Tuesday, May 8, 2018

Michigan Steelhead Ride II - Riding the Spine

Some readers might recall last Spring I took part in an early season vintage bike ride in Michigan, dubbed the Steelhead Ride (after the steelhead trout). This past weekend my friend Jim T., who organized the ride last year, had a "sequel" ride of sorts that followed the White Pine trail in Western Michigan - a trail some of the locals call "The Spine." I was happy to have the opportunity to make the trip from Akron to Grand Rapids so I could join in the fun again.

The White Pine Trail is a converted Rail-to-Trail that runs over 90 miles north and south through Western Michigan - from Grand Rapids to Cadillac. Though the majority of the trail is paved, there are sections of it that are dirt and gravel, and a little bit of a challenge on skinny road tires. Riders were encouraged to choose their bikes and tires accordingly. The route was chosen so that we'd get a full metric century - 62 miles - though in the end, most of us finished up with around 64 miles.

Having about a 5-hour drive from Akron to Western Michigan, Jim was kind enough to let me stay at his home for the weekend. The hospitality was excellent. I left right from work on Friday and arrived around 8 pm, where I found his wife, Maureen, had a bowl of spicy chili and a beer waiting for me. That was a great welcome.

Although Thursday and Friday had seen a lot of rain and strong winds, Saturday morning we got up to find ideal riding weather. Whoever had suggested moving the ride from April to the first weekend of May made a good call. We had brilliant sunshine throughout the day, with temperatures starting out around 60 in the morning, and ending up in the high 70s by the afternoon.

Our group gathered and headed out from Jim's house, which is just a few miles of road riding from the trail. The ride took us through the quaint and picturesque little town of Rockford, which has numerous shops, restaurants, and watering holes. It was a bustling place, and we saw a lot of groups such as wedding parties taking pictures by the riverside and its waterfall. We also passed through a few sleepy little villages, including Howard City where we stopped for lunch.

That looks like Gordy V. (on the right) and Marc I. on one of the paved stretches of the path. There's somebody behind Marc, but I can't tell who it is (unless Marc has a third arm I hadn't noticed before).
Tim, Steve, and Jason P. (from front to back)

Nice picture of the group on the trail. Tim Potter is apparently way better at taking pictures while riding than I am. (thanks, Tim)
Sand Lake is a sleepy little town. I understand they have a pretty nice 4th of July festival, though.
Howard City is dead quiet on a Saturday afternoon. I was standing in the middle of the main intersection when I took this. I didn't have to hurry.
After lunch in Howard City. The Pizza Cafe had good sandwiches and a friendly waitress. Not another soul entered the place the whole time we were there. The pizza place and the bowling alley across the street were the only places that were open. (photo from Tim Potter - or more accurately from the gregarious Harley rider we met there in town who used Tim's phone)
That's Skip M., Tim, and Mark A. (from left to right) on the gravel. 

And Marc on his Hunqapillar, and ride organizer Jim on his green Colnago.
Unfortunately I didn't get great pictures of all the bikes on the ride (sorry - I hope nobody feels slighted), but here are a few pics that came out pretty good.
Skip had this '60s vintage Peugeot PX-10 in the classic white/black (photo from Tim Potter).

Gordy brought this P G Wells - a framebuilder I'm not familiar with, but I believe he was a custom builder in Michigan (photo from Tim Potter).

Jason had this '80s vintage Miyata. Its red paint absolutely gleamed in the sun. He had some cool drillium chainrings on it, too.

Steve brought this great old Pogliaghi. We were all admiring the metallic orange paint with yellow accents.

Tim had this Louison Bobet which he had converted over to 650b. The burnt orange paint with cream panel and bands, and fantastic pinstriping made this one another favorite on the ride. This really got me thinking I need to find a nice old French bike and do something similar.

Marc (of the Simply Cycle blog) brought his Rivendell Hunqapillar. With those tires, Marc was probably thinking "Gravel? What gravel"?
I chose to ride my green and white Mercian with the barber pole paint scheme. If there had been any threat of rain, I might have taken my Rivendell because it's equipped with fenders. Given that there would be sections of gravel, I installed the fattest tires I could fit into the Mercian. It turns out that the frame was only built to accommodate 25mm tires, though it can handle 28 without any trouble. I decided even 28mm wasn't going to be enough. On a whim, I took some 32mm Paselas off another bike just to see if they'd fit. They did. I had no more than 1/8 inch on either side of the rear tire between the chainstays, and less than that under the rear brake. I also had no more than 1/8 inch of clearance under the front brake. All in all, had there been mud, it could have been a problem - but with the trail dry under full sunshine, it worked out fine. On the gravel sections I felt great and the tire volume really kept the vibration to a minimum.

