Not a Typical DL-1

Over the years I've been fortunate enough to befriend some very serious bicycle collectors. And I understand enough about how they operate to know it is unlikely that I will ever be one of them. I have a strong aversion to online auctions. I am unwilling to spend my weekends traveling across state lines to visit bike swaps and barn sales. Space is an issue. And most importantly, my tastes in bikes are too varied. But if there is one bicycle in which my interest has remained consistent, it is the Raleigh DL-1 Lady's Tourist.

I acquired my first one in 2009 - a run of the mill 1973 model in so-so condition - and "frankenbiked" it into a working city steed which I still ride today. The second Lady's Tourist was practically forced into my hands half a year later. The 1930s model was covered in surface rust and I did not want it. Where would I keep the filthy thing? But the gentleman who offered it insisted I was the rightful owner: "Take it. It is completely intact and that rust can be removed. You won't regret it." He was correct. It is a historically significant treasure that I look forward to carefully restoring some day. 

At that point I knew that I would have a collection of DL-1s in the future; it was just a matter of time and luck. I did not intend to buy up random Raleigh Tourists; I was interested in specific things. An all-original model from the 1940s-50s was one of them. A pre-1930s model was another. And then there was the one that seemed least likely to surface: the chrome Tourist. But two years later, surface it did - in the hands of a collector in Germany, who did not want it for himself and promptly offered it to me. I was not prepared, but a chance like this does not come along often and after a feverish correspondence the bike was mine. The machine arrived completely disassembled and packed into a standard sized box in the most expert manner I've ever seen. It took us some time to put it back together, but finally we managed and here it is: a chrome Raleigh DL-1 Lady's Tourist.

The proportions of the 22" frame are identical to my 1973 bike. The hub is stamped 1980. "Raleigh Nottingham" headbadge. Most of the parts are original. The amount of wear suggests the previous owner rode it for years on a regular basis, but did not store it outdoors.

Aside from their eye-catching finish, what makes chrome DL-1s interesting is that historically they are somewhat of an enigma. On several occasions, Raleigh released limited edition All-Chrome versions of their roadster models. Originally these were made only for dealers as demos or display models. In later decades chromed editions began appearing in catalogues. In theory it is possible to find a chromed Raleigh roadster from any number of decades, made for any number of markets. The best known of these today is the Boss Bike - a balloon tire chromed Superbe Roadster produced for Raleigh's African market in the 1970s. There was also a chromed DL-1 produced for the German market through the late 1970s and early '80s. My bike is an example of the latter.

One very cool thing about the bike is the locking fork. Unfortunately, the key is missing. I will look into whether it's possible to get a duplicate made.

Also missing is the observation insert on the chaincase. The rear of the chaincase is slightly crumpled, but we are working on fixing that. The bike needs new cotters, and the headset could use repacking or replacing. Otherwise there is no damage.

A couple of things are not original, such as these newer tires (which ride great). The headlight and bottle generator are missing, though I do have the original tail light.

I initially thought these pedals were not original, but have since seen similar ones on other chromed Raleighs. The seller sent me these along with a set of the more typical Raleigh platform rubber pedals, but these are nicer and less than half the weight.

It looks like the grips were replaced by the previous owner after the originals wore out. The fit isn't quite right, but they feel and look fine, so I will keep them until I can find a better alternative. Late 1970s - early '80s Sturmey Archer trigger shifter. 

The bolted rear triangle and fork ends are identical in design to my standard 1973 DL-1.

The rod brakes, however, are a little different. I need to take close-ups of the other bike for a comparison. They need new brake pads, but work reasonably well in the meantime. The rear one is stronger than the front.

My understanding is that originally these bikes came with Brooks B33 saddles, but it was missing here. The seller included a spare from his personal collection, which is a brown Brooks "Champion B66 S.T.R." This is a long-nosed men's saddle, most comparable to today's Flyer model. I would love to get a shorter nosed model for this bike, and if anyone would like to trade let me know.

