National Ice Cream Day And My First Century

“Buy one cone, get one free.”

I would’ve stopped for that, except that, these days, I simply can’t eat ice cream—or any other dairy product—while I’m riding. 

 

“Free scoop of any flavor.”

What can they come up with that I haven’t already tried?  Mongolian yak butter with wasabi soy nuts?  

“Buy one sundae.  Get second at half-price.”

What’s with all of those ice-cream sales?, I wondered.  Today brought hotter weather than this part of the world has experienced in nearly two years; I couldn’t imagine how special sales or other incentives were needed to sell ice cream on a day like this.

I didn’t take a long ride today, but I felt as if I saw more promotions for ice cream along the way than I’d normally see in a whole year of riding.  

 

Turns out, my perception might’ve been more accurate than I realized. When I got back to my apartment, I turned on the radio.  After mentioning the President Obama'sdate with his daughters, the newscaster mentioned that today is National IceCream Day.

If it sounds like one of those holidays only Ronald Reagan could have declared, well, there’s a reason:  He actually mandated it in 1984, while he was running for his second term in the White House.  Whether that helped him win the election, we’ll never know:  Even though he was good for business (theirs, anyway), I simply can’t imagine that Ben or Jerry would ever have voted for him.

Anyway, finally learning about this holiday three decades after it was decreed, I recalled a moment from my youth. (You knew that was coming, didn’t you?) It happened around this time of year, in the summer after my sophomore year at Rutgers.  I was working two jobs, taking a class to make up one I’d failed as a freshman and doing lots of bike riding.  All of that while living on pizza and “subs” and cheap alcohol. 

One Sunday in July, I decided to go for a ride.  I had no particular destination in mind, but I soon found myself—as I often did in those days—along the Delaware and Raritan Canal towpath, on my way to Princeton.  Going there and back would have made for a good morning ride.  But once I got to Princeton, I saw a bunch of cyclists signing up for something at a table, and a bunch more cyclists pedaling down Witherspoon Street. 

“Do you want to ride with us?”

Why not?, I thought.  I signed myself up and paid the registration fee--$3, if I remember correctly—and someone handed me a T-shirt.

That ride was one I’d do again a year later:   the Princeton Century.  A few hundred of us, I think, pedaled from the university campus into central New Jersey suburbs, the rolling farmland in the western part of the state, and across the Delaware River into Buck’s County, Pennsylvania.

In the Keystone State, we rode into a town called New Hope.  It’s sort of like Woodstock:  once an artist’s colony, it’s now home to people who pay lots of money to say they live there.  Then, as now, its main street was lined with stores and cafes that are novel or pretentious or simply way too cute, depending on what you’ve experienced before seeing them.

A few of us stopped in one of the too-cute cafes, which turned out to be an ice cream shoppe (yes, with an “e” on the end)—the first such establishment I ever visited that wasn’t a Carvel, Baskin Robbins,  Friendly’s or an imitation of one of them. 

That shop—I can’t remember its name and, silly me, I didn’t write it in my journal—claimed to make its own ice cream from fresh ingredients.  I didn’t doubt it, as its menu featured all sorts of flavors I never could have imagined.  When I go to a restaurant or café and there’s something on the menu I’ve never eaten or drank before, that’s what I order.  In that ice cream shop, there were at least twenty such flavors.  I picked one of them at random:  Ukraninan Rose Petal.

It was the worst thing I’d ever tasted.  

But all was not lost. I finished the century--my very first--and rode back to New Brunswick.  In all, I rode 137 miles: up to that point in my life, the most I'd ridden in one day.

And today, yes, I gave in to the marketing hype and celebrated National Ice Cream Day.  I didn't try anything exotic:  I went to the Baskin-Robbins around the corner from my apartment and ordered a scoop of each of my favorite flavors:  Cherries Jubilee and Pistachio Almond--on a waffle cone, which was free with the two scoops.

I'm happy.

My Kingdom For A Horse, Or Ten Kowalits For A Pair Of Wheels

I remember getting my first Campagnolo component:  a pair of Nuovo Tipo hubs.  My first nice pair of clincher wheels—Super Champion 58 rims laced to those hubs with Robergel Sport spokes—cost the princely (for a poor college student like me) sum of $100.  The man who built them seemed like a magician to me at the time:  I simply could not fathom what sorcery or alchemy turned all of those parts into a pair of wheels that would take the length and breadth of state of New Jersey, on two of the early Five Boro Bike Tours and on my first European bike tour.

It wasn’t just the parts and the build that made them seem almost otherworldly at that time.  Most clincher tires and wheels in the US at the time were 27” and the tubes had Schraeder (the kind found on car tires) valves.  Mine were 700C and drilled for Presta valves.  That was intentional:  I used the wheels on my Peugeot PX-10, which came with 700C tubular wheels and tires—and, of course Presta valves.  I’ve never seen a tubular tire with Schrader valves and the only non-700C tubulars I’ve come across were the ones made for junior racers.

