Getting Tires Right

Table of Contents

Tires

Pneumatic

Modern tires allow cyclists to ride pavements, gravel, trails, dirt, mud, and other surfaces. Pneumatic tires, pneumatically inflated with compressed air, were invented and industrially produced before the end of the 19th century. Earlier, solid rubber was used to manufacture bicycle tires. It was better than other material. Getting a bouncy wheel that did not keep bouncing was one puzzle. Making the tire durable enough to survive contact with the road was another. Rubber proved to be elasic enough to bounce and deform and durable enough to roll for hundreds of miles.

The use of rubber for tires for automobiles and truck led to developments in material science and manufacturing, and to sophisiticated suspension systems. Suspension systems need to be damped to prevent the repetition of cycles of bouncing. Large industries rested on the discoveries that natural rubber was elastic, and could be used to manufacture devices that would contain compressed air. The development of pneumatic rubber tires for cars and trucks allowed bicycle manufacturers to acquire material and devise ways to mass produce tires. Tires have inspired the invention of tire materials, wheel rims, valves, pumps, tire levers, tools, patches, and adhesives. The newer tubeless bicycle tires have led to tire sealant, tire plugs, and tubeless repair kits.

Resources

Cyclists are interested in evaluating tires and learning which tires are efficient and economical. Tire manufacturers will happily say that they manufacture a product, and that their product is superior to other competing products. Scientific material that explains how tires work is more scarce.

Bicycle Tires and Tubes by Sheldon Brown and John Allen at Bicycle Technical Information (the Sheldon Brown site) is a well constructed page with links to terms and topics covering materials and construction. It discusses tire sizes and dimensions. BikeGremlin also explains Bicycle tyre sizing and dimension standards and other technical issues.

BTI is not a resource for information about mountain bikes. BTI published Jobst Brandt’s 1998 “A Brief History of the Mountain Bike ” which said: “The first successful high quality fat-tire bicycle was built in Marin County, California by Joe Breeze”. BTI has “suspension” in its glossary, but does not explain mountain bike suspension systems. Internet seach engines can find pages about bicycle suspension systems – for instance the Wikipedia entry Bicycle suspension but search engines do not respond fulsomely to queries about losses of energy operating bicycles on rough and irregular terrain due to vibration. There is a section on vibration in the Wikipedia entry Bicycle and motorcycle dynamics and a Wikipedia entry on vibration.

Current and historical Information on tires, rubber, and manufacturing tires available in Wikipedia, including pertinent articles explaining:

There do not appear to be standards for how to describe the quality of tires. In a rational world, a manufacturer would have goals in developing new tires and test experimental prototypes and production models. Wikipedia has not found that many industries have adopted methods and standards. Wikipedia, as of June 2022, has pages about

Engineer and blogger Tom Anhalt wrote about tires, tube and pressure at the online triathlon magazine Slowtwitch.com, some listed here, and wrote articles on his own Blogspot blog Blather ’bout Bikes:

Derek Lakin writes at site called TreadBikely. It seems to be a commercial site. The site has illustrated articles that discuss tire manufacturing:

Tires

Tire beads

A bicycle tire is a strip of durable and stretchy materials laid out in a circle, with edges pulled up to shape the tire in a U-shape. Most tires have beads, a structural part that is durable but not stretchy:

Conventional tires used on 99% of all bicycles are “clincher”type … They consist of an outer tire with a U-shaped cross section, and a separate inner tube. The edges of the tire hook over the edges of the rim, and air pressure holds everything in place.

….

The “bead” is the edge of the tire. On most tires, the beads consist of hoops of strong steel cable. The beads hold the tire onto the rim, and are, in a sense, the “backbones” of a tire. While most beads are steel, some tires use Kevlar ® cord instead.

Sheldon Brown, John Allen, Bicycle Technical Information, Bicycle Tires and Tubes

Wire beads are less common than they were in the 1980s. Modern bicycle tire manufacturers use synthetic compounds to manufacture tire beads. Synthetic aromatic polyamids (Aramid) are popular. The rim of a clincher wheel is machined to turn inward to hold the bead in a “bead” hook. Clincher tires use an inner tube, which is airtight and inflated. The butyl rubber inner tube is the ordinary tube; latex tubes for clincher tires are available.

Tubeless tires are clincher tires without inner tubes. They have to be airtight to be inflated without inner tubes. The wheel rim is sealed with a airtight rim tape. The valve is sealed to the rim (and not to inner tube, passed through and opening. A tubeless ready tire is a clincher tire with an inner tube. A tubeless ready wheel rim may have tubeless rim tape, but a tubeless ready system has an inflatable inner tube – the valve is attached to the tube. Tires have been securely clinched to the wheel and sealed airtight by matching the bead with a bead hook structure or bead channel in the wheel rim.

Tubeless tires need liquid sealant in the tire to seal the tire to the rim. The liquid sealant is also supposed to block small leaks and punctures, as well as sealing the bead. A rider can carry tools to plug a small puncture and reinflate it if the sealant has remained in the tire and still functions. As of 2022, manufacturers of wheel rims are building and promoting rims without bead hooks for tubeless tires. There are cost savings in manufacturing wheel rims, and time and cost savings in changing tires, at the risk of tires coming off the rim.

A “tubular” tire, not to be confused with a clincher, also uses an inner tube. Tubular tires are explained at BTI. Tubulars are uncommon and mainly found on racing bikes.

Casing, Sidewalls & Tread

The body of the tire, technically called the carcass, commonly referred to as the casing, is made of “threads”, coated with plastic and rubber compounds:

Cloth fabric is woven between the two beads to form the body or “carcass” of the tire. This is the heart of the tire, the part that determines its shape. The vast majority of tires use nylon cord, though some use other polyamides. … The fabric threads don’t interweave with crossing threads as with normal cloth, but are arranged in layers or “plies” of parallel threads. Each layer runs perpendicular to the next layer(s).

Some tires use thick thread, some use thin thread for the fabric. With thin thread, there are more threads per inch (“TPI”) and this number is often considered an important indication of tire performance. The higher the TPI number, the thinner and more flexible the tire fabric is. Thin-wall (high TPI) tires tend to be lighter and have lower rolling resistance, but they’re more easily damaged by road hazards.

Bicycle tires have the threads of the fabric running diagonally, (“bias”) from bead to bead. Modern car tires have the main threads running straight over from one bead to the other, known as “radial” construction. Radial tires will also have a “belt” of plies running all the way around the circumference of the tire, crossing the radial plies.

Sheldon Brown, John Allen, Bicycle Technical Information, Bicycle Tires and Tubes

In automobile and truck tires, the threads are called cords and may be made of metal. The term cords is also used to refer to bicycle tire threads. Few modern bicycle tire threads are not made of natural plant fibers (e.g. flax, hemp, cotton). Most are filaments of petroleum synthetic (i.e. plastic), often nylon, spun into threads. The threads are not woven into a cloth or fabric. Thread count is a (vague) measure of the texture of woven fabrics – particularly cotton bed sheets. Thread count is not generally a selling point for modern bicycle tires, except that high thread count was used by some manufacturers to mean that that a casing is strong and “supple”.

The threads cross each other in a grid, and are coated in an elastomer – a plastic compound. Some machines produce ribbons of the specified width; some machines produce sheets that are cut to ribbons of the required width. The ribbons are folded over the beads and welded. The threads reach from bead to bead, on the bias (diagonally). Layers of rubber or synthetic rubber compound are applied to the ribbon to form the sidewalls and the tread. The tires are pressed into moulds, shaped, and laminated. In some tires groups of threads (belts), are laid down with the bands crossing each other.

The tread is the part of the tire that contacts the road:

… This area usually has thicker rubber than the “sidewalls” of the tire, mainly for wear resistance. Most tires have some sort of 3-dimensional pattern molded into the tread, which may or may not enhance traction.

Manufacturers mix different additives with the rubber to achieve desired traction/wear characteristics. Generally, a softer formulation will give better traction, but at the expense of more rapid wear. Rubber is normally a sort of tan color, but most tires are black. This is the result of adding carbon black to the mix. Carbon black considerably improves the durability and traction of the rubber in the tread area.

Sheldon Brown, John Allen, Bicycle Technical Information, Bicycle Tires and Tubes

A tread pattern of grooves in a thicker tread is common for automobiles. It was common for bicycle tires through the greater part of the 20th century, except for some special purpose tires. Tread patterns on bicycles do not displace water. Hydroplaning on a bicycle on concrete or asphalt is not a risk . BTI addressed this in a general article and in a 1997 article by Jobst Brandt, “Tires with Smooth Tread. A writer at CyclingTips addressed treads in 2014 in Rubber side down: the function of road tyre tread patterns:

A road tyre is already very effective at displacing the water thanks to its round profile so Jobst Brandt has argued that a patterned tread is unnecessary. A broader survey of current thinking amongst tyre manufacturers supports this view, though some see room for marginal gains through a tread-pattern design.

Slicks or near slicks have become a popular choices for “road” bikes. Some favour a file tread pattern (thin shallow closely spaced ribs at an angle to the path of travel; like the cutting edge of a file – the tool). Jan Heine, the editor of Bicycle Quarterly, and principal of René Herse Cycles addressed this:

… we are examining myths in cycling – things that we (and most others) used to believe, but which we have found to be not true. Today, let’s look at tire tread: Tread patterns matter – they can make a difference – even on the road. “Bicycles don’t hydroplane,” declared some experts many years ago. “Hence, tire tread patterns don’t matter on the road.” The first part is true – even wide bicycle tires are too narrow to lose traction due to hydroplaning – but tire tread doesn’t only serve to evacuate water from the tire/road interface.

In fact, the tread of bicycle tires has other purposes. I once cycled on the polished stone that surrounded a college library, and I was surprised by the lack of grip: I crashed. Even though I was unhurt, I learned the hard way that the coefficient of friction between our tires and the rocks that make up the road surface isn’t very high. Yet we don’t crash on roads made from the same rocks, but in the form of rougher aggregate in pavement. What happens is that tire and road interlock to create grip.

If our grip came only from pure friction, the size of the contact patch wouldn’t matter. Physics tells us that if you double a tire’s width, it will be pushed into the road surface with half as much force – the two cancel each other. Yet race cars run ultra-wide tires because they provide more grip. What is going on?

Tires interlock with the road surface. Imagine each little surface irregularity like a spike that pushes into the tire. The wider the tire, the more surface irregularities it touches; hence it has more grip. A softer tire also has more grip because the road surfaces pushes deeper into the tire. That is why the tires of race cars use very soft rubber, and why wider bicycle tires at lower pressures offer more grip than narrow ‘racing’ rubber at higher pressures.

There is another way to increase the interlocking between tire and road: provide edges on the tire that ‘hook up’ with the road surface irregularities. Each edge provides a point where a road irregularity can hook up. The more edges you have, the better the tire hooks up.

Jan Heine, February 22, 2018 (updated 2020) René Herse Cycle Journal, Myth Debunked: Tread Patterns Matter, even on the Road

Contact Patch, Deflection, Tire Drop, Rolling Resistance

The weight of the bicycle rests on the contact patches of the tires, the area where each tire deforms from the circular shape of the tire in cross section to the (flat) shape of the surface as the bike rolls forward.

… the role of air pressure in the tire is to hold the fabric under tension — in all but one place, the contact patch with the road surface.

Air pressure can’t add tension at the contact patch, because the contact patch is flattened against the road. Air pressure can only push directly outward, and so here, it pushes directly downward. The downward force of the air must equal the weight load, and so the area of the contact patch approximately equals the weight load divided by the air pressure. (Edge effects and skewing of the weave of the fabric may result in some difference.) For example, if the air pressure is 50 PSI and the load is 100 pounds, the contact patch will be about two square inches.

The threads of the tire fabric can transmit loads only lengthwise and in tension. How then, do they transfer the load from the contact patch to the rim?

Because the contact patch is flat against the road, the curvature of the sidewalls next to it is increased, decreasing their tension, and the angle at which they approach the contact patch becomes shallower. These effects produce the bulge seen at the bottom of a tire under load and transfer the load from the contact patch to the tire sidewalls. The threads of the fabric are pulling downward less and outward more. The load is similarly transferred from the sidewalls to the rim. The sideways forces at the right and left side of the tire are equal and opposite, and cancel out.

Sheldon Brown, John Allen, Bicycle Technical Information, Bicycle Tires and Tubes (see How a Tire Supports its Load)

The rubber at the contact patch bends and rebounds like a spring. The rubber is under tension. The air everywhere in the tire is under pressure but the the tire bulges at the contact patch. The tension of the tire supports the bike.

Because the contact patch is flat against the road, the curvature of the sidewalls next to it is increased, decreasing their tension, and the angle at which they approach the contact patch becomes shallower. These effects produce the bulge seen at the bottom of a tire under load and transfer the load from the contact patch to the tire sidewalls. The threads of the fabric are pulling downward less and outward more. The load is similarly transferred from the sidewalls to the rim. The sideways forces at the right and left side of the tire are equal and opposite, and cancel out.

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A tire, then, supports its load by reduction of downward pull, very much the same way that spoking of the wheel supports its load. The tension-spoked wheel and the pneumatic tire are two examples of what are called preloaded tensile structures, brilliant, counterintuitive designs working together remarkably to support as much as 100 times their own weight.

