Cycling

If your carbon brake surface is worn down, it's best to purchase a new wheel than to try resurfacing it. Photo: Caley Fretz | VeloNews.comRe-surfacing brake tracks Dear Lennard, I have a set of Easton EC 90 carbon tubular rims that I use for ’cross. They are awesome despite being a little more than four years old and showing wear on the braking surface (they are not disc brakes). Can the braking surface be resurfaced? If so, how? Do you have any experience with this? They’re great wheels that I am not able to replace at the moment and upgrading to discs is totally out of the question right now. It seems like ’cross can wear the surface down more than road use, so I would like to think there is a solution out there besides buying new wheels. But I am not aware of how it is all done. I would love any advice you could give! — Dan Dear Dan, It had never occurred to me before to even think of doing such a thing. I am very interested to know as well and did some research on it. Unfortunately, the brake track cannot be resurfaced, if you mean by adding material, by any of the manufacturers I’ve contacted. Their responses are below. I also asked carbon-fiber repair firms, and only one of them would do it, and the others offered reasons for not doing so. See those responses below as well. If you were to somehow resurface it, I’m certain that it would void any manufacturer warranty you might have on the wheel. ? Lennard From Reynolds: Inherent in high-performance rims is the design concept for minimum wall thickness that will provide a “reasonable” life span. Unfortunately, this means that there is no additional sacrificial material that could be machined off in a resurfacing operation. In theory, ceramic could be deposited on the worn surface, and then ground smooth. As you may recall, I laminated a ceramic layer onto the surface of the carbon during the molding process (it was a production product for Lew rims), and also experimented with ceramic that was deposited after molding, and then ground smooth (never a Lew production process). For reasons not pertinent to this topic, neither is ideal as a current state-of-the-art solution for a new/production rim, however with significant resources (more cost than the cost of a new rim), a ceramic compound could be deposited to the braking surface of a worn rim and then ground smooth. This would be a solution/process for resurfacing a worn braking surface on a carbon rim. Reynolds manufactures a ceramic brake track rim that is sold under the brand Pacific Rims, and it is sold as an OEM product to certain customers who request this brake track. The reason we do this is to avoid the hassle of needing to use a special brake pad. The ceramic makes the braking surface super durable and although it’s not marketed as a CX product, it would work well for that application. The down side of this rim is that the braking is not optimized for stopping power or heat-resistance, and it does not perform as well as our CTg laminate with the Cryo-Blue pad. It would, however, solve the problem Dan has experienced associated with CX use. — Paul Lew Director of Technology and Innovation Reynolds Cycling, LLC From Zipp: I can only speak for ours, officially. But they cannot. Most brake track surfaces, ours included, are integrally constructed and are not capable of being deconstructed to resurface them. — David Ripley Technical PR Manager Zipp Speed Weaponry From DT Swiss: On the record, we do not recommend “resurfacing” of our carbon braking surfaces due to all of the variables involved. Especially given the brake track is both a structural and functional part of the rim. This is because we simply cannot vouch for the quality, materials used or the experience possessed by the facility or technician on a repair in the field. — Matthew McClendon Marketing/Account Executive DT Swiss, Inc. From ENVE: No, there is not a process that can add material to a brake track after it has worn away. I m

HR "Finding Joseph I"FACEBOOK PAGEwww.facebook.comKICKSTARTER PAGE to raise money for this projectwww.kickstarter.com/projects/hrdocumentaryI Against I-Thirty years after the golden age of D.C. punk, Bad Brains is a band at war with itself. A local activist and historian ponders their fate.In the Washington City Paperwww.washingtoncitypaper.com

