Riding through city streets – or any streets – can be more akin to an obstacle course than a smooth ride. Tyre-chewing glass, potholes that could hide a small child, slippery leaf litter and cracked surfaces are an everyday occurrence. Bike paths are not free from debris either, often featuring all of the above plus overhanging branches and plants, rubbish and the odd dog poo.

Thankfully, local councils and road authorities have an obligation to provide hazard-free roads and paths for all users, so reporting the issue should lead to a fix. The authorities rely on people reporting hazards so don’t be afraid of getting on the phone and making the issue known.

As a general rule, most freeways and major highways are regulated by the state road authority, and other roads are maintained by the local council. You can find out who owns which roads by following the links below, or calling your state road authority.

Once you have identified who to contact, call the relevant party to report the hazards. Don’t assume the next person who comes along will report the problem.

Response time varies widely: many councils will usually respond quickly, but some may take weeks to clean up the debris.

Glass, sand, slippery leaves and rubbish in bike lanes or on paths are an easy fix for councils and road authorities. A street cleaner or contractor will be sent out to inspect the problem and the rubbish will be removed. The CBD of most capital cities are swept multiple times a day, so any glass or debris in the bike lanes should be removed within a few hours.

More significant damage such as potholes, cracks and crumbling surfaces and edges are more difficult to fix. You can also report issues such as badly-placed drainage grates or man-hole covers. If you call your state road authority or relevant council, they will classify your report as either urgent or non-urgent and send contractors out to inspect the site and respond accordingly. Urgent reports should be fixed within a week and non-urgent reports can take up to two weeks, depending on the amount of work required to fix the problem. Many urban councils have a policy that major potholes or hazards are fixed within 24 hours.

When reporting a road hazard, make sure that you give the specific location, including any nearby landmarks. If possible, take a few photos of the hazard and attach them to your report. Try to obtain a case number or the name of the person you speak to so you can follow up. Ask to be kept updated on your complaint.

The squeaky wheel gets the oil, so if the issue hasn’t been fixed after an appropriate amount of time, continue to follow-up your report until it is resolved. If the council or road authority is really dragging its feet, get your riding mates to call and report the issue as well, as several complaints are harder to ignore.

Who you gonna call?

ACT

Who owns the road? 13 22 81

Report a Hazard: 13 22 81 or online

NSW

Who owns the road?

RTA Road Hazards: 131 700

NT

Who owns the road?

NT Roads: (08) 8999 5511

QLD 

Who owns the road?

Main Roads Traffic Management: 13 19 40
SA

Who owns the road?

Department of Transport: 1800 018 313

TAS

Who owns the road?

Department of Transport: 1300 135 513

Victoria

Who owns the road?

VicRoads Traffic Management: 13 11 70

WA

Who owns the road?

Main Roads WA: 138 138

Have you ever reported a  road hazard? What was the result?

Riders ask a lot from sunglasses. We expect them to prevent us squinting in bright light, stop bugs and dirt flying into our eyes, not scratch when we drop them, or break when we sit on them. All that as well as looking great when we wear them! So, which ones are up to the job?

The six glasses on trial here use high-clarity polycarbonate lenses and touch polymer frames. All have straight arms that squeeze against the temple rather than bent arms like traditional glasses. These provide a secure fit and are easy to slide around helmet straps.

There is more than meets the eye when you put on a pair of sunnies. Check they comply with AS/NZ 1067, the Australian standard that ensures the glasses will filter Ultra Violet light. This is important as UV light can damage our eyes. Grade 4 provides the highest level of protection.

We all have different facial topography – funny-shaped faces – so it is worth checking to see whether there is clearance between your cheek bones and the bottom of the glasses, particularly when you smile. How low do the glasses sit on the bridge of your nose? And do the top of the glasses interfere with your vision or rub against your eyebrows, particularly in a tuck position on a bicycle? The Adidas glasses, for instance, are available in two sizes and offer adjustability, including angle of lens to face, for a very customised fit.

Mirrored lenses help to deflect light away from the lenses and reduce glare, while polarised lenses reduce dazzle from reflective surfaces, such as cars windows and water. Some have interchangeable lenses and I found that brown lenses reduce glare brightness and maintain contrast; yellow and orange are excellent in poor light conditions, improving contrast and helping to define objects; and the grey lenses in the Oakley glasses were great at reducing the intensity of bright light but tend to wash out colour.

Good ventilation and air flow is vital for sports glasses – trapped hot, moist air from your sweat and breath will quickly fog us lenses. Fortunately, none of these glasses caused eddy-currents that can tickle the eyeball, a very peculiar and off-putting sensation when travelling fast! Evil Eye was a stand out for not fogging even with the additional sweat blocker that reduced ventilation across the brow. Glasses with full frames sitting close to the cheeks, Serfas Mirador and Oakley Jawbones, had to be taken off at traffic lights or on slow climbs because of heavy fogging.

Adidas Evil Eye

$349.95

• Excellent grip and stability when wet or sweaty
• Sweat blocker wasn’t a gimmick, it really helped keep sweat out of eyes
• Anti-fog feature worked very well
• Interchangeable orange and mirror brown lenses
• Quick release hinge allows arms to pop off before they break

93%

High performance glasses – at a high price – with excellent features and lens clarity. Ideal for high performance racers and long distance riders.

For stockists call 02 9970 1800

Oakley Fast Jacket

$299

• Premium appearance, gloss black frames with mirrored lenses
• Low profile wrap-around lens offered good field of vision
• Spare orange lenses were excellent in overcast or evening light conditions
• Secure interchangeable lens system
• Some internal glare when light slipped in from behind the lens and reflected off the gloss frame

81%

A premium set of glasses with good performance.

Locate dealers

Serfas Mirador

$90

• Very good protection from bright light and dirt
• Five sets of lenses offered excellent versatility for all riding conditions
• Wide arms and full frame inhibited some peripheral vision
• Fogged very easily
• Great looking sun glasses at a low cost

79%

A simple pair of glasses with multiple lenses providing excellent versatility. Ideal for commuter or racer alike.