Brown and Allen, Bicycle Technical Information, “How a Tire Supports its Load“

The rolling resistance of a tire is an example of elastic hysteresis. The deformity also causes the steering tire to experience pneumatic trail.

Frank Berto (deceased December 2019) was the technical editor of Bicycling magazine, before it became a travel and lifestyle publication. He wrote a book on derailleurs, The Dancing Chain – the 2016 5th edition is still on the market. Frank Berto wrote notable articles on “tire drop” – the change in the height of tire when it bulges under load. Some appeared in Bicycling and other print publication, but were not digitized. He rewrote and updated an article called All About Tire Inflation in 2006. Berto wrote or contributed to an article for Jan Heine’s Bicycles Quarterly published in Issue 19 (V. 5, No. 3, Spring 2007). Steve Vigneau has a pdf copy of “All about Tire Inflation” at his site: https://nuxx.net/files/bicycle/various/Frank_Berto-All_About_Tire_Inflation.pdf. Perhaps other copies and other articles can be located on the Web. Frank Berto explained why road bike tires should be inflated to endure tires stayed on the rim under the forces of cornering, and to avoid “pinching” and deflating an inner tube. For road bikes on pavement, he suggested the pressure should be high enough that tire drop was about 15%. He thought that road riders were overinflating their tires. He thought that mountain bike rides should ride softer, but needed guidance to know the minimum pressure to avoid damage to tires and rims.

Frank Berto largely agreed that road bike tire pressures could be lower than the manufacturers’ marked safety warning. He thought that bike tires need pressure to support the bike and rider and to handle properly. He suggested that the pressure should be enough to keep tire drop around 15% for the bike, rider and load. Tire drop is hard to measure. Like rolling resistance and durability, it is dependent on pressure and the thickness and composition of the tire casing

The deformity causes rolling resistance:

“Rolling resistance” is the mechanical friction generated as the tire rolls. As a segment of the tire tread rolls into contact with the road, it deforms from its normal curved shape into a flat shape against the road, then back to the curve as the tire rolls onward. The deformation of the rubber in this process is what causes the friction. A bias-ply tire has some additional friction because of the “Chinese finger puzzle” effect of the bias plies. The edges of the contact patch scrub against the road as a segment of the tread becomes shorter and wider where it flattens out, then longer and narrower as it becomes round again.

Brown and Allen, Bicycle Technical Information, Bicycle Tires and Tubes: Rolling Resistance

Wider, Softer, Supple

Road Bikes

Manufacturers and consumers used wider tires for some bikes and some kinds of riding for a long time. Mountain bikes had and have wider tires. Gravel bikes have wider tires. Cyclo-cross bikes have wider tires than road bikes. Wider tires hold larger volumes of air at lower pressure than narrower tires:

Tire width and pressure are inextricably linked. It is a serious mistake to consider one independently of the other. Generally, wider tires call for lower pressures, narrower tires call for higher pressures.

Consider, for example, a tire one inch across, at a pressure of 100 PSI (pounds per square inch). Air is pushing down against the bottom half of the tyre cross-section with a force of 100 pounds per inch of length. Each sidewall of the tire bears half that load, and so each inch of length of tire sidewall will be under a tension of 50 pounds. Now let’s consider a tire twice as wide, two inches across, at the same 100 PSI. Each inch of sidewall will be under a tension of 100 pounds. So, a wider a tire would ride harder, and need stronger fabric, if inflated to the same pressure,

The part of the tire that is actually touching the ground at any moment is called the “contact patch.” Generally, the area of the contact patch will be directly proportional to the weight load on the tire, and inversely proportional to the inflation pressure. For instance, if the rear tire of a bike is supporting a load of 100 pounds, and the tire is inflated to 100 PSI (pounds per square inch) the contact area of the tire will be roughly one square inch. If the pressure is reduced to 50 PSI, the tire will squish out until the contact patch has become 2 square inches (or until the rim bottoms out against the tire.)

A common debate among cyclists centers on the issue of whether a wider tire has more or less rolling resistance at the same pressure. The constant pressure is proposed because it appears more scientific to eliminate this as a variable, but this is not realistic in practice. The short answer to this question is that, yes, a wider tire of similar construction will have lower rolling resistance than a narrower one at the same pressure. This fact is, however, of no practical value. If you are comparing two tires of similar construction, with the same load, and the same pressure, either the wider tire is overinflated, or the narrower tire is underinflated!

A tire is supposed to deflect a bit under load. This deflection [is] the whole purpose of pneumatic tires. When you sit on your bike, your tires should visibly bulge out at least a bit under your weight. If they don’t, they’re overinflated.

Brown and Allen, Bicycle Technical Information, Bicycle Tires and Tubes: Width

Stiffness can come from thicker casing and rubber. Tire designers can make tires “supple” by making them with thinner casings and thinner rubber layers on the sidewalls and treads. A supple tire stetches and rebounds rapidly with little loss of energy. It rolls with little rolling resistance, and suspends the bike.

Supple tires have drawbacks:

There are four ways to reduce [rolling resistance], each subject to trade-offs:

[1.] The thinner and softer the rubber/fabric of the tire are, the more flexible they become. The trade-off with this is that the thinner the tire gets, the more fragile it is, and the sooner it will wear out.

….

Brown and Allen, Bicycle Technical Information, Bicycle Tires and Tubes: Rolling Resistance

If the casing and tread are thin, the tire is fragile. The entire contact line of a supple slick tire is exposed to contact with and penetration by small sharp debris. The tread and sidewalls can be gashed by impacts with sharp or pointed edges including broken glass, metal objects etc. on paved roads., and rocks, thorns on gravel and trails.

A patterned tread of hard rubber provided reasonable protection against punctures from small debris, although a pattern leaves an area of the tread with less rubber. The industry addesses puncture resistance with thicker or stronger tire casings and with protection belts. See Cycling Weekly’s Best puncture-proof tyres for cycling 2022.

Knobs & Cleats

Bike, wheel and tire manufacturers designed mountain bikes and gravel bikes with wider tires than road (and cyclo-cross) tires. Tires, with raised tread features – i.e, knobs, ridges or cleats were and are common on mountain bikes. Hybrid mountain bike tires are wider than “traditional” narrow road bike tires but narrower than mountain bike tires. Hybrid mountain bike tires, commuter bike tires and utility bike tires tend to have flat, patterned treads. Generally, gravel tires have knobs.

According to Jan Heine of René Herse Cycles, knobs and other tread patterns do not increase traction on loose aggregate surface materials (gravel). The tires ride on the aggregate material on the top.. The top aggregates slide or tumble on the lower loose material. Knobs do not increase grip on such a surface. Knobs can grip irregular firm surfaces and surfaces covered by thin layers of loose materials.

Some knobby tires can “squirm”:

Knobby treads actually give worse traction on hard surfaces! This is because the knobs can bend under side loads, while a smooth tread cannot. The bending of knobs can cause discontinuities in handling: the tire grips OK for mild cornering, but as cornering force exceeds some critical value, the knobs start to bend and the traction suddenly goes to Hell in a handbasket.

Brown and Allen, Bicycle Technical Information, Bicycle Tires and Tubes: Squirm

It depends on the size and shape of the knobs, the tread material, and the way the tire deforms and contacts the road. The tire streches and deforms around around knobs when the knobs are under the contact patch.

Thick knobs are less vulnerable to puncture than the thinner parts of the tread when the knobs are in the contact patch. The risk of puncture depends on the shape and size of the debris, the angle of impact, speed, and weight. I can’t find any discussion of the role of knobs in protecting the tire from puncture by small debris.

The knobby mountain bike tires made in the 1980s and ’90s were noisy. Tires with knobby tread were also generally thicker and stiffer. Knobby treaded tires were slower because the tires were stiff and slow. I switched from knobby tires to a patterned tread tires on my Giant hardtail mountain bike, and rode patterned tread tires on my hybrids and my old road bike for years. I was quieter and I thought I was faster. I don’t really know.

Manufacturers have modified tread patterns with knobs and cleats to reduce noise. Modern raised tread patterns are more likely to hum rather than buzz or roar, but can still be noisy.

Valves, Chucks, Gauges

The Schader valve used on automobile tires was used on bicycles in North America. Presta valves were once found mainly on the narrow tires and tubes of road bikes. Presta valves have become common on gravel bikes. mountain bikes and hybrid bikes. Bicycle Technical Information lists Schrader, Presta and Dunlop and illustrates these valves. Wikipedia’s valve stem entry has a 4th type.

A valve stem is a self-contained valve. Cyclists refer to the exterior shell, which is often threaded, as the stem. Some small bike pumps can be attached to the stem. Most pumps attach to the stem with a hose fiting on the pump hose called a chuck.

The Schrader valve allowed cyclists to use air pumps at automobile service stations. The pumps had chucks to fit on Schrader valves, and worked on Presta valves if the user had an adapter. These pumps were useful for cyclists if a service station was near (before service stations began to put coin meters on air pumps) if the user could limit or control the volume and pressure. Some industrial pumps could blow out a bike tire, delivering large volumes at high pressure.

In the 1950s and 60s young cyclists learned to test pressure by grasping the wheel rim and pressing the tread to see if the tire would deform under that pressure. It was not a measurement and it depended on strength and effort. Modern riders have access to analog and digital gauges to test pressure, cycling computers to record speed, location and elevation and power meters.

Pressure – Warnings, Manufacturer Recommendations

Many riders expect the manufacturer to specificy an optimal recommended operating pressure. The value stamped or marked by the manufacturer on the sidewall is not the an optimal value or the optimal value:

Most tires have a “maximum” pressure, or a recommended pressure range marked on the side of the tire. These pressure ratings are established by the tire manufacturers after consultation with the legal and marketing departments. The lawyers want the number kept conservatively low, in case the tire gets mounted on a defective or otherwise loose-fitting rim. They commonly shoot for half of the real blow-off pressure. The marketing department wants the number high, because many tire purchasers make the (unreliable) assumption that the higher the pressure rating, the better the quality of the tire. Newbies often take these arbitrary ratings as if they had some scientific basis. While you’ll rarely get in trouble with this rote approach, you will usually not be getting the best possible performance. … Optimal pressure for any given tire will depend on the load it is being asked to support. Thus, a heavier rider needs a higher pressure than a lighter rider, for identical tires.

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Rough surfaces generally call for a reduction in pressure to improve ride comfort and traction, but there is a risk of pinch flats if you go too far. Even at the lower appropriate pressure, wider tires, because they also are deeper, are more immune to pinch flats.

Brown and Allen, Bicycle Technical Information, “Pressure & Pressure Recommendations“

Industry Testing

Testing of tires for automobiles and aircraft (landing gear) for safety was established by governments, regulatory agencies and regulatory bodies. The performance of materials and components in the various situations became a testing point, and testing would have been necessary to sell those products.

Bicycles have been athletic, recreational and entertainment products, and a means of transportation, and even toys. Tire testing, unless required by consumer protection law or the rules of competition, was unusual. The test data for bicycle tires, if any, may be found in the papers of the inventors and manufacturers.

Josh Poertner, the principal of Silca Velo suggested (to Tom Anhalt in an interview (link below), that manufacturers of bicyle tires had no data about tire operation or performance because they were not testing, and that no one knew how to test bicycle tire performance until the early decades of the 21st century. Poertner said that manufacturers relied on their own reputations and industry practice when they made claims that tires were “fast”, efficient, grippy, puncture-resistant, comfortable etc. In a few of the earliest Silca Velo podcasts Josh Poertner discussed tires and inteviewed engineers who had started bicycle tire performance testing:

Cyclists started to demand, unsuccessfully, that when manufacturers claim that competive road casing tires are efficient or fast, they should disclose data. Manufacturers can feasibly test protypes and production samples on testing devices that put pressure on tires as tires are rotated against rollers and drums. Manufacturers prefer to rely on brand reputation and price to persuade riders that a tire is fast, light or high quality.

It is not likely that manufacturers will ever voluntarily disclose research on materials and products under development.

Consumer-led testing

For several decades, from the 1960s, riders, mechanics, bike shops and tire manufacturers shared a common belief and maintained that road bike tires should be narrow and inflated to high pressures. Several sectors of the cycling industry were vested in narrow tires by the 1990s. Road bike frame and fork designs accomodated narrow tires. Wheel manufacturers manufactured wheel rims for narrow tires. Tire manufacturers made narrow tires and tubes.

Cycling magazines seldom pay journalists to test products or challenge the practices of manufacturers who pay magazines to advertise products and publicize cycling. There was some industry reseach on rolling resistance in bicycle tires, but the methods and results are obscure. In an article on the triathlon site Slowtwitch.com:

I’ve heard, though I haven’t seen, reports of rolling resistance studies Continental performed that included an analysis of tire width. … it seems intuitive to me, that there is not much if any measurable difference in the rolling resistance of a 20mm tire versus a 24mm tire, all other things equal. Thinner tires require more attention, though, in that they’re more susceptible to increased rolling resistance if they’re not inflated to a sufficient pressure.

….

After you’ve satisfied yourself (or if you’re willing to take my word for it) that a 23mm or 24mm tire will roll as efficiently as a 9mm or 20mm tire, you can move to the next two issues, which are aerodynamics and resistance to flats.