When I criticized the new “cycle path” in Seattle – the first of many that the city plans to install – I was surprised by the number of comments (more than 260), but even more about how much agreement there is between the proponents and opponents of separating cars and bikes. Since this is an important subject, I am summarizing the “take-home message” here: Bad design: The commenters from all over the world almost unanimously agreed that the path I showed (above) is poorly designed. One Danish reader wondered whether it was an old path, since putting cyclists on the wrong side of traffic has been abandoned in Europe. (Unfortunately, it’s brand-new, and considered a prototype for future paths.) Separate paths are less safe: Numerous people posted links to safety studies. There appears to be general agreement that separated cycle paths are less safe at intersections. Data from Berlin and Denmark show a marked increase of cyclist (and pedestrian) injuries at intersections after cycle paths were put in. (The results were adjusted for the increase in ridership.) The graphic above shows the relative risks for cyclists depending on where they are traveling. The most dangerous path is on the wrong side of the street. The safest is on the street. (If you want to verify the above, check out this bef0re-and-after study from Copenhagen, as well as this study from Agerholm and this one from Copenhagen. The official Copenhagen study concluded: “The cycle tracks have resulted in increases of accidents and injuries of 9-10%.”) Safety through Design: Several riders from Europe commented that some safety concerns have been resolved through smart design. Above is a brief Dutch video that explains how the separate path can be designed so that cyclists no longer appear from behind the turning car driver. This design does appear much better than the ones we are implementing in the United States right now. However, the Dutch design assumes that both car and cyclist arrive at the intersection when the light is red. Most drivers and cyclists try to time it so that they arrive when the light is green. In that situation, the cyclist again can find themselves behind the car, and close to invisible. Another problem with separate paths is the inconvenience to the cyclist. Where a car driver can go straight, the cyclist has to make a right, a left, another left and finally a right turn to negotiate the intersection. And if the cyclist wants to turn left, she has to wait an extra light cycle, since she has to cross two traffic lights instead of one. For short bike trips, which predominate in the Netherlands, this is not a problem, but efficiency is key to making cycling a suitable alternative for the longer commutes that prevail in the U. S. “Subjective” vs. actual safety: The advocates for separate bike facilities point out that most people feel safer on their bikes when they are separated from cars moving in the same direction. “Feeling unsafe” is the main impediment why many people don’t cycle, so getting more people on bikes requires making them feel safer while riding their bikes. Data comparing different countries shows that increased numbers of people cycling generally leads to improved safety. It is important to make people feel safe while riding their bikes, so that more people ride, which in turn leads to actual increases in safety. In the long term, this may compensate for the decreases in safety due to the separate bike paths. To me, the most important question is this: Are “perceived” and “actual” safety mutually exclusive, or can facilities be safe and feel safe at the same time? Turn-around in Germany: Germany, the country that started the trend toward separating cyclists to clear the roads for cars, now is going the other way. “Fahrradstraßen” (bicycle boulevards) are streets that are turned over to cyclists as the main users. Cars

Lawson Craddock earned the white jersey for winning the Best Young Rider classification at the Amgen Tour of California, which ended Sunday. Photo: Casey B. Gibson | www.cbgphoto.comSAN FRANCISCO (VN) — One of his most impressive rides didn’t even end well. It ended in a crack high on the mountain, bleeding time to Tejay van Garderen. But one can learn a lot about a rider in his defeat. And last week at the Amgen Tour of California, much more was learned about Lawson Craddock, the feisty Texan who rides for Bontrager. Because you see, most young guys are thrilled to even be in the conversation of a mountain stage at a major American race. Craddock found himself at the front of the race, laboring up Mount Diablo next to van Garderen (BMC Racing) during stage 7. Did he try to hold wheels and finish in the lead group? Did he fade away? Did he attack? He attacked. He attacked and cracked, some excruciating pedal strokes later near the pinnacle of the hors categorie Diablo. But those seconds he lost at the finish ramp? No one really cared about those seconds because in the loss, Craddock showed his mettle: Take a swing, one never knows. “I kind of just recently found some climbing legs in me. I’m not really used to being able to climb with guys like Tejay,” Craddock said. “I was even more surprised that my legs felt really good. So why not try a move? And I did. I was surprised it was so steep at the end, but that’s racing, you know? It was incredibly cool to just attack that group.” Cool, indeed. Bontrager was met with raised eyebrows at the 2012 Amgen Tour, as some other proven domestic teams were left out of the race. This year, 12 months removed from the revelatory ride of Joe Dombrowski (Sky) while he was in the Bontrager-Livestrong kit up Mount Baldy, no one wonders if Bontrager riders should be there, or if they should be in classes or on summer vacations. Craddock, 21, won the Best Young Rider’s jersey at last week’s race, and two of his Bontrager teammates — Gavin Mannion and Tanner Putt — took second and third in the classification. In the GC, Craddock finished eighth, 5:24 behind winner van Garderen. “A year ago at this race, no one knew who we were. People were doubting us even being in this race. And to come here and prove them all wrong, and to get to know some of the other guys, the more experienced guys in the peloton, not only that, you start to build a relationship,” Craddock said. “Not only that, but it’s really cool we’re being treated with respect. I think we’ve done a lot to deserve it.” In addition to the GC pursuits of Craddock, teammate Jasper Stuyven was undaunted by the big names in the sprint finishes, taking fifth on stage 1, and Nate Brown earned the Most Courageous award for a daring ride and late attack during stage 4 into Santa Barbara. “I think the whole team really did it this week. I’m the one standing up at the podium, but the other guys — they’re the real heroes of the week,” Craddock said. “It’s an incredible honor to be a part of such a tight group of guys. I can’t be happier with how the week went, and I’m really excited for what the rest of this year has in store for us.” A pro contract is never assured until it’s in hand, but it’s increasingly likely for Craddock, whose ride in California turned heads. “The Bontrager kids, they have incredibly bright futures. Lawson Craddock? I’m a big fan of his,” van Garderen said. “He’s going to be taking my spot one day.” Craddock hopes that day comes sooner, rather than later. “The young rider’s jersey — for me it’s one of my favorite jerseys to win and to wear,” he said. “I’d like to think I pull of white pretty well. I’ve been dreaming about this for my entire life. I’ve been racing bikes since I was 10. I’ve always wanted to make it to the WorldTour. “And to have a result that has a really good shot of getting me there? It’s awesome. I love racing my bike. I love being competitive. I love to suffer. And I think that all the hard work that I’ve put

