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Mirage Adventure Island
An absolute joy on the water, the Hobie Mirage Adventure Island is impressively approachable.
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The ungainly paddle is replaced by the sheer efficiency of the MirageDrive 180, the original pedal kayak drive. With the largest human muscle group now in play, kayaking becomes easier and more efficient than ever.See It in Action Learn More
Lowrance® Ready System
The Hobie Mirage Adventure Island comes standard with a built-in transducer mount and pre-installed through-hull cable plugs. ( Lowrance transducer not included. Shown on the Mirage Outback. )
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Roller-Furling Main Sail
Furling controls are available from the cockpit for beaching or higher-wind reefing.


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Derek Loosvelt
March 05, 2014
At the age of 12, Marcus Lemonis, star of CNBC's "The Profit," owned a lawn cutting business that made $1,000 a week. At 22, without any prior political experience (other than a summer internship on Capitol Hill), Lemonis ran for a state seat in Florida and nearly beat a three-term incumbent. Not long afterward, Lemonis joined AutoNation, the largest car retailer in the country, and quickly rose the corporate ladder.
Then came a pivotal meeting with one of the most famous car men in history.
A family friend named Lee Iacocca—yes, that Lee Iacocca—called Lemonis and wanted to meet him. Lemonis immediately hopped on a plane and flew across the country ("When Lee calls," says Lemonis, "you go"). During their meeting, the man who resurrected Chrysler recommended that Lemonis quit cars and enter the RV business. Though hesitant to get cozy with recreational vehicles, Lemonis took Iacocca's advice and, five years later, was running the largest RV firm in the country. Lemonis's foray into RVs was so impressive that, in 2008, at the age of 34, Lemonis was named Ernst & Young's Entrepreneur of the Year.
Today, in addition to serving as chairman and CEO of Camping World, Lemonis is a rising reality-TV star. His CNBC primetime show, "The Profit," on which he invests in and partners with ailing companies, has just kicked off its second season. And last week, in between CEO and TV duties, Lemonis spoke to me about his career, his show, and his advice for entrepreneurs and jobseekers. The following is an excerpt from that conversation.
VAULT: Where'd you grow up and go to school?
LEMONIS: I was born in Beirut and adopted by an American family in South Florida. I grew up in Miami where I went to an all-boys Catholic high school. For college, I decided to go to Milwaukee. I went to Marquette. At Marquette I studied arts and sciences and worked as a bartender. The only reason I took the job was because I didn't drink and wanted to be in the social scene. I thought, I'll serve the drinks. After that I thought, Let's get organized. I interned in D.C. with Herb Kohl [a Democratic Senator from Wisconsin at the time]. Every summer I had odd jobs.
VAULT: How'd you get into the car business?
LEMONIS: I grew up in the car business but never thought I wanted to get into the business myself. In college, I thought about going to law school but when I called my family to tell them I wasn't going to into the family business, they said, How do you plan on paying for law school?
VAULT: What's been your most valuable work experience?
LEMONIS: For me, 2008 and 2009 were the hardest years of my life. The RV business was not the place to be. The automotive business was hurting and the housing market was imploding. Mush the two together and that's the RV business. So, I learned survival. I learned how to make things work. I really believe I picked up a skill. I learned how to cut things out. I learned how to have the hard conversations. I learned how to save a business.
VAULT: Today you oversee 6,000 employees and $3 billion in annual revenues. What does it take to run a large company?
LEMONIS: My success is 100 percent attributed to the people I surround myself with. I surround myself with people who are smarter than I am and people who are more creative than I am. And I understand that people want to be paid appropriately. People also want recognition.
VAULT: How'd you go from running an RV business to also becoming a turnaround expert?
LEMONIS: I like to buy things. I don't like to sell. I take pride in fixing things. I don't do everything for money. I probably should sometimes because sometimes things don't work out. Fixing businesses—small, medium, or large—is my passion. I love the art of strategy.
VAULT: How'd you get involved in "The Profit"?
LEMONIS: Previously I was on a couple other shows ["Celebrity Apprentice" and "Secret Millionaire"] and I got a call from CNBC telling me they we're getting into nighttime programming and they wanted to sit down and talk. At first, when the concept was brought up, I didn't want to do it. I said in order for anybody to effect change [at a struggling company], it has to be for the long term, not the short term. And you have to put money on the table.
VAULT: You actually use your own money to invest in these companies?
LEMONIS: Yes, the check I write is real. In so many instances, reporters have looked under the hood of the show and found, This is legitimate, this really happened. And what I've heard, and read in reviews, is that people like the fact that the show is real.
VAULT: On "The Profit" you help struggling business owners. How do you identify a business you want to invest in and partner with?
LEMONIS: They don't always have to be struggling. But they do have to be in need of something. And I try to deliver tough love. Small businesses are a lot harder to run than large businesses. You have fewer resources, which makes it harder. What I can do is take a small business that's really struggling to survive and take my resources and my connections and really level the playing field for them.
VAULT: What advice do you have for someone wanting to start their own small business?
LEMONIS: One, you should always work for someone else first. Someone who's good, someone who knows what they're doing and you can listen to and learn from. Being an employee and being an owner are two different things. Two, you better have the working capital—the cash—to survive. Expect to lose money for a couple years. A lot of people have good ideas, but you need to realize that idea, you need the cash to survive. And three, you have to surrender to the fact that every idea you have will not be a good one. People fall in love with their ideas. This is a critical mistake.
VAULT: Any advice for young jobseekers?
LEMONIS: If somebody told me they were going on a job interview, my advice would be: Be yourself. Don't compromise who you are. Learn to adapt to someone else's environment. And have no fear. And I know it's not easy today. So to people who do have jobs, and who have a smart-ass attitude and are ungrateful, I'd tell them to remember how hard it is to find a job today. A lot of people are struggling.
"The Profit" airs Tuesdays at 10 p.m. on CNBC.
Follow me @VaultFinance.
Read more: Cut to the bone: Brooklyn meat company's reality TV debut leaves sour taste (NYDailyNews)Detroit: The City of Opportunity for the Class of 2014 (Vault)From Intern to CEO: Mary Barra Named GM's First Female Chief (Vault)
Career Capital: How Can Employees Get Ahead?
February 28, 2014
CEO Tweets of the Week: Gates, Branson, Levie, and Case
February 21, 2014
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text:
Lucy Connor's "Diversity at what cost?" and Benjamin Otte's blog post on equality got me thinking about the backlash against diversity and outreach initiatives in open source. Specifically, I sometimes see arguments that inclusivity
- is a slippery slope into coercion and quotas
- should not be a FLOSS value, or
- competes with the core mission of his/her software project.