Dan Empfield, Slowtwitch.com, September 2002, Rolling Resistance

Cycling computers and tire pressure gauges allow riders to check their real speed, tire pressure and other parameters. This allowed riders to compare tires and tire pressures.

Independent researchers including Robert Chung, Al Morrison, Tom Anhalt and Jan Heine started research into road bike tires at or after the end of the 20th century. They recorded data with gauges, cycling computers and power meters available to them. They communicated with each other, sometimes, on Usenet or in other internet services, or by telephone.

Tom Anhalt’s equations to convert Crr (Coefficient of rolling resistance) on rollers to flat surface were written in 2006 (published in 2013 on his blog Blather ’bout Bikes) Tire Crr testing on Rollers – The Math. His charts comparing narrow triathlon road racing tires were published in 2013 on his blog Blather ’bout Bikes, Tire Crr Testing on Rollers – The Chart … and a “how to”. Tom Anhalt’s 2009 article on inner tubes formulated the theory of the breakpoint, at which increasing tire pressure increases rolling resistance:

When thinking about tire pressure and what is “fast”, it helps to think of it in terms of a “resistance to forward motion” rather than just thinking about the rolling resistance of the tire itself. As we’ve seen above, increasing pressure inside the tire decreases the rolling resistance of the tire itself, and this fact has been observed in tests of rolling resistance vs. tire pressure on smooth rollers. With increasing pressure, the rolling resistance drops at a decreasing rate until at very high pressures it’s basically a flat line. So, does that mean that increasing pressure in a tire lowers the rolling resistance of the tire on a rougher surface as well? The answer is: “Yes…but..” The rolling resistance of the tire continues to decrease with increasing pressure on rough surfaces as well, BUT at some point the increasing pressure stiffens the “air spring” so much that the increase in transmitted energy loss overwhelms the decreasing rolling resistance of the tire, with the result being that the actual ” resistance to forward motion” starts increasing. The net result is that above a certain pressure (what I like to call the “breakpoint pressure”) higher inflation pressures make a rider slower for a given power input to the pedals. Adjacent is a simplified schematic representation of this effect. Very little data is commonly available that shows this effect. Mainly out of curiosity about whether or not this effect was measurable, and to what the magnitude of the effect was, this author undertook an experiment “on the road” armed with a PowerTap power meter and a method for determining the Crr (coefficient of rolling resistance – actually, in this case the “resistance to forward motion” proportional to velocity) illustrated here.

Tom Anhalt, Slowtwitch.com. September 21, 2009, What’s in a Tube

Robert Chung developed a power equation that considered Cda (drag area) as well as Crr. He wrote a paper “estimating CdA with a power meter” which has been distributed on the internet. Tom Anhalt discussed the March 2012 version of the paper in his Blather ’bout Bikes post August 4, 2013 “Aero Field Testing using the “Chung Method” – How sensitive can it be?“.

Lower pressure was an innovation when applied to road bicycle tires. Some professional road racing teams or their consultants began to experiment. Some experimenters tried to protect their data and insights to maintain advantages for racing teams, consultants, and tire manufacturers. Academics publish. Manufacturers and consultants hoard trade secrets.

Josh Poertner, before acquiring the Italian Silca Velo brand, had worked on wheels and tires as a manager in Zipp’s Speed Weaponry division, advising professional road racing teams. He was familiar with the literature, and was involved in testing. Josh Poertner/Silca Velo started to podcast or make videos in 2019. Josh Poertner sometimes suggests that the modern engineering of Anhalt has superceded the views of Frank Berto. Anhalt relied on some of Berto’s work in a post on gravel tires February 16, 2020 and his graphs on rolling resistance and pressure. The reasoning and the math is complicated. It seems that Anhalt did not overthrow Berto’s work.

Bicycle Quarterly

Bicycle Quarterly (“BQ”), is a printed publication founded by Jan Heine, the principal of Compass Cycling and René Herse Cycle of Seattle, Washington, USA. BQ was first published in 2002 as a publication about “vintage” bikes. Jan Heine favours drop bar bikes without mechanical/hyrdraulic suspensions: road bikes, endurance road bikes, and “all-road” bikes. His favoured off-road forms of riding include cyclo-cross. He rode Unbound Gravel in Kansas in 2022 on a vintage design René Herse 12 speed (2 x 6) all-road bike. He reviews bikes built by custom builders – frequently bikes built with steel frames. BQ has discussed the uses of bicycles on gravel roads, and self-supported distance riding (randonneuring). René Herse Cycles has a YouTube channel. Some of the videos are about rides in the Cascades and other parts of the US Northwest. Some illustrate bike design, handling, and maintenance:

Most of Jan Heine’s books were independently published by Bicycle Quarterly Publications and sold by René Herse Cycles, and by Amazon:

  • The Competition Bicycle (2008, reprinted 2012),
  • The Golden Age of Handbuilt Bicycles: Craftsmanship, Elegance, and Function (2009),
  • René Herse: The Bikes • The Builder • The Riders (2012),
  • The All-Road Bike Revolution (2020).

Several of Jan Heine’s books explore history and document the quality of 20th century bicycles. The 2020 book is a short manual for purchasers and riders, and discusses features of modern bikes. Jan Heine frequently observes that modern bikes originated in bicycle designs in the early and middle parts of the 20th century. He respects innovation, but has raised questions about innovations that fail to improve the owner/rider’s experience. He points out that a steel bike from a home builder or small manufacturer can be a better bike, and less expensive than most bikes produced by modern factories.

BQ discussed tire pressure, tire testing and tire design many times. Jan Heine and other riders and writers associated with BQ began testing and writing about rolling resistance and tire tests in BQ issue 17 (aka Volume 5, No. 1, Autumn 2006). Heine respects Frank Berto’s efforts to measure tire drop – he relied on it in developing the René Herse online pressure calculator tool, which became active in the spring of 2022, and cites Berto in journal entries such as “Tire Pressure Take Home” (March 2016).

BQ writers criticized the lack of testing by tire manufacturers, and the use of machines that tested tires on steel rollers or drums. They preferred to test tires by comparing performance on the same surface, without pedalling, by letting bikes roll down measured distances, downhill under low wind conditions – the “roll-down” test. It is a low-tech process that requires time, and measurements of distance, time, and speed. Jan Heine designed tires, manufactured (according to some sources by Panaracer) for Compass and René Herse in Japan, and brought the tires to market. He can be seen as :

  • a fan of vintage bikes and
  • promoting his brand of supple tires, and
  • questioning some of the practices of bike and tire manufacturers.

Jan Heine maintains that hard narrow tires cause the bike to vibrate, even on smooth pavement, which riders perceive as an indication the bike is fast. He summarizes his reseach as supporting the view that an overinflated (hard) tire transmits vibration which slows a rider down – a hard tire is not an effective shock absorber. Jan Heine expressed his views to the readers of the Adventure Cyclist magazine of the Adventure Cycling Association in March 2009 in the article “PSI Rx“. The article discussed the way tires lose energy the rider put out to get the bike rolling forward:

Suspension losses – a bike that vibrates and bounces from one bump to the next is lifted up time and again. Lifting the bike requires energy. Part of this energy is absorbed inthe rider’s body and, on a touring bike, by the luggage. The rest is returned as the bike rolls off the bump. When you accidentally ride into the rumble stripsthat separate many U.S. highways from the shoulder … you also slow down immediately as energy is absorbed in your body. By smoothing out the bumps, pneumatic tires save energy.

Deformation losses – the downside of a soft and squishy tire is the deformation of the tire as the wheel rotates. Most of the energy necessary to bend the tire casing is returned as it springs back into shape at the rear of the contact patch, but some of it is lost to friction within the tire and is no longer available to drive the bicycle forward.

For the best performance and comfort, you need a tire that is neither too hard nor too soft. Instead of inflating your tires to the maximum pressure, run them at the optimal pressure, where they deflect enough to keep the bike from vibrating too much yet are not so soft that they slow down due to excessive deformation losses.

Tire drop measures how much the tire deflects under the load of rider and luggage (Figure 1). For example, if your tire is 30 mm tall without a load and 27 mm tall once you sit on the bike, your tire drop is 3 mm or 10 percent.

….

Properly inflated, wider tires provide much more comfort. When you hit a bump and your tire drop increases from 15 to 18 percent, the 23-mm tire will give you only 0.69 mm suspension, whereas the 37-mm tire deflects 1.11 mm. The added suspension of the wider tire makes it faster and more comfortable on rough roads.

But aren’t narrower tires faster? Not really. The key to a fast tire is a supple thin casing that requires less energy to deform than a sturdier thicker casing. For a variety of reasons, many wide tires use heavy-duty casings, which are indeed slow. Wide tires with high-performance casings can be very fast. In Bicycle Quarterly’s tests, the five fastest tires ranged in width from 24 to 37mm. … thin supple casing is faster because it absorbs less energy as it deforms.Thus, it will deform more for a given bump, making it more comfortable than a sturdier tire with a thicker casing (for the same tire width and pressure). The downside of a thin supple casing is reduced resistance to punctures.

Jan Heine, March 2009, Adventure Cyclist, PSI Rx

Jan Heine’s point is that a supple tire deforms and recovers faster, and absorbs road vibration that a stiff tire will not. Jan Heine acknowledges that the thin supple casing has disadvantages and risks, including reduced resistance to punctures. In the printed BQ articles about his attempts in 2021 to record the Fastest Known Time on the Oregon Outback route, he discusses the risks of gashing supple tires on sharp rocks on gravel surfaces.

Jan Heine and Josh Poertner were guests on CyclingTips Weekly Podcast Episode 9, August 21, 2016 “Rethinking road bike tire sizes and pressures“. Elden Nelson, the (former) blogger at Fat Cyclist was the podcast host. (Elden Nelson and Michal Hottner co-host a podcast about the Leadville Colorado mountain bike race, and the Silca Velo Marginal Gains podcast. He stopped blogging in 2022). James Huang, a CyclingTips technical writer, was a guest or co-host. It may be necessary to play the mp3 version – the 2016 episode is not available in the podcast search function in several podcatcher apps. It is over an hour long. Jan Heine and Josh Poertner agreed that lower pressures were faster. The discussion was summarized in an article in/on CyclingTips in 2017 “What is the optimal tyre pressure?“

The amount of energy that is wasted due to suspension losses increases significantly as the surface of the road gets rougher. Jan Heine measured huge losses when riding the rumble strips that border some roads while Josh Poertner found that even a small amount of over-inflation (10psi) could produce an obvious penalty.

….

Much of the data favours wide (25-28c), supple tyres at lower pressures (60-80psi/4-5.5bar), but every rider should feel free to experiment with tyre size and pressure until they are pleased with the performance of the bike.

They agreed that many riders would be better off with wider, softer and more supple tires, and that the optimal tire pressure is usually below the manufacturer’s safety warning. Each had reasons, and relied on particular data points. Poertner cited “supple” practices of professional road racing teams such as the use of latex inner tubes (as opposed to the more common butyl rubber tubes) and the use of thin casing supple tires in races. Poertner agreed that that overpressure beyond the breakpoint (see Tom Anhalt, above) can produce a penalty. They had some differences, but they did not discuss or debate them. The article in/on CyclingTips is imprecise on some points. As the breakpoint is dependent on weight and sensitive to surface, a rider may have to monitor pressure, use data based calculator programs, and test. Rolling resistance cannot be stated for a tire, without knowing other parameters.

The Consultant’s View

Josh Poertner is an engineer and entrepeneur:

  • He views reducing tire pressure as a way of reducing rolling resistance as a marginal gain for competitive riders;
  • He favours the idea that new ideas, methods and products are generally better;
  • He is aware of the costs and constraints affecting the way tires are made – the cost of material, the costs of machines, transportation, energy and labour;
  • He is aware of the way engineers in the automobile-related industries have addressed the constraints;
  • He is responsive to the financial constraints of industry.

Like the Ferengi on Star Trek, manufacturers focused on the acquisition of profit as the highest goal can resist making performance the highest standard – it a customer wants high performance, like a professional cycling team manager, the customer needs lots of money.

By 2016, according to Josh Poertner, several road racing teams were using slightly wider tires, and pumping the tires to pressures determined by their procedures for the weight of the rider and bike, and road conditions. Poertner referried to chip seal and gravel as rough. Poertner says he is impressed by Chung, Anhalt and others who have worked with mathematical formulas and gather data with specific tools. Poertner accepts testing on rollers and rotating drums.

This kind of testing involves some machinery. When testing became feasible enough for riders to tinker and test, it also became more feasible for manufacturers and industry stakeholders to test. Testing on machines can be standardized and scaled – and is less costly for manufacturers:

It is relatively straightforward to measure rolling resistance under controlled conditions. A large rotating drum or a set of rollers can be used to reproducibly identify relatively minor differences in rolling resistance allowing different brands, models and sizes to be compared and ranked to identify the “fastest” tyres. The influence of other variables — including tyre pressure, different inner tube materials, and for tubular tyres, the method of gluing — has also been tested.

….

