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the singularity

my performance in the sunday ride could legitimately be compared to a 'bag of spanners, for which i have no convincing excuse. granted, my september weekends of cycling were continually interrupted by various musical activities, ranging from an outdoor performance at laphroaig distillery, accompanying a local singer at the lagavulin islay jazz festival, and then a sunday trip to jura with islay and jura pipes and drums. the conundrum, as experienced by more than just yours truly, is how only a few days away from the bike, can possibly result in the dismal performances i have experienced this past weekend. with luck and a bit of determination, i may be back to mediocrity by next weekend; we'll just have to wait and see.

but due to the particularly inclement weather on sunday - less windy but wetter - i paid particular attention to the roads around loch gorm, where we're very much into agricultural territory. thankfully, both silage and barley have been cropped and stored, so the combines, tractors and trailers are conspicuous by their absence. but at some point in the foreseeable future, the fields still covered by the straw left from the barley will need to be ploughed, and the roads will then begin to resemble the chemin de vigne featured in sunday's paris-tours event. there is a distinct case to be made for reconsidering one's tyre strategy; i'm currently riding on a set of vittoria corsas, which feature a fast, but particularly smooth tread pattern, one which might conceivably struggle just a tad when the roads are smothered with mud. i may have to incur discussions with the directeur sportif.

but, isn't that the very sort of riding that the bicycle industry is intent on impressing upon us these days? anyone of whom i'm aware to be in the market for a new bicycle recently, has innocently proclaimed their choice likely to be a gravel bike; a cyclocross bike for people who do not know what cyclocross actually is. during this past week i watched a youtube video by scotland's cameron mason, joining with alpecin riders on a reconnaissance ride across sunday's gravel world championship parcours, which, from cursory views, seemed to feature a lot less gravel than expected.

discovery+ offered a multitude of velocipedinal options on sunday afternoon: paris- tours, world's gravel champs, coppa bernocchi and various mtb events. i confess i'd forgotten about paris-tours, but since that was option number one when switching on the tellybox, i opted for that over the gravel championships. of course, paris-tours has changed from the years when it was simply a sprinters' road race, incorporating as it now does, various sectors through the local vineyards. in the dry, these can only be described as dirt roads, but in the weather experienced yesterday, they were all lengthy mudbaths, with few of the leading riders recognisable past the 70km mark. i did switch briefly to the gravel race, but given that the weather seemed rather pleasant, and showed a line of gravellists riding midst the trees and bushes, i figured my time would be better spent watching the french race. i'm glad that i did, for it provided some excellent viewing that was possibly more in keeping with everyone's idea of a gravel event than the gravel event itself, taking place over a bone-dry parcours, populated by some of the world tour's premier riders: mathieu van der poel, mattej mohoric, jasper stuyven, connor swift etc.,

you would perhaps imagine that those who have opted to specialise in gravel would be in a position to leave behind those road-riders opting to enter purely for the potential glory, but oddly, the world championship event featured a sizeable amount of tarmac and precious little real gravel. had you inadvertently chosen to watch the gravel event in the latter stages and been told that you were, in fact watching paris-tours, it would have taken several kilometres before the realisation dawned. and then, i surely need not point out that mvdp and quinten herman are both experienced cyclocross riders, so have things reached the point of velocipedinal singularity, where there is, in fact, no difference between any of the events?

let me make it plain: the finishing straight in the average cyclocross race features tarmac, as does that of paris-tours, as, apparently did the world championship gravel race. in between, across all three supposedly different genres, there is mud, grass, gravel and little pathways. so have we all been led up the garden path, so to speak? as far as i could see, the riders in paris-tours, were on standard road bikes, even where the roads turned to a few kilometres of mud and at the end of which they were all but unrecognisable. those in the gravel worlds, though often bona-fide road riders, looked as bright and sparkly as at the start, but were riding gravel bikes which, come next weekend, will almost certainly double as cyclocross bikes with narrower tyres. that would tend to suggest that the bicycle industry, aided and abetted by the uci, have sold us a body swerve.

it's all exactly the same - if only there was someone who could have pointed that out a few years ago.

