My Brompton was puchased at C.M. Wasson Co. in Palo Alto, CA. in March of this year. It has low miles and is in near perfect condition. Includes the Brompton S-Bag, Brooks B-17 saddle with Penta-clip, standard and extended seat post, Eazy-wheels, Brompton frame pump, and Brompton slip cover. This is the latest model with QR clamp and dual-pivot brakes as standard. The cockpit has been upgraded with slightly wider and far more comfortable handlebars and grips. I paid approximately $1475 + tax for the full package.

Asking Price: $950

Buyer pays actual shipping costs to be determined at the time of sale. No sales outside of the continental US please. Either e-mail me with questions or ask in the comments section below.

Please Note: The lights are not included and the actual saddle is a Brooks B-17 Champion Special, not the S-A shown in the photos.

The bike now has these wider bars & full-width Ergon grips : roomy and comfortable

Just about everything I know about photography I learned by osmosis by sitting near a couple of pros in the graphics department where I work. I know just enough to understand that my photos are technically lacking in many ways. All I have going for me is that I know what I like when I see it, and I’m stubborn enough to figure out how to get the most from the limited tools that I employ.

Speaking of tools, I’m frequently asked what kind of camera I use. It’s a cheapie Canon 3S IS (now discontinued and replaced by the SX10 IS). It’s what is classified as a “super zoom” camera. Super zooms are essentially point-and-shoot cameras with long zoom lenses and some added manual controls. They’re versatile cameras, but they have poor image quality in comparison to even the least expensive digital SLR. I think they make pretty good on-bike cameras because they’re relatively small and light, they have a long zoom range, and they’re cheap enough that you won’t kill yourself if you drop one when you’re attempting a Panda Portrait (Can you imagine dropping a $10,000 camera while goofing around on your bike?).

Russ Roca, the Eco-Friendly Bicycling Photographer, is a professional photographer living and working car-free in Southern California. It’s patently obvious by looking at his blogs that he’s a real pro who employs real pro equipment. Visit his Epicurean Cyclist and Eco-Friendly Bicycling Photographer blogs to have a look.

Russ recently added an on-bike camera to supplement his professional equipment. This is quoted from a blog post from a couple of months ago:

Russ eventually ended up with a Canon G10 – you can read all about it here. It looks like a super camera and, along with the Panasonic Lumix LX3, would be on my short list if I was to purchase a camera today.

So I’m struggling with this idea that I need to upgrade my camera. I’m never going to be a pro, and I don’t even see photography as a hobby per se; it’s more something that I enjoy that ties in with this blog and my graphic design business. I’m concerned that I may invest mucho bucks in a DSLR system, then end up using my cheapie on-bike camera most of the time anyway. Maybe I should just make do with what I have — there is, afterall, something to be said for wringing every last bit out of a tool.

So, I’d be curious to hear what others are using for their on-bike camera. Do you risk taking your expensive DSLR on the bike, knowing there’s the possibility of strewing that expensive glass all over the road, or do you willingly make the sacrifice in image quality and carry a less expensive point-and-shoot camera for the peace of mind? And if you don’t have a DSLR, are you happy with your current point-and-shoot camera, or would you like to have better image quality and more features?

There’s no question about it, bicycles are highly efficient vehicles. Walking, for example, requires approximately 330 kJ (70 kcal) of food energy per kailometer, whereas cycling only requires around 120 kJ (25.5 kcal). This roughly translates to 653 mpg (these numbers vary depending upon how they’re calculated, but you catch my drift).

As efficient as most bikes are today, designers of racing bikes are continually pushing the envelope with ever lighter, stronger, and more aerodynamic designs. Racing acts as the testing ground for new technologies, and cutting-edge racing bikes fuel the still-huge sport cycling market in the U.S.

On the other side of the coin are technologically unremarkable, heavy, and relatively inefficient bikes like the roadster. Old style roadsters have hardly changed in 75 years, but even with what can only be described as lackluster performance, they’re making a resurgence among people who ride them for everyday transportation.

So what is it about these bikes that people find so appealing (myself included)? I believe it mostly has to do with their inherent practicality. The design elements that make these bikes inefficient also make them convenient and easy to use. Components such as internal gear hubs, drum brakes, integrated lighting systems with hub generators, fenders, skirt/coat guards, chain cases, bells, racks, and the like, all contribute to a riding experience that is more vehicle-like and less bike-like than what we’re usually accustomed to here in the U.S. Combine these features with an upright seating position that feels a lot like sitting at a desk, and it’s no wonder they’re gaining in popularity.

I believe it’s possible to think of efficiency in terms of something other than performance; for the transportational cyclist there’s an efficiency within the practical as well. That might mean a bike that can be ridden comfortably in street clothes without taking the time to change into specialized clothing, riding slow enough that a shower isn’t necessary when you arrive at your destination, or a bike design that nearly eliminates the need for maintenance. And, of course, any bike that is used to replace a car trip is infinitely more efficient than a bike that gets left at home.

