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over here
while i have offered many cynical posts on the subject of gravel riding, or at least the bicycles 'invented' to facilitate so doing, when a rider with the status of wout van aert decides that he might manage to squeeze a few events into his 2023 season, it would seem that, once again, i am on completely the wrong side of the fence. however, my lack of perspicacity has been possibly made worse by my long-held contention that it's really only north america that features sufficient actual gravel to warrant fitting those wide knobblies to even a cyclocross bicycle.
two good friends of mine, who, at one time, were regular visitors to the hallowed isle, gave up their jobs several years ago, to go cycling around the world, one country at at time. the lack of haste attached to this project (subsequently successfully completed), can be determined from the signature on their e-mail that persists even to this day: "cherry picking the best places in the world to cycle". the final location in their cherry-picking process would appear to be dumfries, the south of scotland location in which they have lived for the past few years, and where they have setup a highly respected, award-winning guided cycle tour business at galloway cycling.
unlike yours truly, they have taken to gravel in exactly the way that i have not, so much so, that they dedicated the last two years of their borders lifestyle to bringing gravel racing to their locale. and as if to prove that persistence does eventually pay off, i received a copy of the official press release last week, announcing that in conjunction with organisers, red: on group, gralloch gravel had been added to the uci trek world gravel series for 2023 with an event taking place on 20 may, 2023 in gatehouse of fleet. this will make it the sole uk event in which riders might qualify for the gravel world championships to be held in italy next october.
though the route has yet to be finalised, it is expected to feature around 110km on a hilly route into galloway forest park. pretty much all off-road and including about 2,000m of climbing. according to red:on co-founder, malcolm smith, "The gravel is about as good as it gets and the scenery adds an extra dimension which will take riders breath away, if they have any left!"
gralloch gravel is the next stage on from last august's four day raiders gravel event, which also took place in gatehouse of fleet. as will come as little surprise, the chances of my participating are slim to none whatsoever, but for those who fancy spreading their gravel wings, or simply attending as spectators, full details are available at the web address listed below. i'm not often right, but it seems i might be wrong once again.
monday 12 december 2022
..........................................................................................................................................................................................................the incredible lightness of being
for those of you who may, at one time or another, have paid a visit to the island of islay, according to correspondence received from many, and observations of postings on twitter, the main impression gained from such a visit, is the friendliness of the natives. happily, islay does not have the monopoly on such sentiments, as favourably similar reports appear to be common throughout the hebrides. however, to a certain extent, that veneer of outward friendliness goes a lot deeper than you'd think. and, a bit like the keanu reeves movie the matrix, there are machinations beneath the surface, that effectively govern how islay works.
you may think that this is a prime example of seriously overthinking the hebridean life, an attempt to add a level of sophistication that simply isn't there. that might possibly be true, but in the words of a good friend of mine, "i'd like to agree with you, but then we'd both be wrong."
there are channels of communication across the principality effectively unavailable to the casual visitor. and, in fact. going entirely on close observation, those channels are also unavailable, and, to all intents and purposes, quite unknown to those who have lived here for less than about three to five years. in fact, there are many who have been here a great deal longer and still cannot see the matrix. if you'd care to visualise this as similar to the backstage area of any theatre; the reality behind the scenery, you might begin to gather a picture of the hebridean way of life.
this means of communication, an undercurrent to daily life, can be both helpful and often quizzical at the same time, leading to an almost endless stream of rumours, many of which have their basis in truth, but quite which truth is often open to debate. much of this works very much in the favour of islay's cyclists; we may be an irritation to the articulated truck driver having to roll very slowly behind us, but the guy knows exactly who we are, which makes us individuals, rather than just 'cyclists'. and though it might seem an odd thing to say, it makes us approachable.
