Faraday Porteur Video Review by Electric bike review.

By | 2017-04-06T10:14:53+00:00 October 10th, 2016|Blog|

Faraday is an eBike company that emphasizes simple sleek lines. With a 250w front hub motor, gates-carbon belt drive system. This ebike is designed for urban commuting and casual riding. Beautifully designed with incorporated rear bicycle lights for assisted night time vision.

Come by one of our Colorado locations and try it out for yourself!

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Stromer ST2s

By | 2017-04-06T10:14:35+00:00 October 8th, 2016|Blog|

The Swiss don’t make cars. What they make instead is one of the top-of-the-line eBikes in the market. The Strimer ST2s is in a class of its own.

The rear hub motor is manufactured by TCDM, an Asian based technology company specializing in electric motors and propulsion solutions. They have been in the business since 1995, and continue to lead the way with their syno drive.

Besides being a great looking eBike, the ST2s has the industry leading battery with 983vwh at 48v. Integrated battery design allows for a stealthier appearance, so it’s not obvious that this is an eBike at first glance.

If you don’t watch eBike news or keep up with Guinness world records. Last month student Ravi Kempaiah rode his Stromer ST2s more than 5k miles in 30 days for the new world record of distance traveled in an electric bike.

Check out his story here, but buy your eBikes with us! lol supporting local businesses is good you you and our communities.

Ride safe

Denver: 720-709-2923
Longmont: 720-204-5636
Texas: 972-954-4984

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The Outfitter knows no Bounderies!

By | 2017-04-06T10:14:18+00:00 September 17th, 2016|Blog|

What do you think about the Felt Outfitter? It’s running the Bosch Performance eDrive with 250 watt output and a 500 watt hour battery. The outfitter comes in 3 sizes: Small (16), Medium (18), and Large (21). No suspension here, because you can adjust the pressure in those fat tires for some extra comfort. Instead, you get the: Felt fat tire rigid fork, oversized hollow crown, hydroformed 6061 aluminum blades, aluminum tapered steerer, 150x15mm maxle style dropouts, disc-brakes, and eyelets for accessories.

More detailed technical specs can be found directly on the Felt website linked HERE.

If you haven’t tried an eBike, and especially a FAT eBike, please don’t hesitate to call me here at Small planet eBikes to schedule a ride. I have a few different models to choose from so please try them all.
Denver:720-709-2923
Longmont: 720-204-5636
Dallas: 972-954-4984

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Interbike is almost here!!!

By | 2018-06-08T18:27:03+00:00 September 14th, 2016|Blog, Interbike|

Hey bike fanatics, and eBike enthusiasts!!! Interbike 2016 is just a week away, and if you missed the free registration, well, I’m sorry. But, it’ll be okay. Here at Small Planet eBikes (henceforth called SPEB) we are excited to be getting ready for the show.

If you’ve been living under a rock and have no clue what Interbike is, here’s a quick intro.

Sweet huh? Great clip, and it’s true. We as cyclist, and bike enthusiasts need to do more, and create awareness for the positive changes cycling brings. People always say “actions speak louder than words,” but really, if you want to get the most work/awarness done, you need both. Actions and words.

On a side note, I know here in CO the cold season is coming up, but there’s still some great weather ahead so get out and ride while you can. Ever try winter commuting? We’ll talk about that in another post, but keep checking in for updates on Interbike.

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Car fumes are killing us. So why isn’t anyone telling us not to drive? Susanna Rustin

By | 2017-04-06T10:08:56+00:00 February 11th, 2016|Blog|

‘But there’s another reason why our air is so filthy: it’s because people carry on driving.’ Photograph: Alamy

Thursday 4 February 2016 0

One in three cars in Britain runs on diesel, and 95% of diesel cars emit more nitrogen oxides than is legally allowed, according to tests done by consumer group Which? (Fifteen 15 times more in the case of the Jeep Grand Cherokee, 47 of which I found for sale secondhand within 15 miles of my home when I searched.)

