When Belgium Knee Warmers‘ Radio Freddy got in touch with me in the fall of ’06 his call and its contents were unexpected. “I’m starting a blog,” he said. “I’d like you to contribute.”
He wanted it to address his passions and to be a positive response to the sport. At the time, I couldn’t picture what he had in mind. The limitation was mine. Back then, cycling blogs mostly went something like this, “Yeah bro, we were like doing 25 in the Cat IV race and I was all like raaaar, and Dudenut was all gnarthrashed cuz he put his front wheel into a ref when he gave a victory salute in the second group. We spent all afternoon at the ER waiting for him. Sunday night we drank PBR and watched porn.”
Yawn. My conception of blogging was that it was so personal as to be codified and—worse—without insight. The lack of universality in experience made cycling blogs pointless, at least to me. It would be a few more months before I’d run across BSNYC and Fat Cyclist.
This wasn’t the first time Radio Freddy and I had considered a collaboration. I had attempted to recruit him to do advertising sales for my magazine Asphalt. While he was interested, his availability was modest.
Any opportunity for us to work together seemed doomed when Asphalt went under. Asphalt had been my dream, my life’s work and when my partner exited the operation she forced the magazine into a sort of bankruptcy. I’ll leave it at that as the ugliness of what transpired between us should remain private; I’ve nothing positive to say about the end of the magazine.
What I can tell you is that I was more than depressed. I wrote the post Thanksgiving II in reference to that chapter of my life. And whether the rest of the bike industry felt it or not, I believed I was persona non grata because I was the captain of the ship when it sank.
I hadn’t considered writing about cycling or how I might pursue it since Asphalt. It simply didn’t seem possible that I’d enjoy another opportunity to write about cycling. Even so, when Radio Freddy got in touch, I wasn’t sure that I had anything to say.
Let’s back up a sec. I began writing about cycling in 1991. I was interested to write about a sport in which I’d developed a consuming passion. And while I had this passion to write, I really didn’t have anything to say. Newbie writers frequently ask me where I get my ideas for the pieces I write. I’m more than familiar with their plight. The strange part is that I have no idea how to answer. Back then, I was casting about, looking for opportunities—subjects—to write. I had no idea how to share my passion. Despite this, I managed to get some bylines with Dirt Rag, The Ride and even VeloNews. Most of my stuff was pretty straight journalism.
I parlayed those limited credits into a gig with the magazine Bicycle Guide and moved to California, more specifically, Los Angeles, which my friend and former UMASS Cycling Team teammate, Bicycling contributing editor (and former Bicycle Guide contributing editor) Alan Coté pointed out was “the on-ramp to the apocalypse.” He stole that from a sit-com, but that didn’t make it less accurate. That I was willing to move there was a measure of my determination.
At Bicycle Guide I was assigned a broad range of stories. Bike reviews, newbie tip articles, first-person narratives, it was the perfect incubator for an ambitious writer. Despite the fact that I had already earned a Master’s in English, I consider that period another chapter in my education.
I love writing bike reviews and speaking with the different builders; they were stories that were far more interesting to write than race reports and rewarded creativity and determination. However, my greatest growth, what most inspired my ambition, were columns and those first-person narratives. Getting away from the office and putting myself in a landscape with a bike and writing about that adventure of the senses and the richness of the experience for both the exterior and interior was really everything I could have asked for as a writer. For me, it was heaven on earth. I realized that I had something to say.
When Bicycle Guide was shut down, it took only a couple of days for me to conceive of Asphalt, a magazine where presentation would match the quality of the experiences and equipment we presented. We had our hitches; there were color problems in the first issue and we ran almost as slow as another quarterly currently on the market, but readers and advertisers were signing up. When that went down the pipes, I figured my future in cycling had gone with it.
Ultimately, what drew me back in shouldn’t surprise me or anyone who’s ever read my work. It was a story. Specialized had inked a sponsorship deal with Quick Step and after only a few races on the Tarmac SL, Tom Boonen began appearing on a custom-made aluminum frame. Sure it was custom, but it wasn’t the flagship ride Specialized was featuring in all its ads. It was a PR black eye that had erupted on the Internet into a torrent of obscenity-laced insults aimed at the company for demeaning the finest Classics rider of the day with an aluminum ride.