Even a relatively inefficient bicycle, when ridden at its natural pace, is highly efficient when compared to almost any other mode of transport. When I’m on my roadster I tend to think of my pace as “fast walking” as opposed to “slow cycling”; doing so gets me to where I want to go without getting into a wrestling match with my “heavy and inefficient” bike, while also reminding me that efficiency in cycling comes in more than one form and at more than one pace.

The Draft Environmental Impact Report on the San Francisco Bicycle Plan was released this week. It only took two years and over $1 million in taxpayer dollars, but the document that was triggered by Rob Anderson’s lawsuit is finally ready for review. I, for one, am hoping that the document passes muster, and with the release of a Final EIR early next year the City is finally able to get moving on implementing this much needed plan.

Read more at StreetsBlog →

In regards to cycling, that is.

• Healthy knees
• Wide bike lanes
• Crisp fall days
• Drivers who give a wide berth
• Tailwinds
• Sunday mornings
• Quiet backroads
• And last, but not least, an amazing riding partner.

How about you? What are you thankful for?

Happy Thanksgiving! —Alan

The November Xtracycle Newsletter is now online:

Xtracycle Newsletter →

Mike Flanigan at A.N.T. fabricated a very nice pair of brackets for mounting my Fenix L2D flashlights on my mid-fork lowrider braze-ons. Mounting the lights closer to the ground is quite an improvement. In this lower position, they more effectively illuminate the road close to the bike while also throwing more light down the road.

A.N.T. →

Parked in front of Whole Foods, shopping for the upcoming feast. In case you were wondering, a pair of Pashleys outfitted with Basil panniers can haul quite a load of groceries.

Kickstands are an absolute necessity on utility bikes. They make parking and locking-up a breeze, and they make it much easier to load and unload panniers and racks. A majority of bikes are still sold without kickstands, but thankfully we’re starting to see more and more commuters and city bikes come stock from the factory with kickstands.

For bikes that don’t come equipped with a kickstand, a number of aftermarket models are available, most of which clamp to the frame just behind the bottom bracket. Installation is simple and solid on frames that have a plate welded in place to accept a kickstand. On bikes that don’t have a mounting plate, an all-purpose clamp is used to secure the kickstand to the frame. Because these clamps aren’t specific to any particular bike, they aren’t always a good fit, and in some cases they can even damage the frame.

The following photos were posted to the Surly LHT Google Group. Both show damage from a clamp-on kickstand. The first was caused by a kickstand that wasn’t tightly secured, and as the kickstand came loose, it moved around and tore up the finish. The second was caused by over-tightening the mounting clamp which crushed the chainstays (ouch).

• Photo 1: Not Tight Enough →
• Photo 2: Too Tight →

Many people use clamp-on kickstands without issue, but if you’re unsure and don’t want to risk damaging your frame, there is an alternative.

Click-Stand
The Click-Stand is a collapsible kickstand made from shock corded, expedition-grade aluminum tubing, similar in design to high-tech tent poles and walking staffs. The Click-Stand supports the bike from under the top tube, just in front of the seat tube. Supporting the bike from this high position reduces the leverage against the Click-Stand and makes it stronger and more stable than a traditional, single-legged kickstand.

Each Click-Stand is made to order based upon measurements taken from your bike. Tom at Click-Stand will need to know the distance from the ground to the underside of your top tube, as well as the diameter of your top tube. Instructions on how to correctly measure your bike are posted on the Click-Stand website.

Once you’ve taken your measurements, you can order a Click-Stand online at their website or call with your measurements. There are four models available:

• Click-Stand Classic – This is the original Click-Stand. It is made from .380″ diameter Easton aluminum tubing and can be ordered with either 4 or 5 segments. It folds to less than 10″ and weighs approximately 70 grams.
• Click-Stand Mini-5 – The Mini-5 is made from .340″ Easton aluminum tubing and is divided into 5 segments. It folds to approximately 8 1/2″ and is small enough to fit into a jersey pocket or pannier.
• Click-Stand Mini-6 – The Mini-6 is the smallest Click-Stand. It is made from .340″ Easton aluminum tubing and is divided into 6 segments. It folds to approximately 7 1/2″ and is small enough to fit into a coat pocket or small to medium-sized seat or handlebar bag.
• Click-Stand Max – The Click-Stand Max is made from .433″ Easton aluminum tubing and can be ordered with either 4 or 5 segments. The Max is intended for tandems, cargo haulers, and loaded touring bikes.

All Click-Stand models have a black rubber coated head and rubber foot, and are shipped with a velcro strap for storing, and “brake bands” for locking the front wheel.

