Saturday, 1 February 2014
Tuesday, 16 July 2013
AN APPROPRIATE BICYCLE - Pt. 27: EPILOGUE
We did
not ride as a team and there was no identifiable peloton. Team
Carlos-Weltschmerz did not have a sprinter in its ranks, and the circumstances
would not have allowed for one anyway. We stopped twice. I had wanted to stop
only once. Our attire was commanded by the cool weather, and so the
resplendence of our raiment could only be fully revealed on Brighton’s
waterfront when the cloud cover broke up and it became warm enough for short
sleeves. Only two of us could be seen to be wearing cycling shorts. Alcohol was
consumed. People had to push their bikes up steep hills. I didn’t even find
time to eat my sickly energy bar. (I did so later, which is how I can testify
to its nectarous property.)
I invented a challenge that wasn’t there, a race by
proxy. I roped in colleagues. I encouraged immersion. I stipulated behaviour,
imagined scenarios, avoided truths – deliberately. I focussed in on things. My
bicycle became something else – it was my bicycle, just for me, and it looked
the part.
The London to Brighton IS NOT A
RACE, but, descending down narrow leafy lanes, or riding through village high
streets with the field well spread out, there were moments – brief moments – that it felt… like how I
wanted it to feel. The act of it being relentless and unfolding, and of
happening quickly, was pleasantly rewarding.
Was my
obstinate insistence on riding a steel bike tenable? A case could be made,
should one feel the need to defend against it. Let’s be clear: for the most
part, I would have profited from riding a carbon bicycle. The course gradually
ramps up towards the South Downs. The roads gravitate upwards. Going up the
steeper hills, there’s no doubt that the inherent lack of density particular to
carbon would have been to my benefit.
On the levels, too, a carbon bike has the edge – unless
there’s a cross-wind. Then, the carbon rider will be required to expend energy
keeping their bike on course, whereas on steel (or aluminium), I imagine it’s
easier to hanker down and ride on throw it.
It’s on the descents that I might
feel a sense of vindication, almost by default. It’s not so much that I gained
from riding steel than my carbon friends lost out. I weigh a little over 10
stone – there’s only so much weight I can carry. On the descents, a rider’s weight
can contribute towards their forward momentum. Ergo, however aggressively I
might choose to ride, I’m inherently less capable of reaching certain speeds
than my heavier opponents. Under these circumstances, steel becomes my
leveller. Whereas their modern bikes aid them on the climbs, that will count
for nothing going downhill. My metallic form of propulsion, then, compensates
for its lighter load, allowing me to compete on the declines.
There aren’t a huge amount of
descents from London to Brighton, but there are enough to have rewarded my
sentimentality. It makes more sense, now, to think of all those people, on
often the most unlikely bikes, hurtling down country lanes, apparently fearless.
Mountain bikes, aluminium hybrids, BMXs and tourers were all giving it a solid
go and reached velocities that implied it didn’t really matter what material
one rides.
Even if I had wanted to ride carbon I couldn’t
have really afforded to; £440 doesn’t get you much on the carbon market. It
does – and did – buy me something half-decent in Columbus moulded steel, and a
very pretty bike to boot. Two pretty bikes, in fact, except I had to sell one
to fund the other. I would like to have kept the inimitable Carlos, but it was
not to be.
The Carlos left its mark on this project in other
ways, namely on my team’s name: Team Carlos-Weltschmerz. As silly as the
appellation might sound to some, the Weltschmerz
component was not as flippant as one might think: it summed up perfectly the
physical constraints of the exercise in hand: fantastical, nugatory and unsound.
Do I go
anywhere from here? Probably. Because of its geographical delineation, the
London to Brighton comes across as a greater test than it actually is; at 54 miles,
it’s not – or shouldn’t be – too much of a physical challenge. That’s not to
detract from the people who took part who thought that it was – and to an
extent, Ditchling Beacon is deserving of its fearsome reputation – but 54 miles
is little more than a ‘club run’ for many cyclists. There are people who cycle
from London to Brighton and back just as a fun day out. When I started all of
this, cycling in and out of London seemed like a big deal. Now I’m rarely
content with a loop of anything less than 30 miles. I’m not sure if I fancy
cycling all the way to Brighton and back, but I am thinking about heftier
challenges; maybe the 75 mile Sussex Surrey Scramble?
I don’t think I’ll begin to emerge as a
particularly good cyclist – above average at best. Despite a staminal tenacity,
I’ve never been strong or powerful enough to really excel at any sport, and I
respect those who can and do. Which is a shame because I think it must be a
great way to earns one’s keep. That said, it quite boggles the mind what professional
cyclists must go through – ascents ten times as long as Ditchling Beacon and
just as steep – and I can begin to understand why they sometimes throw up the
moment they cross the finishing line.
In truth, it’s an elite few who can push their
bodies to such limits. Even those cyclists who applied themselves from an early
age, and were fortunate enough to have the support, circumstances and
wherewithal to prosper, most of them never win a stage at a grand tour, and
content themselves with the role of domestique – or ‘water carrier’ – for the
duration of their sporting career. So as much as the peripatetic nature of
being a professional sportsman appeals, I guess it’s mostly hard work. But still…
Cycling
has brought with it an extra dimension of interest. It has reminded me of being
15 again, when I was consumed by football and troubled myself with all its
trappings. My favourite book back then was Simon Ingles’s The Football Grounds of Europe. I became obsessed with stadium
architecture, so much so that I used to design my own. I possessed at least
five football tops, three of which were Italian (Internazionale away, and Torino and Fiorentina home). I could name Everton’s preferred
first-eleven. I knew which country had won every World Cup and in what nation
it had been hosted. I even owned a pair of goal-keeping gloves. But I was 15
and at that age such behaviour is acceptable. You may even be lauded for it. I
am 38.
