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20th April 2021

The Spokesmen Cycling Podcast

EPISODE 272: Revolutions: How women changed the world on two wheels

SPONSOR: Jenson USA

HOST: Carlton Reid

GUEST: Hannah Ross

TOPICS: A one-hour chat with Hannah Ross, author of “Revolutions,” a new book which explores how the world was changed by women riding bicycles, and how it’s still being changed. For the better.

LINKS:

Revolutions: How women changed the world on two wheels

Mama Agatha

TRANSCRIPT:

Carlton Reid 0:14
Welcome to episode 272 of the Spokesmen cycling Podcast. This show was uploaded on Tuesday 20th April 2021.

David Bernstein 0:24
The Spokesmen cycling roundtable podcast is brought to you by Jenson USA, where you’ll always find a great selection of products at amazing prices with unparalleled customer service. For more information, just go to Jensonusa.com/thespokesmen. Hey everybody, it’s David from the Fredcast cycling podcast at www.Fredcast.com. I’m one of the hosts and producers of the Spokesmen cycling roundtable podcast. For shownotes links and all sorts of other information please visit our website at www.the- spokesmen.com. And now, here are the spokesmen.

Carlton Reid 1:09
How women change the world on two wheels. That’s the premise of a new book called “Revolutions.” I’m Carlton Reid and on today’s show, which is a little under an hour long I talk history and modern day radicalism with Revolutions author Hannah Ross. We discuss some of the larger than life characters from her book such as Annie Londonderry, Jacquie Phelan, Lady Harberton and pioneering mountain biking photographer Wende Cragg. Naturally, we recorded over the internet and what I thought was a PC fan or computer fan, it turned out to be, I found out afterwards, turned out to be a heater in Hannah’s spare room. Now it turns on three or four times during the show, but Hannah was in such full flow that I really didn’t like to stop her to complain, but it won’t marr your enjoyment.

Carlton Reid 2:12
And on today’s show, I’ve got Hannah Ross, who has written an excellent book called “Revolutions” and the subhead of that is how women change the world on two wheels. So is a history book. There’s tonnes and tonnes of stuff in there on my speciality like 19th, late 1880s 1890s when when bicycle absolutely was revolutionary, but then there’s tonnes of stuff that bang up to date. You got Ayesha McGowan in there, you’ve got like Wende Cragg from the mountain biking days, in the in the

Carlton Reid 2:51
late 70s, early 1980s.

Carlton Reid 2:55
You’ve got your interviewed Dervla Murphy, Hannah. Yeah, it’s just fascinating, but with loads and loads of brilliant people, an awful lot of them are actually not What does anymore because the history book, but tell us about you, Hannah. So who is Hannah Ross? What do you do when you’re not writing great books?

Hannah Ross 3:14
Right, very difficult question to answer. I am or my professional job is I work in publishing, not the publisher who published my book, but another publisher. I’m currently on maternity leave and have a nine month old baby.

Carlton Reid 3:30
Is that Cleo?

Hannah Ross 3:31
Yes, that’s Cleo. So I had a lockdown, baby. And so that’s all been very strange. But obviously, I am a very keen cyclist, I probably wouldn’t have written this book.

Carlton Reid 3:41
And so the reason why I know your baby’s name sorry, sorry, Hannah is I’m guessing there was because you’ve dedicated the book to Cleo. And then you say to Cleo and I hope you grow up to be a cyclist in effect, which is very sweet.

Hannah Ross 3:52
Yes. What actually the book was meant to come out last year. But because the pandemic it got moved on, last year the dedication was to the bump.

Hannah Ross 4:01
Changed that now. Now that we know who she is

Carlton Reid 4:05
Well, let’s talk about the bump and and the the Cleo-shaped non-bump now. So you cycled because in the book, it talks about this a little bit because it talks about you cycling when pregnant because you moved to France to do the book.

Carlton Reid 4:20
and

Hannah Ross 4:21
I moved to France yes in I was very, very lucky that my work granted me a sabbatical for eight months. And I thought well, let’s take this off and let’s go live in France, and obviously one of the best countries in the world for cycling. So whilst I was doing a lot of writing, I was in quite a lot of cycling.

Hannah Ross 4:40
And in the foothills of the Pyranees, very, very nice.

Hannah Ross 4:44
So, yes, happy time.

Carlton Reid 4:48
So you moved there and you were doing some cycling and then you were cycling up to term?

Carlton Reid 4:55
pregnancy and cycling, cycling and pregnancy basically.

Hannah Ross 4:59
So

Hannah Ross 5:00
My intention was to carry on as much as they felt comfortable inside. And so I my life normally when I met anyone are in London consists of cycling to work every day but also doing rides that weekend.

Hannah Ross 5:16
I didn’t know. And I wanted to continue with that. If if it felt right, all the time, I have no idea. It’s my is my first pregnancy. So I just thought, okay, let’s just see how it goes. I’ve seen people like cyclo-cross

Hannah Ross 5:32
champion Helen Wyman who I interviewed in the book. She had her baby a few months before me. She’d been cyclingup until the baby was born. I thought, okay, yeah, I’ll do that too.

Hannah Ross 5:43
And so I had been going out a bit doing long rides, I’ve been getting a bit slower, and actually taking it quite easy really thinking, Oh, well, I’m pregnant. It’s more about the cafe stops.

Hannah Ross 5:56
Then can happen. And my rides became rides around Regent’s Park. Not really my type of cycling, but it was still good to get get out and get some exercise and just pottering around London more, but also actually became, really,

Hannah Ross 6:17
it was actually very useful that I cycled everywhere because I could get hospital appointments, I didn’t have to pay public transport. I was still one of the only people I think I ever thought in the maternity unit with a bicycle helmet.

Carlton Reid 6:29
Tell us about Marfan syndrome.

Hannah Ross 6:31
Marfan syndrome, I was diagnosed as a child. And it’s, it’s quite a complex syndrome, which kind of affect and affect various

Hannah Ross 6:44
different parts of your body. But essentially, it’s a problem with your ligaments, or they become very stretched. And ligaments are sort of in lots of parts of your body, your eyes, your heart.

Hannah Ross 6:58
And it can cause in very rare circumstances, it can cause quite significant problems with your heart. And some, if you’re affected quite significantly, would provide the key exercise to it to a minimum. Luckily, my

Hannah Ross 7:19
I have the conditioning quite mildly. And my family been very supportive. But carrying on the

Carlton Reid 7:26
Cycling helped?

Hannah Ross 7:27
It’s likely helped that in a sense it in the way that being active and keeping your heart healthy help, but pushing yourself to a team. So not this has ever been my plan. But had I wanted to be a competitive cyclist, that would be completely out of the question.

Hannah Ross 7:47
So anyone in professional sport, who who has a diagnosis of Marfan syndrome, probably wouldn’t be allowed to compete on a on a team. And the condition can make you very tall. So in the past, a lot of basketball players

Hannah Ross 8:06
later found out that they’ve had Marfan syndrome and then have to retire early.

Hannah Ross 8:11
But yes, it has it, it it generally take things reasonably easy. Don’t push myself too hard. But also don’t let it stop me cycling up the Pyranees. So

Hannah Ross 8:23
I have yeah, just live with it and keep doing what I’m doing.

Carlton Reid 8:30
And why did you write “Revolutions?” Why did you write a bicycle history book? Shouldn’t say history book was because there’s lots of modern stuff in there. Why did you write a book about women cycling and changing the world?

Hannah Ross 8:45
Because it hadn’t really been done before.

Hannah Ross 8:48
So I sort of had the kind of look around as I’ve gone there, because of the stories. The story about one of the you know, local offices, he said, you know a lot about the the kind of the story of women taking out cycling 30s ethically, in the 1890s is extraordinary. But following on from that the whole story of

Hannah Ross 9:12
the 20th century 21st. Just in all aspects of sight thing that’s really kind of incredible stories. A lot of them a lot of it is about overcoming obstacles and adversity and prejudice. And I just felt that those stories hadn’t been hadn’t had the focus that the perhaps they should have done.

Hannah Ross 9:36
And I wanted to make it a book that wasn’t about writing as a sport.

Carlton Reid 9:42
Because there is a lot there is a lot of

Carlton Reid 9:45
books about professional women cycling, but much less that kind of tries to cover all aspects of all different types of cyclists. I think it was quite ambitious, actually.

Hannah Ross 9:59
As I was writing, I was thinking, gosh, book’s getting long, longer is I’m trying to fit everything in. And if they’re meant that I couldn’t cover every story that I wanted to, which was a shame, but but I just wanted to, in some way show the kind of breadth of of cyclists and all the time kind of relate that back to how it’s been with the house how kind of fighting has been in feminist history from the Victorian times to now.

Carlton Reid 10:34
But let’s let’s go to that first because you mentioned that the world of cycling of racing is relatively well covered. There’s Beryl Burton, you know, there’s there’s books on Beryl Burton already. Clearly there’s, there’s some of the modern women superstars have got books out so that’s, that’s, that’s a given as well. But these other names, perhaps people aren’t quite so familiar apart from maybe Susan B. Anthony, because that’s obviously the quote that virtually every you couldn’t yeah, avoid that quote. Could you that is just you know, that’s that’s gold plated, it wrote on your kind of book, that’s just gonna be but so what is the quote? Let’s hear the quote and give us a bit of background on on because she was quite old at the time. Susan B. Anthony, she wasn’t a cyclist herself. She’s looking at other people.

Hannah Ross 11:19
No, she wasn’t a cyclist.

Hannah Ross 11:23
And now you’re testing me. Oh, my goodness. What is it?

Carlton Reid 11:27
Bicycling has done more to emancipate women basically. That is the gist of the quote, and

Hannah Ross 11:33
she calls it the freedom machine. Yes. Which is what are you have repeatedly as a kind of as a, as an image or freedom within? Yes, she was. He was completely by being able to never getting on a bicycle herself, she was absolutely identified that this was a revolutionary thing for women’s lives and represented this pinpoint, which is where feminism was at that point in time, and that the bicycle could be part of that and possibly symbolise some of that as well.

Carlton Reid 12:15
So why, why is it so important? Because you can get away from chaperones. It was independent did, why did Susan B. Anthony and many other feminists of the period, why did they latch on to bicycles?

Hannah Ross 12:27
Because Yeah, well, from what you’ve just said, it’s about getting away or not necessarily getting away, but just having freedom of movement. When women’s lives at this time or work, generally, I would say, defined by that containment, so they have no political rights, they have no economic rights, they’re little, and generally, this is not absolutely This is not everyone, but generally they I mean, obviously, you know, they didn’t have the right to vote at this point. But I mean their lives were fairly controlled. It even come to the close that they will, or were expected to wear full skirts, huge petticoats, miles of fabric, all of that it’s this idea of stopping them having the freedom of movement, bicycle comes along, it’s revolutionary for absolutely everyone. At this time. I mean, it’s hard for us now to kind of really imagine what that must have felt like, for anyone being put on this machine and beyond just travel somewhere with relatively little effort, places that they might never might never fasted before. They just couldn’t, before women in particular with ideas with their bodies moving through space, under their own power, to be able to decide where they want to go on their own terms. And as anyone who gets on a bicycle now today with say, what they love about cycling, it feels freeing, I feel like the kind of the language that follows us distinct like, like flying it’s you know, I just love that feeling of the wind on my face. So you can imagine that that you know, that bracket back then those things would have been even more precious.

Carlton Reid 14:30
And you mentioned clothing and right and that the volumes of clothing women were wearing back then and of course cycling. But bloomers didn’t originate with cycling. They It was a form of grass that came from outside, but it’s popularised very much. So yeah, by cycling and then this is called rational dress in effect trousers for women. So tell us about Lady Harberton. And because this is a famous case, that of course the Cyclists Tourist Club of the day took on so what did Lady Harberton do and and tell us about that?

Hannah Ross 15:05
Lady Harberton was a keen cyclist. And she was also very keen on not wearing and she was like things that she was an adopter of retinal dresses. You said the bloomers or Knickerbocker knickerbockers, the knee. And she was also. But it was it her it sort of ran into the night, it wasn’t just about that it was a practical outfit to be wearing on a bicycle, you know that we’re going to be caught up in a train, it wasn’t going to be dangerous. For her wearing rational dress was the sensible thing to be doing whatever you were doing. And t felt very, very strongly about that. And when on out on a bicycle ride in 1898, I think it was she was riding in Surreyi and wanted to stop and coffee at a hotel called te Hautboy. And she was barred from entering the coffee lounge. what was then called the coffee down on account dress or the lack of trust that they would have seen it. They were horrified that this woman wearing bloomers knickerbockers wanted to come into their their lounge and sit down with the other ladies. Just drink her drink her coffee, and they barred her. And instead they said you could sit in the bar. Which Lady Harberton I don’t think would have been not a fan of going to the bar at this point.

Carlton Reid 16:49
This was a cause celebre of the time this is this is a major news story. At the time. This wasn’t just like some little anecdote we’re dragging out. This is like a major story of the time of you know, a bolshie woman in effect, trying to get her own way in these these clothes. Now she lost the case. So she took the the landlady of the Hautboy at Ockham they would Cyclists Touring Club took that took her to court, or they took her lady Harberton took them to court, but they lost.

Hannah Ross 17:18
Yeah, on account of the fact that they did offer her somewhere which wasn’t acceptable. That it wasn’t it was unacceptable. She wanted to make a point to the fact that she should have been allowed to wear what she wanted to wear in especially wanted to be and like you say it was it you know, this isn’t a minor to fighting for Bori This is it is a really significant story that it’s really it’s not really about cycling, it’s about freedom to choose, you know how they draft and how they conduct their lives. And do you want to make the point of that and you know is extraordinary.

Carlton Reid 18:04
And the last time I was down there they were converting the Hautboy to apartments so I believe you can now live in this coffee lounge. It could be part of your your living room I’m sure because Ockham where it is is all that also Ockham’s Razor comes from, so 14th century whatever, mediaeval scholar he’s from the same Surrey village as as the Hautboy made just as famous in in the late 19th century. So women were pushing back where we’re asking you to wear which we think totally unshocking which is saying that we would quite like to wear comfortable clothes please while we ride ride our bicycles. But they’re also doing these amazing journeys which again, we we we hear many of the stories of like the male derring do you know the the male, you know going around the world but then you had this amazing woman Annie she’s has Polish?

Hannah Ross 19:11
Latvian.

Carlton Reid 19:12
Yeah. Londonderry was was uh, her name she like her pen name.

Hannah Ross 19:17
She adopted yeah a sponsored name. Yes.

Carlton Reid 19:20
And she basically she went round the world in 1890s writing about it as well and amazing woman and amazing journey.

Hannah Ross 19:27
Really extraordinary. I

Hannah Ross 19:28
mean, it is and how there’s not been a film made about this is it’s really quite baffling. So Latvian immigrant living in Boston. It’s a little bit hazy of the details of exactly why she got to the point of cycling around the world but but the story goes that human made a wager that a woman will one of them bet that the woman could have around the world in a certain amount of time and then the other one that they could choose decided to take Get on prove them prove that she could have never been on a bicycle before. It was her that took this on and why she felt that he was the one to do. I don’t think anyone quite worked out. But actually what followed maybe it proved why she did because this story is extraordinary. And what what Annie did is become first debaters drop off opposites for her epic voyage. And I think is fine, I thought for pointing this out, but she didn’t quite cycle around the world for quite a lot of boats and trains involved. Because it was never fully stipulated that you had the cycle. Everywhere that, that that dictated liberal use of public transport with was involved. However, there was an awful lot of cycling involved as well. So when she the first cyclists across the fabric of America came one way and then coming back and realise that if he couldn’t get as in mountains to California to take the boat East because those committees won’t get over. So she ended up going back to New York. And taking a bit from and when you set out in France, by the time you got to France to you was international celebrity and everywhere she went every crowd coming out, see her friends absolutely adored her. And all along the way she picked up like we mentioned, the sponsor by by Londonderry water, but many other folks as well and who to introduce it, fellas. Storytelling got quite an awful say. And there was a fair bit of embroidery about some of the answers or the painting she got involved in where he claimed, for instance, such she got a prisoner of war. That is happening internment camp that many of these things weren’t true. However, I think, as I said before, I think what is just still so amazing that this woman who left her husband and children go out on this journey would keep your life going and keeping me interested in what he was doing during she became a understandably a huge fan of rational progress. He set out on a lady’s drop frame critical to realise that that was an awful lot of effort. And someone gave her an amount bicycle locked into the man’s bicycle then and she never get back, that she was quite a good outlet as well for progressive women’s dress. And also just women going out in the world and being at ordinary things. I mean, this was a time of the Victorian Event Frame where people are going out and trying to push around the world and the number of days of talk of Nellie Bly, who was a journalist in New York who had marched around the world using every different form of transport. record

Carlton Reid 23:32
And isn’t Nellie Bly the one that’s the Susan B. Anthony is from in effect, it was at Nellie Bly was interviewing.

Hannah Ross 23:40
Yes, exactly. Exactly. Yeah, yeah.

Carlton Reid 23:49
Yeah, the record after I’ve just gone to the back of your book, and Annie Londonderry, her real name was Annie Kopchovsky. Yeah, that’s a cracking name. Annie Londonderry Kopchovsky. And I didn’t know the water bit, but that’s she’s sponsored by a water company and that’s why she picked that up.

Hannah Ross 24:09
Aside from her bicycle, I believe it’s kind of been great when you’re cycling long distances.

Carlton Reid 24:15
That’s great idea, though to change your name in effect. Yeah, no, cause Yeah, that’s that’s quite sweet. Now, you can’t really talk about the Susan B. Anthony, we’ve talked about emancipation, but you can’t really leave that particular subject without of course, think — suffragettes were big into bikes, weren’t they?.

Hannah Ross 24:37
Yeah, that was really lovely to discover and read about. It was Sylvia [Pankhurst’s] memoir. She talks about how Christabel became obsessed by cycling as a teenager and absolutely paid for their father for bicycles when they were still living in Manchester. And he first thought it was dangerous, but when first 16 for her birthday, he was given an up the bicycle. No expense spared, apparently. And then Sylvia was taught to accompany her sister given a not fancy bicycle. And they joined the Clarion cycling club, in both, and then at weekends and, and I think most of their spare time pedalling around the countryside lanes around Manchester, picking parting up camps and summer holiday camps and to return pair a newspaper, but generally just having a lovely time on bicycles. And, as far as I can, I mean, I don’t know. But I think when they moved to London and founded the WSPU, which is the women’s social and political union, which is suffragettes, they probably didn’t find too much time to fight thing. However, what is really nice is that cycling was still part of their movement was very influenced their movement. So they, their members, use their bicycle to recruit other members and spread the word about fit to women. Because that way, the most effective way of getting to the next place the next round, they reach those people, times before people come they had cars and planes weren’t going to take you everywhere.

Carlton Reid 26:32
Have you seen the illustration of the two suffragettes stopping Churchill’s car?

Hannah Ross 26:38
yes, yes.

Hannah Ross 26:40
And then bicycle halter became when the when the movement became much more militant. So when they were postbox is like houses bicycle s became getaway vehicle. quite quite amusing. There’s a story of two which I mentioned, they set light to an empty mansion. One evening, they get stopped by a policeman, not because he thinks that they are arsonists, but because they didn’t have the lights on their bicycles. But they were apprehended not long after

Hannah Ross 27:21
when the police put two and two together.

Unknown Speaker 27:27
But yes, they stored their arson equipment in their bicycle baskets.

Carlton Reid 27:35
So it’s quite radical in many, many different ways. So when you think of wearing trousers is radical, well, here, they are like firebombing stuff. So we’ve got some quite interesting bits of radicalization. And I guess the late Victorians were like pretty much mixing it all together. And you know, wanting a woman wearing to wear trousers, and and getting in front of you know, Churchill’s car and firebombing stuff was all pretty much the same thing as radical as as each other.

Hannah Ross 28:03
Yes. Although it’s, it’s also worth saying that, you know, for a lot of a lot of women who think outside time, it wasn’t, it was quietly radical, in the sense of, they were riding bicycles, but they didn’t necessarily see it. It’s such a visceral way in what they’re involved in. Kind of this will move over time. And they will probably less, you know, there are many that were less I need a bit more clear, they might have wanted to change them for us. They might have thought it was a good idea for trousers, but they weren’t quite ready for that. There’s, there’s interesting details in the history about how women sort of like, rushing to wear cleavers, they adapted that skirt, they still look like they looked like Victorian women’s skirts, but they have ever adaptions to make them safer for bicycling. So they got quite creative as well at this time. But yes, and obviously there were bicycles just covered. Thank god to me, I can’t pay for a few times to where it all starts if that’s if that’s where you felt comfortable.

Carlton Reid 29:22
Let’s let’s try let’s link those two subjects together using two women who are very much still with us. And that’s Sheila Hanlon. So is the the expert on suffragettes and bicycles and then Kat Jungnickel, who makes makes the events clothing which you’ve talked about there so so I assume you talk to both Sheila and Kat for your book.

Hannah Ross 29:45
I haven’t. I have read their books and read Sheila’s papers in the British library and credit the morning the book but yesterday, I mean, I have met Kat as well. But yes, they all Usually important women, historians and had a big influence on on where I went from my research as well.

Carlton Reid 30:09
So tell me about Kat because you haven’t met where you met her but you haven’t interviewed for the book as such. But just tell me a bit about what she said I’ve never had her on the show, I don’t think but just tell me what what her her clothing and what she does with it because it’s pretty clever

Hannah Ross 30:25
Kats says she’s researched in who painted the pattern that Victorian women were registering at this time for innovative cycling clothing, that wasn’t rational.

Hannah Ross 30:42
So

Hannah Ross 30:47
she has examples of women who were there’s one woman who made a skirt with a kind of pulley system. So within the layers of fabric, there were there was the ability to kind of pull call a lot of things in very well but the poor parts up so you could lift skirt up much shorter skirt when you’re on the bicycle. And then you could drop it right back down again. When you will suit. As soon as you’re off the bicycle for you. We’re back to being a Victorian woman in traditional Victorian fashion, you weren’t going to be upsetting anyone or losing an arm. And there were women who sewed weight in the bottom of the gut so that they didn’t fly up and reveal shocking amount of life. Yeah, cats don’t really extraordinary research in se women who actually went as far as registering patents. And it is very interesting at this time I have been through countless magazine cycling magazine from the 1890s. And they are full if you do one more purchase, or women have adverts for tailors, who will make these dresses or companies like Yaeger, who, at the time are very involved in making woolen cycling clothing, all save, inspired and informed by many of the women that who really kind of radicalised women’s cycling clothing, often in quite quiet and subtle ways.

Carlton Reid 32:45
People know about suffragettes, of course. But then you have in this period, you have the New Woman in an all in the first letters there in caps, very much an American phenomenon, but it’s not radical. As such, it was seen as semi radical back then. But what’s the kind of distinction between the New Woman mmovement and and suffragettes obviously, that there’s a there’s a voting element there, but could they be the same women or were they different movements?

Hannah Ross 33:19
New women preceded the suffragette movement, they preceded the WSPU, which was suffragette, but they were very much still wanting vote for women, but it was a WSPU that made that formal organisation. New Women that the term was coined in the 1890s and the suffragette organisation started in the early 1900s so it would have been exactly that market. Same demographic sorry, huh. Women who want to vote but also you know, often in education the right to have more freedoms and economic and political rights

Carlton Reid 34:18
so that’s that’s that was often a middle class Yes. to be doing that. But then you’ve got things like the Mowbray House Cycling Association which is which very much a thing that you could you could almost run today with like immigrant communities where you want women to get onto onto bikes from like Bangladeshi communities, for instance, because they would basically this particular organisation was set up by or funded by a rich journalist was basically trying to get working women on bikes because at this period that this wasn’t a working women’s form of transport, was it?

Hannah Ross 34:56
not, not in the early days, no bicycles. was fairly expensive in the first part, or the first half day tonight, so they got progressively more affordable. But yes and, and cycling was in its absolute peak of the 1890s was very much a society, women occupation. And they liked the fact that by

Carlton Reid 35:23
Lady Harberton gives you, that sort of thing doesn’t it’s like it’s posh people.

Hannah Ross 35:28
It really was and there’s actually that a film. I’m sure you’ve seen it Carlton, from 1896 of Hyde Park in the really, really only film. And it’s very interesting not to film in general, where you can see the society, people of London came around on a maybe a Sunday afternoon, in Hyde Park and all that in all their finery, what you can make out from it. It’s a very short clip, but it’s really amazing to have it. But yes, I talk in the book about various ladies. aristocrat to would would meet at Battersea. They tell half a huge breakfast or with 50 of their closest friends, and then all bets like playing or have players, where they would all then cycle through the streets of London afterwards. I mean, it was just such a fashionable thing.

Carlton Reid 36:26
So it wasn’t ladies that lunch, it was, you know, ladies who pedal.

Hannah Ross 36:30
The aristocracy finally moved on pretty quickly. But that’s, you know, they have, in a way helped stigmatise the idea of women on bicycles, which was which was which was useful. And the popularity method mass production was ramped up such that bicycles can keep keep up. And I believe that there were lots of methods of purchasing bicycles as well in kind of through two instalments. And by the leather secondhand market started ramping up as time progressed. So more and more women could afford it. But yes, the Mowbray House Cycling Association is really interesting. This is Sheila’s and she’s written a really interesting paper about it. And it was a way of making making work and women’s lives easier by by by giving them the ability to cycle to work and also be able to think they own careers a caravan and a holiday cottage for people that are members could actually go on holiday and get some time away from work and in London, which is a little bit the same as the Clarion cycling club was doing. Yes, and yeah, you mentioned the connection now with the various initiatives wonderful. I was involved in the boat project, which help refugees and asylum seekers learn to ride bicycles, and they have a programme specifically for women for pedal power. Which syndrome dried at the end of the quarter? They get given a bicycle. Which Yeah, it’s not it’s not a million miles and what was happening, it may vary.

Carlton Reid 36:54
There’s a there’s a film on I’m trying to think what it’s called Mama, something. Have you seen that film? It’s a Dutch film about Dutch woman who gets immigrant women on on bicycles. And it’s by the name, but I’ll put it in the show notes. Fantastic. It’s a fantastic film Mama something I did a whole story on it, and that now I can’t think what the second part of it is, but it’ll be Yeah, I’ll definitely send you a link for it afterwards.

Hannah Ross 38:59
I thought I knew every women’s cycling film, but obviously not.

Carlton Reid 39:02
Well, it this is this is a modern one. But it’s really really it’s really heartwarming stuff. So I’ll put in the show notes. I’ll send you so sticking, we’ll go back onto posh people actually. So because I’m pretty sure I’ve read this book online. I didn’t get this. I didn’t need to go and get this physically. I think you can get it on like archive.org. And that is Maria Ward’s Bicycling for Ladies, which is so wonderful.

Carlton Reid 39:27
love I love that book. It’s Yeah,

Carlton Reid 39:31
it is posh. It’s a posh book, but just tell us a little bit about that. Yeah.

Hannah Ross 39:36
Maria Ward, lived in on Staten Island. And she was a member of the Staten Island cycling club to Staten Island in New York. And she decided to use up cycling and she decided that she would write a book to encourage and inspire and help other women who are interested in learning to ride a bicycle You’re cycling, which, which seems a slightly strange thing now because you think you’re learning to ride a bike, you would get on a bicycle and be taught by this doctor. And but for a lot of people this time, that wasn’t a wasn’t a possibility, although I should have been called at the time when he strengthened but they wouldn’t have been accessible to everyone. And she felt obviously felt that women needed extra encouragement and specialist information. So in it, she will talk about what she wore on a bicycle, whereas on a bicycle, and what appropriate, but there’s pages and pages of how you actually go about cycling. And one of the really interesting things that I talked about in the book is how much time she spends on on mechanics and fixing bicycles. And she is really, really, and she talks about having a bicycle workshop of her own, and then how joyous It is to be able to just pick a bicycle apart completely and flip back together again. And she’s she sort of, she thinks that all women should be poor, or learn the how to fix their own bicycles. So they’re not they can go out fighting on their own, which you really encouraged as well, even though she was passionate. Remember, he also felt that women should be going out and taking rides alone. That that was something that that thing, too, and they should do. And if they got a punture, when they were out that they would go for

Carlton Reid 41:50
It is a great book. I mean, she’s basically Jenny Gwiazdowski, I’m murdering that name. Of Bike Kitchen. Yes. In that book that has a modern resonance. You could get in Jenny’s book because Jenny’s written a book on how to build your own bike and all that kind of stuff. So so so as much as Jenny is a is an absolute barnstormer today, there were people like her doing that way back then.

Hannah Ross 42:17
And there’s quite a few of them and a surprising number of them doing this, which again, shows how popular how popular cycling was at the time that there was this market for it. But also that it felt that women needed there were women who needed a bit of extra encouragement and education to go have the courage to get up and get good.

Carlton Reid 42:45
So in your book, you do talk about participation numbers, and and how that has absolutely fluctuated through time. So what what are those numbers? Are we talking about it? Because it’s very often said, you know, if, if you have a cycling culture that welcomes, you know, you have lots of women’s cycling base, you must have a fantastic cycling culture. It’s that kind of thing.

Hannah Ross 43:10
Yes. And so very much depends on what country you’re talking about, as we all know, and then, and I’ve learned to mark have extremely high numbers of women’s acclaim. And in the UK and North America, it’s around a third of cyclists are women, which is the same as it was back in the 1890s. So it’s, it’s a bit of a shame that we haven’t really progressed since then, to equalise more. But yes, the and also cycling has has folded in and out of fashion. Again, depending on on where you’re talking about, but certainly in Europe, North America, you know, it’s, it’s almost unimaginable now to to how popular it was in the boom time of the 1890s. But by the 50s it was really, really declining. I mean, it already had to climb very significantly from the beginning of the 20th century onwards, but sort of 50s, 60s it was it was really really falling out of favour

Hannah Ross 44:25
and

Hannah Ross 44:28
it became you know, Carlton, stigmatises you typically you couldn’t afford a car but you it was it was on the rise at this point. So either is it depending on where you are in the world, it’s a very different story. And I don’t know I’m trying to have the same thing. It’s going out of fashion again, well, whilst it’s come back and fashion in Europe, North America. So it’s sort of up and down trajectory.

Carlton Reid 45:00
Well on that slightly depressing,

Carlton Reid 45:04
becoming more and more,

Carlton Reid 45:08
I’d like to cut to an break now, if you don’t mind, but i would i do want to come back and talk more. But right at this second of time, let’s go to David for that ad break.