Those new wheels meant that I could switch back and forth between tubulars and clinchers without having to re-adjust the brake blocks.  (I used to tighten the cable adjuster a bit for the tubular rims, which were narrower and loosen them for the clinchers.)  They also would fit on other good bikes, including a couple I would acquire later—and which would, at one time or another, be equipped with those wheels.  Also, I could use the same pump on all of my tires without having to use an adapter.

Today, those wheels would seem dated to anyone not riding a “classic” bike.  The parts were all of fine quality and lasted many rides for me.  But using those Tipo hubs would limit gear selection to whatever five- and six-speed freewheels could be found in swap meets, on eBay or in some “accidentally” discovered stash. And, as good as those rims were, the Mavic MA series rims, with their double-wall construction and hooked tire beads, introduced in the early 1980s, were lighter and allowed cyclists to use a wider variety of tires. 

But even after the MA rims—and newer hub offerings from Campagnolo, Shimano, Mavic and other companies—were introduced, there were places where cyclists would have done almost anything to have wheels like my first good clinchers.  One of those places was the German Democratic Republic, a.k.a. East Germany.  In fact, they probably would have done illegal or simply un-approved-of things to get a bike like mine—especially its Stronglight crank.  Only Campagnolo’s Record crankset was more prized.

That is the situation Gerolf Meyer describes in the latest edition of BicycleQuarterly. 

Like other athletes from his country, cyclists wanted to prove themselves against the best from the West.  As talented as some East German riders were, their equipment was stuck in the 1950’s.  There were shops that took “room dividers”—Diamant “sport” bicycles with impossibly long wheelbases—and shortened chain stays and top tubes, lowered brake bridges and did other things to make those machines ride something like racing bikes.  Engineers and technicians in factories and medical supply cooperatives made cable tunnel guides and other frame fittings and bike parts on the side. 

There were even mechanics and builders who could take the crudely-machined and –finished East German components and make them look—and even, to a degree, function—like “Campag”.  In one of the most extreme examples, Hans-Christian Smolik took a Tectoron rear derailleur—which borrowed its shape and basic function from the Campagnolo Record but and had lettering that faced upside down—and made it all but indistinguishable from the Real McCoy. 

Tectoron Rear Derailleur.  Photo from Disraeligears

 

In the 1980s, the East German sanctioned the development of the Tectoron derailleur and other parts in an attempt to catch up with the technology of Western bikes and equipment.  One of the ironies is that Campagnolo, Shimano, Mavic and other Western manufacturers were innovating in ways that would render obsolete (at least for those who simply had to have the newest and latest) the stuff the East Germans were imitiating.

Campagnolo Super Record, 1979.  Photo from Disraeligears

A fortunate few were able to obtain Western components through connections—a relative who’d retired to the West (Apparently,the East German government didn’t mind letting retirees leave, probably figuring that it would save the state on pension costs.), a partially-subterranean “supply chain” or Western racers the East Germans met at events like the Peace Race.

About the latter:  There developed a barter system not unlike the ones soldiers develop with those fighting alongside, as well as on the other side, of them, complete with its own "exchange rates". (During the first Gulf War, one French K-ration was worth five of its American counterparts.)  Sometimes  the East Germans—as well as Soviet bloc riders—would trade jerseys, pins or other souvenirs, or local delicacies. But the East Germans—and Czechs—actually made one bicycle component that was superior to anything in the West: tubular tires.  Kowalit tubular were the stuff of legend:  a light, supple tire that wore like iron.  I never rode any myself, but I did have a pair of Czech-made “Barum” tires that I rode, literally, to the tubes:  Not even the best stuff from Clement, Vittoria, Wolber, Michelin, Continental or Soyo (Yes, I rode tires from every one of those companies!) was anywhere near as good.  Ten Kowalits --or, I presume, Barums-- could fetch a good wheelset.

Of course, such deals had to be made “in the shadows”, and certainly not after the race.  Can you imagine what some East German would have offered (if indeed he or she had anything to offer) for my old Colnago?

Post #1500: Does Midlife Have To End?

This is post #1500 of Midlife Cycling.  

When I started this blog, I had no idea of how long it would run or how many posts I’d write—or, for that matter, on which aspects of cycling and my experiences as a cyclist I would focus.

I’m not sure that I’ve focused anything in particular, save for cycling.  I’ve written about whatever strikes my fancy.  In a few cases, it didn’t have much to do with bicycles or bicycling.  Nobody’s complained about anything I’ve done, so I guess I shouldn’t worry.

