Product Review: The Winter Beard

With winter in full swing here in New England, increasing numbers of gentlemen cyclists sport a popular cold weather accessory: the winter beard. Even for those normally clean shaven, this effective and budget-friendly solution can be hard to resist once the frost sets in.

Having surveyed a number of male cyclists, the most popular means of obtaining a winter beard seems to be the DIY method: Simply stop shaving your face, and in as little as a week you could find yourself in possession of a modest to moderate wooly facial appendage. In weather that's merely cool, that might very well suffice. In harsh winter climates, continue growing to taste, or until coworkers/ loved ones begin to complain. To shorten or shape, use a beard trimmer.

Maintaining your winter beard is simple: Handwash with soap and water, and check for trapped food particles after meals. If you notice people staring at the lower half of your face in disgust, you may not be performing these maintenance tasks diligently enough. Otherwise, you are probably fine.

The winter beard has many benefits. It is temperature-regulating, wind-proof, breathable and quick drying - more so than any wool or synthetic balaclava on the market. It is natural, organic, and ethically grown. It is inexpensive. You are unlikely to lose it or leave home without it. And it colour coordinates with any outfit.

Possible drawbacks include extra maintenance, and potential protests from your significant other. In the event of the latter, I suggest pointing out the communal usefulness of your beard: For instance, it can function as a loofa-like facial exfoliant for your spouse, or a scratching post for your cat.

In growing your winter beard, pay attention not only to length, but to total area of coverage: The most effective beards are as thick nearer to the neck as they are at the chin, providing the warmth of an extra scarf.

And finally, do exercise moderation. Local cartoono-anthropologist has documented breakouts of Competitive Beard Growing disorder among cyclists in winter, which are not without side-effects. Sure your luscious facial locks might impress your friends and terrify your enemies, but if a beard is long enough to get stuck in your bicycle's components, you have gone too far.

Categories: Co-Habitant, product reviews, silliness, winter cycling

Roses are Red ...and Welded in Steel

While I enjoy receiving flowers on special occasions, it's always a little sad when they wilt. So for our anniversary a couple of weeks ago, I asked my husband for a steel rose from Spooky Bikes. With Valentine's Day coming up, I thought I'd mention it and post some pictures. These beautiful roses will last, and they make for a lovely way to mark an occasion while supporting a local artisan. I love mine; it is even nicer in person than in pictures.

Spooky Bikes are somewhat of a cult manufacturer, making road, cyclocross and mountain bikes in Bellows Falls, Vermont. I met them at the New England Builders Ball a few months ago and had a chance to see a few of their bikes. The steel roses are a side project, welded by Chris Traverse ("...alone with my cat and my coffee making roses that will make other people smile..."). The majority of proceeds will benefit the Sunset Ranch BMX Park in Western Massachusetts, which Chris established and continues to grow. 

The roses are made of a mild steel, one petal at a time. The petals, hand-tooled leaves and braided weld-wire stem are then TIG-welded. They are available in a raw finish, or dipped in bright red acrylic paint. My rose is the red-dipped version. Only the tips of the petals are dipped in paint, still leaving sections closer to the base raw. The bare steel and the rainbow rings around the welds contrast nicely with the liquid look of the red. It is a dramatic, visually textured combination. The appearance of the flower is natural and organic, not cartoony. 

There is variation in the shape of each petal, each stem, each flower. As it ages, there will be increasing natural colour variation. The steel looks delicate, but feels rather strong.

The roses are available as single flowers ($33), vines ($85), and dozen roses bouquets ($250), in both the raw and the red-dipped finish. Order soon in you want yours to be made in time for Valentines Day. Delight your darling and support our local bicycling craftsmen. A beautiful combination. 

Says welder Chris Traverse: "The look on my friends faces when they pull into the trails to see what's new to ride is the same look on people's faces when they open up one of my roses." Chris has had an interesting history. Read his full statement here. 

Categories: art, framebuilding, holidays, product reviews

Re-Trying the Moustache Handlebar

Iconic of the Bridgestone XO era and later championed by Rivendell, the Moustache handlebar is perhaps more popular today than ever. The dramatic forward sweep, the sideways-mounted road levers and the bar-end shifters make for a visually distinct and intriguing presence. The design is easiest to understand if you think of it as a flattened out drop bar, with the brake levers installed on what would have been the hooks. Grant Petersen designed the Moustache in the early 1990s specifically for the Bridgestone XO bicycles, as a kind of a hybrid between upright and drop bars. Today several manufacturers produce their own versions (including Soma and Origin8), though likely the Nitto/ Rivendell model remains closest to the original.