In response to Otte's thoughts on whether the principle "all men are created equal" stands in opposition to core GNOME and Fedora goals, I said in part:
The words "equality†and "inclusive†can be easy to misinterpret. Advocates often use them as a softer way of saying "don't be sexist/racist/etc.†and "let's give due consideration to people we're inadvertently leaving out.†Perhaps [critics] are misreading this suggestion as greed for market share, or conflating cowardice with the intention and practice of thoughtful inclusivity.
Yes, it is an important principle that all people deserve to be treated equally *by the law*, and as an ideal to reach toward, it's laudable. However, it's a straw-man argument to suggest that advocates for equality and inclusion propose that all seven billion people's opinions should have equal relevance in every endeavor and choice.
Every organization has a specific mission, such as "change the government's policies to improve the environment†or "maintain an excellent Linux distribution with cutting-edge innovations.†This is its "value proposition,†in US English. It embodies some of its core values. The Fedora project is indeed facing a tension between its value proposition and one facet of inclusivity — suitability for novice users. But there are many other aspects to inclusivity and an interest in equality, such as accessibility, nonsexist language, university outreach, and documentation. Don't throw the baby out with the bathwater.
You may also be interested in http://geekfeminism.org/2009/11/29/questioning-the-merit-of-meritocracy/ for thoughts on meritocracy in FLOSS.
… If you simply find any good product unstylish as soon as a certain proportion of the population starts to benefit from it, that strikes me as needlessly snobbish, and implies a misanthropy that will permanently be opposed to even the least controversial inclusivity initiatives.
We linkspammed Connor's piece a few days ago, and commenter koipond noted:
I hear the sentiment, but it's kind of missing the point. No one is saying "Diversity at all costs†where they want to force people in who don't want to be there. It's more a case of trying to break down the barriers that prevent people who might be interested but see a toxic morass and refuse to swim in the pool.
My comment was along similar lines:
When I read http://geekfeminism.org/ or the http://geekfeminism.wikia.com wiki, or listen to the women on the Systers mailing list, I don't hear a general and undifferentiated "WE MUST GET MORE WOMEN INTO FLOSS†or tech agitprop agenda. I see lots of initiatives to help underrepresented groups — African-Americans, women, people from developing countries — get in on the joy and empowerment of hacking.
I think there is a separate argument to be made that everyone, of every gender and from every socioeconomic, ability and ethnic background, should be generally technically literate, which means being able to code a "hello world†in some decent language and feeling empowered to modify their computing environment a little. To extend the analogy, I know it ruined your [Connor's] enjoyment of Model UN when the teachers forced everyone to participate, but you're not against the goal of everyone learning a little about how international politics works.
And because these sexist behaviors and attitudes keeping women out of high-status and high-paying professions are just now starting to fade, it's important to take an extra look at seemingly innocuous traditional attitudes to make sure they don't conceal yet more barriers and discouragement. As Kirrily Robert pointed out in her OSCON keynote, the community as a whole grows organically and benefits greatly from (voluntary, of course) women's participation:
Like you, these advocates like helping people. Check out http://gnomejournal.org/article/88/the-un-scary-screwdriver for an example of the kind of noncoercive, entirely opt-in outreach that most advocates, well, advocate.
As I noted to Connor: Sure, coding, and open source work, are not really intrinsically appealing to lots of people. But because there are so very many external factors keeping interested girls and women away from tech careers and open source, I'm comfortable prioritizing breaking those down, so that maybe in fifty years people's intrinsic interests will shine naturally through. And then we'll talk and see what interesting patterns show up.


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Peer-Reviewed Publications
Found 35 resultsTitle
Filters: Author is Elliott, Michael R [Clear All Filters]
Risk of injury to child passengers in compact extended-cab pickup trucks." JAMA. 2002;287(9):1147-52."
Accuracy of self-reported data for estimating crash severity." Accid Anal Prev. 2003;35(6):833-40."
Belt-positioning booster seats and reduction in risk of injury among children in vehicle crashes." JAMA. 2003;289(21):2835-40."
Differential risk of injury in child occupants by passenger car classification." Annu Proc Assoc Adv Automot Med. 2003;47:329-41."
Shifts in child restraint use according to child weight in the United States from 1999 to 2002." Annu Proc Assoc Adv Automot Med. 2003;47:313-28."
Acute healthcare utilization by children after motor vehicle crashes." Accid Anal Prev. 2004;36(4):507-11."
Differential risk of injury to child occupants by SUV size." Annu Proc Assoc Adv Automot Med. 2004;48:87-100."
Recent trends in child restraint practices in the United States." Pediatrics. 2004;113(5):e458-64."
Acute traumatic stress symptoms in child occupants and their parent drivers after crash involvement." Arch Pediatr Adolesc Med. 2005;159(11):1074-9."
Effects of seating position and appropriate restraint use on the risk of injury to children in motor vehicle crashes." Pediatrics. 2005;115(3):e305-9."
Injury risk to restrained children exposed to deployed first- and second-generation air bags in frontal crashes." Arch Pediatr Adolesc Med. 2005;159(4):342-6."
Delta V as a predictor of significant injury for children involved in frontal motor vehicle crashes." Ann. Surg.. 2006;243(1):121-5."
Effectiveness of child safety seats vs seat belts in reducing risk for death in children in passenger vehicle crashes." Arch Pediatr Adolesc Med. 2006;160(6):617-21."
A latent class analysis of injury patterns among rear-seated, seat-belted children." J Trauma. 2006;61(5):1244-8."
Parent driver characteristics associated with sub-optimal restraint of child passengers." Traffic Inj Prev. 2006;7(4):373-80."
Effect of booster seat laws on appropriate restraint use by children 4 to 7 years old involved in crashes." Arch Pediatr Adolesc Med. 2007;161(3):270-5."
Seat belt use among 13-15 year olds in primary and secondary enforcement law states." Accid Anal Prev. 2007;39(3):524-9."
National young-driver survey: teen perspective and experience with factors that affect driving safety." Pediatrics. 2008;121(5):e1391-403."
Risk factors for death among older child and teenaged motor vehicle passengers." Arch Pediatr Adolesc Med. 2008;162(3):253-60."
Unlicensed teenaged drivers: who are they, and how do they behave when they are behind the wheel?" Pediatrics. 2008;122(5):e994-1000."
