bonus2you.com

For most serious cyclists, a 6.8-mile ride is a warm up, but for northern Illinois and southern Wisconsin riders that distance may create unbridgeable gap in a popular multiuse trail system. Four suburb communities are unable to acquire the federal “rail-to-trail” funds that would be necessary to complete part of the Skokie Valley Trail System.

This isn’t just a case of one section of trail left incomplete, rather, the gap creates a “missing link” in a greater trail system with the potential to connect Wisconsin with the Chicago area, and even beyond. The Skokie Valley Trail, which is a multi-use system for walkers, joggers, and cyclists, extends north where it meets with another trail that heads to Kenosha, Wisconsin.

To the south, organizers are hoping the trail could use land leased from the Union Pacific railroad to connect the system to Chicago. “The proposed trail would complete a vital north-south gap in the regional trail network,” Barb Cornew, north suburban coordinator told BikeRadar. “Currently people who bike have access to the North Channel Trail and the Green Bay Trail running north to south, however these two trails are not connected.”

At present the missing gap spans 6.8 miles through Skokie Valley in Cook County. It’s this area that has the potential to connect the villages of Northbrook, Glencoe, Northfield, Wilmette, and Glenview, which have a combined population of more than 125,000.  This would also link to the existing Skokie Valley Trail in Lake County, and could provide a new 28-mile transportation opportunity connecting Waukegan to the city of Chicago. “The Skokie Valley Trail would be a multi-use facility,” added Cornew. “Whether using the trail for exercise or transportation, the trail would create a safe space for residents and visitors alike.”

Word came in November that a federal grant request for US$6.8 million was denied, and local community leaders can’t cover the costs. Transportation enhancements, which are the largest funding sources for bicycle trails in the United States, were also eliminated from the transportation-funding bill currently running through the House of Representatives. The result is that the nearly 7-mile “hole” in the system. “I think the thing that really stands out that anybody can identify with and is close to connecting to the massive system to the south,” Eric Oberg, the manager of trail development for Rails-to-Trails Conservancy told BikeRadar. This is supremely disappointing, he added, because of the potential this short span offers the greater system. “We think this could create a huge uncut trail system for bicycle tourism or for weekend bike trips.”

The gap in the trail system may deter some bike commuters and recreational riders

Oberg notes that those who take such bicycle tourism trips could likely be turned off by the gap, but also says that the real losers are the causal riders who might not feel comfortable on city streets. “It is only six miles but it is connecting a hundred miles, and this has a great potential as a commuter route from the Northern suburbs to the city,” Oberg said. “It might not mean much to very confident riders who will have no problem taking city streets and connecting to the next trail, but this system is really mean for the people who aren’t as confident on the streets.”

Local riders have long touted the main benefit of the Skokie Trail to be its straight shot to the city, whereas other local trails wind and take riders out of the way. While that might be a pleasant way to spend a weekend, for those commuters the straight shot would have been a real benefit, and now commuters will have to hit the streets instead.

The question now is whether this gap will detour those casual commuters thinking about biking. “It could have been a way to convince people that they could use bikes,” said Oberg, who still hopes that eventually the system can be completed. “It is a small gap to fill in one heck of a system.”

On Thursday 23 February the House of Commons will debate cycle safety for the first time since 1996.

The London Cycling Campaign is urging all cyclists send a message to their MPs to tell them how important this is – especially given, as they say, “there’s a strong chance your Member of Parliament won’t even turn up.”

LCC has also publicised a protest ride in Westminster today (22 February) in support of safer cycling and the Love London, Go Dutch vision for our streets.

Despite LCC’s lobbying, the recent Times newspaper campaign, and pressure from other cycling groups such as Sustrans, at the time of writing only 67 MPs out of 650 had signed Early Day Motion 2689.

The Early Day motion states:

That this House believes that cycling is an extremely efficient form of transport which is good for health and the environment; supports successive governments’ commitment to encourage the use of bikes and reduce the number of cyclist-related accidents; notes with concern that the number of cyclists killed on Britain’s roads rose by 7 per cent. between 2009 and 2010; further notes that a disproportionate number of cycling accidents involve vans and lorries; supports The Times’ Cities Fit for Cycling campaign; and calls on the Government to take further action to improve cycling infrastructure and reduce the number of casualties on roads.

Out of the 67 who have signed some 35 are labour members, 18 liberal and 8 conservative with 6 others. This is despite the fact David Cameron himself is a high profile cyclist. The conservative party has 305 seats in the house, some 47%.

You can see if your MP has signed up here.

Genesis Bikes were showing off their 2012 range at this week’s iceBike* show, hosted by UK distributors Madison, but given that we’d already been given a sneak peek at those bikes back in the summer, what caught our eye were seven new prototypes.