The Tour
de France is on. Chris Froome is the favourite to win. By the time you’ve read
this he may well have been crowned champion. Contador has yet to propose any
serious opposition. Valverde’s hanging in there. Cadel Evans looks well out of
it.
And
so has begun another flourish of enthusiasm akin to that which accompanied the
Vuelta a Espana last year and set me on my quest to find an appropriate
bicycle. I look forward to reacquainting myself with Gary Imlach. Gary Imlach
is as good a presenter as one could hope for – slick, amusing and well
informed. He should probably think about
letting go of his hair, and exhibits quite a hangdog kind of look, but what
does that matter?
I
like it best when I’ve been out drinking and I return home to top the evening
out with the Tour highlights and a beer. And then, the next day, I’m out on my
bike again, although a pain in my right knee is preventing me from pushing as
hard as I did through May and June. Cycling has become an inveterate interest, just
something I do, and only persistent injury and bad weather will stand in my
way.
Monday, 17 June 2013
AN APPROPRIATE BICYCLE - Pt. 26: FROM LONDON TO BRIGHTON
It is
04.55 and my bedside clock is emitting an urgent series of bleeps that will
crescendo into a sonic frenzy if I fail to intervene. If that doesn’t wake me,
then my mobile phone has been instructed to contribute its marginally less
tumultuous tone a minute or so later.
There is no need. I’ve had about six and half hours
sleep, but of an acceptable standard, it isn’t cold and I feel remarkably spry.
This is contrary to how I would normally expect to feel at this hour. It’s not
that I struggle with rising early – during my intermittent periods of
unemployment that have characterised these last nine months, I’ve been
habitually up by 08.00 and on the road for 09.30 – but any earlier than, say, 06.00
and I can find it all a bit menacing.
Not today, though. For breakfast I have pitta bread
stuffed with a whole tin of tuna, a glass of orange juice, and a cup of coffee.
This is in no way an exceptional start to my day, although I’d usually hold off
for an hour or so before making coffee.
I listen out for my neighbour and think I hear him.
When I’ve finished in the shower I can definitely hear him. I get dressed and
alert Mommersteeg of my near readiness. We are a little behind our agreed
schedule but I’ve only got to fill my bidon with EPO and H2O, and I’m primed.
Mommersteeg isn’t primed: his rear brake has
jammed. He tinkers with it and improvises a solution. We leave our respective
flats at 06.05, 20 minutes later than planned.
It’s
Sunday and an exiguous collection of vehicles stalk West London’s roads,
although there’s more traffic than one might expect for the time of day. As we
near Putney other cyclists begin to emerge from many directions, united in
purpose. By the time we’re descending Battersea Rise, they’re everywhere.
Team Carlos-Weltschmerz is supposed
congregate around Clapham Common Bandstand anywhere between 06.15 and 06.30. By
the time Mommersteeg and I pull up it is 06.40. The rest of the team are ready
and waiting and I respect their punctuality. Apologies are offered for our
tardiness, although we do point out the mechanical cause of our delay.
My team’s jerseys are looking good, but it’s a
little fresh and some of us are wearing outer garments and base layers. Only
Mommersteeg’s St. Raphael and Wenborn’s Château
D'ax Gatorade tops are actually perceivable, although Evans (S) is wearing a
long sleeve retro-styled Peugeot jersey over his short sleeved Café de Colombia
one, so really it’s only me and Gowland who aren’t visibly paying homage to
cycling’s past. We momentarily remedy this for an improvised team photograph.
Our allotted start time is 07.00 and it says so on
the rectangular pieces of paper the British Heat Foundation posted to us, along
with the edict that we attach them to our clothes. They are even coloured in a
peremptory coding, designed, I presume, to deter queue jumping. Our plan is to
join the event a little ahead of the starting line anyway, at the roundabout
where Nightingale Walk joins Nightingale Lane, to avert getting caught up in
the bunch. This strategy ensures that we are on the road for 07.00, eluding a
multitude of cyclists and delaying us no further.
It’s a token gesture. By the time we’ve hit
Bellevue Road we’ve lost sight of Mommersteeg and Gowland, who’ve been sheared
off ahead of the group via the medium of traffic lights and marshals holding placards
commanding us to pause. These signalling devices proliferate all the way along
Burntwood Lane, Garratt Lane, through Tooting and along London Road, and our
progress is mulishly slow.
After about 15 minutes or so, Gowland materialises
out of nowhere, smoking by the side of the road. He extinguishes his cigarette
and re-joins the group, but can’t enlighten us as to the whereabouts of Mommersteeg.
Now I’m torn between riding with Gowland and Evans (S) or catching up with
Wenborn, who’s slowly pulling away from the rest of us. I do my best to
fluctuate between the two, and collisions are only narrowly avoided. It is apparent
that I need to commit one way or the other, and my appetite for progress determines
the outcome.
