BSA A65 & Yamaha XS650 Words by Kurt Diserio — Photos by Alexa Diserio, Tom Macconnell, Etech Photo, NVUS Images Often referred to as one of the most outlandish forms of motorsports, vintage motorcycle sidecar racing exists today as a close-knit community of dedicated enthusiasts. The thrill of a two-person team throttling around the track on a heavily modified machine keeps the spirit of vintage racing alive in more ways than one. Just one look at these rigs excites even the most seasoned motorcyclist. For those unaware, a typical outfit consists of a custom racing frame built to accommodate a sidecar. These quirky bikes sit very low, with a driver and passenger pair strategically maneuvering around the track by working together through variations of speed, timing, and passenger positioning. Sidecars have been around since the early 1900s and used in both World Wars. Racing in Europe started in 1914 but didn’t make its way to the United States until 1949. The sport has been through some structural changes since then, but at the core, these competitive machines remain mostly the same. Organized racing still takes place around North America, with a number of the folks involved living in Western Pennsylvania. The two rigs we’re featuring belong to local brothers Mike and Sean Stivason, who currently participate in the AHRMA championship series (American Historic Racing Motorcycle Association). Racing weekends take place all over the country, with different sidecar classes categorized by a number of factors. Without getting into too much detail, the main difference is how the rigs are set up as far as the chassis, engine, brakes, tires, and so on. All classes race on the same weekend, and oftentimes the Formula Modern rigs will run at the same time as the vintage rigs. Mike Stivason with his BSA A65 (left) and Sean and Susan Stivason with their Yamaha XS650 (right). Mike’s BSA A65 is a 650cc four-speed with a Fidderman chassis that was originally built in England in the 1970s. It’s been modified throughout the years, but the original chassis won the AMA National Championships in 1976 and 1977, as well as second place in New Zealand. Mike pointed out some of the unique elements of his BSA racer, “The motor has a pair of Amal concentric carburetors, flowed head, Kibblewhite Black Diamond valves, RD valve springs, forged pistons, H-beam connecting rods, ARD mag, and a close-ratio transmission.” He has won the AHRMA SC1 championship in both 2018 and 2019 with passenger Dave Kiggins, also from Pittsburgh. Mike started with Kiggins this year, but due to conditions around the pandemic, made a switch to his current passenger, Kayla Theisler. Together, they took the 2020 SC1 Championship. For 2021, Kiggins will be racing his own XS650 SC2 rig that used to be owned by Dutch Stivason, Mike and Sean’s father, who is currently racing a Harley Sportster rig. Sean’s Yamaha XS650 has a big bore 750cc engine on a Paul Whittaker chassis—rumored to be the last chassis he made. Sean races with his wife, Susan, as the passenger, and together they won the AHRMA SC3 National Championship this year. When asked about what it was like racing as a married couple, Sean sees it as a benefit because he trusts her. “You have to trust who you have on the outside of the rig,” he said. “I’ve been faster on every track with her.” Susan explained that moving around on the passenger side is kind of like an L-shape with three positions. “You go out to the front, the back, and over the back of the bike. You have to move at the right time. Sometimes the driver has to slow the bike up to allow the passenger to get into position. It’s very strategic.” When it comes to preparation, Sean explained that they normally discuss the track while driving to the race so it becomes a mental note by the time the two arrive. They take it slow in the first practice, then steadily increase speed to get into the groove and understand the track conditions. That’s when Susan is figuring out when and what position she needs to be in. Mike added that most people don’t realize that the driver might control the steering mechanism, but the passenger is the one that turns the rig. “The passenger is ten times more important than the driver. If they’re not in the right position, then the rig will be unstable,” he said. “Normally, the passenger will stay tucked in and as low as possible if you’re on a straightaway. When attacking a corner, they put the weight forward to bring you in like a pendulum swing. They are only going to move as fast as they can, so as a driver, your amount of throttle, clutch, and brake control has to match what they are doing. If you don’t throttle or clutch at the right time, the rig could lose control.” Another factor that comes into play is passing, where