Locate dealers

Oakley Jawbone

$329

• Excellent stability even in wet or sweaty conditions
• Secure interchangeable lens system
• Full frame reduced peripheral vision
• Dark lenses dulled colours
• Fogged very easily

70%

Day glow yellow is back! Oakley lead the way in fashion but are let down in performance.

Locate dealers

Euro Spoke

$59.99

• Slim profile meant fogging did not occur
• Good colour clarity
• Very good peripheral vision, but top frame encroached into vision when looking up
• Grade 3 smoke lenses could be uncomfortable in very bright sunshine
• Some slipping particularly when wet or sweaty

61%

A basic set of sunnies that provided good performance at a low cost.

For stockists call 1800 331 023

Euro Legend

$149.99

• Polarised lenses help to reduce glare over standard lens
• Ample ventilation prevented lens from fogging
• Top frame could encroach into vision when looking up
• Option available with prescription lens insert behind dark lens (for an extra cost)
• A slim rubber arm and soft temple grip allows some slipping to occur

60%

A basic set of sunnies with a polarised lenses help reduce some glare but do not add $100 extra value.

For stockists call 1800 331 023

Jessica Cornelius has the details. Maps by Wayne Murphy

Why not get your friends and family together and ride to the ground? Many sports grounds are located in parklands and by rivers, making them ideal to reach by bike.

Bike panniers and baskets are great for carrying snacks and cold beer, especially if you pack a few freezer blocks to keep them chilled. Afterwards, work off the half-time hot chips on the ride home.

Bike parking could be great at most stadiums, with the ample space surrounding them but it’s rarely provided at all. Seasoned bike commuters will know there’s always something you can lock to but at sports grounds you do have to be careful not to obstruct a high-traffic area. Often there’s a parkland fringe around stadiums, so you can always lock to a tree, though you will need a cable lock to get around one. Make it a tough cable because there’s a high risk of theft when parking at an outdoor venue. Check out Ride On‘s recommended locks.

If it’s too far to ride all the way from your house to the ground, you can ride to a train station and lock up your bike there. You could try taking your bike on the train but bear in mind that it can be difficult (and against the rules) to put a bicycle on a packed train. For the same reason you’d need to time the return train journey carefully as well.

HOBART

Bellerive Oval

Derwent Street, Bellerive

• The home of Tasmanian cricket

• Also hosts AFL and occasionally soccer

North Hobart Oval

Corner of Ryde and Argyle Streets, North Hobart

• Mainly AFL

• Occasionally cricket and soccer

Hobart Showground

Howard Road, Glenorchy

• Home of the Royal Hobart Show

• AFL and soccer matches

KGV Oval

Anfield Street, Glenorchy

• Home of Southern Football League and Glenorchy football and cricket clubs

• Soccer, cricket, AFL

BRISBANE

Suncorp Stadium

Castlemaine Street, Milton

• Rugby league, rugby union, soccer, AFL

• Some bike parking is available on the plaza

The Gabba

Vulture Street, Woolloongabba

• Cricket and AFL

• Home of Brisbane Lions and Queensland Bulls

ADELAIDE

Adelaide Oval 

War Memorial Drive, North Adelaide

• Cricket, AFL and rugby league

• Over 100 bike parking spots for bikes

Hindmarsh Stadium

Holden Street, Hindmarsh

• Soccer and rugby league

• Close to Bowden Station. Bikes can be carried on trains during off peak times.

AAMI Stadium

Turner Dr, West Lakes

• AFL, soccer, cricket and concerts

• Woodville station is a 6km ride away.

MELBOURNE

Etihad Stadium

Corner of LaTrobe Street and Harbour Esplanade, Docklands

• AFL and occasionally soccer, cricket and rugby.

• Bike parking at gates 1, 2, 7 and 9.

Melbourne Cricket Ground (MCG)

Yarra Park, East Melbourne

• AFL and cricket

• Bike parking between gates 3 and 4 and at end of the footbridge outside gate 1.

AAMI Park Stadium

Swan Street, Richmond

• Rugby league and soccer

SYDNEY

Sydney Cricket and Sports Ground

Driver Avenue, Paddington

• AFL, rugby league, cricket and soccer

• Bike parking in various locations surrounding

Sydney Football Stadium

Moore Park Road, Paddington

• Rugby league, rugby union, soccer and concerts

• Bike parking in various locations surrounding

ANZ stadium at Olympic Park

Olympic Park, Homebush

• Rugby league, rugby union, AFL, soccer and cricket

• Lots of bike parking, 35km of paths surrounding

• Bikes permitted for ferry and train access as well

PERTH

Pattersons Stadium

Subiaco Rd, Subiaco

• AFL

• Bike parking at Subiaco Station and along Rokeby Road

WACA

Nelson Crescent, East Perth

• Cricket, cricket and more cricket

• Bike parking available near Hay St

NIB Stadium

Corner of Pier and Brewer Streets, East Perth

• Soccer, live music events

“E` vietato – no shorts allowed!” We were surrounded by a patrol of towering Italian Cuirassiers, the President of Italy’s personal bodyguard (they have a minimum height requirement of 190cm). Not only were we dwarfed, but we felt even more underdressed than usual in this the most fashionable of countries. We were grubby after six weeks of bike touring through Spain, France and Italy.

The Cuirassiers guard the Quirinale Palace, which contains the only existing bust of the Carthaginian General Hannibal. In 219BC he had led his huge army and 37 elephants from Cartagena in southern Spain all the way up and over the French Alps and into Italy in an attempt to defeat the powerful Roman Republic. We had followed his route so far on bikes and now, 2,500 long kilometres later, found ourselves clacking around the drafty side entrance of the Quirinale Palace in our riding shoes, being barred entrance to see the inspiration for all that hard work.

Following the 4,000km route that Hannibal marched was an idea born of my love of cycling and history.  Always up for adventure, I proposed to my brothers that we take on this epic journey on bikes. And seeing as we had had great fun filming home movies as kids about Chuck Norris, zombies and King Arthur, why not film it as we go?

