CHIPPEWA FALLS, Wis. (WEAU) -Bicycling helped him on the road to recovery after a car crash in 2014. Today he’s using that passion to help others.
“40…45..50…55…60…65…66. 466.” Michael Van Dusseldorp counts the tick marks on the wall of his garage turned bicycle shop called New Life Recyclery.
The marks represent the number of bicycles he has fixed since starting in March.
“Once I get something in my head I just go for it, and that’s kind of what this turned into, and I was like I love this, and honestly now nothing else matters because this is where my heart’s at,” Van Dusseldorp said.
Van Dusseldorp takes bicycles in just about any state. If he can’t fix it up, he can try to use its parts to repair a different bike.
After fixing one up, the next step is to give it to someone in need.
“You can give someone a bus pass, but a bus pass too, it expires or buses only go to certain spots,” Van Dusseldorp said. “With this, they have a bike that is their own. They actually own something which gives them that kind of sense of pride, and it allows them to go anywhere.”
This mobility is a chance at a fresh start.
That’s something bikes helped Van Dusseldorp with after experiencing head trauma from a car crash.
“I was constantly in pain, and just laying in bed feeling sorry for myself, and it got worse and worse which made my depression worse and worse because I felt useless,” Van Dusseldorp said. “It wasn’t until I started doing bikes, and I obviously have to ride and test them and make sure they are okay after I fix them, and I started doing that, and I was like oh, I actually feel kind of better.”
One bicycle at a time, Van Dusseldorp said his greater goal is to let those who may be homeless know that someone cares.
New Life Recyclery is expanding its services.
It also offers food, tents, work boots and more for those experiencing homelessness.
To find out more or for details on how you can help, click HERE.
Dan Sirkin’s childhood expertise as a BMX champion led him to become president and owner of Solon Bicycle, a 17-year career thus far that he called “exhausting, but super fun.”
Solon Bicycle serves Solon and the surrounding community with their bicycle needs, whether it is casual neighborhood-style bikes or BMX bikes.
At 12 years old, Sirkin began competing in flatland freestyle, a type of BMX competition that takes place on a smooth surface with no ramps, jumps or grind rails. The purpose of the competition is to perform tricks and gain high scores from judges.
During his 34 years of flatland freestyle, Sirkin competed nationally as a sponsored professional. Two years ago, he switched disciplines in order to start racing. Sirkin built a team of about 30 riders. After starting as a novice, Sirkin worked his way up to the expert level. At the end of 2020, he was the USA BMX state champion in Ohio for the 46 to 50 age group.
The award is presented to the racer with the most points accumulated at four tracks around Ohio, concluding with the finals in Akron.
Sirkin said this experience has carried over into the business he has been running since 2004.
“It’s been really great, actually,” Sirkin told the Cleveland Jewish News June 22,. “We sell so much BMX racing equipment, whether it’s bikes, parts or helmets. And that’s a market that we never did before. And it’s a market that no other shop in this area does. It’s something that, since we do it, we know it really well. Our business has definitely gone up just from that segment alone.”
The Solon resident has worked at bike shops since 1992, when he joined Solon Bicycle as an employee. He then worked in the industry for about a decade as an outside sales representative for a bicycle brand before reeturning to purchase Solon Bicycle in 2004.
Sirkin’s customers, whom he said come from as far as about 15 miles, have followed him since his move in February to 33113 Aurora Road, a few miles from his previous location.
Because of the ripple effects from the COVID-19 pandemic, Sirkin said he has had to get creative in keeping up with the demand of the market. While there are normally about 300 bikes in stock, he said they are only carrying about 50 at this time.
Sirkin said in a non-COVID world Solon Bicycle would make large orders from two or three suppliers every week. Now, he juggles smaller orders from about 10 different suppliers.
Through all of the challenges and changes his store may have faced, he said he has built a loyal customer base because of honesty and experience.
“Our core value has always been full transparency at all times,” Sirkin said. “We never pull any punches. We always call it like
AUSTIN, Texas (BRAIN) — Upscale consumer-direct kids bike brand woom has merged its U.S. and European operations, saying the move will enhance supply chain and manufacturing capacities and eventually double its workforce globally.
According to a company release, merging strengthens woom’s supply-chain capabilities at a time when the industry struggles to meet demand that began a year ago.
