Aesthetics of Use

This morning I came across the phrase "aesthetics of use" when it appeared in Bill Strickland's description of his muddy cycling shoe. It is a term I often hear thrown around by artists and designers. In essence, it means that to see an object in use is beautiful - that an object reveals its true self not on display, but in action. Some makers like to think of the aesthetic direction their objects take in the new owners' hands as a happy surprise. Others try to control it. Others still encourage what might be called hyper-use (or at least superficial signs of such), believing that distress enhances the appeal of their creations. These attitudes can be discerned in the manner manufacturers describe and promote their products. Owners' attitudes run the gamut as well. Some emulate the manufacturer's vision in their use of the object, while others are intent on making it their own. 

Thinking of these differences, I am reminded of Pamela Blalock's bicycles. A local randonneur who probably spends more time in the saddle than not, she has a few bikes and they are very nice ones. At some point I had it in mind to test ride and feature some of them here. But the more I examined them, the more I realised that the bikes say more about Pamela herself than they do about the manufacturers and models they started out as.

Befendered, weathered from winter commutes, and covered in all manner of curious contraptions, "Cielo Cross bike" hardly seems like an apt description for the magnificent creation that is the Green Queen - Pamela's transportation bike. Fixed gear, rear rack, dynamo lighting, possibly more than one bell - these things make sense to her; the bike is clearly built with a purpose.

Neither is it really accurate to describe her roadbike as a Seven Axiom and leave it at that. While I do not think Pamela was the first to put dynamo lighting and bar end shifters on a Seven, she certainly managed to do it in a way that looks eye-catchingly unusual - blurring boundaries between racing and utilitarian riding and making others question their own understanding of these boundaries. The visually distinct setup reflects preferences that developed out of personal experience. Pamela came up with these ideas from doing years of long brevets and endurance races. It's what works for her in use, and the aesthetics are merely a by-product. 

We all have our own ways of using objects, of gaining experience, and then of changing the way we use objects as a result of what we learn from experience. We can follow a manufacturer's vision, we can imitate those whom we admire, we can heed the advice of the more knowledgable. But ultimately we each have our own trajectory to follow. Aesthetics of use are personal; they are not generic, rigid ideas of how an object ought to be utilised. 

Categories: bike friends, fenders, lights, Seven, social commentary

Crud Road Racer Fenders

My long-suffering Francesco Moser roadbike is now sporting some fenders. A 1970s racing bike that originally came with tubulars, the frame has very tight clearances, and the rear brake bridge is particularly low.  Even with 23mm tires it will not fit conventional fenders. That is why I wanted to try the Crud Road Racers - described as "mudguards for race bikes with minimum clearances." These fenders are rated to fit bikes with 4mm of clearance under the brake bridge. The Moser has just barely that.

Crud is an English company, and according to the packaging information the fenders are manufactured in Yorkshire, UK.  Crud has recently become a sponsor, but the fenders pictured are mine and not a complimentary sample. My discovery of the Road Racers is owed to local randonneur Pamela Blalock, who uses them on her main brevet bike and prefers them to other fenders she's tried. Pamela describes the Cruds as highly durable, easy to install and remove, and extremely lightweight - a combination of characteristics that appealed to me. On a pure roadbike with narrow tires, I do not want permanent fenders. But I do want the option of installing them on occasion. While temporary clip-ons exist, they are flimsy and do not provide adequate coverage. The appealing thing about Crud is that they are real, full coverage fenders with the same easy on/off versatility.

Being entirely unfamiliar with Crud fenders to start with, it took us some time to understand how they are put together and what the installation procedure is. There is a brief instructions manual and an online video that might be a good idea to watch before starting. But once you know it's done, I would say the process should take 15 minutes tops.  

The installation does not require any tools, and it does not require the hand strength to use real tools. Everything is affixed by hand using moderate pressure, with a combination of the plastic bolts, zip ties and rubber bands included in the kit. 

The fenders are modular - the blade in 3 parts, plus the stays -  making them easy to store and transport.

To install the fenders, the fork/stay attachment points are first installed using the double rubber bands provided. The fender is then partially assembled, slid under the brake bridge, and then the stays are attached to these points.

This is the attachment point for under the brake bridge. On some bikes it might be necessary to deflate the tire or remove the wheel to do this.

And here is the screw connecting the different parts of the blade. 

Zipties are used to affix the fender to the brake bridge.

And also to affix the rear fender to the seat tube, above the front derailleur. 

At the point where the fender attaches to the seat tube, there are two sets of holes that the zip-tie can go through, and we managed to tear one of them when adjusting the fender, so be aware. This point of attachment should be the last step, after the fender's position is set.