monday 7 october 2024

miscalculation

as i have mentioned to the point of boredom, saturdays are cyclocross bike days for two perfectly good reasons, with a third in reserve for later in the year. firstly, i tend to ride solo on saturdays; the velo club peloton apparently has other more pressing matters to attend to. this means, rather obviously, i have no-one to drop or, more pertinently, no-one with whom i have need of keeping up. given that the cross bike is shod with 33mm wide rubber, which, though a great boost to comfort, has a tendency to ride a smidgeon slower than the 28mm tyres on the ritchey logic. when you're already hanging on for dear life on a sunday, there's no need, i believe, to add insult to injury on saturdays. the second good reason for riding cyclocross machinery is the opportunity to nip off the road at uiskentuie strand onto the grass, keeping away from car traffic and reputedly enhancing my bike handling skills.

the latter is a route i have employed for many a long saturday, popping onto the grass opposite uiskentuie farmhouse, and continuing through the grass until reaching foreland road-end. there was a time last year when i would survey all before me atop black rock hill, before descending to uiskentuie, checking for sheep on the strand. these woolly beasts are predictably the most unpredictable animals on the planet, and though they pose no threat to a lone cyclist, they do tend to scare easily, more often than not, running towards the main road, and often fast-moving traffic. in such cases, i tended to stay on the road, rather than endanger sheep and lambs, or irritate vehicle traffic.

however, it appears that grazing sheep on the strand is no longer en-vogue; there have been no sheep on the strand since around october last year. though sheep are renowned for their unpredictable behaviour, they are creatures of habit, traipsing from one end of the strand to the other along well-worn, sheep-created paths. the fun, from my point of view, was riding those narrow tracks at speed, trying manfully to keep my tyres within the edges. slip to right or left, and it was often easy to come unstuck, particularly when riding what i like to call fast. with no sheep, while the paths are still visible, they have become a tad overgrown with machair and thistles, a factor that has often had me sat in debbie's with my double-egg roll and a myriad of scratch marks on my shins.

environmentalists have suggested that britain's shoreline is being eroded by the weather, wind and waves, and on my journey south-west yesterday, i could only confirm their prognostications, with the sand and pebbles, once several metres from the grassed surface, now beginning to interrupt my forward progress. i have often questioned my observational powers; are those pebbles closer than they were a few months ago, or is it just my imagination? they are moste definitely closer, and as we head towards winter, with its attendant galeforce winds, there seems every likelihood that matters will only deteriorate. however, one fact in saturday's ride may require more immediate attention; that of tyres.

since most of my summertime perambulations aboard the 'cross bike tend to favour metalled roads, i swapped from a pair of challenge grifos, featuring a tread pattern geared towards mud clearance, to the smoother challenge chicanes, tyres which have proved highly pragmatic, even across the summer we never quite received. they are ideal across grass and sand, while the bobbled centre strip offers unadorned smoothness over frequently gravellous tarmac. but, irrespective of the tread pattern employed, the faux cyclocross psyche tends to encourage an overestimation of both rider's and bicycle's tractionable abilities.

on the approach to bridgend village, there is a short pedestrian/cycle path known locally as nancy's path, onto which i am inclined to turn when aboard the specialized crux, if only because it would seem rude not to. however, there is also a parallel path through this portion of bridgend woods, entering/ending at south lodge and exiting adjacent to the auction mart. on my return yesterday, i valiantly opted to turn onto the latter pathway opposite the old road leading to islay house, bringing me out at south lodge. the latter end has a particularly muddy final stage; at present this is a tad on the thick side and still overgrown with grass. however, the more astute amongst you will recall that the crux no longer sports a set of mud tyres, a factor that had slipped my mind as i headed through the thick, viscous gloop. however, very much in the favour of the chicanes, they made it through unscathed, as, indeed, did yours truly, though predominantly as a result of having chosen a suitably easy gear.

so while the pros would scarcely have opted for the chicane tread when faced with mud, we mere mortals are less likely to a have several sets of tyres or wheels available should ground conditions vary on a daily basis. it is therefore of great comfort that, even when unexpectedly or inadvertently faced with conditions outside the tread's remit, versatility has been included for our benefit.