Somehow, this was the only picture I got of my own bike.
Can't get any tighter fitting than that.

We encountered this little guy towards the end of our ride. He'd been riding with his parents, then when our group approached, he took off like a solo breakaway. His little bike probably only had 12" wheels, but he was making the most of them.

The White Pine trail is quite flat for most of its length, but I think Jim knows that I come from an area known for more hills (I've said repeatedly that it isn't a proper ride without a good hill climb) - so I think it was at least partly on my account that he worked at least one solid hill into the ride. In the last few miles of the route, there was a pretty steep road that crossed the trail. Some opted to skip the hill, but about half gave it a shot. We rode down to the bottom, then turned around to take it to the top. I'm guessing it was at least 15% grade in the steeper sections. Made me feel right at home.

We got back to Jim's late that afternoon where a big pot of sloppy joes, potato salad, watermelon, and beer were waiting for us - once again, courtesy of Maureen. It was a great way to end the ride. The gang hung out for a while afterwards with most of the conversation being bike related, with occasional dips into the serious (like solemn rides of silence) and occasionally to the absurd (like unconventional wart removal methods).

Although 5 hours is a long way to drive for a bike ride, it was great to get together with friends and make some new ones. All told, it was an excellent weekend visit. Jim's already giving thought to hosting a ride for next year with another route. If I have a suggestion, it might be to explore some of the (many) dirt and gravel roads that seem to abound in the mitten state.

Thursday, May 3, 2018

Ben Lawee Designed

If you were riding good lightweight multi-speed bikes (or ten-speeds, as we called them) back in the 1970s or '80s, there's a good chance that a guy named Ben Lawee had some connection to the bike you were riding. Lawee was an importer of a lot of popular brands from the bike boom of the '70s, up through the early '90s, and he took an active role in designing or spec'ing many of the bikes he sold. He had a good eye for quality and a good read on the marketplace.

According to several sources, Lawee was born in Iraq in 1926 and took a cargo ship to the US while still in his teens. He went to Columbia University in New York before moving to the West Coast as a sales representative for Joannou Cycles. That was Lawee's introduction to the bike business, and in 1959 he bought the Jones Bicycle Shop in Long Beach from its founder and namesake, Frank Jones. That shop had originally opened in 1910, and Lawee expanded the single shop into a multi-store chain. Though eventually sold off to other owners, the last of the Jones shops just closed in April of this year.

Some say that Lawee wasn't satisfied with the quality of bikes that were coming into the shop, so he got into the business of importing them himself. He imported Legnanos and Bianchis from Italy, Raleighs from Britain, and Motobecanes from France. His influence was probably greatest with Motobecane, for which he was the US distributor. Lawee helped make Motobecane one of the best production bikes coming out of France in the '70s. In a recent thread on the Classic Rendezvous group, many people who were in the bike biz back in that decade remember that the quality of Motobecanes -  brazing, alignment, paint, and component choices - was generally a step above the competition, and that probably had something to do with Lawee's influence. I recall reading in the blog from Velo Orange that Motobecanes were also a favorite of that company's founder, Chris Kulczycki. Many vintage cycling fans have fond memories of the brand's black, red, and gold color scheme, which is generally considered a true classic look. Under Lawee's guidance, Motobecane was also one of the early adopters of Japanese components which generally worked better than the more traditional European-sourced parts from the same period.

Motobecane Grand Record image from the '73 catalog. The bike came with a mix of French parts and Campagnolo derailleurs. The black and red with gold accents was (and still is) a great look. They also had the Grand Jubilee (with Huret Jubilee derailleurs) that came in almost the reverse scheme - flamboyant red with black panels, and the gold accents.

The real lust-worthy machine was the Team Champion - all orange like the bikes used by the Motobecane Bic team. The catalog makes sure to point out that Luis Ocana won the Tour de France on a bike like this, but it's generally accepted that Ocana's bike was built by someone else and only painted/decalled for the sponsor. The rest of team probably rode actual Motobecane-built bikes though. These were truly limited production and had really nice hand-built details (catalog image from Bulgier.net).