I am still just getting to know this bike and not sure what I will do with it in the immediate future. Putting it in storage was my plan, but I rode it and it feels too nice to put away just yet. 

For now I will get the cotters replaced and see what else needs adjusting. There is a local vintage bike show coming up in August and I might take it there if the timing works out.

While this bicycle is rare by virtue of being unusual (I only know of two other lady's chrome DL-1s in existence - one of them here), the late vintage and used condition don't make it especially valuable in collectors' terms. It is, however, historically significant - serving as an example of Raleigh's chrome finish and late-production DL-1 models. I can hardly believe my luck in getting my hands on one of these. 

More information on chrome Raleighs can be found here. And a good source of information on DL-1s in general is the author of this blog. Also worth visiting is Velo Ulli's collection - his focus is on pre-1920s bikes and it's glorious eye candy. It's always good to know collectors whose interests are different from yours... that way they can pass those unwanted bikes they pick up onto you!

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Deteriorating Dress Guards

I've had my Raleigh Tourist for close to 3 years now and, not counting the brake pads, the only wear on the bike over the course of that time has been to the aftermarket dress guards. These dress guards were acquired new old stock from a connection in Portugal. They are very simple - essentially a bunch of elasticised cords. And I love them: the simplicity of the design does not detract from the elegant form of the iconic loop frame, while being sufficient to do its job. Unfortunately, over time the cords seem to have lost their elasticity and are now kind of saggy. Some have even begun to disintegrate and I've had to cut them off. I am surprised that they've lasted such a short time, and it's a bit of a pain because the number of holes they require in the fender is unique to them. I will have to bother the person who gave them to me for another set, or attempt to make my own. 

Assuming that my experience is not a fluke, it might explain why so many vintage bicycles are found with holes in the fenders but no dress guards: Possibly, this accessory had an inherently short life span due to the elastic degrading. I assume the elastic is natural rubber, which would make it sensitive to heat and humidity - same reason it is so rare to find intact original rubber grips.

Those who are making dress guards today (I know there are a few of you out there now) might want to keep this in mind. I'd be curious to know what types of cords you use and how they have held up. If I make my own dress guards, I would like them to last next time! 

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Raleigh Lady's Tourist: Two Generations

As some might recall, I own two vintage Raleigh Lady's Tourists. Being in the midst of a major bike upheaval right now, I've retrieved these from storage and took the opportunity to photograph them together. The bicycle on the left is a 1973 DL-1. It has been refurbished and modified over the years (aftermarket chaincase, tires, rack, dress guards, pump, saddle, grips and rear wheel), a very ridable bike but definitely not a collector's item. The bicycle on the right is a 1936 Tourist. This one is in original and unaltered condition, including an intact chaincase, rotting grips and tires, cracked frame pump and dilapidated saddle. In the future I would like to have the older Tourist restored professionally, and until I can afford that I will continue to carefully store it. The newer Tourist I've decided to use as a transportation bicycle again, having now sold off most of my other bikes (a topic for another post). In the meantime, I'd like to share some observations while I briefly have these beauties side by side. 

I am not very good at lining up bikes and comparing them properly, but I'll try. Despite the older Tourist appearing smaller to the naked eye than the newer model, their wheelbases are near-identical - as are their bottom bracket heights (300mm), the lengths of their chainstays (500mm), their front-center measurements (680mm), and the lengths of their seat tubes (540mm center to center, or 560mm center to top - a.k.a. the 22" frame size). The seat tube angles look identical. The headtube angle on the newer bike looks like it could be slightly steeper, but I am unable to measure precisely. The forks line up identically. The virtual top tube on the older bike is a little shorter (570mm compared to 580mm on the newer one, measured center to center). But the most glaring difference is in the height of the head tubes.

The headtube on the 1973 Tourist measures 185mm from the very bottom of the lower lug to the very top of the upper lug. On the 1936 Tourist, the headtube measures 265mm. That's a considerable difference, placing the older bicycle's handlebars quite a bit higher. Combined with the slightly shorter virtual top tube, the rider is overall more upright. 

