Errandeuring and Errant Weather

Today were possibly some of the worst conditions I have ever cycled in - a situation made all the more dramatic by the fact that I wasn't merely cycling; I was erandeurring. But let me start from the beginning. You see, there is an entire culture out there that thrives on turning transportation cycling into a sport in its own right - reinventing commuting as series of challenges to make it more interesting. While this approach is pretty much the antithesis of my own, I am nonetheless intrigued by it. When the utilitaire and coffeeneuring crazes swept the nation last year, I followed along with interest. Loosely modeled on randonneuring, these games involved keeping track of one's coffee shop and utility rides, complete with control cards and minimum mileage requirements. The authors of the Chasing Mailboxes blog in Washington, DC hosted the challenge, diligently collecting entries from participants all over the US, posting updates and results.

This winter they announced their latest project: the errandonnee. Participants are challenged to "complete 12 errands in 12 days and ride a total of 30 miles by bike between February 9-20." A detailed list of rules was again provided, along with control cards. I read through it all and decided - what the heck - to give this thing a try. While riding a minimum of 30 miles in errands over the course of 12 days would not be out of the ordinary for me, I wondered what it would be like to keep track of this mileage, to categorise it according to the rules, and in general to reframe everyday cycling as taking part in a challenge.

The thing I did not foresee, was that the challenge aspect would become quite real. On February 9th we had our blizzard, and on the next day I still did not feel like braving the streets on two wheels. So as of this morning, I had only 10 days to complete the 30 miles of errands. Not only was there plenty of snow still on the roads, but it was now also raining badly.

I may lack the words to adequately describe today's road conditions. There wasn't just snow, there was deep water. Temperatures had risen sharply overnight, with snowbanks melting and additional rain coming down. By mid-day, some streets were downright flooded, and in many cases the water concealed slush underneath. On top of this, it was raining quite hard, with poor visibility and all the extra traffic chaos that comes with that. I now own a bright yellow raincoat for days like this, and that's what I wore. I also always have my lights on when it rains, despite it being daytime.

Even along stretches where the road itself was mostly clear, turns were treacherous, as that was where deep water and uncleared snow were gathered. Street corners were also where snowbanks were at their highest, which, as I soon figured out, meant that cars turning onto the main road from side streets had poor visibility. After a couple of close encounters, I decided the safest place to ride was smack in the middle of the travel lane.

Mid-day traffic was bad, and being on a bike did not put me at an advantage this time. Between the snowbanks and the trucks, there was not always a way to cycle past the standing traffic. My pictures were taken close to home, on a street where I felt it was safe to get off the bike and photograph the conditions of the roads. But for most of my route it didn't feel right to stop. Rain kept coming down, cars were honking at each other and executing all sorts of crazy maneuvers, roads were flooded and/or still covered with snow, and the whole thing was more than a little stressful.

In the course of all this, I completely forgot that I was errandeuring, remembering it only once I'd returned home. So far, the awareness of taking part in a challenge has not made me feel any differently about doing errands by bike. I had to go out today either way, and riding was still preferable to walking in ankle-deep water.

My impression of the utilitaire, coffeeneuring and errandonnee family of challenges, is that they are largely for athlete cyclists who might normally drive for transportation, but are looking to do it more by bike. The competitive paradigm appeals to them, so they've extended it to transportation cycling as a form of motivation. But I do know of cyclists who are purely commuters and have been enjoying the challenges too. Ultimately, I see errandeuring as a celebration of cycling, with its elaborate rule structure as largely tongue in cheek. Now to check whether bonus points are in store for the epic road conditions I've endured...

Categories: Brompton, urban cycling, winter cycling

Multi-Modal Commuting: Do You Need a Folding Bike?

I've received some questions over email about getting around by bike and train. One question that keeps coming up is that of whether a folding bike is necessary. This year it so happens that I've done bike+train trips a lot, with both full sized bikes and my (Brompton) folding bike. Here are some notes about the differences as I see them:

Peak vs Off-Peak Timing

In many cities, there are restrictions on the times of day that full size bikes are allowed on the subway and/or commuter rail. These restrictions coincide with popular commute times. For example, in Boston if I want to take a standard size bike on the subway in the morning, I need to do it before 7am. In the evening, I cannot do it until after 7pm. The commuter rail does not have such restrictions, but nonetheless it gets so crowded during peak hours that riding with a big bike is a nightmare. So I would say a folding bike is beneficial, and possibly even the only option, if you need to take public transit at peak commuting times. If your commute is entirely off peak, it may not matter. 