Covering the full gamut of road, mountain and cyclo-cross, these bikes were all resplendent in the black, blue and orange of the new ‘Guild’ development programme. This is Genesis’s equivalent of Orange’s Strange project or SRAM’s BlackBox, the idea being, why not promote the fact you’re working on new ideas, rather than shrouding the process in secrecy – in this case with a distinctive paintjob and matching riding kit.

On the road side, they were showing a very tasty looking titanium version of the Equlibrium. The prototype uses the same geometry as the steel bike but is manufactured from proprietary 3Al2.5v tubing.

Described as a “hard riding sportive bike for more aggressive riders” it’s been designed to have a very stiff front end courtesy of an XX44 head tube and fat down tube. Out back, shaped and ovalised stays add vertical compliance for comfort. The frameset, which includes a headset and a tapered-steerer carbon fork with mudguard eyelets, is expected to cost around £1,500, with a complete bike equipped with Shimano 105 likely to cost £2,200.

If your budget won’t stretch that far, the Volant may be more up your street. This entry-level alloy road bike is a replacement for the Aether. It’s been designed from scratch by new Genesis designer Dom Thomas, who’s deliberately avoided using hydroformed tubes in order to achieve a clean, simple look.

The top and down tubes are triple butted to save weight, the XX44 head tube allows you to run a straight- or tapered-steerer fork, and geometry is more race- than sportive-orientated. Three models will be available, all with a carbon fork. Prices are likely to be around £650 with Shimano 2300, £800 with Sora and £1,000 with 10-speed Tiagra.

Bridging the gap between the road and mountain prototypes is the Fugio. This ‘cross racer combines a frame made from Reynolds 853 chromoly with a tapered fork made by US carbon specialists Whisky Parts Co. A frame, fork and headset package will be available for £800, with a complete bike equipped with Shimano 105 for £1,700.

All four of the mountain prototypes are 29ers. The High Latitude is a 29er version of the Latitude trail hardtail and comes in three variants – one geared, one designed to be run singlespeed and one based around a Shimano Alfine geared hub. A prototype frame made from Reynolds 853 and with a 1-1/8in head tube was on display at iceBike but Dom told BikeRadar that initial production bikes and frames will all be Reynolds 520, with an XX44 head tube.

The High Latitude is based around an 80-100mm fork and has a 69.5° head angle. The frame will cost £300, with either horizontal or vertical dropouts, with complete bike prices ranging from £1,000 to £1,700. Availability is slated for the summer.

Finally, there’s also a prototype entry-level 29er, the Mantle. This is made from 6069 alloy, with triple-butted main tubes and a bent seat tube for improved wheel/tyre clearance – Genesis say there’s room for up to a 2.35in. It’s designed to be used with an 80 or 100mm fork; with the latter it has a 68.5° head angle.

An XX44 head tube up front allows use of a tapered-steerer fork for improved steering precision. Three models will be available, ranging from the £750 Mantle 10 to the £1,300 Mantle 30, with Shimano SLX kit and a RockShox Recon Gold fork.

If you can’t wait that long, the new Fortitude range of 29ers, which we checked out earlier this year at The London Bike Show, should be hitting shops within weeks. The bikes were designed around a rigid fork, because Dom reckoned it was important to get the basics right without having to worry about suspension.

Genesis’s first foray into big wheels is available as a singlespeed (£850), with an Alfine hub and rack mounts (£1,500), or a 1×10 drivetrain (£1,250). Apparently, all the contact points (grips, saddle) are in the same position as on a 26in-wheeled mountain bike.

Other bikes that caught our eye were the Day One Disc ‘cross bike (£800, available from April), which we first saw back in the summer, and the CDF, a lower priced (£900) version of the popular Croix de Fer, designed to come in below the UK’s £1,000 Cycle to Work tax incentive threshold.

This uses Reynolds 525 tubing instead of 725 and Shimano Sora not Tiagra but shares the same proven geometry, mechanical disc brakes and classic good looks. It’s due to hit shops by the end of the month.

More pictures to follow…

Fans of Sky Sports’ football show Soccer AM will know its former presenter Tim Lovejoy is a mad keen sports fan. With his devotion to football and his beloved Chelsea FC, sport is a key part of his life.

By his own admission though, cycling has never been on his radar. At all. So when World Champion and Right to Play ambassador Mark Cavendish appeared on his BBC show Something for the Weekend and goaded him into taking part in the sports development charity’s annual 300-mile ride from Liege to London, the cyclephobic Lovejoy skeptically agreed.

With the time ticking on to the 30 June tour, we caught up with him at Sigma Sport’s store in Kingston Upon Thames, Surrey as he made his tentative first steps in his quest to get in shape for the epic event. This is the first in a multi-part series, so stay tuned for more in the coming weeks.

To get involved with the Liege-London ride, go to www.righttoplay.org.uk/cycle

It’s been a while since we got wind of the latest production from Anthill Films, Strength in Numbers, and we’ll have to wait a little longer to see the finished article this spring.

