The Rear Bike Camera Mount

Rear Bike Mount Lead
Photo by Marc Bjorknas
The rear bike camera mount is a great way to capture “Fragments of authentic bike movement,” as Marc Bjorknas aptly puts it.

By Sarah Ripplinger

It’s summer, the perfect time for a bike tour. You have a pretty decent camera, but steering and photography don’t exactly go hand-in-hand. The answer, a bike-junkie-cum-shutterbug’s dream come true: the rear bike camera mount.

Designed by Marc Bjorknas, a Vancouver-based pianist, composer, artist, and photographer, the rear bike camera mount is a way to capture action shots of friends as they struggle up hills, get pounded by rain, and grin ear-to-ear on a sunny, romantically-tree-strewn pathway. Bjorknas says mounting his camera on the back of his bike has allowed him to “catch candid moments and capture some of that joy” people exude while biking. Plus, he says, “I think it’s just a little more authentic.”

Panned photo of Cyclist
Photo by Marc Bjorknas
Cyclist in movement.

There will inevitably be some blurry and out of focus photos, as your camera will have to be set to shoot every five seconds or so (unless you can control the shots using remote or other means). Otherwise, as Bjorknas says, you can describe your candid shots as “fragments of authentic bike movement.”

The basics – what you’ll need:

• Camera that can shoot at intervals (usually every two to 10 seconds). Bjorknas uses a Richo GR Digital 2 camera, but you could also use another camera equipped with interval shooting, such as the Pentax Optio 750Z, or download a Canon Hacker’s Development Kit to install an interval mode onto a regular Canon camera (see links below for suggested websites to visit for more information)

• Camera with an “infinity focus” setting (this allows you to capture objects both in the foreground and background, ensuring that your subject is at least partially in focus)

• Clamp/universal camera mount (available at most camera stores)

• Watertight case (Bjorknas uses a “Pelican” case from London Drugs)

• PVC barrel (large enough for your camera lens to fit through)

• Neoprene (for shock absorption)

• UV filter (sometimes available for cheap through Craigslist)

• Light hood

• A piece of string to attach your mount to your bike rack (just in case)

• A bike rack

Modified Pelican Case, Light Hood, UV Filter and Universal Camera Mount
Photo by Marc Bjorknas
Modified Pelican Case: Drilled for camera mount. Cut with hole saw for PVC barrel. Lighthood, UV Filter and universal Camera Mount.

Putting it all together:

Cut a hole in the watertight case that is large enough to fit the PVC barrel (shown attached to case in photo diagram). Glue the barrel into the hole in the watertight case. Attach the UV filter and light hood to the PVC barrel. Place your camera inside the case and secure with the neoprene or other foamy material. Attach one end of the clamp to the camera case, the other to your bike rack. Tie the string to the clamp and bike rack. And voila!

For instructions on how to build a bike camera mount for the front of your bike, Bjorknas recommends visiting www.camerahacker.com/build/Bicycle_Camera_Mount.php

Canon Hacker’s Development Kit suggested websites: www.lifehacker.com/387380/turn-your-point+and+shoot-into-a-super+camera www.chdk.wikia.com/wiki/UBASIC/Scripts:_Ultra_Intervalometer

Originally published in the July/ August 2009 issue of Momentum Magazine and on momentummag.com.

Taking it E-sy

Lisa Brown and E-Bike Lead
Photo by Christian Webber
Lisa Brown and her E-Bike (left) have enough power to toe partner, Stefan Reinsberg, up a neighborhood hill.

By Sarah Ripplinger

Rushing about in her housecoat, Lisa Brown is up early to get Theodor (Theo for short) to daycare before she heads to work. The sun shines in through the kitchen window, casting a beam of bright light on the floor – the heat from it is palpable. It reminds Brown of her aching calf muscles, sore from the long run she took the day before. Her energy levels are low, but her partner, Stefan Reinsberg, has the car, so she’ll take either the bus or the bike. There isn’t enough time to take the bus, so bike it is. Her mind balks: what about that behemoth hill she has to climb? But, then she remembers the little motor waiting to jump into action – a birthday present from Reinsberg. One twist of her handlebar throttle and even the steep UBC hill will feel like a breeze.

Stefan and Theo
Photo by Christian Webber
Stefan Reinsberg (left) shows Theo, 2, the many components of an e-bike while mom, Lisa Brown, looks on.

“For me, it’s about mobility; it’s not about exercise,” Brown said one sunny morning at her home in Vancouver’s West Point Grey area. Like many urban dwellers in search of alternatives to the car, Brown decided that she could satisfy her daily transportation needs on the saddle of a bike. However, she didn’t necessarily want her cycling regimen to cut into her running routine. The solution: Rev up her bike.