I first tried Moustache handlebars three years ago, and I remember being surprised by the leaned-forward position they put me in. Unlike the handlebars you see on city bikes, the Moustache is swept forward, rather than swept back - putting the rider's hands way out there, forward of the stem. Depending on stem length and handlebar height, this can be quite an aggressive lean. Recently I tried the bars again: I've been getting questions about them from readers and wanted to refresh my memory.

Riding with Moustache bars again was fun; my riding style has changed so much since the last time. These bars are unique and remind me of no other handlebars I've ever tried, so it's hard to find a point of reference. The forward sweep is vaguely North-Roadish, with two notable exception: All the hand positions are forward of the stem, and the brake levers are in the forwardmost points of the sweep, rather than in what we are accustomed to thinking of as the gripping areas.

The shape of the handlebars feels pretty good, and I have no trouble squeezing the levers from their location (here is an illustrated guide to the hand positions). However, I find the setup counterintuitive. Squeezing the brake levers puts me in a forward-leaning position, whereas using the bar-end shifters puts me in a leaned-back position: the exact opposite of what I am used to. After all, when I squeeze the brake levers I am trying to reduce speed - and the aggressive posture counteracts that - especially when coming to a complete stop. It was interesting to experience the discrepancy between what my body wanted to do when stopping and what the bars wanted me to do. On my own bikes, I prefer for the brake levers to be in a location that allows my posture to be more relaxed. 

A friend who rides with Moustache bars explains them as a variant of riding with vintage, non-aero drop bars (where you brake mainly from the hooks). He believes those who are used to that will find braking with the Moustache intuitive, whereas the likes of me who mostly brake from the hoods of modern drop bars - or from the edgemost gripping areas of swept-back handlebars - may have trouble with the setup. He could be right. Either way, it's a handsome handlebar that I enjoy seeing on others' bikes. 

Categories: handlebars, product reviews, Rivendell

Can Stop, Will Stop: TRP Mini-V Brakes

I have embarked on a long term test ride of a Honey cyclocross bike, similar to the one I rode in the Kearsarge Klassic last summer. When asked about component preferences on the demo bike, one thing I requested was stronger brakes. I had remarkably poor stopping power with the cantilever brakes on the bike I'd borrowed earlier, and I generally have not had good luck with cantis. I described these problems to Honey and we decided to try v-brakes. They suggested the TRP CX8.4 "mini-vs." 

The TRP CX8.4 linerar pull brakes were designed for maximum stopping power on cyclocross bikes. Unlike full sized v-brakes, they were also designed to work with integrated road levers (this particular model works best with Campagnolo and SRAM) without requiring an adapter - reducing bulk, weight and complexity. These brakes have a number of features to recommend them for cyclocross racing, but having no experience with that side of things I will stick to describing them in the context of "just riding."

Under my weak grip, the TRPs feel reassuringly powerful. Those with strong hands could in fact find this problematic, but for me it is a welcome change from having to worry about stopping a fat-tire roadbike with cantis at the bottom of a hill. This is the first time I have used v-brakes on such a bike, and the quality of the braking does feel different from centerpulls and cantilevers. I have to apply pressure differently to regulate exactly how much I want to brake, but it didn't take long to train my hands to "understand." When attempting to slow down at high speeds, the braking is not harsh or jerky, but it is stronger than typical - so it helps to have a gentle touch, or else to use only one finger on the lever. For harder braking, there is a luxurious, modulation-friendly margin before coming to a full stop that I find especially helpful. In the past, I have had to get creative in order to stop on downhills during unpaved rides, and I've even employed my foot as an auxilliary brake on a couple of occasions. The TRPs are at their best precisely in those situations. 

I have ridden the bike only a couple of times so far, but our winter conditions have allowed me to immediately try it on snow and slush. Getting the rims slushy did reduce braking power, but there was so much of it to begin with that it remained manageable. Basically, with the mini-vs the bike rides with slush-clogged rims like it did with dry rims when it had cantis. 

The Honey cross is set up with a carbon fiber fork, and I have not detected any judder with the TRP CX8.4s. These brakes easily clear the 700Cx35mm tires currently on the bike, and look like they could fit a fender. My understanding is they will not clear a 650B x 42mm tire; for that full sized v-brakes may be required. 