It’s not really until we’ve reached Carshalton that
I’m able to settle into anything resembling a rhythm. Mommersteeg is still out
of sight, Wenborn looks like he might be going that way, and I can only assume
that Evans (S) and Gowland are somewhere behind me. As I turn right onto Pound
Street, with ponds to both sides, I can feel the tempo rising. The field is
starting to spread out a bit, and I push on unimpeded.
Suburban
now, and with about 11 miles covered I hit the first discernible climb. It’s
not a steep or long climb but the path is bloated with cyclists and everybody toils
to keep out of each other’s way. I think this is Woodmansterne Road and past
its humble peak the field begins to thin out again. I’m conscious of the fact
that I’m now averaging a fair speed (whatever that means) and the short descent
down the B278/Rectory Lane excites. I have little idea of how far I’ve travelled
or where everybody else is. I’m not particularly concerned; the sense of occasion
has me in its thrall.
Then there’s another short climb (up How Lane)
which is even more congested, although my legs feel fine – indeed, I’m churning
a relatively big gear to maintain the momentum and dodge the dawdlers. It
occurs to me that the allotted starting times bear no relation to a rider’s
capability or intent. Either that or I’m selling people short, for there are a
lot of well-worn bikes and inappropriate-looking cyclists keeping up a
respectable cadence, pinned with a colour coding corresponding to my own.
The
weather’s holding up nicely. Conditions are still cool and overcast but I don’t
think it will rain. There’s a complimentary stillness to the peloton, although
really it’s no peloton at all: just a mass of bikes steadily moving forward. It’s
a singular experience, this: people’s heads are down, nobody’s communicating. Dare
I say the atmosphere borders on the funereal? There are spectators gathered
here and there to cheer us on, but this is no London Marathon. These are transient
moments and the speed of travel spares us reciprocation.
Miles 14 through to 17 are uneventful, passing
through fields, pop-up barbeques and through small villages, and then breaching
the M25. I do, however, find Wenborn pausing at the top of Rocky Lane, waiting
for the rest of Team Carlos-Weltschmerz to catch up. He asks if we should wait
for the others, but it’s been a while since I’ve seen them so I advise we press
on. Still no sign of Mommersteeg.
There’s another climb at about 20 miles – Church Hill
– taking our elevation up to 430 feet (although we reached 577 feet earlier),
but it’s no great strain. On the other side of Church Hill is the descent down
Cooper’s Hill Road. It is fast and exhilarating, the tree lined banks of this
country lane creating a tubular effect, and the vicarious pleasure of the event
– in lieu of genuine Tour conditions – is gaining momentum. I’m surprised at
how fast most people are tackling these descents and the marshals admonish us
for our velocity. Some of the hairier corners are backed up with bales of hay
as a precaution.
I’m still just about keeping up with Wenborn. Along
the flatter sections – through Smallfield and along Redhill and Effingham Road
– I’m with him most of the way, and we talk of our progress, the distance left to
Turners Hill, and hotdogs. I’m absolutely ravenous and it’s very tempting to
stop for something to eat, perhaps at Burstow Scout Hut and to hell with the
schedule. Wenborn reassures me that there’s not long to go until Turners Hill. Then
he drops me and I’m all alone again.
Turners
Hill Road is the first climb deserving of our effort, and at the top is Turners
Hill. It’s taken us 30 miles (neglecting the distance any of us had to travel
to reach Clapham Common) and over 2 hours to get here. It has cost Wenborn 2
hours and 6 minutes, to be precise, or so says his Garmin computer. From that
we can deduce that it’s taken Mommersteeg – who, under the impression that he
was behind us all, sped on ahead – about 2 hours and 5 minutes, and myself about
2 hours and 7 minutes. Evans (S) and Gowland follow approximately 10 minutes
after that (or however long it takes us to lock our bikes, take a leak and buy
a cup of coffee). Using the Tour de France system to determine a Points
Classification, and assuming that we’ve completed a “medium mountain stage” (because I’ve now suddenly decided that this is how
I’d like to quantify our teams’s progress) the standings after Stage 1
are thus:
Points Classification after Stage
1
Mommersteeg: 30
Wenborn: 25
Evans (J): 22
Evans (S): 19
Gowland: 17
I hadn’t realised how long it would take to get out of London. I didn’t appreciate that, although the route to London to Brighton is closed to traffic, open roads would recurrently interrupt our forge to leave the capital. I assumed that our scheduled stop in Turners Hill marked the halfway point, but it is three miles more than that, and feels like it. The back of the route is firmly broken, then, and we reward ourselves with a light lunch.
Evans (S) and Gowland acquire themselves a pint of
ale to accompany their burgers made of beef. I had been resolutely anti-alcohol
but Evans (S) deliberately exploits my fondness for cycling’s heritage to point
out that alcohol was used to aid many a cyclist’s fortune back in the day. I compromise
and buy half a lager to accompany my sausage filled bap and think of Jacques
Anquetil some more.
There’s a church fete kind of
atmosphere all about us. Refreshments and sustenance abound, and a brass band
strikes up a tune. There’s no sense of competition amongst the massed, although
I wouldn’t say we’re overwhelmed with camaraderie either. People are friendly
enough but nobody’s checking out each other’s bikes, or admiring Team
Carlos-Weltschmerz’s sartorial elegance.
I identify a nice Chas Roberts road bike which I swear I saw on Gumtree a few months
back; it is coloured racing green with yellow bar-tape, so quite distinctive.
Why is nobody looking at my bike?