Brown has embarked on what could be the next revolution in bike transportation: the electric bike, or e-bike. A small motor sits inside her front wheel hub. Wires attach it to a pack of 36 volt Nickel Cadmium (NiCad) batteries nestled in a pouch under the top tube of her bike frame. A small computer on her handlebars, called a Cycle Analyst, lets her know how much juice is left in the battery and how fast she’s motoring – up to a maximum 50 km/h or about 32 km/h without pedalling. (ICBC regulations set a maximum speed of 32 km/h for e-bikes when they are not being pedalled on level ground). A motor controller, located at the rear of the bike, regulates the output and speed of the bike. Two lights, one mounted on the rear and one at the front, draw energy from the battery to light Brown’s way. The equipment does add about 35 extra pounds to the bike, including the front-wheel motor. “The one disadvantage, I must say, is that it’s quite heavy,” Reinsberg said. “And if you do run out of juice, you have to cycle a very heavy bike.”

E-bike batteries tend to last about two to three years before they need to be replaced. Brown says that she gets around 25-35 kilometres out of her battery before it needs to be placed in the charger, which can be plugged in to any standard outlet. That’s part of the convenience of the e-bike, Brown says. If you run out of power, “you can just bring a charger and plug it in and have a break.”

Brown grew up in the Okanagan where the family car was a mainstay of everyday commuter life. She presently works as a capital project development engineer, which has meant that she often needs to travel to destinations throughout Metro Vancouver. Using an e-bike, she said, is convenient and more affordable. Plus, commute times on her e-bike are comparable to travel times by bus or car. A trip from the Cambie Street Bridge to UBC on her e-mountain-bike, she said, can easily be completed within half an hour – this is one of the primary reasons why Brown is happy to own one. “It’s essentially the convenience and the speed you can travel at… you just go.”

E-Bike Batteries
Photo by Christian Webber
Rows of NICAD batteries are protected from the elements in a soft bag with zipper. Charging the batteries is easy, just attach them to the charger and plug it into the nearest outlet.

Owning an e-bike has had a positive impact on their family-time too. The couple, who have been together for almost 10 years, say that they can tow Theo, two – in their Chariot trailer with shock-absorbers – down to the beach and back with relative ease and without the headache of finding scarce parking.

Reinsberg purchased the electric assist kit for about $1,400 from the Renaissance Bike Company, located on Main Street, near 30th Avenue in Vancouver. He installed it on Brown’s well-used bike in their kitchen, which was transformed into a makeshift bike shop during the cool and rainy month of March. “It’s not that tricky,” Reinsberg said. The bike operates similarly to an electric wheelchair, he said. Brown’s “freewheel” e-bike allows the front wheel to spin and be pedalled freely when the motor is not engaged. The manual that came with the motor took all the guesswork out of the job. The hardest part was getting the fork of Brown’s old bike onto the new front wheel that houses the motor. That motor transmits a fair amount of force on the axle – enough force to carry him and Brown together up a fairly steep incline. This can be harder on the bike over the long-term, Reinsberg said, but is fine for the purposes of everyday commuting.

Reinsberg laughs now when he thinks of his first reaction to the idea of Brown riding an e-bike: “Initially I was thinking that e-hubs are for sissies; I wasn’t too thrilled with the idea that she wanted that for a birthday present.” He changed his mind after seeing how much more amenable Brown was to riding her bike with the motor, and after finding out how much fun it was to have the little electric boost.

“It’s magic,” Reinsberg said. “Nobody really likes going up hills.”

Renaissance Bicycle Company: ebikes.ca

Originally published in the July/ August 2009 issue of Momentum Magazine and on momentummag.com.

Political Tailwinds

Bike Future Wall at Velo-City Exhibit Lead
Photo by David Niddrie
Redsara Ross writes on the Bike Future Wall at the Velo-City Exhibition on until September 7 at the Museum of Vancouver.

The Inside Scoop on Bike-related Politics in BC

By Sarah Ripplinger

Spring proved to be particularly ground-breaking in the realm of cycle policy across our province. The first major change came in the shape of the one-lane, one-sidewalk Burrard Street Bridge bike lane trial. While some may be disappointed that the full two-lane trial was rejected, there is still a light at the end of the ‘bridge’ that indicates a full two-lane trial could be passed sometime in the future.

Safety Steps

Beyond bridges, TransLink is in the midst of re-evaluating Metro Vancouver’s policies surrounding traffic safety and bike theft. Stakeholders from the bike community, the BC Ministry of Transportation, ICBC, the City of Vancouver, and others gathered to discuss strategies to encourage commuter cycling in the region at a workshop in May. The main thrust of the meeting was that some individuals may be deterred from biking because of unsafe roads, the absence of certain traffic laws, or a lack of secure bike parking. Delegates called for a political champion to spearhead important changes to the Motor Vehicle Act (MVA) and begin a public education and outreach campaign designed to make streets safer for cyclists and motorists.