I’d spent enough time writing about bike companies to know that there was more to the story at Specialized.
So I called them.
I began talking with PR beacon Nic Sims and told him straight up they were being murdered on blogs and forums and none of the magazines were helping them by setting the story straight. I admitted that BKW was a small blog, but maybe if we got the story right, others might pick it up.
Naturally, he talked to me. He told me that the aluminum bike was simply a tester, that they wanted to make sure they got Boonen’s fit exactly right before cutting a mold for him. That whole measure twice, cut once thing.
The post was fun enough that I did a follow-up and came up with a few others for Radio Freddy. The readership went from tiny to small to noticeable—i.e. more than a 1000 unique viewers per day—in a matter of months.
I’d chosen a nom de plume to publish under for a simple reason; I was afraid that my name could be a liability. Suddenly, I began to see the alias in a new light. It was a chance to see if we could build a following just on the quality of the work. Rather than try to trade on our bike industry experience, our knowledge of cycling would either inform our writing and appeal to readers, or it wouldn’t. There’d be no baggage of history.
In the summer of 2007 I was getting ready for the Markleeville Death Ride and had adopted a super-model diet in my quest to get back to my old race weight. One day I was thinking about how hungry I was and about how eloquent Lance Armstrong had been on the subject of weight loss. I recall him saying something to the effect of, ‘It’s simply a matter of suffering.’
I dashed off a post called “The Lance Feeling” in less than a half hour. That one post marked a turning point for me. It helped me conceive of blogging as a chance to write an editor’s column over and over and over. Without the constriction of a monthly, bi-monthly or even quarterly publication schedule or the need to address issue themes, I could muse on any subject that itched my fancy. And I could do it whenever the urge struck.
Ohmigod, this blogging thing has possibilities.
What unfolded on BKW over the next year is one of those occurrences in publishing that comes along maybe once or twice in a career.
Radio Freddy and I shared a common background in bicycle retailing. We’d spent serious time in the trenches. Additionally, we’d both turned wrenches for riders whose bikes had to work right. Him at a prominent Chicago pro shop and me, for a spell, for the US National Team’s juniors. Our time in shops had also taught us a love for routine and working in a consistent fashion. We both had a love of working efficiently, of knowing the über tricks and watching for the moves of the elders. We were fundamentally students of the sport.
Radio Freddy’s posts conveyed hard-won wisdom of the ages, techniques that were less tips than meditations on quality. An interplay began in our posts. While we could discuss the fact that it was happening when we spoke on the phone, neither of us had the ability to explain how it was happening. It’s hard, even now, to look back and put my finger on why one post of his sparked me to write a particular one of mine, but there was a kind of gestalt relationship.
The way the readership grew during this time was all the confirmation we needed that the chemistry was palpable. It was rare that I’d ever have chosen a subject that Radio Freddy selected, but his choices influenced mine and vice versa.
The way our ideas dovetailed could fire me up like few things ever have. One night, as my girlfriend (now wife) was watching TV, I wrote three different posts. They all ran.
It was around this time that I landed a gig to write a guidebook on Los Angeles. I was reinventing myself. Next came an op-ed I wrote for the LA Times that suggested the UCI should enact and truth and reconciliation commission to get to the bottom of cycling’s doping woes. I’ve heard many people take credit for the idea, but I can tell you my piece was the first into print and was read by some two million people. A friend gave the piece to the powers-that-be at the UCI. I hear there’s a price on my head. It’s not much, but you might be able to take your sweetie to dinner on it.
I’d never have written that piece had I not been composing analysis pieces about Floyd Landis’ CAS appeal. Say what you want about the particular breed of crazy Landis keeps in his pocket, his defense team did their work brilliantly and the outcome of that case was a travesty.
Where were we?
The LA Times piece led to offers for copywriting work for several industry companies, among them Felt.
I was back in.
This past summer I had a get together with friends to celebrate the release of my book The No-Drop Zone. All I’d had in mind was a chance to enjoy a beer or three with some friends and a sense of accomplishment—and relief—at having the book out. I wanted to feel that release of pent-up steam from the boiler.