After about an hour we’re ready for Stage 2 of the…
race! I suppose that Stage 1 hasn’t turned out quite as I anticipated. There
has been no discernible peloton – just a chaotic conglomeration of riders
riding at varying speeds – and Team Carlos-Weltschmerz has struggled to keep together.
Consider our bicycles: Wenborn and
Mommersteeg have the lightest, most expensive bikes, and that’s paid off for
them. Conversely, Evans (S) is riding an aluminium hybrid with treaded tyres
and two panniers strapped to either side of the back wheel – with this in mind,
to be only 12 minutes down in the general classification is actually quite
respectable. Gowland’s bike is also made from aluminium but it has road
specific tyres and he’s not attached panniers. I fancy my steel bike to be more
congruous still, and that I’ve spent much of time stuck in the middle implies
that this could very well be the case. We resolve to try to stick together for
a while. Maybe we can start to help each other out?
It’s also decided that we’ll
reconvene at the top of Ditchling Beacon no matter how the next “stage” pans
out. I’ve come around to the idea of this two-stop strategy, not so much
because I like it but as a result of wanting to establish a rough general
classification. For this to work we need to follow the same schedule, which
means beginning the descent into Brighton as one.
Turners Hill debriefing
Team
Carlos-Weltschmerz climb back upon their bikes and within about a mile they’re
spread out again, along the same lines as before. I suppose if one’s riding a
Condor Squadra or a Specialized Roubaix it must be hard to resist the
temptation to see what it can do.
And then, somewhere on the approach
into Ardingly, just 4 miles on from Turners Hill, I pass Wenborn and
Mommersteeg fiddling at the side of the road. It doesn’t look like a puncture
is the problem because they appear to be playing with something in and around
the pedal area of Wenborn’s Roubaix. This is on a slight descent and I’m
travelling along the opposite side of the road, making good time. I would like to stop and help but can’t
fathom how to safely go about it. It occurs to me that Stage 2 must be a High
Mountain Stage, so whoever’s first up Ditchling Beacon would have to be King of
the Mountains. Like Javier Chacón sensing his opportunity, I decide to move up
gear – literally and figuratively – and see if I can put a bit of distance
between me and the rest of the bunch. I do not expect my breakaway to succeed.
A group
of riders in full British Airways regalia are vexing me. They look serious and
they sound serious. It appears they’ve made it their mission to take every
descent as recklessly fast as they possibly can, aggressively overtaking down
the right hand side of the road. Then, when the course starts to straighten out,
they slacken off, contradicting a physical mien that leads me to believe that
they could push harder if they so desired. This is frustrating because after
overtaking them on the flats I’ve then got to repeatedly deal with their
blustering antics whenever the road decides to take another tumble.
The next nine miles are all whirlwind, heat and
flash. I pass through Lindfield and Haywards Heath, and still no sign of either
Wenborn or Mommersteeg; the Roubaix or the Squadra. I’m riding “full gas” (I’ve
been dying to write that), taking on liquids regularly, and I look to have
freed myself from the British Airways mob. I feel champion. For a few miles I
make it my mission to follow in the path of an androgynous figure speeding
along on a Charge Plug fixed-gear
bicycle. When the road slings upwards, and my gears give me the edge, I find
someone else to hang to. I’m not looking for any assistance – just incentives
to drive me continually forward, like Javier Chacón.
It’s on exiting Haywards Heath – or
soon after – and riding up Fox Hill/Lunce Hill, that one catches the first
glimpse of The Beacon. It’s an
intimidating presence, although still some way off: about four miles. It looks
so sheer one cannot comprehend cycling up it. I start easing up in preparation,
although I’m very conscious of the possibility that Wenborn or Mommersteeg, or
both, may not be far behind.
Through Wivelsfield and the nearer I get the harder
it is to see how close The Beacon really is, for it is now obscured by trees
and buildings. Passing through Ditchling itself, and then along Beacon Road,
I’m incapable of discerning the precise moment the climb is supposed to kick
in. And then Ditchling Bostall – the road that ascends the beacon – is suddenly
there. So abrupt is its emergence that it takes me a few moments to decide it
is what it really is.
What I fear most is the presence of
other cyclists, and particularly those who will struggle to stay true. If I
come off my bike I know I won’t be able to get back on, for the road is too steep
and congested to allow for it. It is a serpentine trail, which is probably a
good thing for it obscures its length and therefore its potential duration. A
swerve to the right, a sharp swing to the left, and general windingness
thereafter. My cadence is steady and I’m happy with how the Romani is
responding. A tortured woman almost veers into me and apologises profusely, but
I manage to hold my course. The profusion of her confession means I don’t hate
her for it.
I pass a sign informing me that I have 800 metres to
go and cannot decide if this is a good thing or bad. When I reach the next sign
and it tells me that there’s still another 400 metres remaining I conclude that
it was probably bad.
A man is pushing his bike up on the right side of
the road, which is forbidden, or at least audibly discouraged via the medium of
megaphones. It’s a terrible effort to circumnavigate this dozy article, and I
have just enough breath spare to make him aware of this. He offers nothing in
reply, which means I absolutely loath him for it.
Sat out of the saddle, I reach the
top and pull into the maelstrom foaming at the side of the road. Approximately
1 minute later, so does Wenborn. I AM KING OF THE MOUNTAINS, but wouldn’t be
had Wenborn not suffered unspecified technical difficulties on the run into
Ardingly.