The quadrant shifter on the older model is on the top tube.

Notice also that the handlebars used in the '70s are different than those used in the '30s. The older ones were narrower, and angled straight back with no forward sweep to them.

On the older bike, the pump is behind the seat tube and there is a lugged connection between the down tube and the looped top tube. On the newer model the pump sits between those tubes and there is no lugged connector.

Overall I would say that the two bicycles are more similar than not, and it's interesting to me that so few changes were made between those 4 decades. I would love to see how a 1950s model compares to these two.

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Red and Blue, Old and New: Fun with Bike Comparisons

A couple of days ago I visited "Cycler" from Biking in Heels, asking her to test ride the Pilen I am reviewing and tell me what she thinks. While we were at it, we also compared the geometry of the Pilen to that of her modified vintage Raleigh Lady's Sports - the charming bicycle described here.

Unlike the traditional English roadster (which is similar to a Dutch bike), the Sports model is a zippier bicycle with somewhat more aggressive angles and a more leaned-forward posture. It made sense to compare it to the Pilen, which is also somewhat more aggressive than Dutch bikes.

Placing the two bicycles side by side, we did notice some similarities. The seat tube angles, front end geometry and bottom bracket heights were fairly close - at least in comparison to those of Dutch bikes and English Roadsters. The Pilen has a slightly more relaxed seat tube and a higher bottom bracket - but the extent of this is minor when compared to the more relaxed Dutch bikes and Roadsters with their high bottom brackets. The Pilen however, has a longer wheelbase than the Raleigh Sports - not to mention that it is dramatically larger.

When looking at this picture, consider that the saddles of the two bicycles are set to roughly the same height. Now notice the amount of seatpost showing on the 21" (53cm) Raleigh Sports compared to the 22" (56cm) Pilen Lyx (see here for a close-up of the Pilen's seatpost). Despite the 3cm difference in their frames, the actual size difference between the two bicycles is considerably greater. This is because the Raleigh has 26" wheels with 35mm tires, whereas the Pilen has 700C wheels with 50mm tires - raising the Pilen's frame higher off the ground. Wheel and tire size are definitely something to be aware of when determining the actual size of a complete bicycle. The frame size alone is fairly limited information.

Cycler and I are similar in height (she perhaps 1/2" shorter), and we prefer similar bicycles for transportation - both of us especially in love with the ride quality of the classic Raleigh DL-1. It was therefore informative to learn that she had a similar reaction to the Pilen as I did. On the other hand, two other (taller) persons who also tried the bike had very different reactions. I will write about that in more detail at a later stage, but suffice to say that there is a bike out there for everyone. It is amazing to me how many variations exist of the traditional upright step-through design; I never tire of learning about the similarities and differences between them.

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The 'Lady's Bicycle': Descriptive, Offensive, or Merely Obsolete?

[an unsuccessful attempt at parody]

There has been some discussion lately about how appropriate it is to refer to diamond and step-through frame bicycles as men's and ladies' bikes. After all - gender roles are flexible these days, women are no longer expected to wear elaborate skirts, and a low standover height can be convenient for everyone. So why use gender specific terminology? Am I just intentionally being quaint?

Well, not exactly. You see, when a bicycle model exists in both diamond frame and step-through designs, the latter is usually not just about lowering the standover height. It is also about taking the female anatomy into account. For example, have a look at the pictures below and see whether you notice anything interesting.

[image via Gazelle USA]

These are the Oma and Opa versions of the current production Gazelle Toer Populair bicycles. If you look closely, you will notice that the Oma on the left has a considerably higher headtube than the Opa on the right. This is done in order to set the Oma's handlebars higher, so as to accommodate the typically shorter torsos and arms of female cyclists. The bikes are named "Grandma and Grandpa," because they are, in fact, gender-specific. The expanded headtube tactic is used by many manufacturers on their step-through models, while others use the alternative tactic of shortening the virtual top tube. Either way, more often than not the step-through version of a given bicycle model is designed for the female body. This is not to say that men cannot or should not ride step through frames, but only that step-through frames are typically optimised for female proportions.