This part of the fender provides extra coverage. The clearances are tight here and it's close, but does not interfere with the derailleur.

As part of the installation, Crud provides these fuzzy adhesive pads to guard the tire from rubbing the fender directly.

Here they are peaking out from the sides.

The rear of the front fender is very close to my toe, but there does not seem to be overlap with my feet strapped in.

The front part of the front blade is a little skimpy compared to the rest of the fenders, but otherwise the coverage they provide is excellent.

Aesthetically, I think the Cruds look elegant and appropriate on a racy roadbike. When fitting bikes like this with fenders, the classic ones don't really look right and the clip-on ones are extremely ugly. To my eye, these look just right. And if you want to make them fancy, they can even be painted. 

The clearance under the rear brake bridge on my Moser is only borderline adequate for these fenders and I am still deciding whether it's a good idea to use them regularly. But I will definitely use them on my new roadbike, where the clearances will be sufficient.

If the fit is right, I think the design is great for road/racing bikes that have tight clearances and no eyelets, or where you simply do not want the commitment of metal fender installation. While I can't speak for the fenders' durability at this stage, I am pleased with their full coverage, easy installation and removal, light weight, and subdued appearance. More pictures here.

Categories: fenders, product reviews

First Look: Sogreni Young Shatterhand

After a serendipitous chain of events last week, I picked up a Sogreni bicycle on the cheap from a local bike shop that wanted to get rid of it. At some point they used to import Sogreni, but no longer do, and this particular bicycle is a left-over demo model that was also used as a shop loaner. It is a men's "Young Shatterhand" model and happens to be my size. The bike is about 4 years old and was ridden hard over that time. I got it solely for the purpose of test riding and reviewing a Sogreni, but first it needs some refurbishment.

Sogreni is a small Danish bicycle manufacturer founded by Søren Sögreni in the 1980s. They currently offer a collection of 6 diamond and step-through frame models that are distinguished by a look I would describe as "minimalist steampunk." Lugged frames in shades of gray and silver, innovative copper accessories, and a sparse aesthetic with subtle visual quirks give Sogreni bikes somewhat of an otherworldly appearance. While the specimen I have is missing some of the components and accessories it originally came with, its essential Sogreniness has remained intact. The colour is a perfect match for an industrial chain link fence. I do not know for sure where the frames are made (according to word of mouth, Eastern Europe), so I've asked the manufacturer and will post their response when I receive it.

When I took possession of the bicycle, it had no seat post or saddle, the wheels were untrue, and the rear hub was not entirely functional. I have since installed a seatpost and a light brown Selle Anatomica saddle. The Co-Habitant trued the wheels and adjusted the hub enough to make the bicycle ridable.

We've also replaced the super-tall original stem with a more standard one, as I could not manage the handlebars being that high. Other than that, everything shown is as-is.

I am particularly glad that the leather grips, while scuffed, have survived and remained with the bicycle.

The fully lugged frame has a 52cm seat tube, a subtly sloping 54cm top tube, and 26" wheels with fat knobby tires.

The geometry is roadish, with steep angles and a moderate wheelbase. Sogreni describes it as a road frame with upright handlebars and mountain bike wheels. There is no toe overlap on the 52cm size bike.

One quirk that is immediately noticeable when looking at this bicycle, is the gap between the tire and the fender. This seems to be an intentional design element, because even the models with larger wheels have this gap.

My first thought upon seeing this was "Great, looks like there is room here for Shwalbe Fat Franks!" But on closer inspection I don't think the fork is wide enough.

The flat fenders, while visually interesting, also present a challenge for mounting a front brake caliper, which the bicycle currently lacks. After some research we've figured out that a 1990s style BMX brake will probably work and I'll be getting one soon to try it.

Until then, the bicycle is coaster-brake only, and I will write about the experience of that in Boston traffic in a separate post. The rear hub (a single speed Shimano) has problems and is visibly beat up. We are not sure what happened to it or of the extent of the damage yet, but the gist of it is that the hub displays "fixed" characteristics and the cranks rotate forward even while coasting. This comes and goes spontaneously and to different degrees. The coaster brake function seems to work fine, but I am cautious riding it nonetheless.

Well, that is all I have about this bicycle so far. I would like to get a front brake on it and take it on a couple of longer, faster rides before commenting on the ride quality. For now we will keep working on the hub and see how that goes. A Sogreni in the US is a pretty lucky find and I look forward to getting to know it.