What I didn’t anticipate was that a half-dozen friends became one dozen, then two. A copy of the book was passed around the table and people would grab me to tell me how amazed they were by the book. With three years of effort invested in the book I deserve to feel some amount of pride in its achievement, in my accomplishment. I struggle with that. Often times, in my head, I’m still the twentysomething long hair walking into my first graduate seminar. No matter what I know objectively of the skill I’ve honed, my parents instilled in me a need to remain modest about my work that can curtail any urge to thump my chest. I tell people it’s less my book than a tribute to the sport’s many sages who took me under their wing. It’s both the truth and a way to dodge something I struggle to do in-person: accept praise.
Next week, peloton‘s eighth issue will be released. It’s a photo annual featuring the work of eight incredibly talented shooters, and it is carried by a 15,000-word manifesto I wrote in a week spent in a near-meditative state. While it’s not a book, its breadth of vision and ambition for an emotional connection with the reader caused me to lay it all out there. I can’t say I’m not nervous about what the audience’s reaction will be. I’m amazed to receive this opportunity to go as hard and deep as possible—it feels like my race radio just crackled and my team director told me to put my head down and drill it. Two hundred kilometers later I’m rolling into the velodrome at Roubaix, all alone. That I got this chance owes to a sequence of events I’ve been thinking about ever since driving home from the bar following the book party.
The first was approaching Maurice Tierney of Dirt Rag at the NORBA National at Mount Snow in 1991 and asking him about the possibility of freelancing for his mountain bike magazine. He was immediately receptive and told me about the sort of material he’d love to see more of.
The second was a phone call to Richard Fries, the publisher of The Ride magazine. I’d done some writing for them, but my contact at the magazine said Richard would be overseeing all the freelancers and if I wanted to continue writing for them, I needed to contact him. I waited a few weeks and then—despite my fear of calling someone I didn’t know—picked up the phone. At the other end, after I introduced myself, Richard said in a bright voice, “Oh, I know that name.” So began our friendship.
The next was a phone call placed on a snowy March morning. I’d been trying to get an interview with Bicycle Guide, a magazine I thought was beyond cool. For reasons I couldn’t understand, they kept seeming to circle, but not interview me. So I picked up the phone at 9:00 am with the plan of leaving a message for the editor, Garrett Lai. After all, I was on the East Coast, he on the West. A deep voice answered. What the hell? I thought. He told me how he was working crazy hours because they were a man down. So I said, “You need work done. I want to do the work. You should hire me.” At least four more times in that conversation I told him point blank: hire me. Eventually he said, “Alright, let me talk to HR;” 24 hours later I had a plane ticket to Los Angeles. By the end of the day I had an offer.
In the wake of the demise of my magazine Asphalt, I was trying to imagine a way for me to re-enter the bike industry as a writer. I was depressed and wasn’t sure I could get arrested, even if I pepper-sprayed an entire preschool. One night I was trolling Craigslist when I ran across a listing for a publisher looking for someone to write a mountain biking guidebook to Los Angeles. Menasha Ridge Press’ acquisitions editor Russell Helms became a friend and confidant and six months later I was writing a road riding guide book to my adopted home. It was that relationship that led to the opportunity to write The No-Drop Zone.
Fast forward another year or so and one evening I send Brad Roe, the editor of Road Bike Action a query. I’d written a post for Belgium Knee Warmers but upon completion, I realized it really didn’t fit. I wanted it to receive a home and I wrote Brad with the hope that RBA‘s web site might provide an audience. His was an enthusiastic yes. Two months later he was in touch with an offer to write one of the more fun features I’ve ever penned, “Magic or Mutiny”, which you can find reprinted here.
For most, the lesson here is that it pays to get off your ass and network. That’s not my takeaway. I’m fundamentally introverted; reaching out to people I don’t know is painful and scary. At each turn these people received me enthusiastically, made me feel welcome and like I had something important to contribute. Had even one of those people been in the middle of a bad day and rebuffed me—the pretty girl who spurns the advances of the guy with romance in his eyes—I can say in all likelihood I wouldn’t be here writing this to you now.