Two-thirds of petrol cars break the carbon monoxide limit, and 10% break the nitrogen oxides one too. In other words, forgetting for now the other problems caused by cars – road crashes, climate change – most of the vehicles that drive past me and my children on our walk to school and back are poisonous.

Why bring my children into this? Because air pollution – in the memorable phrase of Prof Chris Griffiths, who shared the preliminary findings of a study with Channel 4’s The Great Car Con last week – causes children growing up in polluted areas (of which my London borough is one) to develop “smaller, stunted lungs”.

 Air pollution at this level for 10 more years will put a generation at risk

Justine Thornton

 

Read more

It also causes people to die from heart attacks, strokes and lung cancer, and exacerbates other lung diseases and asthma. Usually it’s not the only cause, butair pollution is a factor in at least 30,000 deaths each year in the UK, althoughscientists are struggling to disentangle the damage caused by nitrogen dioxide from that caused by particulates, or soot. By way of comparison, in the UK there are up to 100,000 smoking-related deaths each year, nearly 9,000 alcohol-related ones and about 1,800 people killed in car crashes.

Why are these theoretically illegal cars on the roads? Because even when manufacturers don’t actually cheat with “defeat device” software, as Volkswagen did, European emissions tests are inadequte and don’t measure performance in the “real world”.

Change is on the way, though a victory by car manufacturers this week meansnew standards have already been diluted. But there’s another reason why our air is so filthy, and recognised as such by the government, the supreme court and the European commission (both of which have ordered the UK to take action), London’s mayoral candidates, thinktanks, and everyone else who knows anything about it. It’s because people carry on driving.

Play VideoPlay

 

Paris enforces car ban to cut dangerous pollution levels – video

I used to own a car and had a brilliant time driving around Devon in a hired one last summer. I know that if you live in an area with poor public transport, or with old or disabled family members, a car can be not just useful but necessary. But why is it that when we are told to cut down on bacon, wine and sugar, we aren’t told to cut down on cars?

Last week newspaper columnists across the land, along with Jeremy Corbyn and the BBC’s Question Time, weighed in on the question of whether it’s OK to take your kids to school wearing pyjamas. Last month, when it was reported that almost all diesel cars breach limits and the World Health Organisation called air pollution a global “health emergency”, no senior figure (no leading doctor, government scientist, minister or the London mayor) saw fit to ask: is it OK to drive to school?

 From London to Delhi, air pollution kills. Why do we do nothing?

Patrick Barkham

 

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In October it became illegal to smoke in a car with a child, while Dame Tessa Jowell, runner-up in the Labour mayoral selection contest, made a big thing ofher plan to ban smoking in parks. Yet when there is a bad pollution episode no one tells people to stop driving, as the mayor of Paris did last year. Instead, people with asthma are warned not to go out. It’s as if, rather than banning smoking in public places in England in 2007, the government had advised people wishing to avoid lung cancer to stay away from pubs.

If this makes a kind of sense for rightwing haters of the so-called nanny state, for whom cars are totems of individual freedom, it makes much less for social democrats. Policy Exchange’s head of environment, Richard Howard, says it all comes down to “political acceptability”. At 54% even in London, car-owning households are in the majority, and while the rules are to be tightened in cities including Birmingham and Leeds as well as the capital, for now it seems that telling unemployed parents off for being badly presented, or pregnant women for drinking, or fat people for being fat, are all more acceptable than asking the drivers of Britain’s 30m cars if sometimes, instead of driving, they might get on their bikes.

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America’s Cities Are Still Too Afraid to Make Driving Unappealing Tough policies are the ones that would truly change commuter habits, but we’re barely seeing them. EMILY BADGER Mar 6, 2014

By | 2017-04-06T10:08:10+00:00 January 29th, 2016|Blog|

The morning I wrote this I took public transportation to work. I hopped on the bus around the corner from my house, then the train for a few stops farther. I took mass transit because it was convenient, because my card was already preloaded with the cash that diverts from my paycheck, and because the ride gave me 20 minutes to start the day browsing Twitter.