A few more minutes elapse and then Mommersteeg
emerges. The three of us have made it up Ditchling Beacon without dismounting. Another
5 minutes and Gowland shows his face, and Evans (S) soon after. They had to
alight about halfway up, and there’s no shame in that.
Points Classification after Stage
2
Mommersteeg: 30 + 15 = 45
Wenborn: 25 + 17 = 42
Evans (J): 22 + 20 = 42
Evans (S): 19 + 11 = 30
Gowland: 17 + 13 = 30
The
weather, which on Friday had been forecast in a very negative light, but by
Saturday had been revised to say it would be largely rainless, has very much
behaved itself today: light winds, overcast but dry, approximately 15°C. Now,
though, the wind and the rain have tuned up unannounced, and our sojourn atop
Ditchling Beacon is but a brief one. Plans to approach the final descent with
my jersey on display – for I’ve been wearing my Mavic technical jacket all the
way – are abandoned. What’s more, this act of meteorological sabotage decimates
the efficacy of my brakes. The flat ride over the top of Ditchling Beacon is
not as aggressive as it could, or should, be, and I spend much of it riding at
the back of the group alongside Evans (S) and Gowland. Wenborn and Mommersteeg
repeat their disappearing act and form yet another breakaway.
My brakes have recovered their
purchase in time for the descent down Coldean Lane, but the standing water
discourages me from freewheeling down this monstrously steep declivity.
Along the A270/Lewes Road, and the
terrain has levelled out. I pedal accordingly. I have since overtaken Evans (S)
and make it my mission to finish before, or with, Gowland. I pass as many
people as I possibly can and nobody gets past me. By the time Lewes Road has
morphed into Richmond Terrace and reached Grand Parade, we’ve all been siphoned
into designated bike lanes, demarked by railings and regulated by traffic
lights. There’ll be no sprint finish here.
Actually, as Madeira Drive widens,
there’s just enough time for a final turn of speed, and I’ve plenty left in the
proverbial tank. I collect my “medal”, find the Carlos-Weltschmerz support team
of one, wander about looking for the rest, and then remember that we’d agreed
to reconvene at the Concordia, where will I find my fellow riders in the
process of acquiring celebratory alcoholic beverages.
The final flourish into Brighton has been more akin
to an intermediate sprint or a time trial (this is all relative), which leaves
the Points Classification as thus:
Points Classification after Stage
3 – Final Classification
Mommersteeg: 45 +17 = 62
Wenborn: 42 + 20 = 62
Evans (J): 42 +15 = 57
Gowland: 30 + 13 = 43
Evans (S): 30 + 11 = 41
Turns out I overtook Gowland somewhere along the
A270 without even realising it.
Team Carlos-Weltschmerz
In terms
of General Classification, we deduce that Wenborn must have recorded the
fastest time. With regard to the Points Classification, it’s a draw between the
breakaway boys. As for who’s King of the Mountains there was only one
‘mountain’ (don’t laugh: Ditchling Beacon is as steep as Mount Ventoux, albeit
a tenth of the distance) and I was first up that – thanks to Wenborn’s technical
hitch – so that will be me. But there’s only room for one winner in the
five-man Carlos-Weltschmerz, and on balance that has to be Mr Wenborn. Well
done, Mr Wenborn – here’s your bottle of champagne, a furry ape holding a
banana, and some bizarre ceramic ornament, collectively worth a little over
£10.
We
then proceed to get quite drunk.
Wenborn receives accolades
Saturday, 15 June 2013
AN APPROPRIATE BICYCLE - Pt. 25: FINAL TOUCHES
I rode well on Sunday. I cycled
out to Chertsey, made the right calls at the junctions and roundabouts on the pre-planned
route back to Kingston, stopped for coffee, before then improvising a ride out
to Wimbledon, Wandsworth and Putney. 37 miles in all, but I could have done
more. It was reassuring.
This
was with one week to go before the London to Brighton itself. How does one
approach training so close to the event? I read somewhere that on the
penultimate day one should abstain from training altogether – take a day of
rest – and then on the day before partake in some light cycling. I’m happy to go along with
that, but what of the rest of the week? Should it be given over to a period of quiescence, or is it preferable to go all out and build up some muscle reserve? Or somewhere in-between?
I did
nothing on Monday, although it was hard to resist the temptation to do
otherwise. On Tuesday I took the bike on two laps of Richmond Park, then
another half lap to catapult me towards Wimbledon. 31 miles in all and, again,
I felt capable of riding farther. Went for a run on Wednesday, to rest the
muscles employed for cycling and to test my stamina, then went bouldering in
the evening.
Thursday
presented me with something of a dilemma. I was decided in favour of cycling
but was not sure how hard to push. I wasn’t even certain how much progress I’d
really made with regard to my fitness since that jaunt out to Box Hill. My laps
around Richmond Park had proved inconclusive. I was averaging 22 minutes in a
counter-clockwise direction, although my methods of timing were imprecise. For
example, on my first attempt I noted that it was 09.46 when I began my first
lap, 10.08 as I finished, and 10.36 on completion of the second. My other
circuits of Richmond Park yielded identically vague results.
