"As long as you're going to think anyway, think big."
- Donald Trump
Be cautious. Have you ever found yourself, that day, fooling around in the bike shop, looking at mediocre bikes with modicum price tags when a clever little salesman decides to reel in your interest by quoting Donnie Trump (see above) ? And then he escorts you like a long lost brother towards a sleek and voluptuous looking bike hanging on the wall at the premium end of the shop.
Your eyes suddenly widen and you stare at it for a long time. You are entranced as it captivates you in a spellbind. You are gaping like a hippo. You are literally drooling from the mouth. There is a puddle of it near your feet. Now there is so much of it that it has become a scaled down human version of Lake Baikal.
Ofcourse, in no way is he asking you to make the purchase. You see, bike shop salesmen have an innate sixth sense. Without much physical contact, they already know how worn out your wallet is, the amount of cobwebs residing inside with its intricate architectural designs, that black and white photo of you in front of your house before you couldn't afford it anymore and it was foreclosed, those finger print grease marks on it from the engine of your vintage automobile that would spontaneously combust into flames when it was driven in the sun, those business cards handed to you by sympathetic employers after interviews with "Don't Contact" handwritten behind them, that credit card whose magnetic stripe won't work anymore due to the mountain of overflowing debt, those food ration stamps creased and folded so horribly that an art connoisseur would mistake it for Origami and may actually even offer you a price for them....
..Sigh.
Like a child who first wet his bed, you slowly furnish him your embarassing wallet with a strange sort of smile. Perhaps blue from shame, the last thing you do to save yourself is flick the lone green colored penny from in there like David Blaine the magician and quickly wipe it off with saliva to clean the copper oxide.
"Its okay, " he says in a morose tone and pats your shoulder. Then he points you to the door as he turns around to help another customer. His face has a smirk that you never caught properly.
"The exit is that way," he finishes off.
Its high time school textbooks corrected themselves. Mayflies don't have the shortest lifespans.
For a final post this week, I'd like to make you wonder what it is like to slam your head bolt on in an accident while cycling. The agenda is objectively put some numbers out there and give a feel for things, using myself as an example. I'll show you how you can do the rough math yourself without much paper and ink.
So I went over to the shelf and grabbed my utilitarian Giro bike helmet to see what the foam thickness on it would be. It came out to about 1.8 inches, so let's take it as 2 inches for sake of simplicity.
Now say one morning, I'm out riding my bike at 25mph on my street. Suddenly, out comes this mad old lady from hell, backing out of her driveway in her car without spotting me over her shoulder. Unable to react quickly, (yeah I had a hangover from last night) I can't swerve away in time and CRASH I do right onto the vehicle, with my helmeted head slamming onto glistening sheet metal.
My head just decelerated from 25mph to 0mph in seconds. What was my head's deceleration? Let's assume it is constant deceleration for an ideal condition. The best helmets should offer this condition.
Avoiding lengthy kinematics derivations, remember this equation for constant deceleration :
where
a = deceleration of the head with a negative sign
vo = initial speed = 25mph ~ 36.7 ft/s
d = distance the head moves after impact before coming to rest, which is the distance the foam crushed = 2 inches = 0.167 ft
Plug in the values and you get a = -4032.6 ft/sec^2 ------------> A
The acceleration due to gravity on the earth's surface is 32.2 ft/sec^2 -----------> B
Dividing A by B, my head just experienced a constant deceleration of 125 times that of gravity (125 g). That is after wearing a helmet!
If you look at the equation for deceleration above closely, the 2d term is in the denominator. Hence, the bigger thickness of foam you have, the lesser the deceleration becomes. If I had 2 times the foam as I originally had, my head's deceleration would be close to halved and I would have more distance to 'take' this deceleration over. But too much foam thickness doesn't yield a good helmet design as it can cause a host of other problems. So there's a trade off. You will also appreciate the fact that since the velocity term is in the numerator, the faster I go, the more g's of deceleration I experience.
