Every Month Is 'Bike Month'

With so many press releases for "Bike Month" events circulating as May approaches, I am starting to feel like a real grouch deleting them or replying "No thank you." But I have to stand by what I believe, or else where would I be? And I believe the idea of "bike month" to be damaging to the very thing it aims to achieve - which is making cycling accessible to the non-cycling population. It seems to me, that the nature of the event, as well as the tone of the promotional materials that accompany it [note: link added 4.23.2011], reinforce, rather than dispel the notion of cycling as something out of the ordinary - an activity reserved for special occasions and organised events.

Granted, "Bike Month" has a festive ring to it that may increase the immediate visibility of cycling. But, as someone with professional experience in the psychology of marketing, I question whether the results are ultimately positive. After all, how useful is this increase in visibility if all it does is reinforce the "cycling = a once-in-a-while activity" or "cycling = weird fringe subculture" associations that the non-cycling public already holds?

It is my view, that in order for cycling to be accessible to the general population, it needs to be normalised and depoliticised.  "Anybody who wants to ride a bike can do so any time they like," is the only message I see as being productive. You do not need to wear special clothing. You do not need to wait for a special month. You do not need to be "community oriented," athletic, health-minded, or an environmentalist. And you do not need official propaganda to tell you it's "good for you," accompanied by paradoxical instructions that make the whole thing sound complicated and dangerous.

Cycling is not a cult, political group, or evangelical religion that requires recruitment events with free food and trinkets. Every month is 'bike month.'

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Loaded

There comes a point in every bicycle blog's existence, when the author feels compelled to show off how much stuff they can carry on their bike as part of some errand for which one might normally use a car. If you think about it, it's impressive that I've held off for this long, so do give me some credit. But I am, after all, only human. And so, my time has come for the self-congratularoty "cargo hauling" post. Keep reading or close your browser in disgust, as you please - but yeah, it will be one of those.

First, allow me to acknowledge that my so-called "cargo" pales in comparison to the likes of what some greater, more adventurous cyclists carry on their bikes every day without batting an eye. But I am neurotic and risk-averse, and I never really have all that much to carry. So for me, this was a great feat worthy of glee and merriment. To give you a sense of scale, the larger box with the J. Crew insignia (I re-use old boxes for shipping) originally contained a long winter overcoat and is almost twice the length of the rack supporting it. The box on top of it is shorter, but taller. And each of the bags on the sides contain two heavy, medium-sized boxes.

The trip was necessitated by my needing to mail a number of large packages simultaneously, which has not happened in a while. If confronted with this situation 5 months ago, I would have simply waited until the Co-Habitant was available and we would drive it all to the post office on a Saturday morning in the car. But now we no longer have a car (at least for the time being - it's not permanent, really!), so I could either make multiple trips to the post office or try to fit it all on my bike at the same time. The latter turned out to be surprisingly - almost disappointingly - easy. Within minutes of deciding to try it, the packages were secured to the sturdy backside of the Urbana bike.

I wasn't sure whether my bungee cord would fit around both boxes, and whether it would be sufficient to keep the boxes sturdy. To my delight, it was a "yes" on both accounts. I secured the two bags on the sides using the rack's hook system (see here and here), which was convenient in that I did not need to use dedicated panniers or ropes. The whole set-up literally took 5 minutes, and then I was off: first gingerly, then at a moderate pace. The postoffice is fairly close to my house, so I cannot boast a grueling ride over hills or along dangerous highways. But for what it's worth, it was raining, and the roads in my neightbourhood are riddled with potholes the size of ditches.

The ride was an uneventful success. Still, I cannot say that I enjoyed cycling with six boxes attached to my bike. I was conscious of them the entire time, and kept worrying that something might fall off - not only getting damaged in the process, but also causing me to panic and do something unwise in the midst of traffic. So... while I can do it if necessary, I am just not one to derive pleasure from loading my bike up with a stack of boxes secured to the rear rack with bungee cords.

On the other hand, I do like the independence such hauling capacity offers, as well as the smooth handling of this particular bike despite the load. Richard Masoner of cyclelicio.us sent me a link to this picture of himself riding an Urbana with an enormous plastic tub bolted to the rear rack, in which he carried 80lb worth of camping gear. Okay, I like it. If this bike were mine, I can see turning it into a dedicated "cargo chariot," with a colour-matched tub permanently attached to the rack. Postoffice run? Toss the packages in the tub. Need to buy furniture or building supplies? Tub! This could seriously eliminate our need for using a car for local errands, without the need for an unwieldy longtail or Bakfiets.