Using a Click-Stand is super easy. Before extending the stand, lock the front brake with one of the supplied elastic brake bands. This keeps the bike from rolling off the Click-Stand and is not a bad idea even if you’re using a traditional kickstand. Once the front brake is locked, simply unhook the little velcro loop that holds the folded unit together, grab one end, flick your wrist, and the Click-Stand unfolds and “clicks” into place (if you’ve ever set-up a lightweight tent, this will feel very familiar). Place the cradle end of the Click-Stand under your top tube, just ahead of the seat tube, lean the bike over slightly, and place the opposite end on the ground, about 10″ off the centerline of the bike. That’s all there is to it. With a little practice, the process takes all of about 10-15 seconds.

I’ve been testing a Classic-5 and a Mini-6. The Classic-5 is just slightly larger than the Mini-6. The Classic-5 easily slips into the side pocket of my Arkel Bug and the Mini-6 fits perfectly in my small Acorn handlebar bag. Both are well-made, lightweight, compact, and appear as if they’ll last many years. They both seem plenty strong for everyday trips to the grocery store, library, or work, but for heavy duty applications such as cargo hauling or loaded touring, the Max would be a better choice.

The Click-Stand is one of those clever “why didn’t I think of that” products. It’s a perfect solution for bikes that won’t readily accept an aftermarket kickstand, particularly if you’re concerned about marring the finish or possibly damaging the frame of your favorite bike.

Click-Stand →

From the MPP Downtown Journal:

Read the full story →

The new CETMA cargo bike. Made in the U.S.A.

More info →

An editorial in the Washington Post asks if falling oil prices will cause motorists to resume their old ways:

And I can’t help but wonder if falling gas prices and cooling temperatures are pulling recently converted bike commuters off their bikes and back into their cars.

Read the full story →

In Parade Magazine today:

Read the full story →

My daily commute involves four modes: walking, cycling, rail, and bus. The total round trip is approximately 60 miles, with 12 miles on the bike, and 2.5 miles on foot. The rest of the trip is equally divided between the train and bus. In the morning, I ride my bike to the train station, store it in a bike locker, ride the train into the city, and walk to work from the train station. In the afternoon, I walk from work to the bus station, take a bus back to the train station near my home, and ride my bike home from the train station. Mixing modes everyday has given me an opportunity to compare and contrast these different ways of moving around.

Obviously, I find cycling the most enjoyable way to travel. I like the independence and freedom it provides, as well as the efficiency when compared to other modes of transport. There’s also the fact that I love bicycles in-and-of-themselves as objets d’art. They’re the “shiny things” that get me on the road at 5 am when it’s freezing cold and I haven’t had my coffee yet.

The rail portion of my commute is on the Amtrak Capitol Corridor, a commuter line that runs from the foothills of the Sierra Nevada all the way to Silicon Valley and back. My short portion takes only 25 minutes to traverse. I find the train a perfectly civilized way to travel. The seats are roomy and comfortable, the conductors are polite and professional, dedicated bike storage is provided, and there’s even a snack bar.

My arrival downtown places me in the heaviest portion of the morning rush. I don’t mind walking downtown; in fact, I enjoy the feeling of cruising along anonymously in a large group of people all scurrying along to their destinations. The down side is that it takes me nearly as long to walk the 1.25 miles from the train station to work as it does to cycle the 6 miles from the train station to home. I guess it goes without saying, but cycling is far more efficient than walking.

The bus portion of my commute is always interesting. I ride a dedicated commuter line, with most of the passengers being state and federal employees. The excitement lies in the fact that the buses are terribly overcrowded and on any particular day there may end up being as many as 15 people standing in the aisle. Etiquette and common decency dictates that a healthy person like myself offers his seat to anyone that may be in need of it, something that happens frequently enough. The bus ride is my least favorite leg of my commute.

In a perfect world, I’d have a nice, medium length, point-to-point bike commute on quiet, traffic-free country roads, but short of that, I really can’t complain about my multi-modal commute. I’m just thankful that the resources are available to piece together a 60-mile car-free commute everyday.

An endless supply of books and movies for “free” — what a great gift. We love the library.

In response to my Zoom Zoom Zoom post on the Bionx-equipped Ohm from earlier today, a friend sent these photos of a Bionx-equipped Long Haul Trucker. Pretty cool. (Photos © Quality Bicycle Parts)

RANS is introducing a step-through version of their popular Fusion crank forward bike. The new Fusion ST will appeal to those who ride in street clothes, or anyone who has difficulty stepping over a high top tube, while still providing all the benefits of a crank forward bike. With the addition of the RANS Ride and Carry (RAC) cargo system, the Fusion ST becomes a comfortable and user-friendly urban/suburban cargo hauler.

Details at RANS →