David Bernstein 45:18
Hey, Carlton, thanks so much. And it’s it’s always my pleasure to talk about our advertiser. This is a longtime loyal advertiser, you all know who I’m talking about. It’s Jenson USA at Jensonusa.com/thespokesmen. I’ve been telling you for years now years, that Jenson is the place where you can get a great selection of every kind of product that you need for your cycling lifestyle at amazing prices, and what really sets them apart. Because of course, there’s lots of online retailers out there. But what really sets them apart is they’re on believable support. When you call and you’ve got a question about something, you’ll end up talking to one of their gear advisors, and these are cyclists. I’ve been there I’ve seen it. These are folks who who ride their bikes to and from work. These are folks who ride at lunch who go out on group rides after work because they just enjoy cycling so much. And and so you know that when you call, you’ll be talking to somebody who has knowledge of the products that you’re calling about. If you’re looking for a new bike, whether it’s a mountain bike, a road bike, a gravel bike, a fat bike, what are you looking for? Go ahead and check them out. Jenson USA, they are the place where you will find everything you need for your cycling lifestyle. It’s Jensonusa.com/thespokesmen. We thank them so much for their support. And we thank you for supporting Jenson USA. All right, Carlton, let’s get back to the show.

Carlton Reid 46:44
Thanks, David. And we are back with Hannah Ross. And we are talking about “Revolutions,” her new book that was out just earlier this month in April. Hannah was it women when it come out? Yes, that’s right.

Hannah Ross 46:57
Yes. First of April. All right. Okay.

Carlton Reid 47:00
And who’s your publisher, who should people go to?

Hannah Ross 47:04
Weidenfed & Nicolson.

Carlton Reid 47:10
Obviously, it’s a it’s a it’s a long and detailed books, we’ve just skimmed it a few names from from from the historical part of your book. But in the second half of the show, let’s let’s try and bring it a bit more up to date. But still still saying kind of like philosophy or this would still be ancient history. But let’s start with mountain biking, because Gary Fisher gets lots of credit. Lots of those those early guys get get lots of credit yet Wende Cragg very rarely gets talked about. Yeah, all those photographs, virtually all those photographs, which you see in Gary’s book, which you see, you know, the early days of the Klunkers as they were virtually all of them was shot by by Wende and you talked to her, didn’t you in your book?,

Hannah Ross 47:55
I did talk to her. yeah, she is still living in Mount Tamalpais, which is, which is where it’s kind of, I mean, it’s contested, but it’s sort of mountain biking, and when there was there for all of that, and they were her and her riding buddies. And yet, as you say she was she was the main photographer, but she was also doing the what was doing the kind of latent scene of downhill mountain biking, only fire roads and footpaths. And she was pretty much the only woman there. And yeah, I found this really, really fascinating, interesting part of the story of mountain cycling and mountain biking.

Hannah Ross 48:52
You know, mountain biking, I think seen as this kind of was back then this is very kind of male dominated, rugged,

Hannah Ross 49:01
rugged sport that sort of came out of this sort of alternative cycling theme where the other people who started I tear of mouth like I mean they invented new people inventing mountain bikes, they were sort of in our own bikes in order to handle these this rough terrain because they found they had been very many of them have been road cyclists and they found out that maybe a little bit stayed in rules driven and they thought Well, we know we have fun to cycling around on the mountain. Let’s make this a thing. let’s let’s let’s start racing down all these tracks.

Carlton Reid 49:46
Does she still ride?

Hannah Ross 49:47
I think she doest. I mean, she does a little bit. She still enjoys

Hannah Ross 49:56
going out on a bicycle.

Carlton Reid 49:58
Now, we talked before about Annie Londonderry Chopkowsky being a fascinating woman and this this next woman is guarantee is fascinating because she’s absolutely crackers. And I love here to bits. So that’s Jacquie Phelan. So Jacquie Phelan is again is another one of these amazing characters.

Hannah Ross 50:17
I think

Carlton Reid 50:19
yes, well, Missy Giove obviously but but but Jackie, I mean, did you talk to Jacquie?

Hannah Ross 50:25
A little bit

Hannah Ross 50:28
and she is, again, like when does she was definitely pretty much not quite to the very beginning is one of the very, very early on. And this was back when women that it was much less professional but less commercialised than it is now mountain biking, and they the women will compete on same course and then far less of them. But you had to be I think you probably did have to be quite a character to kind of go with the sort of it’s dangerous stuff that they’re doing. And it was sort of a lot of it was sort of made up as they went along. But he was involved for many years and she the she was there as a sport, the game started turning on much more professional and much more commercialised and there was much more money in it. But do one do one numerous record records and held many records. And she was also always, you could always note see that Jacquie was in a race because of her various outfits. I think he had a flux that she attached to her for bicycle helmets. And she her partner was a another very key mountain biker. And he was also a really extraordinary mechanic as well. So he was kind of inventing mountain bikes she was racing on and they were kind of really known as being bikes like that and they were really kind of revolutionary on the scene as well and kind of influence what mountain bikes became down a mountain bikes. She’s really extraordinary and she went on to form this kind of organisation which encouraged more women into mountain biking this time When, when, when it very few women still were getting involved because the image of it interested, I guess, for a lot of women’s it’s about over in.

Carlton Reid 52:52
That’s WOMBATS isn’t it?

Hannah Ross 52:53
Yes. And

Carlton Reid 52:54
Yeah, Women’s Mountain Bike and Tea society. I’ve got she gave me the as well as she gave me some patches to sew on to stuff with WOMBAT stuff on and she was at your to mention racing there. And she was beating men. You know, she was yes, there was there was certain women who she was very much competing with at the time, but she could be you know, men back then, you know now that’s not that’s not so surprising. But back then it was quite surprising that a woman was was was beating men in these mountain bike races. So she’s a wonderful so there’s so many characters in your book, which are absolutely larger than life. So so it’s great that you’re, you’re you’re you’re talking about all of these people accept the Annie Londonderry’s of this world. And you know, through to Jacquie Phelan. And then Ayesha McGowan is in your book. So he has been on on the show. So a black woman cyclists trying to break into the to the pro ranks. So she’s got a fantastic story as well. Did you talk to Ayesha?

Hannah Ross 54:02
I met her when she she came to London. Do an event. And I met her we have but yeah, she she’s in the last chapter where I I sort of try and as much as possible summarise what’s happening on the riding scene now across Well, great cycling, cyclocross and mountain biking and just the kind of push for more diversity. The women like I share, who is who’s been really kind of high profile and campaigning, and it’s really

Carlton Reid 54:48
diverse. So we have the suffragettes who were the radicals of their day, but then you’ve got like the Ovarian Psychos Bicycle Brigade. Now I’m assuming they’re Californian, would that be right?

Hannah Ross 55:00
They are LA based Yes. And they, their their thing is about reclaiming the street. For I mean, they’re, they’re extremely political. They’re very involved in anti gentrification movement in LA. They are a group of Latina women. dominant

Hannah Ross 55:26
in how to justify

Hannah Ross 55:29
location now, but when they started, they started these bike rides called the Lunar rides, which were there, but their monthly ride where they would ride around the streets of La together as a group of women. They felt that alone, they weren’t safe, or they felt that there was there was certain prejudice about them, as well, is just coming from different different places that some people felt they felt that some people felt that they shouldn’t be fighting. Because there are women that other communities felt that they fit the mould of cyclists that they weren’t white, middle class boards, expensive bike, that sort of, it’s really interesting that that kind of really captured a lot of prejudices and preconceived ideas about women is like it across many different levels. But yeah, for them, it’s, it’s, it’s about togetherness and empowerment, which, you know, we’ve talked about goes way back, its way back to the beginning of cycling. And they are still doing these Lunar rides, which is amazing. And they invite any woman or anyone identifying as a woman. And as this kind of movement of owning that street and enjoying cycling, having a good time.

Carlton Reid 57:17
And crazy though, that’s still a political statement. I mean, this is this is both male and female. Riding a bicycle You know, this in the 1890s was very often a political statement, just as today it can be just getting on a bicycle can be a political statement, which is which

Carlton Reid 57:31
is crackers.

Hannah Ross 57:34
Yeah. It is because I mean, more. So I’ve talked about in countries like Afghanistan and Iran, Saudi Arabia, where I’ve interviewed people, women, that are really, really very, very politically charged issue. And with with so many of the arguments about why women shouldn’t cycle that, so Okay, what was happening here and the 1890s and it is similar kind of cheers and the language isn’t, isn’t a million miles from, from what people were saying that as well. It’s saying, but but there are extraordinary women who are who are fighting all that now as well. And establishing something that women can do.

Carlton Reid 58:24
Well, Hannah, that’s been absolutely fascinating. Thank you ever so much for taking some time away from Cleo to be with us on today’s show. So to end would you mind telling us how we can get hold of your book and any social media things we should be aware of to get in touch with you?

Unknown Speaker 58:45
Yes, well, thank you so much for having me, Carlton. I’ve had a really enjoyable time speaking here. And should anyone wants to buy my book, it’s available from all the usual outlets and I am on Twitter, @HannahVRoss.

Carlton Reid 59:00
Brilliant. Thank you very much. And by the way, it was Mama Agatha. I did a quick search on that. So I did a story on forbes.com on it was 2019 because they did a few teasers a couple years before that. Then they released the whole movie I think it’s probably on Netflix and stuff. So Mama Agatha. Absolutely right up your street, Hanna.

Unknown Speaker 59:23
Fantastic, I’m going to search it out.

Carlton Reid 59:27
Thanks to Hannah Ross, and thanks to you for listening to the Spokesmen cycling podcast, show notes and more can be found on the-spokesmen.com But meanwhile, get out there and ride …

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21st March 2021

The Spokesmen Cycling Podcast

EPISODE 270: Streets for kids

SPONSOR: Jenson USA

HOST: Carlton Reid

GUESTS: Alison Stenning and Sally Watson

TOPICS: Play streets, cycling and the pop-up protected cycleway on the NE England coast, the Sunrise Cycleway

LINKS:
New Cycling

Play Meet Street

TRANSCRIPT:

Carlton Reid 0:14
Welcome to Episode 270 of the spokesmen cycling podcast. This show was uploaded on 21st Of March 2021.

David Bernstein 0:24
The Spokesmen cycling roundtable podcast is brought to you by Jenson USA, where you’ll always find a great selection of products at amazing prices with unparalleled customer service. For more information, just go to Jensonusa.com/thespokesmen. Hey everybody, it’s David from the Fredcast cycling podcast at www.Fredcast.com. I’m one of the hosts and producers of the Spokesmen cycling roundtable podcast. For shownotes links and all sorts of other information please visit our website at www.the-spokesmen.com. And now, here are the spokesmen.

Carlton Reid 1:08
On the last show I talked with author and child’s play expert Tim Gill. I’m Carlton Reid. And today’s hour long episode, I’m continuing the child’s play theme, as I talk with academics and campaigners, Alison Stenning and Sally Watson. Now it just so happens both live close to me in Newcastle. But while we talk about the northeast of England, the main theme is universal. And that’s designing our streets so children can get about under their own steam. It’s on today’s show, the previous show, hopefully, you’ve listened to was with Tim Gill, who’s a play expert. And I’ve now got other play experts on here, but from a different, a different angle. And I did preview them in the previous show. So I’d like to welcome to the show Sally Watson. Hi, Sally.

Sally Watson 2:04
Hi, Carlton.

Carlton Reid 2:06
And Alison Stenning.

Carlton Reid 2:09
Now you’re both incredibly local to me. So it’s like, it’s crazy that we’re even doing this over over Skype, because, you know, I could go in and meet you at any time. I mean, Allison, you’re about five miles from me, Sally, you’re probably less than two. So welcome to a very, very local episode of an international show. First of all, I’d like to come to both you and ask about your current work, cuz that’s why I’ve got you on. So let’s let’s, let’s go to Alison. First, Alison, tell us about the work you’ve been doing on play streets in the northeast. But what that also says about play Streets and play in general for the whole of the UK.

Alison Stenning 2:56
Okay, so I mean, I have two hats on here. And I’ll predominantly talk about kind of my first heart, which is, I suppose, my academic hat. And I’ve been researching play Streets, and particularly focusing on the playing out movement, which was launched just over 10 years ago, originally in Bristol. And I’ve been trying to explore what it what happens on streets when people play on them effectively. So what does it do to the street? What does it do to the life of the street? How does it change residents experience of their street, if they get a chance to play on it, both adults, and children. And I was due to be researching that over the last year, year and a half to really be focusing on that. And clearly things have changed in the last year, year and a half. So I haven’t been able to do that in quite the way I wanted. I’ve picked up that research in different ways. I’ve tried to do it in different ways at a distance, and looking at kind of previous historical periods as well as the contemporary period. But I’ve also then been able to pick up some stuff around what’s been happening in terms of playfulness on streets. During the pandemic, we all saw kind of a big outburst of play during the first lockdown in particular. So being trying to kind of use that as a way of kind of opening up debates about what else might happen on streets. How else might we enable play to happen on streets? And what might that do?

Carlton Reid 4:15
See, I was just assuming you know that this is for children, but you’ve said adults as well. So what do you mean adults playing on streets?

Alison Stenning 4:22
lWell,

Alison Stenning 4:22
what we find I mean, they’re playing out model is a very particular model, which closes streets temporarily for play, usually on a monthly basis, sometimes weekly, and fortnightly. And it’s very much a child lead kind of model. You know, we don’t organise games for children. But we do assume that parents will be around and responsible for their children and for maintaining safety on the street. So what often happens is that was the children are playing and running up and down and the adults are trying to kind of stand back was the kids play and get on with whatever else they want to do. We see adults just hanging out chatting, laughing getting to know each other. You know, adults don’t often play in the same ways that children do but that kind of play Equal space and the kind of playful atmosphere that’s created on the street, when a bunch of kids are playing on it can be very kind of liberating and very kind of positive, I guess, in terms of, you know, the sorts of potential connections and relationships that can be made between adults as well. And we do. Yeah, of course, we see adults getting involved, too. You know, we see adults talking with the adults playing football, we see adults getting involved in some of the children’s play, too.

Carlton Reid 5:22
You talked about connections that is it. Is it Appleyard? Is that the study? A famous study? I think it is in New York. I’m trying to remember here what this study is. But it’s basically a study which shows that, you know, with lines across the road, you know, the proximity people or the haggle across the road is very different when there’s a bunch of cars around, compared to when there’s not a bunch of cars around.

Alison Stenning 5:46
Yeah, absolutely. So yeah, that’s the density and the kind of the number of cars flowing down the street. And obviously, what happens on a street plate close for players that there are, well, residents can drive to their, their front doors, if we allow them to, but generally, there’s no traffic so people can cross the street, people can move up and down the street. But often what we’ve seen is that for the first time, when streets close for play, people realise quite how many children there are living on the street, and they meet neighbours that they’ve, you know, maybe seen at a distance, but never spoken to. And we’ve had numerous examples of that. An example on the street In Whitley Bay, for example, where after their first place street session, there were people in their 70s, who’d lived on the street for over 30 years, meeting neighbours for the first time.

Carlton Reid 6:28
Wow. And, and Sally, welcome to the show. And, Sally, tell us a bit about your academic credentials at the moment, the kind of study that you’re doing. And and because you are, you’re you, you come on to the video, show ideas, with beers where you discuss this. So tell us a bit about what you’re doing in this in this realm.

Sally Watson 6:56
Yeah, so I’m a postgraduate researcher at Newcastle University, and my background is in Architecture and Planning. And I’m really interested in the decisions that are made about how we design our cities that that afford children, you know, more or less freedom to play and to move around. And, and for me, the mobility, and play are very much intertwined. And so I started out sort of looking at that we have this story about loss and decline of play over the over the course of the second half of the 20th century. And actually, it’s sort of a bit more lumpy than that. And there are moments where we are trying to with the efforts are made to design better environments for children. But not that aren’t just playgrounds, it’s you know, it is actually streets. And, and but these are moments and also these, this kind of increase in motor traffic and car traffic and parking that we see isn’t doesn’t isn’t something that just happens, you know, smoothly is contested. And so I was quite interested in looking at the point in the 1970s, where, where many new housing estates were designed, which separated children’s sort of pedestrian play space from from car design space, and how these become quite stigmatised for many reasons, including probably predominantly political reasons, in the 80s 90s. And, and how, but how Actually, there was also sort of a retrofitting of streets and what happened, what happened in those places where, you know, who, who wanted this to happen, who didn’t want this to happen? Why does it end? And it seems that there’s a point there where we could have some really made, you know, we were really interested as a country, it’s sort of in the UK and other places, you know, developed differently. But we were quite interested in tackling this issue of, of enabling children to play on streets. It’s just something that that we, I think, you know, there is a there’s a movement to push for this now, but it is, it’s still quite a small voice, you know, kind of wanting change.

Carlton Reid 9:04
So what hope do you see for the future, because it’s often said that touching for a politician, for instance, to touch car parking, it’s like touching the third rail, you know, it’s something you just you just don’t do if you ever want to succeed in politics. So given that’s the case, what what do you think is the future for your particular research and whether it could be changed in the real world?

Sally Watson 9:31
Now? Well, I think actually, actually, parking is something that is we don’t talk about enough. We’ve talked a lot about movements of traffic and how that sort of dangerous and deters children. But um, parking, you know, at this point that I’m looking at in the 60s 70s parking, and children are literally, you know, on the same page, when policy is being written about, you know, there is this idea that you can have it all that we can provide parking and we can also make space for children. And this idea that you can have these huge sort of, kind of you know, all main roads become really quite this urban motorways and and then residential streets or become sort of kind of a Radburn is this trying to kind of have your cake and eat it really, it’s not really tackling the issue of how you kind of ensure that people are able to travel in other ways other than other than using the private car. So sort of to go a long way around as a question. I think one of the things that if we’re really serious about making it safer and easier and more acceptable for children to play on the street, we do have to tackle, you know, the amount of driving, and the way we do that is through making safe streets safer for walking, cycling, but also we’re doing really need to improve public transport, we need to think about planning where we’re planning new housing, all of these things. It’s not an easy thing to fix.

Carlton Reid 10:47
So did you say Radburn? So like the cul de sac movement? 1920s? Is that what you mean?

Sally Watson 10:53
Yeah, Robin is it kind of is, it seems to mean many things to many people. It’s, it’s, it’s, it can be something that’s very high density, it can be as we now think of it as being because of huge sprawl and cul de sacs, the original intention was that they were more connected, there was more connectivity. For walking, then then actually, we often get in some of the sort of more 80s 90s sort of American style cul de sac estates. It’s not necessarily the solution. That’s not what I’m proposing. It’s just that at this time, when in the 60s and 70s, when we were designing radburn, or, or something like it quite widely. That was one of that was the kind of the one of the main aims was to make a safe space for children in housing areas.

Carlton Reid 11:38
So Alison, I’ve seen some of your your tweets where you’re discussing. I mean, if Sally is talking about the 70s, there where you’ve discussed previous eras, where play streets were, were being created, placements are then being uncreated. So So can you give us a bit of a history of, of, of play Streets in the UK?

Alison Stenning 12:03
lYeah, I mean, this is something very much something that kind of Sally and I have been working on in parallel through kind of WhatsApp conversations late at night, as we’ve rediscovered the history of place rates in in in the northeast, particularly in Newcastle, and what was then time at Borough Council. So in 1938, the street playgrounds act enabled local authorities to close streets for play. And Sally can add to this story for sure. But it was largely driven by the absence of play spaces in particular neighbourhoods. So these often and poor more disadvantaged neighbourhoods, they were some quite regularly through the 1940s and 50s. And beyond ones that were at risk of redevelopment as well. They tended to be places with high populations of children, and that with very few safe spaces for play, and there was, I guess, already, the kind of rising concern that numbers of motor vehicles were increasing on residential streets, often not private vehicles, but delivery vehicles, milk vans, coal, lorries, that kind of thing. And that they were threatening children that children were increasingly at risk on the play spaces that had been historically kind of their ordinary everyday spaces for play just on their doorsteps and in their back lines on their streets around the corners. And so the 1938 Street playgrounds act set out to enable local authorities to restrict traffic on those streets for certain times of the day, it was usually 8am to sunset or sunrise to sunset, when the streets were first established. This arose from a movement that started in Salford and learning from experience in New York, prior to that have been streets in London that had tried this before the 1938 Act. But after the 1938 Act, we saw a number of local authorities picking this up. And in fact, timeout Borough Council was one of the first to pick it up. And it was certainly the first in the northeast to pick it up. And originally rejecting the idea and but quite quickly, within about so four or five years of, of the acts being passed time after accounts or identifying streets to designate as placed rates, and those were almost all in North shields, and almost all in parts of North shields that kind of, I guess overlook the time overlook the shipyards, as it was then. So, Tyneside flats, narrow streets with terraced housing, and very little green space rail open space. And most of this happened then just after the war. So there were some bomb plots that had been turned into impromptu playgrounds, but there wasn’t a lot of space for play. So these were the ones that were designated.

Carlton Reid 14:43
So Sally, Where have they gone? Where do they go?

Sally Watson 14:46
Well, some of them are still there. Actually, we have found at lists in both in Newcastle and in North Tyneside, of some of places, which are still there. Many of them have been demolished because they then went on to be, they were well, they They were probably already down as being slum clearance areas. And, and then some of them, you know many of them later on the traffic there is just too much traffic. So we still have quite a few and Heaton. But, you know, the demographics of people who are living in those houses change for various reasons related to sort of to housing housing policy. And also there is just too much traffic. So just the sign on its own isn’t enough. I think what it’s, it’s made me think a lot about the work that Allison does in North Tyneside, and that, you know, the place street just closing the streets, in and of itself isn’t necessarily enough, and that there is also this, this kind of really important role, perhaps even if you, you know, even if you live on a dead end street, perhaps there is this also this important role of community organising for play that actually brings something, something else some other than just sufficient physical infrastructure.

Carlton Reid 15:51
We’re talking about play here. And this is a question to both you I guess. But it’s not just about, you know, getting out there playing hopscotch, doing all these fantastic things talking on the road. It’s also about mobility, and children, having the ability to actually move about the places where they live, you know, forget play, it’s just how to physically get from your house to school to see your friends or whatever. So, Alison, how does how does that aspect fit in actually getting people to use their own form of transport without relying on parent or taxis?

Alison Stenning 16:27
Well, I think I mean, you know, the playing out movement would very much see themselves as part of this. And I think, often, this debate within the playing out movement rests on idea of timber gills, that that the street is the first step in independent mobility that every child feels at home on their own Street and feels like they can move around their own street safely, whether that’s because they’ve learned how to manage traffic, and just to be aware of traffic and to feel that the street is theirs, and that they have a right to walk up and down it, then that can lead and build towards a much greater sense of independent mobility. And we also have a lot of evidence, for example of children learning to ride their bikes on streets that are close for play. So there is this kind of sense in which giving children the space, but also a sense that this is their street, and they belong on it, then that that can build and create kind of other spaces and extended journeys that we all started, you know, by developing our kind of spatial mobility and our independent mobility from our doorsteps. And but that’s been increasingly kind of restricted over the years. And I think there’s this sense in which of you, if you give children space to play, if you give children space to explore abuse, give children space to connect to their streets, and then they’re more they’re, I guess, they’re keener to kind of extend their roaming distance beyond the street. But then obviously, you come up against the barriers to that, which, you know, we keep coming back to the question of traffic and cars. And I think, you know, things like school streets, for example, connect to these debates, creating what is effectively a place to eat outside of school, which not only changes the atmosphere outside the school, but also for many will start to be a part of the jigsaw or in a safe journey to school. And we hope I suppose that, you know, by giving some children the space to see what is possible without cars, and what’s opened up, when we reduce the number of cars on a street or maybe dentistry, that there’s also a kind of cultural change. And I think, you know, this sense in which there’s a kind of, there’s a numbers game, I guess, going on that, you know, play workers often say that kind of the child’s favourite loose part is another child, that what they want to play with is another child more than anything. And I think that’s also true for questions of kind of independent mobility. That’s much easier for children, if they’ve met each other hanging out on the street playing together on the street to move around and beyond the streets together. And so there’s a sense that if more children are out on the streets, if more children are feeling confident on the streets, then that will generate, I guess, shifts in parenting shifts in parenting cultures, which have to go alongside the reduction of cars and car traffic.

Carlton Reid 19:06
With with it with Tim, I didn’t talk to him about like stranger danger. So you know, that’s one component. It’s not just traffic danger. People aren’t afraid of it stranger danger, too. But so I’d like to come to you and ask about because I don’t want to hyper localise it too much. Because this is this isn’t a Jesmond show, but you had issues with the school in Jesmond being able to basically get your kids to school in safety.

Sally Watson 19:38
Yeah, I suppose. I mean, just going back to Allison was saying about the street. And I think just going back to mobility, I think we can think tend to think in very adult terms about mobility and you think about what’s a toddler’s mobility? Well, you know, we know that very young children much prefer to to play very close to their homes. We think about that. You know that child knocking on a neighbour’s door to us or don’t they? Is mobility but equally, that child moving around that street and playing, you know, that’s, that’s partly that is also mobility for them and you know, and equally then to then talk about the school run a bit i think you know, mobility is is not we talk a lot about independent mobility but actually children are also travel or move with with family with friends and we need to sort of think a bit more widely about about that. So you know, that our school run is is probably many people would think is not too bad until the point that you get to school and that environment outside school is kind of what I would just call traffic chaos. And you come up against, you know, many other people trying to use that street for many different purposes. And I think it’s as good then, you know, it goes back to that the street, what, what is the purpose of that street at that time of day? And whose movement movement? Should it be facilitating? And really, you know, given you have a huge number of children trying to travel through there, it isn’t, again, I think it isn’t just about travel, as Allison said that this idea of school streets, you know, the atmosphere of arriving at a school where there is no traffic right outside kind of completely, I think transforms the experience for those children arriving at school and those families.

Carlton Reid 21:18
So if you were the Newcastle transport planner, how would you change that particular street? And how would that link into maybe other streets, other schools elsewhere in the UK, perhaps even elsewhere in the world?

Sally Watson 21:31
I think I mean, and I think actually, others have started to talk more about secondary as well, but I think there are there are differences between primary schools and secondary schools, there are differences, you know, in the types of streets that that schools are on, I think schools that aren’t on aren’t on a kind of main road, really serious main road, bus route, whatever, there’s, there isn’t really any reason why you can’t create a school street or even a network of streets that are accessed only at school drop off and pickup times. These are just decisions that you know, that we, as adults, adults in positions of power can make. Yeah, they can be controversial, but I think, if framed in the right way. And I think that they are sort of broadly acceptable compared to most people, and but then you have a different issue when it comes to older children travelling to school, the some recent research that that’s actually in Newcastle talking to children, about about their worries about pandemic and one of the things that come out of that is, is how they feel using public transport. And so sort of, again, thinking about mobility, you know, older children might be walking, might be cycling, might be using public transport to get around the city. And we’re not really kind of thinking about any of our transport planning with their needs in mind. So it’s sort of a, you know, it’s a bigger thing than the street, but it does definitely kind of start with those those streets.

Carlton Reid 22:54
Alison, that say, mentioned the pandemic there. Do you think I don’t want to touch on the sunrise cycle ages? Yeah, what am I gonna leave that for a moment? But do you think what’s happened during the pandemic, either gone organically from just people being, you know, in effect close to home, or from the government’s point of view, where they’ve, they’ve actually done stuff or tried to do stuff to increase active mobility? Do you think the pandemic will lead to societal changes in the long term?

Alison Stenning 23:34
I suppose that’s the kind of million dollar question, isn’t it? And I think, you know, I think lots of us who are kind of very excited by what we’d seen, as you say, both happening in an organic manner, during the first lockdown, but also, the announcement of the active travel funds. Last year, we’re quite excited that this might mark a shift, both in terms of people’s experience of their streets, and what they hoped for on their streets, and, but also government and local government or responses. And I suppose I’m increasingly less positive about what’s been achieved and what might be maintained. And I think, you know, we need to look back at kind of some of the biggest structural issues around, you know, cars and car parking and those different kinds of mobility. And as Sally suggested, the alternative forms of mobility, which might, which might kind of take up some of the slack, particularly kind of public transport. I think, you know, people did enjoy and recognise the value of low traffic streets, which is what we effectively had in the first lockdown. And that wasn’t true for everyone. People were still having to travel for work, and there was some essential travel going on. I think for the most part, in most parts of the UK, we saw a dramatic decline in in traffic, we did also see an increase in speeding. And that’s an interesting connection to think about, in terms of making streets safe for children for others, too. I think, you know, all of the debates that we’ve seen about low traffic neighbours Particularly in London, the controversies there, but also the controversies clearly in in Newcastle, you know, suggest that there’s still a very big kind of Hill to be climbed around this. And and I don’t really have the answers to that. But I do think yeah, I think it’s perhaps not I’m not as optimistic as I was. I suppose this time. We’re not this time last year, but over the summer.

Carlton Reid 25:23
Sally. And the same question to you. Are you as pessimisticvqs Alison, are you optimistic on that there will be societal changes will come after after the pandemic?

Sally Watson 25:35
Yeah, I probably like, Alison, I think I think that I’m optimistic about some, you know, that there have been some shifts, I’m less optimistic about where we go more broadly, because I can see that there is, you know, there isn’t in enough infrastructure being built to support other other modes other than driving fast enough. The, the, you know, the difficulty, in terms of pushback is is huge. In I mean, it is and bigger and something like that, I think London has seen a bigger backlash than I’ve seen anywhere else in the UK, but there has been a backlash out everywhere else. But also, I just can see that, you know, people are going getting in their cars, and people aren’t using public transport, and that’s a really worrying thing. And we start seeing, you know, drive thru cinemas advertised and everything’s, you know, all us, you know, cuz everything’s gonna be a drive thru. And that really worries me that we were end up ending up going to kind of actually kind of support more driving rather than discouraging it through that. But I mean, I think you know, for for politicians, there is opportunity here, and you know, the features still to be decided written, really, they do have opportunity, we see even where we live huge numbers of people cycling, one of my concerns about how we plan to support, you know, this kind of activity in the future is that we’re not measuring any of this. And we know that through, if we don’t have that sort of data to support change, it can be more difficult to make those changes.

Carlton Reid 27:11
So I said, I’m gonna come straight back to you on on the bridges, because there’s been a Newcastle has closed off to my address, not to pedestrians, not to cyclists, not to, to scooter users, etc, but close off to motorists, five bridges. And then there’s an awful lot of controversy, as they always are on these kind of things. But it does seem that touchwood that Newcastle is holding its nerve, and is not reacting to the incredibly loud voices and including some potentially fraudulent voices in this particular semi consultation. So So what’s happening with the bridges? And are you hopeful that those particular bridges will remain open to pedestrians and cyclists but close to motorists?