All being in Europe at the time, we sent in a proposal to the BBC, which was so well received that they commissioned a documentary series based on the idea! We were utterly shocked and perhaps slightly apprehensive – we were complete novice documentary presenters.  My eldest brotherDanny had at least done TV news reporting but was no keen cyclist. Ben and I had done plenty of riding but had never stood in front of a camera hoping to talk semi-intelligently about anything. Following Hannibal’s army’s epic journey on our bikes with a BBC film crew in tow was a dream come true.

So we trained hard and got our equipment together. Paul Hewitt, of Lancashire, custom built some brilliant touring bikes for us which we fitted out with huge panniers to house all our gear. We would attempt to experience the trip as close as possible to how Hannibal’s men may have done (which in all honesty, was not very close) but we travelled under our own steam, camped in tents, cooked meals and carried everything we needed. And once the BBC put Ben and I through a crash course in TV presenting we all of a sudden found ourselves arriving Murcia airport in southern Spain.

Our location manager Jason met us there – parking our support vehicle, which doubled as the crew’s living quarters, illegally but conveniently right outside the front door of the airport. I initially thought perhaps this is what happens when you are on a film shoot – you do whatever you like and ignore all the rules for the sake of your bloated ego.

Then I noticed Jason was busy fending off Spanish parking police. It turned out the camper van was just too big to get into the car park. We hastily packed up and headed off to Cartagena, lucky to escape without a ticket. On reaching our first campsite, we spent the first few sweaty hours on location getting our bikes back into one piece, all the while joking about how we were going on a paid holiday.

These jokes paled rapidly as we started to understand what it took to put together a TV documentary. The actual filming required patience, imagination and expertise – qualities the BBC crew had in abundance. Hours of wide shots, close shots, wide non-sync (no sound), GVs (general vision), PTCs (pieces to camera), POVs (point of view), pulling focus, tilt shots, tracking shots . . . What we imagined as a physically strenuous but mentally fun touring bike holiday quickly became an intense film shoot with a strenuous touring ride squeezed in around it.

Early starts and late finishes designed to make the most of the good  filming light meant riding in between, during the hottest hours of the day, and  having much less time than we had anticipated to cycle the allotted distances, so night time catch-up riding was a regular necessity.

The first leg of the trip took us from Cartagena, at the bottom of Spain, up the coast to cross into France over the Pyrenees. In hindsight, this leg was easy – respectful drivers, mostly good roads, lovely scenery but often touristy towns, and no great hills to climb.

We stopped briefly in Alicante as La Vuelta (Spain’s equivalent of the Tour de France) rolled into town. Matthew Lloyd (Silence-Lotto) very graciously got up extra early the next morning to chat to us before Stage 10 of the race. Able to lift his bike literally with one finger, I tried to convince him into a swap, but he was having none of it, and as he went off to breakfast with his teammates we lumbered off in the opposite direction thinking what a nice bloke he was and dreaming of light road bikes.

The Pyrenees passed by surprisingly quickly as we skirted the beautiful Mediterranean coast, but once over the mountains we had the mistral wind shrieking around our ears and seeming to push our laden bikes backwards, leaving us physically and mentally broken and with tens of kilometres to catch up on.

Over the whole trip, however, we were incredibly lucky with the weather; only three days of rain out of eleven weeks on the road, the heat of September in Spain nowhere near the highs of July and August, and winter hit the French Alps just as were leaving them behind – a metre of snow filling the pass I had traversed just the week before.

We were also incredibly lucky mechanically – plenty of punctures and blown tyres, one wonky rear derailleur and a pedal fell off, but no significant breakdowns over the 4,000km.

The Alps were one of the highlights of the trip – definitely the hardest but also the most rewarding. With a sibling race up Mont Ventoux warming up our climbing legs, and being pretty fit by then, we were excited to be there, but after a week of long mountain hauls and huge amounts of filming, often arriving at 10 or 11pm exhausted and famished, we were on the brink of collapse.

We did, however, enjoy some beautiful quiet night-time rides with huge shadows of anonymous mountains and the eerie feeling of vast chasms at the edge of the road. These evenings you could easily imagine Hannibal and his men looking at the same night sky and thinking the exact same thing – what on earth am I doing here?

At this point we split our trio as we each explored a possible route Hannibal may have taken over the final passes into Italy – the greatest mystery of his journey. We each found ourselves looking for clues as to Hannibal’s passing, and being the youngest I got Col du Traversette, a walking trail which reaches 3,000 metres and has snow all year round. My bike survived the drag but it took me days to physically recover.

Back on our bikes and forty kilometres all downhill from the pass at Col Agnel meant that before we knew it we were in classic northern Italy. We headed south through rolling Piedmont away from the winter cold, through Emilia Romagna and into the beautiful countryside of Tuscany and Umbria.Hannibalspent five epic days traversing the Arnoswamps here – his men couldn’t rest in the muddy marshes and Hannibal himself contracted an eye infection that led to the loss of one of them.

We then headed to Rome and to our confrontation with the Presidential bodyguard. To finally be in the presence of Hannibal after a few thousand kilometres of cycling in his honour was strangely moving. But there was no time to stop and relax ­– we had to get on and film our PTCs, POVs and GVs!

After Rome we crossed to the east coast towards Taranto in the heel of Italy’s boot.Italyseemed to be changing as we travelled further south. The sophisticated north was long gone and we rode through hundreds of kilometres of olive groves and vineyards often guarded by unchained dogs which would liven up a long stretch of road. It’s surprising how fast you can go with a salivating dog on your wheel.

To finish the journey we first had to get toHannibal’s homeland,Tunisia, a ferry ride away. We wanted to get to Zama, a long day ride west of Tunis, and where the final battle between Hannibal and the Romans took place.

Hannibal had returned from Italy and lost a battle at Zama against an invading Roman force and retreated to the coast, much as we had done. For a time he was involved in Carthaginian politics, but after some political intrigue he was forced from the city and spent the rest of his years roaming the Eastern Mediterranean, looking for allies to continue his fight against Rome.

Eventually the Romans caught up with him and surrounded his house. He took poison, saying proudly, “Let us put an end to the life that has given the Romans so much anxiety.”

We didn’t take poison, although we sometimes wished we could have administered some to each another! After 11 weeks, nearly 4,000km and over 200 hours of footage we were finished, mentally and physically, but hugely satisfied with our accomplishment and relieved at just having survived it!