So what about the force my head experiences during this impact? Well, here's another simple equation for you to remember, derived from the work and change in kinetic energy relationship :
where
m = mass of my head and F is negative in sign indicating a retarding force
Say my head weighs about 10 pounds or 4.5 kgs. Now (vo^2/2d) is simply acceleration we found above, which is 125g. Multiply that with 'm' = 10lbs and you get something in the order of 1250 lbs of retarding force smack against my head. To put that into perspective, that's half a metric ton hitting me right where I don't want it. What makes this so uncomfortable for me, even just to realize, is that its doing this to me in a fraction of a second. That fraction of a second yank on my head is a yank on my brain and its internal blood vessels.
The thing to realize is that 125g of force maybe enough to cause brain injury, leave alone anything higher than this. Rarely is constant force ever experienced in a real collision. A more realistic model would perhaps be force following a curve, reaching a peak when the foam is close to being fully crushed. Hence, the ideal helmet assumed here is sort of...well, ideal. As comments have told me, I acknowledge that this is a simplistic model that does not take rotational characteristics of the acceleration into account. Rarely does an impact between the helmet and the road go through the center of gravity, hence causing rotation of the head.
Another thing you will appreciate is that if I were without a helmet, there would be no soft landings at all. If epidemiological evidence suggests that, on averge, chances of serious brain injury are reduced by a factor of 5 by wearing a helmet, I get a big zero by not wearing one. Lost out there, didn't I?
Having said all this, I sincerely believe that in the coming years as we push the frontier into new materials, we will come up with better solutions for this energy management problem in helmets. We will realize the goal for softer landings, constant decelerations and peak forces of lesser magnitude. Until then, we are struck with what's out there in the market. Some of these helmets are improperly designed. On one hand, too stiff foam liners are used that break catastrophically on impact instead of crushing. On the other, to satisfy the goals of lightweight designs, there is also a tendency to select low density foams that absorb much lesser energy than what is required. Hopefully, these issues wil be addressed soon to give sportspeople the protection they need to keep their heads right.
Readers will remember that I blogged last year about the brilliant underground bike parking system made by the Japanese at Nishi-Kasai Station in Edogawa, Tokyo. I just happened to discover a cool video from Japanese news broadcaster Newsline which details how one of these these automated parking systems, called Eco Cycle, was designed & constructed and the machines which were employed in the process. This really looks to have been a neat little civil engineering project for the developers - Giken Seisakusho Group.
A picture of Giken's 'Silent Piling Machine' which takes prefabricated structural piles and presses them into the ground at high pressure without vibration and excessive noise. Courtesy Giken.
Cycling is said to be an efficient mode of transport, when compared to running or driving a motor vehicle. Agreed. Mile for mile, far lesser calories and energy is spent, far lesser pollution emitted. But might that idea topple upside down when the road heads uphill?
When road grade rises, there is a seesaw effect in the amount of resistance wind and gravity play. Wind drag now goes down resisting less, and gravity comes up slowing you considerably. All that matters now is how much weight you carry and what gearing you have on the bike. The same gearing that perhaps tripled your speed output on a given rotational crank input on flats will plunge on a steep climb. If you choose to go with a lower gearing, your speed drops. So there is an apparent tradeoff there.
But it stands out, I guess, that one of the obvious elements of cycling athleticism - this notion of how good a cyclist someone is - is by assessing how well they can climb steep roads. Some of us may have this thinking that we're a real cyclist if we climb, and climb steep. I think there's a certain attractiveness in this tiring act. It gives one a sense of accomplishment, and sets a certain level of worth among the people he or she rides with. Bragging rights, yeah that's what it is. Besides, there's always a great view or a downhill to be earned at the other end, isn't there?
Top races in the world are most often won on the steep climbs, when a competitor can easily put time on his rivals. Stars who often showoff their talent on the climbs gets us all motivated to climb, and do it without getting off the bike. Getting off the bike and walking is somehow regarded shameful, powerless. You're no good. You aren't born to do it. Now where a cyclist does show mettle and talent on high gradient climbs, I think more can be said about his physiology and mental faculties than about the efficiency of his activity.