Sally Watson 28:01
Yeah, I think we are hopeful. I mean, we really we don’t know what the decision is going to be at. But the reason I think we’re hopeful is that they’ve they’ve kind of so far done everything that they said they would they kind of come up with a report quite quickly after the after the sort of end of the consultation and there’s a decision, I think that’s gonna be made in the summer, but they’re talking about it looking kind of looking quite carefully about how people respond to the consultation, and but also looking at other sort of other data, you know, in terms of traffic, but traffic on main roads and air pollution, what have you. So I think it is, it is important. And and also actually, I think, you know, recognising that while I think we had quite a good response to the consultation, it’s probably not representative of the people who live in these bases. And to go back to children. This is an, you know, big issue that we have, I think when we look at how many children are responding or being or even able to take part in these consultations, it’s very, very tiny numbers. So, you know, if we make the decision based on what you know, and the or your kind of, I think a recent, a recent transport policy consultation in the northeast, has just announced its findings. And you know, the majority are not the majority, but by far the biggest group of people who had responded were white men who were around some in their 50s. And, and it’s really important that we make sure that we’re we’re kind of thinking about transport, we’re thinking much more widely than, than that.

Carlton Reid 29:34
That’s a good point. So listen to children a bit more. Yeah. As children physically ask them. Yeah,

Sally Watson 29:40
And that that’s difficult. And obviously, it’s even been been more difficult in the pandemic, but in I say, it’s difficult in that, you know, we know how do you access that? How do you access that this is always the kind of question about how do you engage what what are kind of generally known as hard to reach groups but but I think you know, there are ways of doing that. And I think that we probably don’t spend make enough effort to do that.

Carlton Reid 30:06
So Alison let’s let’s talk about the Sunrise Cycleway and potentially permanent changes might result. So give us a brief rundown of the changes that were made in your neck of the woods this particular cycle way whether it was well used and and then it was dismantled. So tell us about the dismantling of it and and what happened there, but then also maybe discuss the potential for a permanent cycle way to come out of this.

Alison Stenning 30:38
Yeah, I mean, I think you know, what we saw last summer was, yeah, the creation of a three mile five kilometre cycle along the seafront, from time mouth to Whitney Bay, running through cullercoats all along the seafront, effectively removing one lane of traffic, the southbound lane, which was replaced by a two way cycle cycle lane, and there was a bit of shifting and changing kind of in the process to accommodate particularly the needs of both fishing boats, but also the volunteer life Brigade, who need access needed access kind of along the coast. So there was a bit of shifting and changing to create access points. And but largely what we had from July through to October here, I’ve got my dates, right, was a traffic free cycle way right along the seafront, it was extremely well used. And I can’t remember off the top of my head, the figures, but it was 1000s of people daily peaking, obviously, weekends and and in the summer months. And it was used by all sorts of different people, but particularly it was used by children, by families and by people on non standard bikes, as well as people who were on road bikes, but perhaps would have travelled up and down the coast anyway, this bit of road forms part of the National Cycle network route one, which is in ordinary times shared path right along the seafront. It’s quite a wide path at times, but it’s often quite narrow. And in the context of both the summer and the pandemic, we’d see huge numbers of people trying to kind of make their way up and down the coast. And I guess what we’re beginning to see after the cycleway was pulled out in October on the basis, apparently of falling fingers, but also tricky negotiations with other coastal users. And you know, the argument all along was that there would be far fewer people using this, but what we’ve seen is a consistent flow of people trying to walk and cycle along the coast, and that that’s picked up really dramatically in the last kind of month or so that it’s really quite difficult to cycle down what is now a shared path on the pavement. So we’ve been actively kind of pushing for and trying to kind of, you know, encourage the council to to move towards both kind of, I suppose, a short term solution and a longer term solution and the Council have committed to a longer term solution along the seafront. We’re not sure how that will work and living streets, North Tyneside have put forward a plan for what they think might work. And we’re not sure what the council is looking at what the council’s ideas are, but a way of accommodating different forms of traffic down the coast and creating space for walking and cycling. But we say that there’s quite an urgent need for that, in the short term as well, I have no idea what it’s going to be like on the summer during the summer on the seafront. It’s already heaving at weekends with very, very difficult kind of to walk, let alone to walk and cycle on the on the path. And there have been quite a lot of tweets and other kind of posts on social media over the last few months about the number of close passes that happen on the seafront road on the road now that most cyclists are back on the road. And of course, that excludes cyclists who aren’t confident excludes children and excludes family cycling with their children. So we’ve seen a real shift in in in the opportunities to cycle through the bar. And I think you know, obviously there was a lot of focus on this being a kind of sort of leisure route, but it often it also provided a really safe route between our our town centres between Whitley Bay, cullercoats and time mouth that say travelling for shopping, having to see friends and family and when that’s been possible, and that LinkedIn then to these closures on northfields fish key and on Park view In Whitley Bay. So these places became if you like kind of destinations for people kind of shopping and eating and drinking. And they were connected by a cycleway which made moving between these places much easier.

Carlton Reid 34:45
Now an awful lot of the chatter on social media was basically saying those places which you just mentioned, that they’re losing all their business. And that was obviously because of the pandemic. It was just that why people aren’t going To shops? And yeah, that was the evidence that was very often cited. Would you say there was there was some people would say the opposite to that? Yeah. I

Alison Stenning 35:09
mean, I think that there’s different pictures, I’d say on the fish key and park view, my understanding is that almost all of the businesses, that’s to say, kind of the food and retail businesses on the fish key were in favour of the closure and are pushing, as far as I understand for another closure this summer. And the on Park view, it was slightly more complicated, I think. But I think, you know, what we haven’t seen is the evidence that the council gathered, you know, they did record and report both traffic on the seafront, but also footfall and all sorts of other data from Park view and from the fish game, we don’t have that data. And it hasn’t been reported publicly. And so we don’t really know what numbers were like. I mean, we can rely on anecdotal evidence, obviously. But what we also don’t know there’s been no, no systematic and clear kind of survey, as far as as far as we understand of the businesses on Parkview. We hear stories of people, you know, feeling kind of at risk and losing business, but we also hear stories of people for whom it was an amazing boon in terms of their sales. That that was food shops, and some of the clothes shops and some of the bars and cafes down there. So we don’t know is the answer. And we don’t have the evidence at the moment to make those decisions. And I think, you know, in contrast to Newcastle, where there was a very widespread consultation, and we’ve already seen the initial results from that, we don’t really have that information in North Tyneside

Carlton Reid 36:34
yet. So Sally, again, we’re going to be hyperlocal here. But in our particular leafy suburb, there has just recently appeared some protection for cyclists on some stretches of, of, of, of road, so I’m assuming you welcome those kind of bits of infrastructure been installed. But do you think and he kind of mentioned this before? And you said, it’s not coming quick enough. But how quickly did that do with Newcastle City Council have to go to actually make these interventions actually physically work?

Sally Watson 37:13
Yeah, I think that it’s been really great to see the temporary stuff. I think the difficulty with it is we know this that when you when you’re talking about temporary cycling’s, you can’t really deal with the junctions. And so I can understand the reluctance to, to put in huge amounts of temporary stuff without a plan to make to do something about the junctions. But I think that, to some extent, you know, there are people who are such nervous cyclists that they will get off and cross the road junctions and still use the production. So I think there’s probably a case for more temporary, you know, we know that there are streets that are wide that are, you know, in fact, I have personally suggested to the council that, you know, shortly after this all started that they might want to think about focusing on on secondary schools looking at secondary schools, which are main roads which have space and putting in pop up cycle lanes there because even even if they can’t deal with the junctions, you have huge numbers of kids spilling out of schools onto quite narrow pavements and they’re already sort of jostling and people you know, kids who are cycling can end up on the road so you know, thinking about it in those terms then with a plan to make this permanent in the future is probably you know, those are quite good places to start. And so that we’ve been led to believe they have funding to make the some of the pop up stuff here permanent don’t know about some of the other stuff that’s wasted waiting to see what we have a high straight street here which has some cycling some pedestrian I think many of us feel that you know, who cycle feel it would be really it’s really important that that that temporary pedestrian space, kind of getting the common cycling space in the future. But I think that not that I don’t think that’s necessarily a plan that the Council have. So these things were always kind of, I suppose pushing pushing for more with the sort of recognition that if you want people to come and use high streets, you do need to make this space for cycling we’re seeing many many more people cycling if you want them to come and stop at shops you know, it’s just it’s not like when you come in the car and you bring your kids and you can get out of buggy your if you’ve brought your kids on your bike you you know how do you then tell if you have a baby and a toddler and has been huge and shopping How do you manage that so he’s we’re seeing many more different types of 500 cycle now being used to with children. And so we you know, we do need to think about infrastructure for sort of cycling and a much more broader sense it needs to really get to right to the two destinations you need psychopath from all this, all this other stuff. So it’s a big leap on from thinking about your commuter routes.

Carlton Reid 39:59
And Allison, if you asked a five year old, if you asked a 15 year old, if you asked a 16 year old, you know, what would they want from their streets? You’d get, I’m assuming a certain answer. If you then asked a 17 year old and that’s the age, of course, in the UK, where you get your driving licence, that and I’ll consider the United Nations consider to hold on to I think 18, isn’t it? So I’m a child of 17. He’s got a driving licence, we’re all of a sudden have a very different view of what should perhaps I’m assuming here of the transport priorities. So how do you make either that connection or that disconnection from as soon as you get your driving licence, your perspectives on this change completely?

Alison Stenning 40:51
Well, I suppose there’s two things is one is that having a driving licence, you know, doesn’t mean you can afford to take lessons pass test by a car. So there’s still enormous inequalities, which exist, even after 17 that is a relatively small number of children and young people who would be able to buy a car and use that as their primary mode of transport. And there are huge costs associated with driving and unless those can be absorbed by you or your family, then you’re still it’s still not going to be your primary mode of transport for quite some time. And the other thing is, I suppose that you know, that that kind of rite of passage of kind of passing your test and getting a car when you turn 70, and or kind of as soon as you possibly can afterwards, is a result of the the way in which we hold the car up in, in popular culture, if, you know, if we can make changes now, which mean that actually children see, you know, young children now see that, you know, bikes or feet, give them more freedom to move around their local communities safely with their friends, you know, okay, you can give your friends a lift in a car. But you know, getting around hanging around them, you know, I guess this is the thing about asking children and young people. And like Sally said, you know, there are now numerous ways in which people have tried and tested talking to children and young people about what they want, from their streets, what they want from their cities, what they want from their public transport systems. It’s not, you know, there’s just dozens and dozens of studies that have done this now. And it’s not beyond the realms of possibility for councils like Newcastle or North Tyneside to actually consult children and young people and to ask them, and yeah, there will be much the needs of an 11 year old will be very different to the needs of a 17 year old. And there’s been a lot of stuff recently, about how how little, for example, teenage girls are accounted for in public space, and how they might move about public space. And how they might, you know, choose to travel, choose to meet their friends, and so on. So I think it is about asking children and young people, asking them what might make a difference to them making choices to buy a car or to take driving lessons, or in fact, just to have a bike. And you know, you see, I see, I see young people, I don’t know, 15, 16, 17 year olds, cycling all over North Tyneside, they’re often cycling on the pavement, because it’s the only place that they can safely cycle. But it’s clearly how young people do get around. That’s how I got around to the young person. And it’s one of those, you know, taking your test at 17. Buying a car is one route, but it’s not the only route. And it’s a privileged route.

Carlton Reid 43:21
Well, thank you, both of you for taking the time today to chat with me to end Could you please tell everybody how they can find you on social media and perhaps any links to your academic or any other hats? You like to put that I know Sally might give a cycling campaign hat there. So first of all, Alison, give us your social media and any other links.

Alison Stenning 43:49
So I’m on Twitter as @Alisonstenning, quite easy to find there. And, and in terms of my academic role, it’s very easy to search for me at Newcastle University. I’m in geography at the university and you’ll find me if you if you search for me, and I also have you kind of I guess to activist hats, I run playmate Street, North Tyneside here coordinate street closures play in North Tyneside, again, that’s at play meet street on Twitter. And you can find us by searching. We’re on Facebook, as well as we have a basic website. And I’m also involved in living streets in North Tyneside, and off the top of my head. I can’t remember what their Twitter handle is. But again, if you search for that, you’ll find both a website and twitter twitter handle and the Facebook page. Thank you

Carlton Reid 44:41
And Sally?

Sally Watson 44:42
So yeah, I’m also on Twitter @SalaWatson. I can be also found in Newcastle University in the School of Architecture, planning and landscape. I additionally I chair the Newcastle cycling campaign, we have a Twitter which is @Newcycling We also have you can find too that we have a Facebook website as well

Carlton Reid 45:07
Thanks to Alison Stanning and Sally Watson there and thanks to you for listening to the spokesmen cycling podcast. Show notes and more can be found on the-spokesmen.com but as always

Carlton Reid 45:23
get out there and ride!

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Sunday 28th February 2021

The Spokesmen Cycling Podcast

EPISODE 268: Bike Freak: Being Gary Fisher

SPONSOR: Jenson USA

HOST: Carlton Reid

GUEST: Gary Fisher

TOPICS: I walk Gary backyards through his life, starting now and ending in 1950, the year he was born.

LINKS:

“Being Gary Fisher,” Bluetrain Publishing.

TRANSCRIPT:

Carlton Reid 0:13
Welcome to episode 268 of the Spokesmen Cycling Podcast. This show was published on Sunday 28th February 2021

David Bernstein 0:24
The Spokesmen cycling roundtable podcast is brought to you by Jenson USA, where you’ll always find a great selection of products at amazing prices with unparalleled customer service. For more information, just go to Jensonusa.com/thespokesmen. Hey everybody, it’s David from the Fredcast cycling podcast at www.Fredcast.com. I’m one of the hosts and producers of the Spokesmen cycling roundtable podcast. For shownotes links and all sorts of other information please visit our website at www.the-spokesmen.com. And now, here are the spokesmen..

Carlton Reid 1:08
Mountain bike icon. Gary Fisher has a book out. It’s a great book. No, no, it’s a fantastic book. It’s eclectic. It’s lively. It’s full of fabulous photographs. And I loved it. I’m Carlton Reid. And on today’s very, very long Show. I’m talking to Hollywood, Grateful Dead and transportation cycling with the eponymous larger than life subject of being Gary Fisher. You might think you know, Gary’s story, the mountain bike years, of course, and perhaps also his psychedelia phase. I’m not too sure he’s out of that phase yet, actually. But there’s plenty in our chat that’s fresh. And it’s fascinating to hear Gary reminiscing, as I walk him backwards through his life, starting now. And ending in 1950, the year Gary was born.

Carlton Reid 2:11
So Gary, this this book, it’s hard to put into words how good it is actually, it is just fabulous. I mean, the cover alone,

Carlton Reid 2:23
obviously, is an absolute knockout, just a wonderful, wonderful illustration of well, instantly recognisable mountain bike, bicycle, Guru icon, whatever you want to be called, or whatever we want to call you. It’s just fantastic. Then you turn it over, and there’s the back of your head. So it’s a wonderful gag. And then even even the spine is brilliant. So the spine

Carlton Reid 2:50
is just an open spot. It’s difficult to describe as it’s an open spine. It’s not like on a book you’d normally see. And then the contents inside are also not it’s like a graphic novel. Right? So tell me first of all, because this is guy Kesteven is the guy who has interviewed you. Is this like a British production? Mostly? Yeah. Tell me tell me about the production values here.

Gary Fisher 3:15
Okay, and Guy Andrews. Also, yes, you see, you know, he’s the guy that

Gary Fisher 3:22
really was the main guy behind Rouleur back in a day. Yep. You know, and I met those guys a long time ago. And they were, you know, really impressed me as they knew what they were doing. And guy’s wife, Taz Darling, she knows paper printing, you know, putting these things together, and it’s the

Gary Fisher 3:45
finish, let let the kids loose. You know,

Gary Fisher 3:49
basically,

Gary Fisher 3:52
I wanted to have a book that has a beginning, middle and end call to action, all these different things. And that’s was the important part. It wasn’t, I just didn’t want to do another dry autobiography, you know, and I, I’ve always believed in you try to find the very best people possible to work with. And then you set them free go out,

Carlton Reid 4:22
actually, I would, I would stop you that I would just say the text in this book is it would be standalone you wouldn’t need you actually wouldn’t need all the fantastic illustrations that are in there, even though they are absolutely fantastic. Because you have

Carlton Reid 4:36
as you know, you have had an amazing, amazing life and and hopefully we’ll we’ll get on to that. As we carry on and we we kind of go into your, your your background before you became this this bicycling icon. But what I’d like to do is just anybody I’m sure there’s nobody on here who’s listening to this. It doesn’t know

Carlton Reid 5:00
You are, but let me just read out what’s the first paragraph on the back cover. So that kind of sets the scene. And then I’m going to do something that hopefully you’ll agree to. But anyway, let’s just let’s read out the the cover blurb. “Meet Gary Fisher, the maverick kid bike racer, who cycles straight into the acid test seen and lit up the Grateful Dead gigs. The relentless tinkerer who transformed an industry and sold mountain biking to the world, and the visionary who still working flat out every day to prove that bikes are the answer to a healthier, happier future. for everyone.” Now, I know you are going on lots of podcasts, Gary, and and they’re very, very podcast. So you’ve been on the war on cars. And then you can talk about like your modern activism. And I’m sure you could go on a, you know, an acid trip, kind of podcast and talk about that background.

Carlton Reid 5:58
So you’ve had just an amazing life. Now, in the book.

Carlton Reid 6:06
It’s chronological. So roughly, it goes from, well, kind of before you’re born, so it talks about your, your, your two or three generations ancestors, and then it comes right the way up to the present. So with your permission, Gary, yes. I’d like to go through your book backwards. Okay. So there’s like, this is your life, but backwards. And I’ve just picked out. So I’ve read the whole book, I think it’s fantastic. So I’ve picked out some stuff I’d like to talk about. And and I’d like you to tell me stuff.

Carlton Reid 6:41
Some of which is is in it. Other interviews people will have heard before, you know, you got some famous anecdotes, and I’m sure we’ll touch on those. But there’s tonnes in this book that I didn’t know, which is fantastic to be able to get like a fuller story. So because it’s chronological, and because it, it ends in in 2019, even though it talks about COVID, about four or five times it’s bang up to date, in many respects.

Carlton Reid 7:10
But it’s it finishes the chronology finishes, roughly roughly now. So I’d like to take you backwards. So first of all, tell me about your Alex, your wife, your wife, and your your young children then now so we might hear them in the background. So let’s just, let’s just talk about them. So

Carlton Reid 7:29
tell me about your family background where you are in your house right now.

Gary Fisher 7:33
Right now. It’s just the four of us. So I’ve got a

Gary Fisher 7:38
two and a half year old girl, a six year old boy, and my wife and myself, my wife’s a doctor. And, you know, she’s a regular MD family doctor, and she’s been doing a lot of telemedicine. And normally, you know, I work she works, I still work full time for trek bikes. But the last month and a half we had and normally we have an Au Pair living with us. And for the last month and a half no pair so we take care of the kids ourselves, which is in incredibly sweet. I got a it’s a lot of work. And I get I totally get it. I mean, a mother’s job, you know, is never ending.

Gary Fisher 8:23
You know, and I’ve been a mother, I’ve been caretaker I’ve been a, you know, I bring in food and cook. I didn’t I never, if you told me 10 years ago, I was going to be cooking every day.

Gary Fisher 8:37
Really, wow, you know, what I’m doing, and all the domestic work. And it’s been? Well, some people would say humbling, but I’ve always believed in that type of work is really good for the mind and the body. That simple, humble stuff. It’s been really, really sweet. And that being said, we’ve got a new au pair that’s come up from Mexico and she wants to learn interior design. Oh my god, it’s so perfect. She’s so great. And she’s been in quarantine. She’s gonna come out on Thursday, and we’ll have a family of five again, that’ll be great. So it’s little things like that, you know, little this little pod and my I’ve got other kids and we’ve all been in touch via you know, Skype and other good like that, you know, nobody’s been physically touching each other or getting close simply because we got too many scientists in the family and doctors

Gary Fisher 9:42
don’t fool around.

Carlton Reid 9:45
So let’s let’s place you geographically. So my son Josh has been out to you and you kind of took him for a bike ride around your neighbourhood I believe it was. So what is that neighbourhood? So we’re roughly you don’t have to tell me exactly where your house is. But where’s your neighbourhood?

Gary Fisher 10:00
We’re just across the bay from San Francisco. And I mean, we’re literally on the bay. So we get the view of the Golden Gate Bridge of the city. It’s spectacular.

Carlton Reid 10:12
And it’s all the yacht a yacht club, isn’t it?

Gary Fisher 10:14
It is very close to the club. And all that, you know, this is the original Yacht Club of San Francisco, San Francisco Yacht Club, is located across the bay and Belvedere. And Belvedere has got a weird story to it, you know, they used to, they claimed it was an island, and therefore not subject of all the local laws, and they had their own laws.

Gary Fisher 10:38
And it’s really a charming little place. And my parents moved here when I was a teenager, and I hated it. And I couldn’t wait to get away, and I did. Now I’ve come back. And it’s like,

Gary Fisher 10:52
it’s, it’s amazing. It’s a totally change neighbourhood. It used to be old white people, and now it’s people that make money from all parts of the world, you hear all the different languages on our streets these days, it’s great, you know, I want to teach my kids four different languages, you know, we can do that the kids will, will absorb it, and it creates a more nimble mind, we know this.

Gary Fisher 11:20
It’s this, like, I guess, you know, I’m in that stage of life where I’m like, really, where people tend to, to get dedicate themselves to their kids. And part of that is, you know, this insane traffic system that we have here in the United States, that we’re relying on this grand experiment with the automobile that has never delivered on promise.

Carlton Reid 11:47
Now, Gary, I can date you very accurately because the chronology finishes in a certain year, but and you kind of brought it up there. But how old are you?

Gary Fisher 11:55
I’m 70. Born in 1950, right now.

Carlton Reid 11:58
Yep. So 1950 is when I want to end. So we’ve got a lot to get through. We’re not going to go for every single year, I’m going to pick out the highlights, but some of them are below lights in that. So the first one I’m going to go to is actually when the Gary Fisher name disappeared off bikes. So we are talking 2011. So we can go into the history of Trek when we when we get there in the the chronology, but just tell me about what you thought about the name disappearing. And you’re like the Gary Fisher collection, and not, you know, decal on the side of a bike. So what were you thinking then?

Gary Fisher 12:36
It was funny, because it was actually a part of saying, Yeah, this is a good idea. In that day, the company we’re producing, you know, my bikes and track bikes and wares are sort of cannibalising each other and sort of like, competing with each other. And a were obliged to make, you know, a completely different bike line. And that was crazy. You know, and, and that didn’t make sense. And at the same time, trek wasn’t all that powerful, and marketing of their known names. And we could go through that history, we had quite a few different names over the years. And a lot of them failed simply because they weren’t really good at getting out there. And getting in front and marketing, any of them, even the track name. And fortunately, that’s changed quite a bit in the last few years. You know, it brought in a number of new people, you know, younger people with good visions, and everything, good marketing people, and that’s, that’s changed. And it’s, you know, it’s sort of crushed me that I still had a great following, and yet

Gary Fisher 13:50
they wanted to take you know, my name was on the bike. I was fine with that. Even though trek was on a head badge. For a while I’ve disappeared completely, but lately, they they’ve been bringing me back and they use it a lot more of my names, you know, and it’s like,

Gary Fisher 14:07
the bike I’ve gotten behind the Marlin with simple bike, okay, that’s the whole idea of it. You know, it’s made of parts we know work of dimensions, or that you can there are available around the world, you know, fully supported. That bike, my baby sells more mountain bikes than any other mountain bike on Earth. You know what? So I don’t care what anybody thinks. I’m happy.

Gary Fisher 14:34
This is what I wanted to always do is cover the earth with bikes. You know.

Gary Fisher 14:39
I love high end bikes. I love Exotica. I love new dimensions, new standards. You know, the heck of it, let’s just go for it. I love that whole thing. But there is a place for the simple humble, repairable bicycle, you know, and that’s something we don’t make

Gary Fisher 15:00
fake bikes, you know, like, like, in the United States, we get this phenomena of what we call a bike shaped object, you know. And it’s really funny, it sort of comes in under the category of a toy. And it is truly unrepairable. Because it’s all soft steel, you know, soft material and everything. And we won’t make a bike like that, you know, we we, you know, I tend to think our cheapest bike is the world’s cheapest bike, dollar per mile sort of thing. And that’s where that Marlin hits it, you know that it’s a good simple, cheap bike with incredible colours.

Carlton Reid 15:37
So Trek isn’t, isn’t using your name on the bikes, but they’re using you. On what you’re, you’re a globe, obviously, now you’re not travelling anywhere, but prior to the pandemic, you are a global ambassador. Yeah, well cycling in general, but of course, Trek in particular, what’s on your business card? What What does it say on your business card?

Carlton Reid 15:59
What’s your job title?

Gary Fisher 16:00
Well, technically, you know, I’m a Product executive. But I’m also a brand ambassador. So those those two things, you know, is what I do. But then I’m, then I get this other title. I’m Gary.

Gary Fisher 16:15
You know, I can come in and comment on anything, and people will listen.

Gary Fisher 16:20
But that’s because I listen a lot. You know, I listen, a lot of always listen to my customers. And, you know, it’s the key people need to be heard. Or, you’re never going to win, any type of respect is never going to get anywhere with them. So you got to spend your time listening, you know, and why there’s new things you learn, you know, all the time. And that’s my goal. I want to learn something every single day of my life.

Carlton Reid 16:48
And I’m saying you’re learning stuff from your book, Gary. So let’s let go 1996. Now, so we’re, we’re skimming through the years here. There’s tonnes of fascinating stuff in between, of course, but we can’t talk about everything. So I’m going to talk about the kind of the riders you’ve been involved with over the years and and the what the first one that comes up in your, in the book or that sorry, going backwards in the book Paola Pezzo.

Gary Fisher 17:14
Oh, yeah.

Carlton Reid 17:15
Who won Olympic gold. medal, winning mountain biker looked fantastic, was a marketable personality in here own right. So I’ve got that down as 1996 when you started working with it all set when she won the gold, isn’t it? So in Atlanta, and she won that?

Gary Fisher 17:34
Well, that was a Yeah, in Atlanta, you know, but you’d already been riding for a couple a few years. And, oh, boy, that was crazy. But, you know, the whole situation we had in Italy, we had crazy distributor, you know, and, and she came through that, and it was, like, she and I is so funny. It’s like the coincidence thing. There’s stuff that we’ve, we marked it, oh, we have all these stuff in common. She was our writer for 12 years, you know, and,

Gary Fisher 18:07
you know, she would win the podium every time, you know, she had the timings the looks, you know, she could wear the fashions correctly and everything, that whole thing.

Gary Fisher 18:19
And at the same time, you know, choose dedicated, you know, completely dedicated, serious writer and everything.

Gary Fisher 18:27
This, we’ve been lucky, you know, we had some good riders, but everybody, they get into that realm of, you know, sponsorship and everything. And,

Gary Fisher 18:37
well, there’s people that are well known. I mean, you look at the stats, I mean, Lance Armstrong is still the best known cyclist in the world at this moment. But what are you known for, you know, is the that other thing and she sent a fantastic message, you know, look good, ride a bike, be strong. I mean, she’s strong and powerful. And, you know, I’m looking forward to the pandemic and ending and going there and bringing my family with me and

Gary Fisher 19:09
hanging out with the group. You know, this the good life, huh?

Carlton Reid 19:14
Yeah. Okay, let’s, let’s skim backwards. And we are now going to skim backwards to 1992. And that’s when you you basically sold to Trek.

Gary Fisher 19:27
Well, that’s that like, and that’s a simplification because my brother and I sold to another company before that, you know, and when and that was crazy. And my brother told me, I should listen to my brother. My brother said, I don’t trust these guys. He was over right.

Carlton Reid 19:45
So they were a Taiwanese company. Who made those BSOs who made those? They were they were churning out some pretty poor bike for you. Yeah?

Gary Fisher 19:54
well, they treated us as a cash cow. You know, I would. It was crazy. I got these pricings

Gary Fisher 20:00
From this is crazy, this pricing, I immediately, you know, jump on a plane and go to Taiwan I go around a different competiting competitor companies and I get prices that are 20% lower, you treat me as a cash cow and then a dumping ground. I mean, like, we get last year’s equipment.

Gary Fisher 20:19
You know, we get like bikes where the head tube was cracked and then painted over, you know, this her own mother company, you know,

Gary Fisher 20:27
I can laugh now. Well in it in the in the book that there’s there’s an illustration of a two pager a double page illustration of you being a detective, in effect with anlin. So how come you you’re having to find out what was happening with this company and you’re being shafted? And then you must have then tried to get out? And that’s when track came? Yeah, well, a lot of different offers were coming along because the name was had been tarnished within the dealerships, but not out in the general public. So a lot of you know, and that was a time when everybody was trying to get into the business, they wanted to have a name. So we hadn’t really good name. And they wanted and trek came along. And I knew that this is the company, you know, and and I was between a rock and a hard place because at that moment I had, you know, my

Gary Fisher 21:26
major financier, you know, installed a liquidator basically good old Howie, Howie Cohen, which we turned out to be friends. But

Carlton Reid 21:37
he was a historian, wasn’t he? Because I know how Howie Cohen, we’ve actually emailed together because he he was a, as well as being a major figure in the bike industry. He liked his history. So he liked his 1890s stuff. He was a collector of bicycle memorabilia and bicycles of all kinds, wasn’t he?

Gary Fisher 21:55
Well, he also was a guy that he made a killing off of ET the movie, he’s he would had the official bike of everything. He was a smart marketer, smart guy. I like how he, you know, and he was, you know, brought to fight against me.

Gary Fisher 22:13
Anyway, I turned out to be a really good corporate fighter.

Gary Fisher 22:20
Which is crazy, you know, but it’s all about people, isn’t it? Really.

Carlton Reid 22:28
So, the people at track, of course, are the Burke family. Yes. The Burke family came along, and you described them in their book. You’re quite frank, and you’re saying that the brand wasn’t that sexy? At the time? Yeah, this is obviously pre Lance Armstrong,

Carlton Reid 22:43
pre any of that stuff. So they were like, a solid, you know, good business, but didn’t have any pizaazz said, Would it be fair to say you brought some pzazz to Trek?

Gary Fisher 22:54
Literally, I mean, Paola Pezzo? Oh, my goodness. I mean, trek didn’t have a single sponsored rider. When I first came there. 1993 there were two people in marketing. And guess what they did the colours for the bikes as well. And the graphics and everything. That was it, you know, is a famous story. Dick Burke, I love I loved sitting with Dick Burke, you know, like talking with him, it was the best.