Early in the 1970s, Lawee created a new brand - Italvega (the name could be translated to something like "Italian star," but the catalogs said "The brightest star of Italy"). The frames were built in Padua, Italy by the Torresini shop, with components picked by Lawee. Torresini was the same shop that built the Torpado brand (that name roughly comes from abbreviating TOResini PADua). Italvegas have a fairly small but devoted following, as the bikes were nicely made and equipped, but most models generally don't command super high values in the vintage market, so they can be great bargains.

Scan from the 1976 Italvega catalog. The top-of-the-line Superlight was all Columbus tubing and Campagnolo and Cinelli components. Many of the components, such as the crankset and the brakes, were drilled out -- drillium right from the factory (photo from Bulgier.net). It's worth pointing out that Torpado also offered a model called the Superlight that was similar - but Lawee's Italvega version was distinguished from the Torpado by going much farther with the drillium.

There is a great set of pictures of this model on the ClassicRendezvous site.
Just like Eddy. I personally get a little squeamish about drilling brake calipers, though these holes were rather small (but they had to count them all. Now they know how many holes it takes to fill the Albert Hall).

By the end of the '70s, Lawee moved his Italvega production to Japan, and at that point the name was changed to Univega. Most Univegas were built by Miyata, at least through the earlier half of the 1980s, but specifications were generally picked by Lawee to distinguish them somewhat from Miyata models. Some time in the mid '80s production started to move to Taiwan, but the earlier Miyata-built bikes are generally more desirable.

Early on, the Univega line was still very similar to the Italvega lineup, even keeping many of the same model names. Over time they started to diverge more. In this 1984 catalog, you can see the Specialissima - an Italian-sounding name on a Japanese grand touring bicycle that was pretty similar overall to the Miyata 1000. Nice bikes, if you can find them today.
Ben Lawee's impact on mountain biking often gets overlooked, but he truly deserves a share of the honors for introducing inexpensive (under $1000) production mountain bikes. Along with Specialized's Mike Sinyard, Lawee saw the appeal and market potential of mountain bikes fairly early on. In the same year that Specialized introduced the original Stumpjumper (priced around $850), Univega introduced the Alpina Sport (priced around $650, maybe less).

This near-mint original condition Alpina Sport was spotted on eBay earlier this year (seller "thoures"). Like the Stumpjumper, it spawned a whole range of mountain bike models, and a lot of competition.
Although Italvega production moved to Asia and became Univega, Lawee took another stab at Italian-built bikes with the Bertoni brand beginning around 1980. It's a little unclear what shop actually built the frames. I've read posts on some of the forums online that the Bertoni bicycles were built by Bianchi, but I don't necessarily believe that is true. Build details on most Bertonis that I've seen - such as the seat-stay/seat-cluster area - don't match up at all with Bianchis from that era. More than likely, those claims stem from the fact that Lawee had previously been a Bianchi importer. I'd say it's possible that the bikes were sourced from a couple of different contract-building shops, depending on the year or the model. BMZ/Biemmezeta is one such shop that comes to mind. Billato is another possibility - but in any case, I'm just taking some guesses. At least one model was almost identical to one from Daccordi, while another had an aluminum frame that was pretty clearly built by the same shop that built Vitus aluminum frames (which were marketed under numerous brand names).

Bertoni bicycles mostly had Columbus tubing and investment cast short-point lugs. Rounded seat-stay tops (on most models) joined at the rear quarters of the seat lug. They were a little lighter on flash (no drillium) than the Italvegas, but things like chrome forks and chainstays were available. Like most Lawee designed/spec'd bikes, they offered good bang for the buck.
So, how does this story end?
from BikeForums.net

Ben Lawee retired from the bike business in 1996 at age 70 when he sold Univega to Derby Cycles, the parent company that also owns Raleigh. As far as I can find, the brand is no longer available in the U.S., but it is still active in Europe and the U.K. The current Univega website mentions Lawee in their "History" page, but they incorrectly claim that he started Univega in the early '70s without mentioning that the brand actually started out as Italvega. Lawee died from stomach cancer in 2002, but his influence on the bike industry is worth remembering.

