed by the players, the doctrine applies (see Fintzi v New Jersey YMHA-YWHA Camps, 97 NY2d 669, 765 N.E.2d 288, 739 N.Y.S.2d 85; Turcotte v Fell, 68 NY2d at 439; Rosenbaum v Bayis Ne’Emon, Inc., 32 AD3d 534, 820 N.Y.S.2d 326; Joseph v New York Racing Assn., 28 AD3d 105, 108, 809 N.Y.S.2d 526).

The Court of Appeals has had no occasion to expound upon the threshold question of what type of activity qualifies as participation in a sporting event for purposes of applying the doctrine of primary assumption of risk. In Turcotte v Fell, for [**255] example, the Court had little difficulty in concluding that the doctrine applied to the plaintiff, a professional jockey riding in [***660] a horse race at a track owned and operated by the New York Racing Association. Here, had the plaintiff been a professional athlete involved in a bicycle race on a track or a closed course, the doctrine of primary assumption of risk clearly would apply (cf. Morgan v State of New York, 90 NY2d at 486; Joseph v New York Racing Assn., 28 AD3d at 108-109). This case, however, presents different circumstances.

[HN5] In determining whether a bicycle rider has subjected himself or herself to the doctrine of primary assumption of risk, we must consider whether the rider is engaged in a sporting activity, such that his or her consent to the dangers inherent in the activity may reasonably be inferred. In our view, it is not sufficient for a defendant to show that the plaintiff was engaged in some form of leisure activity at the time of the accident. If such a showing were sufficient, the doctrine of primary assumption of risk could be applied to individuals who, for example, are out for a sightseeing drive in an automobile or on a motorcycle, or are jogging, walking, or inline roller skating for exercise, and would absolve municipalities, landowners, drivers, and other potential defendants of all liability for negligently creating risks that might be considered inherent in such leisure activities. Such a broad application of the doctrine of primary assumption of risk would be completely disconnected from the rationale for its existence. The doctrine is not designed to relieve a municipality of its duty to maintain its roadways in a safe condition (see Sykes v County of Erie, 94 NY2d at 913 [“the doctrine of assumption of risk does not exculpate a landowner from liability for ordinary negligence in maintaining a premises”]), and such a result does not become justifiable merely because the roadway in question happens to be in use by a person operating a bicycle, as opposed to some other means of transportation (see Caraballo v City of Yonkers, 54 AD3d 796, 796-797, 865 N.Y.S.2d 229 [“the infant plaintiff cannot be said, as a matter of law, to have assumed risk of being injured by a defective condition of a pothole on a public street, merely because he was participating in the activity [*4] of recreational noncompetitive bicycling, and using the bicycle as a means of transportation”] [citations omitted]).

In prior decisions involving injuries sustained by bicycle riders, this Court has concluded that the doctrine of primary assumption of risk applies in some situations, but not in others. For example, in Calise v City of New York (239 AD2d 378, [**256] 657 N.Y.S.2d 430), the plaintiff was thrown from a mountain bike, which he was riding on an unpaved dirt and rock path in a park, when the bike struck an exposed tree root. This Court held that the plaintiff’s action was barred by the doctrine of primary assumption of risk, reasoning that “[a]n exposed tree root is a reasonably foreseeable hazard of the sport of biking on unpaved trails, and one that would be readily observable” (id. at 379; see Rivera v Glen Oaks Vil. Owners, Inc., 41 AD3d 817, 820-821, 839 N.Y.S.2d 183 [doctrine of primary assumption of risk applied to plaintiff who was injured when his bicycle struck a hole in a dirt trail located in a wooded area]; Restaino v Yonkers Bd. of Educ., 13 AD3d 432, 785 N.Y.S.2d 711 [doctrine of primary assumption of risk applied to plaintiff whose bicycle struck “a pothole or rut in the closed parking lot/driveway area of a public school”]; Goldberg v Town of Hempstead, 289 AD2d 198, 733 N.Y.S.2d 691 [doctrine of primary assumption of risk applied to plaintiff who was injured when her bicycle struck a hole in the [***661] ground as she rode on a dirt base path of a baseball field]).

By contrast, in both Vestal v County of Suffolk (7 AD3d 613, 776 N.Y.S.2d 491) and Moore v City of New York (29 AD3d 751, 816 N.Y.S.2d 131), this Court held that the plaintiffs, who were injured while riding their bicycles on paved pathways in public parks, ” cannot be said as a matter of law to have assumed risk of being injured as a result of a defective condition on a paved pathway merely because [they] participated in the activity of bicycling’” (Moore v City of New York, 29 AD3d at 752, quoting Vestal v County of Suffolk, 7 AD3d at 614-615; see Caraballo v City of Yonkers, 54 AD3d at 796-797; Berfas v Town of Oyster Bay, 286 AD2d 466, 729 N.Y.S.2d 530 [defendant failed to establish, as a matter of law, that action by plaintiff, who was thrown from his bicycle when he hit a rut in a paved road, was barred by primary assumption of risk doctrine]). Significantly, this Court reached the same conclusion in Phillips v County of Nassau (50 AD3d 755, 856 N.Y.S.2d 172), holding that the doctrine of primary assumption of risk did not apply to a plaintiff who was injured when his bicycle struck a raised concrete mound on a public roadway, even though the plaintiff, like the plaintiff in the instant case, was “an avid bicyclist” and was participating in “a noncompetitive, recreational bicycle ride with about eight or nine other riders” (id. at 756).

These decisions recognize that [HN6] riding a bicycle on a paved public roadway normally does not constitute a sporting activity for purposes of applying the primary assumption of risk doctrine. By contrast, mountain biking, and other forms of off-road [**257] bicycle riding, can more readily be classified as sporting activity. Indeed, the irregular surface of an unimproved dirt-bike path is “presumably the very challenge that attracts dirt-bike riders as opposed to riding on a paved surface” (Schiavone v Brinewood Rod & Gun Club, Inc., 283 AD2d 234, 237, 726 N.Y.S.2d 615).

