Because of this, the idea of a rain cape had interested me for a while. Due to the bloody awful noise made when cycling in most waterproof fabrics, I had my eye on a waxed cotton one, but was put off by the price, general lack of information and the fact that the few places which sold it all used the same rather crappy picture from the Carradice website. Eventually I found a good review of the cape on the Smut Peddler blog which has some more useful pictures of the cape as well as more information than the manufacturer was providing.
As discussed in the last post, I am currently staying in Saitama, a city in the Greater Tokyo area which is approximately 25 km outside of central Tokyo. On Sunday I found myself at a bit of a loose end, the weather was crisp, clear and bright, perfect for a bit of exploration.
Japan’s version of a ‘shared use’ facility. Because Japan doesn’t treat its pedestrians with the same level of contempt as the UK does, the concept works surprisingly well.
Not willing to pay the extortionate rate expected for mobile data roaming (and forgetting to activate even the possibility before leaving the UK) I had to rely on an offline map for navigation. Add to this the unexplained failure of my phone’s GPS since arriving in Japan and I realised that travelling through the most populous metropolitan area in the world might require some creative navigation. After wandering around for a bit, I decided that I would use the train lines as a means of navigating. Thanks to the Carradice bag packed in my T-bag, I knew that I could easily pack the Brompton up and hop on the (quite easy to use) rail network should the need arise.
After heading towards central Tokyo for a while, I realised that if I followed the forking points of the train tracks correctly I could make it to Shibuya, a place I’ve wanted to see since sinking many an hour into Jet Set Radio many years ago.
The Greater Tokyo area is remarkably permeable. Whilst there are some one-way restrictions for motor vehicles which do not apply to cyclists and pedestrians, this high level of permeability applies to motor vehicles almost as much as cycle and foot traffic. In order to make my journey I merely needed to have a rough idea of which direction I needed to travel in and the roads and streets always managed to allow me a way through. Despite this permeability, I was not bothered by a particularly notable volume of motor traffic on residential streets. Navigating through the crowds of pedestrians and other cyclists was the main obstacle I encountered and was one I was happy to work around.
This lack of rat-running is likely in part due to the fact that it just doesn’t seem to be acceptable here to haphazardly discard your car on whatever piece of public land you fancy at the other end of your journey. Cars here are stored when not in use, not carelessly abandoned. The result is that people seem to make fewer frivolous car trips (and seem to own fewer frivolous cars) with the bicycle picking up the slack instead. Residential streets are places rather than just routes, and these places are perfectly inviting for cycling and walking.
Fancy a hot can of (surprisingly good) coffee whilst wandering, slightly lost, through a Shenmue-esque neighbourhood? No problem (I recommend the Rainbow Blend).
In addition to the extensive network of pleasant, permeable residential streets there are plenty of big, multi-lane car-centric roads running throughout Greater Tokyo. Thankfully these roads are made relatively pleasant thanks to two measures; shared use facilities and smoothing traffic flow.
Cultural differences abound in Japan; here this sign is not an iron-clad guarantee you’ll have a bad cycling or walking experience.
Shared use facilities in Japan, whilst not a perfect solution, work unexpectedly well on the major routes. This is largely due to the fact that pedestrians are not treated with the same level of contempt in Japan that they are in the UK, so when cyclists and pedestrians are lumped together the experience is still positive. Presumably as a result of the ubiquitousness of shared use in Japan, there is not a great deal of conflict between the two types of user; pedestrians expect the encounter cyclists and cyclists expect to have to slow down or stop for pedestrians where volumes of foot traffic are higher.
An elderly lady rides a typical Japanese city bike along one a shared use pavement. I’m not sure how she would feel about doing the same in London.
Don’t like it? Want to go faster? Get on the road. Cycling on main roads in Japan is also surprisingly pleasant thanks to measures which smooth the flow of traffic; all types of traffic. Next to the shared use sign in the above picture is a ’40’ sign, indicating a speed limit of 40 km/h or 25mph on what is effectively an urban dual carriageway. This speed limit, enforced by frequent stops for motor traffic at practically every set of traffic lights results in a consistent, smooth flow of motor, bicycle and foot traffic rather than the frequent short bursts of dangerous speed from motorists enabled by the complete subjugation of cyclists and pedestrians which we have in the UK.
The shared use facilities have priority over minor side roads which is enforced by a combination of fairly tight turning geometry and a general tendency amongst motorists to act as if they are in charge of machines which could easily kill or maim people if operated without due care and attention. At major intersections, motorists, cyclists and pedestrians get a green phase in the same direction at the same time. Motorists are permitted to turn left but must defer to bicycle and foot traffic heading straight ahead. Again this works surprisingly well thanks to a technique which Japanese motorists have developed known as ‘paying attention.’
The very big roads have separate little roads running alongside them which are used for cycling, walking and as residents’ access. The structure above the road in this shot is a motorway which has high noise-abating walls.