Passenger compartment intrusion as a predictor of significant injury for children in motor vehicle crashes." J Trauma. 2009;66(2):504-7."
Primary access to vehicles increases risky teen driving behaviors and crashes: national perspective." Pediatrics. 2009;124(4):1069-75."
Association between weight and risk of crash-related injuries for children in child restraints." Pediatrics. 2011;128(6):1148-52."
Determining subgroups of teens for targeted driving injury prevention strategies: a latent class analysis approach." Traffic Inj Prev. 2012;13(3):258-64."


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Skylanders Swap Force
In a little under a month, Activision's $1.5 billion Skylanders franchise will get its third entry. Today, Activision, Vicarious Visions, and n-Space (developer of the 3DS version) are showing off the new features.
The story takes place in a new area of Skylands, the Cloudbreak Islands. Series villain Kaos is back, trying to steal the power from a volcano that replenishes Skylands with magic.
The trailer also gives us a first look at the 3DS version of the game, which is a completely different tale. With Vicarious Visions heading up the console release this year, n-Space is stepping in with the 3DS version.
You can get a look at some of the new Skylanders figures, the environments, and the minigames that have been added to each level. Skylanders: Swap Force will be available on October 13, 2013, for PlayStation 3, Xbox 360, Wii U, and Wii. PlayStation 4 and Xbox One versions will be available at the launch of those consoles.


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Wyoming Army Guard Unit Deployment Ceremony at UW April 11
Fourteen University of Wyoming students are among members of a Wyoming Army National Guard unit that will be honored at a deployment ceremony at 3:30 p.m. Thursday, April 11, at the UW Arena-Auditorium.
The 162 members from the 133rd Engineer Company, based in Laramie, will be deployed the following day for Operation Enduring Freedom (OEF). Army National Guard soldiers who represent several Wyoming communities and five other states will be honored. Included in the unit are 14 UW students, and 10 others who are either WyoTech or Wyoming community college students.
The UW students are:
Burns -- Spc. Kaylie Taylor.
Cheyenne -- Spc. Stefan Dangerfield.
Greenwood Villa, Colo. -- Spc. Christopher Kirk.
Laramie -- Spc. Bryan Barry; Pfc. Samuel Krout; Spc. Mitch Mayfield; Spc. Priscilla Paredes; Pfc. Tyler Prewett; Spc. Luke Senden; and Spc. Anthony Sykes.
Phoenix, Ariz. -- Spc. Lauren Meisenheimer.
Pinedale -- Pfc. Bennett Pena.
Red Desert – Joey Correnti.
Veteran -- Spc. Alena Gronewald.
The Wyoming Army National Guard unit received federal mobilization orders for 400 days to conduct base security operations to support OEF. The unit will receive more than one month of pre-deployment training at Camp Shelby, Miss., followed by nine months in Bahrain, a small island country situated near the western shores of the Persian Gulf.
Primary parking for the ceremony at the Arena-Auditorium will be in the Ford Lot on the War Memorial Stadium's east side. UW Transit and Parking Services will not ticket vehicles in the area surrounding the Arena-Auditorium after 2 p.m. the day of the ceremony, with the exception of fire lanes, yellow zones and disability zones (for those without a proper disability sticker).


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Discussion of Daily Sudoku puzzles
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Exactly what constitutes trial-and-error?
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Marty R.
Joined: 12 Feb 2006
Posts: 5770
Location: Rochester, NY, USA
Posted: Tue May 16, 2006 4:50 pm
Post subject: Exactly what constitutes trial-and-error?
Where does logic end and trial-and-error start? To me, that line seems blurred. Its clear that techniques such as pairs, triples, etc., wings, fish, coloring, strong links, rectangles, and the like fall into the category of logic, but its the chains that have me wondering.
Suppose one decides to start a forcing chain based in a two-candidate cell. Or he sees that a number can occur only twice in a certain box and decides to test for each of the possible occurrences. It seems that the actions taken from these chains are based on logic; for example, cell such-and-such is X for either value, therefore, that cell must be X. But the deciding where to start these tests seems to have an element of trial-and-error to it, unless, of course, there is some sort of logic that tells one where to start the chain.
So where do
draw the line? How do you define trial-and-error? What does a puzzle constructor have in mind when he guarantees that his puzzles are all solvable by logic, without resorting to trial-and-error?
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Joined: 22 Feb 2006
Posts: 292
Location: Kalamazoo, MI
Posted: Wed May 17, 2006 2:21 am
Post subject: Re: Exactly what constitutes trial-and-error?
Marty R. wrote:
But the deciding where to start these tests seems to have an element of trial-and-error to it...
I used to feel that way about chains until I thought about in a different manner. Is it guessing if you look at two cells for a hidden pair and you don't find one? If you do find one is it guessing if you had to look in three cells before you found it? Is it guessing if you make a colouring chain that doesn't lead to an exclusion? Is it guessing if you see two bi-value cells and look for but can't find the third one to make an 'xy-wing'? Nobody questions the logic of these techniques once found but nobody asks if there was a logical reason to look for it where it was found either.
If we don't hold other techniques to an arbitrary "what logic told you to look in that cell" criteria, why should it be done for forcing chains? If we accept the logic of a forcing chain, it shouldn't really matter how it was found, any more than it does for any other technique that is used.
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Joined: 21 Apr 2006
Posts: 536
Posted: Wed May 17, 2006 10:49 am
Post subject:
Thanks Tracy,
you have formulated, how i think about it, much better than i could
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Marty R.
Joined: 12 Feb 2006
Posts: 5770
Location: Rochester, NY, USA
Posted: Wed May 17, 2006 3:53 pm
Post subject:
Tracy, I agree with Ravel, I don't see anything wrong with what you say. But I do frequently see references to trial-and-error and am just trying to find out what people mean by it.
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David Bryant
Joined: 29 Jul 2005
Posts: 559
Location: Denver, Colorado
Posted: Wed May 17, 2006 5:57 pm
Post subject: Defining "T&E"
To me, "trial and error" means outright guessing -- just enter a value in some cell, and try to work the puzzle. If it works out, you're done -- if not, go back to the starting point and make another guess.
I think that Alan R is the only regular poster on this forum who wants to define forcing chains as "T&E". dcb
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Joined: 19 Sep 2005
Posts: 3340
Location: near Detroit, Michigan, USA
Posted: Wed May 17, 2006 8:45 pm
Post subject: Subjective
The answer here is entirely subjective, an opinion. And, sometimes used to denigrate someone else's solution technique.