last saturday, the morning dawned cold, dry, but dull grey; the sort of day that demanded the highest degree of velocipedinal visibility. like many cyclists nowadays, i always ride with a flashing rear light, but on saturday, it seemed prudent to augment that with a flashing front light too, in this particular case, a portland design works lars rover 650, which i first reviewed in january 2015. this particular item offers three steady modes of increasing intensity, pulse mode, and a flashing disco mode, the latter being my mode of choice during the hours of daylight (on dark roads at night, it would give you a migraine).
in order not to dazzle or irritate oncoming traffic, i tend to point the light slightly downwards, but nonetheless, the flashing mode appears to fulfil its promise and make me highly visible. i know this, because my apparent approachability subsequently brought three motorists to compliment me on the efficacy of that lars rover, advertising my existence, on one case, well over a kilometre distant. and though i'd prefer you to think of me as a fastidious individual, paying as much attention to every aspect of my velocipedinal existence as i do to my shiny bicycle chains, sadly, the truth is somewhat different. therefore, when the dark nights are ancient history, the lars rover sits unloved atop the fridge (don't ask).
with at least one other light previously owned, leaving it unloved for the majority of the year resulted in a very expensive battery that no longer worked, and would have cost a pretty penny (close to the original price of the entire light) to replace. despite such an expensive learning experience, i have displayed the same devil-may-care approach with the lars rover for the past eight years. yet on grabbing it from the fridge come the beginning of november each year, it still flipping works, despite not having been charged since the previous february. and nearly 96 months later, it continues to do so.
i truly cannot recommend this light too highly.
from what i can gather, the lars rover has been upgraded to 850 lumens, but apparently at the same price.
portland design works lars rover
saturday 10 december 2022
..........................................................................................................................................................................................................(on)line of site
to a certain extent, and probably in tandem (pun intended) with many others in the cycling industry and media, wandering around cycle shows or cycle shops has become a less and less interesting way to spend time. though this will come across as a tad tired and blasé, with many of the current carbon bicycles being produced in the same factory in taiwan, there is often little to distinguish between them apart from colour scheme and the lettering on the downtube. i truly know not whether this is because today's bicycles are of the cookie-cutter variety or because they actually have become far less interesting over recent decades.
and it's not just the bicycles themselves, but also the componentry. i have, sat on my bedside table, a campagnolo record derailleur from long before the days of indexing, and with no disresepct to vicenza, it harbours a great deal more character than the carbon, twelve-speed record derailleur that currently changes gears on my ritchey logic. this is not to say that i have lost interest in bicycles per se, just that they seem a tad bland these days.
i would dearly love to regale you with tales from my childhood, of drooling over one particular bike in the window of mr benzies' bike shop, but to be honest, that never actually happened. i was particularly envious of my younger brother's ten-speed racer, especially when my parents had bestowed upon me a raleigh twenty shopping bike. i can but admit that the latter was immensely practical for delivering newspapers, but hardly held the sporting lines of my brother's drop bar, steel road bike.
yet, at one time, there was a distinct line of entry to bicycle ownership, consisting solely of what has lately been referred to as the independent bicycle dealer (ibd), a visit to which was almost a rite of passage for the aspiring velocipedinist. that state of affairs has been effectively sidelined , as with many other traditions, by the advent of the internet, with many a customer, new to the world of the bicycle, querying why their local bike shop charges so much more for cycles and componentry than does chain reaction, wiggle or even evans, the latter of which has at least had the decency to invest heavily in bricks and mortar.
as has often been said, 'the internet won't fix your bicycle'; a tautological, yet no less true statement.
yet, despite many years of the interwebs, the independent bicycle dealer still exists, though more than just a few have bit the dust in recent years, overheads not shared with online dealers having put paid to any thoughts of a decent income.
in the 1970s and early 80s futuristic notions abounded whereby the computer industry would soon obviate the need for working five days a week; that automation of many processes would leave us all with more leisure time than we would know what to do with. the part of that equation not foretold by the futurists, was that those who owned those means of automation, would be found less than willing to share their substantial monetary gain with those now in possession of all that spare time. jeff bezos and elon musk are two of the wealthiest men on the planet, having gained such economic excess through the efforts of those they employ. but rather than making any attempt to share their acquisitiveness, whereby such leisure time could realistically be achieved, they opted to keep it all for themselves to build space rockets, large seagoing yachts and several other fripperies.