With an MSRP of $149 per set, the TRP CX8.4 brakes seem like an excellent and accessible option for those seeking extra braking power on a roadbike with canti/v bosses. As I get the opportunity to try other brakes worth mentioning, I will continue the "can stop, will stop" series (See also: Paul Racer centerpull brakes).

Categories: can stop will stop, product reviews

The Swift Polaris Porteur Bag

I am trying out a Swift Industries Polaris Porteur Bag - a front bag designed specifically to fit on porteur style racks, such as those from Velo Orange and Soma. Handmade in the USA, this is a very large, "everything but the kitchen sink" kind of bag that's surprisingly stable, requiring nothing but the rack for support. I am using it on an upright bicycle with low trail geometry. 

Founded in 2008, Swift Industries is a 2-person shop in Seattle. Frequent bike travelers Martina and Jason started out making custom touring panniers, eventually expanding into saddlebags, handlebar bags and city bags. Today they have streamlined their process so that standard models can be customised with a selection of colours and features. 

The $230 price tag of the Polaris includes choosing the colour of the fabric, trim, stitching, and reflective strips. Being the boring customer that I am, I chose an all-olive canvas with brown trim, brown stitching, and silver reflective strips. I opted to forgo the optional clear map case.

The boxy 22"x14.5"x12" bag attaches to the Porteur rack at 5 points: Two sets of adjustable straps with buckle closures secure to the rear of the rack's platform, two more secure to the sides of the platform toward the front, and an additional velcro strap secures to the rack's "tombstone" at the rear (this last attachment is not shown in the picture).  

Initially I was somewhat skeptical about the attachment system. I doubted that such a large bag would be sufficiently stable with only the lower support, and I thought the bag might be time-consuming to attach and detach. But I was glad to be proven wrong on both accounts. The bag contains some very effective stiffeners inside, and combined with the adjustable straps, this keeps it entirely free of either side to side, or fore and aft sway. The straps and buckles are fairly easy to manage, taking no more than 30 seconds in total to attach and less than that to detach.

The bag features a cordura exterior, with a waterproof vinyl interior. At the front is a zippered front pocket and a headlight mount. D-rings are added to the sides for an optional shoulder strap. For those who do not wish to attach a strap, a short carrying handle is attached at the rear. On the left side is an external U-lock holster that fits a standard sized lock snugly and securely. The flap, featuring reflective strips and expandable straps with buckle closures, opens away from the rider. 

Both functionally and aesthetically, the design of the Polaris strikes me as a messenger bag that has been converted for porteur carry. The main compartment is immensely expandable. The spacious interior is free of dividers - you just pile things in. There are internal pockets handy for carrying tools and spare tubes. 

Given the size and design of the Polaris, it is not feasible to retrieve objects form the bag while cycling. Opening and closing it are multi-step processes. And once expanded, the height of the open bag might block the rider's view on the bike. 

Depending on the rider's size, it may not even be feasible to retrieve things from the bag while remaining standing over the bike - the reach to the buckles at the front is fairly dramatic. In short, the Polaris is not designed for easy en route access; it is assumed the rider will access the bag once they reach their destination.

A number of things impress me about the Swift Polaris Porteur bag. The quality is top notch, and the bag has a "production" rather than a DIY look and feel to it; it is apparent that they have made a number of these already and have the process down pat. The waterproofing is well thought out: Not only is the interior vinyl, but the roll top prevents water from coming in from the sides. And, perhaps most importantly, the attachment system really works to keep the bag stable. I have tried much smaller bags that have swayed without additional decalleur support, but the Polaris feels glued in place. 

The large size and the messenger-style design of the Polaris offer the freedom to carry a great deal of stuff on the bike in an enclosed, sturdy, waterproof, expandable container. Those who routinely travel with technical equipment, piles of books, and the like, will find the Polaris very handy. Those seeking a more compact bag for commuting, or an easy-access randonneuring bag, will probably want to look elsewhere. I should also mention that I find the shape of the bag slightly awkward for off the bike carry, but not overwhelmingly so. All that said, Swift Industries does take custom orders and can make alternative versions of this bag to fit a customer's needs. They also make front bags for Cetma racks, Gilman front bags for the Brompton, and Ozette rando bags, as well as a variety of panniers and saddlebags. Overall, some great products for a variety of uses. 

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POST SCRIPT:  Q&A

I've received a number of questions about this bag over email. Rather than try to incorporate the info into the text retrospectively, I post the answers below:

Q: Is there a way to attach a cable lock?

A: This is how I am carrying mine. It does shift around a bit, but not enough to affect handling. Fine for city use, though might start to drive you nuts long distance.