In
an anti-clockwise direction my laps came out at 23 minutes, although they felt
no slower. In all instances I had to cycle into a headwind for at least a
couple of miles of every 6.7 mile lap. From what I can tell, these times are
just – only just – about acceptable if one takes into account the weight of my
steel bike and the added wind resistance, but I’d like to be recording better. But
then that’s how it goes sometimes, without the adrenaline of ‘the event’ to
spur you on.
In the
end, I rode 33 miles on Thursday in a bizarre improvised loop that saw me
cruise through Kingston, Wimbledon, Tooting Broadway, Streatham, Brixton,
Vauxhall, Pimlico, High Street Kensington, Shepherd’s Bush, Acton, Ealing
Broadway and Brentford. On Friday I rested, and drank a little because I
thought it might help me sleep better on the Saturday. And because I thought it
was what Jacques Anquetil would probably have done.
On
Saturday afternoon I readied myself. I’d passed my expendable baggage to my
colleague, who would be travelling down to Brighton on the Saturday as part of
Carlos-Weltschmerz’s limited support crew, so it was simply a matter of
organising my attire, cleaning the bike, ensuring I had the requisite tools in
case of a puncture, and preparing food and drink for the ride.
I wasn’t
nervous or anxious, but I was alone and emotionally perplexed. The weather forecast
for Sunday made for grim reading: heavy rain, 12°C, southerly winds – almost as
bad as one could expect for the time of year. Forecasts – especially those put
out there by the BBC – are not to be trusted, so I wasn’t overly concerned
about that. I still felt weird, although I didn’t think it weird that I felt
weird, because when one is faced with a weird situation one often feels a bit weird.
To feel any differently would be weird.
It’s been almost nine months
since I made the psychological commitment to cycling, to riding the London to
Brighton, and, most importantly, of finding the appropriate bicycle. And herein
lies the crux: if I’d already owned an acceptable vehicle then I wouldn’t have
bothered writing any of this. Finding the right bike – and bear in mind that I
was set on steel from the off – was more important than all the rest.
The
reasoning is not simply utilitarian; it is aesthetic
too. To succeed in my venture asked that I connect with something
mythical, a beast worthy of my attention. I wanted a bike that was pure in its
design, that was functional and at the same time beautiful – beautiful as a
result of it being functional, like a Supermarine Spitfire or an E-Type Jaguar.
It had nothing to do with being retrospective for the sake of being
retrospective: it was the classic geometry I was after – not a Brookes saddle,
brown leather bar-tape, or down-tube gear shifters (which I’ve got, whether I
like them or not).
If that’s
all it was about then why bother with the London to Brighton component? There’s
no point finding a peculiar bike if you’re not going to ride it, and there’s no
point riding the same bike if you’re not going to get something more out of it
– otherwise I’d have been satisfied pootling about on the Jamis.
That’s
not the whole story, though, because I’ve been defining this mission in
combative terms. I’ve constantly referred to the London to Brighton as being a ‘race’,
even though it’s not, and I’ve talked of pushing my colleagues to their limits,
and of riding in a line and orchestrating breakaways. I’ve obviously got some
sort of competitive issue although I’m pretty sure it’s against myself. I’m by
no means a sore loser and my sporting exertions are rarely structured - meaning
I don’t even need to be. But I do like there to be a point to my physical
meanderings.
Why?
Ask Javier Chacón. Why is he prepared to suffer for so little reward? Poor Javier Chacón…
Friday, 7 June 2013
AN APPROPRIATE BICYCLE - Pt. 24: 'BEHOLD MY CHART OF ACCOUNTS'
Some people despise cyclists, or
least that’s what they say. Others maintain that it’s only certain cyclists
they don’t like – namely, the ones who wear Lycra (as if it’s okay to abhor
some cyclists but not others on the basis of what they wear). Do people really
think like that? It might just be the Media, pitching the yob in his/her white
van against the snob on his/her bike: a class war played out on our roads where
the unreconstructed working “man” goes up against the middle class hobbyist. Having
no particular affiliation with either hierarchical faction, I’ve hitherto been
able to observe this supposed conflict quite dispassionately. I’ve tried to
keep right out of it. However, my increasingly severe attire makes this more
and more difficult, and the perception could be that I’m now down with the
bourgeoisie.
I am
polite as I can be towards the responsible motorist, but won’t hesitate in
hurling vituperation toward the cyclist who considers it beyond them to
indicate. A failure to indicate is a very dangerous thing regardless of the
nature of the vehicle intending to turn, although I think it should be noted
that the motorist’s negligence has a potentially more devastating impact than
the cyclist’s. Still, one group doesn’t seem to flout the rules any more or less
than the other, and if there is much antipathy amongst those who share the road
then one would be wise to perceive it evenly. (In my opinion, the most
dangerous obstacle from a cyclist’s point of view is actually the pedestrian,
but I’ve dwelt as long as I want to on the subject of road safety; I’m more
concerned with the characteristics of my fellow cyclists, whether we share
common traits and if I should be offering my support.)
I decided that it might be fun to
use some sort of cycling computer to gauge my speed, distance travelled, and
all that malarkey. I don’t think this sort of stuff should be considered
mandatory for one to enjoy cycling to the full, but I must admit to revelling
in the statistics Wenborn collated from his Garmin after we’d cycled to Box
Hill and back (averaging a speed of just over 17 mph, for instance).
About a
week prior to ordering the Foster Grant glasses, I stopped off to study eyewear
in a cycling dealership west of Kingston, and wish I hadn’t bothered. All the
glasses sold by said dealership are kept under lock and key, so I had to
request access from whoever could permit me access. Some lugubrious middle-aged
man was tasked with the job and I wondered if his dour façade reflected genuine
tragedy. The glasses did not suit regardless.