Of course, the distinction between using a bicycle to engage in a sporting activity and using a bicycle for some other purpose will sometimes be elusive. It is important to draw that line, however, because “[e]xtensive and unrestricted application of the doctrine of primary assumption of risk to tort cases generally represents a throwback to the former doctrine of contributory negligence, wherein a plaintiff’s own negligence barred recovery from the defendant'” (Trupia v Lake George Cent. School Dist., 62 A.D.3d 67, 875 N.Y.S.2d 298, 2009 NY Slip Op 01571, [3d Dept 2009], quoting Pelzer v Transel El. & Elec. Inc., 41 AD3d 379, 381, 839 N.Y.S.2d 84). That tendency is illustrated by the appellants’ briefs in this case, which repeatedly emphasize that the plaintiff was riding too closely behind Deutch. That argument is misplaced, since the issue of whether the plaintiff was following too closely, or otherwise acted negligently, is a matter of [HN7] comparative fault, which must be determined by the factfinder at trial and not as a matter of law at the summary judgment stage (see CPLR 1411; Roach v Szatko, 244 AD2d 470, 471, 664 N.Y.S.2d 101; Cohen v [*5] Heritage Motor Tours, 205 AD2d 105, 618 N.Y.S.2d 387).

In sum, [HN8] it cannot be said, as a matter of law, that merely by choosing to operate a bicycle on a paved public roadway, or by engaging in some other form of leisure activity or exercise such as walking, jogging, or roller skating on a paved public roadway, a plaintiff consents to the negligent maintenance of such roadways by a municipality or a contractor. Adopting such a rule could have the arbitrary effect [***662] of eliminating all duties owed to participants in such leisure or exercise activities, not only by defendants responsible for road maintenance, but by operators of motor vehicles and other potential tortfeasors, as long as the danger created by the defendant can be deemed inherent in such activities. We decline to construe the doctrine of primary assumption of risk so expansively.

For the foregoing reasons, the appellants failed to make a prima facie showing that the primary assumption of risk doctrine is applicable to the activity in which the plaintiff was engaged at the time of her accident. Thus, the Supreme Court properly denied the defendants’ motions for summary judgment dismissing the complaint and all cross claims insofar as asserted [**258] against them and Deutch’s cross motion for summary judgment dismissing the fourth-party complaint and all related cross claims insofar as asserted against him as barred by the doctrine of primary assumption of risk.

Moreover, the defendants failed to establish as a matter of law that the unbarricaded lip created by the road construction was not a “unique and . . . dangerous condition over and above the usual dangers that are inherent” (Owen v. R.J.S. Safety Equipment, Inc.., 79 N.Y.2d 967, 970, 591 N.E.2d 1184, 582 N.Y.S.2d 998) in the activity of bicycle riding on a paved roadway (see Vestal v County of Suffolk, 7 AD3d 613, 614, 776 N.Y.S.2d 491 [plaintiff did not assume risk of being injured while riding bicycle on defective paved pathway where there were “no signs, chains, or barriers” present “to indicate that it was not suitable for bicycling“]; see also Phillips v County of Nassau, 50 AD3d 755, 856 N.Y.S.2d 172; Berfas v Town of Oyster Bay, 286 AD2d 466, 729 N.Y.S.2d 530).

The appellants’ remaining contentions are without merit.

Accordingly, we affirm the order insofar as appealed from.

DILLON, SANTUCCI and BALKIN, JJ., concur.

ORDERED that the order is affirmed insofar as appealed from, with one bill of costs payable by the appellants appearing separately and filing separate briefs.


Olympic Cycling Kits (clothes) Unveiled: They Look Good

USA Cycling Unveils 2012 Olympic Games Cycling Kits

 USA Cycling is excited to unveil the kits that will be worn by members of the U.S. Cycling Team during the Olympic Games in London this summer.

Designed not only to be performance enhancing, but also to have a patriotic and stylish throw-back theme, the 2012 Olympic kits ensure that American cyclists will look just as good as they ride.

The road, track, and mountain bike kits were designed by SKINS while Nike teamed up with freestyle legend Bob Haro to create the BMX collection.

Road, Track & Mountain Bike Kits – DESIGNED BY SKINS

Featuring “USA” across the chest, vertical red and white stripes, and columns of stars on a dark blue backdrop, the SKINS jersey offers a clean, retro look. As long-time cycling fans might notice, the “stars and bars” design is reminiscent of the U.S. kits from the 1984 Olympics.

“The kits look amazing,” said 2012 U.S. Mountain Bike Olympic Team member Sam Schultz. “I’m super fired up for them. I like the sort of retro look. It’s clean. Hopefully we can ride as well as those kits look.”

Designed specifically for the riders, the kits are crafted of fabrics that were selected for a range of weather conditions, as well as aerodynamic and breathability qualities.

“SKINS is very proud to be a partner of USA Cycling for the Olympics. The USA Olympic kit is our favorite design. The technical speed clothing brings together our knowledge of fit and light weight aero fabrics. We will be screaming at the TV in excitement during the Games,” commented SKINS’ General Counsel, Benjamin Fitzmaurice.

BMX Kits – DESIGNED BY NIKE

Inspired by the sport’s roots, the BMX kit is a flashback to the 1970’s when kids raced Southern California dirt tracks in three-quarter sleeved baseball tees. The jersey’s rugged design features a white body, navy sleeves, “USA,” and an eagle whose red outline grips the handlebars of a BMX bike.

The kits were custom fitted for each individual BMX team member.

