Update

Working on some updates! Stay Tuned

Help Wanted!

Cycling is pretty freaking fantastic.  I think anyone who visits this blog can agree with that statement. So many things contribute to what make cycling remarkable. In my mind it is the community of people who ride and race that make cycling what it is. I am lucky enough to contribute to the community through this blog.

I have realized that one person cannot sustain the Bloomington Bicycling. I do not believe the site is living up to its potential. That being said I would like some help. So if you are interested in contributing please use the contact page and send the following information:

Name, email address and a short paragraph on what you think you could contribute.

Thank you,

Bloomington Bicycling

Lindsey Wilson 2014

Well the collegiate season is underway with last weekend’s opener at Lindsey Wilson. Luckily this year the weather was about as perfect as you could expect for a race in February. With this perfect weather IUCC had no less than 45 racers make the trip, a very impressive turn out. Thank you Tom for posting the results. Here are a few highlights:

Brian Afrman  -10th in A’s RR

Scott McClary -12th in A’s RR

Wesley Ring -6th in B’s RR

Nicholas Hartman  -1st in C’s RR

Devin O’Leary- 2nd in C’s RR

Isaac Scott -3rd in D’s RR

Evan Zehr – 4th in D’s RR

 

Emma Caughlin 4th in A’s RR

Emily Chesser 2nd in B’s RR

Cherryl Ellison 3rd in B’s RR

 

Derek Laan 8th in A’s Crit

Paul Smith 12th in A’s Crit

Ryan Romenesko 5th in B’s Crit

Devin O’Leary 3rd in C’s Crit

Chris Craig 4th in C’s Crit

Luke Tormoehlen 4th in D’s Crit

 

Emma Caughling 10th in A’s Crit

Ashton Dehahn 11th in A’s Crit

 

Additionally IUCC did well an overall team placing with multiple bronze and silver awards in the team competition.

Full results can be found here:

TTT Results Link

http://www.mwccc.org/wp-content/uploads/2014/02/LWCTTT2014.pdf

RR Results Link

https://www.usacycling.org/results/index.php?year=2014&id=607&info_id=72605

Crit Results Link

https://www.usacycling.org/results/index.php?year=2014&id=607&info_id=72606

A Four on One Interview : Beta Cycling and Eric Anderson

I hope everyones winter training is going well. The race is only 86 days away.

Indiana University Cycling Club 2014

In about one month the collegiate road season will start at Linsey Wilson. Last year, IUCC had a successful season sending both a men’s and women’s team to Ogden UT for road nationals. With this year’s road nationals in Richmond VA, racing on a similar course to the 2015 UCI Road World Championships, IUCC looks to perform well and send riders to this once in a life time opportunity.

Unfortunately, the collegiate season overlaps heavily with the “Little 500 Season”. This has traditionally limited IU’s ability to compete at a national level with riders allegiances falling with their Little 500 teams and not their IUCC club mates. Below is a tentative roster for the IUCC Men’s A riders, I apologize if I have missed someone.

Men’s A: John Becker, Paul Smith, Luke Momper, Scott and Charlie McClary, Brian Arfman and Derek Laan

Tentative Collegiate Schedule:

Date

Location

Little 500 Conflict

2/22-2/23

Lindsey Wilson

3/15-3/16

Lindenwood

3/23’

Case Western

3/29-3/30

Michigan/MSU

Quals (29th)

4/5-4/6

Ripon College

Mn’O (5th)

4/12-4/13

Notre Dame

TP (14th)

4/19’

Marian Universtiy

4/26-4/27

Regionals: Purdue

Little 500 (25/26th)

5/2-5/4

Nationals:Richmond

Good luck to all IU athletes this season.

Thawing out

Thankfully the weekend is calling for warmer temperatures, low to mid 40′s on both Saturday and Sunday. If you are in town, there are rides leaving from the Downtown Bakehouse at noon.

Saturdays route is a 50 miler with plenty of bailout points if the weather turns bad. Saturday Route  Sunday is the traditional “robusto” flashers ride. Fast, fun and a good shock to the legs if you’ve been suffering on the trainer lately. Robusto

Time to shed that Christmas 15-20lbs!

Interesting piece of technology

First, let me apologize for the lack of posts over that last few weeks, its been crazy busy. With summer race schedules trickling out and CX nationals right around the corner, look for more posts and commentary over the winter break.

Cyclists love new technology, whether it be the newest carbon wheels or the latest aero helmet. This video showcases an interesting piece of technology that could potentially impact the use of bicycles by the casual cyclist.

