Old Yarn - Bike Crash on Golden Gate Bridge

Introduction

This is the second “old yarn” installment on albertnet (inspired by my pioneering effort “The Cinelli Jumpsuit”). This is the kind of story that would normally be a “From the Archives” item, except I’ve never before written it down.

Bike crash on Golden Gate Bridge

During the late ‘90s—I remember because I was still living in San Francisco—I had a catastrophic ride on one of my favorite bicycles of all time, Bomb Pop. I named this bike after the popsicle that had the same red, white, and blue coloration, one color fading into the next. It was a Guerciotti, the team issue for an old pro team. When I was still in college I’d bought it from one of their guys, who’d never even built it up.

Just a couple weeks before this ill-fated ride, I’d replaced almost all of the components on Bomb Pop with the newest Shimano Dura-Ace, and even put new wheels on it. I had seriously considered just replacing the whole bike because this was the longest I’d ever owned a racing frame, and couldn’t be sure how sound it still was. (Steel rusts, after all, and I lived near the ocean.) So, before mounting all the new parts, I stripped the frame all the way down and had a framebuilder inspect it. He scrutinized it, even took it outside into the sun to see better, and summed up his inspection with the simple statement, “I’d ride it.”

Back then, all my bike rides started with a trip through the old, defunct Presidio army base and then over the Golden Gate Bridge into Marin County. It was almost always windy on the bridge, and a bit tricky because even though they segregated traffic, with pedestrians directed to the walkway on the east side of the bridge and bicycles on the west side (each protected from car traffic by a tall barrier), you tended to encounter confused tourists who either couldn’t read the signs, didn’t notice them, or felt some need to defy them. Meanwhile, it was a bit tricky getting around the bridge stanchions because it was narrow through there and the wind buffeted around and you had to keep an eye out for those rogue pedestrians. On top of that, around the stanchions there were giant steel plates over the concrete which were slick as snot on rainy days or even when there was just a lot of fog (which wasn’t rare).

And, there were the other cyclists to deal with. As described here, I often fell in with this or that random rider to take turns drafting, especially when it was windy. A lot of these riders were as seasoned as I, but then you also had to contend with tourists on rented bikes (wobbling all over the place, usually), and then the aggressive quasi-cyclists who took it as a personal affront when you passed them, and would sometimes put up a fight. I remember on one cold, damp day I passed some dude (non-Lycra, cheap road bike) who subsequently charged past me and stormed off ahead. I thought, oh dear, this guy is gonna try to keep too much speed around the next stanchion, and that steel plate is gonna be wet, and he’s gonna totally stack. Sure enough, when I got to the next stanchion he was on the ground. Steel plate is way harder than pavement and I’ll bet that really hurt. I helped the guy up and got him back on his bike—fortunately, he wasn’t seriously injured—and he seemed really ticked at me, like it was somehow my fault he crashed.

But that was a different day. On the day in question, the beginning of the end of Bomb Pop’s useful life, the road was dry but it was very windy and I was out of the saddle, just past a stanchion, sprinting back up to speed, when suddenly (to quote some Euro pro from a post-race interview), “I was going, and going, and then I was not good.” Out of nowhere, I found myself crashing face-first into the steel plate.

It’s peculiar to crash face-first. A more typical crash would involve sliding out sideways (which is preferable because your head usually doesn’t even touch the ground) or hitting something with the front wheel and flipping over the bars. In this latter crash the entire bike rotates around the front hub, so it’s not really a face-first crash; it usually results in a head-first crash which of course is not good, but there’s always the chance that your tuck-and-roll turns the whole thing into an acrobatic stunt, so you come all the way around like a gymnast and can come through miraculously unscathed. One time, in the UC Santa Barbara community of Isla Vista, I rode my commuter bike down a steep boat ramp at low tide to attempt a gnarly jump off the end, which I executed almost perfectly except that my front wheel landed first and was stopped dead in the deep sand, and I was launched over the bars. This could have been bad—I wasn’t even wearing a helmet, this having been biking home from class, not on a training ride—but I somersaulted in the sand and came up on my feet, arms outstretched in a victory salute, celebrating, I guess, how totally fine I was. To my astonishment, when I looked back (presumably at some pal who was with me), I saw some guy with a camcorder who’d filmed the entire thing. Damn, what I’d give for that footage!

I’ve only crashed face-first twice in my life. The first time was on the Broadway bike path in Boulder, which runs parallel to the road with a nice median in between. Alas, at the spot where I crashed the median was a rock garden rather than the grass featured in other sections, so that’s what my face landed in. I couldn’t figure out why the hell I’d crashed, and my forensic investigation (which began immediately) turned up, before anything else, a bunch of ball bearings. WTF!? Then I noticed that the steerer tube of my fork—this is the tube that extends from the fork crown up to where the top of the headset is, where the handlebar stem is inserted—had snapped.

This is not a known phenomenon in cycling. I mean, it really never happens. In this case it turned out that too little of the stem was inserted into the steerer tube, so there was too much leverage applied to too small an area of metal. Now, before you chide me for getting what I deserved, since the minimum insertion of every stem is clearly marked, I’ll tell you exactly how this happened. I’d bought the stem used from a colleague at the bike shop, and this absolute fuckwit had cut off part of the stem where it goes into the steerer tube (to save weight, the stupid douchebag) and somehow neglected to mention this to me. What’s more, he’d needlessly polished the new end of the stem where he’d cut it, almost as if to hide his handiwork. So he basically set me up to have this crash. (Since you may be wondering: no, his body was never found.)

So, this being only the second time I’d ever crashed face-first, I was just as befuddled as the first time. Right away I noticed that my front wheel was farther away from the rest of the bicycle than it’s ever supposed to get. The second thing I noticed was that my chin was gushing blood like an open water main. (Okay, fine, I exaggerate—which is easy to do when you’re bleeding.) The third thing I noticed was—and this was eerily familiar—ball bearings! WTF?! Again? 

(Wait—stop! I just fact-checked myself. I vividly remember watching little headset bearings rolling across the steel plate, but as the astute reader would be quick to note, the 7700-issue Dura-Ace headset used cartridge bearings. So this particular detail is the embroidery of memory. It makes a better story, but simply isn’t true. I could go revise the previous paragraph but I shall let it stand as a reminder that memory can be flaky. But don’t worry, the main facts of this tale are accurate because frequent oral retelling of the story keeps them alive in memory ... it’s only when I go to flesh out the details “on paper” that I run the risk of fabrication.)