Baked into this decision, however, were a number of other nearly subliminal calculations about the alternatives not taken. I did not drive the car (yes, my household has a car) because downtown Washington, D.C., is a hot mess at rush hour, and because parking near the office costs the equivalent of a fancy hamburger a day. I did not bike because it was snowing. (Again.) And I did not walk because the distance was too far.

My commuting choices — just like everyone’s — are the sum of the advantages of one transportation mode weighed against the downsides of all other options. Or, more succinctly: my feelings about the bus are mediated by what I’m thinking about my car.

 

The Future of Transportation

At a macro level, this decision-process implies that there are two ways to shift more commuters out of single-occupancy vehicles and into other modes of transportation, whether that’s biking, carpooling, walking, or transit. We can incentivize transit by making all of those other options more attractive. Or we can disincentivize driving by making it less so. What’s become increasingly apparent in the United States is that we’ll only get so far playing to the first strategy without incorporating the second.

“One of the things I keep looking at is cities like Boulder, Davis [California], and Portland — places well-known for walking and biking,” says Daniel Piatkowski, a recent graduate of the design and planning doctoral program at the University of Colorado at Denver. I met him earlier this year at the Transportation Research Board annual conference, where he was presenting on what he’s simply come to describe as the “carrots” and “sticks” that might be deployed to get people out of their cars.

“We’re still not seeing any really significant mode shifts, despite decades of investment,” he says, still talking about the cycling capitals of Portland and Boulder. “The crucial component that’s missing is that we’re not implementing any policies that disincentivize driving.”

“We’re still not seeing any really significant mode shifts, despite decades of investment.”

We can quibble over how to define “really significant” mode shifts. In Portland, the share of commuters who get to work by bike is about 6 percent, well above the national average (roughly half a percent). But Piatkowski’s latter point is unquestionably true: relative to European cities, it is exceptionally hard in U.S. communities to implement real disincentives to driving.

There are ways to do it. We could reduce parking availability or raise parking rates. We could implement congestion pricing. We could roll back subsidies for gas and highways and public parking garages. We could tie auto-insurance rates or infrastructure taxes to how much people actually drive. All of these “sticks,” to use Piatkowski’s term, would have a real impact on how people chose to get around. And that impact would no doubt be larger than what we get from building new bike lanes, sidewalks, or bus stops.

But these are the options we almost never choose. For his research, Piatkowski looked at four cities that won grants each worth $25 million to increase biking and walking as part of a federal Nonmotorized Transportation Pilot Program. Unanimously, those cities spent almost all of their money on “carrots.” Piatkowski couldn’t even find much literature on the impact of driving disincentives in the United States because so few are implemented.

“On a scale of getting to a place that is like Zurich or Freiberg, one of these really epic walkable, transit-friendly, bikeable places,” he says. “We’re just so far away from that.”

•       •       •       •       •

Piatkowski and his research collaborator, Wesley Marshall, aren’t arguing that cities shouldn’t deploy carrots like striping bike lanes or improving bus service or paving shaded sidewalks for pedestrians. After all, driving disincentives won’t be all that effective if commuters don’t have viable alternatives. More likely, these would just harm low-income commuters by increasing the burdens of driving without decreasing the burdens of alternative transportation.

The question is really how far we can get down the path of least resistance, pursuing only the politically easy tactics. If the goal at the end of the day is changing behavior, how much can you really achieve by showing people a nice new bike lane?

“It’s going to be marginal,” says Marshall, an assistant professor in the College of Engineering and Applied Science at UC-Denver. “You can’t expect to put in a bike lane and for it to be a magical elixir in most of the country.”

That’s not always the case. Carrot-like improvements to transit in New York City have significantly changed behavior because disincentives to drive are already built into the environment. New York is expensive and crowded, which means that parking is costly and congestion is bad. But elsewhere — in cities where driving is systematically subsidized in so many ways — the disincentives would have to come from more explicit policy.

In the absence of such policies, Arlington County, Virginia, offers a good case study for the upper bounds of what’s possible with incentives alone. The county’s commuter services office runs one of the most advanced travel demand management programs in the country, just across the Potomac from Washington, D.C.