What David describes is called "backtracking".
An backtracking analog is to solve a maze: Unroll a ball of string to mark your path. Go anywhere. If you reach a dead end, back up to the last intersection (with your string), mark the passage as no good, and try any other unmarked path. Guaranteed to work, but most would agree this is trial and error.
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Joined: 22 Feb 2006
Posts: 292
Location: Kalamazoo, MI
Posted: Thu May 18, 2006 12:15 am
Post subject:
Marty R. wrote:
But I do frequently see references to trial-and-error and am just trying to find out what people mean by it.
I don't think there is a blanket answer for that. IMO some people use the term 'trial & error' in reference to a technique or pattern that they either don't understand or one in which they don't see/accept the logic. (Which for quite a while for me was a forcing chain, until I thought about it in the terms above.) Others use the term for techniques similar to those described by David and Keith, and that seems to be the concensus on those techniques.
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Easy and elegant, our sumptuous silk sleep pant gets a double dose of color with a cool colorblock design. While we love these for lounging, feel free to luxe them up for a night on the town with heels, a tank and statement jewels.
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We've known that Vikings wide receiver Percy Harvin has been battling a sprained ankle for a while, but a report on Tuesday indicates it is a bit more serious than originally reported.
Tom Pelissero of 1500ESPN.com reports that Harvin suffered a complete ligament tear in his left ankle, which is termed a Grade 3 sprain. The recovery time for that injury is typically four to six weeks, which would make Sunday's game against the Bears smack dab in the middle at five weeks since Harvin got hurt.
Coach Leslie Frazier said Monday that he hoped to get Harvin back this week, but said that it was too early to have any real idea about his chances of playing. Harvin hasn't traveled with the team to either of their last two games and was only been able to do one day of limited practice last week.
The Vikings passing game has been a mess the last two weeks and they're getting no production from their wide receivers, so getting Harvin back would obviously be a good thing. He's going to try to practice and, per Pelissero, could take a painkilling injection before the Bears game to bolster his chances of playing. Doing so would inhibit inflammation that helps Harvin heal, however, so that might not be the silver bullet the Vikings offense needs.


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Frequently Asked Questions
Frequently Asked Questions
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One of the most versatile tools in law enforcement, emergency medical response, and security today is the mountain bike. Quiet, cost efficient, and amazingly effective, mountain bikes are able to bridge the gap between automobiles and foot patrol. Experience has shown that citizens are more likely to approach a bike patrol officer than even a neighborhood beat officer, optimizing community oriented or problem oriented policing efforts. Bicycle officers are better able to use all of their senses, including smell and hearing, to detect and address crime. Bike patrol officers are often able to approach suspects virtually unnoticed, even in full uniform. Bike-mounted security officers create a highly mobile, visible presence in a wide range of facilities, including shopping malls, casinos, office parks, gated communities, hospital complexes, and amusement parks. The mobility of an EMS provider on a bike can mean the difference between life or death in congested or crowded conditions. EMS on bikes are increasingly deployed in tourist areas, during special events, in amusement parks and sports arenas, on college campuses, and in airports, train stations and other transportation hubs. They are also indispensable in urban and wilderness search and rescue and mass casualty situations.
For more reasons to deploy public safety cyclists, view this video presentation, developed in conjunction with the Towson University Department of Electronic Media and Film.
Mountain bikes have proven effective in a number of different environments. They are swift and agile in busy urban areas where traffic snarls and crowds delay motorized units. Bikes are also effective in less urban areas for park patrol, parking lots, campus areas, residential patrol, business security, athletic or civic events, and specialized details. They can be operated on streets, sidewalks, alleys, trails, and in any areas that are difficult to access with motor vehicles.
- Bicycles can easily penetrate crowds – in highly congested areas police, EMS, and security personnel on bikes can move around more easily than patrol cars and ambulances.
- Response time in heavy traffic is improved – during their trial period in Orlando, bike medics responded in less than one minute 55% of the time; less than two minutes 83% of the time; and less than three minutes 95% of the time; contrasted with an average of four minutes for motorized rescue units.
- Stealth advantage – bicycles give officers the "stealth advantage" – because they are silent. Cops on bikes can ride right up to the scene of a crime before they are noticed.
- Police, EMS, and security cyclists lead by example – promoting helmet use and bike safety to the community and its children.
- Bicycles are great for public relations – an officer or a medic on a bike is much more approachable than one in a patrol car or ambulance.
- Bicycle use promotes good health – and departments benefit from decreased healthcare costs.
- Bicycles are enjoyable – even occasional bike duty improves morale.
- Bicycle are cost-effective – the average cost per bike is approximately $1200, a fraction of the cost of a cruiser, an ambulance, or any other motorized vehicle – and the annual maintenance costs are low.
- Bicycles are environmentally-friendly – no fossil fuels or emissions, and less parking surface is needed.
For more advantages of deploying public safety cyclists, view this video presentation, developed in conjunction with the Towson University Department of Electronic Media and Film.
Contact IPMBA for a Bike Team Start-Up Information Packet!
Packets contain information about equipment, team uses, training, funding, personnel selection. They also contain actual policy and procedures manuals from a variety of bike operations and a variety of other useful materials.
This compilation of resources is available only via regular first class mail, so please include your postal address in your request.
Send me a Police/Security Bike Team Start-Up Information Packet!
Send me an EMS Bike Team Start-Up Information Packet!
While many officers and EMS providers know how to ride bikes, far fewer know how to cycle and survive in complex traffic.
Unlike recreational cyclists who can choose routes that are convenient and safe, public safety cyclists have to ride where they are needed. That may mean they have to ride in extremely heavy traffic and other challenging situations.
They need to know where to ride on multi-lane or channelized roadways. They must be able to brake safely with maximum effectiveness and control. They must be able to perform evasive maneuvers if a car or object suddenly appears in their path. They need the skills to ascend and descend curbs, stairs, and other environmental obstacles. And it is essential that they maintain control of their bicycles while operating at slow speeds.
Police and security cyclists must know what tactics to use in a pursuit and how to dismount quickly but safely and perform an arrest or fire their sidearm. They must be familiar with the effects of exertion on their ability to take control of a situation and on their ability to handle their firearms.
EMS cyclists must know how to cycle with a heavy load, select and pack medical equipment, and position a bike at a scene in such a way that it blocks curious onlookers yet does not hamper access to the medical equipment. They must also know how to use the bike to defend themselves and their patients should a hostile situation arise.