To each of those men who entertained my approach, as skilled, daft, ill-prepared or urgent as I might have been, I’m here to say thank you. Maurice, Richard, Garrett, Russell and Brad: I’m grateful for the opportunities you gave me. I hope that you feel your efforts on my behalf were rewarded. I’ll never forget what you did for me.
Ever since I wrote the post “Wait and See” last winter, I’ve been getting questions about Asphalt Magazine. The post was meant to drive interest to the new magazine peloton, to which I contribute. I think Brad Roe, Tim Schamber, Adam Reek et al are doing a very fine job with the magazine. It’s easily the magazine I was hoping to produce when I started Asphalt in late 2002 and in fact, is better.
To the degree that anyone sees parallels between what we did at Asphalt and what peloton or any of the other road bike magazines out there are doing, I’m complimented. No greater praise can be lauded on Asphalt than to say that it had a lasting influence.
Even so, it’s a closed chapter in my life, one I would not wish to reopen even if there were hoards of investors beating down my door (come to think of it, that sounds downright scary). At the end of the day, I’ve always been happiest when I’m writing, and contributing features to peloton is ideal for me and the role of publisher is less so.
In two years we managed to produce five issues of Asphalt. There was a sixth issue almost ready to go to the printer when things got, uh, sideways. We printed the magazine on incredible stock which required us to source the magazine overseas; had we printed it here in the states we would have paid more for it to be printed than we charged to sell it. Part of my thinking for printing on such fine paper was that I always believed we would do a brisk business in back issues while the magazine was a going concern (and we did), and I wanted it to last. It seemed only fair that we provide people something that reflected the quality of the activity and the equipment they rode. What I hadn’t anticipated was the way the magazine has become a collector’s item in the years since.
As I keep receiving inquiries from people who want the entire set of back issues, the reasonable thing to do is to offer them in the RKP store.
Some of you may have been aware that I’ve been working on a book about cycling. It’s called “The No Drop Zone: Everything You Need to Know About the Peloton, Your Bike and Riding Strong.” It’s being published by Menasha Ridge Press (with whom I did “Bicycling Los Angeles County” in 2007). “The No Drop Zone” will be coming out in May.
“The No Drop Zone” is a book aimed squarely at beginners, but has been written to contain nuggets of fun as well as the collective wisdom of the peloton. Even the most experienced among you will find something useful within its pages, I hope.
To promote the book, peloton magazine will be excerpting bits of it in a new section on their web site called “Wisdom.” Stop by and have a look; it might be your cup of tea or glass of wine, er, beer. It’ll be updated twice a week.
Rest assured, once the book is out, I’ll let you know about it. I’ll also be getting around a bit for some group rides disguised as speaking engagements.
And because custom frame builders are close to my heart, I’m pleased to announce that peloton has indulged me with a new column on its web site called “Artisans.”
Those few among you who read Asphalt may remember the column “Torchbearers.” Readers of Bicycle Guide might recall the column “Hot Tubes.” “Artisans” picks up where those left off.
Each week peloton will post an interview (in two parts, as they are quite long) with a frame builder. Because the craft of frame building extends well beyond just those who build frames to painters, tool makers and more, I’m going to leave the definition a little loose. It won’t all be one-man shops, either.
Artisans will get some space in the print issues as well. Photos always look great on paper, so we’ll give these some space to breathe.
Sooner or later, I hope to turn “Artisans” into a gift book (i.e. coffee-table book). I’ll let you know how my progress goes on that front as well.
I hope you’ll drop by peloton.
In 2002 I got a loan from my father as well as one from my mom, emptied my 401k and sold four bikes. Totaled, it would have been a downpayment for a modest house, just not in LA. Why? Because I was stuck in my life.
I was one of the editors for a magazine called Bicycle Guide for a few years in the late ‘90s and was on assignment in France when the publisher pulled the plug. The magazine had weathered a few lousy years and seemed to be making a turnaround when they killed it, 10 months before Lance Armstrong won his first Tour de France. After that, the whole road market experienced a turnaround even a Mini Cooper could admire.
Once home, I moped. The world didn’t make sense to me. The magazine had a readership of 100,000, give or take. There were advertisers. And the publisher had a bloated payroll filled with executives that fought over just how cheap to be. I figured a lean operation could unite the loyal readers with good content. And the lean operation could offer reasonable ad rates to reach those readers.