A year on, the BBC has aired On Hannibal’s Trail five times in the UK, and the ABC is in the process of reviewing it, and hopefully procuring it for Aussie viewers to enjoy soon too.

My legs have recovered and only have to pedal me to work and back, and the mental exhaustion rapidly transformed into such thoughts as, “Which other great commanders or epic journeys can we follow?”

We now have combined with a bike tour company www.rideandseek.com to put together some great epic expeditions and classic tours – Hannibal is at the top of the list, and we plan to be back on his, as well as maybe some other great historical leader’s trails, next year!

For more information take a look at www.woodbrothers.tv.

The Tour Down Under is Australia’s answer to the Tour de France: it’s the biggest professional cycling race in the southern hemisphere; each year attracting more and more of the world’s best cyclists. Held every January, thousands of people from all over the world descend on Adelaide to cheer on the pros and celebrate cycling.

Next year’s event is held from 15-22 January, and will see Australia’s first accredited  ProTour team, GreenEDGE Cycling, make its WorldTour debut. Last year’s Tour Down Under winner Cameron Meyer will ride with GreenEDGE to defend his title, alongside fellow Aussies Jack Bobridge, Simon Gerrans, Allan Davis, Robbie McEwen and Stuart O’Grady.

In another coup for the event, the greatest cyclist of all time, Eddie Merckx, will be riding at the Bupa Challenge Tour, the mass-participation public ride where anyone can ride Stage Four of the tour.

The official broadcaster this year will be Channel Nine. They will show the final weekend action live, with the remainder of the event shown on a dedicated highlights package.

Ride with The Cannibal

At the 2012 Bupa Challenge Tour, you will have the chance to ride with a very special guest: Eddie ‘The Cannibal’ Merckx, arguably the greatest cyclist of all time. Eddie won the Tour de France five times, won 19 UCI ProTour rides, won the Giro d’Italia five times and the Vuelta a Espana once, won the world championships four times, and broke the world hour record. At his peak in the early seventies, he had a win rate of 45%, meaning he won almost every other race he rode. He won a record 34 Tour de France stages and wore the yellow jersey 96 times. Phew!

Eddie will pull on a Bupa Challenge jersey and ride the 33km leg of the event, which is held on Friday 20 January 2012. The total distance is 138km, which is the full Tour Down Under Stage 4 route. Riders can choose to ride the entire distance from Norwood to Tanunda, or shorter options of 102km, 79km or 33km. More information about the ride can be found at www.tourdownunder.com.au.

For kids who don’t want to miss out on the action, the Bupa Mini Tour for Kids give kids aged 6-12 years the opportunity to ride on a UCI WorldTour track just like the world’s cycling superheroes. They will ride along the start/finish straight of the Stage Six street circuit just a few hours before the world’s elite cyclists race the final stage of the Santos Tour Down Under. Kids will be split into age groups, with each age group allocated 20 minutes to ride as many laps of the special mini tour track as they can. Let your kids show off their cycling skills while being cheered on by the crowd lining the track. Entry is $30 per child, and limited to 600 participants only.

If you aren’t up for riding but still want to rub shoulders with Eddie Merckx, the Legends Night Gala Dinner on Saturday 21 January gives cycling fans the chance to dine with Eddie and his Belgian compatriot, track and road all-rounder, Patrick Sercu, at the dinner at the Adelaide Convention Centre. Tickets are $250; visit www.tourdownunder.com.au to book. 

Who to see

As the race is accredited as a UCI ProTour (the only accredited race in the southern hemisphere), all UCI ProTour teams must compete. This means that an expected 133 of the world’s elite cyclists – 19 teams with seven riders per team – will make up the peloton at the 2012 event. The final start list will be announced in mid-December; keep an eye on www.tourdownunder.com.au for the latest updates.

Where to watch the action

The course varies each year, but traditionally begins and ends within the streets of Adelaide. There are six stages, but they do not join in a consecutive loop; instead, the stages are all individual point-to-point rides, allowing spectators more opportunities to see the riders.

The race begins with the Down Under Classic, a 51km closed-circuit preview road race through the streets of Adelaide on the Sunday evening. It is a great opportunity for Adelaide locals and visitors to see the riders zoom through the CBD.

Stage One – 17 January

Stage One is the first official stage, and begins with some significant hills. The riders will ride 149km from Prospect on the outskirts of Adelaide, directly north up to the Clare Valley. The best spot to watch the riders is in the town of Kapunda, where the first serious sprint of the Tour takes place. There is a big climb at the Kapunda to Tarlee Road, which builds up to an uphill sprint at Riverton, right past the Central Hotel.

Stage Two – 18 January

The second stage begins east of Adelaide, from Lobethal to Stirling. The riders leave Lobethal at 11am and arrive in Stirling at about 2.45pm, riding 148km. The first sprint is down Main Street in Mt Torrens, a quaint historical town that hasn’t changed much in the last 150 years. The final leg of the ride is three laps of a 20km circuit from Stirling to Aldgate, so by setting yourself up in the main street of Stirling, you will see the riders pass through three times.

Stage Three – 19 January

Stage Three travels 134km from Unley, just south of Adelaide, down the coast to Myponga, and across to Victor Harbour. Riders will tackle a few big climbs, including a 42km slog up Sellecks Hill and a long climb up Mt Compass. The best viewing point is along Victor Harbor Road in Mt Compass, where the riders will zoom past on a downhill sprint, and the race finish; which ends on the flat in Victor Harbour.

Stage Four – 20 January

The fourth stage takes on the hills north of Adelaide, travelling 130km from Norwood to Tanunda. A short and steep climb near at Forreston and sprints at Kersbrook and Mt Pleasant will make for good viewing.

Stage Five – 21 January

The penultimate stage is full of epic climbs through Adelaide’s southern wine region. Leaving from McLaren Vale, the riders will do three laps of a 40km circuit between McLaren Vale and Port Willunga on the coast, before completing one lap of a circuit from Willunga North to McLaren Flat and finishing at Old Willunga Hill. The riders will climb 250m over 10km up Old Willunga Hill, twice, finishing on top of the hill. The best spot to watch would be at Snapper Point, to see riders sprint pass three times, or on top of Willunga Hill for the climbing finish.