Its interesting that throngs of cycling fans line up steep cobbled roads and alpine climbs in Europe to see their favorite hero drag along the climb at close to walking speeds. Say one casual observer stepped back for a moment and asked : 'How efficient is cycling uphill compared to doing the same on flatland?', what do you think he'd tell himself?
I think the above observer could determine that this cyclist, riding past him on such a steep hill at 3mph, heaving from side to side zigzagging across the road like a detracked choo-choo train, will be more efficient if he got off his bike and pushed it uphill. There's no shame in this. Its just the clever thing to do, for this observer could jog up faster than the cyclist dragging along uphill! I would think much lesser energy is wasted simply caressing the ground with your feet than having to go through the complex motion of pedaling in circles with a chain and derailleur system that ultimately transmits some power to the rear wheel after losses through friction and deformation of rubber tires.
But sporting activity wouldn't have that, would it? Its not considered sporting otherwise. There might be booing from the crowd. There's no athleticism is walking your bike uphill...c'mon now. You're a sissy.You lack mental prowess.
Cycling does have its inefficiencies (perhaps that is why our early ancestors didn't swim out of the ocean carrying bikes to land). But it is the level of efficiency inherent in the cyclist which he applies to get past the natural inefficiencies that come into play in this mechanical activity that ultimately determines his outcome in a race, a training goal or the worthiness and respect he has among his peers. But I'm not the guy is the white lab coat so I can't credibly tell you where this bodily efficiency lies or how to attain it.
On Father's Day I decided to go out to put some long miles in rural country. This adventure included one of my favorite spots to climb. Known as Alma Hill Road, in Alma NY, it happens to be the highest point in Western New York at 760m above sea level. At 4 miles and 1000 feet of climbing on dirty, grainy, rain washed road at an average of 5-6% gradient (steepest around 12%), it will quickly tell you whether you are in climbing shape, or if you aren't, readily provide a poorly done road before you to blame and vent your frustration onto.
This breezy, rainy day here in the enchanted mountains region saw me riding to Alma, Wellsville, and down south into darn rural Pennsylvania before I took the difficult highway 6 with 15mph headwind and rain to Port Allegany. From there, I rode up north to Eldred PA, switched left onto Duke Center, and climbed back into New York via one of the leg tinglers of this area, Oil Valley Road (546). From there it was all downhill to Olean, NY which is, kind of home at the moment for me.
Uff! All this trouble just to show you the kind of places I ride in! Check out the pics, all of them taken by me on the saddle while riding at good pace - an artform I call cyclophotography. Enjoy now and come ride with us sometime. This is a great place if you enjoy carefree cycling, among little but Mother Nature. Contact me if you have questions.
110 Miles
7 hours saddle time
Route 44 at Ceres into Pennsylvania
Brimmer Brook Road To Alma, NY
Alma Hill Road
Nothing but a crappy AT&T tower on the peak to greet you after you achievement
Breathtaking descent into Wellsville, NY
Road south to Eleven Mile, entering PA
Route 44 to Coneville, PA
Whitney Creek Road, a mellow climb with a connection to Route 6 via a fast descent on Fishing Creek Road
Long way on 346 towards Prentisvale and Duke Center. Check out those looming clouds.
Oil Valley Road up to Knapp Creek, NY (while the glory days of petroleum in the north east are over, this region was, for several decades in the late 1800's, the most important oil-producing region in the world. Known since the1860's as the Oil Regions, western Pennsylvania (and the adjacent area in southwestern New York) has an oil history that predates European settlement. Read more here)
Final descent into Olean, NY. We're back in the Enchanted Mountains. Thank you for checking!
Now if you don't use the Campy recommended, "200 dollar" chain tool to hook up your 11 speed chain, it will break. If not now, at some point. Because of the smaller tolerances and a special peening procedure involved, your conventional tool will not be able to seat the union bushing into the links properly. It will bend out and take the paper thin link along with it.