But in 1999, paper was passé. There was this thing called the Internet and people were willing to throw money at me to the tune of six figures for an operation that would have no identifiable revenue stream. A magazine? Was I out of my mind?
I told one potential investor: “I don’t want to cut paychecks for a year, I want to be cutting them ten years from now.” I should have taken the money and had fun running a cycling web site until the money ran out, but my moral compass wouldn’t let me. Damn magnetism.
I had dozens of meetings with potential investors that went nowhere, so finally I did the one thing everyone said not to do: I invested my own money.
Which brings us back to why. I was stuck in my life because I needed to take the best swing I could at this, and I felt like I hadn’t made every sacrifice I could to make this dream real. So I launched Asphalt Magazine with a partner and a handful of freelance contributors.
Plot spoiler: It failed. (Not that you didn’t already know that).
The fault rests with me. I wasn’t the right guy. I wasn’t a tough enough manager, wasn’t a slick enough salesman, wasn’t a guy who could run on two hours of sleep. I’ve got a garage full of magazines and no regrets. That said, my greatest shock came when I approached the industry for advertising. A number of companies told me point blank: We’re going to sit out the first year and see how you do.
Which brings me to peloton magazine. Brad Roe, Tim Schamber, Ben Edwards and Adam Reek are industry vets. Peloton magazine is not just the best independently produced magazine the bike industry has ever seen, it’s the best, period. I heard from any number of Asphalt readers who swore that my magazine was the best bike mag they’d ever seen. I’m telling you on no uncertain terms peloton is superior. From running on time to negotiating a killer distribution deal before a single magazine had been produced, they have delivered in every way you can.
But as a new publishing company, they need to prove that they can make it without the muscle of an entrenched publisher behind them. In short, they need subscribers. I can guarantee you that bike companies have told them what they told me, that they’d wait and see. Why they do this defies explanation. It’s like going to the polling place and not voting because you want to see if your guy actually gets elected.
Brad and Tim have given me more latitude as a writer and photographer than anyone has ever given me—except maybe myself. It’s an uncommon event in a writer’s life that you’re encouraged to rise to an occasion, to deliver the smartest, bravest work you can. To paraphrase Spock, my first, best, destiny is as a feature writer and columnist, and Brad is giving me rope enough to hang myself daily.
I believe peloton is an unusual magazine, one that comes along maybe once in a generation.
I’ve reviewed and recommended a great many items and experiences here at RKP. I’ve never requested anything of you, the readers. That you all read, which is proving to be an increasingly rare activity in this world, has been enough for which to be grateful.
To those of you who have already stepped up and purchased a subscription to peloton, thank you.
To those of you who have purchased a single copy of peloton on the newsstand and liked what you read, please subscribe.
To those of you who have yet to see an issue of peloton, if you like exciting content about your favorite sport and want to see stories of unusual origin, features that go unexpected places, take a chance on Brad’s brainchild.
Each new subscription tells the industry that you’re hungry for content beyond race results. Brad, Tim, Adam, Ben and the rest of the crew have stepped up for the cycling community in a big way. They’ve put previously secure jobs and their families on the line for this. Don’t wait. Don’t see. A subscription is a small risk in a dangerous world. One that will be rewarded with each new issue.
These guys burn with a holy light for cycling and after reading a copy, it’s my belief you won’t want anything so much as to go for a ride. And isn’t that what a bike mag should do for you?
A new publisher is entering the market and is about to launch a new road bike magazine, called peloton. Let’s ask the question: Do we really need another road bike magazine? After all, in English we have Bicycling, Road Bike Action, Road, Cycle Sport, VeloNews, Pro Cycling and will soon have Paved.
Magazine aficionados will argue that Bicycling and Cycle Sport are meant for entirely different readers. One is obsessed with European professional racing while the other doesn’t yet know who Bjarne Riis is.
It’s the same way for writers. The story you would write for one editor isn’t remotely like the story you’d write for another. It’s a big reason why Red Kite Prayer exists and why I’ve been working freelance for a number of different outlets; to do the same sort of story for the same outlet month after month is a challenge. At a certainly point it becomes difficult to get up in the morning and make the donuts yet again.