Stage Six – 22 January

The last stage takes to the streets of Adelaide, with 20 laps of a 4.5km crit circuit (90km overall) on the River Torrent near the Adelaide Oval. This is a great chance for locals and visitors to fill the streets and cheer on the riders. The race will finish on King William Road outside Government House, with podium presentations at the finish line.

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Do you get there much faster if you rush to work or do you just get sweaty? Is commuting a race or can it be a stress reliever? Is it possible to arrive at work without needing a shower? Can I sleep in for longer if I rush, or if I skip the shower?

Regular riders debate such things so I sought out some facts. During October I timed my usual 9km commute between home and the CBD ten times – five times rushing and five times cruising – to document the difference. The ride times and details are in the table below and I came up with some general discoveries as well.

An early realisation was that a flowing ride with few stoppages is nothing more than good luck. Stoppage time (for lights, etc) varied from 7.54 minutes to 3.48 for the 9km journey. Whether the stoppage was shorter or longer was randomly distributed across the trips irrespective of average speed. Trips with the least and most stoppage times were at almost identical average riding speeds (20.6km/h and 19.75km/h respectively).

It indicates there is no real value in sprinting to catch lights. The average stoppage time was 5.07 minutes throughout the tests, and the difference between that time and the luckiest run meant the best I could hope to gain is 1.19 minutes, which doesn’t seem worth busting a gut over.

Getting sweaty, I found the top average speed I could achieve on my commute was 26km/h (this average doesn’t include time when the bike was at a complete halt). This average required a concerted effort and I was a bit spent at the end. When I didn’t try quite so hard but was still rushing I averaged between 23 and 25km/h.

My average speed when cruising is about 20km/h. Other riders will have different average cruising speeds. The definition of cruising to my mind is that you don’t feel like you’re rushing or putting in a big effort and you don’t end up too hot and sweaty. Having said that, I find for a commute over 5km I prefer to change clothes when I get to work because I’m too sweaty for comfort. For a ride under 5km I find there’s no need for me to change.

It takes about three minutes for me to change clothes completely from riding clothes to work clothes. Add a shower, and the process takes about seven minutes. That’s not much of a sleep in, but rushing doesn’t deliver much of a time gain either. For me, riding at 20km/h and not needing to shower (but changing clothes) took the same time as riding at 23km/h and having a shower. At my top speed of 26km/h I am ready to work two minutes early after a shower.

Some other significant benefits of not rushing – in addition to not getting so sweaty – are that you are less likely to have an accident and you are less likely to intimidate other riders or drivers with aggressive behaviour. If you yield in situations instead of pushing your way through – which can be a subtle distinction to make, it’s true – you reduce your exposure to risk and don’t contribute to potential road rage.

For a perspective from outside the world of regular riders, in an article called “Slow Cycling” for BRW in October 2011, Kath Walters wrote about trying out riding to work after an experience of riding in Amsterdam. She characterised the attitude predominant in Australian riders that she encountered as “aggressive, speedy and, dare I say, snooty and possibly macho approach to fellow cyclists”. Heard that sentiment before? Me too. Tired of it? Me too.

The best insight into the value of taking it easy came to me not during this experiment but in winter when I developed pneumonia. I couldn’t ride for a week – which nearly drove me crazy – and when I started up again I couldn’t ride at my usual pace. But I didn’t seem to take much longer to get home and it was nice to be a bit chilled about the commute. Of course, as soon as I was healthy again I was fanging it once more because I can’t help myself, but it made me think about what I was gaining from my ride.

Contributors on Australian Cycling Forums offer comments on the subject:

“Every so often I try to do a ‘recovery’ ride, or tell myself I’m going to take it easy today but I haven’t been able to do it yet.” Idrcycles

“The key is to get to work safely, and time and speed is for me not an issue. I do keep an eye on my speedo, and out of interest I look at my average, but this is more to see if my fitness improves. And without fanging it, it does improve.” Damhooligan

“When it comes to life in general I believe that it is FAR FAR more enjoyable and less stressful to leave 15 minutes earlier and not to rush. This applies to walking, driving or cycling.
However, I don’t practice what I preach, therefore much of the time I am rushing. In the evening ride home I’m often still rushing as I am trying to beat the clock. It’s still a lot more enjoyable though because I can choose to go slow.
One thing though on some roads with precarious traffic and or unsafe bike lanes it is often safer to go faster. It reduces the speed differential. For parts of my commute this is a key factor in determining my exertion level.” Human909

The commute

• 8.9km from home to Melbourne CBD and return
• Usually between 7.45–8.30am and 5.30–6.15pm

The rider

• Tendency to rushing but a stickler for road rules.
• Light sweater, rarely showers on arrival but usually changes clothes.

The bike

• Touring bike with 700C wheels and 28mm city tyres.
• Fairly regularly maintained, including tyres pumped weekly.
• Luggage similar weight each day.

The weather

• Spring in Melbourne: often showery, with wild variation between hot and cold temperatures

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E-bikes are classified legally as bikes if they have the ability to be pedalled (unlike a scooter) and have a maximum power output of 200 watts. The motor supplying the power doesn’t have to be electric, and throttle-only power is allowed, meaning you can stop pedalling and use the bike’s motor as the sole means of propulsion.

Under the current legislation, bikes with a power output above 200 watts are classified as a motorbike, so they must be registered and a license is required to ride them.

About two years ago, the NSW Roads and Traffic Authority headed a proposal by various state and independent bike and transport groups, which was submitted to the Australian Transport Council, the association of the Australian and New Zealand road transport and traffic ministers. The submission investigated the legislation surrounding e-bikes, with the intention of bringing the laws in line with the European standard.

The legislative change we are most likely to see will increase the allowed motor output to 250 watts, which will bring the laws in line with Europe, Japan and, as of June this year, China.

The submission also calls for e-bikes to be operated in power-assist mode only, so you won’t be able to stop pedalling and rely on the the throttle for propulsion. In addition, pedal-assist would have to cut off once a speed of 25km/h is reached.