“Over the past seven years, we have built the foundation for the woom brand in the U.S. as a distributor,” said Mathias Ihlenfeld, CEO of woom USA. “As one entity, we will now have the capabilities to serve the brand, team, and customers in the U.S., Europe, and globally much deeper, while realizing our mission at scale to empower children to fall in love with riding a bike.”
Ihlenfeld brought woom to the U.S. in 2014, one year after the brand was founded in Vienna by his brother Marcus and Marcus’ business partner Christian Bezdeka. Woom USA established itself as a digitally native brand, developing a direct-to-consumer model, and says it has an annual growth rate of over 50%. In 2020, woom USA was recognized for the second year in a row by Inc. 5000 as one of the fastest-growing privately held companies in the U.S., with a three-year growth rate of 742%.
By mid-2022, woom’s workforce will double to 300 people worldwide, with 100 employees located in North America, the company said. The merger also will alter the management structure because of the new holding company uniting the operations. Mathias Ihlenfeld will become one of four managing directors of the new holding company. In addition, previous managing directors — Guido Dohm, Christian Bezdeka, and Marcus Ihlenfeld — will belong to the management of the holding company.
The merger also is expected to enhance innovation, Marcus Ihlenfeld said. Woom will continue to develop e-commerce and customer experience capabilities globally and support more product development and tailoring products to regional needs.
“It is truly an honor to see our dream of building a better bicycle for children become a reality,” Bezdeka said. “We have improved the lives of over a million children and families, and this is a milestone moment as we organize the brand globally to support our vision of becoming the most favored children’s bike in the world.”
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“That way, my marketing is completely targeted. It’s coming from a trusted source: a neighbor, rather than myself, who’s a random person. And it’s 100% free,” Oestreich said. “I don’t know of any other marketing technique that checks those boxes.”
Oestreich doesn’t set hours for the pop-up, but usually stops taking customers when he hits 15 bikes and calls it quits when the last bike is done. Each tune-up costs $75. Replacing things like inner tubes and chains costs extra. More than that and it’s a job for someone else.
“If your bike is falling apart and it needs all sorts of replacements, I don’t do that,” Oestreich said. He specializes in speedy, nearby service for everyone from the occasional weekend rider to daily bike commuters.
It’s the perfect business model for the pandemic, he said. The business is entirely outside, with little customer contact required. And by traveling to residential neighborhoods, he meets customers where they are — which at the peak of the pandemic was mostly at home.
New year, new neighborhoods
By the time Orangetheory offered Oestreich his job back, he turned them down.
Curbside Bicycles “fully supports me,” he said. “I feel super fortunate. The fact that the pandemic was a boon to me is kind of an amazing phenomenon.”
Officers first got a call about the crime shortly before 6:30 p.m. When they arrived, they found the boy’s body in the basket, covered in multiple stab wounds.
NEW ORLEANS — NOPD arrested a woman allegedly responsible for the stabbing death of a baby in the 7th Ward Saturday evening, according to our partners at NOLA.com.
According to the article, NOPD arrested 35-year-old Angelyc Seely, from Detroit, after a witness saw her dragging the baby’s body in a bike trailer down Columbus and North Broad streets.
Police determined Seely is the mother of the child.
Officers first got a call about the crime shortly before 6:30 p.m. When they arrived, they found Seely with the boy’s body in the basket.
Police also found a bag with the bike Seely had and in it was a railroad spike that was made into a blade and was covered in dried blood. Paramedics said the baby had deep cuts to his stomach, neck and chest and had been cleaned off and wrapped in blankets said NOLA.com.
According to police, paramedics took Seely to University Medical Center after seeing she had small cuts on her neck. Allegedly police said that at the hospital, Seely said she cut herself with scissors because she wanted to — and was supposed to — “go” with her son but “it went wrong and she failed.” Seely was placed on suicide watch, according to NOLA.com.
NOLA.com said NOPD received a warrant to book Seely on a count of Second-degree murder and was transferred from the hospital to New Orleans jail at 4:40 Sunday morning. Seely’s bail was set at $500,000 and will receive a mandatory life sentence if convicted of murder.