No, the failure wasn’t a used handlebar stem this time. Again, the steerer tube failed, but this time it sheared off right at the fork crown. Probably sweat from riding the stationary trainer had accumulated and caused it to rust.

As I got to my feet and hauled my bifurcated bicycle out of the path of biking traffic, the words “I’d ride it” echoed in my head. So much for the framebuilder’s inspection! Now I faced the problem of how to get home when my bloody bike—literally bloody, as my chin was still dripping—wasn’t even walkable. If I’d brought the tools necessary to disconnect the brake and gear cables I could have carried most of the bike over one shoulder and the rest under my other arm, but as it was this was really awkward, especially clack-clack-clacking along in my cycling shoes. My chin was hemorrhaging the whole way, leaving blood droplets on the ground like a trail of breadcrumbs. Finally I made it to the San Francisco end of the bridge where there was a pay phone. (Cell phones were pretty widespread by this time but I was not an early adopter.) I tried to call my wife but it just rang and rang … she was out for a run.

At this point I was noticed by a group of grade-school aged Asian girls. I couldn’t figure out where they came from—this was in the evening, past the hours for a field trip—and there wasn’t a single adult among them. They looked very freaked out by the blood running off my chin. One of them came forward. She was wearing a very smart outfit, like a private school uniform, adorned incongruously with a fanny pack which she proceeded to root through. She produced a travel pack of Kleenex and pulled some out. Trembling slightly—equal parts fear and concern—she held them out to me. I suspect she spoke no English, or perhaps just didn’t know what to say. I thanked her profusely and began applying pressure to my chin. At that moment I heard a siren. Some fool had called an ambulance!

Last time I’d been taken in an ambulance was after a mountain bike crash in Tilden Park. For $600 I was driven the equivalent of two blocks, to where a helicopter could land. My insurance (through the university) covered only $100 of it. That expense gave me a lifelong antipathy toward ambulances, and I sure didn’t need one now. Don’t get me wrong, I definitely could have used a proper rag to stanch my chin with, instead of the rapidly disintegrating Kleenex, but I didn’t require a stretcher, a neck brace, a sirens-and-flashing-lights trip though a big city, and an outrageous co-pay. So I did the obvious thing: I hid. Fortunately I was obscured from view (behind the pay phone and the pillar it was attached to, if memory serves) and the paramedics never spotted me. I peeked a couple of times and they were just wandering around looking for some guy who’d crashed his bike. For some reason the Asian girls decided I was hiding for good reason and didn’t rat me out. Eventually the ambulance drove off.

I got back on the phone, failed again to reach my wife, and was stumped. Who else did I know who could come get me? I was in that phase of life where I’d moved to a new city after college and spent most of my time working; beyond that, I passed my time cycling and taking walks with my wife, so I didn’t have much of a social group yet. But, there was always the help desk.

The company I worked for offered computer network services to large corporations, with 24x7 tech support, including escalation to network engineers for thorny problems. Thus, there was a pager rotation among us, such that each week somebody was on-call around the clock. So I called the Network Operations Center and asked the tech to page the engineer on-call. The tech asked for the company name. I explained there was no company, I just needed the on-call to come pick me up after a bike accident. The guy was plenty perplexed and finally opened a trouble ticket,  being as vague in the report as possible. Eventually he bridged in the on-call who, after a good laugh, agreed to come fetch me. He arrived before long and drove me home. Surprisingly, my wife still wasn’t back from her run.

I had time to shower, clean up my road rash, and take a seat in the living room with a book and a good thick washcloth to continue the pressure on my chin. The bleeding hadn’t stopped but the pressure helped. When my wife finally arrived, I assumed a pensive pose, hand on chin (obscuring the cloth), while we had a brief conversation. The point of this (as described in this handy accident reporting guide) was to ease her into the news of my accident, while showcasing how okay I was, so she wouldn’t be excessively alarmed. After a couple minutes I casually remarked, “I took a bit of a spill on my ride today. I should probably head to the ER and get looked at.” Only then did I let her see my chin, and she agreed we should head over right away.

This being San Francisco, parking would have been tricky at the hospital. Our car was parked at least five or ten minutes from our apartment, and as the World’s Cheapest Man I refused, especially in those days, to ever pay for a parking garage. Plus, it was only a 20-minute walk to the Saint Francis hospital. It was surprisingly non-crowded and they had me stitched up in no time. Two nurses got in an argument over whether I should cover the wound or leave it open to the air. The doctor didn’t take sides, but did ask me if I had a general practitioner. This got me a glare from my wife—sore subject—and I confessed I did not. “Good,” the ER doc said. “Stay away from hospitals … they’re full of sick people.” My wife and I walked home and got on with our evening.

(In case you’re wondering, I was able to get Bomb Pop back on the road pretty quickly using an ugly green replacement fork, just barely visible in the photo above, which  I got from a friend. This was a stopgap, of course, now that I couldn’t trust the rest of the frame anymore. My next frameset was Full  Slab, which you can read about here.)

My little stunt with calling the NOC and paging the on-call earned me some notoriety at work in the days following the accident. I already had a reputation as a thrill-seeker after some of us got in trouble for goofing off during a snowmobile ride at a company offsite (turns out if you over-steer and goose the throttle you can do a sweet fishtail, sending up a dramatic spray of snow, but that the rental people frown on this sort of thing), and for a high-speed jet-ski crash at another work offsite. Several colleagues gave the stitches in my chin a good, close look. I got to tell the story of the concerned but frightened Asian tourist girls and the proffered Kleenex. On Friday afternoon our manager held his weekly team meeting, and as it wound down, he said, “Okay, one more thing. Who’s taking the on-call this weekend? Because Dana’s riding!”

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From the Archives - Bits & Bobs Volume VIII

Introduction

This is the eighth installment in the “From the Archives – Bits & Bobs” series. Volume I is here, Volume II is here, Volume III is here, Volume IV is here, Volume V is here, Volume VI is here, and Volume VII is here. (The different volumes have nothing to do with one another.)