The submission seems to have disappeared into the bureaucratic ether and there is no indication of when a decision will be made. Pressure from some existing electric bike manufacturers – who may find their bikes classified as illegal under the legislative changes – may be dragging out the decision.

It is probable that if a new regulation is introduced, some provision will be made so that e-bikes already purchased will be exempt.

Dan Leavy from the NSW Roads and Traffic Authority told Ride On that he believes the submission is currently with the Federal Department of Infrastructure and Transport. “We have done all the work of researching what the changes should be and the proposal is fully supported by the bike industry, so it is just a matter of it being approved.”

In June this year, China revised their e-bike laws to adopt the same European standard that is likely to be mandated as an Australian standard. China is the world’s biggest manufacturer of e-bikes and feared its market would diminish unless it aligned with the common standard.

The Chinese government wants all e-bikes made in the country to meet EU standards. Factories whose products do not meet the standards will be asked to close. China made 27 million electric bicycles in 2010, with an estimated 700,000 units going for export.

The delay is preventing many of the major e-bike manufacturers, including Trek and Giant, from releasing their latest models to the Australian market.

Major bike manufacturers Trek, Shimano and Giant have all released electric bikes and components, most of which aren’t available to be sold in Australia due to the restricted power outputs.

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When evaluating a bike, one of the easiest to identify points of difference is the groupset (gears, derailleurs, shifters, hubs, chains, brakes and levers) it is fitted out with. For many riders, high-end parts are an unnecessary indulgence, but when buying a bike, you should be aware of where your components sit in the pecking order.

Who’s who?

The main players in the groupset market are Campagnolo, Shimano and SRAM.

Campagnolo (often referred to as Campy) has the greatest heritage, being established in Italy in 1933 by Tullio Campagnolo. It was fabulously innovative for many years, coming up with the quick-release for wheels, fundamental advancements in derailleur design, and disk brakes for two-wheeled vehicles.

It remained the leading bike innovator up until the eighties, when Shimano took over the mantle. Campy has recovered lost ground in recent years, with compact groupsets and 11-speed drivetrains. The Campagnolo groupset is forever associated with the legendary rider Eddy Merck.

Shimano, a Japanese-based company, entered the bike component fray in the 1970s. It achieved early success with technological innovations, and in the 1980s it powered ahead of the competition with aerodynamic styling, centre-pull brakes, brake levers with concealed cables, indexed shifting, dual-pivot brakes, and the integration of shifters and brake levers. Because individual components would only work when used with other Shimano components, it drove many of its competitors out of business.

This year, Shimano has further asserted itself as an established high-end component name; Cadel Evans and all the other 2011 Tour de France jersey winners were using Shimano’s electric groupset, Di2.

SRAM, a US-based company, appeared on the scene in 1987, and is named after its founders, Scott, Ray, and Sam.  SRAM started out making mountain bike parts, but have since branched out into the road bike market, and are now a major player. A measure of their success is that Alberto Contador used SRAM components when he won the Tour de France in 2009 and 2010.

Why pay more?

Although groupsets perform the same basic task, they vary hugely in price. For instance, to buy Shimano’s Tiagra groupset on its own you would have to fork out about $700. The next level up, the 105, adds about $270 onto that price, Ultegra is close to $1,300, and Dura Ace can be had for about $2,400. The electric version comes in at close to $4,000.

Why is there such a big step up between models? The more expensive components are often made of more robust, long-lasting material, while being very light, reliable and superbly functional.

Shifting gears is smoother and quicker, and is often done with a lighter touch, on high-end components. At the higher end you also get more ergonomic, stylish design, hidden cabling, and if you’re really keen, electronic shifting.

To illustrate the point,  SRAM has four derailleurs in its road range. The Apex weighs in at 190g, and its long arm suits a wide range of gears. The Rival has an aluminium cage and weighs 188g. The Force has a carbon-fibre outer cage and magnesium inner link, and weighs 178g. The SRAM Red is a mix of carbon fibre and titanium, and has ceramic bearings. It weighs just 153g.

Brand vs brand

SRAM parts have a reputation for good ergonomics, reasonable price, and quick, crisp changing. They have a single paddle ‘double-tap’ gear changing system that is highly rated.

Shimano groupsets are known to be very reliable, have a good, light feel, and electric shifters are an option. Spare parts are always readily available, and the double-paddle system of gear changing is simple to use.

Campagnolo components look beautiful, have prestige value, 11-speed gears, and crisp changes. They have a double lever gear system which includes a paddle near the brake lever and a thumb-operated shifter. They have also just introduced an electric model.

Mix it up

As a general rule, it’s not easy to mix components between manufacturers. Campagnolo has a reputation of being particularly difficult, while SRAM and Shimano parts can often be interchanged, but it’s best to check with your local bike shop before making any expensive purchases.

Groupsets are broadly classed as road and mountain bike (MTB), and there are some basic design differences which will prevent some component mixing.

Some flat-bar road bikes, however, will have MTB-style wide-range gear cassettes, and touring bikes can mix up the components further. They have wide-range MTB cassettes and derailleurs, coupled with road-style shifters and brake levers.

YOUR GEAR CHEAT SHEET

Road Groupsets, with cheapest at the bottom to most expensive at the top

MTB Groupsets, with cheapest at the bottom to most expensive at the top

Safe, scenic and motor-traffic-free: shared paths are perfect for anyone wanting to avoid riding on the road or access areas where cars can’t go. However, shared really does mean shared: you will have to share the space with people of all ages and paces, including those walking or jogging in all directions, other bike riders of varying speeds, kids, people pushing prams, animals, rollerbladers, skateboarders and groups of people doing any of these activities. Being hyper-aware of your surroundings will go a long way to ensure you enjoy your ride and don’t end up crashing.

In the Australian road rules, shared paths, bike paths and off-road paths are considered road-related areas, which is the name given to an area that is not a road, but is open to the public and designated for use by cyclists or animals. Road users are classified as riders, passengers, drivers and pedestrians. Bikes are considered vehicles, unless specifically stated otherwise, and so a person riding a bike on a shared path must follow the same rules as a person driving a car on a road.