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situated next to the central station in uppsala, sweden, tengbom architects designed a bicycle garage that has room for 1200 vehicles inside its unique triangular shape, with mirroring glass façades clad over an exposed wooden frame. this garage promotes both environmental and social sustainability and has become a beacon of the city’s sustainability ambitions.
all images by felix gerlach a sustainable bicycle garage with a bold and solid design
tengbom architects combined practical functionality with a strong design concept, by trying to make the area safer while reinforcing uppsala’s identity as a bicycle community. situated in a rather dark and unsafe area by the central station, the transparent façades allow programmed lighting to spread, making the commuters´ path more appealing and safer at night and during wintertime. created in collaboration with a lighting consultant, tengbom architects strived to make the area safer while at the same time emphasizing the building’s wood structure. inside the building, lighting effects have been added to the soles of the wooden beams. programmed to change colors, they give the illusion of northern lights.
an illusion of the northern lights emerges on the bottom side of the wooden beams through the lighting design, which is programmed to change colors
the two floors are connected by a wooden ramp, making it possible to ride the bike between floors. the bicycle garage has an exposed wood structure, clad in glass façades with black steel molding. along with its triangular shape, the simplicity in structure and use of materials provide the building with a strong sense of identity. at the same time, its glass façades mirror their surroundings, causing the large volume to seemingly disappear from view at certain angles.
the center of attention is the distinct geometrical design
the garage also relates to the station building next door through the mirroring of its lantern roof and geometric expression with an inverted use of steel and glass. the building faces contrasting spaces on all three sides: the platform, a viaduct, and a bus station. restrained materials – concrete, black steel, and wood – have been carefully selected to provide a sense of lightness and simplicity, giving the building a distinct but uncomplicated expression that works within each context.
the bicycle garage is situated in quite a dark location, which is why we collaborated with bjerking to create a lighting design that illuminates and highlights the warm wood
moreover, tengbom architects placed solar cells on the sedum-covered roof. while absorbing excess water from the heavy downpours, the roof also functions as a fourth façade toward the many tall buildings that surround the bicycle garage. both environmental and social sustainability have been cornerstones throughout the project.
the transparent façade provides weather protection as well as a feeling of security
as few materials and colors as possible brings out the beautiful wood construction
a bicycle garage that focuses on design, a sense of security, and eco-friendly materials
a wooden ramp makes it possible to ride your bike between the floors and binds
Few roads better epitomize the frustrations of Peninsula’s bicycle advocates than El Camino Real, a critical north-south connector that offers both the most direct and, arguably, the most perilous route between Redwood City and Mountain View.
Living up to its moniker as “The King’s Highway,” the original connector between California’s network of Spanish missions is today dominated by cars in just about every Peninsula jurisdiction through which it passes, despite years of talk around the region about converting it into a multimodal “grand boulevard.”
And even as each city has been making its own bike-safety improvements (Palo Alto, for instance, is now completing construction of a bike bridge over U.S. Highway 101 as well as planning for further bike improvements along East Meadow Drive and on the Charleston-Arastradero corridor), these efforts have largely steered clear of El Camino.
A recent traffic analysis commissioned by city managers from Peninsula cities concluded that the 12.5-mile stretch of El Camino between Redwood City and Mountain View has a “high concentration of bicycle collisions” and virtually no bike infrastructure.
But even as it poses a steep challenge for city leaders across the Peninsula, El Camino also represents their greatest hope. During the pandemic, the cities of Redwood City, Menlo Park, Palo Alto and Mountain View collaborated on a Peninsula Bikeway study, a survey of bike amenities in each city with recommendations for further improvements to bike connections between the jurisdictions. The study, which was released in November, evaluates three different possibilities for separated bikeways that would stretch along the Peninsula. After considering other routes, including Alma Street and Middlefield Road, the study concluded that a bikeway on El Camino, despite the massive challenges it would entail, “represents the most viable opportunity to implement such a vision and help improve safety and connectivity for all bicycle users.”
The Peninsula Bikeway study is an outgrowth of a partnership that city managers from four cities formed in 2016 to discuss stronger connections between their jurisdictions. Known as the Managers’ Mobility Partnership, the effort initially focused on using existing bikeways and routes to design an interim “low-stress bicycle connection” between the north and sound ends of the segment.
The latest effort is far more ambitious. The new study bills itself as “the first phase of implementing a high-impact bicycle superhighway network in the Bay Area helping residents and workers increase connectivity and safety to jobs and activity centers.” Its goal is to offer a “long-term, high-quality, bikeway suitable for bicyclists of all ages and abilities.”