Only the mighty Campy tool can properly do the following while crapping in your wallet :
a) Supportthe left end of the link by clamping it while pushing the union bushing in adequately with a conical pusher.
b) Splitthe protruding end by a special holeprovided in the tool.
c) Lock the bushing in the link ("locking the link").
Trust me, this is the Cadillac of chain tools. Your grandpa's tool just won't cut it.
Now I myself thought I could somehow get away without 'following the rules'. Oh no. Didn't work.
The following chain failure happened to me while climbing a long hill. I asked my local bike shop to equip themselves with the right tool and had them fix me a new chain. (I think its the right thing to do for them as now, it is likely that customers increasingly show up at their place with a 11 speed job)
Hey, just check out the width of this chain. This is technology right here.
Now start being amazed and see how a 11 speed chain is installed :
Recently, my 5 year old Park Tool floor pump started bleeding from its ears. The gauge hose ruptured and there was a major air leak, rendering the pump useless unless I replaced that hose (this is one of the most common failures that could happen to any pump, so if you don't want to be irritated, consider keeping a replacement hose with you for safe measure).
Since the pump was old anyway, I decided to get a new one instead.
Anyway, just for fun, I opened up the pressure gauge of the old one to show you what is contained inside of it. I'm sure some of you may have wondered...'hmm, how on earth does my pump detect the pressure inside my tube?'
So what is the pressure gauge anyway? It is a pressure sensor, right? And what does it do? It does the following 3 things :
1) It senses the pressure to be measured. 2) Part of the instrument responds physically to that pressure by stretching, bending or changing positions. 3) The instrument then converts this response to a pressure signal which, in our case, is in the form of the needle moving along the dials of the scale.
Park Tool's pressure gauge here is a dry instrument (no liquids), and looks to be a C-shaped Bourdon tube, named after Eugene Bourdon, a French scientist who invented it in the 1840's. This is basically a bent tube in the form of a C that actually straightens out as the pressure in it rises. So consider that it acts like a spring that stretches when pressure is applied.
One end of the tube is sealed shut, while the other is open to process pressure. This straightening out is converted to a signal the human can read through a geared linkage connected to the pointer or needle and a pressure scale. As the tip of the tube moves, it rotates a sector which turns a pinion attached to the dial pointer.
See the diagram below and you'll go : "Wow, that is clever!"
Now say that you use a pump for over 5 years. Think about the number of times this tube stretches and unstretches. Isn't it amazing that this elastic material can undergo so many cycles of flexing without fatigue or hysteresis? I'm not sure of what this metal is, but it maybe a phosphor bronze, or a beryllium copper. Maybe even monel?
More later. Take care now.
P.S : Say hi to my buddy's new puppy. Her name is Olive. Hey Olive, you're on the web!!!
"The early bicycle manufacturing industry laid the groundwork for interchangeable parts and the assembly line was used to bring down the costs of automobiles. Even Henry Ford's first automobile was driven on four bicycle wheels. The Wright Brothers utilized much from their knowledge of bicycle stability and component design to loft the worlds first airplane into the air. The automobile and airplane have received unbridled attention since their discoveries. We are now flying into space and developing cars with engines that run on water, but the bicycle has sadly lost the interest, both scientifically and financially, of the past century's scientists and engineers. If a renewed emphasis were given to the bicycle we may find we have already developed the truest "green" solution to many of the world's environmental, global warming, obesity, sprawl and gridlock problems. Using other industries as examples, these kinds of solutions most likely did not come from tinkering and backyard experimentation. Rather they required devotion of time and energy from the world's greatest scientists and engineers. At the Sport Biomechanics Lab at UC Davis,we like to think that we are taking a small step in this direction and we hope to aid the bicycle revolution in our own special way."
- Jason Moore, Bicycle Researcher and Graduate Student in Mechanical & Aerospace Engineering, Delft University. Morehere.