Q: What size U-lock will fit into the holster?

A: I am not well-versed on U-lock sizing.  A typical, standard one should fit, such as this one from Kryptonite.

Q: Will this bag fit a laptop?

A: My 13" Macbook air, inside its padded carrier, fits, but you won't be able to go any wider.

Q: Will this bag work with drop bars?

A: I have 42mm width drop bars on my roadbike. Just tried to fit the Polaris in between them. It's a tight squeeze that would render most hand positions unusable.

Q: Do the straps interfere with any of the rack's light mounts?

A: The straps do not interfere with any part of the VO Porteur rack. I have no experience with the Soma Porteur rack.

Q: Is there any way to tuck in the dangling straps?

A: I don't think so. But while aesthetically not great, they are nowhere near the front wheel, so perfectly safe.

Q: How much weight is this bag rated for?

A: It's your rack and bike that will be the limiting factors, rather than the bag. Be careful carrying a lot of weight on your bike unless it is designed to do so and made of appropriately robust, touring+ grade tubing. As VO puts it: "Parisian delivery bikes were reputed to carry as much as 110lbs of newspapers on similar racks, but of course they had strengthened bike frames and forks, not only racks."

Categories: bags, product reviews

We're All Doing It Right: Thoughts on Grant Petersen's Just Ride

Earlier this year, Rivendell founder Grant Petersen published a book, Just Ride - a collection of short essays serving as a "radically practical guide" to cycling. After reading Just Ride over the summer I was not sure how to review it, so I held off. But at this stage I've been asked so many times whether I've read it, or been told that I ought to read it, that I figured I should share my thoughts. 

To provide some background, I am a huge fan of Grant Petersen's writing; can't get enough of it. I have been an avid follower of the Rivendell Reader and "blug" over the past 4 years. I'll even read the product descriptions on the Rivendell website just for fun. My admiration of his writing has nothing to do with whether I agree with everything he has to say; these are two separate things. But as a writer, I think he is uniquely gifted at creating engaging narratives and at establishing a sense of a shared perspective between himself and the reader. Just Ride has some of that magic, and that's what makes it stand out amidst the other bike books out there. At the same time, the book is quite short and largely reiterates what some of us have already read in Rivendell's literature over the years. I would like more! When discussing the book, Grant has mentioned that initially he had written a much longer, rambling manuscript that he and his publisher later nixed. I can't help but be curious about that earlier version. Maybe a longer, more in-depth book is in the future? I sincerely hope so. Grant Petersen is more than a bike industry guy; he is a writer.

But getting back to Just Ride: I would describe it as a friendly, engaging guide to cycling that is aimed at beginners and those getting back into riding later in life. Just Ride aims to portray riding a bicycle as a fun and uncomplicated activity, and seeks to free it from the seriousness that has been imposed on it by the racing, fitness and advocacy cultures. Each chapter offers advice on some concrete aspect of cycling. For the most part I agree with the advice, and the details I don't agree with don't really matter: You get a handful of bike people in a room and there is seldom a consensus. The important thing, as I see it, is that the advice feels accessible and appealing to beginners and makes them want to start riding, makes them feel that cycling is for them. Once they get into it, they can form their own preferences about specifics. The main thing is to make them feel inspired and comfortable in the first place, and Just Ride does that. 

The one thing that distracts from this, is that the book described as "the manual for the unracer" in fact focuses too much on racing, in my view. Even the term "unracer" itself suggests that racing is really the dominant type of riding, so much so that regular riding must be described in terms of what racing is not. Why not just call bike riding "bike riding," instead of turning it into a negative? It seems that the author assumes his readers have already been inundated by the racing culture and all the lycra/clipless/carbon/laterally stiff clutter that entails. But while this may have been true 5+ years ago, today I think it is far less likely. With plain-clothes bicycle commuting being covered by major US newspapers, I do not think racing is necessarily the prism through which novices perceive cycling these days. By mentioning racing constantly Just Ride makes it seem important, sending a mixed message to readers.