The Co-Habitant cautions against the giant tub idea, pointing out that carrying a heavy load that high is bound to create handling problems. But I wonder whether that applies to all bikes, or whether the Urbana's design accommodates it - after all, the rack is rated for 150lb, and they do not specify that it needs to be carried as low as possible...

So, how about this question: Assuming that (1) one does not plan to transport children, and (2) the rear rack is rated for the weight, what, if anything, is wrong with attaching a Bakfiets-sized container to the rear rack of a hardy transport bike and turning it into a "cargo chariot"? I am not talking milk crate, but a truly enormous tub, as shown here. It seems to me that such a system could really work for a person who cannot deal with (or afford) a longtail or full-on cargobike. It could work for me, for sure.

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Threadless Stems: the Good, the Bad and the Ugly

With the Urbana bike temporarily in my possession and the Surly bikes we rode last week-end, I have suddenly undergone a crash course in threadless stems. Though of course I have seen them on bikes before, now I got to actually play around with one and understand it firsthand.

In the world of classic and vintage bicycles, you will find a strong preference for threaded (quill) stems, and for good reason: Threadless stems are a fairly recent invention and their thick, boxy shape tends to clash with the more elegant lines of a lugged steel frame. In other words, they are considered "ugly." But I do not necessarily share this sentiment. While it is true that many - probably most - of the threadless stems we see on production bikes are clunky and offensive-looking, it does not have to be that way: Ugliness is not an inherent property of a threadless stem, but a byproduct of modern manufacturers generally catering to an "athletic gear" aesthetic. Elegant, polished alloy threadless stems do exist - made by the likes of Nitto and Velo Orange. Here is a nice fillet-brazed threadless stem and even a lugged one. Threadless stems can also be painted to match the frame of the bicycle, which to my eye actually works better than when the same is attempted with a quill stem. Even the simple, utilitarian stem on the Urbana bike doesn't look at all bad: I think it suits this bicycle's chunky tubing and contemporary style.

Of course the other major criticism of threadless stems is a practical one, and it is one with which I do agree: While quill stems can easily be raised and lowered to adjust handlebar height, threadless stems cannot. When buying a new frame meant for a threadless stem, there is a process (which I only half-understand), whereby you decide on the handlebar height you want, and they cut the steerer tube accordingly, then attach the threadless headset, spacers, and stem. After that, the handlebar height you chose is fixed, and it is not entirely clear to me what the options are, should you change your mind down the road and want the handlebars raised or lowered.

With a pre-assembled bike there is even less choice, because the threadless stem is already installed and the handlebar height is predetermined without your involvement. For me, this system would pose a major problem - especially on a roadbike - as it usually takes me a while to fine tune my preferred handlebar height on any given bike, and even after that I just occasionally feel like a change. With a threadless stem, I would be out of luck. If you are a novice road cyclist, this also makes it impossible to get yourself gradually accustomed to drop bars via the "lowering the stem" method I described earlier.

But while the lack of height adjustability is a drawback, I also discovered an unexpected benefit to the threadless stem: It is easier for me to work on. As mentioned before, I have problems with my hands that, frustratingly, make it mostly impossible for me to work on bikes. I know how to do most of the stuff and can give clear instructions to someone else, but typically lack the hand strength necessary to perform the operations myself. Not so with the Urbana bike. I first noticed that I was able to work on this bicycle, when we were putting it together and I tightened a bolt that I normally wouldn't have been able to. Later, I wanted to change the angle of the handlebars, so I watched this instructional video and did it - loosening and retightening the bolts with no problems. By contrast, I cannot even budge the bolt on a quill stem on my own. If threadless stems are generally easier to work on, then it's nice to have this bit of independence.

What's your view on the benefits or drawbacks of threadless stems? Do you see them as out of the question on classic bicycles?

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The Surly Cross Check: a Worthy Host for 700C Fat Franks

What's this... another test ride? a new bike? As a matter of fact, it's a bit of both! A new bike for a certain someone, and a test ride for me as reward for tagging along. And it all began will a spare wheelset...

As part of my brisk trade of hats for bicycle parts over the winter, I've acquired some neat items - including parts I did not necessarily have any use for. Among these were a mint condition handbuilt wheelset and a pair of equally mint Schwalbe Fat Frank tires in 700C. Yes, 700C and not 26" - a monstrous size which made it exceedingly unlikely that I would find a host for them. After coming to that conclusion, I was about to put them up for sale - when I noticed the Co-Habitant looking at them longingly. Upon some prodding, he confessed to harboring a desire for an off-road bicycle with just such a wheelset and tires. Okay then: I wouldn't sell them. But where would we find a frame to fit them? The Fat Franks are 700C x 50mm, limiting the choice to 29er mountain frames, a couple of Rivendell frames, and, of course, custom frames. The latter two options were out of the question, as he decidedly did not want this to be an expensive project. And he didn't want a 29er mountain bike, because he dislikes sloping top tubes. After some feverish research, we discovered that Surly could be an option, and headed to Harris Cyclery (a sponsor) with our own wheels and tires in tow.