Another option would be to reduce the speed on city side roads to 40 km/h. Reducing the 50 km/h speed limit on side streets is something the City of Vancouver is considering right now. Lowering the speed limit would increase the ability of motorists to see bikers and would also improve their stopping time and ability to manoeuvre. To submit your comments about the proposed reductions, contact (tel) 604-873-7526 or (email) 40kph@vancouver.ca.

Big Wins!

Vancouver City Council approved a motion in June to double spending on cycling infrastructure to $3.4-million. The funds will be used to fix Vancouver’s bike routes and make them safer for cyclists, including lowering the speed limit on bikeways to 30 km/h. Car-free trials in the Collingwood, Gastown, Mount Pleasant, and Commercial Drive neighbourhoods were also approved by council at the start of June. If only bike months of the future could be so eventful!

Planning Big in Oak Bay

In Oak Bay, Vancouver Island, a grassroots campaign is underway to improve bike lane infrastructure in their neck of the woods. A group of cyclists and their supporters are putting together a bicycle master plan (BMP) to present before the Oak Bay municipal council. The plan will include suggestions about how the municipality can increase the connectivity of the bike lane system in Oak Bay to surrounding municipalities. Corey Burger, who is part of the BMP planning team, said they are still looking for volunteers from Oak Bay and surrounding communities to “help complete surveys of cyclists, identify sites for infrastructure improvement, and collect other information that might impress upon local politicians the importance of promoting cycling within the municipality.” For more information, visit Safer Cycling Oak Bay’s website: www.scob.ca.

Do you have a tip about bike politics in your community? Send an email to Sarah, BC Editor: bc@momentumplanet.com

Originally published in the July/ August issue of Momentum Magazine and on momentummag.com.

Canada’s Cycling: Roots + Shoots

Sarah Ripplinger IconSarah Ripplinger portrait by Terry Sunderland

By Sarah Ripplinger

Happy Canada Day Momentumites! As we celebrate our country’s 142nd birthday, now is a good time to reflect on how far we’ve pedalled as a nation. For starters, Canada has been home to bikes since confederation, with many notable trailblazers leading the way to our modern, cycle-friendly cities.

A June 1895 account describes one “Lady Bicyclist” whose forward-thinking landed her in Newfoundland’s Daily News. She was cycling on a foggy day in St. John’s beside a young male companion when a reporter asked about the “propriety of the sport.” Her response: She believes in “woman suffrage and all the other privileges which the advanced woman says unjust laws deprive her of.” Her female contemporaries in Victoria might have agreed, as they cycled along the myriad of bike paths running across the city.

Today, women cyclists are as free to roam streets and pathways as their male counterparts. British Columbians have also extended our bike paths to stretch from one end of the province to the other. The Trans Canada Trail winds from Victoria, through the Cowichan Valley, over to the mainland (with the help of a floating conveyance of course), and all the way to the Alberta border. But, getting to where we are today hasn’t been a cakewalk. It has taken foresight, commitment, and cooperation both on the part of individuals and their broader communities.

In this issue of Momentum BC, we take a look at the inventive and innovative ways that British Columbians have adapted cycling to fit their unique needs. We hear from one Roberts Creek resident who has increased his profit margin by strapping a flour-mill to his front wheel. A Vancouver-based couple finds the answer to their commuting woes by souping-up an old bike. We also hear from Chris Johnson, who used his keen environmental sense and entrepreneurial spirit to spearhead a groundbreaking composting business. Likewise, an island-grown coffee shop owner takes on a business ethic with the planet in mind. We also learn how to capture candid moments from the back of a bike, get the scoop on cycle-centred political news in the province, hear from our legal expert, David Hay, on why it’s important to keep an eye on the speedometer, plus get the low-down on cycling events in your neck of the woods.

Slap on that sunscreen and keep those spokes spinning BC!

Sarah Ripplinger, BC Editor

bc@momentumplanet.com

Originally published in the July/ August 2009 issue of Momentum Magazine and on momentummag.com.

Fighter for Addicts Ready to Quit

Ann Livingston

Photo by C. Grabowski

After spending the past 13 years trying to save Vancouver’s poor from the filthy alleys of the Downtown Eastside, Ann Livingston doesn’t have a pension plan or any significant savings, but she has decided to quit her job.

Livingston, a star of the widely shown documentary Fix, has spent the last nine years co-ordinating the Vancouver Area Network of Drug Users (VANDU), a non-profit operated by addicts. She’s done a lot to help drug users get their voices heard. But she says she is tired of Vancouver’s hypocrisy. While the host of the 2010 Olympics is termed the world’s “most liveable city” by The Economist magazine, its poorest neighbourhood grapples with an epidemic of HIV/AIDS comparable to Botswana’s.

