Archive for the ‘History’ Category

Faber’s Bike Shop Memories Burn Bright

April 27, 2013

One legend admires another. Jobst Brandt checks out Faber's (closed) back in July 1983.

One legend admires another. Jobst Brandt checks out Faber’s (closed) back in July 1983.

Sadly, the historic Faber’s Bike Shop caught fire Thursday in downtown San Jose and will most likely be torn down. The building dates back to 1884 and had been used as a bike shop for 100 years.

Many San Jose residents have fond memories of the shop, which has seen its ups and downs over the years. It’s a part of San Jose’s history, no doubt. To get a real feel for the kind of place it was, watch this beautiful video photo montage by Bernardo Grijalva on Vimeo. His black and white treatment captures the rough-hewn wood-frame interior like nothing else I’ve seen.

Faber’s, located at 702 S. First Street, shared its historic roots with yet another bike shop nearby, Desimone’s Bicycle Store on 83 S. Second Street. It was owned by Joseph Anthony Desimone, who died in 1945. I don’t know when that shop shut its doors, but there’s an interesting article about one of the shop’s senior mechanics, Ed Barnes, in a past issue of Bicycle Journal.

Jobst Brandt and Peter Johnson inspect the bike wrecking yard at Faber's.

Jobst Brandt and Peter Johnson inspect the bike wrecking yard at Faber’s.

Mt. Hamilton History Reboot

January 6, 2013

A Northrop A-17 crashed into Lick Observatory in May 1939.

A Northrop A-17 crashed into Lick Observatory in May 1939.

I found a rather embarrassing error in my Mt. Hamilton by Bike publication, so I wanted to set the record straight regarding a fatal plane crash at the Lick Observatory.

I said the plane that crashed was a jet, which would have been impossible on May 21, 1939, when the accident happened. I was also off by a day on the accident. The first jet flight did not take place until August 27, 1939 — the Heinkel He 178.

Someone told me it was a jet and when I did the search online I found the account but did not follow through to identify the plane, which was a Northrop A-17 single-engine Army attack bomber, built around 1935-7. It could also be called a Douglas brand aircraft.

A thorough account of the tragedy was written in The Scientific Monthly, July 1939, and is now available online.

Once Upon a Ride…Stevens Canyon

November 11, 2012

Keith Vierra, center, waits for a rider to fix a flat on the single-track section of Stevens Canyon Trail, January 1982.

Stevens Canyon Stymies Vierra

November 23, 1980
Riders: Jobst Brandt, Keith Vierra, Rick Humphries, Ray Hosler, Bill Robertson, Bob ?, Matt ?
Weather: Cool, cloudy, rain
Route: Up Old La Honda Road, south on Skyline, down Page Mill Road, down Stevens Canyon, Foothill Expressway, home to Palo Alto.
Tire/Mechanical Failure: Bill – flat; Keith – slow leak; Jobst – chain clunk

After a heavy rain on Saturday, Jobst wisely tailored this ride so we could avoid muddy bikes, just dirty. When he saw a dirt path alongside Sand Hill Road he decided it wasn’t too muddy, so we could find a dirt road somewhere in the Santa Cruz Mountains.

We headed up Old La Honda Road at a rapid pace. On Skyline we rode through a chilling fog as clouds obscured the Coast, riding past Tom Ritchey’s new house, still under construction.

Predictably Jobst pushed big gears going up 1.2-mile hill on Skyline, which passes the overlook parking area.

About a mile down Page Mill Road we turned right onto Stevens Canyon Road (now called Trail), passing the sag pond on our left and open fields before the plunge into the canyon. At the Indian Creek Trail junction Keith commented, “It’s the steepest road I’ve ever been up.”

Meanwhile, Jobst wheeled up to an impassible ditch. We had to walk our bikes around a narrow, steep hiking trail with a 100-foot drop on one side.

Once at the bottom of the canyon we took a narrow trail to our left and then descended to a tributary that feeds into Stevens Creek. It was here the Keith thought he could ford the creek. Jobst dismounted and walked, but Keith would have nothing of walking. “Out of my way Jobst! I’m riding through.” Keith didn’t have much speed when he hit the water. He bounced among the rocks before his front wheel wedged into a rock and he went flying!

[Keith was an elite cyclist, competing in the Coors Classic stage race. In 1973 he won the Nevada City Bicycle Classic as a junior racer.]

After another short distance riding on the narrow road we came to a huge landslide. Jobst dismounted and walked, while we followed, gingerly picking our way across the steep slope.

Before we knew it we hit pavement on Stevens Canyon Road, but the rain started before we could exit the canyon and Bill flatted. With the flat fixed, we headed home on Foothill Expressway in the rain.