(Speaking of which:  I’ve published all of the comments I’ve received, except for the ones that are obviously spam or that were filtered and I somehow managed to miss.)

Last month, this blog had another milestone:  five years online.  Time really does march—or roll, or spin—onward.  That fact has made me think about the title of this blog:  Midlife Cycling.  When I posted for the first time, I was what most people would consider “middle-aged”.   I would not resist such a label:  Because of changes in myself, and the world around me, I knew I was past my youth, at least in some senses. And, a few days ago, I was reminded that I am getting closer to what the US and most Western (or Westernized) cultures consider a “senior citizen”.

 On the other hand, because of those changes in myself, I was beginning some aspects of my life all over again.  That was as true of my cycling as anything else:  I knew that I wasn’t going to be the lycra-clad racer (or wannabe) I was earlier in my life.  Then again, I knew that, in some way, I never was that person, at least in spirit.  Sure, I trained and gained the admiration and respect of some of my old riding partners—and a few racing rivals.  But, as much as I love cycling, it was never the only thing in my life.  When I did Tour de France climbs in the Alps and Pyrenees, I was as proud of my ability to talk to local people in their language as I was of making the climbs.

Also, I tried to maintain a classic aesthetic—or a modern adaptation of it—as bicycle technology evolved.  I am not a pedant who wants her bikes to look just like the ones made in 1950 or some other time before she was born.  At the same time, I always wanted my bikes to be pretty—and I don’t consider the Darth Vader shapes or cartoonish graphics of too many parts and bikes made today.  

In other words, I have always been in the process of becoming, as a cyclist and in other areas of my life.  I guess that’s as it should be in the middle of one’s life:  Contrary to received wisdom, I don’t think “middle age” is a time for settling or an interlude between youth and old age.  I think that if you’re in the middle of anything, something is rubbing off on you or you are rubbing it off.  You are then not in a cycle of decay or decline.

That makes me think of something someone—a psychologist, I think—said:  You’re always middle-aged because, as long as you don’t know when your life is going to end, you’re in the middle of it.  So, perhaps, as long as I’m riding or writing, I will reach other milestones on this blog, and in my life, without having to change the title of this blog. 

How Old Is "Too Old"?

Today I stopped in a bike shop in my neighborhood.  It’s a tiny place that’s been there for about as long as its owner has been in the neighborhood—which is to say, most of his life.

There, I saw someone I hadn’t seen in a while.  He’s worked in the shop during the season for as long as I can remember.  Whatever they’re paying him, he can afford to work there:  He retired from a city job when he was 50.

(Old bike-industry joke:  “Wanna know how to end up with a small fortune in this business?  Start with a big one!”)

We chatted.  “Still riding, I see.”  I nodded, but I wondered why he said that.  As long as I don’t have a condition that precludes doing so, I intend to keep on cycling.

“What about you?”

“My cycling days are over,” he said. 

“I’m sorry.  Are you OK?”

“Oh, I’m fine.  Just old.  Too old to ride.”

“How old is that?, might I ask.”

He told me.

“So you’re retiring from cycling—but not working?”

He sighed.  “The legs can’t do what they used to do.”

“I’m sorry to hear that.”

“I’m not sorry.  I had some really good times on my bike.  Good memories.”

He didn’t mention any injuries or debilitating diseases.  I’m guessing that riding just became more pain than pleasure for him.

I must admit:  It wasn’t comforting to hear what he said, as I’m closer to his age than I’d like to admit.  He was younger than I am now when we first met and did some rides together. 

When I first started to talk about my gender identity issues with my former partner, she predicted that I might give up cycling. “It’ll suck,” she said, “when you’re full of estrogen instead of testosterone.”

“Why should it matter?”

“You don’t realize how accustomed you are to the strength you have.  I don’t know that you’d like riding without it.”

As I mentioned in an earlier post, I thought about giving up cycling when I first started living as Justine, about a year after I started taking hormones.  At that point, I hadn’t yet noticed much of a loss in my strength.  I just thought that cycling was part of my life as a guy named Nick and wasn’t sure I could bring it into my new life.

I love cycling now as much as I ever did.  Perhaps more so: I think that in my youth and my life as a male (which overlapped quite a lot!), I prided myself on riding longer, harder and faster than most other cyclists, at least the ones I knew.  Even more, I liked the admiration and respect I got from other male cyclists, some of whom won races.

Since my transition, I’ve become a different sort of cyclist.  I don’t have the strength I once did.  Some of that may be a matter of age or other factors besides my hormonal changes.  Surprisingly, I didn’t have to “accept” that I wasn’t going to be as strong or fast as I once was; rather, I found that cycling heightened the emotional release I have felt in living as the person I am.

I hope that I can continue it—cycling, or more important, what it’s become for me—when I get to be the age of the man I met today.  And beyond. 

From People for Bikes