Gary Fisher 23:23
You know, and he had this famous story where he got

Gary Fisher 23:28
profiled by Forbes magazine, okay, in the United States. And they sent a photographer out from New York City, to Wisconsin. And dick said to the photographer, I’ll give you three shots. ographers goes Click, click, click, and Dick turns around, and he’s out of there. Because dick didn’t believe in hype in LA. And that was, you know, and he was the leader. And the ethos of trek was no, we’re not going to sponsor you as a racer, or we’re not going to sponsor your team, and I can respond to these people, anybody?

Gary Fisher 24:07
Do you want the bikes to be more expensive? That’s how they’d put it. You know, people say, Oh, no, no. And so they wouldn’t sponsor anybody. And that changed.

Gary Fisher 24:18
And that’s it, you know, you look for things, you know, they could really use me, and I worked with the gang, you know, and it wasn’t always easy. But hey, when I got a saying, if it was easy, everybody do it. Right.

Gary Fisher 24:33
Yeah. But they had this thing. They, you know, no one would point fingers when something went wrong. They just all pitch in and take care of it. You know, nobody go home until the last customer is taken care of. And

Gary Fisher 24:49
that’s a really good quality, you know, that sort of thing. And I sort of fell in love with that whole Midwest. You know, I like to say, well, the Midwest is where the American Dream

Gary Fisher 25:01
actually works. And people actually work really hard on it. On the other hand, my father, you know, the architect, he would talk about the Midwest. So yeah, they got this big meeting a whole bunch of people at around table, and they go around and around, and around and around until it’s oatmeal.

Gary Fisher 25:20
You know, and that’s the truth. I mean, East Coast, West Coast, we can come up with crazy ideas, and people go, Yeah, and it’s boom, that’s it, everybody’s on board. And we had, you know, especially in those days, you had a much harder time, you know, of charging people up, but everything’s changed. You know, I mean, now, everybody sees it, you know, within seconds, right? Because that’s how we communicate in a totally different way. And then we travel, people travel all the time. Now, people didn’t travel, you know, as much 30 years ago. No way, you know, and now, you know, you see things will pop up and, and roll around the globe rather quickly. You know, it’s a totally a different atmosphere from 30 years ago.

Carlton Reid 26:08
Well, that that’s a good segue for me actually into a different date. So we’re now going into we’ll skip the early 1990s. And we’ll go straight to the middle of the 1980s. And we’re going to stick on a travel theme because Anlin was Taiwanese, but before that, you were Japan. So in 1985, it says in your book, you helped Shimano of Japan, with what everybody now anybody who’s born after that date, doesn’t realise how bad gears used to be. You have a negative feel where they were Shimano with your help brought out SIS indexed gears so Shimano Indexing System so the Click Click Click System. Everybody now uses but even even the BSOs have got fantastic click click gear systems. Back then it literally was you. You feel the gears and it was almost a religion in like, yeah, where the gears and stuff.

Gary Fisher 27:06
Yeah. Noise abatement system. Yeah. So

Gary Fisher 27:11
how did you help Shimano? with that? How was how was? How was that going down with Shimano? Well, it was a tradition for me, and how I handled my vendors, especially the Japanese vendors is that I give them everything, you know, I, I’m going to tell you everything I possibly can. So you can make the best price possible product. And, yeah, I know, you’re going to help my competitors. But this is as well as me. But this is going to make everything work. And then I’d also ask, you know, what’s the best price I want? You know, the first delivery, and I want terms, and I wound up getting a loan from the Japanese government back in the day,

Carlton Reid 27:52
but these $80,000 It says here, yeah, the government loan. That’s, that’s, that’s a lot.

Gary Fisher 28:00
Well, I was enough for a couple of containers of bikes, you know, and, and I just, you know, I got a fantastic cooperation. That was the SIS, they sent engineer Shinpei Okajima, he was also a really hot road racer. And he wrote with my riders for like, four months, you know, and just, you know, Joe Murray, that kid, he’s a kid then, man, he, it was good. And he landed himself a lifetime job as a skunk tester with Shimano, for good reason, you know,

Gary Fisher 28:34
it’s just bringing together good people that can work together, you know, that’s the thing. And then, you know, giving feedback, all the time really honest feedback about how it’s going to go together. And that’s the, you know, from

Gary Fisher 28:49
the point of view, I mean, I was a mechanic for a long time, I still am still working on my own darn bikes. But, you know, how’s this thing go together? You know, how’s it come out of the package? How’s it attached to the bike, you know, everything, you know, all the way through, you know, see how it’s gonna work. And then hopefully have a good life. Good, long wife, you know, and those guys, I mean, Shimano, and then all the other the other side, too, which was suntour sugino. You know, and then the tubing makers Ishiwata, Tange.

Gary Fisher 29:26
I taught them and man, they taught me how stuff was made, you know,

Carlton Reid 29:32
that says you visited Japan 1981 in the first and we’ll get them away when we go backwards in a little bit, but first of all, tell me more about because you are working with Shimano on Deore XT which is the first right you know, full group set is still with us. Of course, you are working on that group set with them.

Gary Fisher 29:50
Yeah, yeah. You know, that in the centre, you know, had their group set and that was like, along with their whole, you know, group of different makers.

Gary Fisher 30:00
And it didn’t all look the same, you know what I’m saying? The Shimano stuff, graphically, you know, and just design wise and everything, it was like completely integrated, that that was a real breakthrough, you know, to have a whole group for a mountain bike that it looked like it was really made for a mountain bike. So, and I guess we want to fill in two people here because we obviously know everybody’s just accept Shimano as a, you know, as the global BMR you know, market maker back then it wasn’t you mentioned centre there, you know, centre was the leading Maker of the component makeup of of the day. Certainly the Japanese anyway, and then you gotta come back. No, no, of course, and Shimano was, was in effect, you know, it’s been going since the 1920s. been, you know, taking along for a long time, but it really became big in the 1980s. So there’s like a huge breakthrough. So you helping them with Dr. x, t, and si s, it’s part of the reason that they are now this mammoth mammoth company. I’m really happy when people like that are successful. I’m really happy. You know, and, you know, I like, I don’t mind having competitors. It’s like, Mike Sinyard of Specialized. Man, he’s a tough competitor, he, you know, uses his tricks and walls and all that stuff, but I don’t care. I like Mike. You know, I like him. He’s, he’s alright, by me. And he’s pushed the whole thing. And I, I point out to my competitors, you know, like Tony Lo [of Giant], well, he’s retired kids are in a giant finally loaded giant. So keep that guy takes the he’s taken the high road. I mean, those guys could have killed us with price. I mean, those guys are the very best buyers of parts in the world, you know, they get a better price and better delivery than you do, buddy. for good reason. They’re on the case suit on everything. And they work with their suppliers, you know, and they work together and everything. And that’s, that’s really evident. You see it now. It’s like, the whole business is sort of started to turn a corner, I feel like we finally started to grow up, you know, and not fight each other so much as to think big and, and go boldly and everything and make it a bigger market for us. And, of course, make people happy and make people healthy.

Carlton Reid 32:22
Since 1981, was when you went to Japan for the first time, and an awful lot of the bike industry went to Japan at that point. But what what why Japan because you know, now we know of Taiwan. Why? Apart from Shimano Why? Or maybe it was just Shimano? Why Japan?

Gary Fisher 32:39
Well, they were

Gary Fisher 32:42
they were a huge manufacturing powers, you know, period, you know, I mean, it their automotive industry was, was really pushing the US and everything. And it was evident there was quality there. But I’ll tell you, for myself, it came down to one particular event. And that was in 81.

Gary Fisher 33:03
At the New York bike show, at the bequest of Bicycling magazine, it did a presentation on the mountain bike, and all the bigwigs showed up, you know, from the industry, and the Japanese, it blew their mind. And then they just started to come out and visit me all the time. And we had like, hundreds of Japanese visitors, handfuls of European visitors, and one from the United States. That’s it, you know, and it was who’s interested who wants to do things, and

Gary Fisher 33:38
it was just they wanted to go, let’s go, let’s make new things. Let’s do things. And you know, I talked to a member talking to Reynolds 531 tubing. And to get a pair of fork plates, like the Unicron style. I wanted to do that. You know, that was like, that was my idea. Real. I mean, it was basically putting two different ideas together was no, it wasn’t rocket science. But I named it the Unicrown. Right?

Gary Fisher 34:07
Yeah. And I had to deal with Tange tubing, you know, for all those Unicrown forks. And then my trademark attorney said, Hey, this guy.

Gary Fisher 34:17
I don’t think you can use that name. You know, because there’s a guy that owns Crown bicycle, that I met my neighbours next door neighbour to my parents house. And the guy there the next door neighbour says crown, crown, hat’s my father’s company. You could have used that name.

Gary Fisher 34:35
I blew off that that deal with Tange. But that was that was gonna be a good deal. But anyway, you know, ups and downs, rounds and rounds. The other stuff, you know,

Gary Fisher 34:46
but I had to do it all again.

Gary Fisher 34:49
But I do have different of course, but

Gary Fisher 34:53
no, it was amazing. Those guys were completely on the gas. You know, and I hate culture shock when I came

Gary Fisher 34:59
back, because people there were so attentive and on it. And it’s like, it came back. I came from laid back myrin you know, and come back here and it’s like,

Gary Fisher 35:14
you don’t understand the people outside this country going into a completely different speed and we are

Carlton Reid 35:20
you describing like getting onto trains or bullet train or getting to the next meeting within two minutes of spare and then, you know, just going off again and being basically industrious, very, very industrious.

Gary Fisher 35:30
Oh, yeah, you know, and incredibly efficient. You know,

Gary Fisher 35:33
I mean, go to that first visit, I went to Shimano, they showed me their automatic warehouse, right? No humans there at Oh, and then the room that makes making a tremendous amount of noise. And you walk in, they flip it all the lights while they’re making derailleurs A robotically. This is like a 1981, my friend, you know. So it’s like, oh, you know, you really understand

Gary Fisher 35:59
what type of competition the United State was getting to half. Then we went in the 50s. I mean, we had no competition, you know, all of our industrialised competition had been literally flattened, right. So, it’s, it’s, it just it really drove home, you know, that

Gary Fisher 36:20
things are changing fast. So Japan was a really good partner, because he needed to have

Gary Fisher 36:28
this whole thing was growing. And if I didn’t do it, other people would do we’d go to Japan, it was obvious, you know, and, and, you know, Mike went there, Mike Sinyard. You know, he did a lot of work over there. And his people have, you know, really good in their supply chain going.

Carlton Reid 36:44
I’ve got Mike down for 1980. Don’t worry, we’re gonna get

Carlton Reid 36:49
another character. Yeah. And this is the the disadvantage, of course of going backwards through chronology. Yeah, we kind of meet characters at the end of their, their time with you rather than the beginning. So we’re gonna talk about Charlie Kelly now.

Carlton Reid 37:03
So Charlie Kelly, this is the reason I’m talking about now is 1982, Charlie Kelly leaves mountain bikes. And again, the weakness of going backwards is, you know, what is mountain bikes? mountain bikes, of course, you know, is a generic term. It was also the term that you came up with for your first company with Charlie. Yeah, yeah, essentially.

Carlton Reid 37:25
But before we get to that, because we’re gonna, we’re gonna come on to the founding of the company, but Charlie Kelly leaving? What was what was it? Because you said it was a sad, sad day.

Gary Fisher 37:36

1983. And Previous to that.

Gary Fisher 37:43
People were asking me because I was looking for money. Well, what’s Charlie do?

Gary Fisher 37:50
We build two wheels, you know, it’s a good wheel builder. And he would just sort of leave the room when we ever got into financial stuff. I mean, the first guy ever hired was a bookkeeper. Because I knew you got to keep stuff straight. Or you just you don’t know where you are, you know, you’re not going to have a chance. And so I was having a, and we weren’t doing well, right, then, you know, we were in debt, you know. And so I said to Charlie,

Gary Fisher 38:21
you know, I was having a hard time, nobody had loaned us money, they’d loan me money, they wouldn’t loan him money. And it was getting a real a real problem. And

Gary Fisher 38:32
they’d say, What’s he do? He owns half the company, what’s he do? So I take the walk around the block, and I say with him and say, you know, and by California law, you can dissolve a partnership.

Gary Fisher 38:44
I want to dissolve this partnership, you know.

Gary Fisher 38:47
And I gave him a forgiveness of debt. We are $80,000 in debt. So he got off the hook for 40 grand, he got a computer, he got a bike. And I think that was about it. And he

Gary Fisher 39:00
agreed to that signed off on it. And

Gary Fisher 39:03
our attorney Clay Green wrote the papers Clay Green still around, you know. And, you know, a few months later, Charlie wasn’t too happy that he left the business because I wound up making a bunch of money that year. Hmm, yeah.

Carlton Reid 39:16
So, Charlie, Charlie Kelly, Otis Guy, Joe breeze has a whole bunch of characters that are famous in in this the story of mountain biking. Do you get on with them at all still, because they’re all roughly, you know, in the Bay Area?

Gary Fisher 39:33
I’m not really, you know, it’s like, I just, I didn’t you know, Charlie, you know, we separated that was it. I didn’t insist that a non compete because I knew he was never gonna compete with me.

Gary Fisher 39:46
You know, and the rest of them, you know, it’s the same deal. They just, like live on their own planet and they just don’t, they don’t understand me.

Gary Fisher 39:55
You know, it’s like, I Charlie’s written about me. He’s never interviewed.

Gary Fisher 40:00
Never, you know, he keeps writing the same old story over and over again. And it’s like, you know, I named the company Mountain Bikes. I thought about that my own little head. You know?

Gary Fisher 40:13
We blew it. You know, as far as a trademark goes, it went generic and everything I know a lot more about trademarks than I did then. You know, I don’t, I don’t

Gary Fisher 40:22
you know, listen, those guys don’t slow me down at all. And it’s a you know, Joe’s a sweetheart, I love Joe, you know, but he doesn’t understand what happened so much though.

Gary Fisher 40:36
The forces, you know, it’s like, none of this stuff is truly original. I mean, 120 years ago, everybody rode off road, come on, then you go back in history, and you can like even the first guy that ever loaned me money, John Findley Scott, UC Davis, Professor 1953, he made what he called a woodsy bike. And, you know, is a Schwinn varsity frame where the frame had been, you know, widened a bit so he could fit 26 by 175 tires had a sturmey Archer three speed hub on a rear with a drum brake on the side, and a three speed cog set. So as a nine speed bike, you know, and

Gary Fisher 41:19
oh, what a calliper brake. And you know, you could argue back and forth. That was this that was that, you know, then Joe breeze found these guys in France, I think it was in 40s, late 40s. And some pretty cool looking bikes, you know, and then, of course, there’s Geoff Apps, you know, from the UK, he was completely independent of us. And then Victor Vincente, right around the same time, you know, came along and had his whole thing going and everything. And it’s all great, you know, and, and I’m not

Gary Fisher 41:51
I’m not saying that I invented anything. I mean, the bikes we made were just sort of heavy duty road bikes, you know, there was no suspension or anything, you know, it’s sort of funny, wasn’t rocket science, you know, I don’t think the thing that’s the magic is marketing, and providing the product, you know, and making a really nice product, you know, in that’s what a lot of these original guys don’t they have no clue. You know, what Mike Sinyard does? He knows exactly. And then there was a john Kirkpatrick from Ross bicycles. And he passed away died of cancer, you know, in the 80s. But that guy, he understood exactly what he was doing, you know, and then, oh, what? Oh, gt Gary, Gary Turner. Uh huh. Ah, well, he, he was killed in a motorcycle wreck. I mean, that guy. He could have changed everything. You know, there’s like all these great people to like, get people excited about doing something and say, here it is. Let’s go. And then the next part is making more places that people can go right. And what was fantastic about off road was like, Wow, there was just endless opportunity, you know, out there, and especially in those days in, you know, in the 70s, late 70s, early 80s. I mean, very few people were going out into the woods, and this was such a fun way to get out in the woods.

Carlton Reid 41:53
So, what we’re going to get onto that, but I do like, let’s get to that point mention the Larkspur Canyon gangs, theor which was “no cars, no cops, no concrete.” So you’re getting away from from everything.

Gary Fisher 43:38
Yeah. Yeah. Yeah. And those that was like, those are my friends. Some of my friends in high school at Redwood high school that I met and how we met was more through the drum circle thing.

Carlton Reid 43:54
Gary, we will get there I promise.

Gary Fisher 43:56
I’m jumping around.

Carlton Reid 43:58
No, no, it’s fine. It’s a weird way of going through this one. I recognise that? So you’ve mentioned him a few times. We can now now now bring him into the story officially. So 1980 you’ve introduced bull moose handlebars, Shimano free hubs and bear trap pedals onto mountain bikes, machines and your machines to set the scene are about $1500 at this point,

Carlton Reid 44:25
and then Mike Sinyard who went now introducing of Specialized gets one of your bikes, buys one of your bikes, whatever. And then the Specialized Stumpjumper is roughly your bike but $750

Gary Fisher 44:41
Well, actually, we had a bike at that moment that he came out with one for $995 there was a cheaper bike that was equipped, almost identical, but it was a domestic made frame. You know, so yeah, it killed my sales for about a month and then he ran out of bikes.

Gary Fisher 44:59
My bike sold even better, because he marketed his bikes really well. And when you’re an orphan out there all by yourself, people go, I don’t know, when you got five other hot competitors that are going for it. Everybody’s going like this is it, man? This is it, you know? So Mike did help open up the whole thing, you know? And

Gary Fisher 45:21
some of our guys were like, oh, how can he ever do that? You know, it’s like, come on, how could he not, you know, he bought four bikes from me. And he enjoyed it a lot. He liked it. You know? He said, Yeah, and this is gonna work and he’s not stupid. You know? I mean, it wasn’t a real stretch to see that this thing was gonna work.

Carlton Reid 45:43
So this Stumpjumper is generally considered by most people to be like the first in inverted commas commercial, man, like not not like me, you had a commercial bike, not us selling them. But the first one done by like a manufacturer.

Gary Fisher 45:57
Yeah, yeah. Well, you know, we can get into all these nitpicking

Gary Fisher 46:03
things, you know, who did this? Who did that? And everything. It’s nitpicking. A lot of it, you know, it’s like, oh, it’s like, who made the first, you know, frame from scratch in our neighbourhood? Was Craig Mitchell. Craig made the first one. And that’s why you say, That’s why Joseph is the first successful because Charlie Kelly wrote Craig’s for about a week to a couple of weeks didn’t like it. I don’t know why, you know, I think the geometry was different. And he just didn’t like it. So he took it apart and put together a different one. So that was a successful blahdy blah. I like Craig, he was an amazingly clever guy, you know. And had, I learned a lot from Craig, I learned a lot from Doug white, white industries, he was around in the 70s. Oh, man, clever, you know, and another guy, Paul Brown, Paul Brown, still around, he’s like, more like a collector knows, knows all the old equipment and all that stuff. And those were the three guys in the bike shop horizon working.

Gary Fisher 47:07
Sunshine bike works. In fact,

Gary Fisher 47:10
Ed Christensen, the owner, you know, and that great little crucible, I mean, you think that’s good. Look at this, it was sort of that attitude all the time. And at the time, I was a road tester for Bicycling magazine. Haha. And I would bring in, you know, like, the coolest things, you know, I mean, I get a new bike every month. And I knew more and more people in industry, you know, and

Gary Fisher 47:35
so I knew what was going on. I mean, that helped a lot, you know, and that was my trajectory. You know, I mean, the other guy’s in Marin didn’t work for Bicycling. And that that meant a lot, because I had an audience in front of like, all these manufacturers and everything. They, they were looking for me to look at their stuff all the time.

Carlton Reid 47:59
It was a lot. So we’ve now reached the 1970s, when of 1979. And that’s when you set up MountainBikes. So is the company name is MountainBikes, all one word? Yeah, you set that up with Charlie Kelly. And you may need Well, how many bikes did you make in that first year?

Gary Fisher 48:16
The first year is about 160 bikes.

Carlton Reid 48:19
And they were selling pretty much locally, or were you selling internationally already?

Gary Fisher 48:24
We sold all over, all over, you know, all over the place, because we had, we had a mail order catalogue, computer, and the computer, you know, it would take about three hours to sort about the 6000 names. by zip. It was like, just, but it worked. You’d I mean, all this stuff. We had a telex machine. Oh, do you remember those things?

Gary Fisher 48:48
But no, we were definitely I tried to go as far and wide as I possibly could. Because the strategy was, is to become a name, you know, to start and become a name. And it worked.

Gary Fisher 49:01
Problem was was the wrong name.

Gary Fisher 49:04
But you know, I didn’t nail it down. You know, that real big problem. But

Carlton Reid 49:10
well, it helps if it’s generic in that, man.

Gary Fisher 49:15
That’s true. I mean, it’s better to have a generic name than nothing at all.

Gary Fisher 49:19
You got to have a handle on a thing. You know, that used to be a classic thing that Trek would do they develop something and they say, Well, what do you call this?

Gary Fisher 49:29
We get out there to do the presentation. I say, oh, what do you call this and have some sort of like, cryptic description, you know? No, no, no, no. It’s like when you conceive of the product, you better start with a name. Right then, you know, get the whole thing rolling because this is it’s almost as important as the thing itself. It’s just amazing.

Carlton Reid 49:54
So 1977 Yes, Gary. You placed fifth at the cyclocross.

Carlton Reid 50:00
nationals so we’re going to talk about your your progress as a racer in a second as we get earlier into your, your your life story.

Carlton Reid 50:09
But perhaps have more renown to most people who, who who know your story is you set the fastest time in the Repack. So what is the Repack.

Gary Fisher 50:20
The repack, race is about two mile long downhill. And it was a pretty big deal for a while, you know, locally, people would talk about it a lot, and and so is the first sort of dirt time trial, you know, and I managed to win the thing a few times, and then set the record on it, you know, and it was a scary thing for me. But

Gary Fisher 50:47
I learned a lot of bike handling by riding a mountain bike because and you do because you get all these opportunities for the wheels to lose traction in a road bike that only happens once every six months. And when it happens, it’s like if you don’t know what to do, you fall down, boom, you know, boom, go down. mountain bike, you know, and you go out on a slippery day, and you’ll get 1000 opportunities for the wheels to slip. So you’ll learn how to deal with how the wheel slip. It’s a beautiful thing.

Carlton Reid 51:16
so these are just two miles. Yeah, down a fire road down.

Carlton Reid 51:22
Mount Tamalpais is right? in Marin County.

Gary Fisher 51:25
Yes.

Carlton Reid 51:26
And there’s a how many how many people are taking part in when it ended when you got the final one, how many people were riding at that point?

Gary Fisher 51:33
will be about 50, 70. People would show up and actually write it. It’d be another, you know, 150 spectators. But that race got into a segment of evening magazine. And evening magazine did an eight minute long segment on it. And they showed it nationwide. And that won an award for him for the year. It was hot, you know, and it was just this, like, you know, the mountain bikers, this combination of like, this is insane. Oh, no, you’re not supposed to ride bikes off road, people thought this is crazy. And then the reality was, it was extremely practical. Because there’s this heavy duty bike, you know, where the tire stay inflated, where it had a practical,

Gary Fisher 52:18
more or less upright position with the shifters right there at your fingertips with a relatively wide saddle and everything. And that was, you know, a golden combination, because anybody could ride this thing. And anybody could dream about you know, riding over a mountain. And that was, you know, it was perfect that way.

Carlton Reid 52:38
So how come you have the fastest time? Because it stopped? And why did it stop? You can no longer ride it in effect?

Carlton Reid 52:48
Sso what why is that?

Gary Fisher 52:50
Now you can ride it on Strava and a beaten record.

Gary Fisher 52:56
Officially, you can ride that fire, that that trail, go check it out on Strava is there and I think somebody like got me by about 20 seconds. Uh huh. No, but we practice like crazy. That’s why the wait time was good. Go out and do it again. And again, and again. And again. And again.

Carlton Reid 53:15
This is in jeans and woodsmen shirt. And and yeah,

Gary Fisher 53:19
and what loves this is not like, you know,

Gary Fisher 53:22
you know, on armour here, you’re not wearing a helmet and you’re not wearing it didn’t exist. Like, it still exists. And lycra was like, was uncool. I mean, if I was like or barely existed, it was a woolly jersey, you know, you know, what’s the difference between that, you know, but I did, I would switch out the steel toed boots for a, you know, a pair of Nike trainers, you know, for the race and everything. And I did on a couple occasions, I put a double chainring setup on the front. Well, while the cyclocross guard thing, you know, we take two chain rings that you take all the teeth off of, and you sandwich a single chain ring, the old school classic cyclocross setup, because that worked really well to keep the chain on.

Gary Fisher 54:09
I use that I set that up a few times for the race and everything, but it was I did a faster time, simply because that day had a tailwind and the, the dirt was in the right condition, you know,

Carlton Reid 54:23
And then what Joe Breeze would be your main competitor?

Gary Fisher 54:27
Joe would be you know, real close to me. Joe is really good. He’s still a good downhiller. You know,

Carlton Reid 54:35
I’ve done that many times. With with Joe so yes, I do know he’s, he’s very good on the bike.

Gary Fisher 54:41
Yeah, he’s good, you know, but they’re, I mean, come on. I mean, today, these guys, these downhillers

Gary Fisher 54:49
there’s a whole nother world is so good, it’s amazing. I love to watch Danny Hart, you know, he created this whole technique of you know, when you have no traction, how to

Gary Fisher 55:00
To get traction, oh, amazing. And there’s a number of other kids that can do it now, like Danny, and, you know, you look at the different techniques are amazing, you know, and how, how they can go and that mean the Frenchman Luke Bruni, and, you know, Lauren Villa and Aaron gwin, and all this, you know, I love watching the modern stuff, you know, but the bikes are on a completely different level. I mean, the type of suspensions that are out there now, are incredible. I mean, I know this, I mean, I ride, I ride suspension, a ride suspension B, and like, wow, there’s a huge difference, you know, between they look the same, but, and this thing, like, this is a miracle when I ride this bike, you know, and, and then the trail builders, you know, it’s, it’s amazing, you know, they’re using algorithms now

Gary Fisher 55:52
to, you know, figure out, you know, how this thing launches, how I can go through here, where I landed everything, it’s amazing. And that’s what I see is, I want to bring that technology more to the urban landscape. And, for two reasons, for one, is it we’d have less dangerous bike routes, bike paths, because some of those bypass are just awful. I mean, they get designed in two dimensions, and the people designing them have very little idea of how a bicycle actually functions, you know, that the worst of bike path.

Gary Fisher 56:32
So to really bring up the quality of bike path, and then secondly, to be able to have fun,

Gary Fisher 56:39
which is something that needs to be imported into the cities. And, you know, we can have a Safe Routes to School commuter routes, but also, you know, features and go routes, you know, because kids, humans need to stress themselves in that, you know, it’s the old thing, you either use it or lose it, you know, if you don’t use a bodily function, and it’ll deteriorate.

Carlton Reid 57:04
So it’s not chronological, but it’s elsewhere in the book, where you actually talk about, like, the pump tracks, in Fruita, where they’re basically the, on the bike paths on the route to school. So the kids are on the pump tracks, but it’s actually getting them to school at the same time.

Gary Fisher 57:21
And they’re pretty cool, having fun with the school, they’re more focused. And we now have the studies to say, this is for real, you know, we used to be, you know, thinking, I have these gut feelings. I know, this is right, I know this is right. And now we’ve got all these peer reviewed medical papers that say, guess what, you were right.

Gary Fisher 57:41
So it’s a, I feel really good about being, you know, that just a huge campaigner. And what I really like is my bosses go, you know, that’s what I like you doing, you know, like you campaigning about this. And that’s a see right now, there’s some really intense times, you know, we can, especially in states and the UK, psyche, you know, you can give it up to the car guys again, or we can make some real change, and it’s a watch the struggles you’re going through. And that’s the the biggest is once you change the matter, between the ears, the grey matter, everything else is easy. And you are in that battle. And I I really admire what you’re doing, you know, and and all the others that we have that are fighting this intellectual battle, to like, tell the Emperor that he’s wearing no clothes to say you know, that the automobile does not work for cities.

Carlton Reid 58:41
Well, you do have a Transportation Secretary now that that’s it talking that language anywhere like Mayor Pete is talking about that kind of stuff. So we’ll see where that goes. But I want to stick to history. Okay, so we’re now back to 1976. And you’ve already mentioned that you are working for Bicycling magazine, but this is when you start working for Bicycling magazine. So that’s absolutely a big deal. Yeah. As you said, you know, you’re getting kit, you are getting recognition. So how’d you get the deal with Bicycling? Because that that’s that’s it is a big deal. Well,

Gary Fisher 59:11
Well, Bill Fields, walks into the shop is working out and he says, hey, I’ve we’ve heard that you’re a really good bike racer, we want you can you write an article for, you know, Bicycling magazine through the road test? And I said, Yes. And let me tell you, I was not a rider. Boy, I agonised over the first few months and everything, but it worked out, you know, and I just really wanted to do it. I just really wanted to do it, you know, period.

Carlton Reid 59:41
And at this point, you were, as you said, you are you’re a racer. So you are

Carlton Reid 59:47
like, You’re like a you’re an up and coming.

Carlton Reid 59:52
road racer. There’s a track just been built, I believe you say in your book. So you’re basically a roadie.

Gary Fisher 59:58
Yeah. Well, I love by

Gary Fisher 1:00:00
I mean, I wanted to do nothing more than riding a bike. I mean, to me, I mean, it was like, the greatest sport there ever was. And I still feel it. You know, I still like tell the guys, you know, racing, I say, look, you doing the most fun thing in the world? You know? Yeah, it’s intense. Yeah, it’s hard sometimes. But you know what, this is the most incredible thing in the world. And I, I still feel that way. You know, it’s a

Gary Fisher 1:00:27
it’s a fantastic sport, you know, involves a lot of science, a lot of strategy and a lot of physicality.

Carlton Reid 1:00:37
So 1972 that’s actually when you met Charlie Kelly. And you says here that you each had the same bike, and the same interests and you became roommates. Right. So that was long before you started a business together. Yeah. So where was that? Where was that actually saying here where that was?

Gary Fisher 1:00:58
Oh, that was in San Anselmo. And it was right above this recording studio. They called the church. And you know, bands like Huey Lewis in the news, they did all their stuff in there. And sons of champion that was a band Charlie worked for, and it was a 21. Humboldt. And there was this perfect little pad right up there. And Charlie was a roadie. And I’ve been hanging out in living with musicians, you know, I was living with a band called new writers of the purple sage and

Gary Fisher 1:01:31
big old house in Canfield in what happens the band becomes really popular. And then everybody goes out and buys her own house gets their own place.

Gary Fisher 1:01:39
So I had to go find my own place. And I was tired of living of rock and rollers, in a way.