sunday 6 october 2024

the wonderful thing about tiggers

though i should probably apologise for commencing on a percussive theme for the second day in a row, i'm probably not going to, given the tenuous relevance of my opening gambit. while perusing my daily youtube feed late on thursday afternoon, despite the remarkably recent release by the roland corporation of their vad 716 electronic drumset, it seems that activity in hamamatsu has been rife in recent weeks, months, years, witnessed by the release of yet another electronic drumset innovation sporting the vqd acronym. this, it transpires, refers to their very quiet design range (i've always found it odd that japanese technologists seem to favour anglicised names or abbreviations for their products), a set of drum and cymbal pads that have been designed to be as quiet as possible to other residents in a flat, or house, as well as those living next door.

while the percussionist does their thing wearing headphones, those sitting nearby will often be assaulted by a barrage of intrusive noise from the electronic pads, devoid of the drum sounds being generated. however, roland's engineers have spent the last four years developing pads that make even less sound than a standard practice pad, and outfitting the rack to which the pads are attached, with cushioned rubber feet to prevent transmission of undue vibrations or noise from an upstairs room. i cannot deny that this advancement looked somewhat promising, given that the croft is surrounded by close neighbours, few of which, i imagine, would welcome the sonic attentions of my dw buddy rich drumset. the bass drum alone can traumatise small animals at fifty paces.

however, there are two factors that mitigate against my acquiring one of these vqd drumsets, the first being the rather large price tag, particularly given the scope of its feature set. but the second is that which has, so far, prevented me from considering any type of electronic drumset, and that's the necessity of learning how to operate the electronic brain which provides the plethora of sounds to discerning ears. i can easily tune any of the drums that comprise my acoustic setups, but to be honest, i cannot be bothered learning the various tweaks, settings and parameters that reputedly offer infinitesimal control of the electronics.

and while i have no experience of, or desire to embroil myself in the world of mountain biking, i would think myself particularly naive were i to consider the latter a genre of cycling that exerts no influence whatsoever upon the road-going fraternity. granted, little has seemingly crossed over of late, but the advent of the gravel fad as one more closely associated with road riding than with offroad would perhaps advise that a certain level of circumspection should be employed. for while sram, shimano and campagnolo congratulate themseves on providing the pelotonese with gears that can be changed with nary a wire or cable to be seen, the springy farm gate brigade may just be further along the cutting edge.

should evidence for this contention be required, i might cite the recent introduction of fox racing's live valve neo, a name that would not seem out of place on a massive attack album cover. however, this particular innovation has nothing whatsoever to do with contemporary pop music, but everything to do with electronic suspension control. the neo part of the equation refers to a proprietary wireless protocol developed by fox, offering minimal latency in the control of the suspension settings on mountain bike. i appreciate that there will be those of you who, like me, exhibit involuntary tremors on reading those words, somewhat akin to my own reaction to roland's electronic drum module, but it seems that acquainting oneself with such minutiae, may already be a prerequisite to those clad in full-face helmets and body armour.

according to a fox spokesperson, the allegedly simple to install, endlessly customisable technology "...reads terrain input up to 400 times peer second, sensing, transmitting and adjusting the (suspension) shock in a claimed 1/70th of a second." rather obviously, at present, this is not something that remco, tadej or mathieu need concern themselves with, but having witnessed more than just a single attempt to outfit gravel bikes with some sort of suspension, it could well be a technology wending its worrying way in our direction at some point in the future. i can see towards the back of the room, a certain level of growing excitement at the possibilities this might provide, but i think it only fair to advise that, the more complex a technology, the greater opportunity there is for it to self-destruct at some point in its lifecycle, usually in a manner that obviates any likelihood of user-friendly recovery.

to quote the rolling stones present day drummer, steve jordan, "simplicity does not equal stupidity."

saturday 5 october 2024

authenticity

in february 1971, when i was considerably younger than i am today, at a school friend's house one day, he played the yes album (on vinyl of course), the third album from a band, tautologically named yes. it was a genre of music which i had not previously come across, and i found myself fascinated with the drumming. along with the rest of the music, it exhibited a complexity missing in its entirety from the standard fair to be apprehended on the likes of top of the pops. as many of you will know, the drummer on that, and the subsequent two releases by the band (fragile and close to the edge), was a gent by the name of bill bruford, a fan of whom i have been since those halcyon days of yore.