What little I know of peloton so far is that it will be a pretty fresh take on what a bike magazine can be. It reminds me of what I was trying to do when I launched Asphalt. In my limited interaction with the publisher so far, I’ve been impressed. Rarely—if ever—has anyone ever asked me for “more honesty.”
I’m told the big reveal will come at Interbike. Until then, we’ll have to dig on the teaser film.
Image courtesy www.michaelcrook.com.
When Felt Bicycles came back from the brink of extinction a few years back I took note. Jim Felt had been a motorcycle race mechanic for a great many big names in motocross, names like Johnny “O-show” O’Mara. He was a good fabricator and had a creative mind.
And then he got interested in triathlon.
It turns out, some of the riders he worked with were starting to do tri’s to stay fit. He started doing them as well and noticed a funny thing. He couldn’t get the triathlon bars low enough to get a truly flat back while riding a properly sized frame.
So he built a few bike frames. They were notable for quick handling and very, very short head tubes. Head tubes that in some instances measured less than 10cm. Riding a Felt was the only way to guarantee your position was as aerodynamic as possible, relative to the time. And the proof was, as they say, in the puddin’. Big names, names like Paula Newby-Fraser began to win on Felts.
In 1996 I spent a week on a Felt. Manufactured by Answer Products in Valencia, Calif., through a licensing agreement with Jim Felt, the frame was TIG-welded from 7000-series aluminum, which needed no heat-treating, thereby dropping manufacturing costs dramatically and increasing the chances that the frame was properly aligned. Back then, Answer employed a number of manufacturing staffers who were part of the ‘90s aerospace diaspora. At the time, I lived in Valencia and rode on a regular basis with a half dozen of them. A few of them told me that if they couldn’t make $60k working in aerospace, then working on bikes was at least cool.
The aerospace bit wouldn’t be important were it not for the fact that their experience made the bikes damn good. The welding was exquisite and alignment superior to any other aluminum bike I’d seen at the time.
Back to that Felt I rode in ’96. This was the same bike Chris Horner won Athens Twilight on and a career making stage at the Tour DuPont in a two-up sprint against the more experienced U.S. Postal rider, Nate Reiss; ’96 would prove to be Reiss’ last season with Postal. Oops.
The bike I rode was unlike any bike I had ever ridden. It was unusually lively for aluminum, as stiff as any Klein I had ever ridden and carried exquisite grace of a filet knife. It scared the shit out of me.
Then Answer went through what we’ll term a transition. In 2000 the new management decided to get out of the business of road bikes and cut Felt loose.
It turns out this was the best thing that could have happened to Jim Felt and his brand.
Bill Duehring, a former VP with GT and all-around industry lifer, had partnered with Michael Müllmann, the owner of one of Europe’s most successful distributors, Sport Import, and the two wanted to start a bike company. The three decided to team up and together they forged a formidable partnership. Felt was known for his ideas about frame and tubing design. Duehring was known for impeccably spec’d bikes at great price points and Müllmann had access to capital and distribution channels.
It was this incarnation of Felt that loaned me a road bike to review when I published Asphalt. Ron Peterson, the editor who reviewed the bike, lauded it for the feel of the butted Easton Scandium tubing and the handling which he adored for crit racing.
At the next Interbike the company showed off its first carbon bike, the F1. A quick look at the tube shapes told me it wasn’t an open-mold design with their decals. It was their own design, engineered in-house. The F1 was essentially the company’s long-admired road bike geometry in carbon form.
In 2007 the company introduced a new road bike model, the Z1. Like the F, the Z was offered at a number of price points, but the Z1 was notable because it used the same blend of ultra-high, high and intermediate modulus carbon fibers as the F1. The similarities ended there.
The Z-series bikes are grand touring bikes. Compared to the F-series bikes, they are built around longer head tubes (not hard to do), slacker head tube angles and more fork rake. They also get longer chainstays. The slackish head tube angle, generous fork rake and longish chainstays gave the bike a longer wheelbase while maintaining the same weight distribution between front and rear wheels as the F-series bikes.