Gary Fisher 1:01:48
And Charlie, well, Charlie’s still a rock and roller, but then it was like he was a sort of an athlete. So that was a lot of fun.

Carlton Reid 1:01:55
We’re going to get on to your your rock and roll background or your hippie background or whatever you want to describe it as? And we would absolutely want to talk about that. But I can. I’ve written some notes here, because it says 1971 that’s when you start racing again, right? Because we’re going to go into the there was a hiatus there was a gap in which you you were doing stuff to your body that wasn’t just

Carlton Reid 1:02:17
temple and athletic stuff. But I did my notes here are just saying.

Carlton Reid 1:02:23
Cycling, in effect became your new drug. Your new high. Yeah. So you got back into it. You’re you’re coming from a scene that had soured

Carlton Reid 1:02:35
like a drug. psychedelia.

Gary Fisher 1:02:38
LSD was seen. It was it was, you know, parts of it were

Gary Fisher 1:02:44
incredible. I mean, you know, I hung out with

Gary Fisher 1:02:47
Jack Leary. I mean, Timothy’s son, you know, I used to work for the Mayor, you know, the guy who made more LSD than anybody on the planet, you know, a hork.

Gary Fisher 1:02:57
Ken Kesey, I used to go hang out on his farm. You know, I used to hang out with

Gary Fisher 1:03:03
LSD guys of the time. Yeah, he was an author No One Flew Over the Cuckoo’s Nest unit, you know, that book, and now they’re doing a movie, a new version of the movie, while a TV version of jack nicholson was in the original, but it was, you know, it was a lot about consciousness expansion. And it totally got out of hand, and I watched it, you know, I saw the whole thing, you know, and it was stupid. It went from being something really incredible. I mean, yeah, the temple, taking care of the temple, you know, as to abusing the temple.

Gary Fisher 1:03:41
When, you know, off the hook, you know, I always said, I watched the, the ultimate thing get organised, right, I knew all the organisers, and then we’d hang out in the meetings and stuff. It’s the ultimate was like a, it was gonna be another Woodstock. But it was originally like, we’re going to get the Beatles there. That didn’t work out. We got the second trip the Rolling Stones.

Gary Fisher 1:04:04
And we’re gonna do it in Golden Gate Park. Well, the city of San Francisco wouldn’t allow it. And then it got shifted over to this big Motor Speedway up serious point. But then the owner a serious point, one of the owners found out that the Rolling Stones were gonna film a movie there, you know, and he wanted a piece of the action and everything. And that went to South and then within, you know, one day, they changed the venue to this other place and ultimate. And it was just a frickin like a disaster. And it could have been much worse. I mean, it could have been even worse, you know, I mean, though, the deaths are staggering. And for this, you know, and I mean, Mick Jagger could have lost his life that day. I mean, seriously, you know, it was nuts, you know, and it was like, This is the stupidest ass dream. You know? I’m getting out of here. Yeah, this

Gary Fisher 1:05:00
is a mess, you know. And it’s funny. I mean, cooler heads prevailed. I mean, Bill Graham took over the whole promotion thing. And I knew Bill Graham, I worked for him too. You know, he was a, he had his act together, tough old New Yorker, you know, and they needed to be worked out the way it did. But it was sort of like the dream was over. You know, I mean, literally, after that, that was in December of 1969, thousands of people have left San Francisco and went elsewhere. Because that that didn’t work. You know, it wasn’t working, you know. And I said to myself, I’m going back and doing the bike. The bike never lied to me. biker was always good to me. I love the bike.

Carlton Reid 1:05:43
So you go back and race race the bike again. And

Gary Fisher 1:05:48
that’s all I wanted to do at that moment. So roughly 1968 to 1970.

Carlton Reid 1:05:54
When you part of this alternative scene

Carlton Reid 1:05:58
Roughly, were you still riding a bike during those two years?

Gary Fisher 1:06:01
Not for beans. You know, it was more than it was about four year period, we

Gary Fisher 1:06:08
did the light show thing. And that was pretty heavy duty. And the guy did it with you know, started, he wound up being the father of Visual Basic, he did a big company that he just couldn’t keep up. Yeah.

Carlton Reid 1:06:22
And Alan Cooper is on Twitter, I follow Alan.

Gary Fisher 1:06:25
So yeah, and he’s really used to make stuff. Oh, man, we had a good time making stuff.

Gary Fisher 1:06:32
You know, and I’ll go do some more stuff with him. Again, I get some fantasies, doing some more stuff with Alan.

Carlton Reid 1:06:39
So that the photographs in the book are fabulous. And the most evocative ones for me are of this period, in that, obviously, they’re very colourful. It’s the oils, and it’s the light shows you are putting on. So basically, you were doing light shows for Grateful Dead, and bands like that. So tell me what a light show was, what what exactly was it and how did you do it?

Gary Fisher 1:07:01
Well, it’s changed, the technology’s changed completely. But back in those days it used, we use slide projectors, which were two by two slide projectors. And so you’d have maybe I had eight of those

Gary Fisher 1:07:17
overhead projectors, which is a 10 by 10 inch.

Gary Fisher 1:07:22
You know, you put liquids on those. And those had to be like modified, everything had to be modified. Oh my god, 16 millimetre film projectors, I had the 16 millimetre film projectors, I modified their old Keystone projectors, and I put a separate a different motor on the drive. And then there was a motor for the film gate, the air over the film gate, a fan over the film, gate, and then a fan over the bulb, these things doing 1200 at 1200 watt bulbs, oh my god. And you could run up to 60 frames a second on these because they were you know, 24 frames a second is a standard and everything, but I can run them super fast. Or I could go you know, one at a time down to zero, you know, DC motors. And you turn off the fan and a film gate and you go like one frame at a time and you use black film and a film would burn and go on the screen and go poof poof, poof, another effect was using film loops. And you could do one or two film loops in this one gate, you know, and it’s like, every projector was modified you know and he said, you know, mounts for colour wheels on him the whole ways a colour wheels mean colour wheels, nobody would ever use those anymore. Use electronica to do things. liquids, you know, boy, it was oils based on oil and alcohol based colours and the oil colours, especially we worked really hard on making them super transparent. And you could take a drop of this oil and mix it with clear oil and colourize it but you could look through the whole bottle. It was amazing. And, you know, the clock faces were from real clocks, you know, and you get glass clock faces that matched each other correctly. I’m telling you, there’s so much detail in this. It’s nuts. And there was about 50 different light shows in well, and in the Bay Area. And in New York, where were light shows were and a few in LA or a few out down there. And we had a thing called a light artists guild after a while, you know, because

Gary Fisher 1:09:33
we weren’t getting the kind of money we wanted, you know, that type of thing. And there were 50 members 50 deeper member groups, and I was a big part of that thing in the end. And we struck the family dog and a beach when a Grateful Dead were playing and dead wouldn’t cross the picket line. I ran it a generator and we projected on the outside of the building and no one would go in and

Carlton Reid 1:09:56
18 or 19 at this point?

Gary Fisher 1:09:59
You know, when I was like, 16, you know, 16, 17, 18, 19 you know, I still have a lot of the equipment. And it’s funny, and

Gary Fisher 1:10:11
it was a scene. I learned a lot through that, that business.

Carlton Reid 1:10:15
And you had you had very long hair then. So there’s some photographs in the book. You had long hair. I do. You’re free. I mean, that’s what a freak was. Yeah. Somebody who was buying into that scene had the long hair was doing the LSD.

Gary Fisher 1:10:28
Oh, no, yeah. But there got to be like,

Gary Fisher 1:10:34
people had all this stuff on the outside, could take the drugs in the inside, and still be idiots.

Gary Fisher 1:10:41
You know, it was like it, it was the whole thing went off of the tracks. And I think I talked about it, like cocaine came into the whole scene. And I’ll never forget it. There I am, you know, the hit the dead house. And like, this guy from New York comes with this huge tin of coke. And he says, It’s organic, and it’s not addictive. And people believed him. I couldn’t believe it. And it was, you know, people like owlsley and illyrian. And all these other guys who like, stay away from that stuff, man, that stuff messes up your head, you know, and did it mess people up. It’s not a good drug. And fetta means that drug is not good for the brain at all. It takes brain you know, about a year to heal from that stuff. And right, you know, psychedelics are a different animal, you know, and today they’re doing psychedelics again. But they’ll do 10 micrograms, LSD were like, we were doing 50 to 100. You know, which is too much, you know, it’s excess excess is stupid. You know? And that’s the big lesson out of the whole consciousness expansion, you figure out, hey, excess on all levels is stupid.

Gary Fisher 1:11:54
You know, and here we are today excess. See, you had long hair.

Carlton Reid 1:12:00
But then if we skip back another couple of years to 1966, that’s when you can make a Cat A junior racer, and it says here with regular top five finishes. But then you got banned for racing for having long hair. And I’ve looked at a photograph that wasn’t very long, right?

Gary Fisher 1:12:17
At that point. That was quite a No, in fact, Joe Breeze showed me a photo of myself as the last race. I rode, you know, before I get kicked out, and it was like my hair barely went over my ears. You know?

Carlton Reid 1:12:34
So you’re a Cat A junior racer, and this is on your first kind of custom built bike. And that’s a paragon.

Gary Fisher 1:12:42
Oh, yeah. Paragon. That was Lars Zabrasky. He built those bikes.

Gary Fisher 1:12:48
Really cool guy. I know.

Carlton Reid 1:12:51
And what kind of gears because you had you had Oh, it was a That one’s a weirdo setup that had the simplex, the plastic derailleurs. Remember that as being between the lines that the making trying to make it light.

Carlton Reid 1:13:02
So you were using campagnolotrying to make a light bike. So that’s why using the simplex, I use

Gary Fisher 1:13:08
derailleurs and it used Mayfac cantilever brakes.

Gary Fisher 1:13:14
Those were like that was and a TA crank set. And it was the old ones that they had there. an alloy crank set that was cottered.

Gary Fisher 1:13:23
you remember, and it had sort of a shaped bottom bracket spindle.

Carlton Reid 1:13:32
Okay, we’re skimminh back fast now, so 1962 that’s when you get your first serious racing bike. A Legano but that does have come with Campagnolo.

Gary Fisher 1:13:43
Yeah, yeah. And, oh, man, Distrone cottered crank set, you know, steel crank set.

Gary Fisher 1:13:47
And there was no such thing as Campagnolo brakes at that time? No, it’s just the derailleurs

Gary Fisher 1:13:57
Oh, and I found a good set of wheels. That was something that was a, I was hanging out at the bike shop and had some kid there that says, Hey, I got these wheels. I want to trade for a pair of clinchers. And like, you do okay, boom, boom, you know, it was a set of a high flange Campag hubs.

Gary Fisher 1:14:14
Set a few army Red Label rooms. Let’s go.

Carlton Reid 1:14:18
Describe the racing scene at that point. So we are talking

Carlton Reid 1:14:24
mid 1950s we’re getting towards the end of the 1950s

Gary Fisher 1:14:28
No, no, no, no. Like, I got into it. And like

Carlton Reid 1:14:32
sorry, 63. So I’m going I’m going I’m flipping myself here because you got your first bike in case for sorry. So 63 I mean, and I mean, road racing must have been pretty small.

Gary Fisher 1:14:41
But there were 120 registered riders and all in Northern California. And in those days, if you wrote a bike seriously at all, you would register with trh ABVLA even if you didn’t race. And that’s how few riders were there was like two women. You know, there were seven intermediate state

Gary Fisher 1:15:00
That was my category. You know, you’d see somebody on a road that wasn’t obvious DUI victim or some kid, and you’d stop them and exchange phone numbers. And otherwise you knew who it was for sure.

Gary Fisher 1:15:17
that few people, you know, but it was very chummy, so to speak.

Carlton Reid 1:15:23
And how did you get into racing? So, in 1954, you got your first biker Schwinn Spitfire, but these aren’t, these aren’t racing bikes. So how’d you start actually, racing?

Gary Fisher 1:15:34
Well, I was, I was hanging out at the bike shop and was the San Mateo bike shop, a Schwinn shop. And these guys that show up, and we’re gonna go on a ride, and once these guys were like, 15, 17, 18, and they were looking at me, you can’t come You can’t come. Because I was like, I was 12. I was like, tiny. I was like five foot four. And it was like 89 pounds skinny. And I said, Yeah, I can come and I just started riding with them. And they didn’t get rid of me. And at the end of the ride, they said, Yeah, you can. You can be in a club. You can be a mascot, and I started crying. I didn’t want to be mascot. I want to be a regular member. So okay, okay. We’ll make you a regular member. And, you know, that was a Belmont bike club. So it was the first club I joined.

Carlton Reid 1:16:23
Cuz there’s some Brits there. Yeah. Who, Larry Walpole. There’s a few few Brits like that. We’re like, basically organising this club. Yeah. So you would like brought into the scene by Brits?

Gary Fisher 1:16:33
Well, yeah, I mean, Larry, especially, I mean, he was a

Gary Fisher 1:16:36
he’s from East London. He had that, you know, that accent and he was hilarious. And he was a mechanic for Pan-Am. And he took care of me, you know, we do 80 mile rides, and he makes sure I made it, you know, a whole thing. And then Ray Andrews, Ray Andrews was a racer. He was a Brit, living in the States.

Gary Fisher 1:16:59
But he was a top category racer, you know, good road racer.

Gary Fisher 1:17:05
So, yeah, he taught me how to drink tea.

Gary Fisher 1:17:09
And Larry, Larry, though, and he get British Cycling Weekly, and then Miroir Du Cycliste, you know, the, and that was the window, you know, you got to consider, I mean, there was no such thing as video, you know, so you couldn’t rent a video of some race or something. And, you know, I remember seeing his 16 millimetre film with some World Championships. But that was all I ever saw of a European race until I was in my 20s, and actually went to Europe. And us, you just wouldn’t see how right or road or how pack function or any of those physical things, you know, is really different. And, you know, and writing races in those days was far different. And then you’d have, there’d be 20, guys that could go fast, and then it’d be 15. And then then it just be five, you know, it would just get whittled down so fast and be ridiculous, you know, and, and then later on, when I was racing, and especially you go to the national championships or something, and there’d be 100 really good riders. That was different, you know, and the whole concept of going to something like the Tour de France, where you’ve got 150 riders that are like so incredibly good. No, that was something that was just like a dream. You know?

Carlton Reid 1:18:27
To help me visualise this, I’m just mentioning here Breaking Away. So Breaking Away is a different part of the US. It’s not, it’s not California, but is Breaking Away. Is that a good way of visualising this scene? Is it How accurate is breaking away to that kind of racing era?

Gary Fisher 1:18:43
My mother used to say all the time, “that was a movie about you, Gary.”

Carlton Reid 1:18:49
I met I met Oh, who is the guy? Dennis Christopher. I met him. Nice guy. But

Gary Fisher 1:18:57
I mean, in different scene in it, that was the Midwest and in the Midwest, you know, it’s, there’s a portion of it that is highly organised, you know, and that was the actual event and everything, you know that

Gary Fisher 1:19:09
they did a good job on their event, even though it was like absolutely bizarre, you know, the way that thing the, the Little Indy 500 runs and everything. Whereas in California,

Gary Fisher 1:19:21
Northern Southern California was sort of the where roadracing came back. It had almost died, you know, they hadn’t had a national championships for a number of years. And in 65, they did a, they included it in the nationals in Southern California, a road race for the first time in a long time, because there were enough people doing it and sort of came out of California and it was more

Gary Fisher 1:19:47
more independence in a really different feeling. You know, the Midwest where things were families and well organised and everything. And out here it was some awesome races, but when

Gary Fisher 1:20:00
Wasn’t organised, like, you know, like to do in the Midwest. I mean, the biggest race we had out here was back in those days was tour Nevada city, you know, for Northern California, and Southern Cal had a few big races. And then there are a number of races that would happen, you know, I mean, like mount Hamilton race. When I was 17. I organised race. I was the promoter, because I was in this club Pedali Alpini. And you had I don’t know how old was I? I don’t know if I know I was 20 when I organised that race. But I was it was my turn to organise a race, you know.

Gary Fisher 1:20:39
And that’s how loose it was, you know, everybody had to take a turn in a club of organising the race. Can you imagine? And it wasn’t so bad when there’s only 75 riders in all categories combined. You know, so,

Gary Fisher 1:20:55
but, no, it wasn’t well organised. It wasn’t something. It was tiny, you know, but I loved it. I completely loved it. And

Carlton Reid 1:21:06
1955 you’re five years old? And that’s when you moved to San Francisco, in effect from from?

Gary Fisher 1:21:14
Well, from Oakland, California. Well, yes. And no, I mean,

Gary Fisher 1:21:19
I was not. When I was six months old. We I was born in Oakland. My father was in the Navy. When I was six months old. We took a ship to Guam. My mother said, Yeah, you got seasick.

Gary Fisher 1:21:32
My mother was a singer, my mother was in an entertainer, my mother’s saying in a nightclubs, my mother got the attraction of like one of the islanders, a big guys, you know, like a native guy. And

Gary Fisher 1:21:46
my father got really jealous. My mother said, Forget about it. And she moved back to Beverly Hills took me with her when I was three and a half.

Gary Fisher 1:21:57
And we looked at my grandfather, and my grandfather worked for Warner Brothers. And he was a script or a script supervisor. And he invented that job. And he was actually really well known in Hollywood.

Carlton Reid 1:22:13
That’s some great photographs in the book. I’m now skimming through it here. of him is his horse, the the like, the script table.

Carlton Reid 1:22:20
Yeah. With all these fantastic movie, you know, movie scenes that he’s in, you know, obviously, behind the scenes, but clearly big blockbuster movies going on with some big major stars.

Gary Fisher 1:22:31
He was the guy that told the actors, this is what you’re gonna say, this is how you say it. Right? So I got these photos of him and he’s right in the centre of action. You know, he’s, you know, he’s the director is there, making sure everything’s going right. Doing things but my grandfather’s the guy that’s like, Okay, next slide. Next slide. Next slide. Next slide.

Gary Fisher 1:22:55
And he’s taking me on a set. you’d bring Ronald Reagan, Joan Crawford, Errol Flynn, Dora House,

Gary Fisher 1:23:01
we, we go to this park where the Disney’s were hanging out, and they were, you know, his little rat hole Park, in Hollywood, where all actors bring their kids, Walt Disney and his family show up and he go on about, I’m going to build this park for the family and everything. And he did you know, and we went to opening day and it was crazy and everything. Then later, Mike, my, my best friend around the corner and I we built a Disneyland in his backyard. My mother says, Oh, hey. And my mother, you know, I’m 90 years old last year, she says to me, “Gary, you know, this is about marketing, and how you provide press releases press for

Gary Fisher 1:23:42
media,” she says, Gary, you’re doing their job for them. Okay, let’s go back to LA. You know, she’s she calls up three different newspapers, including the LA Times and says, Hey, I got a story for you. They come out and do us run a story on us. You know, five years old, I’m in the LA Times. Right?

Carlton Reid 1:24:03
Yeah, I mean, in your book, I can actually say it’s where I learned, you know, that’s where I see

Carlton Reid 1:24:10
like good good at PR and presenting yourself so what I haven’t been able to track down in the book I mean, that there’s there’s disparate mentions of it everywhere in the book, but there’s not like one section that I’d like to do your fashion sense because that’s clearly what an awful lot of people will know about you and and especially your with your penchant for suits. Basically, you’re famous for your suit your Paul Smith suits, there was a Paul Smith connection in cycling Of course, because he was he was it is a big time cycle fan. And you’ve had Tom Baker suit, you’ve had all sorts of weird that fashion sense come from when did it generate and

Carlton Reid 1:24:53
the thread seems to be very early from like, you know, like the freak days where you’re you’re you?

Gary Fisher 1:25:00
We’re doing different stuff. No, in fact, while I’m my mother always, you know, in our family always, it was always something, you know, to be appreciated and myself was always, you know,

Gary Fisher 1:25:15
just like, you’d have a lot of fun dressing, you know, and it’s, it’s your way of presenting yourself to the world to

Gary Fisher 1:25:24
what’s funny, though, is like, it’s it ltb all those my big voice, you know, saying I’ll spend money on cars, I spend money on on suits and things is not that much money. When you buy quality. That’s, that’s the amazing thing. The quality stuff lasts a long time. And the looks last a long time, the hardest thing is to staying fit enough to fit things.

Gary Fisher 1:25:46
But it’s, I don’t know, it’s just, I appreciate it. You know, I think that’s what it is, is, if you don’t care about it, it doesn’t work, right.

Carlton Reid 1:25:57
So you do you do have the physique for these fancy suits that that set out. But it’s all a look, I mean, you could be going in a trade show anywhere in the world, and you could spot you from a long way off. So it’s trademark as well.

Gary Fisher 1:26:12
Yeah. No, it’s just, I like to do it, you know, and I know, and I,

Gary Fisher 1:26:19
it said thing to you go to where you need to go to find the very best in the world. And then you get humbled. You know, I will go to London, and hang out with my friends that they they all know so much more than I do. And I learned from them all the time, you know, and,

Gary Fisher 1:26:40
and we just have fun. You know, that’s the big thing. And it’s all about

Gary Fisher 1:26:45
having fun and, and,

Gary Fisher 1:26:48
and, you know, you’re evoking these looks from different places, different ideas and things and having a good time with it.

Gary Fisher 1:26:56
That said, I mean, it’s, I love it, but it’s not like

Gary Fisher 1:27:02
I’m not making my living with it. I you know, it’s not a business, I really want to be in to the fashion business. And I enjoy it and everything but

Gary Fisher 1:27:12
and I know it’s become a become well known for it.

Carlton Reid 1:27:16
But

Carlton Reid 1:27:20
you’ve been sat there on zooms, you know, Skype style chats, Where were your wife, Alex is in a dressing gown, and you’re, you’re in a suit. So this is a this is not a trademark, like, when you come out, you really bought into this, haven’t you?

Gary Fisher 1:27:36
You’ve like, well, it was a long time ago, I said, I’m not gonna wear a T shirt anymore.

Gary Fisher 1:27:41
Because I can’t pull it off. You know, I look right. You know, and

Gary Fisher 1:27:47
I can dress this way. And it’s easy, you know, it’s a lot easier than then you think, you know, it’s not that difficult. You know, when you find things that work a few and everything. It’s a no and and it’s really interesting because I man, I haven’t bought anything in the last year. I mean,

Gary Fisher 1:28:04
I’ve slowed down in the last five years or more, you know?

Carlton Reid 1:28:08
Yeah, it’s what’s it? Do you have a fancy dressing gown then? So when you take your suit off, and you’re getting into something more comfortable and you’re going to bed Are you like Do you also have a snazzy dressing gowns? I’m expecting like a you know, an English smoking jacket or something? What do you what do you

Gary Fisher 1:28:24
actually it’s more cartoonish. You know, it’s like boy, like, is is pretty funny. Because right now, my daughter is dressing me more than anybody. She’s the big cop. She says, Daddy, no, no, you can’t wear that. You gotta wear this. It’s hilarious. She’s, she’s something else. And the kids would just encourage that, you know, we’re just having fun. Here with this. It’s, it’s a

Gary Fisher 1:28:48
no, I don’t think about it too hard. I’m trying to me right now. I will. I mean, I, I’ll tell you, though, before I do, normally, when I go and I travel, and I do things, I think about what am I? What am I trying to present here? Who is my audience, you know, and I’ll address them but by not by too much. It’s not to go too far out there. So I’m definitely calculating. For that.

Carlton Reid 1:29:15
So, the front cover of the book. It draws in a lot of of your history so it’s got the you in the suit, it’s got you and a handlebar moustache and a hat and the shades. And then it’s got the Gary Fisher is picked out in like freak-style, you know, late 1960s

Carlton Reid 1:29:32
typography which is actually fantastic. And then on your suit, there’s a there’s a little bear on a bicycle.

Gary Fisher 1:29:40
And the bicycle is Grateful Dead, Grateful Dead always loved bicycles. They did something. You know, they bought a lot of bikes for me over the years.

Gary Fisher 1:29:49
They, they and they always believed in the whole idea. You know, the whole thing. I love my friend Howard. He’s a sound guy and for the Dead has been

Gary Fisher 1:29:59
forever. And he started a club called the Teamsters. And it used to be, and I love this example of all inclusivity.

Gary Fisher 1:30:09
He’d say, they’d say, Well, look, once you written to the top of Mount Tam, he could become a member. And then they soften the rules. They said, Well, if you say you’re going to ride to the top of Mount Tam, you could become a member. And then they want the ultimate. They said, if you think that right into the top of Mount Tam is a good idea, you can become a member. And that’s the way I want bikes to be, you know, you can be You don’t even have to do it. You just got to think it’s a good idea, then you’re my friend.

Gary Fisher 1:30:42
Right? And that’s the sort of inclusivity that I like to see. And everything is the same thing, Gary? Yeah, sorry.

Carlton Reid 1:30:50
I’m trying to wrap up here.

Carlton Reid 1:30:55
So even Gary Fisher is the name of the book. The subtitle is colour and the bicycling and the bicycle revolution. Sorry.

Carlton Reid 1:31:04
Where can people get this from? I mean, it’s Blue Train is the publisher. I mean, this is this is everywhere. This is it’s $39 99. money well spent. But where can people get it?

Gary Fisher 1:31:13
Well, that’s a story unto itself, too. Haha, we decided we aren’t going with the good old Amazon. No, no, no. And what’s funny is like, Trek is, you know, a very good distributor of bicycles. I mean, we, we sell in 100 countries. And so this is a challenge. Can we become a book distributor? Oh, my goodness. And I’ll tell you,

Gary Fisher 1:31:39
the boss, john Burke, he loves the idea of being able to distribute books. I mean, look, he’s done a few books himself. He had political books, his his philosophy in democratic politics, he would like to be a good book distributor, you know, this is something in our common interest. And like I pointed out before, I mean, it is all about the grey matter between the ears. And you know, that’s part of the job. And that is part of what I brought to Trek is this whole idea that it’s not just the physical object, it is also, you know, the, all the ideas behind that physical object.

Carlton Reid 1:32:18
So this physical object, which I’ve got on my hands now,

Carlton Reid 1:32:22
which isn’t in print, it’s not Kindle. It’s not a Kindle book is you’ve got, it’s like, it’s dripping with wonderful photographs, great typography, great. Design, the whole thing is a great package. So basically, people are gonna buy it from bike shops.

Gary Fisher 1:32:37
Yeah, that’s right. You know, online bike shops are our distribution at the moment is, to be honest. All right. And will we improve it? Absolutely. And it’s a whole process and I’m not worried.

Gary Fisher 1:32:55
I know the books gonna do really well. It’s a lot of fun.

Carlton Reid 1:32:59
It is very, it is fun. It’s I read it

Carlton Reid 1:33:04
filled in a lot of background for me cuz I’ve got I’ve got an awful lot of mountain bike history books, and bicycle history books in general. And and just the photographs are just brilliant. And including, you know, your backstory. So we haven’t really got into your ancestors hear at all, but you’ve got a fantastic bunch of ancestors there that that that built some amazing stuff. So Gary, thank you ever so much for taking the time out today to to talk to me. Absolutely. I can recommend “Being Gary Fisher.” And even better that you’ve got to go to a bike shop to go and get it. So thank you very much, Gary.

Gary Fisher 1:33:39
Thank you.

Carlton Reid 1:33:41
That was the one and only Gary Fisher and this has been Episode 268 of the Spokesmen cycling podcast. Show notes and a full transcript can be found as always at the-spokesmen.com. Now that’s it for this month. There’ll be another couple of episodes in March. Meanwhile, get out there and ride …

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Friday 29th January 2021

The Spokesmen Cycling Podcast

EPISODE 266: Move More With The Miracle Pill Author Peter Walker

SPONSOR: Jenson USA

HOST: Carlton Reid

GUEST: Peter Walker

TOPICS: A one-hour long conversation with Guardian political journalist Peter Walker talking about his new book, “The Miracle Pill.”

TRANSCRIPT:

Carlton Reid 0:14
Welcome to Episode 266 of the Spokesmen cycling podcast. This show was published on Friday 29th of January 2021.

David Bernstein 0:24
The Spokesmen cycling roundtable podcast is brought to you by Jenson USA, where you’ll always find a great selection of products at amazing prices with unparalleled customer service. For more information, just go to Jensonusa.com/thespokesmen. Hey everybody, it’s David from the Fredcast cycling podcast at www.Fredcast.com. I’m one of the hosts and producers of the Spokesmen cycling roundtable podcast. For shownotes links and all sorts of other information please visit our website at www.the-spokesmen.com. And now, here are the spokesmen.

Carlton Reid 1:08
Are you sitting comfortably? Bad, that’s bad. Get up pace around a bit. Maybe listen to this episode on a static trainer, treadmill or just standing up. I’m Carlton Reid. And on today’s show. I’m talking with Guardian political journalist Peter Walker, author of a landmark new book urging us to move more. The Miracle Pill came out last week, and it’s a wake up call for individuals and politicians alike. Now, Peter has got a great mic, but he was sitting a wee bit too close to it for the first half of this episode. So there are a tiny number of plopping plosives. Sorry about that. But we did fix it during the ad break. Now, I began our hour long conversation by pointing out Peter has a rather apt name.

Carlton Reid 2:02
My guest today has written a book called The Miracle Pill, which says that a certain body metric was devised by the pleasingly named Professor Lean. So Peter Walker, what should we make about your apt surname?

Peter Walker 2:22
Exactly. Or in my last book was a it was a it was a cycling books that didn’t really match. This isn’t a book about walking, but there’s more walking in it. So I’m gradually getting there.

Carlton Reid 2:31
Well, it’s it’s just there’s loads of walking in there because it’s it’s everyday active. Movement, not not just transport, but movement, maybe even fidgeting is good. So I’m fidgeting right now. I’m like, I’m like moving around. And with my shoulders. I’m going to click my, I’m just fidgeting. That’s good.

Peter Walker 2:48
Yes, it is good. I mean, whenever I do podcasts for for work, I always get told not to, you know, because in case he kind of jogs that kind of microphone or stuff like that, but I will start to move my legs up and down a little tiny bit. I mean, I’ve done a couple of other PR things for the book was actually kind of been upright on my, on my feet, for them, but I don’t think the audio setup would quite work for that.

Carlton Reid 3:08
Absolutely. I mean, I’ll let you into a secret here. It’s not that much of a secret, actually, because I put it on Twitter. But I when I was I got 90 pages through your book. And then I want Oh, kind of straighten my back, you know, improve my posture. That’s, that’s, that’s at least one thing. And then I thought, Well, I’m not going to walk around the house doing this, I can’t on a bike. So I actually because you sent me a PDF. So I took the PDF on my phone, took it downstairs, put it into the gap went into the garage, and actually rode a static bike for for 45 minutes while reading your book. And then when I came up back into my office and and read the rest of it on my big screen, I then actually stood up fantastic for quite a bit of extra money. So you’re this can be done. You can read books, you can do housework, you can do all the different things you can you need to do and you can you don’t have to do everything sitting down do you?