bill moved on from yes following completion and release of close to the edge, moving his drum stool into the complexities and power of fellow prog rockers, king crimson, recording starless and bible black and subsequently one of their most revered releases red, which celebrates its fiftieth birthday this month. after that, band founder, robert fripp, decided to call time on king crimson (not for the last time. like the well-behaved little acolyte i had become, i have followed bill's career through every twist and turn, having attended several concerts by different bands of which he was a part, and even briefly making his acquaintance after an earthworks gig on glasgow's renfrew ferry, moored on the clyde, introduced by mark hodgson, earthworks' bass player who i had played alongside at the islay jazz festival.

around the end of the 20th century, bill's endorsed drum company, tama issued a limted edition 'bill bruford snare drum', featuring an idiosyncratic external finish, along with an identifying badge reproducing bill's signature. however, just to add to the authenticity for collectors, there was a label placed on the inside of the drum shell which bill had actually autographed. i know all this because, earlier this year, i finally managed to purchase one of these drums, even though every other drum i own is made by drum workshop. when originally released, i did not have the sum of money that tama demanded for acquisition, but i've spent many of the intervening years trying to find a decent example to purchase. it doesn't make me sound like bill bruford, my stick technique is considerably different from that of its originator, and i've never played it on a live gig.

however, other than bill's signature on the aforesaid label, the only other identifying mark is the number 504. so, following purchase of this marvellous snare drum, i contacted tama to enquire how many drums were made and when. i found a couple of tama magazine adverts from 1999 in which the drum was featured amongst other tama signature snare drums, but according to the reply i received from the japanese drum company, the drum was produced around 2008 and it wasn't a limited edition. in that case, what was the point in numbering? bill retired from public performance in 2009 at the age of 60, but there are photos of him playing the drum in the early years of this century. all very confusing. fortunately, i did not purchase the drum on the basis of its reputed collectibility, but purely because i admire its progenitor and felt that i'd like to own his signature snare (which, incidentally, he appears to be playing once again, having returned to public performance with the pete roth trio).

the likelihood of the drum being a facsimile is highly unlikely; drum manufacture, particularly of individual drums, along with any possibility of the exterior finish being reproduced by a third-party is well-nigh impossible, not to say highly uneconomic. bill bruford is a popular drummer, but not to that extent, so i'm very confident that my bill bruford snare drum is entirely legitimate.

but this potential lack of authenticity is one that has reared its ugly head in the bicycle world in the relatively recent past. when i was in thrall to colnago bicycles, a marque that featured prominently and frequently in the early years of thewashingmachinepost, i was often contacted by owners of steel colnago bicycles to enquire whether their machines were genuine colnagos. having not previously come across this apparent level of counterfeiting, i did a modest degree of research to learn that production of faux colnagos had indeed been a thing during the 1980s. blissfully unaware of what might be recognisable differences between the real thing and soviet 'knock-offs', i enquired of a contact at cambiago, who offered to check any available photos and attempt to validate the originality of any frame bearing the 'ace of clubs'. with colnago moving to carbon, it seems that the likelihood of acquiring a colnago facsimile drastically diminished.

but, according to colnago, there still exists doubts over some of those early steel frames, as a result of which colnago has introduced 'retrofitting', offering colnago owners the opportunity to have their bicycle frames officially validated, on receipt of certain necessary details. those that pass the test will receive a certificate of originality and their place on a digital register of colnago owners. the upshot of such registration will not only be an increased confidence of ownership, but the likelihood of additional benefits. a bit like friends of laphroaig membership or the ardbeg committee. so, if you have doubts about your steel frame with ernesto's name on the downtube and the ace of clubs on the headtube, now's the chance to settle any disquiet.

i wonder if tadej's name is on the register?