It’s easy to be cynical and just say Felt was aping what Specialized did with the Roubaix, but there are a few differences worth noting. First, the bottom bracket is a bit higher on the Z than on the Roubaix. Next, the Z doesn’t use the Zertz vibration dampers—Felt’s head of engineering, Jeff Soucek, says he doesn’t believe they do anything to help the ride quality of the bike; I’ve argued the point with him, but that’s a different story. Third, as mentioned previously, Felt specs exactly the same blend of carbon fibers in the Z1 that goes into the flagship F1 model. My 56cm Z1 frame weighed in at 906 grams (g).
Lots of companies will talk a good sub-kilo game, but far fewer are doing it than you might think. I watched a 52cm Trek Madone—minus seat mast—tip the scales at 1133g. I haven’t had a chance to weigh a Specialized Roubaix SL2, which would be the frame analogous to the Z1, but when I asked a Specialized representative what it weighed I was told “around a kilo.” I take that to mean north of a kilo, because if it was consistently less than a kilo, that feature would be touted like the cup size of a porn star, I expect.
Let’s talk competitive models for a moment. I have to volunteer that I have some trouble taking a bike company seriously if they don’t offer a grand touring model. Now, in the case of a company such as Seven Cycles that builds bikes to suit the rider, there’s no need to offer a specific model for one geometry, but production-oriented companies are another story. Trek’s got the Pilot, Cannondale the Synapse, Cervelo the RS, Bianchi the Infinito and Giant the Defy. Interestingly, Scott claims to offer two “performance” oriented models “more relaxed geometry. Those two models, the CR1 and the Speedster are more relaxed in marketing copy alone. They have the same BB drop (6.7cm) same chainstay length (40.5cm) and same head tube angle (73 degrees for the large size) as their racing model, the Addict. Indeed, the CR1 became “relaxed” when they introduced the Addict. Perhaps they were referring to the fact that the head tube is a massive 2cm longer on the CR1 and Speedster than on the Addict. Whatever.
The vast majority of these bikes feature a watered-down carbon fiber blend (compared to flagship models) and a component spec that says century riders won’t notice an extra three or four pounds. Anyone who thinks only fast racer types will spend big bucks on a bike have completely misread the bike market. Completely.
Next: Part II
My reporting for VeloNews on the trial of Dr. Christopher Thomas Thompson as a result of actions he took on Mandeville Canyon on July 4, 2008, has been as straight and without bias as I’ve been able to construct. I can’t say it is without bias at all, though I can’t point to a place in the work where I editorialized or slanted information. However, I have left out information for the simple reason that I cannot possibly include every detail that transpires during five hours or so of testimony. I’ve done my best to include the high points and low points for both the prosecution and the defense in my effort to demonstrate the strengths and weaknesses of the respective cases.
As I mentioned, I’ve got an obvious bias in covering this case that you don’t need me to explain: I’m a cyclist. However, I have a second bias in this case, and one that could potentially make my coverage more suspect: Ron Peterson and Christian Stoehr are friends of mine. I’ve ridden thousands of miles with Ron and probably more than a thousand miles with Christian as well. When I was publishing Asphalt, Ron was one of my editors and he penned a bike review and coaching column for each issue.
I’ve left my personal opinions out of the coverage; what I think, has no place in that reporting. Also, I think if I were to skew the coverage, it would undermine our understanding of how serious this situation is.
I may have left my personal opinions out of my coverage; however, the number one question I get in e-mail and on the road is how I think the case is going. I’m asked a dozen (or more) times a day: ‘Will Thompson go down?’
I could be dead wrong in my judgment, but I’m fairly well informed; I’ve attended every hour of every day of the trial and have been the only cyclist to attend the trial in its entirety; someone needed to.
So here’s how I see things: The jury has had less than two hours to deliberate. It seems unlikely they will return a quick verdict. They are considering seven charges—six felonies and one misdemeanor. A responsible jury will consider each of the felony charges for some time.
I’ve read about plenty of cases that seemed like slam dunks only to have a jury convict for a misdemeanor and hang or acquit on a felony as a way to dodge what seemed too harsh a punishment for the defendant. Such an outcome in this case wouldn’t surprise me were it not for an important detail—the distribution of the charges.
