Bicycle and scooter are two simple non-motorized modes of private transportation. Each has its advantages and disadvantages, and in the end it comes down to a trade-off of usability and storage.
It's not surprising that bicycle is by far the more convenient mode to get from point A to point B. It is also better equipped to handle inclines, and has the better stopping mechanism with the brakes. The biggest drawback of bicycle is storage. Point B as a destination may or may not have convenient storage of the bicycle. Despite locks, bikes secured outside are not immune to damages from other people or the weather.
Scooter is the alternative to the storage issue, given that it is relatively easy to pack it in a small unit that can be carried by one hand into facilities like restaurants, which would not be able house a bicycle. However, on average the scooter may go only half as fast as the bike. It is also slowed down much more on upward inclines, and tires the leg (the standing leg in particular, not as much for the kicking leg) much more.
What are the implications of the trade-off of usability versus storage? Bicycles have comparative advantages in longer trips, while scooters have comparative advantages in shorter trips. There is no cutoff distance, as it will vary for each person's strength, the terrain of the path, and the surroundings of potential bike storage locations, but 1-2 miles serve as a reasonable estimate. For those more physically-fit, costs of using scooter is lowered. Smoother terrain will benefit the scooter, while inclines benefit bikes. Finally, of course better storage options benefit bicycles.
Showing posts with label Cycling. Show all posts
Showing posts with label Cycling. Show all posts
Saturday, December 22, 2012
Thursday, December 13, 2012
Life Lessons from Longboarding
Believe it or not, there may be some lessons from longboarding that can be applied to real life. For background, longboard is just like a skateboard, except that it is bigger and goes faster. Comfortable cruising speed on a flat surface can hover from 8 to 10 mph. As the wheels are larger than those of the skateboard, the ride is much smoother. That said, the wheels are still small compared to those of devices like the bicycle, and as such, the longboard is still anything but immune to cracks on the ground.
Lesson one: focus on the present, with a sight for the future. While longboarding, it is imperative to focus on the current ground terrain and the terrain directly in front. Always be on the lookout for cracks on the ground, for they can and will trap the wheels and cause accidents if the cracks are too big for the wheels. No matter how smooth the ride it currently is, always focus on the present and the immediate future, and be ready to act on it.
Lesson two: uphold moderation. It is so much more fun to go faster on the longboard. However, with speed comes a lack of stability. Upon going down a hill, it may be tempting to accelerate down. But this is not like a bicycle where it comes with brakes. It becomes exponentially harder to stop when the speed is high, so it's always better to keep in moderation by maintaining a steady speed while going down hills. Do this by manually stepping off with one foot to decelerate before the speed is too high.
Lesson one: focus on the present, with a sight for the future. While longboarding, it is imperative to focus on the current ground terrain and the terrain directly in front. Always be on the lookout for cracks on the ground, for they can and will trap the wheels and cause accidents if the cracks are too big for the wheels. No matter how smooth the ride it currently is, always focus on the present and the immediate future, and be ready to act on it.
Lesson two: uphold moderation. It is so much more fun to go faster on the longboard. However, with speed comes a lack of stability. Upon going down a hill, it may be tempting to accelerate down. But this is not like a bicycle where it comes with brakes. It becomes exponentially harder to stop when the speed is high, so it's always better to keep in moderation by maintaining a steady speed while going down hills. Do this by manually stepping off with one foot to decelerate before the speed is too high.
Tuesday, October 30, 2012
Sandy Aftermath Pictures from Upper Manhattan
Here are some pictures taken today in Manhattan during a quick bike ride, one day after Hurricane Sandy tore through New York City and the Northeast region.