But my more serious critique of the book has to do with its interpretation. Namely, I notice that some readers are interpreting Just Ride to mean that there is a very specific way to "just ride," and that those not following Grant Petersen's advice to the letter are doing it wrong. Seriously: Since this book came out, every time I mention clipless pedals, a carbon fork, padded cycling shorts, riding with a club, or enjoying watching a bicycle race, sure enough someone will throw the book at me - telling me that I must read Just Ride and mend my wayward ways. I am pretty sure this is not the spirit in which the book was intended by Mr. Petersen, but nonetheless that is how some folks are seeing fit to use it. And to them I have this to say: We do not need more "you're doing it wrong" narratives in this crazy, fragmented bicycle culture. What we need is more inclusivity. As far as I am concerned, if you are enjoying riding your bike, you are doing it right - regardless of how high your handlebars are or what material your bicycle is made of. Let's all just ride our bikes in ways that make us happy, and not pass judgment on others. 

Just Ride may be available at your local bike shop or book store, or it can be purchased from Rivendell direct. 

Categories: books, product reviews, Rivendell

The Trend for Hybrid Cycling Clothes: a Look at Vulpine and Velobici

Vulpine and Velobici are two fairly new apparel manufacturers out of the UK whose refined, hybrid approach to cycling clothing has been getting attention over the past year. The concept is appealing: technical cycling attire that can also pass as street clothes. But does it work? Some months ago, each company sent me samples of their lines to review, but I found myself inappropriately shaped for modeling these menswear garments. So I searched far and wide for a suitably sized male model and finally found the handsome and willing Vorpal Chortle - who is not only a lycra-shunning cyclist, but a self-described "xenoarchaeologist, gastronome, luminographer, zymurgist, anachronist, and eldritch pursuivant." In other words, perfect for the job. Read on for his take on the clothing and mine.

Vulpine is a Surrey-based company that launched in March 2012, with the goal of designing garments that "perform a technical task for cycling and life." These garments utilise mostly natural fabrics and are available in subdued, classic colour schemes. The Merino Button Jersey shown here is one of their staple items. 

Cut long and slim, this jersey is made from 180 gram Tasmanian merino wool, manufactured in China. Shown here in black, it is also available in blue. The overall look is subtle, with minimal branding. 

The neckline of the jersey is V-shaped, similar to the neckline of an American baseball jersey. Four small buttons (engraved and featuring V-stitching) take the place of a zipper.

A silicone waist gripper holds the hem in place. There are two side pockets and one middle zippered pocket in the rear. Above the middle picket is a reflective strip and a tail light tab. 

The sleeves are edged with gray trim. An encircled V is subtly embroidered in gray here and elsewhere on the jersey. 

Model's feedback: VC has been wearing the Vulpine merino jersey for a couple of months for commuting now. He also wore it on the Vermont Fall Classic brevet earlier this season. The men's jersey fits his slender masculine build very nicely. The fabric feels comfortable and light to him. He finds the temperature regulation and moisture wicking properties excellent. The weight of the fabric makes it best suitable as a warm weather jersey, or a layering piece. The design of the jersey suits VC's riding style as well as his personal style. He is happy to continue wearing it for commuting and recreational rides.

My feedback: I wore this jersey once. I liked the soft, feather-light fabric, and felt that the amount of stretch was just right. While the cut of the men's jersey was a bit too long and narrow in the hips for me, there is now a women's version that should work fine. However, the style in general is not really for me: It is too sporty to blend in with my everyday attire, but not sporty enough to work as a roadcycling jersey for my needs. As far as commuting and casual riding, Vulpine's new long sleeve polo might be more up my alley. And as far as roadcycling, I hope they consider manufacturing a more traditional cycling jersey using the same great fabric. 

The Vulpine Cotton Rain Jacket is one of the more unique pieces of outerwear I have seen. The aesthetic is at once minimal and eye-catching. The structured look is extremely flattering on a man's body: subtly broadening the shoulders while elongating and slimming the torso. Vulpine's description as "influenced by British and military tailoring" is spot on. The unexpected colourschemes (available in charcoal and indigo, with bits of neon green and red peeking out) add a modern, urban twist.

The Vulpine Rain Jacket is handmade (in South Korea) from "microscopically treated Epic Cotton™- a fabric created by applying a microscopic silicon coating to cotton before weaving." The fabric is advertised as wind, water and stain resistant. 

The jacket's features include exterior side pockets and sleeve pocket with zip and magnetic closures, magnetic closures at the collar, rear vents, waterproof reflective zippers and sleeve cuffs, roomy interior pockets, drawcords at the hem, waist and neck.

The purpose of the sleeve pocket is to hold a set of keys, and a built in attachment is provided for this.

The rear features a magnetic pull-down splash guard with reflective features, and a tail light loop.