bill bruford interview

friday 4 october 2024

electrifying

several months ago, i reviewed the cycplus as2 pro max bicycle tyre inflator, a name that just rolls off the tongue so easily. for me this was a trial of conscience, because, as regular readers will be aware, not only am i decidedly resistant to change, but i hold healthy suspicions over the apparent need to electrify procedures that were previously easily achievable by non-electric methods. though somewhat stretching credibility in this particular instance, the difference can easily be seen during an islay power-cut, the frequency of which, though a great deal less than in the past, is still greater than you would hope in this technological world.

islay's electrical power is supplied by a cable from the mainland which travels undersea to jura, down the length of our neighbouring island before once again going undersea to reach the hub of civilisation. the latter undersea cable was recently replaced after only three or four years, despite being rated for over four times that lifespan. the problem, as explained by southern scotland electricity networks (ssen), is the rapid movement of water in the sound of islay, eventually wearing out a remarkably large diameter of cable. the latest incumbent has been provided with an extra outer layer of copper protection in the hope that it will survive considerably longer than did its predecessor.

sometimes island powercuts are at the behest of a mainland outage, but frequently they are contained between us and jura. when the power goes out, the local averagemarket has to shut its doors; quite literally as it transpires, due to the entrance consisting of two sliding electric doors which, obviously enough, no longer work when the power is off. but, in common with virtually every modern retail outlet, sales depend entirely on the ubiquitous bar code. with no power, neither the tills nor the scanners work, so local powercuts result in shoppers having to leave their trolleys and exit the store until such time as power is restored.

compare that with the small store round in shore street. they do not use a bar-code scanner at all, so during power cuts they simply tally up the shopping bill on a battery-operated calculator and open the cash register by hand (always assuming their customers have cash in the first place). according to economists, only one in five transactions nowadays involve cash, with the majority relying on debit or credit cards. as we move closer and closer to a cashless society, while devolving motive power to the electron, given the current instability of the world, we might be heading for an unpleasant surprise, sooner rather than later.

however, if we return to the niche little world inhabited by yours truly, bicycles can easily be operated by human power, changing gear by pressing a lever that pulls a dedicated length of steel wire, and gaining forward motion by physically turning the pedals with our legs. and if we suffer from a puncture, 'tis but a simple matter to attach a hand-pump to the valve and indulge in a modicum of curricular exercise. batteries not included.

but we are a society not only of instant gratification, but of relaxed demeanour, where expenditure of physical energy is viewed with disdain, particularly if the process can be electrified. which is pretty much where the cycplus as2 pro max bicycle tyre inflator enters the fray. however, cycplus are not the sole providers of such a device; there were several on the market before the latter sent me one for review, and they will certainly not be the last, given that cycle and motorcycle supremo, muc-off, has recently entered the selfsame corner of the market with it's airmach electric pump.

a bit like hand operated bicycle pumps, these all work in a similar manner, offering a particular form factor, centred around portability; there's no real point in trying to inetrest the cognoscenti if it can't be fitted in a jersey rear pocket. that powerful little electric motor that pushes air into your tyre or tube, makes a great deal more noise than my puffing and panting when using a mini-pump, but the benefit of the latter is its ability to continue working however many punctures you might have, and there's no need to check the battery level before each bike ride. granted, electric-air will undoubtedly inflate your tyre a darned sight quicker than you or i can, which may be of great comfort when stuck by the side of the road at saligo bay, with no shelter, and in the midst of an atlantic hoolie. but have we really descended to the point where we need devices such as this? whatever happened to the hardmen and women espoused by early rapha adverts and photo-shoots? whatever happened to pain and suffering?

i will freely admit that i do not leave home without my heavy, but tiny cycplus as2 pro max bicycle tyre inflator, having checked that its battery level is in tip-top shape. i'm not getting any younger, and removal of the need to finish off the puncture repair or tube replacement in the middle of nowhere, with an extended series of exertions with a mini-pump should not go unheralded.

but doesn't that just mean that i'm getting soft and have too much disposable income? after all, a mini-pump can be acquired for less than £20, while muc-off's airmach retails at £90 (inflator hose extra). friends might be electric, but that doesn't mean they'll be your best pal for life.