Train and Platform Access 

In greater Boston, many commuter rail stations have no elevator or ramp access down to the platform, only a long, steep, narrow staircase that gets slippery in wet weather. I believe that all subway stations do have elevator access, but it can get complicated with as many as 3 elevator changes to reach your platform. Dragging a full sized bike up and down long flights of stairs, or having to make several elevator trips with it, is not for everyone. Similarly, in some stations boarding the train itself requires climbing a precarious, steep set of stairs, whereas at other stations the train is flush with the platform and you simply step on. If the stations at which you board and disembark have inconvenient platform or train access, a folding bike could really be a godsent. If access is easy, it may not matter.

Handling Your Folder

All folding bikes are different. Make sure that yours folds sufficiently small to comply with the local transportation authority's definition of "folding bike" (some do not). Make sure also that you can comfortably lift and carry it for stretches at a time. Finally, make sure that you are capable of quickly folding and unfolding it yourself. If you cannot do these things, you may find multi-modal commuting with a folding bike more trouble than it's worth compared to a full sized bike. 

Cycling

In addition to taking your bike on the train, you will presumably also have to ride it to and from the station. Those who ask me about folders often express concern about this, especially if their trip is more than a couple of miles and involves hills. "Can you really ride all that way on a folding bike?" Well, I can on mine, yes. It is a distance-capable bike with a pleasant ride quality and low gears. But not all folding bikes are designed to be ridden for more than a couple of miles at a time. If the cycling portion of your commute is challenging, make sure to get a folder that is appropriate for that. Otherwise you may be better off with the full sized bike you know and love.

These are the points that come to mind from my experience so far. If you have questions that I did not address here, please ask in the comments. And if you use a folder for multi-modal commutes, please feel free to share your own experiences. 

Categories: Brompton, transportation options

Long Commutes in the Rain

Most transportation cyclists eventually get comfortable with riding in the rain, and for me this was never particularly a problem. In the beginning, my commutes through the city were short and I mainly remember struggling with poor visibility and chaotic traffic, before getting used to it all. But as my travel radius increased, so did my exposure to rain. Some things began to matter that did not matter as much before, and I gradually made adjustments. 

As far as the bike, the big thing for me was waterproofing. I carry a laptop always when cycling for transportation, a DSLR camera much of the time, and also hand-written documents. These items absolutely cannot get wet. While there is now a wealth of attractive new bicycle bags on the market, many of them are not designed to resist water beyond a short ride. For long commutes, I suggest using a touring-grade bag or one that is specifically described as waterproof. The Carradice I've been using on my Brompton for the past 5 months has been pretty good so far (for as long as 50 miles in continuous rain in Ireland - with both my laptop and camera inside), as was the Po Campo pannier I used on my full-sized bikes before that. Ortlieb bags are probably an even safer bet. Just in case, I keep a plastic bag inside for emergencies, and I always store water-sensitive items in internal compartments.

An issue for those who use leather saddles, is that these can get soggy (and, consequently, deformed) after long rides in the rain. A good saddle cover helps, and the stock one from from Brooks shown here is actually not the best example. Normally I use a thick gray one from Rivendell that fits tightly all around the saddle. It is deep, too, which protects the underside of the saddle as well. I am sure there are others that do a good job. Alternatively, there are specially treated leather saddles - such as Selle Anatomica - that claim to be waterproof. 

Finally, long exposure to rain might call for additional bike maintenance. On a bicycle without a chaincase, lubing the chain is probably a good idea. And even if you're not into cleaning your bike, the debris that gathers around the brake calipers and derailleur is worth wiping off to keep everything functioning smoothly. The need for this kind of maintenance after long rides in a downpour certainly makes a good argument for internally geared hubs, enclosed hub brakes and a full chaincase. However, bikes with those features may not be ideal for hilly long distance commutes.