It was Tom Anhalt that first raised the possibility that there was more to rolling resistance than friction alone. By comparing his “lab” data with real-world data, Anhalt noticed an unexpected increase in rolling resistance when high tyre pressures were used on the road. Jan Heine and Josh Poertner subsequently confirmed these observations, ushering in a fresh view on rolling resistance and renewed appreciation for lower tyre pressures.

CyclingTips, May 2017, “What is the optimal tyre pressure?“

Poertner says he thinks roll-down testing is very limited. He appears to view Frank Berto’s work as out of date. Poertner is focussed on the marginal gains of improving aerodynamic performance. Poertner’s views are influencing cycling influeners – e.g. Lennard Zinn:

… if there is a question about whether a fatter tire is faster than a skinnier one on a rough road, where the bigger tire should have the advantage, then on a smooth road, the narrower tire will likely come out ahead. And even if there is little or no difference in rolling resistance, the advantage will go to the narrower tire overall, due to its lighter weight and lower aerodynamic drag. Contrary to that René Herse blog you sent me, bigger tires are slower aerodynamically, except when the rim is wider than the tire.

As for the René Herse tire rolling-resistance results … This is the methodology the author (Jan Heine) employed for those René Herse tire tests. I respect the enormous amount of work, time and effort that went into those tests. On the other hand, you can’t accurately quantify a small friction difference between tires, tire widths, or tire pressures when the main thing you’re actually measuring, namely aerodynamic drag, dwarfs those tiny differences.

…..

I’m still left with the fact that the main thing determining the riders’ speeds was wind resistance, since rolling resistance is so much smaller of an effect. That’s why, if we really wanted to be able to quantify what tire pressure, width, or model was faster than another, we needed to do it in a lab, and it couldn’t be just any lab, as I explain[ed][November 23, 2021, Technical FAQ]

Lennard Zinn, VeloNews, December 14, 2021, “Technical FAQ: Tire Rolling Resistance testing methodology“

“Unfortunately, the only way we can truly know the tire pressure breakpoint for a particular rider on a particular surface is to conduct virtual elevation testing (Chung Method testing), which is a methodology whereby we can use real-world data sets to back-out rider CdA and Crr to very high degrees of accuracy. Having done hundreds of these tests, what we find is that the ‘fastest tire’ in the field is the same one we find on the smooth or rough drum in the lab, but the breakpoint pressure depends greatly on rider size/weight/body composition, as that is what is ultimately driving the whole spring/mass/damper side of the equation.

“If you wanted to test that with a machine, you’d have to do some sort of shake rig testing (as we do with racecars) to determine the spring/mass/damping relationship at each tire contact patch and then model that into your bump drum to simulate that spring/mass/damper on top of the tire. Again, the fastest tire will still be the fastest tire, but you could then accurately predict breakpoint!

“This is what makes our tire pressure calculator so unique; it is a curve fit of thousands of real-world virtual elevation data points taken with pro athletes over a 6+ year period. No, the challenge with this data set is that the selection of tires used is extremely top tier. So, the breakpoint is likely a bit high for those running less extravagant tires, and secondly, our athletes are the fittest in the world, so the breakpoint is likely higher than for the average consumer, as these data were produced with athletes all having very low body fat percentage and therefore, lower hysteresis than most normal people!

….

” … roll-down testing, as you know, is a terrible tool for looking at Crr, and I would go as far as saying that it really just can’t/doesn’t work unless you are trying to parse very good from very bad tires.”

— Josh Poertner, Silca president

” … misinterpretation of smooth drum tests has led to misleading conclusions, and really mostly about pressures. Smooth roller tests on tires of equivalent construction, but varying widths, shows that at equivalent pressures, wider tires test faster on the smooth drums, and, with “appropriate” pressures in each, are basically equivalent. Yes, smooth roller tests, or rough roller tests without damping, don’t properly demonstrate breakpoint pressures. Now that this is understood, it’s also important to remember that below breakpoint pressures, roller testing is a very valuable tool for evaluating tire hysteresis losses.”

— Tom Anhalt

Lennard Zinn, VeloNews, January 4, 2022, “Technical FAQ: Tire Rolling Resistance testing methodology and verification“

Lennard Zinn did not explore or explain Tom Andhalt’s comment on the limitations on drum/roller tests at breakpoint pressure.

Poertner assisted journalists at the Hearst publication Bicycling with an article in the spring 2022 issue (Volume 63, No. 4 at p. 65-66, if one has access to this paywalled magazine. I had access through a public library access licence). A test rider was timed and power output was recorded riding a bike equipped with Pirelli P Zero Race TLR tires in three widths – 26, 28 and 30 mm. Each tire width was at three pressure combinations (F/R psi: 90/95, 70/75, 50/55) over two 2.5 mile courses – a smooth and flat (paved) bike path, and a rolling road with “mostly good quality pavement”. Poertner is cited for explaining Tom Anhalt’s breakpoint math, as saying that wider tires are not necessarily faster, and as a supporting the writer’s interpretation of the test results:

“There is the conventional wisdom that wider tires have lower rolling resistance, and if you took a given tire construction and just scaled it, you would probably find that to be true. But in the real world, because of the way tire makers make their tires, that is not always true. I know this can be hard to hear … but it really just depends.”

….

Its not surprising that a 30 mm tire pumped up to 90/95 was the fastest on … smooth flat road. At [20 mph] rolling resistance is not getting overwhelmed by the aerodynamic penalty of the larger tire.

….

The biggest variable that affects your ideal tire pressure (in terms of speed) will be the surface on which you ride.

Bike and tire manufacturers prefer to test on rollers and drums, and deprecate roll-down tests. there are no standards for the tests or the use of tests in manufacturing and marketing.

In road racing, slightly wider tires and lower pressures have become popular, but the adoption of wider tires in competitive road cycling has been limited. The use of wider tires affects frame design. Bicycle manufacturers are competing to produce lighter and faster bikes. Bike manufacturers are replacing metal with plastic composite. At present, carbon fiber is an expensive single-use plastic. Some bike companies greenwash their use of carbon fiber composite as dematerialization. This uses carbon fuels – the energy costs are significant. The road racing interests have tried to get aerobic gains by reshaping bikes and components and changing cycling apparel.

My Tires

My bike in the last half of 2019, 2020, 2021 and 2022 was a 2019 model Cannondale Topstone with WTB tubeless ready wheels to fit 700c tires on a 23 mm. (inner bead diameter) rim. I ran the wheels and tires as clinchers with normal basic butyl rubber inner tubes. The WTB Nano tires had knobs, shown in the photo below. The main tread shows as dusty grey; the raised knobs are black. The larger 4 sided knobs were about 4 mm. front to back x 5.7 mm. The thin knobs on the center line were 14.4 mm. fron to back x 3.75 mm. across, and spaced 5.1 mm. apart. An image of the tread pattern of knobs, arranged in chevrons pointing in the path of travel, seen from the front, is below. These were fairly small knobs, and pretty typical of the tread pattern of modern tires. They were quiet – nearly silent. WTB marked the range of inflation from minimum 35 psi/2.4 bars/240 K.Pa to maximum 55 psi/3.8 bars/380 K.Pa.

Those tires, at 700c x 40 mm., were slightly too big to allow me to put fenders on that bike.

Tread pattern WTB Nano, seen head on

I replaced the WTB Nanos with 700c x 38 mm Panaracer Gravel King SK tires. The actual diameter of this tire (distance from the widest point between the sidewalls) on the 23 mm. rim was about 41.5 mm. The tires were marked with tubed maximum pressure 75 psi/5.3 bars/ 525 kpa, tubeless max 60 psi/ 4.0 bars/ 400 K.Pa

These had, as shown in the image below, 3 rows of 3.5 mm. x. 3.5 mm. square knobs (2.5 or 3 mm high) on the center of the tread, 9 knobs per square centimeters, in a waffle pattern, and some slightly larger knobs on the shoulder between the centre of the tread line and the sidewalls (SK stands for small knob). The small knobs on the center line have the center line thick tread on the contact patch, and some grip on pavement. The knobs were soft enough to give with side pressure.

Tread pattern, Panaracer GravelKing (SK) tires.

Tom Anhalt included Panaracer GravelKing (SK) at 32 mm. in his post on gravel tires February 16, 2020.

The Panaracer GravelKing (SK) tires rode smoothly, but seemed to me to squirm on worn asphalt, where bitumen showed on the road surface (Wallace Road, in Central Saanich).

From spring 2021 to May 2022, I rode René Herse Barlow Pass 700c x 38 mm. René Herse has this tire in its “all-road”road line of tires. It is basically a road tire. At 38 mm. itis wider than normal for road bikes. The tread pattern is a faint rib to indicate wear, with a fine file tread on the shoulder. René Herse describes/promotes the tires:

For paved roads and smooth gravel, our all-road tread with its fine ribs is the best choice. It combines excellent performance and grip on pavement with surprising traction on loose surfaces – the supple casing allows the tire to grip the surface much better than a stiffer tire.

René Herse advises that the diameter of its Barlow Pass tires should be within .5 mm of 38 mm. The actual diameter of this tire (distance from the widest point between the sidewalls) on the 23 mm. rim was about 41.5 mm with the Extra Light tire and about 42 mm. with the Endurance tire. The height of the inflated tire was about 710 mm. This is little larger than the manufacturer said I could expect. The maximum pressure specified (tubed) is 75 psi/5.2 bars/515 K.Pa.

I picked up some scattered metal debris, which eventually pushed through the tread and casing and caused a number of small punctures of the tube(s). Some caused rapid deflation. Others caused slow leaks. I may have taken some pinch flats. Supple tires are fragile – as many have said.

I installed René Herse Steilacoom 700c x 38 mm. tires in May 2022. This tire was introduced in 2018. It was the first, and at the time the only René Herse (Compass) knobby tire. Tom Anhalt included this tire in his chart of his test and equations of gravel tires in February 2020. René Herse describes this tire as the ultimate cyclocross tire. It has “dual-purpose knobby tread” which René Herse describes this way:

Our dual-purpose knobbies offer supreme traction on dirt, mud and even snow. They are also a great choice for riders who prefer a more aggressive tread on loose surfaces. On pavement, our knobbies will surprise you with their low rolling resistance and excellent cornering grip. They’re the perfect tire for adventures where you don’t know what lies ahead.

The diameter of the tire (distance from the widest point between the sidewalls) was about 38.5 mm., and the height (inclusive of the knobs) is 710 mm. The maximum pressure specified (tubed) is 75 psi/5.2 bars/515 K.Pa. 38 mm. tires can be run at 40 psi, or less, depending on the weight of rider, bike and gear according to online tire calculators including Silca Velo and René Herse .

The knobs are arranged three rows of overlapping alternating knobs (wider models have 5 rows). The knobs overlapping the center line on the 38 mm. tire are 6.8 mm. x. 6.8 mm. Those knobs are engaged steadily, within the contact patch, when the bike is riding straight. The knobs in the outer rows on the shoulders are 7.7 mm. x 7.7 mm. The larger outer knobs closest to the center row line up with every second gap between the knobs on the center line. Some of the outer knobs seem to be in the contact patch and to bear some load in straight line riding. More of the outer knobs will be engaged when the bike is leaned to turn, or rocked.

René Herse has brought out other wider tires with the same knobs. In 2021-22 René Herse has been promoting the tread design by listing the riders who have used René Herse knobby tires in gravel races and endurance events.

These tires work with my fenders. On my first rides on these tires, I thought the tires lived up to claim that dual purpose knobby tiress were as fast as René Herse’s slick 38 mm. road tires. The hummed a bit. They ran smoothly on fresh asphalt pavement, worn pavement, and packed gravel. The knobby tread does not pick up water from a wet pavement. It does pick up bits of gravel and throw them into my fenders, as other tires do.

Pressure Calculators

Generally

Riders can use online calculators to assist in the determination of optimal pressure. These depend on data sets, and several parameters. The calculators are generally in the cloud – on a commercial site. Some require registration. Few remember a user or previous data. All want the user to state/enter weight, wheel diameter, tire width. Getting the weight of rider + bike + load can involve standing on a scale holding the bike, weighing some gear separately, and adding up the weights.

The calculators depend on the rider’s use of a gauge. A rider needs, of course, a pump. Many tire gauges appear to read the nearest bar and the nearest psi. My gauge can read the nearest psi but only reads the nearest .1 bars. Tire gauges, like hoses, have to connect to tire valves. Some air bleeds off. Gauges are vulnerable to wear and tear, and can deliver inconsistent readings.

Some calculators want the use to classify the riding surface. On any given ride, I may encounter a few hundred meters of new pavement, a lot of worn pavement, some chipseal and some gravel. This parameter cannot even be predicted some days. A rider will live with the pressure in the tires, unless the rider want to deflate or pump tires en route.

Silca Velo

The Silca Pro Tire Pressure Calculator is free – it does not charge a fee for registration or use. It no longer asks me to register or log in, but perhaps has tracked me and identified me. It requires 7 parameters – some are drop-down choices. It asks for weight of rider + bike + load, as other calculators do. It asks me to enter, from drop-down menus:

  • wheel diameter;
  • tire width to the nearest mm. – actual measured width, not manufacturer’s stated width (this is possible with a caliper);
  • “Tire type”;
  • average speed. The 6 options start at Recreational and include “Pro Tour”;
  • Weight distribution – a front/rear % split:
    • Time trial or triathlon 50/50;
    • Road 48/52;
    • Gravel 47/53;
    • Mountain bike 46.5/53.5;
  • Surface condition

Surface condition parameter has 10 choices (as of June 2022) from “Track (Indoor wood)” to “Category 4 Gravel”. There is a visual guide. The difference in optimal pressure between smooth pavement and chipseal can be about .4 bars (nearly 6 psi). I use worn pavement or Cat. 1 gravel (not “poor” pavement) as the closest estimatse of local conditions.