Model's feedback: VC has been wearing the Vulpine Cotton Rain Jacket for a couple of months now for commuting. He also wore it on the Vermont Fall Classic brevet - which included many miles of heavy rain. So far, he has found the jacket to be entirely waterproof and wind resistant. It fits him well and allows for easy movement on the bike. The sleeves are sufficiently long and do not pull. He finds the multitude of pockets and features useful. One critical piece of feedback, is that the pull-down flap in the rear does not always stay up when he wants it stowed away. Perhaps there is a way to address this in the garment's next iteration.

My feedback: As of now, there is no women's version of this jacket, and the men's does not fit my body well (too big in the shoulders and too long in the torso). I was therefore unable to form a personal impression of this garment. It looks great on VC.

Overall impressions of Vulpine apparel: If you prefer natural fabrics, classic design and are looking for a style that combines cycling clothes and casual wear, they are worth looking into. Mostly menswear for now, but a women's line is forthcoming.

The Leicester-based Velobici was launched in 2011, manufacturing UK-made apparel "for riding, socialising or working." Their signature Seamless Knitwear line features classically cut merino wool tops and accessories. The San Remo Classic Turtleneck is a lightweight long-sleeve pullover cut slender and long. The garment pictured on the model is actually one that I've been wearing myself, but I asked VC to model it for the camera because the fit works so much better on his body than on mine. More on this topic later.

The distinguishing feature of the San Remo is that it's literally knitted as one piece. There is not a single seam on the entire garment, yet cleverly placed darts shape the garment and add interesting textures. 

Velobici does not provide information about the weight of the wool, but it is versatile enough to be worn on its own or over a base layer.

The sleeves are quite long, with generously sized thumb loops.

The knit is reinforced at the long hem, for increased durability. 

Model's feedback: VC wore the pullover in the course of the photo-shoot. He liked the texture and feel of the San Remo and found that it fit him well, including the thumb loops. 

My feedback: I have worn the San Remo through all of last Spring and this Fall. I have found it most useful for long distance rides on an upright bike. I have never owned another "normal looking" wool sweater that works quite this well at regulating my body temperature. On my unseasonably cold trip to Ireland last May, I ended up wearing the San Remo nearly every day for 3 weeks straight, while cycling for 20-50 miles a day, simply because nothing else worked as well. When the pullover gets wet in the rain, it dries surprisingly quickly. It does not require much washing. And it has suffered hardly any pilling despite heavy use. The seamless construction eliminates chafing. The extra long hem at the rear provides full coverage even with low-rise trousers, whereas my other sweaters tend to ride up. The sleeves are long enough to use the thumb-loops. This sweater is in fact perfect, with my only complaint being that it is designed for men and looks awkward on me. Namely, my upper arms are not big enough to fill out the sleeves up top, and when I wear this sweater it looks like I have bat wings. It is also a bit too long in the torso. I strongly encourage Velobici to design a women's version of the San Remo. Functuonality-wise, this is the best sweater I have ever owned, and so I bought it from them for personal use despite the ill fit.

The Velobici Bob Maitland jersey, named after a 1948 Olimpic road cyclist, is a short sleeve two-tone jersey made from organic South African merino wool. It is seamless in construction. Sshown here with a pair of arm warmers.

The jersey features a 3/4 zip with a fairly high collar.

The tone-on-tone branding across the chest is subtle and textural. The zipper-pull is engraved with the Velobici logo.

The sleeves are quite long, extending neatly to the elbows. 

The single rear button pocket is knitted with a textural, tone-on-tone Union Jack pattern. The hem is subtly elongated in the rear.

Bob Maitland's name is embroiderd in cream in the front. 

Model's feedback: VC found the Bob Maitland jersey soft, comfortable, warm and itch-free. Aesthetically, he finds it quite attractive. The size XS fit him snugly, but works both as a base layer and as a mid layer. In the summer, this jersey might be too warm to wear, he feels, but it works perfectly in the early Fall New England temperatures on its own, or layered later in the season. About the rear pocket, he reports: "It is basically unreachable and appears to be mostly decorative. My hand just can't practically reach that pocket, it's too high." However, for his style of riding, jersey pockets are not an especially important feature. This jersey suits his personal style and he is happy to continue wearing it for commuting and recreational rides.

My feedback: I wore the Bob Maitland jersey once. As with my pullover, I was impressed with the comfort of the seamless construction. It is attractive and the feel is luxurious. However, I felt that the fabric was too warm for a short sleeve jersey (I was not able to wear it in temperatures above 70°F). Long sleeves might have made more sense here.