Categories: diamond frame, fenders, restoration, Sogreni

'Off Label' Use

In pharmacological jargon, there is a term, "off label use," that refers to a treatment being used successfully for something other than it was originally formulated for. That's kind of how I am starting to feel about my Royal H. mixte. When I asked Bryan to build me this bike in the Fall of 2009, I envisioned it as predominantly for light touring. But in practice I mostly use it as a long-distance transportation bike. I think I've only done recreational rides on it a total of maybe three times, whereas I ride it for transportation whenever I need to travel over 7 miles or so one way - which is several times a week.

Using a bike for purposes other than intended can happen for any number of reasons. For instance, our cycling preferences can change, as mine did. For recreational riding, I now prefer to ride a diamond frame bike with drop bars. Also, life circumstances can change. Just a couple of months after I got the mixte, we ended up without a car, and I actually needed a light, easy long-distance transportation bike. When I was ordering the bike, I did not foresee either of these changes.

The good thing about using the mixte "off label," is that most of the things that made it good for light touring also make it work as a long distance transportation bike. The frame allows me to wear a skirt. It can handle hills and distances without me breaking a sweat. Its compact size and maneuverable handling make it good in the sort of suburban stripmall-roadish traffic that I usually encounter out of town. The springy ride quality means that long trips don't tire me out.  The 35mm tires are sufficiently wide for bad roads and even off-road. The dynamo lighting system is fantastic and I never have to worry about getting stuck in the middle of nowhere in the dark. The front and rear racks enable me to carry several small loads at a time. Everything that I need for my trips is there. The few times I've tried to use a roadbike for long distance transportation, I arrive to my destination out of breath and with sweaty hair. On the upright mixte I am a bit slower, but am always presentable and fresh.

There are however a few things that are less than ideal about the mixte given how I use it. The short chainstays made it difficult to find panniers that did not give me heelstrike, though I did find several after having made a mission of it (see Philosophy, Cristobal, and the Po-Campo pictured here). But the more irksome issue is that I get a wee bit of toe overlap on this bike, which freaks me out when cycling in traffic. It is a small amount of toe overlap that might even disappear if I wore PowerGrips or removed the fenders - but neither of those is practical on an upright transportation bicycle. Converting the bike to 650B would solve the problem, but would be expensive, considering that I'd have to get new wheels built, and buy a new set of brakes, as well as new tires and fenders. So I am kind of stuck between thinking that the toe overlap is not a big deal and the bike is fine as is, and being irritated with it, since it is the one thing that undermines my enjoyment of an otherwise fantastically versatile bicycle.

Lots of bikes are used off-label round these parts, and the prevalence of this practice made me smile last night when a carbon fiber racing bike flew by with a sizable steel front basket attached to the fork, sort of like this. My re-purposing of the mixte is not nearly as dramatic, but the question of a possible 650B conversion keeps swirling around my mind every time I ride the bike. Would you do it, or leave it be? Any interesting off-label use stories of your own to share?

Categories: fenders, mixte, Royal H, Royal H. Mixte

Perfect Just the Way You Are

In describing my experience in a paceline training ride earlier, I had written that my Rivendell was not the right bike for that ride. Subsequently, I've received some suggestions for how to make it faster - including getting narrower tires, installing "brifters," removing the saddlebag, rack and fenders, and stripping off the dynamo lighting. While I appreciate the advice and agree that all of that may indeed improve my paceline performance, I do not plan to make any changes to this bicycle. Right now, I have a bicycle that is perfect for me as a touring bike. Why turn something that's perfect for one activity into something that's okay but not ideal for another?

In stating that my Rivendell was not the right bike for a racing team-sponsored paceline ride, I was by no means criticising it or expressing unhappiness with it. I was merely reiterating a simple fact: Touring bikes are not racing bikes.

A touring bicycle is about exploration and about experiencing one's surroundings. You cannot do that when cycling 6" behind someone's rear wheel at 20mph.

A touring bike is about the long haul and about going at one's own pace.  I use the computer as a handlebar-mounted clock and odometer more than I use it as a speedometer - because "how far" is a more interesting question for this bike than "how fast."

A touring bike is about the freedom of going anywhere, without having to cultivate the handling skills of a pro racer. Comfortable geometry and stable handling enable novice and experienced cyclists alike to ride. My bicycle is easy, and its wide, cushy tires make me immune to most of the fears that plague cyclists on modern roadbikes: potholes, rain, sand, uneven terrain - bring them on. I can even wear nice clothing while I'm at it, because the fenders will protect me from road grime. And with my bright, dynamo-generated lights I can cycle through the night and not worry about batteries.