Tuesday, April 17, 2018

Major Taylor - What's Your Wild Rabbit?

At the end of the 19th Century, bicycle racing was arguably the most popular sport in America, and without a doubt, the greatest athlete of the day was Marshall "Major" Taylor - a man who battled against the odds to become a multi-record holder and World Champion. Most recently, Major Taylor has become the subject of a really cool advertisement for Hennessy, the latest installment in what has become known as their "Wild Rabbit" campaign series featuring the slogan "Never Stop. Never Settle."

At the start of the 20th century, he may have been the most famous athlete in the world.
Earlier installments in the ad campaign have featured race car driver Malcolm Campbell, who broke numerous land speed records in the 1920s and '30s, boxer Manny Pacquaio, and the Piccard's - father Auguste (first person to reach the stratosphere) and son Jacques (first to reach the deepest depths of the ocean).

The latest spot, which seems almost more like a mini movie than a commercial, features Major Taylor who had attained such a level of prowess that one could argue that his toughest competition was himself.

The ad opens with a race in a packed velodrome where we see Taylor destroying the competition. The pace is exciting, and the filming puts us right into the mix.

Then, as Taylor makes it to the front of the pack, he finds himself alone . . .

The velodrome and the cheering crowds fade away. . .

Then the scene alters and he's transported into an increasingly dark and ominous dream sequence.

By the end of the spot, Taylor is brought back into reality, but I won't reveal the cool twist - you'll just have to watch it for yourself.

There are three versions of the commercial - at 30 sec., 60 sec., and 90 sec. I have the full 90-sec version linked below. In addition, there is an interesting little "making of" (Making Major) video that might be worth watching.

It's a beautifully shot and executed piece of commercial cinema - Enjoy!

Thursday, April 12, 2018

12 Speeds - You Know Where This Is Going

Well, they did it. Your "Goes to 11" drivetrain is now obsolete, as Campagnolo this week has introduced the first 12-speed drivetrain for road bikes. We knew it was going to happen eventually, right? I mean, it's been a whole ten years since they introduced the Nigel Tufnel-pleasing 11-speed system, which was about eight years after the introduction of 10-sp. And 9-speeds had been introduced by Shimano just four years prior to that. (Shimano had arguably kicked off this arms race by getting us into 8 speeds in 1988).

Okay, if you're like me (and if you're reading this, there's a good chance you are) you probably don't have an 11-speed setup. You may not even have progressed past 8 or 9, and you probably aren't feeling a major lack in your life as a result. Also if you're like me, you probably wonder about the benefit of cramming more and more cogs into the limited real estate between a bike's rear dropouts. Whether it makes sense or not, 12s are here, and there's no question that Shimano will have to respond in kind with their own 12-speed system within the next year or so. SRAM is practically already there, having recently introduced a 12-speed MTB system designed for use with single-chainring cranks.

12 speeds. Go ahead and count 'em. You know you want to.

In a short 1986 film about the Taylor Brothers, the builders of some truly fine British bicycles through the second half of the last century, Jack Taylor can be seen lamenting the state of racing bikes of the mid-80s with their 7-speed freewheels, saying that in his day they only rode 4s, and that 5s were already too many because it put the chain too much out of alignment. Just too many gears, he said, "you don't know which one you're in." I think a lot of us who cut our teeth on 5s and 6s would argue there's nothing excessive about them, and that 7s are probably just about perfect. But at some point, adding more gears just becomes gratuitous.

I have several bikes in my collection that have only 5-speed freewheels (and only 120 mm between the dropouts) and a couple with 6 or 7. The non-retrogrouchy commuter I've been using has an almost anachronistic-seeming 8-speed cassette, the Rivendell has 9, and I'm almost embarrassed to admit I have a retro-modern Mercian with 10 (but no 11s). To my mind, the main difference between all of them is that with more speeds, I find myself doing more shifting, but of course I don't go any faster. With 5 or 6, I get myself in a gear that feels right for the general terrain and just ride the damn bike without worrying about it. I've read where the late great Jobst Brandt did the same. It does not distract nor detract in any way from my rides.