I had not
thought much about this particular incident and have since returned to the
Cycling Dealership West of Kingston to analyse helmets (and was then offered
more friendly female led assistance). Out of convenience, and also by way of
thanks for unwittingly allowing me to conduct research in their store, I
returned to The Cycling Dealership West of Kingston with an intent to buy the Cateye Strada 8 – a wired computer
capable of recording current speed, maximum speed, average speed, total
distance travelled, trip distance, second trip distance, and elapsed time. Among
its other features are a programmable odometer, auto stop/start function, pace
arrow and an auto power-saving mode. It retails at the CDWoK for £26.99, which
I’m given to understanding is perfectly reasonable for something of this
specification. (I always assume that the CDWoK charge above the market rate,
but their pricing policy tends to be quite fair.)
I was
concerned as to whether the Cateye Strada 8 could be securely attached to my
quill stem for I am pushed for space along my handlebars, and the quill stems
are not shaped like threadless stems whose parallel dimensions are more conducive
to the mounting of accessories. I asked for advice and got it. The marginally
less lugubrious gentleman who served me thought it would probably work, but I
elicited from him his permission to return the goods if I found them to be
incompatible.
I might
have been able to make it work but I fancy the threaded Cateye Strada
flex-tight clamp would have been placed under some duress. That aside, the
computer itself did not appear to slide in and out of its mounting bracket the
way it’s designed to. I couldn’t get it to connect at all, in fact, so returned
to return the goods that I had been assured were returnable.
I was
looked at with some suspicion when I asked for my refund (although he hardly
looked at me at all). ‘Why?’ was the response. Not the same gentleman, but this
guy’s demeanour suggested torpor and despair were company policy at the CDWoK. I
explained my predicament and, without a word, the man eviscerated the packaging
and began about trying to fix the computer upon its mount. He did so, but not
without some struggle, and then failed completely in removing it again. There
was no question of not returning my money now. He even offered a hint of a
smile as he handed me back the cash.
The CDWoK
allows you to ‘meet the staff’ on its website, although only about half have
been allocated facial imagery. I can’t therefore identify the guy who sulked
his way through showing me the Northwave glasses, but can tell you that the man
who barely uttered a word whilst gradually providing me with a refund is in
fact the Store Manager. Way to go, boss man.
I would
like to point out that all my other dealings with the Cycling Dealership West
of Kingston have been reasonably positive. I allude to the sullen few not to
put people off of shopping there (if you can indeed deduce the company in
question) but merely to entertain the hypothesis that these people might be
representative of the industry as a whole.
So are
they? A prerequisite for the job is certainly a fondness for cycling, although
not necessarily of the road orientated kind, and the CDWoK do co-sponsor a
modest cycling team. On the other hand, in-store there’s almost as much emphasis
towards triathlons, and those online profiles point to sporting interests
amongst the staff stretching well beyond that – skiing, football, even golf.
I suspect
it’s the people who shop in the CDWoK who might feasibly be more indicative of the scene. I’ve witnessed a few horror
shows, too: customers discussing, in great detail, their cycling exploits with
the staff, whilst stood in full racing gear, helmets on and everything. But you
get berks like that in all walks of life, don’t you?
I decided against re-investing in
another computer. As much I was enthralled by the idea, it was an expense I
could not presently uphold – maybe something for the future.
And I
finally sold my Uvex helmet – for £25, making a loss on the postage I’d paid to
receive it – and was determined to sort out a replacement as soon as possible. This
I had almost done when I’d identified the Louis
Garneau Le Tour or the Kask K50
as potential new helmets, but held firm with my policy that required that I’d
have to sell before I could buy. My budget set at £50, I’d had no luck finding
the Louise Garneau Sharp or Giro Savant in any sale, on-line or otherwise, so
had given up on them. The Louise Garneau Le Tour retailed at £44 from Evans
Cycles in what seemed to be an exclusive deal. The Kask K50 cost more but could
be found on-line for roughly the same. On balance, the Louise Garneau helmets
had proved to offer a more reliable fit, so I bought the Le Tour – in all black
because the white version was marred with silver streaks. Christ knows how much
it costs to make these polystyrene head garments, but I suspect very little.
I hesitate to incorporate the
cost of footwear into my budget for I’ve not procured anything cycling
specific. Instead I’ve bought a pair of Nike
Circuit trainers. Their sole is shallow and fairly stiff. They are narrow
fitting, low set, and the front is shaped in accordance with my toe clips. And
they are white. But I shall say no more about them because they’re not strictly
relevant here.
That’s it:
I have my tools needed for the job and can finally start unsubscribing from all
the cycling websites that flood my email account with homogenous offers day in and
day out. I shouldn’t complain because they’ve helped me to equip myself at a
time of financial strain. I don’t really feel like I’ve had to compromise on
quality either. There’s nothing I regret buying and little I would do
differently. The Mavic jacket in particular has proved invaluable, and you
wouldn’t believe how happy those Zefel toe straps make me.