thursday 3 october 2024

fettled

despite my position as a motor car agnostic (i have not owned a car for nearly twenty years), i do rather enjoy watching a series on drama channel entitled bangers and cash, documenting the day to day of the mathewsons family in north yorkshire, who have created a thriving business auctioning cars and memorabilia, none of which is straight out the box. i am not, you may be relieved to hear, sat at my macbook air, finger poised to place a bid on a morris minor, or escort rs2000, but i do enjoy noting the differences between modern and vintage vehicles. though it may be somewhat of a cliché, the older models do seem to possess a great deal more originality and character. though my present day interest does not stretch as far as examining the contemporary motoring landscape, in truth, i can rarely tell the difference between vehicles from different manufacturers (can you see where i'm going with this?)

as far as the current road bike market is concerned, its an affliction that seems to have been borrowed from the motor industry. when car designers relied on the artistic and aesthetic vision of the design department, new vehicles were inevitably born in the minds-eye of those creatives, before being transferred to paper and subsequently scaled and full-scale clay models. in these latter stages, it was always possible to include any idiosyncracies; these were not necessarily originated as a means of differentiation from the competition, but often as part of a historic tradition. in the modern world, cars are more frequently designed by computer, where distinct parameters are input and ultimately result in the most pragmatic solution to the ones and zeros, the outer shape often decided by aerodynamic and economic concerns.

that appears to be the same modus operandi in vogue within the cycle industry.

decades ago, i resolved no longer to visit the various national cycle shows following a light bulb moment that envisioned all that lay before me being all but indistinguishable from its nearest neighbours. discounting the names writ large on those oversized down tubes, there was very little to distinguish one from another. the majority of road bicycles are the result of fluid dynamic analysis, in conjunction with computer aided design; if everyone's asking the same questions, it's more than likely they'll receive very similar answers. look at the advent of dropped seatstays, integrated cables/hoses and many other features shared across the board. obviously there has to be some standards at some part of the equation. it would hardly be equitable to buy a new frame only to discover that the wheels on your last bicycle simply don't fit.

but one of the most common points of interest raised in any episode of bangers and cash, aside from the contention that 'they don't make them like they used to', is the important factor that the eventual purchaser of a vehicle in need of some tender loving care, can get by with relatively minimal mechanical skill and a month of sundays available in which to practise those skills. modern cars, we are constantly informed, have become technologically dependent on the use of a computer to diagnose faults, and componentry that is not designed to be repaired or fettled. my son has been on the receiving end of a mechanic's invoice detailing the replacement of three separate sensors, one dependent on the other, to have the vehicle running as its designer intended.

those of us who once enjoyed fettling our bicycles without necessarily relying on specialist knowledge so to do, are gradualy being squeezed out of the picture. no longer is it truly possible to acquire a copy of richard's bicycle book and proceed with an adjustable spanner and a screwdriver. should you doubt such wisdom, witness the bicycle mechanic training programmes currently in place, and the knowledge that many a bike shop requires the seasoned fettler to possess a certificate to prove the necessary level of fettling skill. and as if to underline my point, component supremos, shimano, have opted to hold a european mechanics' championship event taking place in belgium this weekend.

citing the ever-growing need for professional maintenance, not least due to the increasing complexity of today's velocipedes, shimano contend that demand for well-trained, highly skilled mechanics has never been higher. though i have always been a reasonably confident bicycle mechanic, i'd recently to step back from attempting repair on a hydraulic disc brake system because i have never learned the basics and it seemed like tempting fate to begin the process on someone else's bicycle. i have no intention of entering the world of electronics with either e-bikes or electronic gear shifting, and i have neither the time nor the patience to attempt threading a set of cables and hoses through an upper headset race and oversized head tube.

however, hand me a steel frame with external, mechanical gear cables from any of the major manufacturers, and i'm like a pig in sh*t. unfortunately, they don't make 'em like they used to.

wednesday 2 october 2024

angel of the mountains - the strange tale of charly gaul. paul maunder. quercus hardback 307pp illus. £22

i can think of only one velocipedinal colleague who favoured sprinters over climbers. there could be any number of reasons for this, though in his case, i believe it was his efforts to emulate that particular breed of cyclist. from an audience point of view, grimpeurs offer more bang for buck, so to speak. no matter the constitution of each successive year's grand tours, there will be mountains in varying quantity, all of which are likely to take several hours to ascend, inevitably splitting the peloton into a large number of relatively slow-moving groups of riders. if you've taken the trouble to travel as witness to one such stage, particularly at the roadside of a mountain-top finish, watching your heroes pass-by is often a lengthy process.