“Nike has done an outstanding job of listening to our athletes and making sure every detail has been addressed,” commented USA Cycling’s BMX Program Director Mike King. “I’m convinced that we have a competitive advantage in clothing weight, wind resistant, and fit.”


Colorado Revised Statute 42-4-1002 (3’ to pass law)

COLORADO REVISED STATUTES

TITLE 42. VEHICLES AND TRAFFIC

REGULATION OF VEHICLES AND TRAFFIC

ARTICLE 4.REGULATION OF VEHICLES AND TRAFFIC

PART 10. DRIVING – OVERTAKING – PASSING

GO TO COLORADO STATUTES ARCHIVE DIRECTORY

C.R.S. 42-4-1002 (2011)

42-4-1002. Passing oncoming vehicles

(1) Drivers of vehicles proceeding in opposite directions shall pass each other to the right, and, upon roadways having width for not more than one lane of traffic in each direction, each driver shall give to the other at least one-half of the main-traveled portion of the roadway as nearly as possible.

(2) A driver shall not pass a bicyclist moving in the same direction and in the same lane when there is oncoming traffic unless the driver can simultaneously:

(a) Allow oncoming vehicles at least one-half of the main-traveled portion of the roadway in accordance with subsection (1) of this section; and

(b) Allow the bicyclist at least a three-foot separation between the right side of the driver’s vehicle, including all mirrors or other projections, and the left side of the bicyclist at all times.

(3) Any person who violates any provision of this section commits a class A traffic infraction.


When we try and prevent accidents are creating them?

Some traffic studies show eliminating signs, curbs, and road lines actually substantially decreases accidents

This Wired article discusses ways to decrease traffic accidents as well as pedestrian and bike interaction. The basis of the article is when we tell people how to

Cycling on Dutch alleys.

drive, we allow them to drive to that limit. When we force drivers to pay attention, they slow down and pay attention.

Examples in the article include a roundabout with 20,000 vehicles plus pedestrians and cyclists going through the intersection each day with no signs. There is also no honking no screeching brakes and no yelling. By eliminating signs, crosswalks and lanes the drivers are forced to pay attention and watch for each other.

The drivers slow to gauge the intentions of crossing bicyclists and walkers. Negotiations over right-of-way are made through fleeting eye contact. Remarkably, traffic moves smoothly around the circle with hardly a brake screeching, horn honking, or obscene gesture.

A town in Denmark eliminated the signs and signals at an intersection and dropped fatalities at the intersection from three to zero. In England, center lanes were removed from roadways and accidents decreased by 35%.

When you tell drivers how to drive, they then ignore pedestrians, cyclists and other drivers. If you force them to pay attention because no one is telling them what to do (or not to pay attention), there are fewer accidents.

Are we putting people at risk by trying to keep them safe?

By telling someone what to do, how to do it, and what speed to do it at, are we taking away from them the “desire” to watch out for others. If you don’t have to watch for people, because we tell you, you don’t have to, do you quit watching?

These studies tend to indicate that.

A study that is frequently cited when discussing Risk Homeostasis is accident rates before and after putting antilock brakes on cabs. Once the brakes were installed the cabbies drove faster and shortened their stopping distance.

If we don’t have to think about safety do we ignore it?

Is the corollary true? Are we creating expectations of safety where none exist? Do crossing walks and curbs create a feeling of safety in pedestrians? Do bike lanes make cyclists feel safe? Do bike lanes make drivers believe that cyclists are safer? A study in England showed that cyclists in bike lanes were crowded more by cars. Another study showed that when cyclists wore helmets, cars and trucks gave the cyclists less room when passing.

Does this discussion extend to all parts of life?

English: Bicycle sharrows (shared-lane marking...

Danger signs, fencing, no trespassing signs are needed to protect us from our own stupidity?

I always love signs that are obviously pointing out dangers to young children…..who can’t read.

Is litigation to make the world safer doing just the opposite?

For other studies on the issue of getting stupider see: Does being safe make us stupid? Studies say yes.

To read the article see: Roads Gone Wild

What do you think? Leave a comment.

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League of American Bicyclists ranks the states for their federal dollars spent on bicycle projects

Colorado ranks number 2 for bicycle transportation enhancements

Since with the transportation bill coming out of congress these numbers are now just figments of our imagination we should at least relieve the good old days.

Here is the top five states in each category from the article.

clip_image001

See Which States Invest the Most Federal Dollars on Bike/Ped Projects? The table can be downloaded here! It will download or open as an Excel spreadsheet.

                       What do you think? Leave a comment.

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Way to go Primal Wear! and the Denver Area Council of the BSA!

Denver Cycling Wear Manufacturer Primal Wear is sponsoring a BSA Cycling Merit Badge Clinic

Cycling apparel maker teams up with Boy Scouts for Merit Badge and Jersey

Primal Wear has teamed up with the Boy Scouts of America, Denver Area Council for a merit badge clinic. The clinic will take place over 16 weeks and has been limited to 20 scouts. Courses and rides will be bi-weekly and will complete individual requirements of the merit badge per session. “It’s great being able to provide a cycling program for the Scouts with Primal, one of the recognized leaders in the cycling community.” Said Dave Whitner, Denver Area Council Program Director.

In addition to the cycling merit badge program, Primal has produced a cycling jersey that is available for purchase online at http://rec-law.us/M5JzaI. The jersey is a sport cut raglan design featuring the BSA logo. The proceeds from the purchase of the jersey go to benefit the Denver Area Council.

For Information on the 16 Week Program go HERE.

Merit badge (Boy Scouts of America)

Merit badge (Boy Scouts of America) (Photo credit: Wikipedia)

If you want to purchase the Denver Area Council Cycling Jersey with 15% of the proceeds go HERE.  It is a beautiful Jersey! Order a Jersey, look good when you ride and support Primal Wear and the Denver Area Council of the Boy Scouts of America.