there is a parallel within the cycle industry that has just taken yet another turn for the worse (especially if you're an american independent bicycle dealer). following years and years of supplying ibds with componentry, sales of which have contributed to the annual profit margin, shimano usa have opted to augment their business to business (b2b) operations, by expanding into the business to consumer (b2c) realm, offering the opportunity for all and sundry to purchase footwear, pedals, cleats and accessories online.
there is something of an oddity in so doing, however. for how many customers have the mechanical wherewithal even to fit those parts to their bicycles? and meanwhile, what happens to the bike shops who not only were in the business of selling those components, but employed trained mechanics to subsequently fit them? i have it on good authority that sram, shimano and campagnolo would all dearly love to void their warranties if their products are not affixed by an authorised dealer. the only (commercial) thing stopping them, is not wanting to be first to do so.
according to shimano's uk distributor, direct online purchases from shimano is not a cunning plan likely to be replicated in the uk or the european union, presumably because someone at shimano has promised that to be the case. but it seems that the majority of bicycle stores in the usa were blissfully unaware of the deal across the pond until it actually happened. if it proves to be a successful ploy, who would bet against its eventual implementation on this side of the atlantic? as robert zimmerman once said 'a change is gonna come'
friday 9 december 2022
..........................................................................................................................................................................................................mobius
research carrid out on behalf of government and of the various cycling organisations, such as sustrans, cycling scotland, cycling uk and no doubt several others has often brought to light responses that have proved something of a quandary. when enquiring of those surveyed why they do not turn to the bicycle as a means of daily transport, one of the most common responses is that of safety. in other words, if the roads were made safer from motor traffic, the likelihood of more endorsing use of the bicycle would increase.
as with many surveys, answers frequently record the replies the respondent thinks are expected, but in this case, there's no doubt that some trot out this response by way of what appears to be a reasonable excuse, with no real intention of ever cycling anywhere. but not to trivialise the situation, there's little doubt that in urban and city areas, potential cyclists do, indeed, bear grave fears for their safety amongst motorised transport that often seems to regard the lives of cyclists with disdain.
it is hard for me to comment from the point of experience, for even at the height of the season on islay, the traffic is very far from onerous, coupled with the fact that the island features many quiet, singletrack roads on which to ride in comparative safety. however, many years past, having been invited to participate in london's tweed ride, i cannot deny having experienced serious trepidation as i attempted to negotiate my way to the start point through particularly heavy and, at times, frightening traffic.
this is still very much the case for a number of aspiring cycle commuters, who, in response to a survey by cycling scotland, two-thirds of respondents stated that they would be more likely to consider cycling as an alternative to car driving or public transport if there was less traffic on the roads. the irony in this is hard to disguise; if those 69% were to take the bull by the handlebars, there would immediately be less traffic on the roads to provide the potential grief about which they are concerned. yet national cycling organisations are charged with recruiting more cyclists in order to reduce both motorised traffic and pollution. it is, as author joseph heller clearly pointed out, a catch 22 situation.
since this appears to be something of a stand-off, surely the only way to proceed, would be for councils or government (or both), to create entirely separate infrastructure for cyclists and for motorists, and if it were truly as simple as i've made it sound, it would probably have happened already. but a bit like communism, the above proposal works perfectly well in theory, until you add people. since the majority of britain's urban roads are hardly in a position to be widened, any cycling infrastructure would, of necessity, require to nab a portion of their width, a not inconsiderable logistical task and one that would almost undoubtedly result in vociferous protestations from the motoring public.