As with the last installment, these are taken from emails, back when I archived them as simple text files so that one day, when I was a celebrity blogger, I could mine them for tasty nuggets that would thrill my readers without requiring me to write anything new. How prescient, since the Internet was just getting started and blogs were not yet a thing…

March 14, 1995

The [HP] Vectra [computer] is still down at work. I found the setup disks and ran setup to check the CMOS settings. They were all okay; I don’t know what the problem is. I called tech support and when they heard what year the computer was, they said, “Oh, you’ll have to get in touch with our HP Classics department. The only problem is, the old geezers we’ve got down there can’t always hear the phone ringing.” Actually, I made that last part up. But there really is an HP Classics department, and they really don’t answer their phone.

May 10, 1995

I was in the company president’s office the other day having a big important one-on-one meeting, and the phone rang. The big boss got embroiled in a conversation, and you know, I’ve always really hated that. Am I just supposed to sit there in his office, contentedly watching him as he talks and as he twirls his hair around his finger in little curlicues that eventually match the phone cord, which is all twisted from his endless pacing? No way could I do that. But could I just leave? No—any motion towards the door and the boss is frantically gesturing for me to stay. What do I do? So I idly picked up three company-logo-embossed golf balls off of his desk and began juggling. And, sure enough, I dropped one, and it began rolling across the floor, and just when I was on my hands and knees retrieving it (in my $500 suit, of course) the boss got off the phone. I casually put the golf balls back on his desk and we continued our conversation. He didn’t seem fazed, so I guess he’s used to my behavior—and that can’t be a good sign. Will I ever grow up? It reminds me of how you got in trouble for your rubber-band fights at your first job out of college. You’ve really been an inspiration to me, you know.

January 6, 1996

I got a voicemail from my old boss, from [the job I’d quit about a month before]. He said the Vectra, which is the shared hallway computer, had crashed, and he had no idea what to do. They’re in a panic because it’s the only computer with CompuServe access. I had to laugh. I’d been warning people for months that the computer was showing signs of a bad CMOS battery and that its days were numbered. I even put a sign on it saying “Don’t turn me off or I’ll die.” Well, they should have listened. Asking for help now is like saying, “Well, the house burned to the ground. The fire department just finishing hosing things down. Did you say something a while back about smoke detectors?”

January 28, 1996

[To my brother Geoff] … I’ve been thinking lately about our Murray Street Station [San Luis Obispo] days. I still have that original microwave oven, and even one of those big plastic lidded pitchers we used to keep the refried beans in. Remember that awful Thanksgiving dinner at Sizzler? Man, those were the days. Remember all the Canadian-bacon-and-pineapple pizzas K— [the bike shop owner] used to buy us? And how great it was to get free pizza, but how sick we were of that variety? Like, it would be petty and annoying to complain, and yet we’d like pepperoni and mushroom so much better? I actually oddly miss those factory days, too. Sure, the work wasn’t so fun but I became fond of our routine, like how we’d stop at that grocery store (what was it called? Willie Bros, yeah, that’s it) and get Snickers bars to console ourselves because of the brutal cold wind facing us all the way home, every night? And how we used to rent videos at that one place 24/7 because the clerk was so fly? And the Lady Lee Deluxe Chocolate Fudge Brownie Supreme ice cream we’d split, just sawing the half-gallon carton down the middle? And all that cake? And our pushup and sit-up regimen, that made you so buff but never did anything for me? Man, I kinda miss those days.

February 9, 1996

Please retransmit your last email, with the attached article, in some other form than MIME (whatever that is), if possible. Or maybe you could use OCR to convert the article to plain ASCII text? Hmmm . . . I’m not sure Apple computers do ASCII. Or, you could fax the article to my computer, except I have no idea how to set it up to receive faxes, nor do I want to leave it turned on all the time. Then there’s the problem of screwing something up so that the fax answers the regular phone and deafens the hapless caller with its shrieking session-handshake protocol. (My modem came with voice-mail software, too, but I don’t think I want to mess with that, either.) Basically, I’ve got more computing power than a third world country, and no desire to use most of it.

April 24, 1996

We were in L.A. last weekend for a book festival, and Ray Bradbury and Geoffrey Wolff were both speaking. The lines for both were quite long and we worried we wouldn’t get in to either one. Wolff’s seminar, called “Memoirs,” seemed like the slightly less popular one and I thought I might have a better chance of getting into that, but it would mean giving up my spot in the Bradbury line. When I complained about my dilemma, one of the other people waiting in the line said, “Yeah, that’s a tough decision: you’ve gotta choose between the past and the future!”

I was doing my Marin Headlands loop today and I caught up to a pretty fit looking mountain biker. I passed him, and he immediately passed me back, and started hammering. I sat, bored, on his wheel for a while (it was pretty steep so I wasn’t getting too much benefit from drafting) and eventually I decided he was going too slow, and I passed him again. Well, this incited him further, and he took the lead again and started really jamming. Well, woe be to me, he simply rode me off his wheel. On a damn mountain bike! Knobby tires and everything! Man, that was humbling. I just couldn’t keep up. He took some time out of me, too, and finished the climb well ahead. Well, I was encumbered further by a couple of cars on the descent that followed, but on the next climb I blew by him. I was going so hard he couldn’t even get my wheel. I continued to hammer and basically never saw him again. I know they say he who laughs last laughs best, but still . . . he who is laughed at is still laughed at. Man.

June 18, 1996

With regard to your inquiry about bike frame geometry, I doubt there’s anything shallow about your Guerciotti’s head tube angle. My Guerciotti is the same model and only like a year older, and its head angle is like 74 degrees! Yours might be a bit more shallow than mine because it’s a smaller frame, and because you have a smaller penis than I do, but still, I’d expect it to be at least 73 degrees. In any case, this should have almost nothing to do with the way the bike climbs. What do you mean, the front wheel is “slow to move”? As far as I know, the only motion you want is for it to roll. And if it’s rolling too slowly, I would think that’s a fitness problem on your part. (The only other time I’ve heard somebody complain of something like this was when I sold my wife’s would-be-ex-stepmother-in-law a Bianchi and she said it handled “like a cow” when she got out of the saddle. We isolated the problem: low pressure in the front tire.) Anyhow, my Team Miyatas, all three of them, had shallow (73 degree) head angles and they seemed to climb just fine. Actually, they climbed like shit because they were heavy, but I had no problem per se with getting the front wheel to rotate.

June 30, 1996

FOR IMMEDIATE RELEASE:
ALBERT ON NATIONAL TELEVISION

HERTOGENBOSCH, THE NETHERLANDS: American television audiences received a long-overdue treat today: Geoff Albert, one of the finest looking young individuals the free world has ever produced, graced the airwaves with several seconds of his normally elusive presence.