In an old Rivendell Reader interview (R.R. 6), Brandt said, "I use down tube shifters and use a 6-speed freewheel because 5-speeds are dead. . . I'm not preoccupied with always being in the right gear or following some unwritten precepts on cadence and the like. I ride a gear that's about right and leave it at that. . . The range of gears hasn't changed much in the last 50 years, only the number of gears in that range. I don't believe they are useful, necessary, or any good for the design of the rear wheel. Five or six is plenty, nine is gratuitous hardware and multiple redundancy."

With each additional cog, the chain, spacers and cogs keep getting thinner. As a result, they've managed to fit these extra gears in with only a small increase in cassette width. But even that small increase has also meant an increase in the dish of the wheels, which is generally not a good thing for wheel strength. Not only that, but now that so many new bikes and wheelsets are made for disc brakes, the spacing has grown on both sides. If I'm not mistaken, many road bikes today are pushing 135 mm between the dropouts. This can create issues with crank width or Q-factor -- as the chainstays have to flare out farther and farther to accommodate the growing hub width, unless there is some radical re-shaping of the stays, Q-factor has to grow to keep the cranks from hitting them.

Another issue is that as cogs, spacers, and chains continue to get thinner, they become more prone to wear, and much more sensitive to derailleur alignment issues. If someone is using the latest electronic shifting, supposedly those systems keep themselves adjusted, but that's a high cost of admission for new technology that just solves the problems created by other new technology.

So, why the push to add more cogs? As usual, the claim is that you can get a broader gear range while still keeping the ratios close from one cog to the next. Campy's new 12s cassettes are available in 11-29 and 11-32, and there are single-tooth jumps for the first seven cogs. The last five cogs have jumps from two to four teeth. Clearly, they could make a straight-block "corncob" racing cassette that would go from 11-22, but they currently don't, and I have no idea if they have plans for such a thing, or if anyone is even calling for it. But proponents are already saying that the extra cog has a "substantial effect on smoothing the gear ratio spread" -- as if it's a huge and worthwhile improvement over 11s, which itself was hailed as such a huge improvement over 10s for the very same reason, and so on, and so on.

The thing is, the very same arguments for bumping us up to 12-speeds are likely to lead us to 13 before too long. I mean - you still have cogs with two or even four-tooth jumps between them (as if that's a bad thing), and at some point somebody is going to say you can reduce that further by adding another cog. Since they've so clearly embraced the philosophy of planned obsolescence, the only logical result is that they continue adding another cog every few years. One could argue that at some point they'd stop because you'd eventually get to where adding more cogs just starts getting ridiculous. 

The thing is, some of us think we passed that point a long time ago. 

Friday, March 30, 2018

RIP Jon Williams - Drillium Revival

Photo from the Biciak blog. There's a nice article
there about Jon and his work.
The vintage and classic bicycle world lost a good friend this week. Jon Williams, whom some may know through his Drillium Revival work, died suddenly of a heart attack while riding his bike Wednesday. I don't know exactly how old Jon was, but he was young enough that his sudden death comes as a real shock. Jon had really built a name for himself with the vintage cycling crowd for his creativity and taste in modifying bicycle components.

I won't go into a lot of clichés about how a man's death reminds us to live every day like it could be our last. And I can't give a lot of biographical info about Jon. He was a friend and regular contributor to the discussions on the Classic Rendezvous group, and I have exchanged a few emails with him over the years, but we never actually met face to face, and I can't say that I really knew him personally. But like a lot of people, I did admire his work and had thought about having him drill and modify some components for my Mercian 753 Special - of all the bikes I own, that one seemed like it would have been the one for which some tastefully lightened parts would have been the most appropriate. Now I really wish I'd gotten that done.

I mentioned Jon's work a few years ago in an article about drillium, and he had a lot of pictures of his work on Flickr. I don't know how long that account will remain available - but I'd like share a few of my favorites:

Really nicely drilled Campagnolo Record crank. Notice that the spider arms are slotted all the way through.
This Nuovo Record derailleur almost looks like it was made of lace. This would pair up nicely with the crank shown above.
Another angle. Like I said - like lace.

I'm pretty conservative when it comes to modifying something like a stem, where breakage would be exceptionally bad for one's teeth - but the milling on this Cinelli is tasteful and not too excessive.

Jon didn't just modify vintage components - he would sometimes modify current production pieces as well, like this more modern Campagnolo Athena crank. . .
. . . or this Compass Bicycles Rene Herse style crank. This one was only minimally modified as a special touch for a Peter Weigle-built bike that competed in the Concours de Machines Technical Trials in France. You can see the bike at Jan Heine's blog.