P.S : You can read all about Delft University's exciting exploits into studying Bicycle Motion here. You can also read about Jason's bicyling experiences on his blog. Great stuff, Jason! Teach us all some Bicycle Dynamics when you can. And drop a hi sometime!
Update : Before you read the following article, it may perhaps do you good knowledge wise to read a small analysis of the bicycle "endo", that I wrote recently on this blog. While it is physics driven, it will give you an appreciation for what happens when you apply brakes suddenly.
* * *
Front wheel lockup upon brake lever activation is something that often sends riders (beginners and experienced alike) to pitch-over the handlebars and get injured often seriously. We are all told to feather the front brakes, and apply more braking to the rear wheel especially in a downhill scenario. But what happens in a panic situation? We are all bound to get the shivers and haphazardly slam both levers with full might in the hope that it will stop us quicker. But that's when the front wheel locks up, the bike skids and off you go toppling over the bars.
Now, can a mechanical contraption be made to commit to such braking control automatically for you while you enjoy your ride?
Thats where this nifty little device comes in. I contacted Bud Nilsson from Lodi, CA to explain his patented invention to me and perhaps send me his last sample (incidentally, he had it installed on his bike) so I could take a look at it and see what it was for myself. I have previously introduced the brakes to readers. See here. I always welcome ideas to make cycling a safer experience.
The Budbrake is about the size of your cell phone and is installed close to the levers at the front. Brake cables are routed to this mystery black box before they are connected to both brakes. There is a level of much abstraction to it, so much so that it compels curiosity. With this installed, one immediately observes that no matter which brake lever is pressed (either one or both), the system ensures a safe stop by activating the rear brake slightly before the front.
Magic?
Budbrake : A brake modulator in a mystery black box
'Mystery black box' didn't come as an understatement. I didn't understand how it worked before I got the sample. The mechanic at The Bike Shop in East Aurora close to where I live had in fact no clue why it worked the way it did. And many others likewise, are confused, says Bud. He told me : "There have been many engineers, technicians and product managers testing my brakes and all are impressed with the performance and agrees that it does work but wonders how does it work and 'why'!"
Here's a small video I made. We had the device installed on my friend Dave's mountain bike.
SO HOW DOES IT WORK ANYWAY?
Instead of muddling readers with my own logic, I'll let Bud himself explain what his design philosophy behind this clever little device is. Why do the rear brakes activate first? What prompts it to do so? What on earth is in this black box?
"Ron. I will explain my reasons for this design. You are an engineer and I hope you will understand my theory. I will also welcome any comments on it.
See, the bicycle frames of today are designed in a way that places more of the rider's weight over the rear wheel for better traction when transferring the power for forward momentum. The saddle is behind the center point between the wheels and the bottom crank is forward of the seat post. You get more power when pushing the pedals around this way and you transfer more weight to the rear wheel. Consequently the rear wheel has more traction than the front.
In the first moments of decelerating speed control (applying brakes), the Budbrake automatically applies the rear brake first when it has most traction for braking. Due to the dynamic forces and forward momentum, the front wheel gets more traction and at that time, much of the momentum has decreased anyway due to the rear brake initiating the speed control.
Therefore, I designed the modulator as a mechanical means of proportional distribution of power to the brakes, just like the proportional valve (hydraulic) in the automotive braking systems to prevent front wheel skidding and maintain traction while turning.
Now do not confuse this with Antilock Brake Systems (in automobiles, there is only one brake pedal for front and rear brakes). The main objective of the Budbrake Modulator is to automatically brake the rear wheel since it has more traction, slightly before the front wheel and with more brake action compared to front, therefore eliminating unwanted skids and mishaps.
There have been a lot of bicycle engineers and technicians that can see that it works but do not understand why and how. The Modulator controls the brakes by changing the cable tensions via alternating the length of the casings, front and rear, not the length of the cable. Again, regardless of which brake handle is activated - front, rear or both simultaneously - the rear brake will apply first and then the front and automatically feather or modulate for balanced speed control. I guess the main difference from conventional braking is that the Budbrake alternate the length of the casings to achieve the goal.