As far as the cyclist, clothing choices get trickier - especially if you want to ride in regular clothes and don't have the opportunity to change upon arrival. A truly waterproof outer layer is essential. But equally important is breathability, since you are exerting yourself more than you would on a shorter ride. When I started riding longer distances I discovered that my usual raincoat was neither entirely waterproof, nor very breathable. Eventually I found one that worked well - made of light, technical fabric with lots of vents and a removable hood. Rain capes may be another option, with some breathable, cinchable ones from Iva Jean and Cleverhoods recently introduced. Just as crucial as outerwear is waterproof footwear: Shoes that are fine on short rides can get soggy after 10+ miles pedaling in the rain, and you probably don't want to sit around with wet feet all day. 

Of course, all the general tips for riding in the rain still apply: Lights, fenders, extra caution. On an upright bike, I don't feel like the rain is hitting me in the face as hard as it does on a roadbike, which makes things more pleasant. Once outside the city, I generally find it fairly peaceful and low-stress. Mixing ideas from transportation cycling and touring has been helpful for me and that's what I would suggest to others with long rainy commutes. Find a setup that works for you, and enjoy not being stuck in suburban rain-day traffic!

Categories: Brompton, rain, transportation options

Rare Old Beast: a Very Early Brompton

Brompton folding bikes have remained virtually unchanged since they entered into production in the late 1980s. But before that happened, there was a small pilot run and the machines from this early batch were just a tad different. Only several hundred of these were made. Two of those recently ended up passing through Harris Cyclery on their way to the Brompton museum. And one of those I had the opportunity to photograph and ride. Pictured here is the 358th Brompton ever produced. Red and black 3-speed with upright handlebars, dynamo lighting, rear rack and fenders. 

The most striking difference between the Brompton we know today and this early model is the "humpback" frame construction. As the Brompton history page explains it, "this feature had come about for the simple reason that standard pipe-bending tools could not produce the gentle radius desired. Change would only come with expensive retooling." By the time the bikes went into full production, the capital investment required for this had been secured and the bend of the main tube became more elegant.

Other differences are more subtle. For instance, the handlebars are welded(?) to the stem.

Here is a close-up. I take it this means the early handlebars were steel. 

Likewise, the rear carrier is welded to the rear triangle.

Like so.

The bike comes with a wide, sprung plastic Brooks saddle.

Fitted onto a set-forward seatpost.

The dynamo lighting functions via a bottle generator on the rear wheel. The rear fender has a special cut-out to accommodate it.

The cable routing is interesting.

If I understand this correctly, it appears that several cables are gathered into the same housing and secured to the frame and stem at various points to facilitate the fold?

Here it is passing over the bottom bracket. 

The fold itself is mostly identical. Same process, with similar bolts on the frame and stem as on the current production model.

Only the pedal fold is different. 

Levers are involved; it is more complicated and bulky than the current snap-fold.

Finally, it looks to me as if the frame construction itself is different in places - the way the tubes are joined. The other differences are mainly in the components. The retro lights. The fender stay attachment. There is no front block system, and instead some of the early models were fitted with front racks. Brompton experts will no doubt notice a myriad of other differences that I haven't picked up on. As far as weight, the bicycle felt a bit heavier to pick up than current production models built up with equivalent specs, but not by much. 

I rode the older bicycle carefully and briefly - not wanting to ruin its pristine condition (it had barely been ridden by the previous owner). The first thing I noticed was that there was much less room in the "cockpit" compared to my own Brompton; it felt a bit cramped. The difference seemed too great to be explained by the older bike's saddle being more forward; it seemed that the frame itself was shorter. Later I asked about this at Harris and was told it was indeed the case. Unfortunately I had no time to measure the two bikes, but it appears that when they got rid of the bend in the main tube, they also lengthened it.

However, the front-end handling of the older bike felt very similar, if not identical to modern Bromptons. Overall, riding it felt like riding an older and more upright version of the same bike. Reading Brompton's history and hearing about it firsthand from those in the know, it is striking how little the bicycle has been tweaked since its initial development. Aside from straightening out the bend after the pilot production run, they've mostly just worked on getting the weight down a bit and improving the components. The fold and the handling have remained the same.

For locals who'd like to see the pair of early Bromptons, they will remain on temporary display at Harris Cyclery until September. Many thanks for the opportunity to photograph and ride the #358! You can view more close-ups of it here, and Elton Pope-Lance has photographed both bicycles here.