“We’re afraid to push the disincentive lever too hard.”

“The stuff we focus on is much more mundane, ground-level tactics,” says Chris Hamilton, chief of the county’s Commuter Services Bureau. “The Bike Arlington guysare just trying to help so many adults over the hump of riding a bike for the first time again.”

The county runs commuter stores and bike clinics. It teaches people how to swipe transit cards and find the bus. It works with building managers to coax them into putting bike lockers in the basement, and transit screens in the lobby. It prods local employers to subsidize transit cards and bike-share memberships.

Through all of this work, Hamilton’s office calculates that 42,000 trips a day in the county that would otherwise take place in a single-occupancy vehicle now occur in other modes instead. Three-quarters of those trips are taken by mass transit. All of that has come through lowering the barriers or increasing the appeal of alternative transportation.

That’s an impressive number. But when asked if he wouldn’t rather the county just tax the heck out of parking, Hamilton laughs. He knows that would make his job much easier. “We wouldn’t have to do any of this,” he says.

A creative city might be able to make a disincentive feel like an incentive. Piatkowski points to a “parking cash-out” law in California that requires employers to give workers a cash allowance to not use parking.

“The stick then becomes missing out on the reward,” Piatkowski says.

But why not just wield disincentives as what they honestly are? “Behavior change” sounds vaguely manipulative (whether we’re talking about behavior involving automobiles or thermostats). But in this context, the disincentives are really about removing subsidies and distortions from the market. Parking isn’t really freeGas taxes don’t actually cover the costs of maintaining our roads. So why is it so hard to disincentivize driving at the same time that we incentivize the alternatives, at least until they’re in some better kind of equilibrium?

“Because we’re afraid,” Hamilton says. “Because we don’t have the guts to pull the levers on what we want. We know that we want a walkable, bikeable, transit community. We’re building it. But we’re afraid to push the disincentive lever too hard.”

This article is part of ‘The Future of Transportation,’ a CityLab series made possible with support from The Rockefeller Foundation.

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Three strategies turn commute into workout By GINA OVERSHINER

By | 2017-04-06T10:07:50+00:00 January 28th, 2016|Blog|

People ride bikes for many reasons. I ride for transportation because it’s fun, fast, inexpensive and it lets me exercise without having to set aside time to work out — win, win, win, win. So, I am often flummoxed that more people don’t commute by bike.

A common reason I hear is that bike commuting is “not really exercise.” This usually comes from folks who only bike to “get a good workout.” This means a spinning class or setting aside a few hours to bike on rural roads. Personally, I rarely — if ever — have time for these types of activities, so I squeeze my workouts into little trips around town.

Luckily, short bouts of activity can be as effective as longer workouts. Studies show that high-intensity interval training, or HIIT, is an effective way to work out in a short time. Essentially, brief bursts of intense activity are as, if not more, effective than longer workouts at moderate levels of exertion.

A lot of folks don’t realize that bike commuting offers the perfect framework for HIIT. Rather than just schlepping myself around town on my bike, I turn commutes into high-intensity workouts. Here’s how you can, too:

First: Rather than opt for an ultra-light bike made from space-age materials and special lightweight aerodynamic clothing, I ride a steel bike with fenders, racks, kickstand, lights, generator hub and saddlebags. I wear everyday clothes, often adding heavy boots for good measure. The idea is to add weight rather than shaving grams. After all, we are trying to get a good workout.

To make the bike even heavier — and to be able to help folks I meet along the way — I always carry a toolkit with a full complement of Allen wrenches, adjustable crescents, a bottle opener, screwdrivers, an inflator, spare tubes, bungee cords and first-aid supplies.

In addition, I carry what I need for that day, which usually consists of lunch, purse, jacket and a real book made of paper — the bigger the better. These days, I’m schlepping “Infinite Jest,” weighing in at 1,000-plus pages. Remember, this is about getting a good workout, so the heavier the better.