Southbound on Lexington Ave, around E. 79th: hardly looks different
Northbound on Central Park West, around W. 72nd: destruction aftermath in view
Central Park West, around W. 82nd: downed tree
Hudson Greenway: open for a stretch
Hudson Greenway: closed at around 79th
Cherry Walk was anything but cherry-like, rather all muddy
Southbound Henry Hudson Parkway closed due to cleanup
Even McDonald's on W. 125th & Broadway was closed
Most city parks remain closed
Southbound Riverside Drive, around W. 116th St: with southbound Henry Hudson closed, cars jam Riverside Drive
Tuesday, March 13, 2012
Yonkers Loop Biking Adventure
From Columbia University, the Hudson Greenway goes up to Dyckman Street. The subsequent paths in Inwood Hill Park may get confusing, but there supposedly is a bike path over Henry Hudson Bridge that cyclists can walk their bikes across. However, unable to find the entrance to that path to cross Spuyten Duyvil Creek, I crossed Harlem River Ship Canal via Broadway Bridge instead. This subsequent stretch on Broadway doesn't contain bike paths, but convenient has a wide lane for parked cars, and cyclists can squeeze in with enough space. Continuing northbound, Broadway passes all of the remaining stations of the 1 train and the western edge of Van Cortlandt Park. After W 262nd Street, Broadway enters Yonkers as South Broadway.
The transition is seemingly noticeable. Continuing S. Broadway in Yonkers, the area is highly reminiscent of area in The Bronx. Upon encountering Main Street, downtown Yonkers is approached. The Yonkers Metro North Railroad station is located here, as well as the Waterfront. This area is directly across Hudson River from Alpine, NJ and about 7 miles north of George Washington Bridge. Returning southbound, Riverdale Ave doesn't feature many uphills. The route enters The Bronx and ends at W 230th Street. From that point, Broadway - Dyckman - Hudson Greenway takes back to Morningside Heights for an overall of nearly 24 mile trip, devoid of major difficult uphills.
Sources:
The transition is seemingly noticeable. Continuing S. Broadway in Yonkers, the area is highly reminiscent of area in The Bronx. Upon encountering Main Street, downtown Yonkers is approached. The Yonkers Metro North Railroad station is located here, as well as the Waterfront. This area is directly across Hudson River from Alpine, NJ and about 7 miles north of George Washington Bridge. Returning southbound, Riverdale Ave doesn't feature many uphills. The route enters The Bronx and ends at W 230th Street. From that point, Broadway - Dyckman - Hudson Greenway takes back to Morningside Heights for an overall of nearly 24 mile trip, devoid of major difficult uphills.
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Friday, March 2, 2012
Maps
Earlier this week, two maps that I had ordered from the New York State Department of Transportation arrived in my mailbox: Long Island Biking Map and New York State Biking Route 9 Map, joining my walls that already felt inundated with 6 other maps. Now, I have barely been able to complete a Coney Island round-trip in an afternoon. With so many parts of the actual New York City (mainly Queens) yet to be traveled through, I really have no immediate plans of any excursions towards Montauk or Rouses Point. But maps aren't just meant for going on adventures. Maps are direct ways to understand and connect with the surroundings.
When I am asked why I like biking, I usually give the straightforward reasons of exercise, monetary savings, and the ability to claim credits for an adventure. Adventure is simply a way to experience the understanding of the surrounding place. While motorized vehicles certain facilitate traveling, doing so without the external assistance makes the journey feel all the more relatable. That is, it allows for a better connection with the routes and the places. After all, how can I not associate Music Street just east of OH-306 as the place where I was stranded after my bike tire popped? And by planning and going on the actual routes, it sure helps to understand the area.
And maps help fill in where direct adventures aren't possible. Even if there isn't the actual travel, there can be the passive observation and understanding: the knowledge that NY Biking Route 27 leads to the Montauk Lighthouse at the eastern tip of Long Island, or that Route 9 travels along the Hudson Valley all the way up to the Canadian border. One day, it may be directly useful. But even if not, it's just a way to appreciate the capabilities and possibilities out there.