Categories: Brompton, local bike shops, test rides, vintage

How a Grocery Store Won Me Back

There is a grocery store nearby that I've always neglected despite its proximity. They did not have a great selection of foods. They often sold stuff that was spoiled or expired. At the the checkout, the cashiers would argue with me when I declined plastic bags. And the bike parking outside was iffy. This store is so close I could easily walk to it, but carrying bags of groceries is just easier on a bike. And since I did food shopping by bike anyway, I figured I might as well shop at the stores I preferred, even if it meant riding further. 

I suspect that other residents of our neighbourhood felt similarly, because about half a year ago the nearby store began to aggressively reinvent itself. They cleaned up, reorganised their merchandise, added an organic foods section. They expanded their selection of produce. The quality control is much improved. They now sell reusable shopping bags and don't argue when customers decline plastic. 

But best of all, they allow me to roll my Brompton inside and use it as a shopping cart. No questions or comments, other than the occasional "Look, it's a bike and shopping cart in one!" Considering that other shops have thrown me out even when I've walked in with the bike fully folded, the permissive attitude of this store came as a pleasant surprise. Walking in with a small-wheel shopper is really no different from pushing a huge shopping cart; they get it. Now I shop there almost exclusively. Not only have they improved their store, but they've made shopping by bike a breeze.

While those of us who ride small wheel shoppers are in the minority, many cyclists report that their shopping preferences are guided by the store's bike-friendlieness. This can refer to a number of things, from adequate bike parking, to the parking lot being safe to navigate, to the location itself being reachable via a bike-friendly route. Do these considerations play a role in where you do your grocery shopping?

Categories: Brompton, food, transportation options, urban cycling

Finding Magic in Our Own Back Yard

It was almost a year ago that I first saw it. Making my way home through a tangle of unexplored back roads, I found myself on a tiny side street near Porter Square in Cambridge. Brick sidewalks, Victorian houses, overgrown yards, overarching tree branches. It was getting dark and I rode right past the mysterious structure just as I caught a glimpse of it out of the corer of my eye. It was like something out of a fairy tale. I told myself that I would return the following day to have a better look. And I tried - but for the life of me, I could not find the street again. I retraced my steps and criss-crossed the little neighbourhood several times, but to no avail. Eventually I gave up, wondering whether my tired mind could have imagined it. ...Until two days ago, when quite by accident I found myself on the same little street again and suddenly there it was: A tiny house, fashioned from a hollowed-out tree trunk. 

Now that I had more time to examine it, it was even better than I remembered. There was a shingled roof with a weathervane on top. The interior was carved out neatly to form a cozy chamber just large enough to fit a child or an adult in a crouching position. Inside were stacks of children's books, as well as a guest book where visitors left each other messages. There was no indication that the tree house was privately owned; it seemed to be intended for public access.

And as I stuck my head in, it turned out I was not the only visitor. In the corner sat a small cat. Her mottled brown coat blended in with the inside of the tree and I had not noticed her there in the dark. I was doubly taken aback, because at first glance it appeared the cat was reading. But upon closer examination she was just grooming her paw on top of an open book. Her routine interrupted by my presence, the cat jumped out and began circling the tree in a proprietary manner, making communicative chirping sounds each time she passed me.

A woman and her grandson walked by and were equally intrigued by the scene. They assumed the cat was mine and that I'd brought her in my bicycle bag. But I explained that the cat was probably the owner of the tree house. It seemed like a reasonable enough conclusion. The boy climbed inside to look at the books and the cat interacted with all of us - jumping in and out of the tree, circling, and chirping.  She did not appear to be disturbed by our presence; it was more like she was trying to talk to us.

This time around I remembered the location and later did some investigating. Turns out the structure is modeled after Winnie the Pooh's House. It's a book and diary exchange for the neighbourhood children. Created by local furniture artist Mitch Ryerson, the house was carved from the trunk of a silver maple that was knocked down in a winter storm fifteen years ago. Since then it's become a secret local landmark.

The neighbourhood we live in is made up of lots of tiny pocket neighbourhoods that are really their own little worlds. It still amazes me how often I stumble upon new things here, especially of an unusual or mysterious nature. More often than not it happens when I am out on my bike - looking for short cuts, or for a shady route away from the sunny main road. Finding a bit of magic in our own back yard is par of the course when traveling on two wheels.