Each of the six felonies pertains to Thompson’s actions on July 4, 2008, the actions that led to the injuries of Ron Peterson and Christian Stoehr. Should the jury become queasy about convicting a doctor of felonies, there are no misdemeanors related to that incident to hang around his neck as a slap on the wrist. The only misdemeanor in this case is the reckless driving charge that relates to the incident on March 11, 2008, with Patrick Watson and Josh Crosby.
The jury has three options, naturally. They could convict him, acquit him or hang. And while we might like the meaning of that last option to involve a rope, it is simply our preferred term for a jury’s inability to decide.
But the jury ought to be able to decide this man’s fate. Why? Well, my personal take is that Deputy District Attorney Mary Stone did what was necessary to prove Thompson’s guilt, pure and simple. While I do think Peter Swarth has been good counsel and maybe even effective counsel, even after I do my personal best to set aside my personal bias, I think Thompson is guilty based on the case Stone presented.
Ultimately, Thompson’s guilt comes down to the statements he made in his 911 call and to Officer Rodriguez. Had Thompson not made three simple statements—“I slammed on my brakes.” “I wanted to teach them a lesson.” And, “I’m tired of them.”—he’d probably be looking at a good chance of acquittal.
He did deny that he made the statements about teaching the cyclists a lesson and being tired of them. But because he didn’t deny the statements immediately preceding and following those two statements and then claiming he didn’t mean “slammed” when he said “slammed,” made him look like a liar. Or better yet, a perjurer.
While I was personally offended at some of Swarth’s tactics, I thought his defense was essentially to be expected, if not downright predicatable. I’ll admit feeling absolute outrage when Thompson said, “Bicycles are inherently dangerous because of their instability and unpredictability.”
Swarth occupied some three hours with testimony from a forensic psychologist whose entire testimony was meant to discredit the memory of Patrick Early, the first cyclist to have an altercation with Thompson. Early’s testimony was meant to go to Thompson’s mindset, and therefore his motivation, but even if the defense discredited Early—and I’m not saying they did—there was still Watson and Crosby’s incident to consider.
Still, Swarth couldn’t undo the damage Thompson had done to his own case before hiring counsel. I’ve heard that some doctors develop colossal egos that manifest through incredible arrogance. If ego and arrogance clouded his judgment enough to allow him to think his actions would go unpunished, one wonders what other sociopathic tendencies he exhibits.
So what’s it going to be?
Acquittal seems unlikely. Despite the smokescreens that Swarth blew over the case, the evidence against Thompson seems too strong to find him not guilty.
The assault with a deadly weapon charge is, shall we say, the gateway charge. This is the first charge from the July 4, 2008, incident that jurors must consider. Logically, it seems to me that if they find Thompson guilty beyond a reasonable doubt with regard to even one charge of assault with a deadly weapon, the other five charges—which includes a charge of mayhem as a result of the damage done to Peterson’s nose and carries a possible sentence of eight years—are essentially a given. If you are willing to think that Thompson used his car to threaten or intimidate Peterson and Stoehr at all, then it is virtually impossible to believe the other crimes he is charged with didn’t also take
Here’s the problem: Juror bias. It is easy for cyclists to underestimate the hostility that some people feel for cyclists. All it takes is for one person out of twelve to decide that cyclists aren’t real people or that Peterson and Stoehr had it coming or any other illogical rationalization that could undermine the proper application of justice.
We probably won’t see a verdict on Monday, though if we were to see a quick judgment, it might be good news to cyclists everywhere. It seem more likely, however, that a verdict could take days to return.
Honestly, I think there’s a 50 percent chance we’ll get a hung jury. I suppose I have to grant a one percent chance of an acquittal; it seems a remote possibility, but there is that chance. That’s leaves a 49 percent chance of conviction. I stand by my assertion: If he’s convicted of one felony count, I think he’ll be convicted on all counts. The misdemeanor in the Waton/Crosby incident hardly matters.
There is yet another wrinkle to report in this case. On Thursday, the day the case was given to the jury, Peterson sued Thompson in federal court for negligence and battery, citing permanent injuries arising from the incident. Even if Thompson gets a hung jury, or the unthinkable—an acquittal, his woes are far from over.
Photo: Chris Roberts