This calculator will state calculated optimal pressures to the nearest psi or .05 bar. (1 bar = 14.5 psi. At two decimal places, the bar number also give the pressure in K.Pa; 1 bar = 100 K.Pa). The optimal value for a recreational speed on poor pavement, bad gravel or a dirt trail, is almost a minimum pressure. It is worth checking pressure almost weekly and making time to pump tires up in case they have lost .2 or .3 bars.

René Herse

The René Herse Tire Pressure calculator does not calculatedifferent pressures for front and rear tires. It requires only two parameters: weight and tire width. It provides two optimal settings a “soft” setting and “hard setting”. It is based on Frank Berto’s tests and his theory that tire drop was the best signal or symptom of optimal pressure.

The soft setting is close to the Silca setting for Cat. 1 gravel. The hard setting is close to the Silca setting for tires of the same width, for worn pavement.

The Diet Myth

The title of Tim Spector’s 2015 book The Diet Myth refers to one “myth”. The book begans with an Introduction that discusses the author’s midlife health crisis when his blood pressure rose suddenly, and present an overview of his research into the modern diet. The Introduction identifies the problems of deciding “what is good or bad for us in our diets” and several misconceptions about food that impair discussion of food and diet, and sensible decisions by consumers. In his later book Spoon-Fed, he discusses many other misconceptions or myths about food science, appetite, differences between individual metabolism, diet and health.

The Diet Myth‘s first chapter introduces discusses some of the gut microbiota (part of the human microbiome) that process food consumed by humans by breaking it down, releasing nutrients that the human gut absorbs and metabolizes. In reviewing Dr. Spector’s, 2020 book Spoon-Fed, the English writer Bee Wilson said it contains an overview of many medical and scientific studies of genetics, microbiology, biochemistry and food:

The book’s main argument is that to find the best way of eating we need to ignore much of what we are told. … Spoon-Fed is a worthy successor to Spector’s earlier bestselling book, The Diet Myth, which focused on the powerful role that the microbes in our guts play in determining our health. This new book is broader, but he manages to distil a huge amount of research into a clear and practical summary that leaves you with knowledge that will actually help you decide what to add to your next grocery shop.

Bee Wilson, the Guardian, August 5, 2020, review of Spoon-Fed

The Diet Myth suggests that

  • food science and popular writing has not absorbed the fact of the presence of an active microbiome in the human digestive tract,
  • the importance of a healthy and diverse gut microbiome,
  • the overuse of antibiotics and other medical errors that have harmed humans by affecting their microbiome,
  • medical and cultural practices that have contributed to the increasing incidence of food allergies. The book suggests that food science and popular writing has been inattentive to genetic variations of humans as affecting metabolism and interactions with food and microorganism.

The remaining 18 chapters discuss the topics addressed by the “Food Facts” labels used to disclose information about food: calories, fats, nutrients, and warnings, with reference to genetics and the microbiome.

The science of calories is based on the 1944-1945 Minnesota Starvation Experiment. Calorie-based thinking suggests that diets aimed at reducing weight or “curing” obesity should reduce the intake of calories. This has evolved into a proliferation of diet advice: avoiding all fats (or bad fats), avoiding carbohydrates. eating “paleo”, eating protein, eating “Mediterannean”, not eating cheese or nuts. The food industry dominated by corporate interests, is focussed on reducing foods into packaged commodities, processed to taste good, package well and sell. The food industry reduces food to “ingredients”. People try to make up for “missing” ingredients by taking supplements.

The book discussed the scientific “discovery” of “vitamins” with a brief reference to the illness known as beri-beri, caused by thiamine (vitaman B1) deficiency. One of the principal causes where the food supply is primarily “white” (milled or polished) rice is processing the rice:

Beriberi was known for millennia in Asia, but was not described by a European until the 17th century when Brontius in the Dutch East Indies reported the progressive sensorimotor polyneuropathy. The prevalence of beriberi increased greatly in Asia with a change in the milling process for rice in the late 19th century. In the 1880s, Takaki demonstrated the benefits of dietary modification in sailors, and later instituted dietary reforms in the Japanese Navy, which largely eradicated beriberi from the Japanese Navy by 1887. In 1889 Eijkman in Java serendipitously identified dietary factors as a major contributor to “chicken polyneuritis,” which he took to be an animal model for beriberi; the polyneuritis could be cured or prevented by feeding the chickens either unpolished rice or rice polishings. By 1901, Grijns, while continuing studies of beriberi in Java, suggested a dietary deficiency explanation for beriberi after systematically eliminating deficiencies of known dietary components and excluding a toxic effect.

….

By the 1950s synthetic forms of the vitamin were produced cheaply, allowing both therapeutic administration and prevention with food enrichment.

Abstract of Douglas J. Lanska “Historical aspects of the major neurological vitamin deficency disorders …” in Volume 95 of Handbook Clinical Neurology, Elsevier (2009), ScienceDirect portal.

The use of polished rice was culturally and economically embedded – it was easier to cook and digest, and conserved the fuel needed to cook rice. This problem was not an exclusively pre-modern or Asian problem American and European scientists criticized the use of bleached white wheat flour to bake bread and other cereal products. The public policy response was to require that white flour be “enriched” with nutrients. The book also mentions studies demonstrating that agricultural products harvested in modern times contain less nutrients than the products harvested several decades earlier. The book does not refer to studies about the causes and consequences of this fact. One consequence is that vitamin products are marketed as necessary to supplement foods available to consumers in markets – and that supplements have become a huge industry

The idea of enrichming some processed food is embedded in public health policy, and supplements are embedded in culture. The book touches the issues with criticism of the scientific and industrial idea of “reducing” food to a mixture of ingredients, and with criticism of fad diets. Food science in the 19th century and the 20th century failed to addressed dangerous unknowns, and failed to warn against risky agricultural and food processing practices. Science is now not exploring the known unknowns, and public policy remains uninformed. This area can be developed further – although it was beyond the scope of Dr. Spector’s book.

The Diet Myth

  • suggests that food science, as discussed in the popular media, has been static,
  • suggests that individuals might eat more vegetables,
  • recommends diversity of diet and expressly and implcitly endorsies Michael Pollan’s advice to “Eat food. Not too much. Mostly plants” and much of what Michael Pollan wrote in his books In Defence of Food (2008) and The Omnivore’s Dilemma (2006), and
  • suggests avoiding consuming processed foods,

The Diet Myth does not refer to the NOVA food classification system suggested by Carlos Monteiro, with his team at the Center for Epidemiological Research in Nutrition and Health at the University of São Paulo, Brazil in the 2009 paper “Nutrition and health. The issue is not food, nor nutrients, so much as processing” in the journal Public Health Nutrition. The NOVA system classifies many foods as ultra-processed.

Bread, Pizza & Salt

Pizza is a leavened flatbread, usually leavened with yeast. Like other bread, it is made with salt. A pizza made from scratch at a restaurant or at home can have more salt, processed cheese and processed meats than a person should eat.

Making pizza dough is similiar to making bread. A pizza crust can be made with flour, water, salt and yeast, and a little sugar or olive oil to enrich the dough. The dough will be a dough ball which will ferment (“rise”) and be flattened for baking. A dough ball to make a 10 inch thin crust pizza will be small, and have to be tenacious to stand up to rolling into a thin crust.

A pizza can be baked in a home oven, although no home ovens achieve the temperatures and conditions of the ovens used in restaurants.

Mark Bittman’s pizza dough recipe involves flour, water, salt, instant yeast and olive oil. His recipe uses 2 tsp. (11.4 grams) of salt, 1 cup of water (237 g.) & 3 cups of flour (408 g.) (B% hydration 58%). This recipe calls for 11.4 grams of salt in 650 g. of wet dough. The calculation of sodium per serving is not straightforward. 11.4 g of salt contains 4.56 g. of sodium (= 4,560 mg.) 650 g. of wet dough makes enough crust for 3 or 4 servings. Each serving would have 1,110 to 1,500 mg. of sodium. The RDA is 2,000 mg.

Mark Bittman recommends mixing and kneading in a food processor, which takes about half a minute, with some extra pulses. In a stand mixer, a yeasted dough can be mixed and kneaded in less than 10 minutes. He recommends letting it rise at room temperature, or more slowly in a refrigerator, before dividing, shaping a dough ball, wrapping and freezing. He suggests using a frozen ball within about a month.

Peter Reinhart has dough recipes in his pizza book, American Pie. His recipes use 1¾ cups of water (415 g.) & 5 cups of flour (680 g.) (B% hydration 61%) His recipes call for stand mixer or hand kneading – not in a food processor. He favours cold fermentation in a refrigerator. He says his doughs can be divided, shaped as dough balls, wrapped and frozen for up to 3 months.

Peter Reinhart, in American Pie, has a recipe to make 4 x 10 inch pre-baked crusts that can be kept frozen for 3 months. These are not thin crust pizzas.

Beth Hensperger has pizza dough recipes in The Bread Lover’s Bread Machine Cookbook for doughs for 2 x 12 inch thin crust pizzas, or 1 x 14 inch deep dish pizza. A pizza cannot be baked in a bread machine; bread machines mix and knead dough in a Dough program or cycle. Her basic recipe calls for US All purpose flour which is has less gluten than Bread flour (or Canadian All purpose flour) and makes a less tenacious dough. This is a recipe for a chewy regular or deep crust.

RecipeFlour (Volume)Flour (US oz.)Flour g.Water (Vol.)Water g.B%Salt g.Instant yeast g.
Basic3.5 cups 16.625 4711.33 cups31567%8.6 (1.5 tsp.)5.6 (2 tsp.)

A home cook can mix dough, divide it into balls and refrigerate or freeze dough balls for future use. A recipe that uses 3 cups of flour will make enough dough for a large pizza or 2 smaller pizzas, or 4 small or thin pizzas.

Some grocery stores sell pizza dough balls. These are warmed or thawed, shaped, topped and baked at home. The Holy Napoli brand distributed by a firm in Port Coquitlam is available in local stores, occasionally. The dough ball is 300 g., and contains 1.3 g. sodium, 72% of the RDA. Salt is crystallized sodium chloride, not pure sodium. A recipe for 300 g. of wet dough will, normally, require 3.3 g. salt (a little more than half a teaspoon of table salt). The other ingredients are flour, water and yeast. I am not sure how to compare frozen dough to wet dough at room temperature. 300 g. of wet dough is a little less than 200 g. (1.5 cups) of flour and a letter more than 100 g. (less than half a cup) of water. That seems to be a normal ratio of salt to flour, consistent with other dough recipes.

Any of the dough recipes above would have to be adjusted to reduce sodium. for users with hypertension or salt sensitivity, or concerned to limit consumption of sodium. A pre-mixed dough, or course, cannot be adjusted. A pizza made from scatch can be heathier than a frozen, pre-made pizza, or pizza made with pre-mixed dough.

Frozen pizza is a dressed pizza on a partially baked crust. It is kept frozen and is baked in an oven in about 15-20 minutes in a 400-425 degree (F) oven to finish the crust and heat the pizza to serving temperature. Frozen pizzas are easily heated and baked. They are not healthier than other pizzas. A short survey of some 10 inch (25 cm.) frozen pizzas in the freezer cases of local grocery stores follows. For some of these pizzas, the calories, sodium and other food facts label ingredients are stated for a 1/4 pizza serving. The numbers here are for the whole pizza. The processed frozen pizzas are not more salty than some pizza dough recipes, but that is not saying much. I include the % of USDA RDA (which is 2,300 mg.):

BrandLineStyleCrustToppingSpecialtyMassCaloriesSodium
Dr. OetkerRistoranteThin CrustplainMargherita330 g.8401260 mg., 55% RDA
Dr. OetkerRistoranteThin CrustplainSpinach390 g.9101420 mg., 62% RDA
Dr. OetkerRistoranteThin CrustplainVegetable385 g.7601560 mg., 64% RDA
Dr. OetkerGood Baker
Feel-Good		Multigrain
Stonebaked
Spinach &
Pumpkin Seeds		Vegan350 g.720 g.1340 mg., 58% RDA

Much of the sodium found in the industrially processed frozen pizza is in the dough. On industrially processed frozen pizza, the processed cheese is abundant, and salty. They contain wheat flour unless the product is a gluten free fake pizza. There is soy bean oil, and there are mystery additives. These products are convenient, but not particularly tasty.

Zambri’s, a restaurant in Victoria sells a proprietary “Pantry” line of frozen restaurant dishes, including pizza. The pizzas are not labelled with retail nutrition/food facts labels. The pizza are larger, thicker and heavier than those above – about 580-600 g.

Some stores have Pillsbury pizza dough in a tube. The ingredient lists indicate that the dough has been mixed to bake to some thing like a frozen pizza. The oil is soy oil, and there are mystery additives.