So behold my chart of accounts:
Bought Items
|
Make/Model
|
Source
|
Value/£
|
Cost/£
|
Bike
|
Carlos
|
Vintage Bike Cave
|
295.00
|
295.00
|
Jersey
|
Descente - Spira
|
Ebay †
|
15.88
|
15.88
|
Jersey
|
Solo - Heuvel
|
Ebay †
|
70.00
|
29.50
|
Bottle cage
|
Elite - Ciussi
|
Halfords (Twickenham)
|
7.99
|
7.99
|
Water bottle
|
Elite - Cincio
|
Halfords (Twickenham)
|
5.99
|
5.99
|
Cycling shorts
|
Altura - Cadence
|
Evans (gift)
|
24.99
|
24.99
|
Gloves
|
Altura - Classic
|
Evans (Waterloo)
|
16.99
|
16.99
|
Saddle bag
|
Ortlieb - Micro
|
Unknown (gift)
|
18.50
|
18.50
|
Co2 inflator
|
M: Part - Micro
|
Bicycle (Richmond)
|
10.99
|
10.99
|
Jacket
|
Mavic - Sprint
|
Ribble (on-line) *
|
110.00
|
51.26
|
Socks
|
Mavic - Race
|
Cycle Surgery (Fulham)
|
8.99
|
7.19
|
Jersey
|
Caisse D'Epargne
|
Ebay †
|
N/A
|
15.22
|
Jersey
|
Carlos-Galli
|
Ebay †
|
N/A
|
12.49
|
Front light
|
Lezyne - Femto
|
Evans (Kingston)
|
12.99
|
12.99
|
D-lock
|
Kryptonite - Mini
|
Tredz (on-line) *
|
44.99
|
29.54
|
Bike
|
Romani
|
Vintage Bike Cave
|
475.00
|
445.00
|
Helmet
|
Uvex - i-vo
|
Ebay †
|
44.99
|
29.99
|
Jersey
|
Santini - La Vie Claire
|
Prendas Ciclismo (on-line)
*
|
49.99
|
49.99
|
Gloves
|
Mavic - Espoir
|
Hargroves (on-line) *
|
20.00
|
13.30
|
Eyewear
|
Foster Grant - Tolerance
|
Foster Grant (on-line) *
|
26.00
|
17.42
|
Leather toe straps
|
Zefal - Christophe
|
Cycle Store (on-line) *
|
11.99
|
9.99
|
Cycling shorts
|
Santini
|
Prendas Ciclismo (on-line)
|
39.95
|
25.00
|
Socks x 2 pairs
|
Mavic - Century
|
Slane Cycles (on-line) †
|
22.00
|
18.98
|
Helmet
|
Louis Garneau - Le Tour
|
Evans (Brentford)
|
44.99
|
44.99
|
Footwear
|
Nike - Circuit
|
Sports Direct
|
46.99
|
33.00
|
Sold/Returned
Items
|
||||
Jersey
|
Caisse D'Epargne
|
Ebay
|
N/A
|
-41.53
|
Jersey
|
Carlos-Galli
|
Ebay
|
N/A
|
-10.00
|
Bike
|
Carlos
|
Private
|
-295.00
|
-325.00
|
Gloves
|
Altura - Classic
|
Evans
|
-16.99
|
-16.99
|
Helmet
|
Uvex - i-vo
|
Gumtree
|
-44.99
|
-25.00
|
TOTAL
|
1,068.22
|
823.66
|
⃰ Free Shipping
† Amount paid includes the
cost of post & packaging
As you can see, I’ve made a decent saving, be it through purchasing on-line, selling items at a profit, or finding things in various sales. I’ve actually spent less than £823.66, as many of my acquisitions were gifts, but there seemed little point reflecting that in the figures because the point of the chart of accounts is to portray a sense of the savings there are to be had.
The outlay on accoutrements alone is £394.49, but bought new or undiscounted they would have cost me £546.23. This isn’t including the articles I bought and sold or had refunded, or the trainers: it represents the cost of the accessories alone and the clothing I kept. This should give you some sort of idea of what anyone new to cycling might need to spend after they’ve shelled out for a bike.
Of course, some might argue that I’ve not bought enough. I’ve figured that three jerseys, three pairs of socks and two pairs of cycling shorts will suffice, but it probably won’t – I regularly have to employ the use of regular socks and I’m constantly washing the rest. A computer might be deemed essential for anyone who’s serious about cycling, and I’ve certainly not invested in the attire necessary for winter riding.
There are other costs, too, that I’ve not counted. I recently spent £10.19 on some SIS ‘GO ENERGY’ carbohydrate drink mix (or EPO, as I’ve taken to calling it – it’s potent stuff) with a free 800 ml bidon thrown in, and I will surely be buying further supplements to take during the course of the London to Brighton. But if I included consumables such as these, where would I stop? Should I factor in the extra eggs and mushrooms I’ve been buying to make large omelettes, or the almonds and cashew nuts to eat in-between meals? Nor did I factor in the expense of the services rendered at Crown Cycles, for such costs are on-going and part and parcel of owning a bike.
You should get the picture. You should understand that you could kit yourself out for under a grand – that’s presuming you’d rather a half decent second-hand steel bicycle. If you’d prefer to ride a new (or carbon framed) bike then obviously this equation doesn’t quite work, but the cost of accessories could remain about the same. Look into it.
Labels:
Descente,
La Vie Claire,
Lezyne,
Louis Garneau,
Mavic,
Ortlieb,
Prendas,
Romani,
Santini,
Vintage Bike Cave,
Zefal
Location:
Hampton Wick, Greater London, UK
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