that is at least a part of the reason that many pop-up cycle lanes installed during the pandemic were very quickly removed when lockdown conditions were lifted. there is evidence, however, that blocking motor traffic from certain shopping areas, resulted in increased footfall, but in most cases, still resulted in serious discontent. the sole northerly route out of bowmore village regularly features end to end traffic on one side. several years ago, the regional council announced that they were about to implement a no-parking zone along both sides of this road, resulting in a major outcry and queries as to where those vehicles would park. currently, there are substantial roadworks taking place along this stretch of road, during which no parking has been available for more than a week.
but it happened nonetheless, and seemingly without a murmur.
however, as a result of the survey there may be hope on the horizon. an increased minority cited low cost as being a reason to cycle, while two-thirds stated that saving money was one of their principal motivations. given the current energy and cost-of-living crises, perhaps necessity might encourage more to leave the car at home and adopt a two-wheeled strategy, removing motor cars from the roads and, ultimately, satisfying those who feel (quite rightly in many cases) that urban and inner-city cycling is fraught with danger.
but once again, i wouldn't hold your breath.
thursday 8 december 2022
..........................................................................................................................................................................................................a challenge?
one really ought not to judge, if purely on the basis that people in glass-houses shouldn't throw stones. and i'm quite sure that, under certain circumstances, i could be said to live in one of those glass-houses.
in the process of reviewing a garmin 800 series gps unit several years past, i, perhaps not unsurprisingly, set the display to show the maximum number of of categories possible, purely because it looked more impressive in the photos that accompanied the final review. to be honest, i really have little need of all the information provided, purely because i really only need to know what time it is (i don't wear a watch when riding). without said device in front of me, i'd be fibbing if i said i could recall each category, but i think there's average speed, distance, gradient and definitely temperature along with the unidentified others.
i know the latter because on sunday morning, when we stopped near kilchoman distillery, the numbers barely exceeded three degrees. which would explain why it was so darned cold in the face of having opted not to wear my thermal overshoes (i really ought to have checked outside first). however, there's no denying the fact that we're now well into december, not only the season to be jolly, but the month when insulation ceases to become a debatable option. and it's also the month when rapha holds its annual festive 500.
as i have reported to the point of boredom, this is an event which i undertook for the first ten years of its existence, failing only to complete it on a single occasion, (i lost two days to the weather and a third to playing at a wedding). i was unable to take up the slack. however, there is no denying that completing the entire distance of 500 kilometres between christmas eve and new year's eve relegated mrs washingmachinepost to the status of 'cycling widow' a role she bore with commendable soicism, but i fear it became more trying as the years passed. lest you think i exaggerate, i'd swear there were two fewer brussel sprouts than usual at christmas dinner.
however, given the staple climate imposed upon the hebrides at this time of year, completing 500 kilometres in eight days is a satisfying, yet difficult challenge to complete. in all but one year, i lost at least one day to the weather (too windy to risk cycling). in year one, it snowed heavily on the evening of christmas eve, and didn't lift until there was one day left to ride. thank heavens for cyclocross bicycles. in year eight, it rained heavily every single day, accompanied on each of those by a perpetual galeforce wind.
but the festive 500 originated at the behest of former senior rapha designer, graeme raeburn, who, in 2008, rode 1000 kilometres through freezing conditions during the festive holiday break. the general thoughts of management were that such a distance was possibly beyond the pale for the majority of imperial works acolytes and subsequently reduced by half. thus, it was never intended to be a cycle in the park (so to speak), though if you've seen photos from california or australia, you'd be forgiven for thinking otherwise. in the uk, and particularly north of the border, inclement weather is surely our birthright?
bearing all that in mind, and looking to my opening paragraph, i harbour serious reservations over rapha allowing (hopefully) a minority to join the happy throng on zwift. having enjoyed the outdoor company of more than one or two zwifties, i am aware that regular use of the online platform often results in noticeably improved fitness, but i find it hard to imagine that sitting on a stationary bicycle in a centrally-heated room while wearing a t-shirt in any way equates to slogging through horizontal rain on the north atlantic coast.