For those lucky enough to have examples of his work, Jon's artistry will be a lasting reminder of the talent that was lost this week.

Tuesday, March 20, 2018

Self Driving Car Death

It was just last month I wrote about the potential problems that surround driverless cars. Even as automakers and tech companies are racing forward on the technology, they admit that they still have a long way to go to make sure that driverless cars are as safe as promised. That doesn't seem to be slowing them down any, however. One of the biggest problems these autonomous cars have is recognizing and properly reacting to pedestrians and cyclists.

As it happens, Sunday night, a woman in Tempe, Arizona became the first pedestrian to be killed by a self-driving car. It was one of the self-driving cars being tested by Uber, and according to a police statement, it was in full-autonomous mode with a vehicle operator behind the wheel. Neither the car nor the human operator reacted to avoid the woman, 49-yr-old Elaine Herzberg, who later died at the hospital from her injuries.

The first reports to go out after the incident claimed that the woman was on a bicycle, and the photos showed a damaged bicycle in a heap on the side of the road. That was not quite accurate, however, as it was later reported that while she was a cyclist, she was walking across the road and pushing the bicycle at the moment she was struck by the car. Ultimately, though, a woman is dead and it's a pretty minor distinction.

Police have said that the car was going about 40 mph at the time of the collision, and there was no indication that either the car or the driver attempted to slow down before the woman was hit. Reports are also saying that the driver showed no signs of impairment, and that prosecutors will review the case for possible charges.

Immediately after the crash, Uber suspended all of its self-driving car operations. Until this announcement, the service was running self-driving test operations in San Francisco, Pittsburgh, Phoenix, and Toronto.

I have no doubt that the Uber suspension will only be temporary, and that the other tech companies and the auto companies will continue their own testing and operations in the meantime. I hope that this death underscores to them all how important it is that they get this stuff right before unleashing it on the public. Consider that all of this technology is still in the experimental phase - but they're currently using our public streets as their laboratory. I wouldn't be disappointed if this incident slowed things down a little.

There are thousands of pedestrians and cyclists killed each year by living, breathing humans. The promise of self-driving cars is that, unlike so many cell-phone-addled drivers, they don't get distracted so they'll ultimately be safer. But this death is a stark reminder that we aren't there yet.

I don't think there's any question that self-driving cars are still coming. Despite this woman's death, the companies will keep pushing it. However, my fear is (and I hope I'm wrong) that we will likely see others get killed or maimed before they truly get it right.

Thursday, March 8, 2018

Bikes and Guns

No mistake about it, the Retrogrouch blog is about bicycles. Any grouching and occasional ranting that happen here mostly center on debates about older bicycles vs. new. "Old school" vs. "new school." I have some pretty strong opinions on bikes, and this blog is a good outlet for them.

I have some pretty strong opinions about other topics, too - but as they don't usually have anything to do with bikes, this blog generally isn't where they get vented. That makes it the unfortunate role of my friends and family to have to put up with them. Retrogrouch readers, consider yourselves lucky!

Guns wouldn't seem to have anything to do with this blog, so that is a subject of which I usually steer clear. But in the wake of the Parkland, Florida school shooting, there have been some interesting facts and ethical issues that have come to light - and they could have an impact on cyclists.

Some of the Vista Outdoor brands.
(graphic from Boulder Cycle Sport)
Before I get into that, I'm going to state something for the record and get it out of the way: I don't own guns, and have no desire to own them - but I do have friends who own guns. They're good folks, and there's no reason to judge. I believe in the 2nd Amendment -- but unlike some of the more vocal proponents of the 2nd, I don't ignore its first clause -- you know the one, the one that says "A well regulated Militia, being necessary to the security of a free state. . ." I believe it is dogmatic to claim that regulations on gun sales and ownership (such as universal background checks, mandatory registration, gun databases, and even restrictions or bans on certain types of guns and ammo) are somehow a violation of the 2nd Amendment. People may endlessly debate the point about exactly what does or does not constitute a "militia" - but the words "well regulated" make it pretty hard to argue that the government has no right to impose restrictions on guns.

OK, now that you know that, you can decide whether or not that colors your opinion about the rest of what I'm writing about here.