Peter Walker 4:06
There’s an audiobook too, there’s even audiobooks, you can listen to it whilst you walk or whatever

Carlton Reid 4:12
Who speaks that?

Peter Walker 4:13
Me.

Peter Walker 4:15
I was cheap. And I could I could do it.

Carlton Reid 4:18
So your book, walker, it’s not just about walking. It’s absolutely I mean, it’s not even hidden. It’s absolutely aboveboard. And it’s not a book about cycling. But there’s tonnes of cycling in everyday cycling. So you’re right, and I’m gonna quote you here. So I’ve been going through I’ve been yellow lining a lot of a lot of stuff here. So “imagine if you were a medical researcher and you discovered a drug, which would improve people’s health outcomes on the scale of cycle commuting. Well, a Nobel Prize winner more or less guaranteed.” So there’s a tonne of cycling in the book and you have really laying on thick to people. Do you think it’ll work? Do you think people who are not you know me, and you and

Carlton Reid 5:00
The people who are listening to this podcast Do you think they’ll get onto bikes because they’re they’re thinking, Peter speaks a lot of sense.

Peter Walker 5:06
I mean, the whole risk with a book like this is that in the short term, at least, it speaks to people who are already kind of in on this kind of thing. So I imagine a reasonable proportion of readers would be people who are active, I mean, hopefully, it’ll teach them things that they didn’t know, for example, about sitting downtime, which I wasn’t completely up to speed with, before reading the book, but I guess the thing to point out is, it’s not a book, which is meant to kind of tell you what to do. I mean, it’s a book that says, even if you do a little tiny bit more of movement in your life, then the benefits are really, really great. But it’s also making the point that a lot of it is about the kind of world in which we live in, which is not very, very easy to do this kind of stuff. So for example, you know, in normal non COVID times, the bulk of my kind of daily exertion is cycling to and from work, it’s only about three miles each way. But that’s about 40 minutes of like, moderate to vigorous exertion every single day, which is, you know, which is a good chunk.

Peter Walker 6:02
But that’s because I’m happy to kind of be out on even relatively quiet backroads with, you know, two tonne metal boxes going past me at 30 miles an hour, lots of other people would quite sensibly think, well, that’s just crazy. And so for millions of people that kind of opportunity to get daily activities kind of closed off. So it’s, it is about, you know, ultimately, whether or not you’re active is finally up to you. But I don’t want anyone to feel guilt, because there’s so many factors at play. And for lots of people, it’s just made extraordinarily difficult.

Carlton Reid 6:32
So you mentioned there that you’re, you’re happy with, with trucks and

Carlton Reid 6:40
what you’re used to it, sorry, you’re used to a good point. So you’re used to it, and part of the you’ve been used to it is because of your one of your previous careers. So tell us the trajectory. And this is a part that I didn’t know about, but tell us a trajectory for a 21 year old University administrator, then becoming London bike courier through to becoming we have actually mentioned what your

Carlton Reid 7:06
political journalist based in, in Westminster based in the Houses of Parliament, for The Guardian. So what happened? How did those three careers mesh?

Peter Walker 7:18
Well, I described the first bit in the book, that I kind of use myself as an example of how easy it is to kind of fall into this inactive life that, you know, like pretty much every kid I was quite active, I ran around and played football, I was passionate about football, even though I clearly wasn’t particularly good at it. I had asthma as a kid who was actually quite bad. But it didn’t stop me kind of dashing around the place. But again, as I explained in the book, as I got into my teenage years, I kind of lost touch with movement, I didn’t recycle, I didn’t own a bike for a reasonable number of years. And, and when I was at university, I kind of lost faith in my body to kind of do things like that. And I did this incredibly stable, but incredibly boring Graduate University administrator job, once I left university with no real idea what I wanted to do.

Peter Walker 8:05
And I suddenly gave it up, I was about 22, at the time to become a psycho career. And, you know, again, as explained in the book, it’s not quite clear why I did it. But one of the reasons seemed to be almost this unspoken idea of kind of challenging my, you know, physique and my body thinking, Well, you know, you’re young, if you want to pay the rent, you have to cycle as it turned out about 50 or 60 miles a day, every day to actually pay it.

Peter Walker 8:30
And I knew nothing about cycling at the time, I’ve not owned a bike for probably four or five years. And you know, I’d had a childhood one for my teenage years, which I had not taken with me when I when I left home.

Peter Walker 8:42
And so initially kicked myself out because this was, you know, the period when mountain bikes were very much kind of rage, I bought this very cheap and incredibly weighty mountain bike, which is kind of about the weight of a moped.

Peter Walker 8:54
and rotate around London, initially at quite a slow speed, but when you’re 22, you can adapt enormously quickly. So I soon became you know, really quite fit and it kind of transformed my life. It is this extreme example of, you know, kind of mega dosing the miracle pill from going from nothing to doing, you know, 300 miles a week. But effect on not just my kind of physical staples mentality was a completely transformative one, you know, very literally changed my life. And, obviously, you know, I don’t cycle nearly as much as that now. But I still kind of kept that feeling with me if this kind of joy of what it means to be kind of human by using your body in this very basic way. And, and in terms of being a journalist, well, this isn’t something I go into in the book, and I

Peter Walker 9:44
was out of the country for about three years. I lived in Australia for a bit in Sydney for some of it I did some more cycle querying. And basically when you’ve queried they’re going back to London, it’s a bit rubbish, you know, compared to like cycling over the Sydney Harbour Bridge on a brilliant blue sky day.

Peter Walker 10:00
Compared to cycling down Bishopsgate, in the rain, it’s not quite the same.

Peter Walker 10:05
But I eventually got back to I mean, I was really, really into bikes then. So my return from Australia to the UK was mainly done by bike, I wouldn’t say I cycled the entire way, because me and my girlfriend, the time missed out some chunks we did about seven or 8000 miles.

Peter Walker 10:22
And I arrived back in the UK, aged about 2627, not knowing what I wanted what I wanted to do for a job. So I got work experience on local newspapers, and then did a postgraduate newspaper journalism course. And I was relatively old for doing I mean, most of the people doing the course, had come straight from you know, there are 2122, they’ve done an undergraduate course. And so I didn’t become a journalist. I was like, nearly 30. And then how did you get to the guardian? That was quite complicated. I mean, yes, I actually was quite late that when I went for the interview for the post grad course that I eventually did, one of the tutors said to me in a very kind of nice way, he said, Well, we’ve had people your age, you’ve kind of changed careers become journalists, we’ve never had anyone your age has actually had a career before now. And

Peter Walker 11:11
so I joined I took this particular course, because I had very, very strong links with the Press Association, who are now officially called PA Media, who were the UK national news agency, because the standard thing when you become a journalist to do a couple of years on local papers, but because I was older, and I wanted to stay in London, or move back to London, rather, I didn’t really want to do that. So the Press Association, eventually, after much badgering took me on and gave me a job. I was with them for three years. And then I worked for an Agence France Pressress, who are another with a big kind of three global news wise. I work for them in Hong Kong, in Beijing, briefly in Paris and back in London.

Peter Walker 11:55
And then I went freelance and did shifts at The Guardian website, as it was at the time was completely separate from the paper. And I was lucky enough to be there at the time when they needed people. So I got taken on. But that’s about over 10 years ago now.

Carlton Reid 12:08
And then politics, how did you get into the politics? But were you politics straightaway?

Peter Walker 12:13
No, no, no, I did kind of national international news, all sorts of stuff like that the politics happened about four years ago, there was a revamp of the political team, there’s a new political editor and deputy political editor team and I just got shifted over from the newsroom to work. I mean, I’ve always been interested in the political side. It was weirdly never my complete passion to do it. But it’s, you know, obviously a fascinating job to to do and the Guardian political team are incredibly lovely and really nice. I do miss not working, you know,

Peter Walker 12:45
side by side with them every day. We do kind of chat via WhatsApp and Zoom. That’s not quite the same.

Carlton Reid 12:50
So you do talk to politicians in your book, you kind of you know,

Carlton Reid 12:57
probably talking to them about something completely different. And then you’ve you’ve shoehorned in something about this. So there’s some fascinating interviews in the book with politicians. But But you call inactivity, a “normalised catastrophe,” and that “we live in a world redesigned to discourage movement” yet nevertheless, politicians refused to react meaningfully, you know, somehow fearing the nanny state. And so one of the interviews in your book, yeah, that one of the politicians absolutely comes out with the phrase nanny state, yet the reaction to COVID-19 has shown that even libertarian Tories — not all of them, obviously — but some can all of a sudden, at be in favour of state, you know, very, very statist stuff, state intervention in health. So, will it always require acting at state level? Do you think to bring movement back?

Peter Walker 13:54
I think it probably will. I mean, if we look at active travel, then you can, you know, have examples of where individual mayors or councils will do some good things. But for it to happen on a kind of Danish or Dutch level, you need national politicians to be committed to it for 20, 30, 40 years, you know, and that needs that kind of mindset. But it is a completely fascinating thing, because I was, you know, writing a book about a public health issue, which happened to coincide with the biggest public health crisis for, you know, maybe 100 years. And,

Peter Walker 14:28
you know, as you say, it’s completely completely fascinating thing that, you know, in the past, whenever I talked to civil servants or MPs, about this kind of thing, you know, lots of them knew about the subject and they’d go, yes, yes, this is really bad. And, you know, we’re trying to do something about it, but nothing really ever got done. And it remains to be seen, you know, how much COVID is going to change things because, you know, as you say, on a kind of cultural political level is blowing the doors wide open. You know, you can’t really complain about this kind of intervention is nanny state when you’re just building a few bike lanes, when you’re

Peter Walker 14:59
in effect you’ve literally shot the bulk of the country down for the entire year. And it’s not directly comparable, because

Peter Walker 15:07
I mean, you know, we’ve had about 100,000 COVID deaths in the UK now, there are about 100,000 estimated deaths from conditions linked to inactivity in the UK for you. However, you know, the Coronavirus death is with significant mitigation, it would have been a lot more if we just, you know, let it rip.

Peter Walker 15:24
But, you know, the inactivity death toll is every single year. But the difference is, I guess, is inactivity is not something that can be transmitted to other people. And also, it’s a much less kind of dramatic thing, it’s kind of a bit more like, I don’t know, car crashes, that when people died, no terrorism or car crashes, it’s obvious. Whereas, you know, if you get a 20, something who gets an office job, and then spends all their evenings watching box sets and doesn’t want me know, a couple of 1000 steps a day, then they might not feel the consequences of that inactivity for, you know, 20, 30, 40 years. And it won’t be a direct thing. It’ll be through things like, you know, type 2 diabetes, high blood pressure, heart disease, potentially types of cancer.

Peter Walker 16:11
So it’s not quite so clear. In fact, it’s not nearly so clear, hmm.

Carlton Reid 16:15
You wrote your book, as you said, at a time when COVID was was absolutely in the news, and also went central government in the UK with Tories were being bullish at the central government Tories are being bullish about active travel and even splashing quite a bit of cash. And, and in your book, you thought this might be a positive sign of things to come. But you also gave a caveat. And you said that another possible future was one where people won’t jump on bikes because they’ll feel safest when driving and and I’m gonna quote you here. spooked other people will be spooked by gridlock. Cities could remove bike lanes and express platitudes about electric cars. Now it’s that second future that’s now looking more likely, isn’t it, especially as local government Tories, belittle and squash the suppose inverted commas war against motorists launched by national Tories. So what’s going on there between those as a political journalist and as somebody interested in active travel between those two impetuses in the Tory party?

Peter Walker 17:22
It’s a really interesting thing. And again, it’s this kind of clash between the national and the local level. And there’s all sorts of layers to it, because Boris Johnson is very much on board he believes in the cycling stuff, you know, as lots of listeners will know, when he was London mayor, he put in, you know, a handful of really quite good bike lanes against the opposition have lots of other kinds of local Tories whether MPs, councillors etc, etc. And, and he’s quite keen, he also had his kind of personal brush with fate when he got COVID very, very badly. And he kind of came out of it convinced that his weight was you know, one of the issues and and weight is an incredibly complicated thing when it comes to inactivity, because you have to do a vast amount of activity to maintain weight loss. But you know, there is a kind of counter argument that even if your BMI is a bit higher than what the doctors recommend, if you are active, your health outcomes get better anyway even if you don’t lose the weight. But Boris Johnson launch what was called this war against obesity, nothing really much has happened to I mean, there’s been some quite for the conservatives quite adventurous plans on things like buying buy one get one free office in supermarkets on junk foods, and not allowing chocolate bars and crispy sold by tills and things like that. And

Peter Walker 18:41
you have this issue that, you know, I think in the kind of spring lockdown of last year, a lot of people were basically fine with these, you know, temporary bike links being built, because there were virtually no motor traffic on the road. But even though we’re officially another lockdown, a lot of motor traffic has come back. And you have had all these examples of councils taking out bike lanes, which which were put into into place and, you know, coming into really quite severe battles with Number 10. And, you know, you had to have Grant Shapps, the transport secretary, kind of playing it both ways. I mean, a few months ago, he put out a kind of public letter to all councils, these are more about low traffic neighbourhoods, these things where, you know, we try and discourage car use by making short car trips that bit less easy. He

Peter Walker 19:33
kind of gave a stop to the kind of anti low traffic neighbourhood people by saying, you know, they have to be trialled properly you have to listen to locals. But he also kind of quite interesting, he said, but you can’t just you know, you have to make sure you find out what locals really think. You can’t just kind of pull out a low traffic neighbourhood remotely because you have a handful of people who were like shouting, and that’s quite interesting and it’s it’s hard to know where it’s going to go. I mean, one of the issues is that Boris Johnson has got a lot

Peter Walker 20:00
on his plate, and much as he might potentially be interested in this kind of stuff, and I generally don’t know how much he is now, then, you know, his officials and civil servants will put 10 other briefing papers on top of those, you know, on his desk first.

Peter Walker 20:16
And my sense of Grant Shapps is that Grant Shapps, you know, talks to talks and does and does what Number 10, you know, says he’s a very kind of loyal minister from that point of view. But I think he’s a kind of electric car type. He is someone who likes kind of high tech stuff, he’s a man for kind of big projects, he, you know, he’s kind of very much into things like HS2. And building bike lanes is a little bit boring. So I think unless he’s kind of kept in check by Downing Street, if that’s what they want to do, then you will have this kind of slippage.

Carlton Reid 20:50
So inactivity isn’t just bad — I’ll stretch my back here, I’m gonna, I’m gonna stand up, no doubt in a minute and talk to you — so it’s not just bad for individuals, it’s bad for everybody, because of the pressure on the NHS and on social care. So tell us about I’ve heard of this before, but it’s it was cute to see it in your book. Anyway, tell us about the Barnet Graph of Doom.

Peter Walker 21:12
The Barnet Graph of Doom, yes, the most frightening PowerPoint presentation you will ever see in your life. And this is connected to Adult Social Care, which is mainly older people where councils

Peter Walker 21:24
need to provide care for older people who can’t look after themselves, where they’re not, you know, they don’t have like relatives to care for them, or they’re not in a kind of private home or anything like that.

Peter Walker 21:35
And basically, some councils bigger councils have a statutory duty to provide

Peter Walker 21:41
care for both children, which is a smaller percentage of the budget, but to older adults. And that takes up a massive, massive amount of lots of council’s budgets to the point that they can’t really afford much more. I remember this was a few years ago, when there were local council elections, speaking to the leader of

Peter Walker 21:59
one reasonably large Council and him saying to me that I quoted a figure in a book by he can’t quite remember what the percentage are. But he said in something like since last council elections, like, you know, three or four years earlier, the proportion of the council spend going on Social Care had gone up from something like 25 to 50%, or 25, to 40%. And the Barnet Graph of Doom was done by the then head of finance at Barnet Council in North London. And it’s a kind of a simple extrapolation, it had all these kind of

Peter Walker 22:33
rising blocks, which is part of the chart, which show the projections for spending on Adult Social Care. So I think it’s actually on all social care, but mainly Adult Social Care, you know, for 15,20 years into the into the future. And it also had a line plotted against those, which was the kind of declining total of what the council’s budget was. And at some point in the 2020s, they they would meet, which would basically mean that apart from Adult Social Care, there’d be no money for anything, not for parks, not for libraries, not for all the other things that counsellors do. And, you know, the author of this of this a guy called Andrew travers, who’s now moved, cancelled, admits it’s a kind of oversimplified model, but it’s intended to, you know, show what the strain is. And the connection to inactivity is that,

Peter Walker 23:20
you know, it’s a kind of good problem to have in a country like Britain, medical advances mean that people aren’t really dying young in general from these inactivity related

Peter Walker 23:31
ailments, like diabetes, type 2, high blood pressure, some cancers. And, you know, they can ask me live quite long, but they might spend 10, or even 20, 30 years with a whole series of kind of interlinked medical conditions, which, you know, require drugs, which cost a lot, and also, you know, other medical interventions, which cost, you know, an awful lot, and as a pressure on the NHS, but for social care, it means that the healthy life expectancy, you know, as it as it’s kind of cool, is, is going down so people are living longer and longer, but the gap between their lifespan and how long they can look after themselves is getting bigger and bigger. And that costs, you know, so much to the extent that, you know, if you speak to people about this, they’ll say that inactivity and obesity to a certain extent, but the two are very much linked. If an activity isn’t tackled, then at some point, both the NHS and Adult Social Care as we know, it will not necessarily be, you know, viable even.

Peter Walker 24:33
There is also some, you know, much more kind of uplifting stuff in the book!

Carlton Reid 24:37
Yes, there are, and we’ll get onto that, in fact, we’ll get onto that after the break. So part of that we’ll be talking about Slovenia and Finland, so countries that are actually

Carlton Reid 24:47
making a difference and how they got people to move more. But at first, let’s cut to that commercial break. So over to you, David.

David Bernstein 24:56
Hey, Carlton, thanks so much and it’s always my pleasure to talk about our

Unknown Speaker 25:00
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Carlton Reid 26:22
Thanks, David. And we are back with Guardian journalist and Miracle — there’s a there’s a an article there isn’t it says that The Miracle Pill author, Peter Walker, so if you don’t ask me to talk before the break, what exactly did Slovenia which is a surprise and Finland do to get their citizens over many, many years moving more?

Peter Walker 26:48
Well, the Finns have got a very kind of strong preventative public health, ethos. And, and a lot of it is aimed at kids as well as getting kids you know, kind of cycling or walking to and from school, they do some quite innovative things with that one of the people I talked to was an someone who who helps to run this programme called finish schools on the move. And one of the things that they did was they fitted a whole bunch of kids brought fitted gave them these kind of inexpensive video cameras so they could video their walks or cycles into school. And then they could, you know, point out, you know, where we felt dangerous, where they didn’t like, doing it. So the local councils could be told. And it’s also about movement in schools too. So they do all these kind of things like, I know, for younger kids in math lessons, if they’re going to count, they can count by doing a squat, or they can jump up and down or they can sit on a board rather than a chair.

Peter Walker 27:48
And they have this kind of commitment to getting kids as active as they can. And be you know, they’ve been doing this for an awfully long time, they have this kind of law, which mandates a certain amount of facilities connected to sport. And there is again, the status of book I can’t remember. But it’s something like one sports facility for every couple of 1000 people.

Peter Walker 28:10
And you know, Finland is a place where the taxes are quite high. And they invest a lot of stuff in that, you know, the Finnish education system is already well known as being quite good. And to an extent, this is part of it. And the Slovenians were more interesting, so I didn’t know much about you know, what they do. But um, there is this report card, you know, as its as its Terminus, kind of ongoing research project into which countries in the world are better at kind of movement in kids. And England gets something like a C, where the very bad scores of active travel, partly kind of help with the fact that there’s a reasonable to sport and English schools, but that’s about as good as many countries get, you know, lots of them are kind of Ds and E’s I think Scotland gets a D. But Slovenia, I think got an A-minus,

Peter Walker 29:00
which was completely amazing. And

Peter Walker 29:03
it turns out that Slovenia claims with some credence to be the only country in the world where childhood obesity levels are actually falling. And, to an extent, this kind of goes against the, you know, everyday movement ethos of the book is is quite sports based. But you know, there is an argument that with kids, you know, it’s slightly different because sports for kids is just kind of fun and play anyway, it’s not like this kind of, you know, grim jog around the park that adults will, you know, you know, sometimes do and, and they have this, what you have kind of two completely could be a fascinating thing, one of which is this commitment to

Peter Walker 29:43
equip schools. It’s basically all the sports equipment they could possibly need. So, I can’t remember exactly what it is, but it’s something like every school has an indoor sports facility and an outdoor one. And they have a commitment to X number of hours of PE every week, and also a commitment every day.

Peter Walker 30:00
People get the chance to go on, you know, reasonably regular daily kind of sports days off. And you’ll have these like summer camps or old like military bases, where the kids can do any sport they want, they can do kind of, you know, mountaineering, hiking, tennis, all that kind of stuff.

Peter Walker 30:17
But they also have this kind of monitoring programme, which has been going on for about 3040 years, where every school kid in the country, and I think in every year group does this kind of battery of tests. It’s like a run over a certain distance and arm hanging, there’s about 20 tests. And because they’ve got so much data on it, it’s all this kind of centrally accessible database, you can get kids who compare themselves against their parents. And it was really, really quite tricky, but it is saying that some parents, you know, think, oh, my goodness, I wasn’t particularly sporty, but my kids much worse than I was, you know, I maybe you need to do more.

Peter Walker 30:55
But again, it’s, you know, if the Finnish model is this kind of slightly Scandinavian social democratic model, this Slovenian one actually does have this slightly communistic feeling. And it did, you know, begin under the communist

Peter Walker 31:10
era, but they kept it kept going this kind of central planning. But, you know, they’ve made a commitment to and it seems to be working really well. And you mentioned, you know, sporting facilities.

Carlton Reid 31:20
And, of course, famously, a lot of our schools got rid of their fields. Yes.

Peter Walker 31:25
Well, exactly. That’s it. And, and you have this issue, which is, again, something I mentioned a lot in the book, that

Peter Walker 31:34
British governments and British type governments tend to frame inactivity as a kind of, factor of personal responsibility or personal willpower.

Peter Walker 31:45
You know, and obviously, there’s an element to it, you know, as I said before, if you want to be actively active is ultimately down to you. But, you know, it’s much much bigger than that if you do sell off all the sports fields, it not only stops kids at school, being able to you know, play sports, but it’s much more difficult for kids that weekends or out of school otherwise just to you know, sneak on and have a game of football or run around or things like that. And and you know, that’s where we get back to this whole thing of if you want fundamental change, you have to start thinking about

Peter Walker 32:18
you know, central government stuff but again, this is stuff that doesn’t only happen or bring results over years it takes decades.

Carlton Reid 32:27
You talk in your book about movement trackers, you placed on on Amish not on you. Because there you do talk about the ones that you do on yourself the Sens one and stuff. But these are the trackers placed on Amish people yes, and how they do a tonne of inadvertent healthy exercise each day.

Carlton Reid 32:46
But if we kind of like look at this country, if we’re looking at America, if we’re looking at most places, probably

Carlton Reid 32:52
people don’t really want to use a mangle instead of a tumble dryer, or walk or cycle somewhere close when it’s easy to jump in a car. And that’s even when there’s a great bike lane that that put in and we know that because cities are veined, very often veined, especially in the UK with great footways. But there’s still too few walking on them. So you’re selling us a future of wearing

Carlton Reid 33:21
hair shirts, Peter

Peter Walker 33:22
I’m absolutely not doing that. And I’m, again, at great pains to point out that, you know, one of the reasons which is undeniably true that there’s less everyday activity in the world is devices which save a lot of incredibly tedious labour. I mean, for women, mainly, you know, no one’s saying we should go back to this era of manual rug beating and clothes washing and things like that. But we have to be creative and to give opportunities for active travel, you know where we can, and that whole Amish mission or not quite sure what the best way is to say their name. That whole study is interesting because

Peter Walker 34:01
activity research is obviously interested in what kind of previous populations what kind of levels of movement they’d have done, but you know, they can’t travel back in time.

Peter Walker 34:10
But the Amish live in this kind of recognise be 19th century way with no mechanisation and horse and carts and stuff. So they managed to persuade a group of, I think the Canadian Amish to wear these activity trackers. And the interesting thing is that whilst you know anyone who’s watched you know, films and TV series about them know that the Amish aren’t allowed to own the kind of modern

Peter Walker 34:33
high tech things. They were allowed to use them. So you know, they so they had these activity trackers kind of clipped onto their trousers and

Peter Walker 34:42
slightly difficult the men are not allowed to wear belts and the amount of walking that they do, you know, in this kind of everyday life, I think the most one person didn’t one day was like 40,000 steps which about 20 miles. This is kind of a picture of what life was like.

Peter Walker 35:00
In the past, where exercise was the kind of redundant concept you had, you know, everyday activity, and then you had rest. And, you know, and no one’s saying, unless you know, people want to that you should go back to that. But at the same time, there has to be this recognition that, you know, this gradual creep of everything roofing in activity from our world, he knew from the point of view that, you know, maybe 10 years ago, people would have this very routine thing of walk into the cinema or walk into a restaurant. Now you can get a takeaway summoned by an app and stream of film. And all these things are convenient, and in many ways, good, but there are consequences. You know, and the consequences are that people’s overall activity levels are dropping and dropping, and we somehow need to be creative and not to make it this kind of penance. You know, that’s what the whole exercise thing is about. A lot of people join gyms because they feel guilt, you know, feel like, you know, shame almost. And that’s why, you know, a lot of people don’t go to gyms there is, I talked to someone who, who is a kind of analyst in the fitness industry. And he was saying to me that the business model of lots of gyms is basically these people called

Peter Walker 36:08
sleepers, who are people who get a gym membership, but simply never go. And that’s like one in 10, they kind of reckon.

Peter Walker 36:15
And the solutions are not that clear. And it depends, you know, on each person, but you have to just find a way to,

Peter Walker 36:23
you know, make it more convenient to to move and I’m lucky enough to be able to, you know, ride a bike, because that gets me where I wanted to go, you know, quicker than any other means. But for other people, it’s gonna be much more tricky.

Carlton Reid 36:34
So ebikes are another Yes, labour saving device, yet you heartily — pun intended — recommend them in your book. So why?

Peter Walker 36:45
it’s because the studies, you know, and the studies are relatively new, because ebikes haven’t been around, particularly mass use for all that long. Their studies indicate that people do get a lot of physical activity benefit from E bikes, I mean, this is all based on the kind of legal UK EU definition of an E bike, which is, you know, pedal assisted bicycle, we have to pedal to get it going, you’re limited to 50 miles an hour, etc, etc, etc. And, you know, the thing is, I’ve written e bikes, and they are brilliant. And it is possible to do minimal amounts of work just to have you know, the kind of power gauge up to maximum and not go that quickly. And, but the studies show that whilst mile for mile people expend less energy and do less exertion on a bike, they actually tend to, you know, cycle much greater distances, you know, because they’re more likely to say cycling to work five days a week. And, and so the overall amounts of

Peter Walker 37:44
activity gained for people on ebikes was not that dissimilar to those people riding normal bikes. And, you know, obviously, they just opened up this whole chapter, because lots of people who wouldn’t necessarily want to ride normal bike, they might have a hilly commute or a long one might do it with an E bike. So you know, they are genuinely really good things.

Carlton Reid 38:04
So I’ve got an Apple Watch. And when I go for the Saturday croissant, and it’s, you know, I deliberately make it a bit further away, because the nice, particularly nice croissant riding,

David Bernstein 38:16
Yeah, totally. But it’s actually building it, making it deliberately a long way to go and to go and get it. So when I go on an electric bike, and when I go on a standard bike, that, that what my Apple Watch tells me afterwards, like the exertion levels, it isn’t that much different. So it takes about I get basically half an hour of hard exercise, whether I do it on electric, interesting. On a standard bike, however, I think I am being a bit unusual in that I’ll hammer on an electric bike. And then if I hammer, I’m probably not actually using the motor that much anyway,

Carlton Reid 38:54
except among a very steep hills, because if you as you said before, if you go over that that speed threshold, the mode is meant to be cutting out anyway.

David Bernstein 39:04
But you can conversely to that you can if you want to just go very slowly and and let it do more for you. So it does depend on how much you actually want to put into it. You don’t have to be a slothful person to get an E bike you can still be a mega fit person and still

Carlton Reid 39:25
get health benefits out of an E bike.

Peter Walker 39:28
Yes, you can. And you know conversely, you’ll get someone like you who kind of you know rights as hard as you can, you will get people who won’t get you know, a huge amount of exertion from an E bike but the stats seem to show that studies seem to show that overall people do tend to get some you know, exertion from it. And you know, it could be for sorts of reasons it could be people deliberately fitness having a power setting low it could just be you know riding a bike is a lot of fun and 50 miles an hour on the kind of little

Peter Walker 40:00
long flat road might actually not actually feel that fast after a while, so people do keep on pedalling after the motors cut and might not even realise it. And it can be all sorts of reasons. Or it could just be the fact that, you know, the mini exertions, of having to pedal the bike, even for a bit just to start off from traffic lights, or up hills or things like that. If you’re more regularly say, you know, doing a seven mile ride, rather than doing nothing or doing a three mile ride, then it all, you know, adds up.

Carlton Reid 40:29
I mean, that’s one of the key things I’ve taken away from your book, basically, that the Tesco

Carlton Reid 40:34
motto, you know, Every Little Helps, you know, literally fidgeting is good. You know, moving a little bit is just, it’s, it’s good. So electric bikes, you know, even visiting your leg spinning? Well, that is good in itself.

Peter Walker 40:53
With the fidgeting, it’s a slightly

Peter Walker 40:58
kind of nice point. But the fidgeting stuff is that’s part of the chapter on on obesity and inactivity. And there’s a study which showed that people who fidget can often eat more without gaining as much weight. Now, if you talk to an activity, scientists fidgeting itself might not get you into the zone of moderate physical activity, which is officially seen as a trigger for what you need to get the real kind of health boosts. And moderate can be like a brisk walk or kind of gentle gardening, housework, etc, etc. If you’re sat down, you’re probably not getting to that level unless you’re really really juggling your legs round. But the converse to that is that, you know, the kind of ethos always used to be has to be moderate has to be vigorous. And if you’re doing moderate, it has to be at least 150 minutes a week, you know, ideally broken up into 530 minute chunks. But

Peter Walker 41:56
when you talk to experts, they basically say that the reason that those kind of guidelines were put in wasn’t because smaller amounts of of exertion weren’t good for us to see is very difficult to measure them, you know, before you had these sophisticated electronic trackers, but now they’re finding the you know, the advisor change, they say, even 10 minutes at a time will do you some good. And, you know, it doesn’t, it’s still the advice is to go for moderates. So there is some evidence if you’re walking really slowly, it doesn’t do you a vast amount of good. But you know, moderate is also a kind of relative thing. There was a study on older American women, which found that those who did you know, about four and a half 1000 steps a day have basically pottering around not walking particularly fast, had half the kind of early death risk of those who did about 2000. So, you know, it depends really, but you know, the kind of health warning stroke caveat to add is that just sitting down and fidgeting might mean you gain less weight, but it might not necessarily, you know, improve other odds.