After devoting more than a decade of her life helping people in the Downtown Eastside, Livingston says she hasn’t noticed improvements in living conditions or a decrease in the demand for aid. In fact, she says, things just seem to be getting worse.

“Yeah, people did change, but then they died,” Livingston remembers thinking to herself last spring. “I started to realize, I do leadership development with people who are very likely to die and there’s more dead people now that I’ve worked with than live people.”

She recalls a “critical incident” after watching a former VANDU board member try to kick in the office windows while yelling offences at her. She found herself breaking down at red lights, rationalizing that, because of her busy schedule, “now would be a good time to cry.”

That was when she decided she had to solve her own problems before taking on everyone else’s. She began imagining a new life “because I want to do something more powerful than being the crabby bitch at VANDU who yells at users.” She thinks she flies off the handle so much because, for too long, she’s put off grieving.

Day starts before dawn

Livingston’s thick grey hair sits smoothly across her shoulders. She frequently looks into the distance when she speaks. In jeans and a cotton T-shirt, she’s outspoken, but her mannerisms are almost shy. She keeps a respectful distance between herself and others.

Most days, she is up checking e-mails by four in the morning. “It’s mainly because I have trouble sleeping at night.” She works at the computer while balancing on a blue exercise ball to ward off back pain. Then she gets her four-year-old son ready and off to daycare in time to make it to VANDU for a long day of work.

As a single mother on welfare, Livingston moved to the Downtown Eastside with her three boys (four now) in 1993, and was moved to act by the sight of people shooting up and dying on the streets. She enrolled in a four-day course on community organizing. The workshop was run by a group from Nicaragua that shared its experience of starting a literacy campaign and a campaign to collect bottles for making tomato preserves.

She co-founded VANDU in 1998, Pivot Legal Society in 2000, and was a founding member of the Eastside Movement for Business & Economic Renewal Society board in 2001. Livingston also ran for city council three times “to bring the issues of homelessness, ill and criminalized citizens to city hall.” She attends city and police meetings and sits on countless harm reduction, prostitution awareness, economic and community development boards connected with people in the Downtown Eastside.

She does it, she says, because “You never know who you’re helping. It could be Christ himself.” Livingston, who converted from the Unitarian to Roman Catholic Church, cannot understand how anyone could see people starving, homeless and in need, and do nothing.

Harm reduction baby steps

Livingston believes community involvement is the cure for problems of addiction, homelessness and crime in her neighbourhood. It’s an absence of community that has lead to government programs that do little to address the problems of addiction and homelessness in the Downtown Eastside. Programs like the supervised injection site research project, Insite — that provides clean needles and medical and counselling services to users, overseeing about 600 injections every day — are really just the tip of the iceberg, she says.

There are approximately 12,000 injection drug users in Vancouver, one third of whom live in the Downtown Eastside.

Despite Vancouver’s reputation as a trend setter in harm-reduction policies, Livingston says the city needs more supervised injection sites, safe inhalation sites for crack smokers, and educational programs for users on how to use drugs safely and get clean. Before Insite opened its doors, she used her own money to start her own needle exchange program, doling out thousands of needles to users on the street.

Sitting in her two-bedroom apartment filled with hand-me-down children’s toys, VHS boxes and pasted-up slogans — “Hating someone is like burning down your own house to get rid of rats” — Livingston tells me she’s planning to post her job at VANDU as a job share. Someone will get half her salary to work alongside her for a while and eventually take over her position.

“I want to job share it first and then just ease out,” she said, “because I think job sharing is the most kind thing you could do to another person. And the thing is to find another person who, in a sense, can see the redemptive quality to suffering, because there’s a lot of challenges to working at VANDU.”

‘What do you get out of this?’

But how many people are there who want to work with drug users every day for all the right reasons?

As the only non-drug-user on the VANDU board of directors, Ann says she often feels like an outsider. “People ask: ‘What do you get out of this?'”

Livingston says she is tiring of the off-based criticism, and even threats, she attracts. A recent column in The Province newspaper described her as someone who might give needle injection demos to children.

She is also an outsider to other organizations that receive government funding. Unlike VANDU, these organizations are restricted from the amount of government lobbying they can do, even to the point of having their hands tied. Whereas, VANDU can lobby all it wants, but on a very tight budget.

Livingston, who is 52, is still energized by opportunities to speak to people around the world about harm reduction and affordable housing. She’s still working on setting up provincial, national and international drug user groups. And she says she doesn’t have any definitive plans, only a feeling that there must be another way to make a difference. The moment has arrived, she says, to take a look at “the sort of wasteland of my life.”

It’s time for Livingston to rescue herself, too.

Originally published in The Tyee.