 

Real or Fake?

Little 500 Rule Changes

The new 2014 Riders Manual is now up and available on IUSF’s website. There have been a few changes made to the rules for the 2014 edition of the race. Here is a summary of the changes to the rule book. http://www.iusf.indiana.edu/docs/2014%20Little%20500%20Manual.pdf

Page 35: Note: Coaches are responsible for having all riders and the student coach’s IU student identification cards with them on race day. Positive identification of the riders and student coach is required. Any team in violation of ineligible personnel is subject to an unsportsmanlike conduct penalty at the discretion of the Chief Steward.

Page 35: Bicycles to be used in the race must comply with the parts specifications list. No alterations of the bicycle are allowed except by permission of the Little 500 Cycling Committee. All bicycles and spare parts to be used on race day must be turned into the Bike Shop on the Wednesday immediately before the race by 7:00PM (women) and Thursday immediately before the race by 7:00PM (men) where they will remain until race day and in the possession of the IUSF. After the race is completed, all bikes must be returned to the Little 500 Bike Shop.

Page 38: On the Wednesday (women) or Thursday (men) before the race, each team will hand over the two issued race day bicycles and any spare parts to be used on race day. The Little 500 Cycling Committee will tag bikes and parts with a race number. Prior to the start of the race, the bikes and spare parts will be placed in the team’s pit.

Page 40: At lap 180 (80 for women), all riders not on the lead lap will be asked to move to the back or exit the pack. A lead pack would consist of three or more riders within the same general area attempting to win the race. Should a team not in contention for victory fail to comply at that time, it may be considered an impeding violation.

Page 45: TIRES: Must be team-issued 700 x 32c clincher Panaracer Pasela TG Tires or 700 x 32c clincher Panaracer Pasela PT Tires.

What rules do you think should be added or removed? Leave your responses in the comments!

Is It O.K. to Kill Cyclists?

This article was originally published by the New York Times. The original article can be found here

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SAN FRANCISCO — EVERYBODY who knows me knows that I love cycling and that I’m also completely freaked out by it. I got into the sport for middle-aged reasons: fat; creaky knees; the delusional vanity of tight shorts. Registering for a triathlon, I took my first ride in decades. Wind in my hair, smile on my face, I decided instantly that I would bike everywhere like all those beautiful hipster kids on fixies. Within minutes, however, I watched an S.U.V. hit another cyclist, and then I got my own front wheel stuck in a streetcar track, sending me to the pavement.

I made it home alive and bought a stationary bike trainer and workout DVDs with the ex-pro Robbie Ventura guiding virtual rides on Wisconsin farm roads, so that I could sweat safely in my California basement. Then I called my buddy Russ, one of 13,500 daily bike commuters in Washington, D.C. Russ swore cycling was harmless but confessed to awakening recently in a Level 4 trauma center, having been hit by a car he could not remember. Still, Russ insisted I could avoid harm by assuming that every driver was “a mouth-breathing drug addict with a murderous hatred for cyclists.”

The anecdotes mounted: my wife’s childhood friend was cycling with Mom and Dad when a city truck killed her; two of my father’s law partners, maimed. I began noticing “cyclist killed” news articles, like one about Amelie Le Moullac, 24, pedaling inside a bike lane in San Francisco’s SOMA district when a truck turned right and killed her. In these articles, I found a recurring phrase: to quote from The San Francisco Chronicle story about Ms. Le Moullac, “The truck driver stayed at the scene and was not cited.”

In stories where the driver had been cited, the penalty’s meagerness defied belief, like the teenager in 2011 who drove into the 49-year-old cyclist John Przychodzen from behind on a road just outside Seattle, running over and killing him. The police issued only a $42 ticket for an “unsafe lane change” because the kid hadn’t been drunk and, as they saw it, had not been driving recklessly.

You don’t have to be a lefty pinko cycling activist to find something weird about that. But try a Google search for “cyclist + accident” and you will find countless similar stories: on Nov. 2, for example, on the two-lane coastal highway near Santa Cruz, Calif., a northbound driver lost control and veered clear across southbound traffic, killing Joshua Alper, a 40-year-old librarian cycling in the southbound bike lane. As usual: no charges, no citation. Most online comments fall into two camps: cyclists outraged at inattentive drivers and wondering why cops don’t care; drivers furious at cyclists for clogging roads and flouting traffic laws.

My own view is that everybody’s a little right and that we’re at a scary cultural crossroads on the whole car/bike thing. American cities are dense enough — and almost half of urban car trips short enough, under three miles — that cities from Denver to Miami are putting in bike-share programs. If there’s one thing New York City’s incoming and departing mayors agree on, it’s the need for more bike lanes.