What do you think? Leave a comment.

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Bikes Belong Coalition does Great Things

grant_header_Fall2011.jpg
Spring 2012
Bikes Belong Awards $60,000 in Grants
Boulder, CO — June 8, 2012 Bikes Belong is pleased to announce grant awards to eight great projects in our Spring 2012 Community Grant cycle as well as two recipients through the Bikes Belong Foundation Research Grant Program. These awards support innovative bicycle projects and studies with the common goal of putting more people on bicyclesmore often.The Bikes Belong Grants Program is funded by our Employee Pro Purchase Program. Many thanks to the following participating members and their employees for making these awards possible:

Community Grants
Since Bikes Belong’s Community Grants Program began in 1999, we have awarded 245 grants in 48 states and the District of Columbia, granting $1.9 million in cash and leveraging more than $659 million in federal, state, and private funding. Our facilities grants alone have helped finance more than 1,600 miles of bike paths and trails that link almost 10,000 miles of bikeways.Indianapolis Bicycle Planning Summits (Indianapolis, IN)

INDYCOG, the bicycle advocacy group serving Indianapolis, is partnering with the Local Initiatives Support Corporation (LISC) to help five underserved urban neighborhoods develop bicycle infrastructure plans that improve current bike routes and add more to serve key destinations. This $10,000 Bikes Belong grant will fund planning summits in all five neighborhoods. The City of Indianapolis has committed to incorporating the results of these community-led events into their master bicycle planning document.

More about INDYCOG

Open Streets: Jackson (Jackson, MS)

Bike Walk Mississippi will host the state’s first open streets event – in which city streets are closed to motor vehicles so people can walk, bike, rollerblade, and enjoy – this autumn in an effort to boost walking and bicycling in the capital city. Bikes Belong’s $4,000 grant will provide seed funding for this initiative that is expected to engage partners from the business, government, and non-profit communities and make Jackson a healthier and more bike-friendly city.

More about Bike Walk Mississippi

Pilot Bike Corrals (Hoboken, NJ)

Complementing its ongoing investments in bike lanes, bike parking, and a bicycle repair station, the City of Hoboken will use a $5,000 grant from Bikes Belong to install three pilot bike corrals holding 12 to 24 bicycles each. The corrals will be located in high traffic areas and will build on city plans to put bike lanes on 80% of its streets by the end of 2012.

More about Hoboken

Three Sisters (Grand Junction, CO)

When the value of land slated for development plummeted in the last recession, the Colorado Plateau Mountain Bike Trail Association (COPMOBA) partnered with Mesa Land Trust to make the most of the situation. Bikes Belong’s grant of $5,000 will help the organizations finalize the land purchase and develop trails on the Three Sisters property. The new network, adjacent to Grand Junction’s Lunch Loop trail system, will provide much-needed beginner-level trails and advance the bike path development that will link these trails with downtown.

More about COPMOBA

ZAP Twin Cities Bicycle Commuter Program (Minneapolis, MN)

Commuter Connection, St. Paul Smart Trips, and the University of Minnesota will use this $10,000 grant from Bikes Belong for an innovative project to track and reward bicycle commuter trips in the Twin Cities downtown areas and the university district. Using RFID technology and ZAP readers, the project will enlist 625 initial riders, record their commuter travel, and provide incentives for choosing to bike. The University of Minnesota plans to conduct an assessment of the program’s impact on the health and well-being of the participants.

More about Commuter Connection

BMX Track Grants

Bikes Belong is awarding $2,000 to each of the following BMX projects:

* Aztec BMX Track Relocation and Rehabilitation (Aztec, NM): The City of Aztec will relocate their track to a safer, more accessible location that connects to an existing trail system.

* Farmer City BMX Track Revitalization (Farmer City, IL:): Farmer City BMX will use grant funding to convert the starting hill from dirt to asphalt and improve erosion control.

* Tri City BMX (Kearney, NE): Tri City BMX will hard-surface the three corners of their track, drastically reducing maintenance time and improving safety.

Research Grants
The Bikes Belong Foundation is pleased to announce grant awards in two important areas of research. These studies will look at the economic benefits associated with bicycling in two key areas and provide valuable data for other communities nationwide.Measuring the Economic Impact of New York City Bike Share (New York, NY)

In conjunction with the rollout of New York City Bike Share in July/August 2012, Transportation Alternatives (TA) will collect before-and-after data from local businesses and conduct on-street surveys that measure the economic benefits of public bike share facilities. Bikes Belong’s $10,000 grant will help TA compare expenditures between bicyclists and drivers, identify the types of businesses most likely to be frequented by people on bikes, measure how often bike share users visit businesses close to bike share stations, and compare the economic impact of curbside parking for different users.

More about Transportation Alternatives

Oregon Bicycle Economic Impact Study (Salem, OR)

Building on a study underway to measure the economic impact of bike recreation and travel in Oregon, this $10,000 grant from Bikes Belong will extend the study to include local bicycle manufacturing and retail sales. Travel Oregon hopes to use this research to document the multiple ways that bicycles and bicycling benefit the state’s economy and to build the case for additional investment in bicycling infrastructure.

More about Travel Oregon

About Bikes Belong Bikes Belong Coalition is the U.S. bicycle industry organization dedicated to putting more people on bicycles more often. We work to increase federal bike funding, award grants to support innovative bike projects, promote bicycling and its benefits, and back crucial national efforts such as Safe Routes to School, Peopleforbikes.org, and the National Bike Summit. Through the affiliated Bikes Belong Foundation, we focus on improving bicycle safety and enhancing bike programs for children.

For more information, visit bikesbelong.org.