Populism vs. Elites – who is elite

The United States of America was founded as a republic. It does not recognize that members of a hereditary aristocracy have formal legal power to make laws or command other persons, or any personal legal rights and privileges. America has social classes, based on wealth and income. Sociologists recognize 6 classes:

  1. Upper Class or the SuperRich;
  2. Upper Middle Class – affluent or rich – highly-educated, most commonly salaried, professionals and middle management with large work autonomy;
  3. Lower Middle Class – semi-professionals and craftsmen with a roughly average standard of living. Most have some college education and are white-collar;
  4. Working Class – clerical and most blue-collar workers whose work is highly routinized. Standard of living varies depending on number of income earners, but is commonly just adequate;
  5. Working Poor – service, low-rung clerical and some blue-collar workers. High economic insecurity and risk of poverty;
  6. Underclass, lower class or the Poor – limited or no participation in the labor force. Reliant on government transfers.

Some sociologists and political scientists maintain that social and political power is held by individuals who are members of elites. American Populism, as an ideology, asserts the wishes and interests of “common” people against elites. Americans tend to deny that they are elite. Sociologists have not developed a common clear way of referring to elites, as opposed to classes.

Michael Lind is a centrist on the left-right spectrum of American political views. He was a conservative, but broke with American conservatism. He is a critic of the upper and upper middle class elites who administer neo-liberal economics in American business management. He is critical of the globalization of trade. He disagrees with American libertarianism. He has supported the idea of liberal nationalism.

He has published his ideas in his 2020 book The New Class War, and in articles America’s Asymmetric Civil War, published January 5, 2022, and The End of Citizenship, published in March 22, 2022 on the website of the magazine Tablet. One of the central ideas of The New Class War is that labour relations are permanently segmented between elite upper middle class managers and professionals, and lower paid lower middle class and working class workers. Lind relies on split labor market theory. Financially elite upper class and upper middle class shareholders play the elite workers in the middle class(es) off against the working class and the working poor on immigration, trade, social policy, and other issues, and win most political fights in the US system. Lind is critical of the broad acceptance of the neo-liberal economics of the American upper class and upper middle class by the media and by most politicians in American politics, and the obliteration of movements for financial equality by identity politics.

The New Class War was written before Donald Trump and his supporters tried to resist the result of the 2020 election. The Asymmetric Civil War article was written for the anniversary of the riots in Washington DC in January 2021. It repeats and updates the book on some points:

The Democratic coalition is an hourglass, top-heavy and bottom-heavy with a narrow middle. In addition to hoovering up the votes of college-educated Americans, the Democrats are the party of the Big Rich—tech billionaires and CEOs, investment banking houses, and the managerial class that spans large corporate enterprises and aligned prestige federal agencies like the Justice Department and the national security agencies. …

The social base of the Democrats is neither a few liberal billionaires nor the more numerous cohorts of high-school educated minority voters; it is the disproportionately white college-educated professionals and managers. These affluent but not rich overclass households dominate the Democratic Party and largely determine its messaging, not by virtue of campaign contributions or voting numbers, but because they very nearly monopolize the staffing of the institutions that support the party—K-12 schools and universities, city and state and federal bureaucracies, public sector unions, foundations, foundation-funded nonprofit organizations, and the mass media. By osmosis, professional and managerial values and material interests and fads and fashions permeate the Democratic Party and shape its agenda.

While the liberal Big Rich cluster in silver apartments and offices in trophy skyscrapers in the inner core of blue cities, the elites of the outer suburbs and exurbs tend to be made up of the Lesser Rich—millionaire car dealership owners, real estate agents, oil and gas drilling equipment company owners, and hair salon chain owners. This group of proprietors … forms the social base of the Republican Party despite efforts ,… to rebrand the GOP as a working-class party.

….

If hourglass Democrats are dominated by urban managers and professionals linked to the national and global economies, and the diamond Republicans by moderately rich local business elites, then who speaks for the two-thirds of Americans who are working class, who lack college diplomas and must work for wages? The answer is: nobody. At 6% and falling, private sector trade union membership in the United States is lower than it was under Herbert Hoover.

The only time that the working-class majority had any real influence in American politics, as well as in their workplaces, was between the 1940s and the 1980s, when private sector unions were a force that both parties had to reckon with. Private sector unions have been annihilated in the last half-century in the United States because hatred of organized labor is one of only two areas of agreement between socially liberal Democratic Silicon Valley tech entrepreneurs, CEOs who donate millions to Black Lives Matter, and small-town Republican sweatshop owners and overseers who think Social Security and Medicare constitute “socialism.” The other thing that the Democratic Big Rich and the Republican Lesser Rich agree on is the need for more indentured servant “guest workers” from other countries who are bound to the employers that sponsor them, and who are thus more easily manipulated and intimidated than either free American citizen-workers or immigrants with green cards who can quit bad employers.

Lind’s analysis of the differences between woke capital, old Capital, the woke managerial-professional class, the lesser Rich (the lower upper class and the wealthy upper middle class), and the working class does not account for large parts of the middle classes (the American petite bourgeoisie). Others agree that the disputes between American elites are significant but classify the disputes differently. Joel Kotkin, (author of The New Class Conflict 2014 and The Coming of Neo-Feudalism 2022) writing for the British online magazine unHerd in “Do We Need a capitalist civil war“:

… the French economist Thomas Piketty aptly divides our capitalist class into what he calls “the Brahmin Left” and the “merchant Right”. One side, as its caste association assumes, tends to see itself as more spiritually enlightened, as priests of the progressive secular religion. The merchant side, however, is more concerned with market competition (particularly from China), the cost of goods, and the impact of regulatory policies on their core businesses.

Today, the Brahmin Left has its base in large corporations and investors, and has allied itself with the academic and media establishments, financing non-profits and generally supporting increasingly intrusive government. By contrast, the merchant Right draws its natural support from the traditional middle class — skilled workers, high-street businesspeople, and small property owners — who also have become the bulwark of the Trumpian Republican Party.

….

[The] corporate shift to the Left, particularly since the Black Lives Matter protests, has created a backlash within the capitalist class, with many concerned at what they see is the creation of a highly regulated, less competitive and openly politicised economy. Add to this Biden’s own embrace of progressive ideology and it’s hardly surprising that many traditional capitalists now fear for their future.

….

And at first, this corporate class seemed to support the Biden administration’s priorities on immigration, racial “equity”, gender, and climate change. But the government’s incompetent Afghanistan withdrawal, the intensifying border crisis and its own economic programme weakened this capitalist ardour. Most critical has been Biden’s stunning failure to address the roots of rising inflation. While costs of living soared, his supporters claimed everything was either temporary or Vladimir Putin’s fault. But it is clear inflation was rising rapidly before the Ukrainian invasion, and is now considerably higher than key competitors, such as Japan, Germany, France, Canada and China.

….

Amid a contentious climate, who will win this new capitalist civil war? Hopefully neither side, at least not too decisively. As unromantic as it may seem, the middle and working classes rely on political competition between the elites to survive, as it forces them to make concessions … the enemy of mass progress is in the uniformity of elites: when autocracy thrives, and when a small group of people — be they feudal lords, oligarchs or party cadres — control the political field, it is the middle and working classes who suffer.

What Lind wrote about American Democrats applies to the self-styled progressive Canadian political parties, the Liberals, the New Democrats and the Greens. What Lind wrote about American Republicans apples to the Canadian Conservative party – a neoliberal party that wants to lower wages.

Cory Doctorow’s Web Presence

I read Cory Doctorow’s didactic dystopian near future Speculative Fiction (“SF”) Young Adult (“YA”) novels Pirate Cinema, and Walkaway, and the collection of novellas Radicalized in the last few years. I recall his story “When Sysadmins Ruled the Earth“, published in his 2007 collection Overclocked and widely reprinted. I have recently read his novels Little Brother and Homeland.

Most of his SF writing is YA. His characters explain things or do things that he explains. SF writers notoriously tended, and some still tend to explain scientific premises of the setting or plot. He tends to the explantory on coding, the internet, commerce, protests, and activism. He favours free speech too much to be “Woke“. He appears to not discuss gender identity or some Woke issues. He is progressive or Left on privacy, and opposes corporate or government surveillance and the application of behavioural economics and other “sciences” to influence people follow and be controlled to buy things or be “governed”.

He is a GenX journalist/publisher/entrepreneur/activist, born in Toronto, who has lived in London (UK) and Los Angeles. I read some of what he wrote when he was writing for Boing, Boing. He has written on information tech issues. He has published policy advocacy, technical information and opinions, and some fiction on the Internet. He now (as of early 2022) publishes “an old fashioned link-blog” – an almost daily summary of links with an RSS feed at Pluralistic, cross published as a mailing list newsletter. It include sections:

NameContent
Daily LinksOn some days, links to his podcast Craphound’s news/latest blog. Some times his podcast is a reading of an essay or article published on his partially gated Medium1Medium is a publishing platform site/platform. It has a partial or soft paywall – the site tracks something and puts up a “you have x free articles left” banner. The differences between Medium and Substack affect writers. blog site.
On most days, links to sections of a daily published short essay at plurastic.net on
issues and ideas, tech and the news.
Hey look at thisLink to third party material, usually with interesting images
Wayback machineList of links to material published on web on this day, in history,
mainly about tech and information
ColophonLists with links if any
currently writing,
currently reading,
latest podcast,
upcoming appearances,
recent appearances,
latest book,
upcoming books.

On March 8, 2022 he linked to his review of David Graebber and David Wenngrow’s The Dawn of Everything. I had been struggling with this book and had not finished it – it was high demand it with many holds in the library system. He refers to sections that I read, in the first half of the book. It is an interesting book that straddles the division between ideas of human evolution and culture that assume that whatever human beings do is natural and morally good, and whatever human beings do tends to greed backed by power, and morally bad things. David Graebber thought many social, economic and political institutions that have bad consequences for people are not the automatic or natural way of doing things.

On March 17, 2022, Doctorow’s article “Late stage capitalism is weird capitalism” discusses Benjamin Braun’s paper “Asset Manager Capitalism as a Corporate Governance Regime” with asides on a current attempts to reform US legislation on corporate concentration (anti-trust) and US federal central bank policy on wages and inflation.

On March 20, 2022 he reviewed Dark Factory, a YA dieselpunk novel.

On March 22, 2022 he discussed the Electronic Frontier Foundation paper “Ban online Behavioural Advertising” on privacy, data gathering, targetted advertising and surveillance capitalism.

On April 28, 2022 he discussed the dark pattern web ads that deposit cookies, build tracking of users and subsidize the sale of information that identifies web users. He mentioned a hardware ad block device. (Dark Patterns see:

He also linked to Ken MacLeod’s post of his Address to the Edinburgh Science Festival Church Service 2022 on his blog The Early Days of Better Nation. Ken MacLeod’s blog is a gateway to SF, writing, ideas and politics in Scotland.

On April 29, 2022 he discussed contextual ads, which trick Web user into opening pages that the large tech companies unilaterally interpret (use) as consent to place cookies, harvest data and receive ads.

On April 30, 2022 he discussed Disney’s excuse to break a contract to pay royalties to Alan Dean Foster for his popular Star Wars novel(s).

Cory Doctorow works hard and almost always says something new and interesting.

Bike Chains, Part 8

Table of Contents

An endless post

This is part 8 of 8 posts organized as a single article. individually published as posts on this blog. In March 2024 I began to reorganize and revise the long article. The sections are numbered for reference here and in the table of contents for each post.

Part/Post & LinkS.Topics
1. Chain WearMy discovery of wear Issues
1Safety Bicycles
— History
— Variety
— Manufactured Industrially
— Bike Brands
— Shops or Stores
— Mechanics
2Bike knowledge sources, Internet
3Bike Chains
2. Roller Chain4Chain Drive
3. Lubrication5Lubrication Theory
6Petroleum
4. Lubricants
7Fluid Lubricants
— Motor Oil
— Drip Lubes
— Engineered
— Wet and Dry marketing
— Additives
8People and Projects
9Lubricant Efficiency Tests
10Wear tests – chains & lubricants
11Innovation 2022-24
12Consumers’ options
5. Cleaning13Cleaning
14Deep Cleaning with Solvents
15New Products
6. Durability16Modern Chains
17Durable Chain
7. Paraffin 18Paraffin Wax
19Method
20Wax-compatible Drip Lubes
8. Learnings
for Make Benefit		Assortment of Notes

Satisficing

At one time, the problem of what was good enough could be answered with a slogan such as “close enough for government work” or “The Best is the enemy of the good“. The term satifisficing, invented by the economist Herbert Simon, defines a condition believed to be good enough, even if it is not entirely optimal (the best). It is used by project managers, economists, psychologists and even by philosophers.

Henry Ford is reported to have said in 1909 of the Ford Model T: “Any customer can have a car painted any color that he wants so long as it is black.” The Ford Model T, produced from 1908 to 1927 cheap, mass-produced, powered by an internal combusion engine, was the most popular automobile in the world. At first the cheap mass produced automobile was a marvel. Later, automobiles had to be faster, safer, more efficient, more aerodynamic, prettier, and produce less harmful emissions, and became very expensive. Bicycles have become more complex and expensive too.