Riders negotiate the massive slide in lower Stevens Canyon, 1982.

Stevens Canyon 32 years later
That was then, what about now? I rarely ride in Stevens Canyon. I rode up from the bottom to check out the memorable creek crossing. It’s still there but there isn’t much water right now. The slide has been repaired and it’s now rideable — has been for years. Aging wooden bridges in Stevens Canyon are being replaced with splendiferous concrete spans.

Long ago cars drove the length of Stevens Canyon Road up to Page Mill Road. I don’t know if the road was paved all the way. I doubt it. At some point the road slid out and that was the end of it. It’s ground zero for the San Andreas Fault. When the earth moves here again the landscape will change. Enjoy it while you can.

Keith’s creek crossing. Not as easy as it looks, especially when there’s a lot of water.

Slide area. It’s rideable on a narrow single-track to the left.

Out with the old. Better capture this in a photo, because it won’t be here much longer.

In with the new. Wide bridges replace the old, narrow bridges. This section of the road is mostly used by cyclists.

2013 Alpine Road Calendar Available Now

November 7, 2012

Available on Magcloud, a 2013 calendar featuring Alpine Road from the 1980s.

Back in the 1980s Alpine Road started its slow decline into oblivion as San Mateo County abandoned the road. The last maintenance occurred in December 1989 when it was graded. However, the county never cleared culverts, so around 1994 a culvert plugged and a massive slide took out the road. That’s why there’s a steep, gnarly trail that has to be negotiated.

The 2013 calendar captures what it was like in its heyday. The calendar marks major U.S. holidays and area road races, although some dates are tentative. Enjoy.

Peter Rich Remembers the Tour of California

October 20, 2012

Peter Rich talks shop with Bud Hoffacker, left, and John Woodfill, right. Peter holds annual panel talks on cycling history to “set the record straight.” Jobst Brandt’s bike race trophies shown.

Peter Rich, a Bay Area cycling legend, stopped by to see Jobst Brandt in Palo Alto last night and share some memories among cycling friends.

Peter recently shut down his iconic bike shop Velo Sport in Berkeley, Calif., after nearly 50 years of business. In many ways, Velo Sport Bicycles and Palo Alto Bicycles, where Jobst frequently visited, have a lot in common, including both stores being located at a University Avenue address and next to famous universities!

They hosted bike racing teams and races over the decades. I asked Peter about the 1971 Tour of California, the first international stage race held in the U.S. Track racing ruled the sport leading up to the 1950s when road racing came on the scene.

Peter organized and funded the tour at a time when U.S. stage racing was still a closet sport. The Greg LeMonds and Lance Armstrongs of the world would not arrive for another 15-20 years.

First Peter had to secure permission from the California Highway Patrol (CHP). He sent seven letters to the districts that they were riding through. “I got a range of responses from ‘good luck’ to ‘you’ll be arrested,’” he said.

Bear Valley start

The racers took off on Saturday, Aug. 28, from Bear Valley, a ski resort located at 7,000 feet in the Sierra. Some 80 racers would cover 885 miles in 10 stages, which included some hard climbing over Carson, Ebbetts and Pacific Grade passes.

On stage 1 racers sped down Hwy 108 to Stockton and on the way dozens and dozens of cars piled up behind the peloton. This was an open course race with no CHP directing traffic on the two-lane road. At one point a CHP officer pulled ahead, got out of his car and started waving riders over to stop the race.

“The pack just rode around him and kept going,” Peter recalled. Fortunately, the race continued without CHP intervention. “We agreed to limit the number of follow cars,” Peter said.

The official follow cars were yellow Ford Pintos donated by the car maker. You can see them in the videos posted on YouTube.

Competitors came from all over, including Canada and Mexico. For the first time, Peter saw evidence of doping among racers. A Mexican rider who appeared to be high on speed was so disoriented he lined up at the starting line pointed in the wrong direction!

Our most notable U.S. racer, John Howard, had a rough go, crashing into a truck coming over a hill. Howard managed to continue the race.

So why wasn’t there a second Tour of California? “I lost $50,000,” Peter said. Raleigh, Ford and other sponsors failed to pay out money promised before the race. “They complained there was a recession,” Peter said.

All that’s left now is the memories and grainy video. Laurie Schmidtke gives an excellent blow-by-blow account of his Tour of California experience from the peloton. Check it out.

From Repack to Rwanda

August 23, 2012

Mountain bike history is on display at the San Francisco Airport, international departure terminal. Worth a trip.