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2012 Amgen Tour of California Professional Cycling Race Draws More than 2 Million Spectators

2012 amgen tour of california professional cycling race draws more than 2 million spectators during eight-day competition

In its Seventh Year, America’s Greatest Race Continues to Captivate Fans Around the World with Best Field of Cyclists Ever Assembled

Amgen Tour of California Stage 4 Criterium Race

(Photo credit: Jerad Hill Photographer)

LOS ANGELES (May 31, 2012) – The 2012 Amgen Tour of California once again drew more than 2 million spectators during the annual eight-day race, which featured the best field of international and domestic professional cycling teams ever assembled for a U.S. stage race. The cyclists competed over a challenging, nearly 750-mile course from May 13-20. Additionally, just prior to the start of the eighth and final stage, on Sunday, May 20, 10,000 fans, families, residents and cycling enthusiasts participated in the first-ever ‘Nissan Ride Before the Pros,’ a free-to-the-public “mass participation ride” which allowed ‘anyone with a bicycle’ to ride on the same five-mile downtown Los Angeles circuit that the pros would compete on later in the morning.

“The Amgen Tour of California continues to grow in size, stature and international attention year after year, and that’s something we are very proud of,” said Kristin Bachochin, executive director of the race and senior vice president of AEG Sports. “From attendance, sponsorship and internationally ranked competitors, along with the continued economic impact on the state of California and specifically our Host Cities, we have again this year seen growth in every important, measureable category.”

Over the course of eight days, the race partnered with 14 Host Cities for official stage starts, finishes and official activities, including Santa Rosa, San Francisco, Santa Cruz County, San Jose, Livermore, Sonora, Clovis, Bakersfield, Palmdale, Big Bear Lake, Ontario, Mt. Baldy, Beverly Hills and Los Angeles, drawing massive crowds throughout. The race, which ended at L.A. LIVE in downtown Los Angeles on Sunday, May 20, was won by Dutch cyclist Robert Gesink of the Rabobank Cycling Team. Americans and Garmin-Barracuda teammates David Zabriskie and Tom Danielson placed second and third overall.

Broadcast live in HD on NBC and NBC Sports Network, the race was seen in 216 countries and territories worldwide through more than 28 hours of coverage. Also, for the first time in race history, the 2012 Amgen Tour of California aired live for two hours on NBC during the final stage of the race.

The official race website saw nearly one million visitors during race week, and the official race app, the RadioShack Tour Tracker, was downloaded by 36,500 users, compared to 6,726 users in 2011. Additionally, the average rating for iOS App users averaged five (5) stars, based on 504 submitted ratings.

“As we begin to evaluate every aspect of this year’s event and start to plan the 2013 Amgen Tour of California, we remain committed to using all of our resources, input from the cyclists, teams, Host Cities, fans and sponsors to create an even better race experience and overall event for the millions of fans and followers around the world who look forward to the race every year,” Bachochin added.

About the Amgen Tour of California

The largest cycling event in America, the 2012 Amgen Tour of California is a Tour de France-style cycling road race, created and presented by AEG, that challenged the world’s top professional cycling teams to compete along a demanding course from May 13-20, 2012.

About Amgen

Amgen discovers, develops, manufactures, and delivers innovative human therapeutics. A biotechnology pioneer since 1980, Amgen was one of the first companies to realize the new science’s promise by bringing safe, effective medicines from lab to manufacturing plant to patient. Amgen therapeutics have changed the practice of medicine, helping millions of people around the world in the fight against cancer, kidney disease, rheumatoid arthritis, bone disease and other serious illnesses. With a deep and broad pipeline of potential new medicines, Amgen remains committed to advancing science to dramatically improve people’s lives. To learn more about our pioneering science and vital medicines, visit http://www.amgen.com. Follow us on www.twitter.com/amgen.

About AEG

AEG is one of the leading sports and entertainment presenters in the world. AEG, a wholly owned subsidiary of The Anschutz Company, owns or controls a collection of companies including facilities such as STAPLES Center, The Home Depot Center, Sprint Center, The O2, Nokia Theatre L.A. LIVE and Best Buy Theater Times Square; sports franchises including the Los Angeles Kings (NHL), two Major League Soccer franchises, two hockey franchises operated in Europe, management of privately held shares of the Los Angeles Lakers, the ING Bay to Breakers foot race, and the Amgen Tour of California cycling road race; AEG Live, the organization’s live-entertainment division, is a collection of companies dedicated to all aspects of live contemporary music performance, touring, and a variety of programming and multi-media production. For more information, visit AEG today at www.aegworldwide.com.

# # #

Media Contacts:

AEG GolinHarris

Michael Roth Erin Barrier

213-742-7155 213-438-8707

mroth ebarrier

Steven Gregory Bram

Associate, Consumer Marketing

GolinHarris

T. +1 213.438.8818

E. sbram

twitter.com/SGBram


NSGA Research Newsletter: May 2012 Running is growing and Bicycle Imports up slightly!

NSGA

National Sporting Goods Association

Research Newsletter Compliments of the National Sporting Goods Association

Running/Jogging Participation Shows Strong Growth: Team Sports Mixed

Running/Jogging, which grew by 10.3% in 2010, continued its strong growth in 2011. Data in NSGA’s annual “Sports Participation – Series I and II” reports, now available, shows running/jogging with 38.7 million participants in 2011, an increase of 8.9% compared to 35.5 million in 2010. Since the association began surveying running/jogging in 1984 (29.5 million participants), participation has grown by 30.9%.Among sports and activities with 10 million or more participants, the overall percentage leaders were aerobic exercising and running jogging, both showing an 8.9% increase. Aerobic exercising increased from 38.5 million participants in 2010 to 42.0 million participants in 2011. Tennis (13.1 million) showed a 7.0% increase, followed by yoga (21.6 million), 6.9%; hiking (39.1 million), 3.8%; and backpack/wilderness camping (11.6 million), 3.7%.