Bike manufacturers make bikes that are better for some surfaces and conditions, and encourage consumers to buy and use multiple bikes. Whether a bike or a component is the best available for a rider may be unknowable until a rider rides it a lot, and has encountered road conditions and weather. There are imperfect aspects to owning and maintaining a bicycle. The manufacturer’s team made decisions about design features and components. They aimed to make a bike that can be sold profitably to many cyclists. The manufacturer of my Cannondale Topstone gravel bike used a mediocre, KMC chain to make an affordable bike. SRAM PC chains are more expensive, but mediocre too.

Chain Size

Shifting problems can also be caused by the shifters, the derailleurs, the chain, sloppy execution by me, or bad karma. Shifting problems are often blamed on incorrect alignment of the rear derailler pulleys with the cassette cogs.

I looked at my bike at rest and on a repair stand many times, but not at the position of the rear derailleur pulleys when the chain was on the large chain ring and largest rear cog, or the smallest chain ring and the smallest cog. I avoided pedalling in those combinations. Generally if I was going to climb, I would be on the small chain ring. A few times, I would get into the smaller rear cogs on the small chain ring which lead to a rattle or rumble sound. I could not see what was happening as my legs were pumping, I was looking where I was going, and the bike was at speed. I thought the chain, nearing its outer position on the cassette, with the front derailleur in the inboard (small chain ring) position was starting to rub the outer plate of the front derailleur.

The main way of sizing a chain in Sheldon Brown’s Bicycle Technical Info page in the section Chain Length in the article on derailleur adjustment ensures the chain is long enough to run in the largest combination of the diameters of the chain wheel and cassette cogs. That method and the complementary check of chain tension at the other extreme are shown in the Park Tool article Chain Length Sizing and video How to Size a Chain and in the Global Cycling Network’s Dan Lloyd video How to Calculate the Correct Chain Length.

In February 2022 after I had broken the derailleur hanger, and had taken the bike to a mechanic for replacement of the rear derailleur cable. The mechanic had made the adjustments to the cable barrel to match the cogs, and the derailleur positions to the shifter indexing. The bike had a new rear derailleur cable, properly installed and adjusted. I looked at the rear derailleur pulleys in both exteme positions.The derailleur pulleys had some room to go further when the chain was on the large chain ring and largest rear cog, and there was slack in the bottom span of the chain when the chain was on the smallest chain ring and the smallest cog.

The chain was a full link (25.4 mm.) too long. I had sized the new SRAM chain in 2021 against the KMC chain on the bike, which had been new when I bought the bike. The KMC chain was not replaced when I had replaced the original Shimano cassette with a SRAM cassette in the winter of 2019-20.

I sized my new chains in 2022 against the resized SRAM chain – one full link less. I operated the YBN chains with fresh paraffin lubrication. Other problems with the derailleur and cable had been addressed by a mechanic as I said above. The chains shifted without skipping the shift or jumping a cog when I tap a shifter lever.

YBN SLA-110 or YBN SLA-1100

YBN is a brand of YABAN Chain Industrial Co., Ltd., a manufacturer of steel products based in Taiwan founded in 1989. SLA is used to describe chains made with “Special Lubricating Aid”, a coating described as “NI-PTFE blend”.

The Yaban site, in late 2023, discusses the SLA-110 chain. An SLA-110 chain has YBN’s SL+ feature, a laser cutaway section on the inner and outer plate. YBN claimed 8,000 Km life on its SLA-110 11 speed chains, which it describes:

the SLA110 comes standard with laser cutouts and hollow pins to reduce weight; DHA chromium hardening to increase service life (up to 8000 kilometers); and Ni-PTFE treatment to reduce friction and drivetrain noise. Add in chamfered plates for precise shifting

…

Ti-Nitride treatment for durability / … / Flat-step riveting for pin strength exceeding 350kgf / Salt spray test: 500 hours / Arc guide block design for chain stability / Thin plate construction for shift accuracy / Size: 1/2″ X 11/128″ / Pin length: 5.5mm / Total number of links: 116 / For road and off road use

YBN manufactured, at one time, SLA-1110 chains. Molten Speed Wax, the US dealer for YBN had a stock of SLA-1110 chains. It had some with the Black Ti Nitride coating in 2022, and still has some in other colours in late 2023. MSW’s description of the SLA-1100:

Blue collar workhorse chain for training or racing

  • Compatible with all 11sp drivetrains
  • Ni-PTFE treatment for reduced friction and noise
  • DHA chromium hardened pins and rollers for increased longevity
  • Solid chain plates for maximum strength and stiffness High-quality nickel plating for durability and rust prevention

Dave Rome in the Waxing Endless FAQ at CycingTips 1online but paywalled in 2023, noted that Adam Kerin suggested an immersion waxed YBN SLA chain can be run for 15,000 Km., waxed with Molten Speed Wax (proprietary paraffin blend), if the wax is refreshed at intervals of about 300 Km. The article did/does not distinguish between SLA-110 and SLA-1110 chains.

In February 2022 I ordered a YBN SLA chain with Black Ti-Nitride coating from Molten Speed Wax, and a few pounds of MSW. The production and delivery of Molten Speed Wax in early 2022 was delayed by supply chain and logistic issues. They shipped me a pre-waxed chain, but no wax. I got the chain just after I had replaced a broken rear derailleur hanger, and had the bike serviced (replace the cable to the rear derailleur tuning the setting of the rear derailleur). It was in bubble wrap and a sealed plastic bag. It lacked cutaway sections on the inner and outer plates. It was an SLA-1110.

I did not careful clean the lube/dirt gunk out of the cassette or scrub the chain wheels. I put the new chain on the bike. I ran that chain (the black one) for 557 km, which is far longer than ZFC advised.

I am not sure what happened. I got the chain I ordered. It was better than the chain it replaced. I ordered and installed a second waxed chain. I received an SLA-110. I stopped running the second chain it at 472 km. At that point I installed a new SRAM chain (I called it SRAM ’22 in my notes) lubricated with Silca Synergetic.

When I got some Molten Speed Wax in May 2022 I waxed the two YBN SLA chains. I began to run those SLA chains. I did made efforts to deep clean them with solvent a few times.

My YBN SLA 1100 chain lasted about 5,000 Km before it reached replaceable wear in September 2023. My second YBN SLA-110 chain at just over 5,700 Km, as of March, 2024, has not reached replaceable wear.My decisions to to run those YBN chains as long as I did, and some bad cleaning practices contributed to chain wear.

Lube Directions

Deep cleaning with solvents (see Bike Chains 5) was a niche practice for users who melt paraffin and immersively wax their chains.

I tried to run my new ’21 SRAM chain with a few drip lubes in 2021:

  • factory grease for a couple of rides. This confirmed to my satifisfaction that factory grease is not a lubricant.
  • Dupont Multi-Use with Teflon. The chain ran better but was noisy. This was enough to satisfy me that this household lubricant should not be used as chain lube.
  • Silca Velo’s Super Secret Chain Coating fluid wax product. It was very runny. Most ran off the chain in spite of my applying it the way Silca Velo’s Ask the Expert Video showed. The video made the point that the fluid should be dripped on the chain with the chain cross-chained (large-large combination) and left to penetrate and dry. Silca Velo also recommended or required deep cleaning a new chain with a direction to use the product on an “Ultra Clean” chain. I did not understand that Silca meant “remove factory grease with solvent” when I started to use Silca Super Secret Chain Coating in 2021.

MSpeedwax, Adam Kerin of Zero Friction Cycling and Dave Rome of CyclingTips recommend deep cleaning to remove factory grease from any chain before applying any lubricant. After using the ’21 SRAM chain a for a few thousand Km. in the summer and fall, early in the wet Cascadian winter, I finally deep cleaned the chain, and applied Silca Velo’s wet lube Synergetic. The solvent showed opaque clouds of detergant, wax, water and dissolved grease.

The chain ran silently on the wet lube, but it gathered dirt. Eventually, the chain passed the replacement point, according to the gauge I used. The chain wore in about 5,000 Km. of riding which was better than I expected after the fiasco with Super Secret Chain coating and factory lube.

I bought a waxed YBN SLA chain from Molten Speed Wax in February 2022.. I ordered some bags of MSW wax pellets. In February 2022 MSW was taking orders for shipment of wax at the end of April. The chain arrived in March, and I tried it. After I passed about 300 Km., I topped up the wax on the chain with Silca Super Secret Chain Coating. I did this about 8 AM on a day I rode at noon. It left the chain making some noise. Silca recommends leaving this product for 24 hours to penetrate and dry. I applied more Super Secret Chain Coating on a rest day, and left it for a day. The fluid dries out, and leaves a dry wax. The chain ran better and was good for a few more rides. Super Secret Chain Coating works to top up hot wax applied to a clean chain.

The directions on the Super Secret Chain coating drip bottle and jar, and the promotional material do not tell the whole story. Silca Velo, unlike the larger lube makers, has product directions and resources on the Web.

Derailleur adjustment

A new cable will stretch after time on the bike and shifts. The cables hold the derailleur against springs.

The shifts on a rear derailleur on a single click of an indexed shift are small. Cable stretching can result in a click moving the pulleys too little or too far. The barrel adjuster(s) (I have one adjuster at the derailleur end of the cable to a Shimano 105) make tiny changes in response to a quarter or half turn of the barrel It was necessary to watch YouTube (Park Tool’s 16 minute rear derailleur adjustment) and experiment to learn the skill.

Wet lubes and paraffin don’t mix

Wet lubes adhere to all the metal surfaces they touch including the other drive train componments: chain rings, cassette cogs and rear derailleur jockey wheels. A rider switching to paraffin must clean the drive train to remove wet lube and contaminants adhering to the lube. It is not possible to avoid cleaning the drive train. The wet lube, and dirt adhering to the wet lube adhering to drive train components, will affect the paraffin. It may not happen instantly but it will make the chain squeaky or creaky again

The components must be down to bare metal or plastic. The components don’t have to be washed in solvent to the same standard as the roller chain.

Techno-optimism: Carbon fiber

Carbon fiber composites are used to manufacture bike frames, forks, wheel rims, cranks and handlebars. CyclingTips explained the machinery and processes for mechanics, riders and others not involved with manufacturing

Carbon fibers are a chemically engineered product. Short fibers can be manufactured, spun, weaved and cut into threads, ribbons and sheets. The threads are laid in forms and coated and held together with baked resins and plastics produce long pieces of high modulus (stiff), flexible plastic, known as carbon composite, carbon-fiber-reinforced polymers or carbon-fiber reinforced plastic (“CFRP’). Some industries need CFRP made to high specifications (e.g. aircaft components). The sporting good industries are less rigorous, and the rejection and waste ratio of CFRP material is lower.

There is one company in the world, as of late April 2022, Carbon Fiber Recycling in Tazewell, Tennessee, USA that recycles carbon fiber from composite scrap. CyclingTips NerdAlert podcast covered the company in the April 28, 2022 episode. A composite item has to be shredded, and metals removed. The CFRP is pyrolized. The necessary heat is initially supplied with natural gas, which contains methane. Baking the plastic produces more methane. The methane is collected and use to fuel the process. The carbon fiber is chopped and can be reused. Silca Velo was the first cycling company to use recycled carbon fiber. It uses the fibers to make a tubeless tire sealant. Carbon Fiber Recycling hopes to license its patents, and suggests that recycled carbon fiber can be used to manufacture durable small components.

Manufacturing carbon fibers, baking them into CFRP, and breaking down CFRP burn fossil fuels and produce products of combustion. The bike industries have been using CFRP to replace metal but have not stopped using fossil fuels to make carbon fibers and CFRP.

Manufacturers of bikes, components and lubricants talk around the fact that bikes are manufactured and maintained with industrially manufactured materials and maintained with industrially manufactured petrochemical lubricants, solvents and detergents.

The Way We Eat Now

The Way We Eat Now, a 2019 book by British writer Bee Wilson discusses paradoxes of food in the modern world: the success of farmers in growing enough food to feed the world, the inequalities of access to food, and the prevalence of unhealthy eating. Ms. Wilson does not identify herself as a chef, biologist, ecomomist or food scientist. She approaches food as a consumer, cook, parent and journalist.

The book suggests that individuals might spend more time cooking and eat more vegetables, apparently endorsing Michael Pollan’s advice to “Eat food. Not too much. Mostly plants” and much of what Michael Pollan wrote in his books In Defence of Food (2008) and The Omnivore’s Dilemma (2006). The book makes a stronger argument about the problems of modern food.

The prevalance of unhealthy food was discussed in this excerpt or digest from the book:

What we eat now is a greater cause of disease and death in the world than either tobacco or alcohol. In 2015 around 7 million people died from tobacco smoke, and 2.75 million from causes related to alcohol, but 12m deaths could be attributed to “dietary risks” such as diets low in vegetables, nuts and seafood or diets high in processed meats and sugary drinks. This is paradoxical and sad, because good food – good in every sense, from flavour to nutrition – used to be the test by which we judged the quality of life. A good life without good food should be a logical impossibility.

….