The 700C Fat Franks will fit the Surly Cross Check and Long Haul Trucker. We are 60% sure that it is possible to squeeze fenders in there as well. There are not many fender options for tires of this size, but Berthoud and SKS could be possibilities. Any experiences with them with this bike and tire combo?

To spare you the suspense, the Co-Habitant is getting a 62cm Surly Cross Check frame, in robin's egg blue - or rather I am getting it for him. We will pick up his actual frame on Saturday. Above he is riding the floor model, with the original wheels and tires.

And here is the same bike fitted with our wheelset and the Fat Franks.

The difference between Surly's Long Haul Trucker and Cross Check models, is that the former is a heavy-duty touring frame, while the latter is a more versatile cyclocross frame - which can be used for anything from commuting, to racing, to off-road, depending on how it is set up. The Cross Check has shorter chainstays and lighter tubing than the Long Haul Trucker - which suits the Co-Habitant fine, as he wants a tough, yet lively ride and does not plan to transport bulky loads on this bike.

It did not take him long to decide that he likes the Cross Check. At around $400 retail for the frame, and many of the needed components already in our possession, this is going to be a quick and exciting build - just in time for our very tardy Spring! Lord knows the boy is long overdue for a new bicycle - and if a Surly is what he wants, I am happy to facilitate.

While the Co-Habitant was consulting with fabulous and wise mechanic Jim about the build, I was not idle. As luck would have it, Harris happened to have a 54cm floor model of the same bike in stock, and I seized the opportunity to test ride it. I've wanted to try a Surly for some time, and what better way to do it than with these delightful tires?

Surly frames are TIG-welded cro-moly steel with lugged fork crowns, and they accept threadless headsets and stems. Still, in their overall look the bicycles are fairly classic, with comfortable, relaxed geometry.

Overall, it's a simple, tidy construction. The canti-lever brakes and numerous braze-ons are useful, without looking cluttered as they do on some utilitarian bikes. I think the powder blue colour is good for this bike - softening up and adding interest to Surly's rugged, no-nonesense aesthetics.

As far as welds go, these are pretty clean. I prefer lugs on this type of bike, but the Co-Habitant likes a variety of frame construction methods.

The floor model I rode was fitted with Salsa stem and handlebars and SRAM "brifters." I found the shape of the handlebars to be quite comfortable - with roomy "shoulders" just like Nitto Noodles. The brifters were all right and squeezing the brakes was easy enough. Compared to regular aero brake levers, I find these combination levers to be too clunky - my grip can't comfortably close around them and I feel as if one bad bump can send my hands flying off the handlebars. Still, over time I think I could get used to them. If I were ever to get a modern roadbike, I would be fine with this type of set-up.

Riding the Surly Cross Check was a better experience than I had anticipated. One common criticism of Surly bicycles, is that they are sluggish and stiff - but perhaps that applies to the Long Haul Trucker specifically and not to the sportier models such as the Cross Check. Giving the tubing differences at least, that would certainly make sense. I did not test ride the bike extensively, as we did not have a great deal of time and it began to rain heavily. But on first impression, the Surly felt similar to my Rivendell in its stability and comfort. As a roadbike, it felt "easy" to ride and it could be a good choice for a beginner for whom a Rivendell is too pricy. On the 54cm frame I rode, there was considerable toe overlap with the 700C x 50mm Fat Franks, so I would not recommend tires this huge on small frames. But on a larger frame like the 62cm size the Co-Habitant is getting, it's not a problem.

The Surly Cross Check strikes me as a versatile, comfortable, attractive, and reasonably priced bicycle that straddles the border between classic and modern. It is also fairly easy to get and test ride: While some shops have more floor models than others, chances are that your local bike store carries Surly. If you do not object to a TIG welded frame and a threadless stem set-up, this is probably one of the best values out there. The Co-Habitant's build will be modestly classic and I hope to share the final result shortly. Any owners of the Surly Cross Check out there?

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Intrigued by the Pedersen

While most of the time my reactions to bicycles are love or hate at first sight, my interest in the Pedersen developed slowly. I do not even remember the first time I saw one. It's sort of always been there, in a distant corner of my awareness - a lovely absurdity that I categorised somewhere in the realm of antique bicycle designs that have no place in practical, everyday cycling.