The majority of all paths in Australia are shared paths, which means they can be used by both pedestrians and bike riders. All the regular road rules apply to these paths, such as keeping left unless overtaking, not riding more than two abreast and remaining no more than 1.5m from the other rider, and following all road signs and signals. It is important to note that if you do have a collision on a shared path, you might not be covered by your state’s motor accident insurance. Generally, only crashes involving another motor vehicle are covered, so it can be a good idea to contact your state bike organisation about riding insurance.

Whilst normal road rules apply to users of shared paths, there are some specific exemptions and clarifications. Wheeled traffic, including bike riders, rollerbladers, skateboarders and people on scooters, must give way to all pedestrians on shared paths. On bike-only paths, pedestrians are not allowed to walk along the path unless crossing it, and must always give way to bikes.

Courtesy and common sense goes a long way on shared paths. Don’t try to break any speed records, instead, try to keep your speed at a reasonable pace. Move off the path if you are stopping, especially on paths with blind corners. Use your bell or voice liberally to alert other path users that you are passing them, and beware the plugged-in pedestrian. If you see the tell-tale earplug cords, ding your bell or call out loudly to warn them of your presence.

Paths are often not as well lit as the road, so take extra care when riding in the dark. Many pedestrians don’t think to wear lights and early-morning dog-walkers can be a serious hazard, so make sure you have good lights, not only for being seen but also for seeing the path in front of you.

New York City for the first time visitor is an immersion into the land of the motor vehicle. Concrete canyons are riddled with rivers of yellow taxi cabs and frantic delivery vans; the cycle messengers seemingly use a sixth sense to navigate through the noisy flow.
In amongst the hustle of one of the world’s busiest cities are a group of frame builders who passionately ply their trade in the petrol mania. I was more than a little curious to find out what it was that drove them against the tide of engine culture. I was naive to the surprises I was about to unearth as I tripped my way through the Big Apple.

Photo by Tak

Nestled in a dead end street deep in Brooklyn I met Johnny Coast, and with his dreadlocks dangling we walked to a nearby coffee shop. He has rented a small garage space for his workshop out of the way from everywhere and everyone for the past seven years. Much to his chagrin, developers are moving into the vacant lot next door. “Yeah it kinda sucks because I’m going to start getting passing trade interrupting my work.” Johnny is passionately focussed on hand-building custom Randonneur bicycle frames taking influence from classic “constructeur” builders such as Rene Herse, so he passes potential clients onto other builders if they are asking for anything that deviates from this passion. We sit down with our coffees back in his garage and I begin to understand why. His frames are exquisitely detailed, working purely in steel silver soldering lugs or fillet brazing joins with utter consideration and no unnecessary flamboyance. “I build with the philosophy of the whole bike being one entity, for example, this front rack is made specifically to integrate with the fork and the bike is built to ride beautifully when it is loaded for a ride – it is the complete picture.”

Johnny grew up in an environment that would nurture his desire to design and build, his father made hot-rod motor cars and he could weld by the time he was twelve. He loves solving problems relating to the body, the rider’s needs, and the possibilities open to him using his craft. Building a couple of frames a month, Johnny has a modest waiting list so that he can carefully consider the design and build on a one by one basis. You very quickly ascertain Johnny is comfortable with where he is at, doing what he loves, in a precise and planned manner un-flustered by any hubbub fads and trends. He simply prescribes beautiful bicycles for a niche market of people who love long rides and will celebrate a bicycle made specifically for them. Johnny should be wearing a saffron robe, but jeans and T-shirt are less flamboyant and far more practical.

As is the way in New York everyone knows everyone else, so Johnny rings Seth Rosko, a frame builder who used to share his space. When I arrive the roller door was half open and ducking under I stuck my head into a tiny garage packed to the rafters with tube-sets, jigs, machining equipment and of course bicycle frames. Seth was in the process of welding a custom mountain bike frame, “It is basically a BMX with 26” wheels.”

Photo by Justin James King

His style is tig-welding in steel and occasionally some titanium if it is called upon. Instead of using a standard tube-set bought from one supplier, Seth had used his keen eye for detail and selected tubes from various suppliers each chosen for its individual properties. In addition, he specifically machines them – external butting to reduce weight, internal butting to add strength in the right places – and uses an oversized press-fit BB shell. As he explained his process, geometry and testing system, the tubing clamped in the welding jig changed from being raw cylinders of steel, I realised I was looking at a very special bicycle frame. Seth is the opposite to Johnny, loving the challenge of building different styles of frames. Hanging on the wall are BMXs, mountain bikes and a tough looking fixie. The overarching theme is that they are aimed at aggressive riding styles – be it street messengers, cyclocross racers, mountain bikers or dirt jumpers. Softly spoken, yet sharply determined, the scars of piercings gone-bye and an occasional tattoo, Seth has clearly been mixing with the right crowd and is an old-dog in the ways of breaking bikes and building better frames.

On the other side of town Marty Odlin is just about to hop on a bus to join his team who have hit the road in a touring van running bike building workshops all around the country. We chat on the side-walk while the bus driver gets more and more anxious. Marty started Bamboo Bikes five years ago, “It came about through a collaborative process, we experimented at making bamboo bikes with our friends, and came up with this process. Therefore I don’t consider it to be mine to own or belong to anybody”.

In an industry that sometimes shrouds its knowledge in secrecy and mystique, Marty has gone in completely the opposite direction. Bamboo Bikes aim is to educate and spread the knowledge about how to build simple bicycles using sustainable materials available to us all. The workshops will soon be accompanied by on-line do-it-yourself kits and free to download instructions. It was refreshing talking to him and understanding that by being completely open much in the same way as some ‘open-source’ computer programs, they are in-fact benefiting themselves. “I would love to teach pods of Bamboo-bike builders to be able to pass on the skills and knowledge around the country” and that is exactly what he is setting about doing with his touring van, if he can catch-up with it in time!