Of course, one could ask: Why confound gender-based anatomical differences with preferences for standover height? After all, some women may prefer diamond frames, while some men may prefer step-throughs. That is where statistics and market research come in. Most manufacturers cannot afford to make two versions of diamond frames and two versions of step-through frames within the same model. And statistically, women are considerably more likely to wear skirts and are thus more likely to prefer a step-through transportation bike. Therefore, it makes more sense to optimise the step-through design for the female anatomy, while optimising the diamond frame design for the male anatomy. Naturally, there will be some females who prefer the diamond frame and some males who prefer the step-through. Furthermore, not every woman has a short torso and not every man has a long torso. But when it comes to manufacturing decisions, it's all about tendencies and probabilities - not about individuals.

And speaking of statistics, perhaps we could indulge in another poll (a weekly tradition?). No purpose for this other than my own curiosity, and possibly yours:




In my own vocabulary, I use terms like "lady's bike" or "woman's frame" when I am referring specifically to the bicycle's suitability for females - be it anatomically, or in terms of their ability to accommodate skirts. On the other hand, I use terms such as "step through," "loop frame," and "mixte," when I am describing frame geometry. And while some worry that referring to bicycles as "women's bikes" makes them seem inferior or less valuable, I am not on board with that line of thinking. After all, what is considered "standard" frame geometry in the industry, is in fact optimised for the male anatomy. We are female, we are wonderful, and we need bicycles designed for us. To me, that is neither offensive nor obsolete - it's just common sense.

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Where Have You Been...

Since the end of the summer, I've received a number of concerned inquiries about "Velouria," my vintage Raleigh DL-1 Tourist (and for those who have only begun reading this blog recently, I am named after this bicycle, not the other way around). Though admittedly I have not featured her for some time, I assure you that Velouria is alive and well. She resides in our photo studio just South of Boston, performing the under-documented but crucial role of "studio bike." And here are the pictures to prove it.

For those unfamiliar with Velouria's history, she is somewhat of a "frankenbike," albeit a darling one. I acquired the 1973 Raleigh DL-1 in the summer of 2009 and over time proceeded to subject her to a number of modifications. These have included: an aftermarket chaincase and dress guards, cream tires, a Brooks B18 saddle, a custom rear rack, and an updated rear wheel with a coaster brake hub to supplement the pitiful braking power of the rod brakes.

Why do I feel the need to mess with a vintage bicycle in this manner? To tell the truth, part of it is simply the compulsion to experiment, to customise, to turn objects that belong to me into "creatures." I am not saying it's a good habit necessarily; but it's how I like to do things.

There was also a practical reason for all the modifications: I loved the ride quality of the DL-1 so much, that I was highly motivated to make it as functional as possible.

But ultimately, my love for this bicycle is also what made me move it to the photo studio after I (literally) found the vintage Gazelle in the end of last summer. At the risk of sounding cruel to the Gazelle, I am willing to run it into the ground. It is a great bike, it handles wonderfully, it is admirably designed, but my feeling toward is appreciation - not "love." The vintage Raleigh, on the other hand, feels almost like a pet. I just can't bring myself to ride its already battered and rusty frame on the salted roads in the winter, or even to leave it for hours in the rain in the summer. "Let the Gazelle take the abuse and spare the Raleigh," says my heart. And so Velouria became "studio bike" - ridden occasionally, but not too much.

And if you've noticed that these pictures are a little different from my typical bike photos, that is because they were taken inside the studio itself. We will soon be doing a couple of photo shoots for a local framebuilder, so we're practicing. When it comes to product photography in a studio setting, every object requires a different approach to lighting - and I would say that bicycles are fairly complicated as far as these things go. They are enormous, they have both matte and reflective parts, and they cast a variety of unusual shadows. Oh, and don't get me started on the kickstand thing; we are still working that one out!