The overall percentage leader was kayaking, which showed a 26.6% increase to 7.1 million participants. Several other activities with fewer than 10 million participants showed increases in 2011, including cross country skiing (2.3 million), 11.5%; and target shooting-shotgun (9.5 million), 2.0%.

Among traditional team sports, wrestling led with a strong increase of 9.4% to 3.2 million. Gymnastics continued to increase, up 7.6% to 5.1 million and soccer was up 3.0% to 13.9 million. Among the team sports showing a decline, ice hockey (3.0 million) was down 9.2%; volleyball (10.1 million) down 5.1%; softball (10.4 million) down 4.2%; tackle football (9.0 million) down 3.0%; basketball (26.1 million) down 2.9%; and baseball (12.3 million) down 1.9%. This contrasts with 2010 increases in basketball (10.1%), baseball (8.9%), ice hockey (7.9%), and tackle football (4.8%).

For this survey, a participant is someone age seven or older who takes part in the sport or activity more than once in a calendar year. “Sports Participation in 2011 — Series I and II” cover 47 sports, recreation and fitness activities.

These reports have been published by NSGA for more than 25 years. They provide data on total 2011 participation, frequency of participation, and mean (average) and median (mid-point) number of participation days. Single-time participation, which is not counted in the total, is included separately.

Demographic data on participants includes gender, age, mean and median age by gender, gender by age, household income, and education of male and female head of household. Geographic analysis includes nine census regions and metro area size.

For more information and/or pricing for these and other NSGA research reports, please contact the NSGA Research Department, (847) 296-6742, ext. 108.

 

 

Bicycle Imports Up Slightly but Unit Value Down

Bicycle imports rose only 2% through February 2012 Year-to-Date compared to February 2011 according to U.S. Department of Commercedata. Total units imported through February were 2,027,404 up 34,575 from February 2011.Imports of kids’ bikes were up 29% to 604,645 with a value of $18.3 million, through February.

Among adult bikes, imports of mountain and comfort bikes decreased 17% to 545,548 units, with a value of $72.7 million.

Imports of 27-inch and 700C bikes were basically flat at 235,713 (valued at $69.5 million) for the second month of 2012, compared to 236,624 units through February last year.

Average unit value of an imported bicycle fell 8% for 2012 from $103.00 in 2011 to $95.00 in 2012.

In 2011, 15.65 million bicycles were imported into the U.S., with a value of $1.40 billion. Unit imports decreased 21.0% but their value increased 23.6%.

In 2010, 19.77 million bicycles were imported into the U.S., with a value of $1.43 billion. Unit imports increased 33.2% but their value dropped 1.7%.

 


Do you really want to sell helmets this way? Does this article promote the industry?

Or does this article just create liability issues?

I recently read an article in a trade magazine about selling cycling helmets. As usual, it caught my attention, but for different reasons. This article was directed at retailers as an educational tool on how to sell helmets. However, the article was at best misleading and would probably get the retailer in trouble in the future. Besides, it created a sales program focused on the negative side of cycling rather than the benefits.

Here are the quotes that I found amusing, actually laughable if they were not so wrong.

As a bike storeowner,thisrgivessyouvbothoanbincredibleropportunityr–uandya–powerfuloresponsibilityi–itotupsell yourlbikeucustomerssandeconvinceothemctotpurchaseuachelmet andmperhapspsavepa life.a life.

It’s your responsibility to inform your customers of the invaluable protection a helmet provides, the importance of wearing a safe helmet that fits well, as well as the dangers and statistics of cycling-related head injuries.

According to the Insurance Institute for Highway Safety (IIHS), 91% of bicyclists killed in 2009 weren’t wearing helmets. The IIHS has estimated that wearing a helmet can reduce head injuries by 85%.

In the United States the Consumer Product Safety Commission (CPSC) regulates helmet law.

…-keep a helmet in shambles from a crash on display and include a testimony about the life it saved…

[emphasize added]

Seriously? This was written let alone allowed into print?

However, it was the hocus pocus of a graph in the article that caught my eye.

Bicyclist deaths by helmet se, 1994-2009

No Helmet Use

Helmet Use

Total

Year

Num

%

Num

%

Num

1994

776

97

19

2

796

1995

783

95

34

4

828

And so on through 2009.

The title implies the deaths occurred because cyclists did not wear a helmet. If you take two unrelated numbers and compare them, you can accomplish anything. For proof of this do a web search for “moon landings,” “Kennedy assignation,” and “World trade center,” for an interesting journey through made-up  statistics to prove this point. Here they point out who died without a helmet compared to who died wearing a helmet and imply that everyone who died without a helmet died of a head injury.

Absolute fabrication of statistics to scare people!

Helmets prevent head injuries; helmets don’t save lives. If you are involved in an accident severe enough that a head injury will kill you, other parts of your body will be injured severely enough to kill you.

So let’s tackle these misstatements in the article.

As a bike storeowner, this gives you both an incredible opportunity – and a powerful responsibility – to upsell your bike customers and convince them to purchase a helmet and perhaps save a life.

As a retailer you have NO legal responsibility to your customers as far as educating them. You DO have a legal responsibility to educate them correctly if you do educate them. Whether or not you have a moral or ethical responsibility is something you must deal with and a risk you must accept. That risk evaluation also includes losing money by not selling accessories like helmets. However, it is shameful for this article to try to place a burden on a retailer for not selling a helmet.

Helmets do not save lives; helmets may prevent head injuries.

It’s your responsibility to inform your customers of the invaluable protection a helmet provides, the importance of wearing a safe helmet that fits well, as well as the dangers and statistics of cycling-related head injuries.

What is a “safe helmet?”