Overall impressions of Velobici: The seamless construction of the merino knitwear line is impressive and might spoil you from traditionally constructed garments. The softness of the merino wool is almost cashmere-quality, and seems best suited for colder temperatures. While these garments are designed for casual more than performance cycling, there is now also a roadie line. The women's line is sparse and focuses on urban fashions.

Both Velobici and Vulpine seem focused on high quality, on classic looks, and on hybrid designs to accommodate both roadcycling and commuting. I am on board with all of this in theory, but remain skeptical that the last bit can be accomplished. I think that these brands have a future. But I predict their offerings will polarise into more performance-specific and commuter-specific lines over time - both of which could be interesting and useful. 

Categories: clothing, product reviews

They Don't Make 'Em Like They Used To: a 1946 Griffon & Howle Rando-Broom

Well, dear readers, it's that time of the year again: the Somerville-Salem 30K. Every Halloween, 13 metaphysically gifted women (we do not use the "w" word anymore) from the Greater Boston area are invited to participate in this historic paceline-style flight from Prospect Hill Tower in Somerville, MA to the Olde Burying Point Cemetery in Salem to conduct the annual New England Air Transportation Alternatives (NEATA) meeting. Invitations are sent just days before the event, and no one knows how the selection process works. Imagine what an honor it was to be invited! With mere days to prepare, I rushed about seeking a suitable flying broom. My own broom, I am ashamed to admit, was woefully inadequate: cheap flimsy plastic thing with nylon bristles, and no accessories to speak of. While sufficient for a quick flight around the block once in a blue moon, it was not the right broom for the Somerville-Salem 30K. I asked around, but no one had anything suitable to lend. Custom broom-makers had year-long wait lists. Finally, I heard from a friend deep in the woods of Virginia (you might know him from the comments here as Spindizzy): He had something for me and would mail it straight away.

When I received and opened the package, I could hardly believe my eyes: an original 1946 Griffon & Howle randonneuring broom. Spindizzy had just finished restoring it for a customer, to whose mother - a Ms. Yeumadeen Platchen - the broom had originally belonged. When the customer heard that I had been invited to the Somerville-Salem 30K she offered to loan it out for the flight. What luck! You see, Griffon & Howle were the constructeurs of flying brooms, back in the days when fine craftsmanship and attention to detail truly mattered. They used only the finest wooden tubing, the lightest metal fittings, the softest, most aerodynamic bristles. But more importantly, they fabricated all components and accessories in a manner that truly integrated with the broom itself. To hold a Griffon & Howle is to hold a masterpiece. To fly a Griffon & Howle is a privilege that few experience.

The Griffon & Howle's bristles are organic handbound straw, sourced from the Balkans. Importantly, the rear rack is welded onto the base of the broom, rather than attached via p-clamps or braze-ons. Not only does this provide considerable weight savings, but it is more durable, stable, aerodynamic and elegant. This rack will not shake loose mid-flight. And it looks like it belongs on the broom; it is not an afterthought. 

The main part of the handle is constructed out of standard diameter, thin wall wooden tubing, which has been scientifically proven to provide just the right amount of flex for a responsive in-flight feel. The hand-crafted aluminum potion bottle-holder was painstakingly designed to minimise vibrations. Naturally, the potion bottle itself had to be custom made out of military-grade resistanium, as the potion tends to burn through metal and plastic commercially-available bidons. 

The cork stopper and shellacked twine complete the look.

Unlike today's flashy custom builders, the constructeurs abstained from affixing heavy metal badges onto their brooms. Instead, they simply carved their initials and the broom's serial number into the tip of the handle directly underneath the bell.

And while the brass bell may look ordinary enough to the untrained eye, each one was handmade to emit a ring of a signature frequency. The art of this technique has unfortunately been all but lost. 

The grip area of the handle is wrapped in twine, woven out of the rarest, most durable silken fibres available. While it is popular today to wrap broom handles in cork tape, this really developed as a result of the rarity of the silken fibres, as well as poor fit. Ideally, the gripping area should be firm to the touch, yet not so firm as to cause callouses. Notice the pinky hook at the bottom of the gripping area, designed to keep the hands in place.

The quick release feature makes the broom suitable for travel and transportation in ordinary-sized packages and suitcases - an invaluable feature in today's high security travel climate. Note that, unfortunately, the skewer is a modern replica replacement. The original fitting was damaged when an attempt to steal this broom was made at a rest stop during the 1954 Liege-Sofia-Liege brevet. 