So back to bikes. In the wake of the Parkland shooting, advocates for more gun control have been promoting a new strategy - to use boycotts to push for change. And in that interest, news has recently surfaced that a number of products and brands used by many of us cyclists have connections to the gun industry, and this has come as a surprise. Notably, that Vista Outdoor, a conglomerate corporation which owns one of the US's largest gun and ammo manufacturers also owns such bicycle-related brands as Bell and Giro, Blackburn, Camelbak, and CoPilot. The revelation originally came from Aaron Naparstek, a bicycle advocate who founded the website Streetsblog.

The day after the Florida shooting, Naparstek tweeted out, "The same company that manufactures your CoPilot rear-rack child bicycle safety seat also produces the SavageArms MSR Patrol assault rifle." Another tweet: "It's just jarring to me that when I bought @GiroCyclingUK, @BellBikeHelmets, @CamelBak and CoPilot products, I put money in the pockets of a domestic arms dealer."

According to the BikeBiz website, Vista purchased Bell, Giro, and Blackburn in 2016. They've owned Camelbak since 2015. The company has a PAC that funds the NRA and politicians who promote the NRA agenda.

Naparstek has called for a consumer boycott of all Vista's bicycle-industry brands, and word has been spreading. Some bicycle shops and chains have announced that they will stop carrying the brands.

From Outside Online.
Now, rather than start preaching that everyone should support such a boycott - I'll just say people should really consider such an issue carefully and make their own choice in the matter. To that end, there was an interesting article on the Outside website that looked at the pros and cons of such a boycott, and the ethics associated with it. The Outside article contained opinions from several business and ethics professors, and there was not unanimous agreement on the subject. I recommend reading the article, and I won't re-cover the whole thing here, but I will touch on a couple of points brought up.

Here was one thought: should a person who buys a Camelbak or a Giro helmet feel in any way responsible for the actions of Vista's guns or ammo businesses - or violent actions that happen with their products? No - of course not. The fact is, that whether someone buys Vista's bicycle accessories or not, the manufacture and sale of firearms will continue. But if one is against guns, or supports gun control measures, and they can buy a helmet or a new tire pump without supporting the gun industry and its lobbyists, it may be worthwhile to choose a different brand because dollars can make a difference. One of the ethicists in the Outside article, Sarah-Vaughan Brakman of Villanova University, states: "If we believe something is wrong, and if together our purchasing power can significantly change the bottom line, then consumers should change their habits."

Although two of the ethicists in the article seemed to support the idea that a consumer boycott can be effective in producing change, one seemed to see the issue as a little more complicated. Jason Brennan, of Georgetown University's McDonough School of Business, said, "Boycotts attempt to impose a cost on the corporation. But a corporation is not a person--it has no body to kick or soul to damn. It's extremely difficult to impose a cost in such a way that the cost falls on the CEO rather than some janitor working at the firm."

Brennan added that things get even more complicated when the boycott targets a company that is merely a subsidiary company of a larger conglomerate, as is the case here. "Targeting one subsidiary company with the goal of hurting another is roughly on par with beating up someone because you dislike his or her cousin," said Brennan. "It's highly unlikely you'll end up hurting the other subsidiary you actually despise." Ultimately, Brennan stated, if people really want to see changes, they should push for change through legislation. That would include voting for people who support the changes you want, and applying pressure to lawmakers to see it through.

So - support the boycott or not? My own feeling on it is that I don't support the NRA, and I don't want to support, either directly or indirectly, the gun industry -- they get plenty of money without my help. Knowing that a portion of what I spend on a new bicycle helmet or some other accessory for my bike goes to support a gun company that lobbies against meaningful gun control, and promotes a stance on guns that I don't agree with is problematic to me. When it comes to helmets, I've long been a fan of Giro helmets -- they seem to combine the look and fit that I'm usually after. And I have other gear from the company, which also markets shoes and other clothing that I tend to like, so I'm a bit disappointed. I'm not an "active" boycott supporter, but the next time I'm looking at helmets or accessories, I think it would be hard for me to ignore the gun-industry connection, and that might cause me to look a little more closely at alternatives from other brands. As to whether other people support a boycott, or even wear a helmet at all - well, that's up to them. No, it's not a really strong stance - but it seems to me that the issue is just muddy enough to make it hard to get overly strident about.