SFO is more than an airport. It’s also a museum. On display now is the history of the mountain bike, “From Repack to Rwanda.” What better place? Our international airport hard by San Francisco Bay is overlooked by Mount Tamalpais where the mountain bike sprouted wings in the 1970s and soared into a thriving industry by the early 1980s.

Three display cases house a wealth of mountain bike history from the balloon-tire Schwinns of the early 1940s to the audaciously futuristic Fisher Superfly. We follow the growth of the sport chronologically through words, pictures, maps, even video. Most is familiar to anyone who has been part of the mountain bike movement. But there are surprises.

I learned about one Erik Koski whose work on dropouts and forks (the now familiar U-shaped lugless design) blazed a trail to the modern bike with a better, more reliable ride. His innovations earned him a place in the Mountain Bike Hall of Fame, 1989.

All the more satisfying is the Project Rwanda display contrasting the modern and oh-so-primitive wooden mountain “bike.” We see Tom Ritchey surrounded by children who may one day be elite bike racers or successful farmers helped by the modern mountain bike. Adrien Niyonshuti raced for his country in the London Olympics. He survived the country’s ethnic cleansing in 1994, but lost six brothers.

Joe Breeze is credited with helping gather information for the display. Smart move. Joe’s early mountain bike frames deserve their reputation for workmanship and it’s only fitting that one of them would be on display in the Smithsonian.

While the mountain bike can’t lay claim to being the first at anything (lest we forget cyclo-cross and those early “steeplechase” off-road races at the turn of the century) it changed the game and made cycling off-road something for everyone. More photos.

Project Rwanda receives some well-deserved publicity at SFO.

Avocet: more than just a shorebird

July 4, 2012

A new Avocet Road 30 tire. Outstanding ride in the mid 1980s, and it still matches the best tires made today.

To celebrate the 4th of July I mounted my one and only Avocet FasGrip 30 Kevlar-bead tire. And as fate would have it, I stumbled across a new Avocet racing II saddle at the Bicycle Outfitter, the place to go if you’re looking for Avocet products of yore. I rode Avocet Road 20 tires for years, but I never tried the Road 30.

I aged this tire like a fine wine, buying it in 1986 and carrying it as a spare on my ride through the Alps. I never mounted the tire and it just sat there in my travel bag for the past 26 years. While aging rubber is not a good thing, as it is for wine, the tire looks as good as new. An interesting discovery: the 700×28 tire is only 24 mm wide, one of the most egregious width discrepancies I’ve ever seen in a tire, or it’s a mislabeled 700×25.

Avocet made its reputation in saddles, and deservedly so. This one was manufactured by Selle Italia, but Avocet made saddles in the U.S. for a time, including the comfortable Gelflex.

I checked eBay and you can buy a pair of new wire-bead Avocet tires for $92. Road 20s sold for $12.98 each in 1987. My Road 30 tire went for $18.98.

After a trip on the Racing II I can tell you it’s a comfortable ride, but if you have prostate issues, use the newer saddles shaped to relieve pressure in that area.

Bike Photos Capture Life Before Cars

June 13, 2012

This Baker’s Bridge photo is available as a poster from the Animas Museum in Durango, Colorado. Click on image for larger size.

When I saw the 1895 photo of the Durango Wheel Club on Baker’s Bridge overlooking the Animas River, I had to have it. It was hanging up in the Amsterdam Bike Shop in Santa Cruz. Sadly owner Tom Sullivan closed his shop on May 31, but that’s another story.

I took the information on the poster and traced it to the Animas Museum in Durango. Sure enough, they sell a print for $10. It’s only 23″ x 19″ but I think they sell a larger version for a higher price. I would also prefer that the print be true black and white rather than a sepia tone.

By 1895 when this photo was taken, the highwheeler was history and the safety bike reigned supreme. Thank goodness!

Baker’s bridge used to be located 12 miles north of Durango. The bridge was swept away eons ago, but it’s still a wild and scenic area.

Many outstanding black and white photos of cycling in the late 1800s exist. This is one of them, worthy of a wall mounting.

Mt. Hamilton by Bike in 1914 – Don’t Forget the Fying Pan

May 17, 2012

Charles Fuller sets out from his house in Sunnyvale for a ride up Mt. Hamilton on March 5, 1914.

Imagine riding up Mt. Hamilton on a single-speed, wearing cowboy boots and lugging a frying pan! Do you think you’d have to walk? You bet, and that’s just what Charles Fuller did on a hot spring day – Friday, March 5, 1914. But he made it.

Fuller must have been an interesting character. At various times in his life he was a realtor, a Baptist preacher and then Sunnyvale postmaster, 1915-32. Fortunately he was interested in photography, and left behind photos of his high adventure on Mt. Hamilton.