Just because a person knows how to ride a bike doesn't mean they don't need training any more than having a driver's license means that emergency vehicle operations training is not necessary. Training is essential to safe and effective public safety bicycle operations.
These courses are approved by the International Police Mountain Bike Association (IPMBA) and are accredited by a number of state agencies. Based on principles of vehicular cycling, they utilize proven techniques to teach public safety cyclists how to ride safely and comfortably in traffic, off-road and under various conditions. Students spend hours in skill development, riding in diverse traffic situations and practicing patrol tactics or EMS-specific techniques. They learn to ascend curbs, descend stairs and perform emergency maneuvers designed to avoid crashes. All students who achieve a minimum score of 76% on the written test and a satisfactory rating on the practical exam are eligible for certification. Membership is required for certification; and certification is required for future advancement to IPMBA Instructor. Advanced training is offered at the annual IPMBA conference.
IPMBA offers Police, EMS, Security Cyclist Courses and Bicycle Response Team Training through its extensive network of certified instructors. With the exception of the courses offered at the annual IPMBA conference, all IPMBA Police, EMS, and Security Cyclists Courses and Bicycle Response Team Trainings are organized by individual instructors.
Police Cyclist Instructors (PCIs) are eligible to offer Police and Security Cyclist Courses; Security Cyclist Instructors (SCIs) are eligible to offer the Security Cyclist Course; and EMS Cyclist Instructors (EMSCIs) are eligible to offer the EMS Cyclist Course. Some instructors are dual-certified, so you may find police officers listed as EMSCIs and vice versa. Instructors with a "B" appended to their instructor number(s) are eligible to conduct the IPMBA Bicycle Response Team Training.
If you would like to attend IPMBA training, there are several ways to locate an IPMBA course. Visit Host a Class for information about hosting a course at your location.
First: Check the IPMBA Training Calendar. These courses are submitted to the IPMBA website by the course coordinators. Listings typically include course dates, fees, accommodations, and local contacts, including instructor information. Fees vary based upon the instructor's expenses, facility requirements, whether or not the course is grant-funded, what is included in the tuition, etc. Some instructors include the Complete Guide to Public Safety Cycling and IPMBA certified membership, while others leave these the responsibility of the student. Please check the details carefully and contact the local contact for more information and/or to register.
Second: If none of the courses on the calendar meet your needs, use the online instructor search tool. We recommend searching by state if your city search yields no results because the search results do not include surrounding areas. Searching by state enables you to target prospects based on geography, agency type, agencies with which you may have a relationship, personal connections, etc.
Third: You may contact instructors directly via phone or email to find out if they have any forthcoming courses that have not been listed on the calendar, if they know of any other local courses, or to arrange a course for your personnel. Dates, location, and fees are negotiated directly with the instructor, but some details are non-negotiable. The maximum student-to-instructor ratio is 10-to-1, the course must be 32 hours long and adhere to IPMBA standards, safety measures must be met, etc.
If you are unable to locate an instructor in your area who is willing or able to meet your training demands, please contact the IPMBA office at 410-744-2400 or by email about hosting a class. The staff can refer you to instructors who are interested in contractual training opportunities or post an RFP to the IPMBA Instructor networks. In either case, negotiations remain between you and the instructor(s) from whom you receive proposals.
Information about the IPMBA Police, EMS, and Security Cyclist Courses and Bicycle Response Team Training, including Fact Sheets, Unit Plans, and Model Schedules, can be found at About the Courses.
Download this information as a PDF.
Visit the training page and click on the course you are taking for a list of equipment.
Visit Become an Instructor for detailed information on how to become an IPMBA Instructor.
For information on how to host an IPMBA Instructor course, visit Host an Instructor Course.
For information on how to host a course, visit Host a Class.
Over the years, many public safety professionals have asked for my advice about purchasing a mountain bike for patrol use. What brand should we buy? Should we buy full suspension? What sort of equipment should be added to the bike? And so on.
This article will attempt to demystify the process of buying a public safety bicycle and related equipment.
The first rule of buying bike equipment for your unit comes from something I learned years ago in Community Policing training. I was taught that "the problem drives the tactic," meaning that the community problem you are attempting to solve will dictate the tactics you utilize to resolve it. This relates to mountain bike equipment because the way in which you plan to utilize your bike patrol will dictate what kind of equipment you should purchase.
Before you start shopping, conduct a bike unit self-analysis to establish your basic needs.
Here are a few examples:
BikeTown EMS Agency utilizes a bike patrol for about one to two weeks annually, during special events. Because the bikes will not be used regularly or frequently, this department may be able to purchase a slightly below mid-range model bicycle, although they should still opt for sturdier wheels.
BikeTown Police Department deploys a bike patrol unit on two shifts per day, seven days a week. In this instance, the bicycles will get utilized much more, causing more wear and tear on the components and requiring more maintenance. This agency should purchase a higher quality bike in order to stay serviceable.
In addition to the amount of street time the bikes are expected to get, there are other factors that should be considered, such as:
- Will the bikes be used primarily off-road or on-road?
- Will the bikes be used at night?
- Will the bikes be used in any adverse weather conditions?
- Will each bike be issued to one specific person, or will they be shared?
- Who will be assigned to bike patrol?
- Who will be responsible for maintaining the bikes?
Once you have assessed your needs and considered the composition of your bike unit, it is time to start shopping.
All Work and a Little Play
When purchasing a mountain bike for a public safety agency, remember that it will be a work bike, not a recreational bike. It is as important to choose a bike that can stand up to the demands of emergency work as it is to choose a motor vehicle designed for this purpose. An entry-level mountain bike from a department or "big box" store is not made with this purpose in mind. It will not withstand the rigors of bike patrol for very long. These bikes are not even as good as the lower-end bikes found in bicycle retail shops. The starting point for a public safety bike should be a mid-range bike from a reputable manufacturer – generally those that are sold through bike dealers (for a list of bike dealers and general advice on purchasing a bike, visit the National Bicycle Dealers Association at www.nbda.com.)
In this article, "mid-range" refers to mountain bikes whose drivetrain components are, at minimum, of the Shimano-brand "Deore" level or the SRAM-brand "X7" level. These bikes usually have a retail price tag that starts around $850 U.S. and increases from there. As with most things, as quality and durability increase, so does price.