having cycled to dublin in 1998 to watch the start of that particular tour de france, it was somewhat alarming to watch the sprinters - including mario cipollini - demolish the finishing straight in mere seconds, after a long day of awaiting their arrival. of course, it could also be the masochistic realisation that the much avowed 'pain and suffering' - 40 years' of which were celebrated by rapha just over a week ago - can be seen at closer quarters and often slower speeds. and while i mentioned it, the 1998 tour de france was eventually won, three weeks later, by noted climber, marco pantani. and as if to prove the esteem in which climbers are held, despite clear knowledge of pantani's usage and abusage of dubious substances, the diminutive italian continues to be popular today. perhaps i can shorten the rhetoric by acknowledging that climbers are 'a bit different', possibly explaining why, 66 years after he finished victorious in the tour de france, author paul maunder has chosen to celebrate the career of luxembourger, charly gaul.

unlike many of his contemporaries, the life of gaul seems shrouded in mystery, though maybe more for his post retirement affectations, than those that comprised his successful career. the possibility that this book may or may not result in a happy ending, is further obscured in maunder's introduction: "This is a book about the problems that sporting success can bring." unlike today's professionals, whose nutritional regimes would appear to all but ensure a lengthy career, gaul retired from professional cycling in 1965, experiencing a career that, despite winning the 1959 giro d'italia, appeared to be in some decline during the late 1950s. he was also renowned for emulating his nickname angel of the mountains whenever the weather turned foul. in fact, the worse, the better as far as he was concerned.

"Gaul was eighteen years old and climbing one of the highest mountain passes in Europe on a wet day, with temperatures in single digits near the top. Perversely, this cheered him."

gaul's career is impressive, winning the giro d'italia in 1955 and 1959, as well as the tour de france of 1958. he also won the climber's jersey in both grand tours, as well as standing atop the podium in the tour of luxembourg in 1956, 1959 and 1961. when he was riding well, he enjoyed the approbation of his fans, but his skin which was tough enough to withstand severly inclement weather when riding, was too thin to be at ease with the disparagement he received when his prowess deserted him, particulary in warmer weather.

though 'angel of the mountains' is quite markedly about the career of charly gaul, the author has scarcely shied away from detail concerning several of his adversaries, particularly that of louison bobet, including not only his cycling prowess, but by comparison, how the frenchman coped highly successfully with retirement. it is a valid comparison, given that bobet announced the ending of his own career as a professional three years ahead of gaul, perhaps offering a graphic example. in fact, despite his impressive list of victories over a nine-year professional career, gaul may be more notoriously renowned for how he behaved after hanging up his wheels. here, the author injects a welcome appraisal of what actually happened in those lost years.

legend has it that gaul retreated from civilisation to a cave in the mountains, living as a heavily-bearded hermit, but it seems that the truth may be less melodramatic. according to maunder. following the establishment of a career as an inn-keeper, two years after his final race "...it soon became clear that Charly was not cut out for hospitality." and he ultimately left his second wife, nicole, and disappeared. however, just like the actress with which maunder compares him, greta garbo, "Charly Gaul did not really disappear." in fact, he moved into a holiday home near the village of lipperscheld, building a fence round the property and grew vegetables in his allotment. as maunder writes, "His disappearance was from public view. No longer did he turn up at bike races as a spectator..."

though undoubtedly adding to the legend that is charly gaul, it does seem quite in keeping with his personality as a rider. following his re-discovery and emergence from hermitacy, he regained most, if not all of the popularity he once had as a rider, and, eventually, a very satisfactory family life.

paul maunder has produced a beautiful testament to the life of charly gaul, one of cycling's secrets, but hidden in plain sight. the narrative is creatively constructed, giving an insight into his career that never feels intrusive, yete celebrates a great rider for all his idiosyncracies. the book is cushioned from the back cover by an explanatory set of notes, commendable bibliography and extensive index. what more could a cycling aficionado demand?

tuesday 1 october 2024