Through a combination of these different types of road, I followed the train line a rather circuitous, approximately 50 km route to Shibuya. I saw plenty of little slices of life in Japan; a mother cycling to the shops with her child and his grandfather not far behind, children cycling unaccompanied along city streets and shopping malls so inundated that you have to pay for bicycle parking.
Whilst it doesn’t hold up to The Netherlands example, Tokyo shows what can be achieved when government policy at least doesn’t actively suppress cycling.
This was the one point I thought I may have to turn back; I had cycled down a residential street to an ornamental garden next to a river. I carried the Brompton down the steps and found that there was a path leading to a footbridge over the river leading me back to the train tracks I was using to navigate.
Eventually I made it to Shibuya. By this point my arms were really aching; unlike making a similar journey in the UK, I didn’t need to stop all that often. It turns out that my body has grown accustomed to the frequent stops I must make as a cyclist in the UK riding on a road network designed solely around motor traffic.
A street in Shinjuku, pedestrianised during shopping hours. Nearby here is where I saw the only HGV I have seen in Japan. It was being used as a mobile stage to promote an album launch. Major freight movements seem to be by rail.
A scramble crossing outside Shibuya station. By the time I got to Shibuya, after a short wander around, I was so tired I decided to head back to Saitama. Sometimes it is all about the journey.
Cycling alone and through the one of the most densely populated areas on the planet, I was unfamiliar with the language and the specifics of the law and yet I still felt safer than I ever do cycling on the roads back in the UK. The UK really has an awful long way to go.
I decided to try another type of multi-mode travel with the Brompton; bicycle and aeroplane. My existing suitcase is not wide enough to accommodate the Brompton, so after a bit of research on Seven League Boots I decided to opt for the Carradice Folding Bike Case.
Unlike their excellent saddlebags, the Carradice Folding Bike Case (more of a bag than a case, really) is made from Cordura-type polyester material rather than cotton duck. Whilst I am a fan of cotton duck, the extra weight it would require would not be desirable when using this bag for air travel. However, considering the material used, I feel that this bag is a bit over-priced.
The bag came with no padding, but thankfully it does adhere to gaffer tape quite well, making these stiff foam pieces ideal for protecting the rollers/rack in transit.
The bag is more than sufficiently large to fit any Brompton with a saddle attached, although configurations which differ significantly from stock may not fit. The Seven League Boots post suggested removing the saddle when using the bag for flying due to the risk of damage (particularly to a Brooks saddle) and storing it between the wheels of the folded Brompton. I use the telescopic seat-post, so I will turn the telescoping part of the post around to minimise the number and size of protrusions from the folded package, with the remaining protrusions covered over with bits of foam.
Naturally I removed the clamps from the frame as these were an easy target for damage. I wrapped the clamps up in gaffer tape and stuck them to the frame in the middle of the fold.
As recommended in the Seven League Boots post mentioned before, I taped the saddle into the relatively well protected space in the middle of the folded bike
A D-lock can be locked through the frame to save space, with the gap in the middle of the fold useful for stashing bits like a locking cable. The frame from my T-bag is pushed down the side of the bike in the bag to offer a bit of extra protection as well as making the T-bag itself a less conspicuous, odd-looking piece of hand luggage.
The final step in packing the bag is to place your trousers, jumpers, jackets etc into a standard suit bag and wrap it over the top and sides of the bike before zipping it up. This gives a bit more protection to the bike and also means that you don’t use up your entire luggage allowance on a bike. A toiletries bag can easily be seated on top of the folded bike underneath the suit bag.
Add a couple of luggage straps and pack your hand luggage into the frame-less T-bag and you are ready to fly across the world. I’ve unpacked the Brompton at the other end and rather pleasingly, it has faired well. Now all I need to do is get to grips with cycling in a strange new land.
The hooks which attach the rack to the handlebar are adjustable to accommodate a wide variety of bike sizes and handlebar heights, with at least 20 cm of extra height left over for the set-up on the Africa Bike. The only thing missing now is a wicker hamper to sit on the rack
- Rod-brake handlebar, plastic grips and drum-actuating rods replaced with Raleigh North Road handlebar, BBB stitched leather grips, Shimano V-brake levers and Sturmey Archer drum brake cables.
- New larger sprocket to lower the gearing and new Shimano Nexus chain due to increased size of sprocket
- Front-wheel rebuilt with Sturmey Archer X-FDD drum/dynamo hub replacing the original X-FD drum brake hub.
- B&M Lumotec Retro front dynamo-powered headlamp.
- Imitation Raleigh Record-tread roadster tyre replaced with Schwalbe Delta Cruisers in cream.
- Rear B&M D-Toplight Plus dynamo tail-light.
- B&M Lumotec Retro headlamp moved to top of headset via a new bracket.
- Carradice Pendle saddlebag.
- New-type Sturmey Archer shifter to replace damaged classic lever.
- New axle and planets for Sturmey Archer X-RD3 rear hub.