The footage occurred during routine coverage of the Tour de France bicycle race on ESPN, an American sports network. No sooner had Stage One coverage of the race begun than the camera panned over Albert—not just his face, but his entire body as well. The camera, held by a motorcycle-mounted cameraman, was giving a racer’s-eye view of the course, and thousands of screaming, hand-waving fans struggled to get into the picture. However, when the motorcycle approached Albert, it found him strangely aloof from the rest of the crowd—somehow closer to the road, and totally unobstructed. In the nonchalant style of someone accustomed to the spotlight, Albert made no move to draw the cameraman’s attention. He simply stood there, hands thrust in his back pockets, Pentax camera hanging around his neck … the very image of nonchalance. As the motorcycle passed him, his eyes tracked the camera. As an estimated 1 billion people watch Tour de France coverage worldwide, and the footage is the same across TV networks, so it is expected that millions of female viewers were instantly, and irrevocably, smitten. Also likely is that many millions of men grumbled enviously. One thing is certain: for those fleeting moments, nobody was thinking about the bicycle race.

Why Albert was so calm and unimpressed by his moment of glory is simple to understand: he is no stranger to celebrity, and would consider this episode more of a gift to viewers than to himself. Less easy to understand is why Albert commanded such a large spectating area in the otherwise totally packed sidelines. His twin brother Bryan, an expert on such matters, speculates that “Geoff probably forgot to wear his deodorant today.” Such an oversight is not hard to imagine; after all, both of the Albert twins have earned quite a reputation over the years for their casual approach to hygiene.

Network spokesmen predict that those precious few moments of footage will boost ESPN’s ratings and help secure many more years of cycling coverage on the network. Meanwhile, journalists everywhere are speculating that this year’s coverage is well on the way to winning numerous awards for its shrewd camera work.

Albert was unavailable for comment. And, with the Tour moving to Belgium tomorrow, it is unlikely that viewers will be given an encore. With three more weeks of racing ahead, it’s entirely possible that the racers, not this sole spectator, will begin to command the attention of sports aficionados. But for today, Geoff’s televised moment is the hottest news in cycling.

August 24, 1996

Wow, I just figured out how to hook the CD-ROM in my computer into my normal stereo. It works great—so it looks like I bought those new computer speakers for nothing. Oh well. Now I can play CDs, which I never could before. Only problem is, I only own two CDs and they were both freebies E— got from her work. I guess I can check out CDs from the library and tape them. (Of course I could buy some, but E— and I are trying to save up for a house, which is no easy thing to buy around here.)

December 17, 1996

At our company holiday party we had a “white elephant” gift exchange whereby you wrap up something that you don’t want, that somebody gave you as a gift, or that you can’t believe you ever bought, and you bring it in and put it on a table. Then everybody draws a number and the person with #1 chooses first. Now, #2 gets to either choose a gift or take #1’s gift instead (meaning that #1 gets to choose again). I brought this large cheese holder, ceramic, that’s basically a plate with a 4-inch tall cylindrical cover that goes over it, so you can store cheese at room temperature. It said “CHEESE” on it. E—’s mom gave it to us and E— never did like it. The person who got it, our receptionist, was totally stoked, I could tell. (She said later she was in total suspense the whole evening, hoping that nobody would take it away from her.) I stole our other receptionist’s Martinelli’s sparkling cider. The look on her face was one of absolute shock and unbridled grief. She was devastated. (It was one of the first gift takeovers of the day.) I felt so bad, I decided I’d offer to trade her later. She ended up with a pair of Christmas mugs, one shaped like a reindeer head and the other like a Frosty the Snowman head. They were just too hideous and she looked crestfallen all over again. I told her, “Look, I’m not willing to trade gifts, but I would like to just give you my Martinelli’s. The look on your face ... it was like I ran over your dog.” She insisted that I keep the cider; then, minutes later, the director of the entire western region (who got a Mag-lite, the lucky guy) reappeared after a brief absence: he’d gone out and bought the receptionist a replacement bottle of cider. Disaster narrowly averted. I hope my hostile takeover wasn’t career-limiting.

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Bomb Pop - A Bicycle Retrospective

Introduction

I’m enchanted with the spoken track “The Pontiac” on the Tom Waits album Orphans (Brawlers, Bawlers & Bastards). I won’t try to describe it—just click here to listen. I played it for my daughter who said, “You should do your own, about your bikes!” So here it is.

Bomb Pop

So, first of all I had the Fuji Junior. It was a tiny little bright red ten-speed, 24-inch wheels, stem-mounted Suntour shifters with little plastic condoms on them. I was ashamed at the “Junior” part and painted over it with touch-up paint. Now, your uncles all had Motobecane Nomades, which kind of made me jealous at the time because they were French. They all had those shitty plastic Simplex derailleurs and shifters but my brothers pretended they were kickass. Your grandpa had a weakness for French bikes. His was this weird crappy Gitane, I couldn’t tell what color it was, I even asked my dad, he couldn’t say either. Even your Grandma Jude had a French bike, also a Gitane, women’s mixte frame, narrow rock-hard plastic saddle—she hated it, I only saw her ride it once.

So, after the Motobecanes, Uncle Geoff and Uncle Bryan upstaged me again with these Libertas racing bikes from Belgium. Now they were pure shit, terrible lugwork, little specks of excess flux the builders couldn’t be bothered to sand off, but the bikes had flashy head tube decals and really skinny tires and I was in awe.

My next bike was like sensible shoes, a Miyata 310, $265 plus tax in 1981—gosh, two decades before you were born. I tricked it out with Suntour Superbe Pro brakes and pedals, handbuilt wheels I bought off your Uncle Geoff: Phil Wood hubs and Weinmann rims, laced radially which was almost unheard of back then. Stronglight cranks, drilled-out chainrings which was pretty badass. Concor saddle which had just come out, kind of radical at the time, I had the Supercorsa which had steel rails. I sold that 310 to Joel Linsky for $515; his mom was furious.

Now your Uncle Max had the Univega Viva Sport, he took off all the decals, slapped on some Dia Compe 500G brakes, tried to pass it off as a Colnago.

My first pro bike was a Mercian Colorado, Reynolds 531 with an SL fork, a beautiful color they called champagne pearl, really gorgeous, a bit like the color of a fawn actually. Bought that from my pal Nico. A couple months later we were riding at night and I piled into a curb, bent the frame—crumpled the downtube below the shifter bosses. Heartbreaking.