Second: Choose circuitous routes with lots of hills. Hilly terrain offers great opportunities for high-intensity intervals. When climbing, always push as hard and fast as possible. We are trying to get our heart rates up, and keep them up for 30-90 seconds. Enjoy the coast down the other side of the hill as your recovery interval.

Third: Choose routes with multiple stops and starts. Remember — this is about short intervals at high intensity, not about moderate, consistent effort. The spaces between intersections are your intervals. Start as quickly as you can, sprint as hard as you can, and use the time at the stoplights for recovery. When the light turns green: Go!Push as hard and fast as possible until the next intersection, then rest. Don’t get a red light? See if you can push on through and make the interval two blocks long. Too tired? Just slow your pace to a moderate level and keep going, recovering as you pedal at the slower rate.

A high-intensity interval training commute not only allows you to get a good workout while going about your day, it is a great way to build bike-handling skills by practicing quick and effective stops and starts and mastering your gears on climbs. It also requires more intense focus and attention than sitting on a stationary bike or tooling along a country road on a sunny afternoon. Bike commuting — it’s not just an efficient and fun way to get around, it’s an opportunity for a great workout.

Gina Overshiner is a licensed cycling instructor who teaches cycling-related classes and leads group rides. She gave up motorized transportation for the grand adventure of raising her two children, now teenagers, mostly car-free. Often this is done to her husband’s chagrin.

© 2016 Columbia Daily Tribune. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.

Posted in Community on Monday, October 12, 2015 2:00 pm.

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A Study Finds Cyclists to Be Six Times Healthier than Other Commuters

By | 2017-04-06T10:07:17+00:00 January 24th, 2016|Blog|

It’s no secret that regular exercise is good for your health. Around 150 minutes of moderate exercise per week can boost energy, improve sleep patterns, increase resilience to disease, control weight, and have a significant positive impact on a person’s mental health and overall mood.

When many people consider the health impacts of cycling, they think of the sport-oriented form of cycling that involves long-distance, fast rides and lycra, or at the very least a pair of sneakers and a workout shirt. Casual commuter cycling is better for you than sitting in a car or on the bus, sure, but it can’t be that much better, can it?

A recent study undertaken at Brunel University in London, England, found that English people who regularly commute by bike are four times more likely than other commuters to get the 150 minutes of moderate exercise per week recommended by the World Health Organization. With its focus narrowed to London rather than nationwide, bike commuters were six times more likely to meet the recommended activity guideline

Despite wide public acknowledgement of the innumerable benefits of exercise, rates of regular physical activity among adults worldwide still remains staggeringly low. An international survey of 122 countries using three definitions of physical activity estimated that a full 31.1% of adults (aged 15+) are physically inactive. Rates of inactivity are highest in the Americas and the eastern Mediterranean, and tend to increase along with a country’s GDP. Inactivity also increases with age, and is more common in women than men.

While the reasons many adults abstain for exercise are manifold, what is clear is that much more needs to be done at a policy level to encourage physical activity. While the government cannot force its residents to join a gym or a soccer team, they can certainly build the infrastructure that enables people to incorporate activity into their current schedule.

“People are often put off by the thought of being active for 150 minutes a week,” study lead Glenn Stewart told the Standard. “But if this is made part of getting around, it almost becomes hard not to meet the guidelines.”

Stewart’s research provides impetus for greater investment in safe cycling infrastructure and promotion of commuter cycling as a simple, cost-effective solution to a what is becoming a significant public heath issue. “We get stories about the National Health Service (NHS) being financially overburdened every week,” Stewart explained. “Seventy per cent of the NHS budget is spent on long-term conditions and 20 to 40 per cent of all long term conditions can be reduced or ameliorated by physical activity. So physical activity is a very good thing. Cycling and active transportation are very good things.”

While Stewart’s research was limited to England, his findings corroborate a 2011 study undertaken by Thomas Götschi at the University of Zurich. Götsch undertook a comprehensive cost-benefit analysis of investment in bicycling in Portland, OR. He determined that, by 2040, investments in the range of $138 to $605 million will result in health care savings of $388 to $594 million (…) and savings in value of statistical lives of $7 to $12 billion.