In the meantime, here’s the latest teaser trailer, on location in Utah with a few stars from the film, Thomas Vanderham, Graham Agassiz and Ryan Howard. The movie, the follow-up to their hit 2010 film Follow Me, attempts to “explore the shared experiences that connect us all, regardless of location or language, as mountain bikers”.

You can view the latest trailer, along with the others we’ve seen so far, below. 

Utah trailer

Whistler Bike Park trailer

Post Office dirt jumps, Aptos, California

Canada’s Argon 18 delivered one of the most unexpected but clearest category winners with their entry-level E-80 last year. Their new E-118 produces similarly standout performance at the premium end of the scale. Striking to look at and inspirational to ride, this chassis is going to be one to keep an eye out for this season.

Ride & handling: Very light, but enormously power efficient and offers precise handling

The E-118 has a radically low ride position, but then it’s all about serious performance. The bars are rock solid however hard you twist them under power, and that rigid torque transmission goes right through the frame from stem to stern.

There’s a tiny amount of front mech rub from the Campagnolo chainset and slight lag from the carbon/alloy Fulcrum Red Wind wheels compared with a super-light full-carbon set. There’s no mistaking that you’re muscling your way towards serious speed though and, once you’re into the tuck, rider and bike dovetail beautifully. 

Riser kits for the pads are available if you’re not supple (or slim) enough for a true flat-back position, but if you are, the Argon cleaves through the air with an astonishing sense of purpose. While aerodynamics of top-end bikes are impossible to categorically compare outside a wind tunnel, the Argon just feels (and HRM traces confirm that it is) blisteringly fast.

Spin smoothly through the finely graduated gears of the 11-speed block or grab a big gear by the scruff and smash it up to speed, it doesn’t matter. The E-118 is a genuine force multiplier whatever way you feed it wattage, and its potential light weight gives it a clear edge in acceleration and climbing terms.

Even though the wheels aren’t any sort of clever fat toroidal section, the handling is immaculate. They’re pitch perfect – dropping into turns with superb steering accuracy, but relaxingly stable in a straight line. The rear brake is very powerful and controlled, letting you stay in the tuck to the last second, and you can hit descents as though you were on a conventional road bike.

What’s really impressive is that comfort was never an issue however long our ride was. The lowered position certainly places some demands on your skeleton, but rough surface vibration or pothole kickback never knocked us off our stride.

Frame and equipment: Radical fit is inspiringly purposeful and surprisingly comfortable

Like most top-end aero frames, the E-118 comes complete with dedicated fork and stem – in fact, one of the neatest leading-edge fork and integrated stem designs we’ve seen. The headset is adjusted and secured from underneath, which allows Argon to use a very clean looking, big box- section ‘Oneness 2.0’ stem for maximum stiffness. A switchable chuck behind the three-bolt front clamp gives either 65 or 95mm of stem reach from the same unit. 

A TRP linear-pull brake syncs neatly into the trailing edge of each fork leg behind the wide stance fork crown to complete a very clean look at the front. The cables plug into the headstock behind the stem, dropping into the extended aero section between the top and down tube.

Another web section spans the junction between down tube and aero section wheelhugger seat tube creating a very tall, stiff bottom bracket area. The press-fit BB86 bottom bracket means wide axle compatibility and Argon’s AFS fit system also drops it lower than most for stability. Another set of linear-pull brakes sits out of the airflow behind the bottom bracket keel. The reversible twin-position seatpost is secured with a neat wedge system to complete the very clean lines of the chassis.

While the seatstays are relatively slim and short blade sections extending back from the deepest part of the seat tube, the rectangular chainstays are absolutely massive. The alloy horizontal dropouts get replaceable steel faceplates so you can crank up the axles super-hard without worrying about fatigue. Thanks to the HM7015 Nano-Tech construction it’s also extremely light for an aero frame kit, clocking in at under 1.9kg including fork, headset and stem.

As you’d hope with a new for 2012 frame, the E-118 is fully Di2 compatible, with a battery mount out of the way under the offside chainstay. Because Argon’s UK distributors I-Ride also bring in the Campagnolo range, our sample came equipped with their top-of- the-range Super Record TT transmission.

While the Italian company have just announced an electric shifting system in conventional road bike format, there’s no aero version yet. The carbon levers, with their return-to-level function, are beautiful to use though and Campagnolo are still the only company fitting 11 rather than 10 cogs out back for the ultimate cadence control.

Jim Walker also import Fulcrum wheels, hence the new Red Winds here. While they’re impressively tight and responsive for carbon/alloy hybrid clinchers, we reckon most people building up this chassis will opt for something more opulent and completely composite. We’d definitely recommend the radical, almost right-angle, reversible gull-wing Argon AHB-5000 bars though.

This article was originally published in Triathlon Plus magazine.