I had another Mercian, white with red panels, gorgeous, and I had my first victories on that bike before selling it to your Uncle Max who’d fallen in love with it and couldn’t live without it. From there I got into more Miyatas, there was the ’83 Pro, then the ’83 Team I bought off of Towle, he got it from Andre Claussen, I traded that to your Uncle Geoff for the ’84 Team he’d become too short to ride after the car accident. I had eight Miyatas … loved ‘em all. Not that they were actually that good … kind of heavy, top tubes too short, and the 73 head angle wasn’t aggressive enough.

After my ’86 Team Miyata’s fork broke at nationals I bought the Guerciotti SLX from Dave Feingold for $400. It was a 10 Speed Drive team issue, red white & blue fade paint job, so I named it Bomb Pop. God I loved that bike. Long top tube, 74 head angle, 72 seat, low bottom bracket, it just handled so beautifully. Indexed shifting never worked on that bike so I ran it with the Simplex Retrofriction shifters. I had some of my best races on that bike. In ’96 I bought a brand-new Dura-Ace gruppo for it, laced up a fresh set of wheels. Two weeks later I was riding on the Golden Gate bridge, sprinting, and the fork broke. Steerer tube sheared clean off—I piled face-first into the concrete, headset bearings rolling everywhere, I needed a bunch of stitches. Still, that was one of my favorite bikes. Well, that was a long time before you were born.

Photos & notes

Here I’m on the Fuji during the 1981 Red Zinger Mini Classic. Look how small we are.

Here’s my dad’s Gitane.

Here’s my mom’s Gitane. Man, what a hateful bike. She didn’t even want the mixte-style frame but Dad insisted.

Here’s Bryan on his Libertas at the ’81 Mini Zinger.

Here’s that Libertas head tube decal.

Here’s Max  on his Univega, also from the ’81 Mini Red. Notice how his poorly pinned number is coming off.

Here’s the Dia-Compe 500G brakes Max had.  He was so proud of them. I can’t find a photo of the drilled levers, though.

Here’s the Miyata 310—I’m #62, straddling it—and also the Mercian Colorado with Nico on it (in the race leader jersey), at the 1982 Mini Zinger. I bought the Mercian off Nico later that year.

Here’s my dad’s Subaru (which did not run off gasohol, by the way) with (from left to right) Max’s Univega Viva Sport, Geoff’s Univega Superstrada, our dad’s Trek, and Bryan’s Libertas (which he got from Geoff after his own Libertas broke).

Here’s my college roommate on my ’86 Team Miyata.

Randomly, here’s a pair of pages from a bike magazine showing two of the bikes featured in this post.

Here’s Bomb Pop during its heyday.

I still have it, but it’s not safe to ride.

Acknowledgements and errata

Of course my daughter Alexa gets a shout-out for suggesting this post & the recording. I am grateful also to my daughter Lindsay for doing the excellent camera work, holding my phone very still with it trained on the slide show playing on my laptop while I did the audio.

There are a couple of severe goofs in the video that you probably laughed at already, owing to my needing to get this done in one take. First is complaining about the 83 head angle on my Miyatas being too shallow; of course I meant 73 (as 83 would be impossibly steep). I also stated that the head tube on Bomb Pop sheared clean off; of course I meant the steerer tube.

If you enjoy “The Pontiac” as much as I do, I’m sure you can’t help but be disappointed in my tale and moreover my delivery. What can I say? I’m not Tom Waits. But then again who is?

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From the Archives - the Panache of Italian Bicycles

Introduction

I have a new road bike. The frame is from Taiwan. This is a first for me (other than my rain/backup bike, which doesn’t count). I’ve been told, and I believe, that the Taiwanese are now the best in the world at making carbon fiber bike frames. Taiwan has come a long way … not so long ago, I wouldn’t have even settled for a Taiwanese mountain bike.

Caring where my bike came from goes back to my very first one, a Fuji I got for my ninth birthday. I loved the bike but my brothers teased me constantly about how, being Japanese, it lacked the flair and panache of their French bikes. (For details click here.) My next bike was also Japanese, a Miyata, because my parents were still buying. But at the young age of thirteen I borrowed some money from my dad and bought an English Mercian frame with all Italian components. I was absolutely besotted with it, and then tragedy struck: I crashed it into a curb and ruined it. I was still paying it off years after this. Worse, my dad wouldn’t loan me any more money, so to replace the frame I had to borrow from my brother Geoff. Oddly, Geoff would only loan me the money if I bought a Pro Miyata. So I did. Going back down to a robot-built Japanese frame really chafed, after that gorgeous hand-built Mercian. Perhaps that experience predisposed me to take extra pleasure in my first Italian bike frame, a hand-built Guerciotti, which inspired the following essay.

(A quick note on this essay: it suffers from a lack of clarity about what is real and what is made-up. Though I can’t prove this, the old Campagnolo slogan is real; perhaps some of you will remember it.)

Italian Bikes - September 18, 1990

I don’t claim to fully understand what’s going on in Kuwait right now, but I gather Iraq is getting too big for its britches. But you know who else is getting too big for its britches, at least economically? Japan. Back in the early- to mid-‘80s, the yen was really weak against our dollar, which mattered to me because it meant bike stuff was really pretty cheap. (The Italians had to lower their prices to compete, I think.) In 1985, simply because I was jaded after years of devotion to Campagnolo and could afford to, I bought a full Dura-Ace gruppo. I mean, why not, when it was only $400 mail-order? Of course, in those days, Japanese bike stuff was always considered second-rate, the bargain alternative to Italian. But now Dura-Ace is considered as good as Campy, and Japanese bikes are everywhere, even at the high end, and everything is expensive. There are no more good deals in cycling. So, after five years of Team Miyatas, I’m going back to Italian. I might as well.

The best thing about Italian frames is that they’re the only ones left that sport a large ornamental hole cut in the bottom bracket shell. Sure, the hole may jeopardize the structural integrity of the frameset, but can you say style? And check out this quote from “Bicycling” magazine:  

We could detect no structural improvement in the “cut” frame; in fact, this model flexed between .5 and .6 microns more than other frames under a load of 150,000 foot‑pounds on our Tarantula frame-stressing machine. However, our test riders all agreed that the “cut” frame “just felt faster.” Time trial times were typically 5 to 10 seconds faster over a 20 kilometer course.