If you take a look and think about the offset fulcrum point inside the Budbrake, that is what makes the rear brake apply first. When the rear brakes make contact, the system then applies the front brake. The offset pivot point, (fulcrum) and varying the length of the casings produces the automatic modulation action. This is the trick for safer speed control .
The Budbrake has been field tested and lab tested for 650.000 braking actions. It was also tested against the CPSC criteria for bicycle brakes and it resulted in superior performance against their criteria.
The product managers at Giant looked at this and told me that if one cable broke, the brakes would completely fail. I did not want to cut or brake the cables so I disconnected one at the time and tested. The stopping distance decreased (as it would without the Budbrake) but the brake, front and/or rear worked. It is a fail safe product as any other. Now if both cables snapped, then the system is trash of course.
I also took one unit and drove over it with my motor home front wheel. The unit broke somewhat but actually it still would work. The black plastic material I use in the injection molding is not ABS like most people are used to. I am using the toughest composition that I can find available and it has a Teflon in it for lubrication of the pivot. If I used ABS in production the price would be at least less than half, but I want to produce the "very best" product for cyclist's safety.
I am thinking that the reason I have a hard time to get the Budbrake accepted and on the market is that the bicycle engineers , product managers and marketing people do not understand " why" it works. I'm not much of a writer but I hope I explained this to you and your readers in a simple form. "
A big question in Bud's mind is how he can get his invention accepted. Having seen and tested it, I think it has potential for beginner riders and anyone who wants that extra margin of safety. So this is to you readers : Would you rather bike with the Budbrake or without it? What are your thoughts and feelings? Think about it and let us know by dropping your comments.
* * *
An example of a crash caused by excessive front wheel braking and moment about the same caused by high forward center of gravity. Notice that a rider's vertical fall drop is much more on downhill that if it were a flat section. Possible injury could be a wrist or collarbone fracture, or the possibility of planting your entire face into the rocks and dirt.
I'm traveling today so I don't have a special topic to write on. But as my friends told me, I thought I should take this opportunity to perhaps show you one of the bikes I ride these days. This one's a bit new, and I have shown you my primary bike some years ago. See here.
My bike on top of Rock City Hill, Olean NY (2400 ft above sea level)
This one is a pre-HP B stay Colnago C-40 lugged carbon bike in Mapei theme with all Campagnolo Super Record 11 Speed gruppo. C-40 has been one of most prolific of Colnago's offerings (sadly no more), and it has won more Paris Roubaix's and World Championships than any other. The lugs of course are beautiful to look at and they are one piece molded and hand finished. The bike not only rides buttery smooth, but it is a good climber, and a great downhill bike as well. The ride is very stable and precise that I imagine it must somehow be laser guided from a control room at Colnago's headquarters.
The seatpost is a Thomson Elite, handlebars are 3T's Rotundo Pro's adorned with Brooks leather handlebar tape stopped with sweet cork plugs. The saddle is a Brooks Swallow with titanium rails, while the fork is a straight bladed Easton EC90 topped off with a Chris King Titanium headset. The wheels are no-nonsense Dt Swiss 1450s and tires are Vittoria Open Corsa's at 320 TPI, which to me are pretty supple. The braking comes from a pair of KCNCs in red. This is one of the few brakes I have seen in the market that have some character in looks, are lightweight, and are very easy to adjust on the go. The bike was put together by Dennis Baldwin at the Elicottville Bike Shop, in Elicottville NY. Show him some love, ya'll!
As you can see, this bike is a medley of the classic and the latest in components. I like straight geometry and lines, and prefer curves mostly on my woman. The dashboard has no GPS or crazy computer systems. This is one of my pet peeves. I like to give my brain a workout and commit orientations, roads and street names to memory. If I get lost, I'll stop and ask a person which I feel is much better than having to stare into a dum computer screen on the saddle all day. Cadence? I'll just count. Miles? Who cares. Just ride.