Almost every country in the world has experienced radical changes to its patterns of eating over the past five, 10 and 50 years. For a long time, nutritionists have held up the “Mediterranean diet” as a healthy model for people in all countries to follow. But recent reports from the World Health Organisation suggest that even in Spain, Italy and Crete, most children no longer eat anything like a “Mediterranean diet” rich in olive oil and fish and tomatoes. These Mediterranean children, who are, as of 2017, among the most overweight in Europe, now drink sugary colas and eat packaged snack foods and have lost the taste for fish and olive oil. In every continent, there has been a common set of changes from savoury foods to sweet ones, from meals to snacks, dinners cooked at home to meals eaten out, or takeaways.

….

For most people across the world, life is getting better but diets are getting worse. This is the bittersweet dilemma of eating in our times. Unhealthy food, eaten in a hurry, seems to be the price we pay for living in liberated modern societies.

Bee Wilson, March 16, 2019, Good Enough to Eat, the Guardian

The author appears to agree that Green Revolution succeeded in breeding growing plants that put calories in mouths, but observes that agriculture failed to add to the quality of diet of most humans. She appears to agree with the United Nations’ Committee on World Food Security that food security means that “all people, at all times, have physical, social, and economic access to sufficient, safe, and nutritious food that meets their food preferences and dietary needs for an active and healthy life”, and that the Green Revolution did not provide humans with food security. She does not attempt to explain how the Green Revolution changed the way that food is purchased by food processing companies and sold in markets of the world or discuss the issue in terms of agricultural economics.

The Way We Eat Now refers to the NOVA food classification system suggested by Carlos Monteiro, with his team at the Center for Epidemiological Research in Nutrition and Health at the University of São Paulo, Brazil in the 2009 paper “Nutrition and health. The issue is not food, nor nutrients, so much as processing” in the journal Public Health Nutrition. The NOVA system classifies many foods as ultra-processed.

In a 2015 article, Ms. Wilson discussed her thoughts on the way food is discussed:

It’s easy to be negative about this: much easier to criticise the overweight two thirds of the country than observe the smaller proportion who are in, well, proportion. “What they should be telling us,” she insists, “is that one third of the population, assuming they are not anorexic, bulimic or compulsive exercisers, have positive eating habits which means that eating well is a pleasurable thing.” We’ve become moralistic about food and size, waging war with words. “It’s not ‘naughty’ or ‘virtuous’. It’s food,” Bee fumes. “Painting chocolate as naughty and salad as virtuous just enforces the dualism in which salad is unpleasant and sweet things, frankly, sound like way more fun.”

Changing the lingo is just one part of the battle; changing attitudes is the objective. A good starting point, Bee suggests, is to remind ourselves that as omnivores, eating has long been a complex thing. “We don’t have an instinct that tells us what to eat,” she says. “We have to educate ourselves. It’s not a moral thing. It’s a skill we learn.” When people say it’s easy to lose weight—move more and eat less—it is not just insensitive, but patronising. “It’s not about intelligence. It’s about education.”

In Scandinavia they’ve tried diet interventions at various ages: using cooking workshops and meal planning, they’ve introduced both young and old to new tastes. Projects carried out in Finland proved that children’s tastebuds can be broadened considerably, and in Sweden even 70-year-olds were taught to like vegetables eventually. “It’s not hopeless at any age.” On the other hand, she reminds me “there are plenty of highly intelligent people who haven’t worked out how to stop when they’re full.”

Clare Finney, June 29, 2015, “It’s not ‘naughty’. It’s not ‘virtuous’. It’s food.” in the Market Life section of online magazine of the Southwark Borough Market, archived at the Wayback Machine

Ms. Wilson critiicizes sweetened soft drinks – ultra-processed compounds of water, dissolved sweetener, and flavourings. The majority are sweetened with sugar. The brain registers that the liquid quenches thirst, but does not register that the person has consumed enough sugars to provide energy for hours of activity. In the absence of activity, the body converts the glucose to fat. She also says:

The occasional bowl of instant ramen noodles or frosted cereal is no cause for panic. But when ultra-processed foods start to form the bulk of what whole populations eat on any given day, we are in new and disturbing territory for human nutrition. More than half of the calorie intake in the US – 57.9% – now consists of ultra-processed food, and the UK is not far behind, with a diet that is around 50.4% ultra-processed. The fastest growing ingredient in global diets is not sugar, as I’d always presumed, but refined vegetable oils such as soybean oil, which are a common ingredient in many fast and processed foods, and which have added more calories to what we eat over the past 50 years than any other food group, by a wide margin.

Bee Wilson, March 16, 2019, Good Enough to Eat, the Guardian

Ms. Wilson criticizes fad diets including food promoted by the inventors and supporters of “clean eating”, meal replacement fluids and powders (e.g. Soylent, Huel,). She thinks many energy bars and gels are largely candy snacks (ultra-processed), dressed up as special foods with benefits for some people (e.g. athletes competing in endurance sports). Her view of protein bars is similiar. She discusses the growth of prepared food – whether prepared in haute cuisine restraurants or fast food shops. The food is appealing and plentiful but not nutritious.

She also refers to psychological issues influencing how humans make decisions about buying and consuming food.

Cooking has been socially deprecated. Cooking skills and home economics are not part of the education of children. Nutritious foods are hard to identify, inconvenient, or not available in grocery stores. At the same time ultra processed food is cheap, convenient, strongly flavoured and available anywhere in the world. The book supports the campaigns to regulate the marketing and sale of soft drinks (e.g. the campaigns discussed in the writing of Marion Nestle). In part, this reinforces comments of Michael Moss, the author of Salt Sugar, Fat (2013) about modern food, poor public health policy and advice on diet, the biases and failures of so-called food science in America, calories and obesity.

Another of Ms. Wilson’s criticisms of the food supply and processing industries is that they buy and sell ony a few varietals of several fruits and vegetables, usually based on durability, size and availability in bulk rather than nutrition or taste. The Cavendish banana is ubiquitous, often used to sweeten ultra-processed grain “breakfast”cereals. It is not a nutritious fruit. Some vegetables – e.g. most winter squashes (or all squashes) – are water in a plant fibre shell, and are not palatable. She discusses the efforts of Dan Barber to breed a better tasting squash, which have been covered in articles including Tom Philpott’s Squash Is a Mediocre Vegetable. It Doesn’t Have to Be That Way in Mother Jones in 2018.

In part, Ms. Wilson describes the the world food markets as a giant mess that cannot be solved without political action affecting farmers, processers and consumers:

A smart and effective food policy would seek to create an environment in which a love of healthy food was easier to adopt, and it would also reduce the barriers to people actually buying and eating that food. None of this looks easy at present, but nor is such change impossible. If the transformations we are living through now teach us anything, it is that humans are capable of altering almost everything about our eating in a single generation.

Bee Wilson, March 16, 2019, Good Enough to Eat, the Guardian

The goal of creating an environment of a love of healthy food is vague, and involves changing the role and power of food companies in the markets of the world and altering the present climate of respecting the perceived preference of consumers for fast food which can be harvested, processed and brought to market with the least expense to producers and processers.

Much of this book discusses ideas first discussed in Ms. Wilson’s column in the Daily Telegraph, interviews with other writers, and articles in publications such as the Guardian. Her material at the Guardian is indexed under her profile.

Index (a Book)

Index, by Dennis Dutton, was favourably reviewed in the Times Literary Supplement, the Guardian, the NY Times and the Washington Post. I put a hold on it while the Greater Victoria library system had it on order.

As the reviews promised, the book has anecdotes about British writers, including the historian MacAulay, the 18th century novelist Samuel Richardson, the mathematician/logician/novelist Charles Dodgson (Lewis Carroll) and the 20th century novelist Virginia Woolf. It has stories about unsuccessful efforts to index works of fiction in English, fictional indices in fiction and the uses of hostile indices as polemical attacks on adversaries in the 17th and 18th centuries. It is, as the reviewers said, literate and witty. It is short, informative and funny in places.

The book tells stories about the history of books and the efforts of classical, medieval and Renaissance scholars to create indices of religious, scientific and philosophical works. The book touches on

  • the innovations in the technologies of making records of information – papyrus, scrolls, the codex (bound book), paper, the printing press, the invention of page numbering, and
  • the tools used to structure records – the table of contents, the concordance and the subject index.

The book explains the labour necessary to create works like Index of Periodical Literature started by William Frederick Poole in the 19th century, and efforts of Josephine Miles, in the 1950s, to convert the notes of the deceased scholar Guy Montgomery to punchcards to create a database to complete and publish Montgomery’s Concordance of the works of the 18th century poet John Dryden. The book touches on creation in the 1980s and 1990s of the personal computer software used by modern index professionals to create indices for and in (inline) modern works, such as MACREX, CINDEX and SKY Index, and explains the development of tags and markup to generate indexes in flowing text in ebooks. The discussion of tags leads to a discussion of the use of hash (#)tags in Twitter, which leads to the evocative hashtag created by publicists for the release of a 2012 album by the singer Susan Boyle [#susananalbumparty].

The book lacks a bibliography, but has enough endnotes to credit sources of information.

Kermode and Mayo leave the BBC

I have listened to Kermode and Mayo’s Film Review podcast on an iPod and more recently on podcatcher apps on my phones, since 2011. The podcast was a recording of a radio program broadcast on the BBC Radio 5 channel in the UK, with added audio.

In the podcast on April 1, 2022, Simon Mayo mentioned that his pass to a BBC building had been cancelled before he had tried to enter the building for the Friday afternoon radio broadcast and podcast recording. The hosts also recorded a call to the versatile British actor Jason Isaacs. (His performance as Marshall Zhukov in the black comedy The Death of Stalin was brilliant). While the hosts had made “Say Hello to Jason Isaacs” a meme, they only had had Jason Isaacs on the show when he was interviewed about a movie.

The broadcast on April 1, 2022 was the final episode. The end of the show had been mentioned in the show and podcast March 11, 2022. I had missed or misunderstood the announcement. On March 11, 2022, the hosts had announced that the show was ending in tweets, which I had not seen.

My podcatcher did not save the episode, which I expected on April 8. I searched. The seach engines took me to the BBC program and podcast pages – which had become archives of the BBC programs. The BBC did not say, on this pages, that the podcast and the program had stopped. The BBC had posted a news item on March 11, 2022. The Guardian published an informative article which suggested that the hosts would be starting a new program with another publisher, but did not provide a way of finding the new broadcast or podcast. Information about the new show was published in an article in the Independent on April 1, 2022. There will be a public podcast called Kermode and Mayo’s Take starting May 5, 2022, indexed by the podcast sources and available free by subscription in most or all podcatching platforms. There is to be another podcast to be called Take 2 available on a paid subscription basis in the Apple store.

The articles and stories do not explain why and how Kermode and Mayo left the BBC. They had a successful show with a loyal following. They were also boomers, with an older audience interested in modern cinema, perhaps an elite niche in coverage of popular culture. Simon Mayo had been popular as host of popular music programs, and had shifted his emphasis to literature and other cultural interests. The BBC is a complicated organization. I recently read Beebology, a review of two histories of the BBC, published at the London Review of Books. The BBC could have resisted paying as much as the hosts wanted, or usedthe end of the show as an excuse to promote younger talents, more amenable to the ideas of young managers and to working in a gig economy model of public broadcasting.

Wulfrunian

A Wulfrunian 1A Wulfrunian is not a member of an alien people in a video game. Draconian was the name of a video game in the 1980s. It was also a trope refers to the disproportionate severity of punishments in the first written legal code of Athens. Some lawyers, tired of the hyperbole of comparing modern laws to Draconian laws, have joked that the Draconians were hostile aliens in an episode of Star Trek. A Wulfrunian is not an ally of House Stark in the HBO series Game of Thrones or in the novels by George R.R. Martin.is a resident of Wolverhampton in the English midlands, once an industrial town in the English Black Country. In the 19th century, many Irish immigrants to England lived and worked there.

The English journalist and writer Sathnam Sangera notes in his 2021 social history book EmpireLand: How Imperialism has Shaped Modern Britain 2The link goes to the Goodreads entry; the book does not have a Wikipedia entry as of April 2022. that in 1871 one Wulfrunian in five was Irish, and that Wolverhampton was called Little Rome. References to Rome were a discrimiatory English allusion to the Roman Catholic religion of the Irish immigrants. After 20th century immigration from the Caribbean Islands, Asia, and Africa, an area of Wolverhampton was known as “Caribee Island”.

Mr. Sanghera’s ancestry is Sikh. The British conquered the Punjab in the wars of colonization of South Asia. The Sikhs became loyal to the empire, and many immigrated to Britain in the 20th century. His parents were disappointed, on emigrating to Britain and settling in Wolverhampton, at the British hostility to immigrants. (Enoch Powell, the controversial conservative 20th century politician (he might now be seen as an early right wing populist), was initially an MP elected in Wolverhampton).

British workers, including 19th and 20th century workers, were born and raised as social inferiors in the British class system. Many workers were resigned to traditional working class status. Some accepted that they could not change their class and sought and power collectively. Some became or aspired to become middle class. For a variety of reasons, working class British persons might speak with accents, or favour certain entertaiments and interests, and signal their working class identity.

The woke English blame colonialism and empire for the failure of the working class to welcome immigrants, or call working class persons racists. The name calling signals the sense of the name callers that they are socially and morally more virtuous than working class persons.

The book is good3Many or most of the comments on the book at Goodreads comments are “woke”. .