A number of bicycle manufacturers produce public safety specific models. These include, but may not be limited to, the iFORCE Patrol Bicycle, Safariland-Kona Patrol Bike, Volcanic, FORCE, Trek Police Edition, and Fuji Police Models. For the most part, these can be good buys because, after many years of feedback from bike cops and medics, the manufacturers have equipped them with the most commonly requested accessories. These include rear racks and bags, rear-mount kickstands, bar ends, water bottle cages, etc. The package price tends to be a little bit lower than if you bought everything separately, and the price increases with accessories of better quality.
Of course, if the items are not needed (as determined by the needs assessment), the package ceases to be a bargain. If the public safety model does not meet your needs, or if you would like a brand that does not offer one, it is possible to "spec" your own bike. Most mid-range bikes can be set up with components and accessories to fit your needs.
When shopping for a public safety bike – either one that is sold as a package or one that you intend to equip – if your budget allows, look for a bicycle that has above average components.
As mentioned above, the components of the bicycle should start with something in the mid-range of component groups. "Components" refers to the mechanical parts of the bicycle, including the drivetrain, cranks, derailleurs, shifters, and brakes. Many of these components will be Shimano brand. Shimano offers several different levels of mountain bike component groups. The Deore group is in the middle of the Shimano product line, and no public safety bike should be equipped with anything less. Deore SLX and Deore XT are the next steps up the product line. Although I normally recommend that department buyers first look at bicycles equipped with Deore components, if the bicycles are to be used full-time, SLX and XT parts should be considered. Some bicycles are equipped with SRAM components instead of Shimano. The minimum level of SRAM components should be X7. The SRAM brand is well-respected in the industry, and they also offer higher-end components for heavily used bikes.
Brakes are a very critical item – skimping here is not a good idea. As of this writing, a few new public safety bikes come equipped with "V-brakes", which tend to be inexpensive but work very well, but disc brakes are rapidly becoming the norm. There are many good quality disc brakes out there. Shimano's Deore disc brakes work very well and are affordable, and I've been impressed with the performance of the Avid disc brakes. Disc brakes are available in both hydraulic and cable actuated models. Cable actuated models (such as Avid's BB7 brakes, which are operated via cable rather than hydraulic fluid) tend to be easier to adjust in the field.
Suspended Animation
Most mountain bikes today come equipped with front suspension. A bike with only front suspension is sometimes referred to as a "hard-tail." A bike with both front and rear suspension is known as a dual suspension or full suspension bike. In most instances, a full suspension bicycle is not required for public safety use. A good quality hard-tail that properly fits the rider will normally be a much better buy.
A good suspension fork can really help relieve the fatigue that a bike officer or medic will experience in their hands, wrists, arms, and shoulders while riding the bike for a full shift. This is an instance in which who is riding the bike comes into play; the suspension fork must be adequate to support the weight of the rider. A rider who weighs more than 200 lbs (not uncommon for a fully-equipped bike cop or a fully-loaded EMS bike) will most likely "bottom out" an entry-level suspension fork. This is an area to consider upgrading from the standard fork that comes equipped on the stock mountain bike. Many suspension fork manufacturers make forks and components for "Clydesdales" (riders who weigh more than 200 lbs). Forks designed with these attributes tend to be more ideal for public safety use (suspension forks that can withstand aggressive riding and heavier riders are produced by RockShox, Fox, and Marzocchi).
The Frame
Frames come in a variety of metals, including aluminum, chromoly steel, titanium and carbon fiber. The pros and cons of each type are hotly debated by all kinds of bicycle enthusiasts, but most public safety cyclists agree that the ideal frame is sturdy yet lightweight, properly constructed and not too expensive. Most public safety models on the market today are constructed of aluminum because it meets all those criteria.
Just as important as material, if not more so, is bike fit. The key component in bike fit is frame size, so once you have decided which brand and type of bike to buy, be sure to consider the size of the riders. If a bike does not properly fit the rider, injury is a strong possibility. Health-related risks of riding a bike that is too small or too large include knee injuries, back pain, arm and wrist pain, etc. If you plan to have several riders sharing the same bike, consider grouping your personnel by size and buying bikes accordingly. And then, assign their shifts so no rider is stuck with a bike that is either way too big or way too small. Ideally, fit each of your riders to their own assigned bike. Bikes should be fit by the dealer or with the help of a qualified instructor, before you purchase your fleet. This can save your department lots of headaches in the future.
A factor to be considered with fit is wheel size. The former mountain bike standard, the 26" wheel, has been joined by two larger diameter options (known as 29" aka '29er', or 27.5" aka 650b). There are perceived benefits to each wheel size. 29ers usually appeal to taller riders, and tend to roll over obstacles easier. Smaller riders may have difficulty in handling this wheel size. The 27.5" wheel size is fast becoming as prevalent as the others, and is considered an in-between size that appeals to both tall and small. This size affords the rider the benefit of rollover while maintaining the agility of the 26" wheel size. 29er public safety bikes are now offered by iFORCE, Safariland-Kona, Trek, Fuji, and Volcanic. It probably won't be long before more public safety bikes come outfitted with the 27.5" wheel. No matter the size wheel, durability and load-bearing are key.
As mentioned above, most public safety models offered by bike manufacturers come with everything you need to "drive it off the lot." A great deal of research has gone into determining how best to equip a bike for public safety use. Whether looking at packages or buying your own accessories, when purchasing items such as racks, bags, and light systems, look for items that are heavy-duty and able to take a lot of wear and abuse. If you buy the cheapest item available, chances are you will be back to buy another sometime soon.
All public safety bikes should be equipped with pedal retention devices (toe cages/clips, clipless, or a strap system such as PowerGrips or Hold Fast), saddles designed to reduce pressure (this is largely a matter of personal preference), and puncture resistant tires mounted on sturdy wheels. If the bike is to be used for night patrol, it should have suitable lights – a steady or flashing red rear light, and a headlamp (that is, a light whose purpose is to light the rider's way) that produces at least 42 lumens measured at a distance of 10 feet from the light, and 9 lumens when measured 20 feet from the light. Most bikes will also need a rear rack (EMS riders might want to find a heavy-duty rack due to the extra weight they will carry), a rear trunk bag, and a rear-mount kickstand.
Finally, is it advisable to install a siren? Consult your needs assessment (and your local vehicle code) for the answer!
Selecting and purchasing a bike for public safety use seems like a daunting task, but you do not have to do it alone. Remember the lesson from Community Policing 101, and that the best bike for your agency is the one that best suits the rider and agency's needs.