Carlton Reid 43:03
In the book, you you said you you borrowed a Garmin and said you because the the 50 pound limit of what journalists can accept as gifts that you can possibly buy it did. Did you in the end didn’t actually say whether you did or did you actually get the watch?

Peter Walker 43:19
I still have it is not on my wrist? No, because if I sit down for too long, it beeps. So before this podcast I took it off is now sitting at the other side of the room. But what actually is totally to do this is a kind of audio reminder, I need to do I need to get in touch with wiggle who lent stroke gave it to me and basically say, you know, is there a charity to whom I could, you know, give an appropriate amount for the watch. Because my plan was to give it to the guardians Christmas raffle, they have this annual thing where kind of gifts which people can’t keep put into a kind of metaphorical pot and garden staff, buy raffle tickets and then kind of potentially get one of the prizes and raise a lot of money for whatever charity and but there obviously wasn’t one this year. And also I kind of got used to wearing it. So

Peter Walker 44:07
I never thought about wearing any kind of activity watch which I find it quite useful.

Carlton Reid 44:12
I’m not a watch wear at all. I’ve never been a watch wearer

David Bernstein 44:17
normally, but now I’m an religious watch wearer and that’s because of the Apple Watch. So I mean quite a powerful, incredibly useful things for for somebody like a cyclist. If you kind of crash it will alert somebody it will it will last it will I mean I fell off a wall the other day and not cycling I hasten to add just walking, and I could feel my risk going dude, dude, dude, dude, you’ve got to tell us that you’re okay. Otherwise we’re calling the police. And so just that thing and then you kind of you’ve got if you’ve got a heart condition, you know, the latest ones I haven’t got the latest one, but the latest one will tell you.

Carlton Reid 44:56
You know, something’s wrong with your heart and you’ve got it sorted out. It tells you

David Bernstein 45:00
oxygen saturations which is useful for Coronavirus. If you don’t, then you know, you need to know your oxygen saturations. All good stuff. But it’s just the fact that it, it tells me how much movement I’m doing. And I’ve always been dead fit also done stuff anyway. But this will now prompt me not not prompt me, as in, it’ll beep and tell me just I’m looking at it. And I’m thinking, see, I’ve got to do a bit more here. And I will look at the amount of steps and we’ll look at how much I’ve done. And I will then do more. So just by getting the watch, I’ve done more, but we didn’t mention your book. And I don’t know how much you know about this is

David Bernstein 45:40
I got the Apple Watch via as a plug here by Vitality. So Vitality is a form of life insurance where otherwise, yes, yes, like money off, if you can prove to your insurer that you’re dead fit. So it’s in their interests for you to get fit. So there’s all sorts of incredibly good deals on getting a watch. And then if you get a certain amount of points per day of activity, you get, you get points, they build up, for instance, I get my, my Amazon Prime paid for by my activity levels, I get free coffees, if I don’t collect them at the moment. But if when i when i was going into coffee shops, I would get free coffee.

David Bernstein 46:29
These are not huge things. in the scheme of things you have 78 pounds for Amazon Prime couple of quid for coffee, etc. But it just it’s just these little nudge things is just oh, well, if I do one minute more of exercise, I get a coffee tomorrow. It’s that kind of stuff. So you know, I know you were saying before, we weren’t saying before, it’s a state thing, not an individual thing. Yet, the Vitality method, and the nudge method might mean it, it is an individual thing in that you’ve got to be motivated to do these things. And this can get you to do stuff. So there is an awful lot of individual

Carlton Reid 47:09
individuality things in in in, in getting people moving more, yes?

Peter Walker 47:16
Yes, there there is. I mean, again, the kind of one caveat, I’d say is that you, you know, you said yourself even before getting the watch, you were very fit, you’ve always done a lot, you know, this kind of stuff, it’s not just you need to do more. And perhaps the same is true for me, you know, my fitness is basically since became a biker, it’s been above average. And certainly, up until lockdown, I was always like cycling around everywhere, which took care of most things.

Peter Walker 47:41
And getting this Garmin, which it hasn’t got as many features as yours. But it does give me this kind of quite accurate daily

Peter Walker 47:47
step count, which is very useful. There’s times, you know, when I’m not going into an office where I can look up at 3pm, I’ve taken like two or 3000 steps. So that makes me think oh, my goodness, I should go for a walk or bike ride later.

Peter Walker 48:00
But

Peter Walker 48:01
I’m not sure if just giving something like that to someone who’s completely inactive. And saying make sure you get over 5000 steps a day

Peter Walker 48:11
is going to do it. I mean, the problem isn’t a lack of knowledge about the health impacts. Most people, you know, if asked will know that being active is good for you. A lot of people will have heard certainly of 10,000 steps a day, you know, quite a lot will have heard of 150 minutes a week. But it’s just for a lot of people. It’s not very easy. And you know, I think it is interesting, this idea of this kind of commercial pressure. So insurance companies saying you know, you’ll get money off if you do that. It’s the same way, I guess at some car insurance, if cheaper if people agree to have a GPS tracker, you know, and they can drive in a safe way.

Peter Walker 48:49
But

Peter Walker 48:50
I think for the majority of people, that’s not necessarily going to do it, you know, I could be proved wrong. And it could be that, you know, the situation gets so grave that that, you know, it costs literally, I don’t know, a quarter of as much to get life insurance if you do have one of those things. But, but you’re still faced with a problem that, you know, if you have someone who lives nowhere near a bike lane, they’ve not been active for years. And they get told Well, you know, you can save 200 quid a year if you’re active. How do they do it? You know, it’s a bit more complicated.

Carlton Reid 49:23
That’s my that’s my hat that noise you might be hearing is a dog crunching on her bone. And the reason I mentioned that is because I walk more now because I can have of having a dog. So in your book, you mentioned gardening, you mentioned walking you mentioned cycling, nowhere in the book do you mention it’s really good to get a dog? So do you do not have a dog?

Peter Walker 49:52
I don’t I mean it fits in under walking. And one of the interesting things is though again, it

Peter Walker 50:00
Or what kind of work you do. There is a study which inactivity expert in the US told me about which I’ve never been able to track down since I need to email her and find out what the what the link is to it. But she told me about a study which said that I can remember where in the us it was done. But it discovered that people who own dogs were actually marginally fatter than people who didn’t on average, because they thought they were getting exercise. But what they were doing, were walking to the park, standing there with their friends while they ran around and then walking back. So so you know, again, it’s a bit complicated, I’m sure you marched very brisk pace with your with your dog. But some people don’t, you know, and obviously, all things being equal having a dog is can be better for you than not, he does. You know, mean, you do need to actually leave you to go outside and do stuff.

Peter Walker 50:50
But you know, yes, there’s all sorts of reasons. There’s all sorts of ways you can do that. If you can’t have a dog or don’t like dogs, you know, you can just try and walk to your shops, you know, this. There’s this one quote, which I kind of use near the end of the book, which is by a guy called Professor Steven Blair, who is now retired us activity expert. And I was asking everybody, you know, I talked to you, what activity do you do? How do you kind of straight try and stay active? And he had said something like, you know, my slightly simple minded answer is to find the activity that you enjoy doing, and just keep on doing it. And that’s the kind of thing is going to be different for every person.

Carlton Reid 51:26
So could I got an eight and a half, like you, my wife, and my 23 year old daughter both got 10s.

Peter Walker 51:35
So explain, can I can I just point out, factually, I don’t want to correct you on the book. But I’m also claiming a 10. It was the it was the

Peter Walker 51:45
the doctor who invented the test, you’ve got an eight and a half, I’m just attends to will probably not for much longer.

Peter Walker 51:53
But I make the point that my legs are so inflexible, I don’t know how much longer I can do it.

David Bernstein 51:59
Well, so explain the sit stand test. And and I will put it in the show links, I’ll put the video that you talked about in the book. So I mean, basically, it’s, it’s, it’s on some videos, not just connected to this, this particular doctor, but in other ones, you know, people quite introduced a quite in a scary way, and that this will predict when you die.

Peter Walker 52:20
Well, a lot of people know about variants of like the chair test, which is this kind of test of how well you’re going to age where you know, you have to

Peter Walker 52:30
cross your arms crossed your shoulders and sit down and stand up on a chair a certain number of times, and then you have to consult charts, so how good you are for your age, or things like that. And that’s quite complicated. It depends on things like the height of the chair compared to the person etc.

Peter Walker 52:44
But this Brazilian doctor came up with his kind of all purpose tests, which he calls a Sit-Rise test. And basically, you have to find a kind of clear patch about two metres square, where kind of close you can move around it. And the instruction is something like, sit down completely on the floor, and then stand up using as little assistance as possible. And if you’re like a ballet dancer, you basically cross your legs and, you know, sit down like a bird on your on your bum. And then immediately kind of elegantly get back up again. And if you can do both those you score a 10. But you lose points for like wobbling on the way down, or you lose points for using a hand push yourself up.

Peter Walker 53:28
And there’s other kinds of more nuanced rules that if, when you are on a floor, you’re not allowed to, to get up, you’re not allowed to use the kind of edges of your feet, it’s the kind of lever has to be the flat soles of your feet to push yourself up. And

Peter Walker 53:42
this is intended to measure all sorts of things. So in a kind of direct way images, your flexibility, it measures the strength of your legs or some inches measures the power of your legs, you know, he power to kind of do that initial push. But it kind of indirectly measures other things like you know, your balance your weight compared to strength and things like that. And

Peter Walker 54:06
this doctor had done it just as a test and had recorded the scores of people and their ages and medical records. But some researchers kind of cross referenced his results with basically the death records of his patients who’ve gone on to a diet and there was this astonishingly close correlation between a low score and and how likely people were to die quite soon. If you had a score, I think it was less than three, then your chances of dying were roughly the same as if you had certain types of cancer. Whereas more or less whatever your age if you could do a kind of certainly a 10 or eight 9, 10 then your chances were really pretty good. And it’s worth watching the video just to see what you’re meant to do but it’s actually completely addictive. And I

Carlton Reid 54:52
did it I shouldn’t I saw the video and and then got eight and a half. My wife didn’t see the video and just went Yeah, did it up again.

Carlton Reid 55:00
Like, how did you know that that’s so

Carlton Reid 55:03
was my daughter who was actually a, she’s a fitness trainer, amongst many other things that she does. She used to, she didn’t watch the video either. And she’s completely different technique, but I think she was using a bit more of edge of foot. So I’m gonna mark her down,

Peter Walker 55:18
I’m gonna give her give her a chance to actually sleep give her a chance to do with over the feet flat. I mean, the the thing which I mentioned in the book, it’s kind of interesting for everybody how they do it. So I’m still just about able to do it on, you know, maybe I might be docked to nine and a half. But I like to think I can do a attend. But a lot of that is just like many people who ride bikes, I’ve got relatively powerful legs, you know, for my size and weight. But I’m also not very flexible in my legs. So I basically need to stretch a lot more or in the coming years. I’m gonna, you know, start dropping down the scale.

Carlton Reid 55:54
Yeah, this is what my daughter is talking about her hip flexors, you know that hip flexor is dreadful in cyclists.

Peter Walker 56:00
Definitely. Well address in lots of people, basically, you sit down a bit too long. You know, there is this theory that the kind of epidemic of back pain around lots of countries like Britain is because people’s hip flexors have just shortened over the years because they sit down too much. and that in turn affects the way you know that you stand in effects your your your your back, which is yet another reason to, you know, sit less and walk more.

Carlton Reid 56:22
So Peter, where can people get your book? And where can they find you on social media apart from the cause, following your your Westminster

Carlton Reid 56:36
tales on the Guardian,

Peter Walker 56:38
They can get the book from any good bookshop, whether it’s Amazon or the bookshop.org, which

Peter Walker 56:46
groups together lots of local book shops. It’s published by Simon and Schuster, and it was out last week. And in terms of following me, I mean, yes, I’ve got a profile page at The Guardian, which is very easy to find. I’m mainly social media wise on Twitter, which is @PeterWalker99. It’s such a common name, I had to add the numbers at the end.

Carlton Reid 57:06
Well, Peter, thank you ever so much for taking the time today.

Peter Walker 57:10
It’s a great pleasure. Thank you for so many interesting questions.

Carlton Reid 57:14
Thanks to Peter Walker, author of The miracle pill. This has been episode 266 of the Spokesmen cycling podcast. Links can be found on the-spokesmen.com. The next show will be a one a half hour chat with mountain bike legend Gary Fisher, and the show after that will be an hour with World Champion Masters cyclist Sylvan Adams, the billionaire who is bankrolling the Israel Startup Nation pro cycling team and also pumping cash into transport cycling in Tel Aviv. Both those shows will air in February. Meanwhile, get out there and ride.

Your podcast catcher not showing in links above (black circle with three dots)? Loads more on PodLink. Show is also on Spotify. and Google Podcasts.

Saturday 16th January 2021

The Spokesmen Cycling Podcast

EPISODE 264: Bike Nerds Kyle and Sara of People for Bikes

SPONSOR: Jenson USA

HOST: Carlton Reid

GUESTS: Bike nerds Kyle Wagenschutz and Sara Studdard of People for Bikes, USA.

TOPICS: Bike lanes, mobility motivations, and Mayor Pete’s high-profile potential impact on transportation.

TRANSCRIPT:

Carlton Reid 0:12
Welcome to Episode 264 of the Spokesmen cycling podcast. This show was published on Saturday 16th of January 2021.

David Bernstein 0:24
The Spokesmen cycling roundtable podcast is brought to you by Jenson USA, where you’ll always find a great selection of products at amazing prices with unparalleled customer service. For more information, just go to Jensonusa.com/the spokesmen. Hey everybody, it’s David from the Fredcast cycling podcast at www.Fredcast.com. I’m one of the hosts and producers of the Spokesmen cycling roundtable podcast for shownotes links and all sorts of other information please visit our website at www.the-spokesmen.com. And now, here are the spokesmen.

Carlton Reid 1:07
Happy New Year and welcome to the first episode of 2021. I’m Carlton Reid and the next few shows are going to have a distinctly American flavour starting with today’s guests Kyle Wagenschutz and Sarah Studdard of People for Bikes the US bicycle advocacy organisation. This is an hour long show in which we talk bike lanes, mobility motivations, Mayor Pete’s high-profile potential impact on transportation and you’ll get a sneak preview of People for BIke’s report on US pandemic cycling trends which goes live on January 21st.

Carlton Reid 1:55
I’m here today with with Kyle and Sarah and and before we get into who you are, describe what you do for people who buys and what is people who buy so people who who don’t know what this us organisation is and I guess lots of people in the US will absolutely know what it is but to explain it for the rest of us. What is peopleforbikes? And where’s it come from? Because got an interesting, interesting backstory.

Kyle Wagenschutz 2:23
Yeah, certainly. Thank you. And peopleforbikes is a US based bicycling advocacy organisation that has been around since 1998. So we we just celebrated moving past the 20 year mark as an organisation. And we have used that time and our presence and influence here in the us to continue to advance policies that make bicycling better for people every day in the US and that most of our support, a large basis centre of our support actually comes from the US based bicycling industry. So manufacturers and suppliers of bicycles, bicycle components, and adjacent bicycle parts contribute are members of our programme. And we act as both a trade association acting on their behalf in matters of business and trade, important export. And then we also act as a as a charitable foundation,

Kyle Wagenschutz 3:27
almost like a traditional nonprofit organisation that would

Kyle Wagenschutz 3:32
help local communities enact and be able to activate on those locally based projects.

Carlton Reid 3:38
So that’s what I meant. When I said you had an interesting backstory, it was it’s industry funded, and it’s come from the industry as an industry initiative. And that’s always and it has been going on for a long time is the industry should be doing more to get bums on bikes, and here there’s an organisation that’s absolutely that’s, that’s its raison d’etre. Yeah.

Kyle Wagenschutz 3:59
Yeah, 100% you know, and, and there’s, there’s a, there’s a reason you know, the bicycle companies exist. And that’s to of course, sell bicycles and parts within their marketplace. But, you know, there’s also a

Kyle Wagenschutz 4:14
joint self interest in these companies who compete every single day on selling their products in the marketplace to come together and say, you know, collectively we have the power to grow the share of bicycling for for the US and by acting in concert together and channelling those activities to people for bikes, we can grow the pie, so that we all benefit. And I think that’s a real testament of, you know, how businesses can function and work together towards a common goal. While

Kyle Wagenschutz 4:46
you know, also advancing, you know, programmes and projects that create a better world for transportation create a better world for our future of our planet and climate change. create a better world related to issues

Kyle Wagenschutz 5:00
Diversity, Equity and Inclusion within our cities and our governance. And so it’s a it’s a real, it’s a real honour to be able to work for an organisation that has this breadth of support and leadership.

Carlton Reid 5:13
Absolutely. Now let’s let’s ground you both in that, let’s work out where you are speaking from. And then you can tell me your official job titles, and then we’ll get into what we’re gonna be talking about. So first, let because we’ve heard from Kyle already. So, Sara, where are you speaking from? And what’s your job title?

Sara Studdard 5:30
I am speaking from Denver, Colorado, and I am the director of local innovation. So I support our team that works across the country to support elected officials, city staff and community partners and advocates to build complete bike networks. Okay, you’ve been you’re not from Denver, originally, I’m not from Denver, I moved around growing up. But previous to living in Denver, I lived in Memphis, Tennessee for a decade and worked through agriculture, creative placemaking economic development, and as well as bikes to make the Memphis region better for the people that live there.

Carlton Reid 6:08
And same question for Kyle, where are you? And what’s your official job title? Kyle?

Kyle Wagenschutz 6:13
Yeah, I’m talking to you today from Longmont, Colorado, just outside of the great bicycle in city of Boulder.

Kyle Wagenschutz 6:21
I am the Vice President of local innovation. And you know, like Sara,

Kyle Wagenschutz 6:27
we’re leading work in cities across the US helping community leaders, they’re

Kyle Wagenschutz 6:35
giving them the tools and the resources that they need to advance the development of their bicycle networks, helping them do it faster than they would do it on their own, and helping them hopefully achieve a broader outcomes than they otherwise would have been able to do. And so we’re, we’re strategically always looking for city based partners to who are willing and able to make bicycling better. And we act as a catalyst in a in a resource to help them overcome the challenge any challenges that are standing in their way.

Carlton Reid 7:07
So I don’t mind who answers this one, you can either if you can, can can jump in here.

Carlton Reid 7:12
How many people

Carlton Reid 7:14
are working for peopleforbikes? And is it everywhere? Is it like do you have like, local chapters? What? What’s the actual setup?

Kyle Wagenschutz 7:24
That’s a sort of evolving question in the pandemic times.

Carlton Reid 7:30
Let’s have it both kind of at pandemic time and maybe normal times. Yeah, good point.

Kyle Wagenschutz 7:35
Yeah, we have a we have a staff of about 30 people working at peopleforbikes. Full time now. Almost all of the staff are based in Colorado, near our Boulder, Colorado headquarters.

Kyle Wagenschutz 7:53
Aside from a few members of our staff that live in Washington, DC, who manage all of our federal policy work with our,

Kyle Wagenschutz 8:02
with our partners in DC, so almost everyone is had been based in Colorado since the pandemic though. We’ve we’ve we’ve had we’ve had several new hiring since the pandemic,

Kyle Wagenschutz 8:13
we’ve we’ve adjusted to a remote working environment. And there’s no there’s no plans for us to return to the offence the office anytime soon. And so I expect that we’ll continue to work remotely from wherever we are in the world.

Kyle Wagenschutz 8:28
For the for the foreseeable future.

Carlton Reid 8:31
And this is this is a question that I could ask absolutely anybody. And I almost get roughly the same answer from everybody. But how’s it affected? How you’re what you’re able to do on the ground? Because you haven’t been able to travel?

Kyle Wagenschutz 8:44
Yeah, that’s a really good question. And Sara, and I contemplated this quite a bit when the lockdown actually occurred is, as Sara mentioned, a moment ago, she and I were just travelling non stop for almost the last two years. And so how did we adjust? And I, I would say that there’s definitely some

Kyle Wagenschutz 9:06
there’s definitely, there were definitely some growing pains that we had to work through, you know, I just there’s been some situations where I know that if we were in a place in a meeting with somebody in a room, we could have solved some problems, you know, over the course of a couple of hours and been done with it. Whereas remotely, you know, several meetings over the span of a couple weeks. So changing the expectations that, you know, communication just is more deliberate, takes more time was a was a was a lesson that we learned and I think the other thing is that even though we’ve been working from home, that the the shared experience of our community partners who are experiencing the same exact thing has been really helpful is that they are also dealing with the pandemic and has made the relationship you know,

Kyle Wagenschutz 9:57
that we’ve been on we’ve been on equal playing field, so to say

Kyle Wagenschutz 10:00
Speak and so we’ve we’ve been we’ve we’ve found that the coordination with our local communities has just been about being more communicative.

Kyle Wagenschutz 10:08
more frequently. And the work work has work has surprisingly continued in many US cities.

Carlton Reid 10:18
And Sara, talk me through bike boom, what? How is bike boom affected people for bikes?

Sara Studdard 10:25
Well, you know, I think it’s been just a really exciting time for the organisation and the industry. And I think in particular, you know, through the role that Kyle and I have in terms of really looking at bike networks, and so how does the bike boom influence the way that our cities continue to be built and respond to residents needs and so it’s been exciting to look across really the globe and see communities, you know, respond to, you know, more time during the day under shelter in place orders, and kind of going outside their, their front door to experience shared streets and car free streets and places to walk and bike and play. And then I’ll let Kyle kind of talk more from the industry side on what we’ve seen from the bike boom perspective.

Kyle Wagenschutz 11:18
Carlton, we’re going to be releasing some new data in just a couple of weeks. But the high level picture is that this past year 10% of American adults engaged with bicycling in a brand new way.

Kyle Wagenschutz 11:35
You know, some portion of that were people who discovered bicycling, you know, after an extended period of time of not biking. So for, you know, people who were absent from biking for more than a year, another percentage of that were people who begin biking in a different way because of the pandemic. So they might have tried indoor riding for the first time or tried riding for transportation or to reach you know, the grocery store to reach a park or something like that. So, tip 10% of the Americans, you know, engaging with Cycling is a significant number of Americans who sort of stepped out their doors this year and, and took up biking and what happened was that you know, the response was people needed bicycles, they needed bicycle parts, inventories became very low and bicycle shops, city leaders saw you know, swarms of people on bikes and then took action to help sort of create safe spaces for them to ride so it’s been this real it’s been this real

Kyle Wagenschutz 12:40
interesting perspective to see that the see the power of grassroots movement, you know, largely unorganised people acting organically looking for ways to escape their indoors to get outside for stress relief for health and recreation, you know, those are their primary motivations for taking a bicycling during this time. But then to sort of see the the spillover effect into what it’s doing for the industry, what it’s what it’s changing in terms of perceptions for city leaders, has has been a real has been a real pleasure to to see unfold.

Carlton Reid 13:17
Here in Europe, we’ve had what are called pop up bike lanes. So Corona, cycleways is that is how they put it in, in Paris. Have you had that same kind of suck it and see initiative that was very much specific to the pandemic. So these pop up type, you know, you know, like, instant

Carlton Reid 13:43
bike lanes that can just come down again, if they have to?

Kyle Wagenschutz 13:45
we documented that there was approximately 200 US cities this year that change the functionality and layout of their streets. Now that’s that’s a really broad way of sort of describing what happens. And that’s purposeful, because what I can’t say is that we had a real sort of uniform approach to this, you know, across all US cities, we did have some cities that implemented pop up like infrastructure.

Kyle Wagenschutz 14:14
And some of those have moved to a more permanent installation, I’m thinking Boston did a pop up set of infrastructure, a holding network in their downtown area.

Kyle Wagenschutz 14:27
And just recently, in the last like three months, all of those orange cones and the traffic barrels that were used to create the public infrastructure are now being painted, permanent,

Kyle Wagenschutz 14:39
permanent protected infrastructure is now being put in place to create that separation.

Kyle Wagenschutz 14:45
We had some other cities like Austin, Texas, who created some pop up infrastructure on some really iconic streets. there’s a there’s a street in Austin, Texas called South Congress Avenue which leads to the state capitol building of Texas across this

Kyle Wagenschutz 15:00
bridge. It’s been a project that has long concerned city leaders and city planners looking to make change. It’s a big it’s a big iconic road that tourists and visitors and residents alike have to traverse every day and in the pandemic gave them the impetus through order of the city council to to make that change and that move from permanent and temporary to permanent infrastructure this past year as well. I would say on on the on the larger whole though, Carlton, most US cities

Kyle Wagenschutz 15:32
who who did things did so with infrastructure that more tangentially benefited bicyclist rather than having a real direct lasting impact. You know, we we our cities closed a lot of streets. To make room for outdoor dining and outdoor retail experiences. We we closed residential streets, except for through traffic. But we didn’t have the sort of like wide scale pop up my sequel networks go in that the last thing that I’ll mention in this is that

Kyle Wagenschutz 16:06
what we did see happen was that communities in the US that were already building bicycle networks did so at an accelerated rate. And so while we didn’t have a lot of temporary bike networks going up, we saw continued progress on the existing momentum that was in place, pre pandemic, continue to spill into even, you know, a time in which we might have expected projects to be delayed or derailed or unfunded. We actually saw those networks going in at a faster pace. They were able to accomplish that this past year.

Carlton Reid 16:45
And Sara and Kyle, I guess, fit for this, but I’ve talked to you both before.

Carlton Reid 16:52
A while ago, and just anybody who’s listening here thinking Kyle and Sara, I know those Where do I know there’s those? So tell me why. And perhaps even when I talked to you before, and then what’s happened to that particular podcast? So Sarah, what what? When did I speak to you last? And and why was that talking to you?

Sara Studdard 17:13
Kyle and I had a podcast that we started when we were both living in Memphis, Tennessee called the bike nerd podcast where we really used it a little, selfishly as a platform for Kyle and I to have amazing conversations with people around the globe, not only in the biking space, but in mobility, health, public space, transportation, you know, people who are passionate about making the places they lived better, and we had over 100 episodes, and we actually have closed down shop with the bike nerds podcast, but have never released our final episode.

Carlton Reid 17:54
So I absolutely agree with your sentiment about speaking to fantastic people from around the world cuz that’s what I’m doing right now. You guys got so I’m inviting you on and you know, it’s like is this in a small incestuous world in many ways, however, you do speak to some amazing people who have got very similar goals around the world, we may have different geographical geopolitical issues to cope with, but we’re pretty much going for the same thing, which is, in effect, getting more people

Carlton Reid 18:25
to ride bikes. Now did any of the bike nerd nerdery lead on to directly what you’re doing now? Sarah?

Sara Studdard 18:37
Yeah, that’s a really great question, Carlton. You know, when Kyle and I began, the podcast, I really had just entered into the bike space, I was part of launching a bike share programme in Memphis, Tennessee. And so I was really in the in the role of learning and educating and making connections of around great people who are encouraging folks to ride bikes. So it really kind of helped me from a personal and professional aspect, create really strong connections within the bike, and mobility space and, you know, really helped me see the value of, you know, not only creating space for people to ride bikes in your community, but also just like the joy and fun it is to ride a bike, you know, bike sharing, particularly because really amazing in terms of creating that, that accessible opportunity for fun and joy and adventure around around the community.

Carlton Reid 19:33
Now, Kyle, you you got in touch with me

Carlton Reid 19:36
a little while ago, and it was actually a Forbes article that I wrote, which was talking about, you know, a very small number of Twitter users, any social media users can actually sway public opinion.

Carlton Reid 19:50
And generally, it were actually the the piece was about was about in I think, was in London. And it was how a small number of anti

Carlton Reid 20:00
cycleway and it was called actually low traffic neighbourhood. So LTNs is the the nerdery in the UK for that particular form of transport intervention. So they were anti-LTN campaigners. And there was an analysis done showing that, you know, they were just talking to each other, but they had this enormous

Carlton Reid 20:23
effect on, on on authority, thinking it was actually a massive

Carlton Reid 20:30
outpouring of public sentiment that actually wasn’t that at all. And then you got in touch and you said, well, I’ve we’ve actually done a study on this. So let’s, let’s talk about why you got in touch what what why did that particular issue ring your bell?

Kyle Wagenschutz 20:45
Carlton one of I mentioned before the some of the work that Sara and I do in cities is, is helping cities overcome challenges to implementing their bicycle networks. And, as we’ve been had our head, our feet and hands on the ground in communities across the US, we we’ve been finding that over the years, it’s that the challenges that cities face are less and less about the availability of public funding to build infrastructure, we’re seeing less concern about design and how to sort of approach building infrastructure that’s attractive for people of all ages and abilities. The concern continually sort of continued to grow to be, wow, we’re ready to go with this. But every time that we go out to build a project, there’s a vociferous opposition to any changes to our to our public streets. And that opposition, every in almost every instance, is either reshaping a project, you know, to the detriment of, you know, the the goals that we’ve set out for the for the project itself, we’re compromising on design, we’re compromising on the limits and the implementation of it, or some in some, in some of the worst case scenarios, projects were being cancelled outright. And so we looked at, we looked into this with with a using a study to understand, you know, our communities, who, if you think about what it takes to get to a point where you’re about to build a project, you know, there’s typically work being done to build the community community support around a plan identifying you think about all the meetings we go to where we draw lines on a map, and we think and envision about the future. However, what’s the disconnect between this exercise where we engage community members and visions about the future? And then when we actually go to deliver on those projects? Where does all that opposition pop up from and why is it so influential, and we say, well, are the American people actually against bicycling and bike infrastructure. And you know, and we didn’t think so, based on some local surveys that we had seen from cities around the US, but we conducted a study in 2018, to look at very specifically how people view bicycling, how they view mobility, and more importantly, to dive into an understanding of what drives people to make the mobility choices that they make every day. It’s our belief that to build the safe networks of protected bicycle lanes, low traffic streets, the kinds of infrastructure that we want to see flourish in our communities, that we can’t just be speaking to cyclists and building support through cyclists, but that we also have to build support for these programmes, from people who may never ride a bike or who haven’t written a bike. They’re though they’re the individuals that

Kyle Wagenschutz 23:41
are to use like a political term, you know, they’re the swing vote, a lot of times in our communities. And we wanted to make sure through a research based approach that we were able to talk with them communicate to them in a way that encouraged them to support this work, rather than discourage it with their city leaders.