Categories: Boston, Brompton, cats, stories

The Brompton: an Owner's Impression

A few months ago we became owners of Brompton folding bikes. I am still surprised and a little embarrassed by how much I like my bike. Why that mix of emotions? Well, because I cannot really take credit for this purchase or for the specs - it was mostly the Co-Habitant's idea! Don't get me wrong: I've been admiring the Brompton for years and have written about it here wistfully. I've even taken one on an extended test ride last summer. In the end I was not convinced that I actually needed or wanted to own a Brompton. But the Co-Habitant was, and he argued that it made sense for us to both get them at the same time. Since he felt strongly about it I ultimately agreed, though remained nervous that my use of the bike might not justify the purchase. I now ride the Brompton nearly every day. Funny that something I was not sure I needed can now feel indispensable.

Designed by engineer Andrew Ritchie, the Brompton is a British folding bicycle that has been in continuous production since 1987 and has remained largely unchanged since. You can read about the history here. There are many folding bikes on the market these days, but the Brompton is said to offer the most compact and easiest fold, with the durability and speed of a full-sized bike. The Brompton has 16" wheels and a hinged "unitube" frame. The construction is brazed steel, with the option of titanium extremities (fork and rear triangle) occasionally available via special order. The bike is optimised to carry a front load with low-trail geometry. The frames are hand-made in Brompton's factory near London. The wheels are built in Wolverhampton. Components are sourced from a variety of manufacturers including Sturmey Archer and SKS, 80% of the components being Brompton-specific in design. A selection of colours, handlebar setups, gearing options and accessories is available.

Our bikes ended up being identical except for the saddles and seatposts. The model is the Brompton M6L-X. This is code for the bikes having upright handlebars, fenders, 6 speeds, and titanium extremities. The finish is raw lacquer. The tires are Schwalbe Kojaks. The bikes are fitted with SON/ Lumotec IQ Cyo dynamo lighting. The Ti and SON specs were to save weight, improve ride quality, and have the best available lighting system. The raw lacquer we chose simply because we both love the look. Going with the 6-speed gearing option and choosing the lowered (-12%) gearing was a decision based on the advice of Todd from Clever Cycles in Oregon, who has toured on his own Brompton extensively. We did not want to make our bikes touring-specific, but we wanted the option of riding them in hilly areas.

We chose the M-type model, because we both prefer upright handlebars when riding for transportation. Since handlebar height is mostly non-adjustable once you choose the model, the rider's positioning on the bike depends on saddle placement. I am just under 5'7" and with the M model my handlebars are almost 2" above saddle height. He is just over 6' and his handlebars are ever so slightly below saddle height, for a more aggressive position.

As far as accessories, we share a shopping basket and each have a Carradice City Folder front bag. The shopping basket is a big, open container with handles. The Carradice City Folder is a large office bag, with a padded laptop compartment, plenty of room for other things such as books, clothing and camera equipment, and two rider-facing pockets each large enough to fit a water bottle (or coffee cup!). I have lots more to say about this bag and will post a review soon. But no matter which Brompton bag one chooses, the system is easy to use. A front block must be installed on the bicycle's frame, and the bag or basket simply clicks onto it via an internal rack-like frame structure. The attachment system - consisting of the block, the "socket" that accepts the block, and the rack-like frame that extends from the socket - is rigid and solid. The bag does not budge once attached. We opted not to install rear racks, figuring the front bags - supplemented with saddlebags when necessary - would meet our needs. We can always add rear racks later if we feel it necessary.

Not to overstate the obvious, but the Brompton is a very compact bicycle. It can be folded to different extents, including the "sit" fold that stabilises the bike as a kickstand would, the "shopping cart" fold that allows it to be rolled around by the handlebars (with basket attached, the bike turns into a shopping cart), and the complete fold shown here. After some practice, it takes me less than a minute to do the complete fold. The small fold makes it suitable for travel like no other folding bike.

The compactness isn't just for travel and multi-modal commuting. The bike is light (compared to other city bikes) and easy to carry in and out of the house even in its unfolded state, which is especially practical for city dwellers who live up several flights of stairs and for those who wish to keep their bike in their office instead of parked outdoors for hours in an unsafe neighbourhood. I very rarely do multi-modal commuting unless I am traveling, but I still find the compactness useful for these reasons. Somehow, a small bike is an easy bike and I am enjoying this much more than I anticipated.