If you are going to use statistics to prove your point, then you better understand what you are saying. You cannot take two “stats” and compare them to prove a point when the numbers are derived from different sources or different factors. (A perfect example of this is the chart that went with the article).

According to the Insurance Institute for Highway Safety (IIHS), 91% of bicyclists killed in 2009 weren’t wearing helmets. The IIHS has estimated that wearing a helmet can reduce head injuries by 85%.

Just because a large percentage of people died who were not wearing a helmet does not mean you can then say those people died of a head injury. That is like saying 97% of the people in the US who eat ice cream do not get cancer. Only three percent of the population gets cancer anyway.  However, that statistic is 100% correct and 100% meaningless, just like the statistics in the article. (However, you can use this statistic to eat more ice cream if you want.)

In the United States, the Consumer Product Safety Commission (CPSC) regulates helmet law.

This is the second time I’ve seen this in the past couple of months. NO! The CPSC is tasked with eliminating dangerous products. If a helmet is not doing what you say it is supposed to do AND there is the possibility of injury, then the CPSC can become involved. There are no federal helmet laws. The CPSC is a federal agency. There are some state helmet laws and some federal regulations concerning helmets. Those regulations are all based on a product meeting the tests of either a testing organization (ASTM, ANSI, etc.) or private non-profit organizations that test helmets (Snell).

…-keep a helmet in shambles from a crash on display and include a testimony about the life it saved…

These numbers also lead one to believe the people died because the cyclist was wrong and not wearing a helmet. However, that is not true either. Cyclists die when vehicles hit them. If the speed of impact is greater than 30 to 40 mph, the cyclists have almost a zero chance of surviving the impact. (See Zone 30 and Pedestrian and Bicyclist Intersection Safety Indices.) Distracted drivers, drivers not paying attention, drivers who don’t care kill cyclist with or without a helmet. See Sharing the Road With Bicycles for more examples.

Do Something

Why is this important? Because consumers do trust and believe retailers as the article points out. If you provide consumers with information which they rely upon in making a purchase which is incorrect and results in an injury you are liable. The manufacturer is going to walk away from this lawsuit without paying a dime. This is a lawsuit the retailer alone must fight.

The retailer made a misstatement that the consumer relied upon to the consumer’s detriment.

This helmet will save your life. The cyclists die of a head injury, and the retailer is writing a check.

You have to educate the consumer; however, when you do that you need to know what is correct. You cannot give the consumer incorrect information. You need to tell the consumer helmets prevent head injuries. No one knows, and there is zero proof that helmets save lives. In fact, the opposite is true. Looking at injury and fatality reports, helmets do nothing to save lives.

What is bad about this article is the fact the article was written by a helmet manufacture and published by an industry magazine. The magazine failed its readers because it published an article without checking the facts in the article. The manufacture that wrote the article is selling helmets based on made-up  statistics and facts to promote fear.

Cheap journalism is bad journalism.

On top of that are we helping cycling? If you are trying to sell a helmet to someone based on fear, are we helping the sport? Or are we telling parents that cycling is too dangerous for their kid? Is that how you want to sell cycling; this is a dangerous sport, so spend another $100 with me?

Studies show that using fear or laws to scare people into using helmet’s results in less people cycling. See Cyclists Without Helmets Deserve to Die, Doctors Argue Against Mandatory Bike Helmet Laws or Liberty or death; don’t tread on me.

What do you think? Leave a comment.

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Auto Service Company to offer Bicycle Insurance, It All ready offers Rides

http://betterworldclub.com/go_forward/index.htm
http://betterworldclub.com/go_forward/index.htm
April 27, 2012
GET MOVING
Better World Club to Offer Bicycle Insurance!New Program to be One of the First in America

The Better World Club will soon be offering one of the nation’s only bike insurance policies. Until this year, cyclists in the U.S. could only obtain protection piecemeal through their auto, homeowner, or health insurance. We are thrilled to announce that we will soon be adding bike-specific insurance to our already-groundbreaking nationwide bicycle roadside assistance program. It will include both medical and liability coverage, with optional coverage available for property damage and theft.
bike.jpg
We could use your help to get this program up and spinning! If you’re a cyclist, please answer a few questions about our bike insurance by clicking here.

If you know other cyclists or local bike organizations who might be interested, spread the word.

forward2.gif

We fight for everyone’s right to use the road, and for their right to be safe while doing so. We’ve supported safe passing laws, opposed the removal of bike and pedestrian infrastructure funding, and worked with the League of American Bicyclists to provide great incentives to our non-driving members. Now that we’ve convinced insurers to give cyclists the same protection as motorists, we’re ready to show the nation that “alternative” transit doesn’t have to mean facing four lanes of traffic with only a helmet to protect you.

 

 

SPECIAL CAMPAIGN
Join Us in the National Bike Challenge!We’re Throwing Down the Gauntlet and Stepping Up to the Plate

Not to mention mixing metaphors. But seriously, folks! An alliance of heavy-hitting bike organizations (including our obvious crush, the League of American Bicyclists) has started a new nation-wide bicycle commute challenge. The program runs May 1 to August 31, and has the goal of uniting 50,000 people to bike 10 million miles. We aren’t sure if they’re ambitious or crazy, but either way, we want in on the action. We’ve signed up a team, and think you should do the same! The user-friendly website helps you track your miles, and participants can win prizes ranging from water bottles to cycling trips through California’s wine country. We have our corkscrew multi-tool all sharpened and ready. Click here to read more!

NatBikeChallenge-header.jpg

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The Tour of Utah is gaining status: top 5 teams will compete this year.

Liquigas-Cannondale, RadioShack-Nissan-Trek, BMC Racing Team, Rabobank Cycling Teamand Garmin-Barracuda are five of the top 12 teams that

TOOELE, UT - AUGUST 12:  George Hincapie of th...