Japanese tyre manufacturer Panaracer have sent across a couple of their latest products to BikeRadar towers. We take a closer look at the new Race Evo 2 road tyre and light weight R-Air inner tube. First up is an all new version of their Race A clincher tyre. Now referred to as the Race A Evolution 2, the new model gets a new ZSG dual compound rubber, a new cord material for the body of the tyre along with a revised bead design. These changes add up to what Panaracer claim to be a 20 percent increase in both puncture protection and durability over the last generation Race Evo. Rolling resistance is also supposedly down 15 percent on the previous tyre whilst a new bead design is also said to make installation easier. Available in 23 and 25mm sizes, these retail for £39.99/$54.99.Panaracer Race A Evo 2 road tyrePanaracer also sent across a few samples of their new R-Air lightweight butyl inner tubes. The 32mm short valve version weighs just 65g, even a 60mm valve example tipped our scales at just 68g. The butyl compound used is said to be twice as flexible as a standard tube, providing better shock absorption, lower rolling resistance and increased durability. If you're looking to lose a little weight without breaking the bank then these could be a good bet. Suitable for 18-23mm tyres these are £9.99 each. Look out for reviews of both these products coming soon to BikeRadar.Interestingly, Panracer are now proudly displaying their parent firm Panasonic's logo logo on both their packaging and products.

When drivers say cyclists don't belong on the roads because they 'don't pay tax', it is a dangerous, dehumanising attitudeIt's safe to assume that most people in the event of hitting a cyclist while driving, who realised what they had done, would stop, call the police, and stay on the scene. Not so for one young woman, who appears to have hit a cyclist, carried on driving, and then most bizarrely taken to Twitter to boast of the incident.@emmaway20 Emma WayDefinitely knocked a cyclist off his bike earlier – I have right of way he doesn't even pay road tax! #bloodycyclistsNorwich Police responded quickly, asking Emma to get in touch with them as soon as possible, and report it, rather than broadcast it to the world.Way has since deleted her Twitter account, after cyclists on Twitter roundly turned on her, especially once a cyclist came forward who had been hit by a car that didn't stop shortly before Way's missive. Toby Hockley, who'd been riding the Boudicca Sportive with the Iceni Velo club, came forward after seeing the fallout on Twitter. Both parties are now in contact with the police, Norfolk constabulary have confirmed.What her statement says about hierarchy on our roads is just as interesting as watching social media close the net around someone claiming to have injured a cyclist. For starters there's the tiresome fact that, as every cyclist knows, road tax doesn't exist – you pay vehicle excise duty for your car, and road maintenance is funded from centralised taxes. Yet, the canard of "road tax" as an annual toll for using roads is rolled out time and again by motorists annoyed at the mere presence of bikes on the road. The fact that cyclists seemingly "don't pay" to use roads, then overtake motorists in traffic jams rankles, is burned deep in the minds of our more irrational drivers.This internalised hierarchy on the roads is also evident as a pedestrian – it's not uncommon to be crossing a road when the lights have turned amber and have cars race off narrowly avoiding you, or for cars to ignore the fact you've stepped onto a zebra crossing for the sake of shaving a few seconds off their journey. But cyclists seem to bear the brunt of this – few cyclists don't experience regular outbursts of road rage, or dangerous driving from motorists who've clearly clocked them but are simply unhappy they're allowed on the road at all.I've been told to "pay road tax" more times than I can remember, though sadly explaining the intricacies of road taxation – deftly explained by the excellent site I Pay Road Tax – takes longer than the few seconds you get on the road. And when this entitlement dehumanises cyclists to the extent someone is happy to excuse hitting a cyclist by explaining they don't believe they should be on the road at all, it becomes more than an annoyance – it's an active danger.CyclingFitnessRoad safetyCrimeDawn Fosterguardian.co.uk © 2013 Guardian News and Media Limited or its affiliated companies. All rights reserved. | Use of this content is subject to our Terms & Conditions | More Feeds

Spaniard returns after team suspension

Photo submitted by David Haubertin, ”Far below that trail is Notre Dame des Anges, highest point (772m above sea level)...

Castelli’s Contatto jersey is surprisingly light given how thick it feels. The soft, fleecy inner is partly responsible for that impression as well as the jersey’s insulation.You’ll be warm wearing it, and the only ventilation comes from the full-length zip. According to the stats, it wicks slightly better than similar weight jerseys – despite being a little heavier than some, it gained 161g during the ride and shed 53g in the hour afterwards. But the picture is muddied by the fact that, although most of the inside of the jersey remains dry, the collar ends up damp.Try combining the Contatto Jersey with the Nanoflex bib knickers for a good spring-weight combination.This article was originally published in Cycling Plus magazine, available on Apple Newsstand and Zinio.

Tests next month will use cargo bikes & trailers to ferry essential supplies around - here's a video of last year's rehearsal read more