Unlike the interim route — a meandering path that forces riders to cross El Camino Real once and the railroad tracks twice to avoid hazardous road segments in the various cities — the new bikeway would be direct. All three of the study’s options feature a straighter path between Redwood City and Mountain View. One would rely predominantly on Middlefield Road; another would stay within El Camino Real; the third would run along the Caltrain right-of-way and rely on Alma Street in the
On Friday night, between 9 and 10 p.m., a 78-year-old woman died Friday after her bicycle collided with a pickup truck on County Road 512 in Sebastian.
Initially, the Sebastian Police Department said it was a hit and run homicide because the driver of the pickup truck, a 52-year-old man, left the scene, but later returned.
The collision occurred between Delaware and Easy Street on CR-512. The investigation is still active.
The cyclist and driver have not been publicly identified.
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Andy Hodges was born in Annapolis, Maryland, and grew up living on the Loxahatchee River in Jupiter, Florida. He has been a radio and TV personality since the mid-1980s. He has worked for WFLX-TV (Fox 29), WIRK, WLIZ, WIXI, WKSY, WRMF, and others. In 1994, Andy took a break from broadcasting and was a software and systems engineer for various companies in Atlanta, Georgia. In 2002, he moved back to Florida and settled in Sebastian, where Andy’s family has lived for over 45 years. He returned to the broadcasting sector in 2005. Andy joined Sebastian Daily as our editor-in-chief in 2016.
Lamaur Stancil is the Treasure Coast regional economy reporter covering business and industries, including retail, tourism and hospitality. Contact him at 321-987-7179 or email@example.com and follow him at Lamaur Stancil on Facebook and @TCPalmLStancil on Twitter.
BOULDER, Colo. (BRAIN) — A study measuring how well bicycling infrastructure advanced transportation alternatives across socioeconomic and demographic groups will help guide cities building equitable infrastructure, according to the Better Bike Share Partnership.
“The study will provide a different narrative for understanding the potential impacts of these investments,” said Kiran Herbert, Better Bike Share Partnership local programs writer and content manager.
Entities that make up the Better Bike Share Partnership — a collaboration funded by The JPB Foundation to build equitable bike share systems — are the city of Philadelphia, the National Association of City Transportation Officials, and the PeopleForBikes Foundation.
“That doesn’t let cities off the hook for doing good community engagement — in fact, it elevates the importance of working in partnership with community members to address their needs and involve them in the planning process,” Herbert said. “This study to me says, ‘Yes, build those bike lanes — but do so in a way that engages the community from the start and accounts for specific needs throughout.'”
Long term, Herbert suggested, the study provides another model for measuring the impacts of implementing infrastructure.
“So cities must acknowledge and account for that,” Herbert said. “I think it also offers a lot of food for thought when it comes to thinking about mobility justice and what encompasses gentrification. Sure, we might not be displacing folks with bike lanes, but that doesn’t mean we’re doing a great job of listening to them and accounting for the needs of a wide subset of people.”
The study by Nicholas N. Ferenchak of the University of New Mexico and Wesley E. Marshall of the University of Colorado looked at 11,010 bike facility miles over 10 years (2010-2019) in 29 cities and suggests inequalities in bike infrastructure outside downtown areas.
The cities studied were Chicago; Houston; Philadelphia; Dallas; Austin, Texas; Seattle; San Francisco; Seattle; Denver; Washington; Memphis, Tennessee; Portland, Oregon; Oklahoma City; Baltimore; Kansas City; Minneapolis; Alexandria, Virginia; Pasadena, California; Fullerton, California; Columbia, South Carolina; New Haven, Connecticut; Norman, Oklahoma; Cambridge, Massachusetts; Boulder, Colorado; Iowa City, Iowa; Passaic, New Jersey; Eau Claire, Wisconsin; Portland, Maine; Youngstown, Ohio; and East Orange, New Jersey.
“While lower-income white neighborhoods — where we might expect lower vehicle ownership and higher want or need of access to safe and comfortable active transportation facilities — had high levels of bike facilities installed, (people of color) areas had the lowest rates of overall installation,” the study’s authors wrote. “Lower-income white block groups had 45.9% more bike facilities installed than lower-income POC block groups and 46.2% more facilities installed than higher-income POC block groups.”
According to the study, the causality relationships between bike facilities and socioeconomic and demographic changes were “largely non-significant.” And for advocates concerned about new bike lanes resulting in forcing out historically marginalized groups, the study suggests otherwise.
“Bike lanes have been described as ‘a tell-tale sign of gentrification,’ and it is not uncommon to see popular press articles such as ‘Why are bike lanes such heated