Carlton Reid 24:01
And how much of this this assumed popularity for bike infrastructure in the general population is an abstract thing. But then as soon as it becomes concrete, that’s when the opposition comes in. And, for instance, what I’m trying to say here is, if you ask somebody, you know, do you want more bike infrastructure? And they take all they say, yes, that’s one thing. But when you physically get down to the brass tacks, and you actually get the work, people moving in and closing down parking spaces, you know, putting in concrete barriers, then it becomes in flesh. And then opposition would then come in because well, I said, I want the bike infrastructure, but not on my road.

Kyle Wagenschutz 24:43
That is the central component of what the study found. We found that in the US overwhelmingly, the population here support cycling, for all of the reasons that we know people have very fond memories of bicycling

Kyle Wagenschutz 24:59
As children, even if they’ve even if they stopped long ago, they remember what it was like to the fun they associate bicycle lane with being outside, they associate it with the freedom and moving around the neighbourhood. They all have these amazing stories and generally speaking, have really positive sentiments to say, Yeah, I support bicycling. But you’re right, the moment we say, well, do you support bicycling, even if it means

Kyle Wagenschutz 25:26
taking the parking spot away from in front of your home, suddenly that that majority of support for bicycling plummets, it’s it’s a very weak support in this almost almost as soon as you put a trade off in front of people, we lose that the strength of that support to levels that we can’t sustain. If you were going to, if you’re going to run as an elected official on these numbers, and you had a position that this this precipitous drop off occurred, you would not run for election, you would not win very well. And and so what we have to do with that is, I’m sorry, what,

Kyle Wagenschutz 26:06
what we found is when we looked into like, what, what are those trade offs that trigger that drop? The the primary concern for people, as it relates to bike infrastructure, is that as they’re making choices about transportation every day, what what drives a person to get into their car versus public transport, or a bicycle or to walk, it really comes down to people want to control their schedule. And we can we can talk about the nuances of parking space versus travel lane versus diversion and speed and all of those things boiled down to individuals in the US want to control their schedule, they want to walk out their door of their home with some sense of reliability and get to where they’re going in the timeframe that they think it takes to get there. And it also this This phenomenon is not just unique to bicycling, it also explains why traffic congestion or a crash that backs up traffic, you know, creates road rage within people because we’ve disrupted their primary motivation is this this control of their schedule? Currently, driving a car gives people the most control of their schedule in US cities. And bicycling basically, infrastructure is largely seen as an inconvenience to that. And that’s, that’s the real,

Kyle Wagenschutz 27:28
that’s the real communications barrier that we have to overcome.

Carlton Reid 27:33
So Sara, when when people maybe say that they want bike infrastructure could part of that being I want bike infrastructure for my neighbour, because that gets them out of their car? and enables me to carry on going in my car? Or

Carlton Reid 27:50
are there people out there who we don’t know, as a cyclist are using air quotes there? Who would get on to bikes? And they are in favour of bike infrastructure?

Sara Studdard 28:02
Yeah, Carlton, I think it’s a combination of, you know, I also think there’s the motivation to have control of your schedule, you know, as Kyle kind of explained, is there, but I also think there’s a motivation to live in a community that provides multiple options for people to get around. And so I think when we hear support for bike infrastructure for people that you know, may never choose to ride I think there’s also a pride and a community sort of buy in, in terms of being supportive of the greater good and being supportive of potentially your neighbour riding a bike. Maybe your your true motivation is to get them out of their car. But, you know, I think there’s value in that and then I think we know that when we build safe places for people to ride you know, an individual that maybe was on the I’ve never in a million years going to get on my bike because it’s dangerous see, is that a protected lane

Sara Studdard 29:00
and a dedicated space for them on their bike creates a really great experience for their family and so I think investment and infrastructure also you know, creates investment in the people who may choose to purchase a bike and turn into a air quote cyclist.

Carlton Reid 29:17
I’d either you could answer this one because it’s a general question really, and that your people for bikes, so clearly, your bikes, but so much of this, you know, to get people out of cars is not obviously bikes, not everybody’s gonna be able to get onto a bike. So how much do you interact with the other ways of getting people out of cars? So how much do you get involved with transit? How much you get involved with pedestrian infrastructure, sidewalks? How much of that is absolutely. In your brief, even though in your title, it says bikes.

Sara Studdard 29:53
You know, when we look at cities that are most successful, they are not

Sara Studdard 30:00
Truly connected and truly investing into a single mode. So I think for us to really encourage people to ride bikes we under we understand that at our core that you know, we’re never going to get every single American to ride a bike. But by increasing pedestrian space, increasing great safe transit stops and efficient bus bus schedules, we are also creating really great places for people to ride their bike and also choose choose other modes and, you know, the cities that we find to be really successful. Understand that and also, you know, build diverse partnerships and Coalition’s that involve housing, public health, pedestrian advocacy, etc. And really at the bike infrastructure bike network is like one component of what makes that city I’m really great and helps get people around.

Carlton Reid 30:58
So tell me about the US. I mean, I know Colorado is absolutely bike Central. And I mean, you’ve only taken a quite a few years ago,

Carlton Reid 31:08
Boulder overtook Davis, California. And I know you have you had those two cities are vying for quite a long time to being like the capital for for cycling in the USA has the fact that you’re in Colorado, how much does that cover your thinking in that when you go to two other cities, it’s much much tougher, because you have kind of got it nailed in many cities in Colorado, compared to other places in the US.

Kyle Wagenschutz 31:39
Colorado compared to the US other us as a whole is better in some ways, but that there continues to be a lot of momentum building and other places that Colorado and cities can learn a lot from.

Kyle Wagenschutz 31:56
And that I think that’s a I think that’s a real story that sort of exists throughout the US is that there are pockets of real growth, real advancement and mobility. And,

Kyle Wagenschutz 32:09
and then there are areas that are totally devoid of it. And so I I, you know, it’s interesting that

Kyle Wagenschutz 32:17
Sara and I have experienced Colorado this past year for the first time because of the pandemic in a really intense way. But we we are generally speaking, spending a lot of our time outside of Colorado extra exploring the great things happening in other places. And I would say that having we’re now working doing some work with some Colorado cities just in the last the last year, year and a half. And what’s really fascinating about that is that we’re actually taking some of the inspiration and case studies from our work in other cities. And we’re bringing those back here to to our to our local partners, in some ways. So

Kyle Wagenschutz 32:57
I would I would say that, yeah, if you want to get on a mountain bike, if you want to visit the city of Boulder and sort of see what they’ve done historically, I think I think there are some real jewels here, don’t get me wrong. But I would also just say that I think there’s there’s jewels elsewhere that are offering a level of inspiration to even places here in the US that have have succeeded historically.

Carlton Reid 33:18
Rolling it out to the continent as a whole. If you if you include, you know, North America, then you have Montreal,

Carlton Reid 33:30
which is phenomenal for bikes. And it has been, you know, roughly since the 1970s, when they had two very successful advocacy groups arguing for bike lanes and stuff to be put in there. So how close is the best American best

Carlton Reid 33:48
US city compared to a stellar city? Not stellar in Amsterdam, European terms, but stellar in North American terms? How close is any US city to Montreal?

Kyle Wagenschutz 34:02
I would say generally speaking, Carlton, we actually do an annual city ratings programme where we do measure on a system using a system that we’ve created. We do we do rank cities in terms of how great they are for bicycling. And we’ve just in the last year began measuring some Canadian cities, we’re actually as we head into 2021, we’re actually expanding the reach of the programme into Canada, Australia and some European cities for the first time. So coming soon, there’s going to be a sort of a fuller answer to your question here. But I would say generally speaking, a few of the Canadian cities ranked on par or slightly better than most of the cities for bicycling here in the US and so I’m thinking Montreal Of course. Vancouver is among those who

Kyle Wagenschutz 35:00
rim pretty high in that list. And I’d even add in Toronto in terms of a city that, given its size, and sort of density or lack of density, per se, is actually achieving some, some some making some accomplishments for ridership that exceeds similarly, you know, position cities in the US. And so I would, I would project that some Canadian Canadian cities are right at the top of the pack for for all of North America, and only the US is best cities are on par with those.

Carlton Reid 35:37
So where are we talking about?

Carlton Reid 35:39
Well, give me your your best ranked American cities.

Kyle Wagenschutz 35:43
Yeah. Yeah, I mentioned, you know, you, obviously Boulder, Colorado is among those. It’s where our office is located. But we, we use data not not not subjectivity to make these things.

Kyle Wagenschutz 35:59
You know, if we’re looking at like, cities that would be familiar with around the world, in Washington, DC has continued to sort of make constant steady progress. Denver, Colorado, here locally is also a city that over the last decade or so has really improved made some improvements. In Madison, Wisconsin, historically, among the best in the US, continues to rank really well. And then we also have this, this growing,

Kyle Wagenschutz 36:28
that’s of this growing list of small to medium sized cities that are really over performing, giving, given the size of their city. And these are places like San Luis Obispo, California, Santa Barbara, California, even a place like Missoula, Montana, or Rogers, Arkansas, you know, these are, these are communities that you would not automatically think to yourself, boy bicycling heaven, but they have really carved out

Kyle Wagenschutz 37:00
a really strong niche, and some of these smaller communities, you know, less than a few fewer than 100,000 people.

Kyle Wagenschutz 37:06
And the rates of cycling happening there, the infrastructure being built, is really a testament to to the local leadership.

Carlton Reid 37:14
And, Sara, you’re, you’ve got a new Secretary of Transportation coming up in a matter of days. In fact, how much do you think having such a high profile? I mean, even I know the guy, how, how do you think that’s gonna affect Trump not just cycling, but transport as a whole? In the US? Can he transform something in a relatively short space of time?

Sara Studdard 37:46
Mayor Pete, colloquially like really understands that safety is needs to be a first priority with our transportation system. And so I do then from his role, you know, being a mayor of a local community, that he understands that, you know, we need to invest in safe, comfortable, non stressful types of transportation options, whether that’s through transit, bike infrastructure, pedestrian infrastructure, etc. And so I think that understanding of safety will will help us make, you know, strides that are not just, you know, paint on the street, but strides that actually encourage people to get out of there, get out of their cars. And then I think, you know, we need to have a really robust, you know, federal budget that’s able to provide funding to states and then those states to provide funding at a local level to really invest at a high sort of, you know, budget perspective, to really ensure that we’re able to build the bike bike networks in a quick and rapid way. I think what we’ve seen in US communities is, you know, I think part of this vocal minority, this opposition we talked about earlier, is that, you know, a project idea, you know, comes forth, and that project may not get implemented until five or seven or 10 years down the line. And that’s just entirely too long from a project delivery perspective.

Carlton Reid 39:14
Hmm. And then Kyle, roughly the same question in that Mayor Pete is going to be a effect of progress, but anybody’s gonna be a progressive after, after we’ve had, of course, but he’s gonna be definitely an incredibly progressive progressive

Carlton Reid 39:32
Transportation Secretary.

Carlton Reid 39:35
But he is then got, you know, like a whole set. It’s just one man is the whole system here set against him almost in that the whole of the US economy is a gasoline automotive based economy. So how much can he genuinely change in the short term?

Kyle Wagenschutz 39:53
Well, I think, you know, simply by joining the administration

Kyle Wagenschutz 40:00
And I think there’s been a number of roadblocks for the last four years just in moving progress forward at any, any expected pace. And so I think simply by having some new leadership in place, we’re actually going to see some things that have just been lingering, you know, in the bureaucracy actually begin to make momentum, I actually find that the agencies who deal with transport at a national level in the US, certainly are rooted in a historical sort of automobile driven mindset. But there’s some really amazing people working with agencies that have a lot of initiative and a lot of really amazing programme ideas for for making us transportation more sustainable and more relevant to the people living here. They just haven’t been given the ability to unlock, you know, those programmes for last four years, they’ve largely been,

Kyle Wagenschutz 40:52
you know, working every day, but not really able to move an agenda forward, I think, simply by having the new administration in place. And Mayor Pete, leading the helm for transportation is simply we’re just going to see some progress happening, because we’re going to be unlocking the potential of what’s already there. I think after that, I think Sarah is right. You know,

Kyle Wagenschutz 41:14
the the new secretary has experienced working as a mayor and city, he understands the challenges and pitfalls that befall cities, when you’re looking to receive federal funding, take advantage of these programmes, he understands the intricacies of what it takes to deliver the projects. And I think he’ll be able to offer some, some renewed insight and some of the renewed commitment to making transport a broader part of community development. If I remember, under the Obama administration, you know, there was this monumental joint effort between the Federal Highway Administration, the Environmental Protection Agency in the housing and urban development areas of the US. So looking at how does transportation affect our climate change goals? How does that affect the way in which our cities are developed, and we provide housing affordably to citizens residents, you know, that all came to a screeching halt under our current administration. And so I’m eager to see those kinds of conversations renewed because as Sarah mentioned, where we see real progress being made for bicycling. We’re seeing bicycling exist as part of an ecosystem and also making progress for

Kyle Wagenschutz 42:27
you know, living wages being distributed across the city, wealth enhancement, affordable housing, environmental concerns, public transportation success. You know, I, I think I think that’s, that’s what I’m most hopeful for is that we begin to see this broader conversation about how does transportation, interact, affect and be affected by

Kyle Wagenschutz 42:49
these other these other societal and cultural issues that exist within cities?

Carlton Reid 42:56
So, here inn the UK, and I’m sure it’ll, it’ll be in the same in the US is

Carlton Reid 43:03
transport ministers or transport?

Carlton Reid 43:06
mandarins civil servants, and politicians get very excited by electric cars get very excited by E–scooters, because they’re new toys they can play with these new things.

Carlton Reid 43:20
And bicycles and cars are kind of old technology, you know, there are 120 years plus old.

Carlton Reid 43:28
So where do we see because you want people for bikes? Where do we see e scooters fitting into cuz we haven’t even discussed them at all. But with this new toy, this the E scooter phenomenon?

Carlton Reid 43:41
How much do you think the bandwidth will be taken up by looking at these new things at but could that actually benefit the old technologies that the bicycles of the world?

Sara Studdard 43:54
we have a programme that we work on in partnership with nacto, the National Association of

Sara Studdard 44:02
transportation, I’m going to butcher the acronym nacto, the mayor’s office of Philadelphia and peopleforbikes as part of the better Bike Share partnership, and this looks at you know, how does micro mobility you scooters, Bike Share e Bike Share, etc. You know, how do we ensure that these new technologies and these new innovations are deployed and accessible in an equitable way, in really North American cities. And so, you know, I think that, you know, these new innovations are providing increased opportunities for people to, you know, not choose to get in their car. And so I’m excited to kind of continue to see how e-scooters and micro mobility in particular can just be another option another, you know, tool in the toolbox for people to to get around their city and then, you know, I think this continued innovation and and

Sara Studdard 44:59
interest and electrification just provides more opportunity. I mean, think the bike boom has, you know, seen during the pandemic that you know, there’s a hunger and an interest in ebikes. Because, you know, you don’t have to be like a world class athlete to, to do some pretty epic mountain bike rides are just cruising around town on an E bike. So I think it just provides just a tonne of more accessibility opportunity for people.

Carlton Reid 45:28
Kyle, yeah, those are those are definitely a pregnant pause there. I don’t know if that was because you didn’t know whether to which of you want to come in as a scooter thing. But what about your views on on E-scooters?

Kyle Wagenschutz 45:41
Yeah, I was I was just hoping Sarah would.

Kyle Wagenschutz 45:46
That’s that’s an old trick from our podcast is pregnant pause so we don’t overtalk each other.

Kyle Wagenschutz 45:53
I agree with everything Sara said, I’d maybe point to a more tangible example, I mentioned before some of the work that’s happened recently in Austin, Texas, and before the pandemic, Austin, Texas was

Kyle Wagenschutz 46:08
a North American Centre for E scooter use, you know, registering, you know, when comparing East scooters to the bike share the public Bike Share system, East scooters were were being written on a daily basis on a daily basis at a 10 x. So for every one trip being made on the bike share system, there were 10 trips being made on scooters. And it was a, it was a fascinating phenomenon to be in downtown Austin, in, in pre pandemic times to at this peak of scooter years just to see the people that were willing to to get onto a scooter. And you’re thinking about it from that sense. It was like swarms of locusts, and in some ways to sort of, you know, be hyperbolic about looking at a street and seeing the people riding scooters. But when you looked at them, they these weren’t people you would sort of expect to be the they weren’t exclusively young, you know, hit people right into their tech job. It was families it was,

Kyle Wagenschutz 47:11
it was clearly older people it was younger people it was people of all shapes and sizes and ages and colours. And it was just a fascinating exercise to sort of look out and say, Wow, you know, there’s, there’s something to this, I think, to what, what Sara has to say is that, as far as we’re concerned,

Kyle Wagenschutz 47:30
you know, anything that gets people out of their cars is a real benefit for cities, what we’re what we’re ultimately after here is not you know, propagation of bicycle lane as a singular mode of transportation, we don’t want bicycling to become, you know, what the car is today, what we want.

Kyle Wagenschutz 47:46
What we really want, though, is like we want, we want cleaner air, we want a better planet, we want a safer place for our children we want. We want all of these, these, these other benefits that come along with it. And getting there requires you know that we have some some other options for people. And if that’s a that’s a scooter today, and it’s you know, I’ve often joked that the next thing might be like an electric on-street kayak. I mean, I don’t know what’s coming down the pipeline.

Kyle Wagenschutz 48:21
But, but I think as long as we’re moving people out of their cars today, that’s the real, that’s the real strategy that we can put in place. You know, there’s certainly, there’s certainly things that we need to address as it relates to sort of, you know, the the rapid adoption of these of these new technologies.

Kyle Wagenschutz 48:40
They don’t have the time tested, you know, sort of

Kyle Wagenschutz 48:46
requirements that we don’t know how they’re going to play out in the long run yet from a functionality standpoint, from a US standpoint, so it’s all still really too new, too new, I think, to make concrete judgments about it. But I think right now, if for no other reason, if it’s gonna come back to some of the original purposes of talking here about how do we sort of reshape public opinion in terms of supporting bike infrastructure? Well, if somebody really loves to ride a scooter, and I can get them to support building a bicycle lane, you know, that’s, that’s one more person who is writing to their city councillors writing to their mayors and their leaders saying, you know, thank you for creating the space for me to to ride that I don’t have to interact with cars. And I ultimately think that’s a good thing. So mobility lanes, maybe rather than bike lanes. Yeah, I think so. I think

Kyle Wagenschutz 49:38
we, we haven’t really, we need we need better marketing on how we’re talking about this. But yeah, that’s right. low speed, low speed mobility lanes or lanes or for individuals travelling less than 20 miles per hour. I think, you know, that’s, that’s the that’s the concept. We haven’t come up with a really catchy name for those yet. Mm hmm. So I’m gonna ask the same question to both of you.

Carlton Reid 50:00
actually might might ask Sara first and Sara might come up with an absolutely perfect answer. And Kyle doesn’t have to come on this. And maybe Kyle will actually enjoy the fact he doesn’t have to.

Carlton Reid 50:10
And this is not me just picking on you, Sara, but it’s just that you’re kind of like, you’re the next one in line to ask the question. This is why I’m coming to you on this particular point. And it is potentially, well, it isn’t a difficult question. It’s potentially a political question in many ways. But that is just bike lanes. So we have been talking about bike lanes, whether we want to call them mobility lanes, under 20 mile an hour, whatever we want to call them. How much is peopleforbikes, your your your outreach work? How much of it relies on either maintaining what you’ve already got in cities, or expanding them? How important are bike lanes to your work?

Sara Studdard 50:49
Bike lanes are an integral part of our work, you know, communities that, again, when we look across the city and look at communities that are wanting to increase the amount of people who are making the decision not to drive their car, investment in bike lanes is kind of parable Paramount as part of that solution. And so I think we’re actively supporting cities and city staff and elected officials, etc, and communities across the country to look at their bike network. And in a really sort of analytical and sort of hard way, we have a tool called our bicycle network analysis that is able to, you know, really help a city and not deem their bike network successful by the amount of miles they have installed, but you know, are those miles that they’ve installed?

Sara Studdard 51:42
safe, comfortable and accessible to as many residents as possible? And so we are constantly, you know, encouraging and having discussions about, you know, not all bike lanes are created equal, there’s always room for improvement, there’s always room to look at, you know, what our speed limits look like? Are there other traffic calming aspects, so

Sara Studdard 52:07
I could, we could probably spend a whole nother 45 to 50 minutes talking about, you know, how important bike network and bike infrastructure and lanes are to the success of mobility.

Carlton Reid 52:20
So I’m gonna, I’m gonna pick it this one, I’m gonna keep on going. I’m gonna go for I’m gonna go for Kyle now, though, because you’ve had your chance. So and I’m going to go back here, I’m going to pick it at Kyle. And that is,

Carlton Reid 52:33
how much do you then potentially neglect the other things that can boost micromobility, bicycling, whatever. If you focus on bike lanes, bike lanes, bike lanes, which, you know, in many places, you need space, space isn’t always there.

Carlton Reid 52:56
There’s got cost requirements, there are all sorts of things. And there are other measures that you can take that sometimes, not always, but sometimes can have massive, massive,

Carlton Reid 53:08
Upticks for cycling. So. So your elevator pitch on promoting bike lanes above all else, Kyle?

Kyle Wagenschutz 53:18
I would say, I think you’re right there. There are other measures. And there are other considerations that we that we should make. However, I would say that none of our cities visit this and then me I’m speaking solely about the US here. There are very few US cities that have built enough infrastructure to see those other measures actually be successful in a in a really broad way. So by that, I mean, you know, we if you go to any city in the US, and you ask them about their great cycling education programme, they’re going to they’re going to show you what they’ve been doing. They’ve been doing it since the 1950s and 60s, when it began teaching kids to ride bikes, you know, through police departments. And at the end of the day, we’ll look at sort of the growth of cycling as as the expected outcome from all of this work, and we’ve seen cycling remain relatively flat in the US for the last decade. Or if I asked the city you know, what measures are you taking to, you know, grow ridership. And so we have we have these riding events, we have these clubs, and we look at the trend line for cycling and we could we see that Cycling is still relatively flat. What we’ve what we’ve uncovered using this tool that Sarah mentioned, the bicycle network analysis is that there’s a point at which your your your community needs to create a basic network of bike infrastructure that supports riding, and it’s it doesn’t mean that every street has a bicycle lane or that every street is slowed to a point

Kyle Wagenschutz 54:54
where cars are driving 20 miles per hour, but in order for these safety programmes,

Kyle Wagenschutz 55:00
judgement programmes, bicycle commuting tax incentives for those programmes to to, to exponentially increase the number of people riding bicycles, you have to have the basic infrastructure in place to actually support it, it’d be it’s sort of the equivalent of this, if in your community, you wanted to

Kyle Wagenschutz 55:24
get everybody to a grocery store,

Kyle Wagenschutz 55:28
and you built the grocery store in, you know, in a field, and then told them, you know, to, to drive there, they certainly could, you know, without without without having roads, they certainly could get there, it would be an interesting experiment to sort of, you know, ask people to navigate a city with a lack of roads while driving in their car.

Kyle Wagenschutz 55:52
You know, similarly to how bicycles currently experience writing in cities today, we could we definitely see that we can encourage them to do it, we could create some programmes that would help them navigate, you know, a roadless city to get to that grocery store, we’d see some adoption there. But, but if we built a road to get there, wow, we could suddenly get there very fast, very, we wouldn’t be inconvenienced by you know, riding over a dirt or going around a tree or something like that. And that’s what we have to create for bicycling we we what we want to encourage with people for bikes is the more rapid expansion of these networks, these other programmes, these other encouragement ideas, these other initiatives can actually have a foundation for their success, rather than trying to create success.

Kyle Wagenschutz 56:42
In in a place where they lack that underlying support structure. At the end of the day, as you know, we want people to be comfortable riding and riding the bikes. And so infrastructure is the first step. So I would say like, what we want to do is talk about infrastructure, infrastructure, infrastructure, because we haven’t even established that baseline level of comfort with people with our infrastructure network. From there, we can build into broader pieces of momentum.

Carlton Reid 57:12
What’s your argument? And this can be for Sara, if you want to pitch in there first. What is your argument for when you put the bike lane in, you’re successful, the city puts it in either

Carlton Reid 57:24
tactical urbanism, you know, like, it’s just like a soft one, like a pop up first to trial it or they put a concrete one in straight away. And then it doesn’t get used in the numbers that, you know,

Carlton Reid 57:37
ticks those boxes for the local politician who went out on a limb to get this put in? How do you cope with low use of a cycle lane of a bike lane? How do you?

Carlton Reid 57:51
How do you explain that? How do you maybe change that?

Sara Studdard 57:59
I think kind of to go back to Kyle’s grocery store in the middle of a field example. I think it’s really looking at that new bike lane. And can anyone access it and in a safe way, is it part of a full network that creates connections to you know, the variety of places people want to go from their homes to work to a park to a grocery store? And so I think really challenging that maybe the bike lane actually the construction wasn’t a success because it didn’t make those connections to look at it that way.

Carlton Reid 58:35
Same question to Kyle then and then you know, the perfect is the enemy of good. So what Sara was saying there is about you know, is the network up to scratch in effect well shouldn’t there therefore be an emphasis on on getting a smaller things put in place smaller interventions put in place before you go for like a gold standard, you know, in inverted commas bike lane, because if it’s a if it’s a bike lane is put in huge expense, and it doesn’t have those network connections and Sara saying, it’s probably not going to get us however, local politicians and perhaps local

Carlton Reid 59:14
officials as well. They want to put their name to sexy infrastructure, you know, big road, a bridge so they can cut the ribbon off. If you just put a few like ineffective boring bits of connectivity in that will actually you know, just put a barrier in say on one road and it just enables people to suddenly cycle more, but it’s not sexy. So how do you how do you get around the fact that an awful lot of the things that are actually get people on bikes are phenomenally unsexy. And nobody’s really that interested in putting their name to it?

Kyle Wagenschutz 59:49
Yeah, yeah. And so I would, I would concur with Sara. A bike lane is only as good as what it helps people connect to and you’re obviously

Kyle Wagenschutz 1:00:00
right, Carlton, the the way that cities have gone about building infrastructure has historically been in large capital investment projects that completely transformed the street, you know that we’re building infrastructure that looks really great, it has that aesthetically pleasing, it probably accomplishes more than just adding bicycle lanes, it’s also adding enhancements for pedestrians public transport access,

Kyle Wagenschutz 1:00:27
you know, it’s probably, you know, having tangential community benefits, it probably also took 10 years to build that thing. And at the end of the day, you’re right, what happens is you you get to the finish line, you cut the ribbon, you have the big scissors with the mayor on the street. And then you look around and you’re like, well, where are the bicyclists? We built this amazing piece of new infrastructure for them? Where are they all at? And I think what what that what that process misses is that fundamentally, at the end of the day, people are making transportation decisions based on convenience, you know, monitoring their schedule, getting to the places they want to go. And in, in the process of building up to this new piece of, you know, top, top notch latest innovation and design and implementation, we lose the plot on Wow, this bike lane goes for one mile, and then it stops, and then it dumps back into the same terrible road that it was before on either end. How are people reaching this bike lane? What where we’ve seen some success is, you know, the scale of the infrastructure, I think is is less important, you know that there’s different communities have different financial situations, they’re able to afford different styles of infrastructure, where we’ve seen some real success, and we’re working with some community partners is in rethinking the nature of a bicycle infrastructure project, not not to be a corridor, but to be an entire network all at once this, this is a model that we learned about, you know, that was used in Seville, Spain, during their rapid implementation, you know, about a decade ago, and thinking about the bicycle network is the project that we should be pursuing. So we just we’ve just been working, for example, with the city of New Orleans, Louisiana, who, this past year,

Kyle Wagenschutz 1:02:17
ran successfully have implemented a project implementing a network in one part of their city, it’s 11 different corridors, it’s protected bicycle lanes, green paid the full night, the full nine yards, roadway reconstruction, but they took that they took all 11 corridors, I think it’s something like 14 or 15 miles in total, they took all of those to the community, as a singular project, build, we’re gonna build them all start to finish. And as they went through the public engagement process, building support, block by block for that work, they weren’t talking about just the change to the street in front of your business, they were certainly talking about how that street in front of your business connects to the neck connects to the next neighbourhood connects to the next street connects to the next part of the city connects to the park. And they were able to lead a singular public engagement process during a pandemic, and complete implementation all in all last year, by approaching it from this network perspective. And I actually think that is maybe the more important facet for city leaders to think about is that

Kyle Wagenschutz 1:03:29
rather than spending a lot of time a lot of money and a lot of energy on what are at the end of the day, pretty small scale projects from a connectivity standpoint, is to expand the definition of of your bicycle projects. And Get, get something more out of view of your work at the end of the day. You know, and then think about it if I’m a bicyclist, and I’m not sure how to get to this new bike lane, that looks really great. But both sides of it are really dangerous. And your network is only as good as you know, as as the weakest link the most dangerous connection that it has. Imagine, though, if I can go out to my new bicycle network in New Orleans. And I can ride 14 miles and they’re all interconnected. I can seamlessly go from one piece of the network to the other, onto the trails onto the street, I can get to the park that I wanted to get to I want to stop and get some lunch at my favourite restaurant. I can do all of those things without ever leaving the bicycle network. I think that’s the real opportunity before cities.

Carlton Reid 1:04:34
Mm hmm. Fantastic. Kyle, Sara that’s been absolutely fascinating. And it has been definitely nerdy

Carlton Reid 1:04:42
nerdy so that that’s a good form of nerdy

Carlton Reid 1:04:47
so where can people who have been turned on by this and they like that the nerdery Where can they get in touch with you guys on social media?

Carlton Reid 1:04:56
where you can find people for bikes at?

Kyle Wagenschutz 1:05:00
Add people for bikes on Facebook, Instagram, and Twitter.

Kyle Wagenschutz 1:05:06
And we Sara and I still maintain

Kyle Wagenschutz 1:05:11
the bike nerd social media presence to find us most active on Twitter at the bikenerds podcast.

Carlton Reid 1:05:20
Thanks to Kyle Wagenschutz and Sarah Studdard of People for Bikes for kicking off the Spokesmen’s roster of 2021 podcasts. I’m aiming to get the legend that is Gary Fisher on the next show but meanwhile get out there and ride.