I can’t say with certainty that Charles Fuller the cyclist and postmaster are one in the same. A Charles R. Fuller lived at 693 W. McKinley Ave. in Sunnyvale in 1940 with his wife Anita, according to the census. He was 56 years old, which sounds about right. He would have been 30 in 1914.

But I digress. Fuller planned leaving Sunnyvale at 1 p.m., but preacher Thomas M. Patterson insisted he do some duplicating and typewriting for him in preparation for an upcoming musical program.

Stopping at a bike shop to buy a new tire, Fuller didn’t get started until 5 p.m.; instead of taking the train to San Jose, he decided to ride and enjoy the evening. In my research I’ve noticed many accounts of night riding at the turn of the century. Night riding has a certain allure (I rode down Mt. Hamilton under a full moon) and without traffic I can imagine it’s something cyclists of the day did with gusto.

His load was heavy
Fuller was a real Boy Scout. His bike was loaded down: oil cloth tent, poncho sleeping bag, heavy overcoat, small pillow, hair rope, 2 gunny sacks, and wool socks all in a white canvas duck clothing bag. In a leather bag on his handlebars he placed a broiler, frying pan, kettle, “granite” (enameled) pan, knife, fork, spoon, cup, and a salt and pepper shaker.

His food consisted of 6 potatoes, bacon, butter, bread, cookies, graham crackers, a tin of Nabiscos, can of sardines, 6 oranges, walnuts, almonds, and milk chocolate. Even Fuller admitted it “proved to be more than a sufficiency.”

After stopping to buy film, Fuller started climbing around 6 p.m. but in just 15 minutes he found himself walking. Can you blame him? That’s a mighty heavy load with no gears.

He soldiered on until midnight before stopping next to a creek off the road and pitching his tent. He was 9 miles from the summit so that would place him overlooking the southern end of Halls Valley. Only a wagon and a car passed him during his six-hour walk and ride.

Occupy Wall Street? No it’s occupy Mt. Hamilton Road after a long walk and ride in the dark.

After rising at 7 a.m. and eating breakfast, Fuller met two teens who were hiking up the mountain and they exchanged pleasantries before continuing. He left around 9:45 and reached Smith Creek an hour later. Back then a stately mansion near the creek served as a wagon stop and hotel.

Lunch at Smith Creek
After lunch at the hostelry, Fuller began the long climb, but instead of following the road he headed straight up, following the telephone poles! It was one of those hot spring days with temperatures in the mid-80s. Lovely.

He reached the summit at 3:30 p.m. and proceeded to tour Lick Observatory until well into the evening before taking his bike back down the way he came, avoiding the road once again. He camped at Smith Creek.

Descent to Smith Creek with Lick Observatory in the background. It looks much the same today, but trees have grown back.

Next day early in the morning Fuller was awakened by hundreds of motorcycles making their way up the mountain. This parade went on for hours. Fuller had a chance to ride most of the way back to Sunnyvale, but fell twice during the harrowing descent. Remember, the road wasn’t paved and his bike must have been hell to steer.

Fuller ended his diary on a high note, and you would expect nothing less from a preacher. “The weather again broke the record of many years for excessive heat for the time of year, never-the-less it was a delightful experience. Hope I can go on a similar excursion soon.”

Thanks goes to Don Axtell for doing the research and finding Fuller’s photos preserved at DeAnza College, now in the Online Archive of California. Don is known for maintaining the spring on the steep backside of Mt. Hamilton about three miles from the summit.

Mt. Hamilton by Bike: 1888

May 14, 2012

Bay City Wheelmen in 1894. Cycling has been huge in the Bay Area forever.

When I published Mt. Hamilton by Bike (update coming soon) I said it was only a matter of time before I found information on early rides to the summit. Now I have one from 1888.

As reported in the San Jose Evening News on Oct. 3, A.A. Bouton rode his bike from San Francisco to Mt. Hamilton summit and back in less than 24 hours! He made it in 20 hours. Considering road conditions and the bikes of the day, that’s a blistering pace.

Bouton left San Francisco at 3 a.m., reaching Lick Observatory at 1:50 p.m. That’s 74 miles in just under 11 hours, 6.7 mph. He made it back in 9 hours. There is no mention of the type of bike ridden — highwheeler or one of the early safety bikes, which were introduced in 1885. I’m going to wager it was a safety bike.

In 1914 a Sunnyvale rider rode to the summit and back, in cowboy boots. He documented his trip with photos and a written account. More on that later.


Get every new post delivered to your Inbox.

Join 92 other followers