A touring bike is a home away from home. In my saddlebag, on the day this picture was taken I carried: a large DSLR camera, a sweater, a hat, an apple, a notebook, a fountain pen, a bar of chocolate, a saddle cover, gloves, sunscreen, a lock and a mini pump. And that's nothing compared to what I could have brought had I also attached my handlebar bag. Setting off on a racing bike limits you to a training ride and nothing more. On a touring bike a ride can start out as one thing and morph into another. Groceries can be involved, or a spontaneous visit to a friend's house. Who knows!

Riding a touring bike is an organic experience. My Rivendell's steel, brass, canvas, leather, twine, shellac and rubber fit harmoniously with its riding style and with my enjoyment of exploring nature. It is not about competing with nature with ever-more-efficient materials and aerodynamic postures, but about simply existing.

In turning this bicycle into a performance-oriented bike, I would essentially be giving up the very things that make it special. And that would be a shame.

Sure, we may be curious about pacelines and racing.

But not at the expense of smelling the flowers. Some bicycles are perfect just the way they are.

Categories: cats, fenders, Rivendell, roadcycling

Surly Progress and a Couple of Glitches

We are nearly done building up the Co-Habitant's Surly Cross Check, and here is an update on the progress:

As mentioned previously, we got this frame to build up as a fun off-road bike. We already had the wheelset, Fat Frank tires, handlebars, saddle, pedals, and some other components, making the remaining build fairly easy and financially feasible.

Among the new components we bought were the Velo Orange threadless headset and stem. Though we do not plan to transition to threadless stems, they do make life easier in some respects - such as making it possible to remove the handlebars without redoing the bar tape and lever placement. And as far as threadless stems go, the VO is rather nice looking.

The brass bell is mounted on one of the spacers, which mechanic Jim tapped for us when we were picking up the frame from Harris Cyclery.

The handlebars are only temporarily yellow - Once we shellac them, they will turn caramel to match the saddle. But the bicycle does look kind of cute with them as they are, like an enormous children's toy. The "maiden voyage" was on Easter Sunday, and the colour scheme was certainly appropriate.

We also bought these Velo Orange Grand Cru MK2 cantilever brakes, which I think are just beautiful. Unfortunately, after riding with them for 27 miles the Co-Habitant is not sure whether he is happy with their functionality. In his opinion they do not perform as well as the Tektro cantilever brakes I have on my Rivendell - so he is not sure what to do. It is not a safety issue, since the VO cantis still outperform the old centerpulls he has been using on his Motobecane for the past two years. But he doesn't want to feel as if he is sacrificing performance for looks or "vintageyness," and he thinks that this may be the case here. Has anybody else tried these?

Similarly, he has mixed feelings about the VO metallic braided housing. While beautiful, the brake housing is very stiff and has considerably more friction than the Jagwire we are accustomed to using. I asked about this on bikeforums, and apparently stiffness is a known trait of this particular housing - which is why some avoid it, and others use it only with vintage non-aero brake levers. I wish we had known that before buying and installing the stuff. But now that it's already done, we are trying to determine whether it will perhaps become less stiff over time. Is that a possibility, or just wishful thinking?

The final disappointment is with the fenders, or lack thereof. We had initially ordered the 700Cx60mm Berthoud fenders, which, by all accounts and calculations should have been a perfect fit. The first problem was that the fenders arrived damaged: a crushed box, courtesy of UPS. We filed a damage report and will be returning them, with the hope that the seller will be fully reimbursed. But when examining the fenders, it also seemed quite apparent to us that even had they been intact, they would not fit. In fact, we are genuinely wondering whether the set we received was mislabeled, because they simply don't look like they can clear the 50mm tire.  Now we are confused as to whether to ask for an exchange, or simply return them and try the SKS. The Co-Habitant does not like SKS fenders - but then he was not too happy with the quality of the Berthouds either (what we could see of it based on the undamaged parts) - so we are sort of at an impasse on this one.

These glitches aside, we are extremely pleased with the new Surly Cross Check. It took us only one night to put it together, and in that sense a new frame is much easier to work with than an old one. By contrast, we constantly run into unexpected problems when building up vintage frames, which delays those builds by weeks and sometimes months (this is the case with my give-away touring bike, but more on that later). With the Surly, everything came together as expected, with no installation problems.

On its first ride, the Cross Check performed better than the Co-Habitant expected. He anticipated that it would be more comfortable, but slower than his vintage Motobecane roadbike. Instead, it is more comfortable and faster. He does not feel that the frame is too stiff, as some report, which can of course be due to his size and weight. And he definitely does not feel that the bike is in any way sluggish. As his riding partner, I have to agree: He is faster on the Surly than on the Motobecane. Hmm. We are eager to get the brakes and fenders issue resolved, so that he can ride it more - but so far he is impressed.

Categories: Co-Habitant, diamond frame, DIY, fenders, Surly