Of course, I am taking advantage of the fold as well. We have not owned a car for close to two years now, and it hasn't been simple to travel with two full sized bikes. The Bromptons will fit into any Zipcar without requiring bike racks or an oversized car, and they can go on any train, even at the most crowded of times.

But what surprised me about the Brompton was not the compact fold, which I'd already known about. It was the features that distinguish it as a bike, not just as a folding bike. For instance, I had not fully understood previously how well it works for riding in everyday clothing. My positioning is upright. The frame's unitube is so low, the bike is essentially a step-through - no more difficult to mount/dismount than a loop frame. It has fenders and even tiny mudflaps. The wheels are so small and far down that even without dressguards my skirt doesn't go anywhere near the spokes. The crankset has a built-in chainguard, which is not an enclosed chaincase but good enough. The quick-release seat post is great for wearing shoes with different heel heights: Instead of setting my saddle for the flattest pair of shoes I own and then feeling as if my knees bend too much when I wear heels, I can simply adjust the saddle to whatever height I want for every ride. I can wear any outfit I want on this bike and not feel limited.

Then there is the cargo capacity. The Brompton can carry a surprising amount of stuff in the front, with no detectable impact on handling. I can carry all of my camera equipment - medium format clunkers, flash units, whatever - on the bike in a way that feels stable, safe and comfortable, not precarious or dis-balancing. Ditto with art supplies - heavy paint, primer, stacks of wooden panels. No problem. It just works and my balance on the bike is not affected. Essentially I now own a cargo bike that is sufficient for my needs.

When considering the Brompton, I worried about the handling and ride quality. I ride my bikes a lot. The kind of work I do, I don't just go to an office in the morning and back at night; I might ride from place to place all day and some of my destinations are 10+ miles apart. For that reason, a bike that is easy to transport but does not ride well is useless to me. When I test-rode the Brompton, its handling struck me as peculiar (the front end felt weirdly wobbly) and I was not sure whether I'd be able to get used to it. Even after a couple of days test riding it, I remained unsure. It took me about a week of owning the bike to truly get used to it, but once I did I started to prefer the handling over other bikes - especially in the city. The Brompton is easier for me to maneuver through tight spaces, easier to U-turn than other bikes, just somehow easier to handle all around. I no longer feel the "weird wobbly" sensation. When I later learned that Bromptons have low trail, it made sense.

It is a common complaint that small wheel bikes feel harsh. I was concerned about this, and together with the MTB-style hand position of the Brompton's handlebars, it just seemed like asking for trouble. I have nerve damage in my hands and am usually unable to ride in this hand position, especially if a bike's ride quality is harsh. I could just imagine my hands going numb after 10 miles (it has happened on other bikes after much shorter distances). However, I have experienced no problems with harshness or numbness on the Brompton, and do not know how to explain why not. I do not think it is attributable entirely to the Ti bits, but it could be the combination of that and the geometry. In any case, my longest single Brompton ride so far has been 45 miles (sandwiched between two 30-mile days) and I have yet to experience any discomfort so far.

As far as speed and the bike's ability to tackle hills, I would describe it as being more like a roadbike than a city bike. That does not mean it is quite as fast as a roadbike. But with the lowered wide range 6-speed gearing it can handle the same type of terrain. It takes me longer to climb on the Brompton, but I can do it, even with my decidedly upright position. Opting for a model with lower handlebars (the S-type) would have made it even more aggressive.

Finally, the Brompton has done better than I imagined it would off road. The handling feels intuitive on dirt and gravel, and the Schwalbe Kojak tires feel wider than the 32mm they are. The small size and the low step-over on the bike somehow makes me feel as if I'll be able to bail easier in the event of a "wipeout," which in turn makes me more confident. The most challenging off road ride I have done so far has been on the Brompton.