With a twist of the quick-release lever, the broom quickly disassembles. Mounted to the inside of the upper section is a Dragon's kydneystone, the purpose of which I am not at liberty to describe here - though some readers will know. The star-shaped cutout on the lower section is a Griffon & Howle identifier. 

Holding the broom in my hands, the first thing I noticed was how well-balanced it was. Despite the welded rear rack of considerable size, it was not bottom-heavy but balanced in the center. The technique of the old masters was impeccable. The broom was also remarkably light - more so than the modern plastic and nylon creations so many misguidedly use today.

Having examined the broom extensively and marveled at its craftsmanship, it was time to commence my training for the 30k. With only three days left before the event, my plan was to complete a brief 5k flight around Somerville that evening, followed by a more challenging 10k around Boston the following day. After that I would rest before the Somerville-Salem 30K. As I prepared for my training flight, the first step was, naturally, to find a dark corner of the forest, assume the Chant Position, partake of the potion with which my bottle was filled, and utter the relevant Spell. I was amazed at how intuitive this part of the process was with the Griffon & Howle. The broom triangulated with the forest floor perfectly, allowing the Spirits to enter it just so. While my plastic broom required over an hour of chanting to be adequately prepped, the Griffon & Howle took a mere 2 minutes.  

Next, I gently stepped over the broom whilst holding the gripping area and utilising the pinkie hook, and aimed my gaze at the skies, toward the Secret Constellation. Not having done Kundalini Yoga for Broom Flight in some time, my postures were rusty and I was worried that my skills had deteriorated. However, less than a minute into holding the posture I felt the broom begin to levitate. It was working already. 

A well-balanced broom straightens itself out as it levitates, so that eventually it floats parallel to the forest floor. It is then up to the operator to control the angle. There is debate as to which angle is ideal to start with at take-off and maintain during flight, but in the era of Griffon & Howle brooms it was generally believed that a low-trail configuration provided the best handling.

As I prepared to take off, one thing I noticed was that the broom had an unusually short handlebase by current standards. Most likely it was made for a more petite flyer than myself. The operator is meant to occupy the space between the rear rack and the potion bottle (in broom flying jargon, this space is referred to as the perch), and on the Griffon & Howle it was barely long enough to contain me. Were I commissioning a similar broom for myself, I would ask for an extra 2cm or so of perch length.

As an aside on proper positioning: In the media today, we are inundated with fake and ridiculous imagery depicting women perching on brooms in ways that are not only inefficient, but downright unsafe for flight. The position shown here is the only correct one for paceline flying (the transportational position is considerably more upright, but requires a broom that balances differently). It is also important to understand that any images you might see that appear to depict metaphysically gifted women engaged in actual broom flight are fake: We are not legally permitted to capture this activity on film or digitally. To ensure that this rule is adhered to, a masking agent is incorporated into the Flying Spell that prevents photo and video equipment from recording the operator in flight. As the broom and operator take off, they remain visible to the human eye of bystanders, but cannot be captured by recording equipment of any kind. And so this is the last image I am able to leave you with prior to take-off. 

I can hardly describe my impressions of the 5k maiden voyage without getting emotional. Put simply, I had not known until now what I had been missing all these years of awkward, uninspired flights on cheap and ill-fitting brooms. The Griffon & Howle soared joyously though the skies. Responsive to my movements, it steered intuitively and soaked up air turbulence effortlessly. My heart skipped a beat, as I felt that this broom truly planed. 

For the 10k training flight the next day (yes, I ventured out during Hurricane Sandy!), I added a pannier and wore a raincoat. The pannier was just the right width for the rear rack and there was no heel strike during take-off. The wonderful feel of the flight remained as I remembered it. The fit and the handling were so perfect that, put simply, the broom "disappeared" beneath me. And this, as Griffon & Howle were famous for opining, is the very definition of a well-made flying broom.

After a day of rest, I feel well prepared for the Somerville-Salem 30k this evening and am very much looking forward to the New England Air Transportation Alternatives (NEATA) meeting. I really can't thank Spindizzy and his customer enough for loaning me the Griffon & Howle and for allowing me to document it here for my readers. While I recognise that this is a bicycle blog and not a broom blog, I can't help but feel there might be some common ground here.

For anyone interested, Spindizzy (aka Jon Gehman) does offer complete broom restoration services, as well as custom bicycle racks and other cool and weird accesssories. The full set of pictures of the original 1946 Griffon & Howle randonneuring broom can be viewed here. Happy Halloween everyone!

Categories: handmade, holidays, product reviews, silliness, vintage