The tradition-bound, mystique-rich flair of the Italian bike industry is widely respected. Consider the reverent tone of this excerpt from an article in “Bicycle Guide” about Petruccio Cycles, a tiny operation in Milan:

Everything about the shop is typically Italian. A half-full bottle of Cinzano and some bread sticks lie on the front table. A faded black-and-white poster of Alfredo Binda hangs on the cracking plaster wall, and an old grey cat (whose name we found out is, of course, Fellini) sleeps in a patch of sunlight. The frame jigs and mitering tools are old, black, and in fact barely visible under the single dangling bulb lighting the shop area. But there is one thing completely unique about this one‑man operation: the master framebuilder Giuseppe Petruccio is blind.

Even the marketing is beautifully absurd; take this actual slogan, for example: “Campagnolo Technology to Love Bicycle. Even Only on Sundays.” What does that mean? But then who really cares? A Clément tire ad features a woman, whose appearance falls halfway between Italian allure and brazen smuttiness, engaged in a tug‑of‑war over a tire with her male equivalent; oddly, her expression is blank. A well-dressed gentleman in the background looks on. It’s as though the struggle over the tire continues only because of inertia; everybody involved has mostly lost interest.

The point is, you’re not supposed to choose Italian products based on features and technology and other rational criteria. It’s more of a feeling, man. So you can do one of two things: you can be a fitness-minded sport tourist who studies product catalog spec sheets to decide what Japanese robot-built, shrink-wrapped component or accessory to buy for his peacock-pastel colored bicycle, or you can be Euro and ride a classy bike built by a starving-artist type who, thirty years ago, inadvertently settled on a frame design that seemed to work so he’s passed it on to his apprentice, or his cousin, or any of his bambinos who needed a job. The choice is yours.

The Return of Full Slab

Introduction

This is the tale of how my late-nineties Guerciotti, which still holds the title for the most expensive frame I’ve ever purchased, became my commuting bike. It’s sort of a sprawling family saga charting my commuter fleet, its deaths and diseases, and the Guerciotti’s downfall, which, in a strange way, has also become its apotheosis. My Guerciotti is named Full Slab, and here it is with me on a high mountain road in Colorado back in 2005:

Here’s a quick quiz to decide if this post is for you.

Q-factor is:

a) A subjective judgment of how cute a bike is

b) A measure of the distance between a bike’s pedals

c) A measure of how quiet a bike’s drivetrain is

An Italian bottom-bracket shell is :

a) More stylish than American-market bottom-bracket shells

b) Larger in diameter than an English one

c) Enough to get this post an R rating

Sturmey-Archer is:

a) A grain and oilseed conglomerate

b) A once-proud English maker of internally geared bicycle hubs

c) A dashing rogue from a romance novel

The right answer in each case is (b). If you got at least two right answers, or are disappointed at scoring a zero or one on this quiz, read on. If your eyes glazed over immediately, go read something else or enjoy some television. If you’re somewhere in between, scroll down and look at the photos. There are lots of them.

A proper fleet

Everybody really needs about half a dozen bikes. First, your pride and joy, which is your racing bike. Then, you need to have your “rain bike,” which is a lesser racing bike that you ride in the rain or on your stationary trainer. Also, you should have a mountain bike for satisfying your dirt centers (and optionally a cyclocross bike if you’re into that sort of thing). Finally, you need two commuting bikes. One is a basic three-speed with a big basket and fenders and a chain guard. This bike is for commuting when you’re in a suit and/or in the rain and/or when you’re grocery shopping. The final bike you need is your fast commuter, which has a full 12- or 14-speed drivetrain, light wheels, etc. for going all the way across town.

Until recently, I was living the dream: I had all the bikes listed above, and our household bike total was nine (with only one car). But then, catastrophe struck.

Death comes to the fast commuter

One day this past February, I was sprinting all-out on my fast commuter, not a care in the world (other than being late), minding my own business, not bothering anybody, when all of a sudden, out of the blue, for no apparent reason, with no provocation whatsoever (all of these phrases, by the way, are part of the stock tale that a bike shop customer tells when asking for a warranty), there was a really loud sound like a snapping turtle breaking a broomstick in two, and my bike went from riding just fine to flexing like crazy, a weird springboard boinga-boinga-boinga action, probably a bit like an early ‘80s aluminum Vitus. Remarkably, I was able to get the bike off the road without crashing it. Check out how it broke:

It’s not unusual to break a frame on a fast commuting bike. All frames have a lifespan, and commuters get ridden hard and put away wet (to use an equine analogy). The first frame I built up as a fast commuter was a Serotta, which I got free in 1985 from a fellow mechanic at the bike shop. It had broken before I got it, and to teach himself the art of brazing this mechanic replaced a tube or a lug or something. That frame lasted three rides. I replaced it with a Maserati, a cheap Italian frame a pal gave me because he’d outgrown it. The Maserati lasted about five years, and then it broke as I dropped off a curb going from Sproul Plaza to Bancroft Way on a rainy night in ’91. I replaced it right away with a Bridgestone RB-7 or some such thing that I traded a headset for. That bike gave me nineteen years of trouble-free use. (The components have gone from frame to frame to frame; the rims are Wolber 58s that could withstand the Apocalypse.)

The Arseless

With my fast commuter broken, I’ve spent the last nine months commuting on the Arseless (named after an assassin's bike in a Roddy Doyle book), which is my old black Triumph 3-speed, from England (by way of Connecticut and craigslist). The good news with these old 3-speeds is that you never need to service them. The bad news is that you never need to service them. Bikes like these could really use a good overhaul, but you don’t dare. It’s common knowledge that if you go near one of these bikes with a wrench, they can go to pieces, parts sproinging out like some crazy Pandora’s jack-in-the-box. Every bolt you touch strips instantly. Each component is slowly rusting to death, held together only by habit or inertia—the pattern of is molecules is just barely stable. For years I refused even to take the rear wheel off this bike, fixing each inevitable flat by pulling out the punctured part of the tube and patching it. Keep in mind that I worked in shops for more than a decade: if I’m reluctant to work on a 3-speed bike, you can bet its previous owners were even more reluctant. Which means this bike has likely never been serviced in its life, and it’s older than I am.