While the Co-Habitant does not have as many miles on his bike as I do on mine, he has been commuting on it more or less daily, with his 3-year old Pashley Roadster now an inclement weather/ winter bike. Like me, he likes the Brompton's handling and ride quality more than he expected to, and the more he rides it the more he likes it. He is also very happy that he can easily keep the Brompton in his office and take it with him everywhere he goes. He hates leaving his bike locked up outside, and now he does not have to. The Brompton has little wheels that allow it to be rolled around in "grocery cart mode," but when grocery shopping he often just rolls the bike in unfolded, piles food into the basket, and checks out and rides off, without anyone objecting (not all stores permit this, but the one next to our house does). Like me, he is impressed by the front load system - its carry capacity, simplicity, lack of extra weight and bulk, and low to the ground positioning. He agrees that carrying weight on this bike has no effect on steering or handling. He likes how the bike rides off-road. They've been resurfacing streets in our neighbourhood, leaving stretches of road without asphalt for days, and the Brompton rides nicely over the baselayer. He finds the bike maneuverable, easily able to make sharp turns and go around obstacles, hop curbs (I can't vouch for that one). In a general sense, what he likes is that performance-wise the Brompton does not feel to him like a compromise compared to a full sized bike. The one exception he is not crazy about, is the downhill handling - which he says is "more fun" on his full-sized bikes - though personally I do not feel that way.

One unexpected outcome of owning the Bromptons, is that we feel well-matched on them in terms of riding style. We are finding that it's easier to ride together on these bikes than either to go roadcycling or to ride our full-sizd city bikes together. So after a break of many months we've started doing recreational rides together again. The Bromptons handle hills well enough for us to do the same routes as we would on roadbikes, only slower. Now we ride side by side and talk more than we ever used to. I am not sure what about these bikes is causing this harmony exactly, but possibly it's the handling. 

As far as the Brompton's drawbacks, the main one for me is that there are times when I find carrying it around inconvenient. At over 20lb, it is not exactly a light bike for someone of my size to carry casually in one hand for prolonged periods of time, and it is not always practical to deploy the easy-wheels and roll it around (some shops and offices won't allow it). The good news is that after being forced to carry it frequently during my trip in Ireland, I now have more upper body strength and can deal with this better than I used to. Still, I do not see the Brompton being my sole transportation bike; I need a full-sized bike to supplement it for times when I prefer to leave my bike outside. Right now I ride the Brompton most of the time, supplementing it with my vintage Raleigh when I need a full-sized bike. I know there are debates as to whether it's okay to leave a Brompton locked up outdoors, and maybe some day I will feel comfortable doing that. But at the moment I do not.

As far as quality, malfunctions, and things of that nature, it is probably too early to tell. Both of us had issues with seatposts slipping when we first got the bikes. In my case, simply tightening the clamp resolved this (the quick release is harder to use now, but still doable). The Co-Habitant uses an anti-slip paste in addition to having tightened the clamp. During my stay in Ireland, my gears went out of adjustment and a couple of clamps rattled loose, possibly during one of my off-road rides. Chris Sharp of the VCC Northern Ireland (who owns a Brompton as well) was kind enough to re-tighten everything for me. He tells me this is not uncommon in his experience, and that he uses Loctite or similar on his own bike.

A less serious complaint pertains to how much of a spectacle riding the Brompton is. I am a fairly private person in real-life and these bikes garner a lot of attention. Crowds gather to watch me fold and unfold the bike. Children point and shout "Mommy, look!" as I ride by. Strangers approach to ask what the bike is, then ask to spell it and actually write the name down on a little notepad. It can get out of hand, and of course when the two of us are riding the bikes together it is even more of a sight.

Then there is the "clown bike" aspect of it. While I find the Brompton to be adorable, in a cartoony forest animal kind of way, I am pretty sure that I look ridiculous riding it. Unfortunately I have lost all sense of perspective at this stage. Worse, I really don't think I care.

So here I am, riding my lovely weird little folding bike and enjoying it very much so far. Other than using my own saddle, I have not made any modifications yet and am even using the stock foam grips without issue. At some point I will think of something to personalise my bike, but it is not a priority at the moment.

As a bike that's a mechanical curiosity, the Brompton invites elaborate technical analysis, but I've tried to steer away from that here. While I appreciate that aspect of the Brompton, it is only one of the things that attracts me to it. I like it not just for its multimodal commuting and easy-travel properties, but as a regular bike. That is what I most wanted to communicate at this stage.

Categories: bicycle reviews, Brompton, Co-Habitant