In the end, beauty aside, I pedal this bike real hard and I expect to increase the size of my lungs, thighs and calves on it.
If anyone has taken a close look at Lance Armstrong lately, it can be observed that he has put on a copious amount of both age and.... hair. As always, the wonder man is yet again displaying miracles. For a long time, it has been known that hair actually decreases as age increases. Hence, your grandpa and mine have a moonshine on top of their bulb-like cranium. But whats this? Hair is sprouting young and wild on the 7 time Tour winner like unattended weeds in an agricultural orgy.
Yet, we know this is only because Armstrong has not allowed the French doping agency (AFLD) anywhere near his sights, after last month's "surprise" visit gone wrong when they pulled out half a dozen clumps of hair with a giant tweezer, leaving the Texan in a completely disheveled and disoriented state.
The AFLD has been monitoring his hair growth closely since then. Recently however, they have begun raising alerte rouge. In a new twist of drama, experts with the agency claim that if their computer simulation studies show the correct picture, in 2 months, Armstrong's entire face could be veiled with hair. This event could allow him to hide his identity and flee doping tests. The AFLD fear they may ultimately be beaten up, slapped, or pepper sprayed on as they round up wrong yet look-alike female suspects on the street in their hunt for Armstrong. (The French, don't like getting slapped by women. Their forte is in French kissing. Well, I guess you could combine a slap and a French kiss?)
The AFLD are now proposing Armstrong a treat to get closer to him. Knowing this brash Texan loves college football, Blackberries, hometown burgers, and any other cultural insignia of the US of A, they are now reportedly joining hands with none other than Supercuts (an American barbering franchise) to service the 7 time Tour winner's hair. This initiative is being called the 'Drug-Bust Hair Salon'. Of course, every AFLD visit is unexpected and impromptu. But when they do show up at Armstrong's door, they will now be accompanied by a busty female barber (okay fine, I'll call her a hairdresser) trained by Supercuts and more graceful with scissors and number 4 trimmers than the clumsy AFLD.
Through this act of appeasement, the French hope to recover some of the love lost between them and Armstrong, by getting hair samples more humanely and restoring hair to youthful state.
Now 8 hair styles have been made available to Armstrong.
The Look : A fringe cut adorned with a French beard. One eye is cleverly covered so that he has to stress only one eyeball while giving the textbook 'Look'. There is a chance he may go blind stressing out both eyes, hence this is optometrist recommended.
Mohawk Reparto Corse : This is a post-modern punkster style with Bianchi's own Reparto Corse neon green highlights to go along. Feel a little stupid and Italian at the same time.
Medieval Monk : Medieval Monk could be a choice self-reward for those days when he has been a good boy, and his tested hematocrit levels are lower than a 40%.
Afro Militant :This haircut captures the shamelessness, the non-nonchalance in him when he aggressively pursues petite blonde women young enough to be his daughters.
The Boss :Running many different organizations as the boss maybe easier said than done, but it is actually easier when he has a Donald Trump coiffure on his crown. All he then needs to do to someone is give both "The Look", and say "You're fired."
Rock n' Roll : Long, hard days in the saddle requires some new characters. Some music. Some dance. Its easier to forget the pain this way. Life is a blur. Bring on the classic Elvis hairdo, b**ch.
Short And Classic Native Indian : This is one of Supercuts' specialties, combining Native Indian heritage with a classic nerdy look of a master strategist to make him exactly that - a Native Indian strategist. Grow those locks now and make war!
Bend It Like Beckham : When you want to curveball the goal, slip in your wife's panties, fight with a journalist or take a 30 minute shower during a drug test....when you want to break all the rules, this one takes the cake. Rub that hair gel in hard and bend it like Beckham.
A picture of Giken's 'Silent Piling Machine' which takes prefabricated structural piles and presses them into the ground at high pressure without vibration and excessive noise. Courtesy 
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