Of course, the trouble with this type of product photography is that it brings every single detail of the object into sharp focus - not exactly the most flattering approach when it comes to vintage bikes!

But after all, "Velouria" is not just any vintage bike.  She is mine. The scraped paint, the rust, the solidified crust, the dented fenders and even the bent rodbrake levers are, oddly, all part of what makes me cherish her. She may no longer be the most frequently featured bicycle here, but she epitomises the theme of this blog perhaps more than any other bike I own.

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Lovely Bicycles on a Budget: Vintage vs Modern

[image via niniferrose]  

In addition to the variety of comments posted on this website, I receive lots of questions from readers via email. And if I had to say what the one most frequently asked question is, it would be a variation of this one:

I am looking for a nice bicycle for commuting around town and my budget is $500. I would love to get a new Dutch bike or a Pashley, but I just can't afford it. What would you recommend in my price range? 

Now, I do have a page on this website called Budget Options, and a link to it is prominently displayed in the upper lefthand corner. On that page I keep an updated list of manufacturers that sell budget versions of classic bicycles for as little as $150. I also have a page on shopping for vintage bikes. So, in emailing me the above question, the reader is usually looking for more than to be directed to one these pages. They are looking for my opinion: What would I do with $500? What do I recommend of all the possible options?

Okay, if you really want to know, I'll tell you. But I can almost guarantee that you won't like it and that you won't follow my recommendation. Do you want to hear it anyway? Well, all right. I would recommend buying a vintage 3-speed and spending the remainder of your budget on modernising it. Here is how I would do it:

[image via Trisha Brink Design]

Step 1: 
Buy a vintage Raleigh Lady Sports in your size and preferred colour. Make sure the frame is in good condition, and that as many components as possible are salvageable. Try to spend under $100 on this purchase, and absolutely no more than $150. It is possible if you do some research and ask around. Even if there is a shortage of vintage bikes in your area, post a "want to buy" ad on your local C-List and chances are someone will dig one out of their basement or barn. Or join bikeforums and a kind enthusiastic soul on the Classic & Vintage subforum will provide you with some local contacts. It can be done if you are motivated.

Step 2:
Buy a modern 26" (ISO 590) wheelset with alloy rims and a 3-speed hub built into the rear wheel (the shifter is usually included). The biggest problem with using vintage 3-speeds for transportation, is that they have caliper brakes and steel rims - a combination that provides inadequate stopping power in wet weather conditions. An alloy wheelset will solve this problem. Several bike shops sell such wheelsets online at reasonable prices: A Sun wheelset from Harris Cyclery will set you back $200. An Alex wheelset from Niagra Cycle Works will set you back $130.  Your local bike shop might be able to order a wheelset from a catalogue as well.

Step 3:
Buy a set of 26" (ISO 590) tires with puncture protection. Schwalbe Delta Cruisers in either black or cream are a good choice, because they look classic, make for a very comfortable ride, and cost only $40 for the pair.

Step 4:
Assuming that you are not skilled in bicycle repair, maintenance or assembly, bring your vintage bike and all the parts to a trusted local shop. Ask them to replace the wheelset, put on the new tires, and give the bicycle a thorough tune up. They will probably end up replacing the chain and some cables as part of that process as well. It should run you about $100.

Step 5:
If the vintage bike you found did not come with a saddle and there is room in your budget, get a Brooks or a lower-priced VO leather saddle. If you are tapped out, look for a vintage saddle, or buy a cheap generic one as a temporary fix until you save up the extra money for a new, quality one.

[image via niniferrose]  

At the end of this process, you will have a bicycle with all the comfort, durability and charm of a vintage 3-speed, but with modern braking power. It should last pretty much forever and should feel great to ride. Yes, organising the bike will be a small adventure - but again, it can be done if you put your mind to it.