So you never tune up the 3-speed, and it just gets slower and slower as the bearings gradually destroy themselves. If you did take the wheel off, you probably couldn’t turn the axle with your fingers. Perhaps a one-speed would be manageable without ever being serviced, but a 3-speed is trickier. The English-made Sturmey-Archer 3-speed hub is a feisty beast, known to turn on its rider without warning. One second the pedals are engaged with the rear wheel, and the next second the linkage is missing and the pedals spin uselessly, which can make you lurch as if dry-heaving, bash your leg on the bars, and/or crash the bike.

Every 3-speed I’ve ever owned has done this to me. Usually it’s when you’re in second gear and then, suddenly, aren’t. Here’s just one such tale of woe, which I described in a letter to my brother a few years back: “I was riding to the store on the Arseless the other day, in a hurry because dinner was waiting on whatever I had to buy, and the rear tire was almost flat so I was out of the saddle. I was in second gear, because that bike is so inefficient (and high-geared) that third would’ve been too hard. Right about the time I realized I was in second, and what that meant, it was suddenly too late—the Sturmey freewheeled on me and my knee bashed the bars with great force. I cussed up a storm, not realizing I was passing the new down-the-street neighbors’ house and their little daughter was within earshot. D’oh! My knee was really sore, and in fact that evening I could barely walk.”

The cussing theme recurred recently when, as a treat, I rode to my daughter’s school on the Arseless, riding one-handed so I could roll my daughter’s mountain bike along next to me (so we could ride home together). This two-bike arrangement meant twenty-plus pounds of extra weight, and that I couldn’t ride out of the saddle up Peralta, which is a steep hill. (It’s not actually steep. I could probably tackle it in the big ring on my Orbea. But the Arseless makes mountains out of molehills. First gear on a Sturmey is okay for the flats; second is fine for a downhill; third is only suitable for going down a ski slope. Either England is totally flat, or the Sturmey company saw an opportunity to celebrate that famous British stoicism and perseverance.) Struggling not to drop Alexa’s bike, I was weaving back and forth, barely able to continue pedaling, and let loose with a loud and serious curse, when I saw one of those nice old people who sit on their porches watching the world go by. She looked stricken. I felt great shame. It decided then and there it was time to build up another fast commuter.

Finding a frame

Having never shelled out any money for a fast commuter frameset, I set my budget at near-zero. I figured I could find a decent old frame, or even a complete bike, on craigslist for cheap. The 1980s was a golden era for good inexpensive Japanese road bikes; you see them all over the place, still going strong. Generally, a bike owner has little idea as to the value is of his bike, and this can work in your favor. But I was shocked to find people asking more money for an early ‘80s bike than the damn thing cost new! They seem to think the bikes are collector’s items or something. The worst ad was for a “"vintage Free Spirit road bike" for $125: “Bikes in rideable condition... Also would be a great frame for a collector to rebuild.” A Free Spirit is a department store bike, which is the bike equivalent of non-dairy creamer, or a cheap kid’s toy covered with lead paint, or a Costco frozen burger patty. No Free Spirit has ever cost more than $100 new, and would be a total rip-off at $5. “Great frame for a collector to rebuild” … is this guy crazy? I’d sooner buy used toilet paper.

Which brings us to Full Slab. The frame was just sitting in the garage, its parts having been looted to put on a new frame three years ago. The chrome on Full Slab was lousy to begin with, and as a result it had badly rusted during its four-year role as my rain bike. Three years ago I decided to get some Quick-Glo rust remover and restore the frame. Here is a before shot:

I did a web photo album of the restoration, and the above photo carried the caption “The Horror!” A friend posted this comment: “A more appropriate title for the photo is impossible. That makes me want to run from the room shrieking like one of my daughters.”

The rust cleaned up remarkably well, but all the same, my friend’s comment really made an impression on me. The phrase “my daughters” was particularly compelling; after all, I can’t help but descend pretty fast, even on my rain bike. So I’d decided I couldn’t conscionably keep using the frame for actual road rides, and replaced it with something basic but non-ferrous. (Note to burglars: as far as you know, I have a vicious attack dog who guards my house, and just the other day I trained him to chew the zipper out of a pair of jeans.)

Now, a commuting bike doesn’t have to be as safe as a road bike; I seldom break 20 mph around town. So, the rust wouldn’t be an issue. Yet, I hesitated to reincarnate Full Slab as a commuter because a) it seems a lowly occupation for what was once my primary road bike, and b) I actually never liked Full Slab that much to begin with.

I’d bought the frame online in August of 1998, sight unseen, for $881.94. The website provided most of the details of the frame geometry, but the head tube angle was listed as “proprietary.” Since the frame had a long top tube, I naturally assumed it would have a steep head angle, which is how to keep the wheelbase relatively short. But Full Slab arrived with a shallow head tube angle and a long wheelbase. I’ll never forget that first ride. As I left my apartment and rode up Polk Street toward Lombard, I immediately realized the ride was lousy. Like a damn mule.

(When I replaced Full Slab, I was determined not to take any chances with frame geometry, and designed my own frame. Here is a design that, in my opinion, totally rocks.)

Needless to say, I got over my misgivings about repurposing my old road bike, and set about putting the Guerciotti back into service.

The catch

The trouble was, predictably enough I couldn’t get the fixed cup out of Full Slab’s bottom bracket shell. The cup is made of (relatively) soft aluminum, and its design is the victim of dunderheaded nationalism. The British Standard for fixed cups is to have a left-hand thread, and for jolly good reason: as you pedal the bike, the turning crankset causes the bottom bracket spindle to rotate within the cups. Because of this rotation, a cup with a right-hand thread will tighten itself down endlessly until it’s too tight to remove for servicing.

But the Italians just had to be different, had to defy the British and their sensible design, had to throw their weight around and ensure incompatibilities that I imagine were originally meant to protect their GDP. The Guerciotti being Italian, it has an Italian-thread bottom bracket shell and thus was doomed to have its fixed cup tighten itself to death. The adjustable cup (threaded into the left side of the BB shell, where pedaling would tend to loosen it) came right off, but all I managed with the fixed cup was to booger the wrench slots up a bit. I brought the frame to my local bike shop, and the mechanic there took one look at it and said, in essence, “Sucks to be you.” He made a cursory attempt to remove the cup, and then threw up his hands. I can’t blame him; such an operation isn’t really a repair—it’s a fool’s errand, and cannot possibly be profitable for a shop.