Understanding geography and locations are much simpler than understanding the current events. In the words of the 10-year-old myself while traveling down to Florida from Ohio, "I just wanted to get out and take a step [on Virginia] to know that I was indeed there!" Direct experience makes it so much more realistic. In the absence of it, maps bridge the gap to bring the understanding of the surrounding in a more direct way. Understanding the outside surroundings is a key to engage in and be part of where one is. That's why I usually leave AM 1130 Bloomberg Radio (or WTAM 1100 back in Cleveland) on. While the radio dynamically feeds in information, the 8 maps saturating the wall of my dormitory room help to illustrate where everything stands. That order in itself is a source in its own.
When I am asked why I like biking, I usually give the straightforward reasons of exercise, monetary savings, and the ability to claim credits for an adventure. Adventure is simply a way to experience the understanding of the surrounding place. While motorized vehicles certain facilitate traveling, doing so without the external assistance makes the journey feel all the more relatable. That is, it allows for a better connection with the routes and the places. After all, how can I not associate Music Street just east of OH-306 as the place where I was stranded after my bike tire popped? And by planning and going on the actual routes, it sure helps to understand the area.
And maps help fill in where direct adventures aren't possible. Even if there isn't the actual travel, there can be the passive observation and understanding: the knowledge that NY Biking Route 27 leads to the Montauk Lighthouse at the eastern tip of Long Island, or that Route 9 travels along the Hudson Valley all the way up to the Canadian border. One day, it may be directly useful. But even if not, it's just a way to appreciate the capabilities and possibilities out there.
Understanding geography and locations are much simpler than understanding the current events. In the words of the 10-year-old myself while traveling down to Florida from Ohio, "I just wanted to get out and take a step [on Virginia] to know that I was indeed there!" Direct experience makes it so much more realistic. In the absence of it, maps bridge the gap to bring the understanding of the surrounding in a more direct way. Understanding the outside surroundings is a key to engage in and be part of where one is. That's why I usually leave AM 1130 Bloomberg Radio (or WTAM 1100 back in Cleveland) on. While the radio dynamically feeds in information, the 8 maps saturating the wall of my dormitory room help to illustrate where everything stands. That order in itself is a source in its own.
Saturday, November 19, 2011
Uptown Loop Biking Adventure
Going southbound, Harlem River Greenway ends at 155th Street, and it's not until around 125th Street that East River Greenway begins. Even the East River Greenway doesn't continue all the way down. The East Side certainly is not yet up-to-date in fixing biking lanes. The Uptown Loop, therefore not a true loop of Uptown, turned out like this:
Source:
- Hudson River Greenway northbound
- Dyckman Street eastbound
- Harlem River Greenway southbound
- Frederick Douglass Blvd southbound
- West 119th Street westbound
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Monday, November 7, 2011
Columbia ↔ Upper Nyack Biking Adventure
Route 9W, starting at George Washington Bridge in New Jersey and continuing northward, is popular with cyclists riding through Bergen County and counties in New York state on the west side of Hudson River. However, the route is quite hilly. A series of steep downhills are experienced going northward near the NJ/NY border, and steep up- and down-hills are experienced along the village of Nyack. The route continues all the way upstate to Albany, but I stopped and turned around somewhere along the route in Upper Nyack. The summary of the trip as follows. Besides the portions of the trip in Manhattan, the entire trip stays within the west side of Hudson River.
- Columbia University
- George Washington Bridge
- Northbound on 9W, passing through in Bergen County: Fort Lee, Englewood Cliffs, Tenafly, Alpine
- Enter New York and passing through in Rockland County: Palisades, Piermont, Nyack
- Ride past, but don't cross Tappan Zee Bridge
- Return on same route
Saturday, October 1, 2011
Columbia ↔ Coney Island Biking Adventure
Situated about 20 miles away from campus of Columbia, Coney Island certainly is a good destination for a half-day biking trip, to get to see the suburban portions of the city and head to the beach. The route for the return portion of the trip was slightly altered to see more different aspects.