assuming each of the eight days is available to all, a daily quota of 62.5km is required to reach the total by the challenge's end. miss one day due to the weather, and that figure heads northward in excess of 87km. that, to which i can testify, is a bit more of a challenge and tends to adversely affect the number of brussels sprouts one can expect at dinner on 25 december. though winter weather conditions obviously vary from one country to the next and one hemisphere to another, that's just the way it is.
the festive 500 on zwift is just plain wrong.
wednesday 7 december 2022
..........................................................................................................................................................................................................the price of admission
though the majority of sports will cheerfully promise that the cost of admission is easily within the grasp of anyone hoping to participate, and by which i refer to the financial outlay, a bit like a new broadband contract, there are always hidden costs. cycling is scarcely without accoutrements, all of which will lessen the contents of your bank balance, but in this it is scarcely alone. though aldi's supermarket will apparently provide you with a set of golf clubs for less than £50, the cost of a quality set can nudge a tad more towards £1,000.
evans cycles, always a reasonable barometer of bicycle prices, features a road bike costing a smidgeon less than £300. it is not my business here to judge the quality of said machinery, but should you wish to join the nearest peloton, that would seem a reasonably amenable cost for an item that also doubles as a means of transport seven days a week. when was the last time you heard of anyone golfing to work?
of course, at that point, the accoutrements begin to rear their ugly and oft-times pricey heads. i live in a region particularly prone to being on the receiving end of horizontal rain and galeforce winds, and, as one wag mentioned recently, islay has two seasons: july and winter. so ownership of rapha's £340 pro team insulated gore-tex jacket makes a great deal of sense, but waterproofing can be had for considerably less. similarly, bibshorts, a garment that makes better and better sense the more frequently you ride.
though rapha would be happy to provide you with an excellent pair of powerweave bibshorts for a shade under £300, evans' pinnacle brand padded shorts (without the bibs) will provide change from a twenty-pound note.
arguably, if you've decided that the sporting millieu is definitely for you, it occurs that a pair of running shoes or swimming trunks might prove a bit more economic. then again, so-called petrol-heads can begin with karting, a helmet for which can prove to cost more than the evans bicycle mentioned above. and that's before you've found a kart to drive. but. as the old saying goes, 'the heart wants what the heart wants'.
then, of course, there's the opposite end of the spectrum, though i harbour doubts over how many of us are planning an attempt on the world hour record anytime soon, at a velodrome near you. i have it on good authority that filippo ganna's 3d printed record achieving pinarello (of which i believe it was necessary to create at least two examples) cost well over £60,000 each, to say nothing of hiring out the velodrome. sadly, such instances barely help make the case for cycling being an approachably economic sporting activity.
i would be inclined to cite italy's ganna as the ideal subject for the intended point of this discussion, but, to the best of my knowledge, none of the componentry that assisted him over those 56.792 kilometres emanated from vicenza. and in his road career, ineos' road bikes are outfitted with shimano's dura-ace. however, perhaps we can imagine a hypothetical individual of indeterminate means, rigidly adhering to velominati's rule #12 and outfitting the n+1 bicycles to be found in the bikeshed, with a selection of campagnolo's wheels and componentry. for many of us the very thought of the above would bring great reason for good cheer, particularly at this time of year.
given the rarefied likelihood of the above, there will hardly be too many spouses, significant others or friends with whom we'd all like to be associated, who are currently pondering just what to give those rare individuals as a christmas present that might suitably augment their vicenza fetish. but should they still find themselves in a quandary, might i suggest the latest, limited editions of campagnolo's big corkscrew. suddenly available in 24 carat gold-plate or 18 carat rose gold plate, individually these will set you back more than the price of a record twelve-speed groupset, or bora wto wheelset.
it is therefore decidedly difficult to persuade any velocipedinal aspirant that cycle sport is well within reach of their paypacket, when vicenza sells a corkscrew (and not even the eps version) at a cost of almost £1700.
campagnolo gold-plated big corkscrew
tuesday 6 december 2022
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