TOOELE, UT - AUGUST 12: George Hincapie of the USA and riding for BMC Racing Team races to tenth place in the Individual Time Trial during Stage Three of the Tour of Utah at the Miller Motorsports Park on August 12, 2011 in Tooele, Utah. (Image credit: Getty Images via @daylife)

will compete in the Tour of Utah this year.

The Tour of Utah is scheduled for August 7-12 and will be the first major cycling event after the Tour de France

Two weeks later they come to Utah for the USA Pro Challenge!

See Tour of Utah to boast 5 top teams

What do you think? Leave a comment.

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Product Liability takes a different turn. You must pay attention, just not rely on the CPSC.

A notice in a cycling tour website says you can ride Carbon FiberWheels on the tour.

DENVER, CO - AUGUST 28:  Levi Leipheimer ridin...

Levi Leipheimer, winner of the 2011 USA Pro Challenge and other great cycling events sponsors a GranFondo, Levi’s GranFondo. On the website is a page that states: Carbon Clincher Wheels: Please leave them at home.

Supposedly there is a very long downhill ride on the tour which in the past has resulted in the carbon fiber wheels failing. The site even has links to posts about the wheel failures.

CPSC = Consumer Product Safety Council (like all federal agencies, they are great, after the accident has all ready occurred.)

What do you think? Leave a comment.

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The National Bike Challenge

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The National Bike ChallengeMay through August 2012The National Bike Challengeis an opportunity to challenge yourself to ride more often. Record your rides, and add up the miles you’ve ridden, the calories you’ve burned, and the gas money you’ve saved. You can connect with other riders in the challenge, or embrace the spirit of competition by winning points for your employer, your community, or your state. You also become eligible for prize drawings after you’ve logged just three days on your bike.You’ll be part of a team of more than fifty thousand riders logging over ten million miles, demonstrating the power of the bicycle to build healthy people, healthy communities, and a healthy planet.

Participation is free, and open to anyone in the United States, or who is employed by a participating U.S.-based company.

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Everybody wins when we get people riding more, but hundreds of participants will win gear in our monthly prize drawings, including:

Early Bird Prizes: Join before May 1, and you could be 1 of 12 winners of a National Bike Challenge Commuter Kits, including a National Bike Summit tote bags, a Planet Bike taillight and bell set, a Bikes Belong water bottle, League of American Bicyclist socks, and more.

Monthly Prize Drawings: With just three days of riding, you become eligible for monthly drawings, and as you ride more, the prizes get better. Bronze level prizes include hats, water bottles, and multi-tools. Log more miles, and you could win a helmet, jersey, or event a bike. The Grand Prizes, drawn from the riders a the top tier, are bike trips in Napa or Moab.

Take Home a Trophy: There are National Challenge plaques for the businesses, individuals, communities, states, and teams that rack up the most points. Compete against Facebook, Trek, Specialized, Mars, and other businesses of all sizes.

Join now, start logging your miles, and become eligible for earlybird prizes!

About the ChallengeThe National Bike Challenge is sponsored by Kimberly-Clark Corporation, Bikes Belong, and the League of American Bicyclistsand powered by Endomondo
Learn MoreJoin the ChallengeWhat can I win?Sign up your Business

Frequently Asked Questions

Like us on Facebook Follow us on Twitter #bikechallenge12

National Challenge Prize Sponsors

Trek

Specialized

Trek Travel

Western Spirit

Easton Bell

Mt. Borah

Kimberly-Clark

Park Tool

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Inc has a great article on fitness, CO2 reduction and employees

The article tells you how to encourage your employees to bike to work.

The article Get Your Employees Biking to Work is actually full of great information. The article not only talks about the reasons why you as an employer want to encourage your employees to bike but what your employees may want to ride their bikes to work.

Do Something

Read the article, follow the advice, and encourage your employees to ride their bikes to work.

Cover of "Biking to Work (The Chelsea Gre...

Cover via Amazon

Read the article: Get Your Employees Biking to Work

What do you think? Leave a comment.

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Law requires helmets, injuries down fatalities up?

However the article eventually does explain some great ideas about helmets.

An article Injuries have dropped since mandatory rule came in, but fatalities remain the same was written to look at the effects of a mandatory helmet law in British Columbia, Canada. The law was enacted in 1996. Riding a bike without a helmet can get you a $40 ticket.

One part of the article says that fatalities are down. The article also states:

Statistics compiled by the Bicycle Helmet Research Foundation show that injuries from cyclists involved in collisions did decrease from 35% of all police attended collisions in 1995 to 31% of those collisions by 1999.

However, a Canadian ministry says that bicycle fatalities have not decreased. “However in 2010, the Superintendent of Motor Vehicles admitted that fatalities had not decreased since the introduction of the helmet law.”

The article then states:

Bicycle helmet proponents are the subject of a great number of myths and exaggerations, some of which feature prominently in the promotion of helmets, according to the foundation.

These proponents claim that helmets prevent 85% of head injuries and 88% of brain injuries. But the foundation claims that where helmet use has become significant, there has been no detectable reduction in head injuries relative to cycle use.

Another myth, according to the foundation, is that bicycle helmets prevent 90% of fatalities.

“This prediction comes from a single source and is not reflected by real-world experience. Fatality trends in countries where helmet use has become significant give no reason to believe that helmets have saved even a single life,” the foundation states at http://www.cyclehelmets.org.

The article is full of confusing facts. However at least the article tackles the issues concerning helmets and dispels a few myths.

I suspect that injuries are down; however attributing that to helmets is difficult. Why injuries are up, could just be a factor of more people riding bikes, bikes that enable riders to go a lot faster or more cars on the road, as well as any number of different reasons.

Bicycle helmets may prevent a minor head injury, however most people do not believe that helmet may save your life.

What do you think? Leave a comment.

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