That began to change, as I watched my friend Wolfgang casually roll up on a Pedersen one summer day in Vienna last year. I knew that he had one in his collection. I just didn't know that he actively rode it, or even that it could be ridden in the same manner as a regular bicycle - in traffic, at commuting speed. Turns out I knew nothing at all about these machines. Still produced in Europe and even imported in the US, the Pedersen is a Danish design that, its proponents boast, is the most comfortable bicycle in existence.

The multiple-stay frame construction provides suspension. The hammock saddle, even more so. The result is an upright, cushy ride, that Pedersen enthusiasts describe as downright regal in comparison to standard bicycles. Wolfgang's bike was too tall for me to ride, so I cannot say whether I agree. But I find myself wondering more and more and would very much like to try one.

Though I do not remember the first time I saw a Pedersen, I do remember the last time: a couple of weeks ago in the garage of the office building where the Co-Habitant works. Yes, someone who works in his building commutes on a Pedersen and leaves it locked up with all the other bikes. I suppose they are all used to seeing it there by now and no longer process it as anything out of the ordinary, but I was terribly excited to discover it. And it seemed to be in my size. Perhaps I should leave a note...

If you are curious to know more about Pedersen bicyles, there is a history page here, and a great article in Bicycling Magazine by Florence Williams about hunting for one in Copenhagen. Feedback from owners is, of course, most welcome: Are they feasible as commuter bikes? How on Earth do you mount and dismount them?

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Stainless Steel Rainbow Bike

Here's something to brighten up your weekend: Rainbow bike!

Back in November, reader Jim P. was trying to choose a colour scheme for the stainless steel Royal H. bicycle he had ordered and somehow I ended up helping. Jim mentioned turqouise and possibly violet. I suggested multi-coloured bands. The painter's interpretation was unexpected, but delightful: Rainbow Bike was born.

Just as the wildflowers of Somerville started to blossom, so did Rainbow Bike emerge, fully built up, out of the Royal H. workshop.

Bryan Hollingsworth makes diverse bicycles, and this one is a combination of classic and modern: A lugged steel frame with contemporary colourwork, an 8-speed hub, upright handlebars, dynamo lighting, drum brakes, and deep V wheels with 700Cx32mm tires.

Decidedly sexy fork ends.

Massive Shimano 8-speed hub with cooling fan to prevent overheating during prolonged braking.

Sturmey Archer dynamo hub.

 Italian Porteur-ish handlebars from Bella Ciao.

Twist shifter with built in brake lever.

Sugino crankset.

Velo Orange city pedals.

Brooks B72 saddle.

And zippy Continental tires with sleek modern fenders (I believe these are Planet Bike, but not sure).

(Have mudflaps ever been used with deep V wheels before?..)

And lest I forget - the lugwork.

More lugwork!

Rainbow lugwork...

Looking at this bicycle is making me feel hyperactive!

One nice thing about Bryan, is that he and I are roughly the same height, as are some of his clients... which means I can test ride the bikes! With permission, of course.

Ever-curious to try new bikes, I could not resist taking it on a test ride.

At first I was nervous, since I was riding somebody else's bicycle. But Rainbow Bike was so much fun, that I soon got over it and began to enjoy it. I rode through Somerville and Cambridge, stopping for photos along the way.

Designed to be light, zippy, but comfortable, that is exactly how Rainbow Bike handled. The ride quality felt similar to my mixte in its stability and responsiveness, but slightly less aggressive. It's possible that this might just be the result of my bike's handlebars being set lower, but it could also be something in the geometry, not sure. I also did not feel as much flex in the fork on this bike as I feel on my mixte, and Bryan confirmed that he made the fork on this one stiffer, because of the drum brake.

All in all, I was surpsised at how quickly I felt at home on this bicycle. If it were my bike, I would have set it up somewhat differently - choosing classic components and wider tires. But it's not my bike, and experiencing something that I would not myself order was part of the fun. I was almost disappointed that the deep V rim wheels did not feel any different to ride than standard wheels. Bryan says that he prefers them, because they are stronger. I think that they fit in well with the overall theme of this bicycle. The 8-speed Shimano hub was 5 speeds too many for me, but it performed absolutely fine and had a very comfortable 6th gear that I stayed in for most of the time. I loved the Velo Orange city pedals, which I'd never tried before. Everything functioned smoothly, and the bike seems ready for its new owner - though first it will be heading to the New Amsterdam Bike Show in New York City to prance and show off a bit.

Thank you to Bryan and Jim for letting me test ride the bicycle. Rainbow Bike wishes you all a sunny and beautiful weekend!

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