Stewart also cast aside any notion that potential risks caused by cycling outweighed the potential benefits of the exercise. “Yes, there are risks in terms of collisions and exposure to pollution, but those things statistically are very, very small in comparison with the health benefits that you get from cycling,” adding, “The evidence on pollution is you’re much better off cycling than being in a car.”

As nations worldwide grapple with the obesity epidemic, rapidly rising rates of diabetes and cardiovascular diseases, skyrocketing rates of mental health issues, and the 3500 people killed in traffic crashes every day, encouraging regular cycling seems like the least complicated way to begin addressing some very complicated issues.

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Rhonda Martin loses 277lbs on Ebike.

By | 2017-04-06T10:04:55+00:00 January 9th, 2016|Blog|

IRVINE, Calif., Oct. 15, 2014 — When Rhonda Martin bought her first Pedego electric bike in 2012, she weighed 457 pounds. “Riding an electric bike was my first form of exercise,” she said. “I could barely walk 150 steps at a time.  With my Pedego, I began a journey to a new shape and a new life.”  To date, Martin has lost more than 270 pounds and has brought her fitness to a level she never dreamed of in the past.  In two-and-a-half years, Martin has gone from hardly being able to move to being an active, award-winning triathlete.

Today, Martin is an inspiration to more than 12,000 people via her blog and Facebook page titled “Living Instead of Existing.” And though she can now ride her choice of pedal or electric bicycles, Martin still exercises a lot on her Pedego. In fact, she also uses it to commute 38 miles round-trip to work.

Electric bicycling helps people cycle their way to health and fitness. It’s exercise that doesn’t feel like exercise — it’s fun!

Having an electric bicycle gets people motivated to get outside and pedal.  Even with the electric motor, people pedal most of the time and use the throttle to flatten hills and make headwinds a breeze.

Benefits of electric cycling include:

  • Look and Feel 10 Years Younger — Studies have shown that regular cyclists enjoy the general health of someone approximately 10 years younger.  Cycling can also help reduce your blood pressure and cholesterol and can even help fight cancer, diabetes and heart disease. In fact, women who ride 20 miles per week may reduce their risk of cardiovascular disease by up to 50 percent.
  • Lose Weight — Cycling can burn 500 calories per hour, helping cyclists lose or control their weight while improving their general fitness.
  • Boost Your Immunity — Regular cycling boosts a body’s defenses by up to 50 percent. You’re not just cycling; you’re riding away from germs.
  • Move Ahead of the Pack — Commuting by electric bicycle is one of the easiest ways to fit exercise into your daily routine because it doubles as transportation while still allowing you to arrive at work fresh and not sweaty — plus, it’s green.
  • Exercise for Almost Everyone — Cycling is a low-impact exercise, so it’s kinder on your joints than running or other high-impact activities.
  • Reduce Stress — Many cyclists report that cycling regularly reduces their stress and promotes relaxation.  In fact, studies have shown that regular exercise helps alleviate mild depression and anxiety.

People who might not otherwise find the strength to cycle are climbing onto two wheels at an increasing pace. Pedego’s powerful electric motors allow riders to customize their workout — and add a healthy dose of fun.

About Pedego
Pedego® Electric Bikes, the world’s premier electric bicycle brand, transforms people’s lives with fun and an abundance of delightful moments. Pedego’s stylish, colorful bikes boast the latest in electric bicycle technology and deliver a green alternative for transportation, exercise and recreation. Riders sail up hills and breeze through headwinds! Pedego “pedal or not” models include the Comfort Cruiser, City Commuter and Trail Tracker. Hailing from Orange County, Calif., Pedego is the fastest growing electric bicycle company in the world. Pedego electric bikes are sold in more than 800 stores in 40 countries. For more information, please visit https://www.pedegoelectricbikes.com/.

 

Article copied from PR Newswire; Source: Pedego Electric bikes

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