Walking down what may as well have been Sesame Street somewhere in Harlem, I counted the barred gates leading into basements and bowed my head into what turned out to be a subterranean Tardis. Ezra Caldwell has been running Fastboy Cycles for four years. With a background in carpentry, he started making wooden fenders and racks for people customising their own bikes. His basement is divided between a dusty woodwork shop, and a sparkly clean machine shop. Each tool and machine has its place and every modicum of space is utilised to allow smooth workflow and efficiency. Ezra’s deep desire to provide the whole product and not just components to adorn existing bicycles, saw the move across into building frames as a natural progression. Having been a professional dancer he had oodles of creativity but always struggled with unnecessary extravagance. This has been expressed through his functional mountain bike and road frames that balance form and function succinctly.

Most New Yorkers struggle for space living in cramped apartments but for Ezra, their dependence on cars bothered him, particularly the short journeys they made around the city in them. A bike capable of running everyday errands would be ideal but most cargo bikes are too big to fit in an apartment, would be stolen if locked up outside an apartment, and are too heavy to carry up stairs into an apartment. Ezra solved the problem by designing a unique load carrying bike styled on a mountain bike for easy handling, low weight, and keeping a short compact frame. The same length as a mountain bike but with 20” front wheel gives room for a cargo box to sit above capable of holding 40lbs or the equivalent of an apartment full of groceries. His bicycle provides the New Yorker with a real alternative to the car. “It’s designed by a New Yorker, built by a New Yorker, intended for a New Yorker.”

Joe Avendisian opened the non-descript blue door to Brooklyn Machine Works, a large grin and outstretched hand welcome me into his machine shop. I notice his wrist is sporting recent scars which he later tells me are from snapping his wrist when he over jumped a ramp at a mountain bike park – at 44 he is still living his dream. Starting in 1984 selling BMX frames to friends, BMW followed a natural progression coming up with innovative solutions for bicycles. Joe made a name for himself building some of the first long travel Down Hill specific mountain bikes. His original design from the mid-nineties is still in production and are renowned for being ultra-resilient. “Yeah, I see frames come in for their third or fourth coat of paint. They are really tough to smash-up.” Employing a couple of skilled welders, BMW make a range of 20” BMX, 24” dirt jump, 26” Mountain bikes, All Mountain, and DH bikes. Not afraid to try new things, the walls are lined with prototypes of years gone by. He shows me brakes, tyres, pedals and all manner of frames that he has given a go and was quick to send me out on his most recent frames for a quick test ride.

Photo by Rowan Lamont

Recently Joe had a revelation. “I’d been building our tough fixie frames aimed at street riders and trick jumpers, they were not particularly well accepted, with most opting for traditional track style frames, but we persevered. All of a sudden, as we had predicted they went crazy, everyone wanted one.” Joe had connections into Taiwan and realised that the limitations he had been pushing against with his workshop facilities were suddenly gone and his creativity could expand with the manufacturing techniques available to him in Taiwan. “Laser-cut tubing was the first thing I was able to take advantage of,” showing me an internally butted head tube cut by laser that would be massively time consuming and difficult to machine in house. Still using the best quality steel tubes but sourced at a lower cost he is able to include new innovations in the frame design resulting in better quality, stronger frames at a lower cost. “I can provide an even better product at a cost which more people to be able to afford and my bikes can be ridden even longer!” Excited about the new opportunities Joe’s business is changing. “I will still make custom frames for individual riders, our mountain bikes will still be made here in Brooklyn, we will still innovate new frames and products, but BMW will have its own retail outlet for its own parts, apparel and our awesome new bikes designed by me and the feedback I get from my riders.”

I see frames come in for their third or fourth coat of paint. They are really tough to smash-up.

I decide to walk the couple of miles through Brooklyn past the project commission buildings and through streets once ruled by the gangs and drug dealers. No longer the case; people walk past going about their business and to my surprise lots are happily cruising around on bicycles. The car might be king of Manhattan but it’s no longer quite the king of Brooklyn.

My last meeting is with SquareBuilt. As I walk down the steps into another basement workshop I sense an air of tomfoolery, it’s Friday afternoon and the replacement order of Argon Gas used in their welding equipment hadn’t arrived, beer o’clock struck its hour early and a plastic cup full of whiskey is thrust into my hand. Lance had gone through the UBI frame building course and had sold his super tough frames to local friends, before he knew it he had a frame building business. Alex, his assistant welder explained that they could do just about anything, showing me examples of touring frames, repair jobs and special one-offs but where SquareBuilt’s passion lies is in making tough durable bikes for messengers, polo players, and street riders.

Their rough and tough attitude was crystalised when ‘Tone’ dropped in, a professional messenger Tone rode his SB through everything. Everyday he would slam it against poles, drop his lock onto the frame, bounce off the occasional taxi and generally abuse his hand-built custom bike. “What’s the point of using an exotic piece of lightweight ultra-thin tubing when our bikes are given that sort of treatment? We like our bikes to be ridden hard and not put in a glass case to be admired. The best compliment is seeing people like Tone come in with beat-up bikes knowing that my frame is doing its job and is out there being ridden hard.” With a can-do attitude Lance powder coats his frames in his home made powder booth and pulls a set of very trick looking BMX style handle bars off the powder rack. These are for the messenger and polo riders whose bikes are always getting hit and dropped. Standard bars are not up to the rigours without folding or getting dinged. With straight-gauge thick walled steel and a slight rise, these bars are as tough as nails. “We saw what was happening out there with bars all smashed up and thought we could do something better.” Tone finishes up and gives Lance and Alex a crazy-assed hand shake which has us all in stitches the evening degenerates into bike talk, stories of riding daring-do and of course more whiskey.

I went to New York to find out about the types of frames the local frame builders were making and how they made a living in a culture that was so dependent on motorised transport. What immediately struck me about all of them was their warmth and openness. They love what they do and are happy to talk about how they do it. They’re also passionate about advocating for more people to get out and enjoy riding. They are entrepreneurs who have sought niches in a hard market that they are softening by providing value and service with their own individual styles. They have low cost set-ups and all of them are in the process of growing, each with their own ideas and direction but more importantly, they have taken the courage of their convictions and are actually doing it. New York is always changing and there is a growing culture of frame designers identifying bicycle riders’ needs, solving problems and coming up with smart solutions. The frame designers I met are there making it happen.