Original author: Monte is a 20-year veteran of the KCMO PD. He was on bike duty for seven years, including four as Bike Operations Coordinator. He served on the IPMBA Board of Directors from 2001-2005, including three years as Industry Liaison. He has been an IPMBA-certified instructor since 1999 and has earned the status of IPMBA Instructor Trainer.
Contributing author: Mitch is a 20-year veteran of the Boulder PD. He was on bike duty for fifteen years. He volunteers with the NMBP. He served on the IPMBA Board of Directors from 2007-2013, the majority of this as Education Director. He has been an IPMBA-certified instructor since 1994 and has earned the status of IPMBA Instructor Trainer.
© 2013 IPMBA. This article has been updated from the original, which appeared in the Winter 2006 issue of IPMBA News.
- A high-quality mountain bike, in good mechanical condition, that fits the rider properly.
- A properly fitted bicycle helmet, approved (in the United States) by Snell, ASTM, or CPSC.
- Shatter-resistant protective eyewear, for day and night.
- Pedal retention system—toe clips/straps, Power Grips™, or clipless pedals with appropriate shoes
- Padded cycling gloves, long- or half-fingered
- Ballistic protection (in accordance with departmental policy)
For more details about these items, read Outfitted for Duty: Bicycle and Personal Protective Equipment
For more information about why these are important, read Bike Patrol, Health & Safety: Equipment Implications.
Since the revival of policing by bike, IPMBA has partnered with uniform manufacturers to develop products that meet the unique needs of bike-mounted public safety personnel. These specialized products are designed to enhance the safety and effectiveness of public safety cyclists.
The right clothing and equipment will help the public safety cyclist perform better and therefore have a greater positive impact on the community. If equipment and clothing are not up to industry standards, the productivity of the bike unit may suffer.
Bike jackets, shirts and shorts/pants are designed differently than their standard uniform counterparts. The best choice is high-quality uniforms designed with input from bike personnel to make them functional, fashionable, and comfortable. Choosing a bike uniform based on cost alone will be more expensive in the long term.
Patrolling by bike is a physical, and often harsh, outdoor activity. Uniforms must be constructed to block the wind and protect against the rain and cold, yet provide ventilation to a perspiring body. In extreme heat and cold, proper bike uniforms can prevent heat- or cold-related illness or injury.
Cyclists can generate an extra 10 to 15 degrees of body heat while riding. In hot weather, an improperly hydrated or ventilated cyclist can easily fall victim to heat exhaustion or heat stroke. An individual wearing body armor may be especially susceptible, a factor that must be taken into account when establishing a uniform standard; for instance, being permitted to wear shorts instead of long pants in hot weather is imperative. In cold weather, the heat generated by cycling is a mixed blessing. It can allow the cyclist to stay warmer while wearing less insulated clothing.
However, perspiration dampens clothing and causes the body to lose heat faster and feel chilled sooner. Some items, such as cotton turtlenecks, may seem warm, but once sweaty, will work against the rider.
Specialized bike patrol uniforms are made of high-tech fabrics intended to both transport perspiration away from the body and protect the wearer from the environment. They are often made of specially engineered fabrics such as CoolmaxTM, X-Static Silver™, SupplexTM, which are incorporated into stretch knits and wovens. These fabrics will not hold moisture from perspiration, and if the fabric next to the skin is dry, the rider will stay warmer in the winter and cooler in the summer.
Specialized bike patrol shirts come in polo-like pullovers and traditional button-up styles, with either long or short sleeves. Polo-style shirts have proven to be popular among bike personnel, who like the comfort and the more approachable look. Polos made by uniform companies usually use CoolmaxTM or other wicking fabrics similar to those used for cycling jerseys. If a more traditional look is desired, cycling-specific uniform shirts with a Class A design are available. Officer often select the traditional style because most have a center front zip, which offer easier access to back-up weapons than polo-style shirts.
Made of lightweight CoolmaxTM or other fast wick-and-dry fabrics, these shirts have epaulets, pockets with flaps, traditional collars and sewn-in creases. They are available in both high visibility and traditional uniform colors, and in solid or two-tone color combinations. Uniform cycling shirts are typically cut longer in the back to prevent them from coming un-tucked while riding. They are roomy in the shoulders for ease of movement and chest to accommodate body armor and have longer sleeves to reduce exposure to the elements while riding.
Cycling Shorts and Pants
Sitting on seams is uncomfortable; therefore, bike pants and shorts minimize seams and place them in areas that do not have direct contact with the saddle. Bike pants hug the leg at the bottom to prevent entanglement in the chain, and the knees are often articulated and vented for freedom of movement and air flow. Bike uniform pants and shorts should be made of a material that dries quickly after getting wet from rain or sweat.
Most pants and shorts are made from materials such as SupplexTM and other stretch knits. Some pant fabrics are lined with a breathable film like GortexTM or UltrexTM, which makes them waterproof and wind-resistant. Several companies use imported stretch knits of varying weights that are water resistant and windproof without laminates. Some bike pants are available with zip-off legs to double as shorts.
Some cycling-specific shorts and pants are equipped with a built-in chamois pad. The uninitiated believe that the chamois is there to provide padding between rider and saddle. While it can alleviate some soreness, its real purpose is to absorb moisture and reduce chafing and saddle sores.
A cyclist should not wear cotton underwear between the chamois pad and his or her skin. Cotton will retain the moisture the chamois is supposed to absorb and will increase the possibility of chafing and saddle sores. It is advisable to use special cycling underwear of Coolmax™, silk or similar material that will wick any moisture through to the chamois.
Many uniform pants and shorts do not contain chamois pads, but are cut to accommodate cycling shorts underneath them. Many cyclists wear thickly padded shorts at first, but as they grow accustomed being in the saddle, they often opt for thinner but still absorbent chamois.
Much like hemlines, inseam length of shorts varies with fashion and personal comfort, but shorts should neither be too short nor too long. Long shorts can easily get snagged on the saddle, while short-shorts can expose the inner thighs to chafing against the saddle and perpetuate the "Lt. Dangle" stereotype. The recommended range for comfort and appearance is 7"-10", depending on leg length.
The standard riding position requires that bike patrol jackets be cut and sized so they are roomy across the shoulders, with slightly longer sleeves and back. They should be ordered large enough to accommodate multiple layers of clothing and body armor under them.
Jackets can be purchased with or without insulated liners. Nearly all jackets are lined with wickable, breathable material to help them stay dry inside. Jackets are typically available in materials like treated SupplexTM, or a SupplexTM-like material laminated with a breathable, waterproof film like GortexTM. The former is less expensive; the latter is more versatile and effective. Some jackets feature removable sleeves to accommodate a range of weather conditions.