Having said that, I realise that most of my readers will opt out. For one thing, it seems difficult and time-consuming. It also probably seems absurd to spend a total of $500 on a vintage 3-speed, when you could go to the store and get one of these for the same price, brand new and shiny. I sincerely understand that. But...

Consider that the second most frequently asked question I get from readers over email is a variation of this one:

Three months ago I bought a [Budget Manufacturer X] bicycle, because my budget was $500. Actually, I ended up spending a bit more than that, because I got the 7-speed version. And Basil panniers. And a Brooks saddle. And cork grips. But anyway, I thought the bicycle looked nice and I liked how it rode when I tested it outside the bike shop. But it's only been 3 months, and now my rear fender is making clunking noises, and my chain has come off twice, and I keep getting flat tires. Also, the bike doesn't feel that great over pot-holes and my hands start to hurt on the handlebars towards the end of my commute from work. My bike shop says that I can update some of the components to fix these problems, but it looks like that's going to cost me another several hundred dollars. I am not sure what to do now. What do you think? 

I never know quite how to answer that one, because at that point the person has already maxed out their budget. Any suggestions? And yes, I am perfectly serious that I get these emails. I respect it when people say they are on a tight budget and I would like to be helpful with solutions instead of saying "save up for a better quality bike". But I honestly cannot think of a solution that I truly believe in other than my vintage 3-speed plan.  I have never received an email from anybody complaining about their vintage Raleigh Sports. 

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America's Vintage Bike Capital?

I wonder whether there is a way to get some official acknowledgement naming Boston the vintage bicycle capital of the USA. Because the sorts of bicycles we see here - and take for granted - during our daily travels, are not to be believed. Restored 50-year-old roadsters casually locked up outside office buildings, ancient step-throughs with exotic headbadges and enormous baskets, vintage folders of unknown manufacture used as canine transport - these are just some of the bicycles I see every day as I make my way through the city. Normally, I have no time to stop and photograph even a small fraction of it all, but today the Co-Habitant was with me and a couple of the bikes absolutely required documentation.

Just so you understand, this all-original 1950's Raleigh Sports with front and rear dynamo lights and original white Raleigh grips(!) is actually someone's commuter.

Secured with a U-lock to a bike rack outside a small local university, it looked so natural amidst the mixed crowd of other bikes, including a fully lugged Specialized and a couple of Peugeot mixtes.

The headlight and tail light seemed functional. These must provide sufficient lighting for the owner's commute, as there were no other lights attached to the bike. Anybody know how powerful they are?

But exciting as it was to see the beautiful vintage Raleigh, it paled in comparison to what we stumbled upon next. Yes, that is my Gazelle, Linda, parked next to... another vintage loop-frame Gazelle.

What are the chances? Unlike Raleigh 3-speeds, Gazelle "Oma" bicycles of this vintage were never imported into the USA and were never sold here.

Both my bicycle, and the bicycle next to it, have stickers indicating that they were purchased in Germany (not in the same shop or even the same town). And the (yet another) vintage Gazelle I spotted nearby a year ago, had a Dutch shop sticker on it. The bicycles' owners must have at some point brought them on the plane when moving to Boston, probably for grad school or for post-doctoral positions.

Seeing the other Gazelle and remembering the third one I spotted earlier, made me wonder whether they still belong to the same owners who brought them over from Germany and Holland. Either way, those bikes must have been dearly loved, at least at the time. Transporting a 50lb bicycle on an airplane could not have been easy!

Overall, my Linda was in nicer condition than her neighbour, but one thing that evoked her envy was this mudflap on the other lady. Now she is asking me to get one for her, too. I think a leather one (possibly hand-made?) would go well with her saddle and grips, but I am curious whether these Gazelle proprietary flaps are still sold today. Also, they seem to be attached by a bracket that does not necessitate drilling the fender, but makes use of the existing holes for the stays, which seems like a fairly easy installation method.

I think that to spot several bicycles like this in an American city is highly improbable. Surely it is proof that Boston is the vintage bike capital? If you have a better story about your city, bring it on!

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