Columbia → Coney Island
Columbia → Coney Island
- Hudson River Greenway: from Riverside Drive, enter from W 103th Street and head down to the lowest level, where the biking route sits next to the river
- Warren Street: eastbound crosstown road at the tip of Manhattan
- Brooklyn Bridge: the only borough crossing of the trip
- Prospect Park: follow various biking routes after bridge crossing to enter the park
- Ocean Parkway: cross through the lettered avenues of Brooklyn until the destination; this section has a highly suburban feel
- Shore Parkway Greenway: somewhat difficult to find the entrance, but this route sits next to the Lower New York Bay, with good views of Staten Island and Verrazano Bridge; also spotted along this section is something of a rare sight in Manhattan: parking lots next to stores
- 4th Avenue: the Greenway terminates at around 69th Street, so the northbound return journey continues
- Manhattan Bridge: upon reaching Downtown Brooklyn, follow through various signs to find the entrance to the bridge
- Prince Street: westbound crosstown road; highly congested route
- Hudson Greenway: head back up to Morningside Heights
Saturday, July 23, 2011
Cycling in the United States
Decisions in transportation remain crucial in determining people’s lifestyles. Due to the limitation of space to accommodate all facilities that people need to access to go about their lives, people must have a practical method to get from Point A to Point B. These decisions influence fundamental decisions, such as where one lives and works. In the United States, most people drive cars. In fact, 76% of the population drives to work alone each day, according to United States Census Bureau's 2009 community survey. In comparison, 37% of commuters in Copenhagen, Denmark use cycling as their mode of transportation. The biking enthusiasm extends to other European cities from Amsterdam to Barcelona and Paris. What accounts this vast disparity?
As with discussion of other transportation systems, one needs to begin considering the infrastructure. In the analysis of cycling, infrastructure deals with not only routes for bicycles, but also methods to store them during typical operations. European cities have designated many spaces in city centers and terminals of transit lines to securely park the bicycles. In comparison, the stations of New York City Subway do not provide adequate storage space for bikes; instead, there are ubiquitous signs stating that bikes chained onto the station railings will be removed. Furthermore, many mass transit systems in the United States are not very suitable for bikes. Many mass transit lines, including New York's heavily-used Long Island Railroad and Metro North, reserve the right to refuse cyclists service, either by restricting bikes during rush hours or enforcing strict quotas. Other transit systems may be even more restrictive; MARC trains between Washington and Baltimore only allow folding bikes. These limitations and uncertainty deter potential cycling commuters who need some assist from public transportation to cover portion of the distance.
Infrastructure may not be the only reason behind United States’ lag in cycling usage. Michael Bloomberg administration has initiated the creation of hundreds of miles of cycling lanes in New York City, yet the city only sees 0.6% of its commuters use bicycles. Not only does existing infrastructure not contribute to the rise in cycling, but creation of new infrastructure also stirs controversy. When a biking lane was erected along Prospect Park West in Brooklyn, residents there united in expressing their disapproval. Among their complaints were potential hazard for pedestrians, further congestion, and difficulty in parking. These reasoning highlight the differences in the American sociology with regards to cycling. Most Americans view cycling as a mode of recreation, rather than as one of transportation. This explains why Brooklyn residents voiced their opinion that cyclists should simply stay inside Prospect Park to ride for exercise. The idea that biking is more for recreation is corroborated by the observation that most biking lanes in American metropolises are dominated by cyclists with racing gears. Compare that scene to that of European cities, where one observes men and women in suits and dresses pedaling to work. There simply is a different established culture on what cycling is perceived as.
On average, each American produces three times the amount of carbon dioxide emissions as a person in France. Few would doubt that energy solutions are necessary. But there's much less agreement on how that is to be done. While much debates go on with regards to expanding public transportation systems, the primitive and private mode of cycling may offer some solutions. But for the United States to make cycling a viable solution like Europeans have, not only does infrastructure need to be better accommodated for cycling. More importantly, the culture must adapt to view cycling as not just a mode of recreation, but also a mode for people to move from Point A to Point B to go about their lives.
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