While bike uniforms have to be comfortable and breathable, they must also be readily identifiable as uniforms. Many public safety cyclists wear colors not worn by their non-bike counterparts, such as yellow, white, or red shirts that make them more visible. Bike patrol jackets are the most dramatically different from standard uniforms, with color combinations such as safety yellow (HVL), yellow or royal blue over navy blue or black.
These brighter, contrasting colors enable motorists to see bike personnel more easily. Non-traditional shirts and jackets should use shoulder emblems and reflective stencils both front and back, to clearly identify the wearer as a part of the police, security, or EMS unit. Shoulder patches can also be worn on both sleeves of uniform shirts and jackets to facilitate recognition.
Socks and Undergarments
Socks should be moisture-wicking and trim-fitting. Cotton socks can trap moisture, which can lead to chafing, blisters, and athlete's foot. Cycling-specific socks come in a variety of colors and cuff heights; selection will be dictated by departmental policy and personal preference. Several manufacturers of cycling socks offer "police" socks, and most offer customization for agencies which want personalized socks.
Undershirts made of technical fabric (or lightweight wool) are recommended to manage moisture and body odor. Compression garments are popular for this purpose, but these shirts are also available in regular fit. Undergarments should be washed after each use. Moisture-wicking body armor carriers can also enhance comfort while riding.
Female riders should select moisture-wicking sports bras or trim bra tops under their body armor and/or shirt. Seamless bras without hook closures and/or adjustable straps help prevent body armor chafing.
Several uniform shoe manufacturers make cycling shoes designed for bike duty. Cycling shoes have narrower soles than athletic shoes, so they slide easily into toe clips. Most are compatible with clipless pedal systems. Bike patrol-specific shoes have stiff soles to keep the foot from bending during hours of pedaling, yet are flexible enough to be comfortable during periods spent off the bike, for instance, while providing medical care or pursuing a suspect. Cycling shoes should be a mandatory uniform item for public safety cyclists, especially those who operate full-time. Proper footwear can prevent such conditions as plantar fasciitis, an inflammation of the tough, fibrous band of tissue (fascia) in the sole of the foot connecting the heel bone to the base of the toes.
Thanks to Bratwear and MOCEAN uniforms for their assistance with this article.
Between 2002 and 2012, 37,191 public safety cyclists attended IPMBA's Police, EMS, and Security Cyclist Courses, an average of 3381 per year. During that time, IPMBA Instructors conducted 4,199 courses, an average of 382 per year.
The number of police officers on bikes varies from year to year. The US Department of Justice Bureau of Justice Statistics surveys police departments and sheriffs offices every so often about their operations, including bike patrol. A summary of bike patrol stats from 2003-2007 (the most recent year available) can be found in the USDOJ BJS Bike Stat Summary 2012.
The number of police departments deploying bikes varies from year to year. The US Department of Justice Bureau of Justice Statistics surveys police departments and sheriffs offices every so often about their operations, including bike patrol. A summary of bike patrol stats from 2003-2007 (the most recent year available) can be found in the USDOJ BJS Bike Stat Summary 2012.
Many bike unit members have inquired, "When should a patrol bike be replaced?" The answer is rather ambiguous – it largely depends upon a number of factors, such as material, age and condition of the frame, fork, wheels, and components. It is recommended that fleet bikes that have been heavily used and are older than five years should be replaced. If little or no periodic maintenance is performed on the bikes, they may need to be replaced sooner.
The most important item to consider when deciding to replace or repair a newer bike is the frame. Frames should be inspected frequently, during routine service or at the least annually, by a qualified bike mechanic for cracks. Usually, if the frame is in good shape, everything else can be repaired or replaced. If the frame is damaged, it should be replaced. Some brands offer lifetime warranties and will replace broken frames. Parts from the damaged frame, if they are still serviceable, can be used on the new frame. However, because of changing technology and industry standards, replacement is often the best option for a frame that is more than five years old.
The second most important item to consider for replacement is the fork. Checking for cracks and misalignment problems will prevent a catastrophic failure and rider injury. Check for internals that leak and damaged seals. A qualified bike mechanic will be able to identify internal and external damage, and can provide an estimate for cost of repair vs. replacement.
Wheels should be inspected and maintained often as well. Tension and trueness are both important in preventing failure or poor wear that can affect brakes and drivetrain performance. The component group, or the mechanical parts of the bicycle – drivetrain (e.g. shifters, cassette, front and rear derailleurs, the crank set, and the chain) and brakes – require routine, preventive maintenance to ensure the longevity of the fleet.
A qualified bike mechanic (either in-house or at a bike shop) should maintain and inspect the bikes on an ongoing basis. Only properly trained bike mechanics should be charged with the responsibility of maintaining the bike fleet; if the bikes are to be cared for in the motor pool, the fleet mechanics should be cross-trained as bike mechanics.
Warranty cards should be returned to the bike company to ensure timely response for any frame problems that arise. Records of purchase, repair, and regular maintenance should be kept to ensure the bikes are in proper working order at all times and to determine when they should be replaced. These records can help guide the decision whether it is more economical to repair or replace a bike. As with an automobile, the costs of maintenance can eventually outweigh the costs of replacement.
Note: these guidelines assume that the patrol bikes are, at minimum, mid-range bicycles from reputable manufacturers. Inferior bicycles are never acceptable for patrol work. To maximize the life span of the department fleet, bikes should be kept clean and well-maintained at all times.
The following is a suggested list of parts to keep in stock and parts to order as needed.
This list is suitable for departments without in-house mechanics:
Tires and tubes
Patches and glue
Pedals, toe clips and straps
Brake pads
Cables and housing
Assorted fasteners for racks, bottle cages and fenders
Saddles (ergonomic and gender-specific as needed)
As Needed
Wheels (front and rear)
The following is a list of parts to keep in stock and parts to order as needed (in addition to the above-listed items) for departments with in-house mechanics. Only a qualified mechanic should install and/or repair these items due to the risks of rider injury if the repairs are done incorrectly.
Spokes (of proper length and gauge)
Ball bearings
Cables & housing (brake & shifter)
Ferrules for cable housing
Cable end-caps
Front chainrings*
Rear cassettes*
As Needed
Rear derailleur
Crank arms
Bottom brackets
*These drivetrain items should be replaced at the same time.
Download sample maintenance logs.


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