The American Medical Association endorses National Bike to Work Day, and more than 850,000 people commute on a bicycle, according to the League of American Bicyclists. Nationwide, cycling is the second most popular outdoor activity after running, supporting a $6.1 billion industry that sold 18.7 million bikes last year.

But the social and legal culture of the American road, not to mention the road itself, hasn’t caught up. Laws in most states do give bicycles full access to the road, but very few roads are designed to accommodate bicycles, and the speed and mass differentials — bikes sometimes slow traffic, only cyclists have much to fear from a crash — make sharing the road difficult to absorb at an emotional level. Nor does it help that many cyclists do ignore traffic laws. Every time I drive my car through San Francisco, I see cyclists running stop signs like immortal, entitled fools. So I understand the impulse to see cyclists as recreational risk takers who deserve their fate.

But studies performed in Arizona, Minnesota and Hawaii suggest that drivers are at fault in more than half of cycling fatalities. And there is something undeniably screwy about a justice system that makes it de facto legal to kill people, even when it is clearly your fault, as long you’re driving a car and the victim is on a bike and you’re not obviously drunk and don’t flee the scene. When two cars crash, everybody agrees that one of the two drivers may well be to blame; cops consider it their job to gather evidence toward that determination. But when a car hits a bike, it’s like there’s a collective cultural impulse to say, “Oh, well, accidents happen.” If your 13-year-old daughter bikes to school tomorrow inside a freshly painted bike lane, and a driver runs a stop sign and kills her and then says to the cop, “Gee, I so totally did not mean to do that,” that will most likely be good enough.

“We do not know of a single case of a cyclist fatality in which the driver was prosecuted, except for D.U.I. or hit-and-run,” Leah Shahum, the executive director of the San Francisco Bicycle Coalition, told me.

Laws do forbid reckless driving, gross negligence and vehicular manslaughter. The problem, according to Ray Thomas, a Portland, Ore., attorney who specializes in bike law, is that “jurors identify with drivers.” Convictions carry life-destroying penalties, up to six years in prison, Mr. Thomas pointed out, and jurors “just think, well, I could make the same mistake. So they don’t convict.” That’s why police officers and prosecutors don’t bother making arrests. Most cops spend their lives in cars, too, so that’s where their sympathies lie.

Take Sgt. Richard Ernst of the San Francisco Police Department, who confronted people holding a memorial at the scene of Ms. Le Moullac’s death. Parking his squad car in the bike lane, forcing other cyclists into the very traffic that killed Ms. Le Moullac, Sergeant Ernst berated those gathered, according to witnesses, and insisted that Ms. Le Moullac had been at fault. Days earlier, the department had told cycling activists that it had been unable to find surveillance footage of the crash.

Provoked by Sergeant Ernst, people at the memorial decided to look for themselves. It took them all of 10 minutes to find an auto shop nearby with a camera that had footage of the incident. The police eventually admitted that the truck driver was at fault, but they still have not pressed charges.

Smart people are working to change all this. Protected bike lanes are popping up in some cities, separated from car traffic. Several states have passed Vulnerable User Laws placing extra responsibility on drivers to avoid harming cyclists and pedestrians. Nobody wants to kill a cyclist, but the total absence of consequence does little to focus the mind. These laws seek to correct that with penalties soft enough for authorities to be willing to use them, but severe enough to make drivers pay attention. In the Oregon version, that means a license suspension and a maximum fine of $12,500 or up to 200 hours of community service and a traffic-safety course.

Cycling debates often break along predictable lines — rural-suburban conservatives opposed to spending a red cent on bike safety, urban liberals in favor. But cycling isn’t sky diving. It’s not just thrill-seeking, or self-indulgence. It’s a sensible response to a changing transportation environment, with a clear social upside in terms of better public health, less traffic and lower emissions. The world is going this way regardless, toward ever denser cities and resulting changes in law and infrastructure. But the most important changes, with the potential to save the most lives, are the ones we can make in our attitudes.

So here’s my proposal: Every time you get on a bike, from this moment forward, obey the letter of the law in every traffic exchange everywhere to help drivers (and police officers) view cyclists as predictable users of the road who deserve respect. And every time you get behind the wheel, remember that even the slightest inattention can maim or kill a human being enjoying a legitimate form of transportation. That alone will make the streets a little safer, although for now I’m sticking to the basement and maybe the occasional country road.

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