Fortunately, I have some red meat in the house, and a garage with a big messy workbench, and a Dremel tool, and a vocabulary rich in expressions like “Sometimes a man’s gotta do what he’s gotta do.” So I used the Dremel to cut a new slot into the cup so I could get a really good purchase with a big screwdriver, to which I would apply, with extreme prejudice, great and violent pressure using a tool that at the bike shop we liked to call “The Persuader.” That is, a hammer. Here is the Dremel tool in action:

This scheme did not work. Actually, I didn’t really expect it to work, but I had to try. Then I sought advice from my brothers Geoff and Bryan, but subsequently decided that neither of their suggestions would work. This wasn’t necessarily a fair conclusion, but having been mocked by my older brothers during my teen years for not being “mechanically minded,” it was almost a matter of pride to pursue my own solution. I cut another slot in the cup, across from the first one, and widened the slots:

Why did I widen the slots? And why two of them? So I could fit a flat headset spanner in there, of course:

Once I had the spanner in there, it was just a matter of whaling on that bad boy with the Persuader. Like magic, the cup screwed out just fine, in one piece no less. The threads are perfect in the bottom bracket shell, and the new bottom bracket went in in a jiffy. The hard part of the assembly was over; now it was just a matter of moving the parts over from the Bridgestone.

The assembly

Fortunately, I had my daughter Alexa helping. It’s not like I couldn’t have done it without her, but involving her makes this less of a selfish bike project and more of a Quality Time With Dad scenario.

One goal for this enterprise was to purchase as little as possible in the way of new parts. All I actually purchased was an Italian-thread square-taper bottom-bracket (which I was relieved to find mail-order for $20). Other stuff I got from The Box. Every cyclist should have a box like this in his garage:

The hardest part of the assembly was the brakes. I’ve got some nice Dura-Ace calipers in The Box, but of course I wanted to use Mafac cantilevers with bolt-on Moots Mounts. Here, Alexa removes the mounts from the old frame, being careful not to lose any parts.

Why the Mafacs? Well, for one thing, every bike should have some French parts on it, as a show of humility and a hedge against dogmatism. (All my bikes have at least one French component, except the Arseless, which would reject it like a bad organ.) By the way, look at the bright orange water bottle in the ground there. It’s an important part of the bike. It has a story: I had it on my bike when I lived in San Luis Obispo, and a local racer actually asked me to stop using it. He was very proud of being Dutch, and told me that an orange water bottle was kind of his trademark in the peloton. I thought his request was absurd and reeked of narcissism. I was working at a bike shop at the time, and happened to learn that Specialized was blowing out those orange bottles for thirty cents apiece wholesale. I ordered like two dozen of them and gave them out to all my friends. At the next race, they were all over the place. If anything, the orange bottle had become the trademark of the Cuesta Community College cycling team.

Okay, back to the bike. Because the Moots Mounts flex like crazy, my brothers and I fashioned some stiffeners out of old steel chainrings to improve the braking performance. Tough to set up, but the setup looks pretty cool, doesn’t it?

Note also the Campy shifters. These are the later-model engraved ones made in Milan; I used to have the even cooler ones made in Vicenza with the “CAMPAGNOLO” in raised letters. Also note the pink gear cable. I was determined not to buy any cables, housing, brake pads, or anything. (I’m not sure why I have this impulse; perhaps it’s a backlash against an industry whose goal, as with most industries, is to get people to replace perfectly good stuff with the latest version.) Replacing the chain would have been a good idea about eighteen years ago; now, with two decades on it, it’s too late—the chain has a special relationship with the cogs, which would skip with any other chain. So I put the ancient Sedisport back on there.

What’s remarkable, given the old chain, is that the “new” chainrings don’t skip. Not exactly new: I dug out my old (1983) Dura-Ace AX Dyna-Drive crankset, wondering why I didn’t have it on the previous incarnation of this bike. Then it dawned on me that when I built up that Bridgestone commuter, I still had the Dyna-Drives on my racing bike! (In fact, they earned me the nickname “Dana-Drive” at UCSB.) These cranks used a wacky pedal—you can see a pair of them in The Box, above—that had no axle, and whose axis of rotation was actually below the end of the crank. This gave me the equivalent of a lower bottom bracket, lowering me a bit on the bike so I could get a better draft behind the others. Very cool stuff. In 1984 Alexi Grewal, though officially riding Suntour, used this same model of crank when he won the Olympic road race. Also in this photo you can see the beat-to-hell old Campy front derailleur.

Traveling exhibit

There seems to be a real fad of turning old road bikes into “fixies” by removing the derailleurs and such. Why anybody in hilly Berkeley or San Francisco would want to do this is beyond me. Not only are gears nice to have, but shifting is fun, and keeping your drivetrain intact provides the opportunity for more exhibits in your rolling museum. Look at this sweet Dura-Ace rear derailleur, circa 1980:

Locking up your bike’s wheels is a hassle, so I have these sweet bolt-on Suntour cartridge-bearing hubs. Of course it would be even cooler if Campy made bolt-on hubs for road bikes. I had to make do with using my Campy “peanut butter” wrench to install them. You can see the Arseless in the background. Note also the DT spokes the wheel is laced with. Life is good!

I’ve always hated those clunky little clamps for the Kryptonite lock, and have had the pleasure of not needing them, thanks to my Fisher twin-strut handlebars that accommodate the lock perfectly. Note also the brake lever condoms, bar-ends, and even a Dura-Ace headset—the height of decadence on a humble commuter bike!

So here is the bike, all ready to go. My main impression of it, when it was all done, is how huge it is. Lindsay noticed it too, the first time she got a ride on my top tube (a regular occurrence). She pointed out that nobody would want to steal the bike because they wouldn’t be tall enough to ride it. At first I thought the bike gawky, but you know, at the end of a long workday, it’s actually kind of nice not being bent so far over the bike. In fact, for a mere commuter bike, this thing rides like a dream. It is certainly the best commuting bike I’ve ever had, and I must say it’s nice to finally feel complete respect for Full Slab. This bike has finally come into its own. It’s like the mediocre football player who went on to be a great coach, or the so-so racehorse who found a glorious second career as a stud.

But wait, there was one final change I had to make after I’d taken this photo: the Concor Light saddle just didn’t belong. For an old-school bike like this, I really needed the Turbo. So here it is, all 450 grams of it, mounted on one of the sweetest seatposts ever made: the Campy Super Record.

Just in case you were thinking of ripping this bike off, rest assured I put it in a locker at Bart now. As for breaking into my garage at home, did I mention my killer attack dog?

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