strategies depend heavily on the type of bike and class. For instance, Sean’s 750cc Yamaha has a lot of top-end, so they’re able to get around on straightaways or corners. On a vintage rig like Mike’s BSA, passing takes place mostly in the corners. Knowing how to slide around turns is a benefit when getting past competitors. The love of this sport and motorcycle racing, in general, was something the Stivason brothers grew up with. “Along with our dad, Dutch, we’ve always raced vintage stuff. The first time on a sidecar was fun because there was an excitement of doing it as a team,” Mike said. “It’s a specialized sport, and nothing will put a bigger smile on your face. That’s why it’s starting to become more popular again. It’s something different.” For those that want to learn more about sidecar racing, the brothers first recommend looking into AHRMA. Anyone can join and receive their magazine, rulebooks, and information on race weekends throughout the country. Those who want to get involved or ask questions are more than welcome to get in touch with Stivason Vintage Racing through email or social media. As Mike put it, “The entire sport is very friendly and always willing to answer any questions or help others when needed. Everyone supports everyone. The bond within the sidecar community is amazing.” Photo by NVUS Images. Photo by Etech Photo. Photo by Etech Photo. Photo by Tom Macconnell. Photo by Tom Macconnell. Featured in Issue 009 1964 BSA A65 Owned by MIKE STIVASON 1972 YAMAHA XS650 Owned by SEAN STIVASONSUSAN STIVASON STIVASON VINTAGE RACING mikestivason@gmail.com www.ahrma.org Words by KURT DISERIO Photos by ALEXA DISERIO TOM MACCONNELL ETECH PHOTO NVUS IMAGES

The Ideal Moto Camping Getaway Words by Ryan Zapko — Photos by Alexa Diserio The frantic pitter-patter of squirrel paws foraging through the dry fall leaves occupies my very first thought as I awake to my uncommon surroundings. The damp morning dew still holds the calming scent of last night’s campfire. I roll over in the coziness and perceived security of my tent, briefly relishing in the idea of waking with no schedule, no alarm clock, and no Zoom meetings. These soothing, comforting thoughts are quickly replaced by the excitement of another day riding the backroads of western Pennsylvania, and I happily acquiesce to the idea of going back to sleep. I am nestled in one of Pennsylvania’s largest and most popular offerings, Raccoon Creek State Park, which sits just 30 miles west of Pittsburgh. This park stretches over 7,500 acres including a 101-acre lake primed for swimming, fishing, and non-invasive water sports like kayaking, canoeing, and hydro-biking. Much like motorcycle camping can range from low-buck, spartan, single night getaways, to high end, gadget-filled glamping, Raccoon State Park provides accommodations ranging from secluded tent sites to modern cabins and lodges. While current pandemic realities have increased camping’s popularity exponentially, Raccoon does offer a large number of available options. Even the 172 remote wooded locations are furnished with access to warm showers, flush facilities, picnic tables, and fire rings. Additional amenities include a clean, sandy beach for catching some rays, year-round fishing, 5,000 acres of hunting opportunities, 42 miles of hiking trails, boat rentals, and a 314-acre wildflower preserve playing host to over 700 species of plants. Before packing up your site and heading off to explore the twisting ribbons of backroad that encompass every direction exiting the park, make time to restore yourself in the healing waters of the Frankfurt Mineral Springs. The intriguing history of Raccoon Creek State Park harkens back to a nineteenth-century Victorian era health resort featuring exclusive access to these springs. The Frankfort House Hotel and Resort was originally constructed in the 1800s, where it welcomed wealthy guests to drink from springs that were believed to hold curative health powers. The resort closed after a devastating fire in the late 1920s, but visitors can still hike to the old hotel ruins, mineral springs, and nearby waterfalls. I cannot personally attest to any ailments being alleviated by these particular waters. What I can suggest is that simple idea of a great motorcycle on great roads, interrupted by an intermission drenched in the solace and tranquility of nature. Pandemic or not, these are what I can fervently consider healing waters. There are a variety of camp sites available, including those with electric hookups. Cabin rentals available. The park offers kayak and canoe rentals. Featured in Issue 009 RACCOON CREEK STATE PARK 3000 STATE ROUTE 18 HOOKSTOWN, PA 15050 724-899-2200 dcnr.pa.gov/stateparks Words by RYAN ZAPKO Photos by ALEXA DISERIO

Long Ain't Wrong Words by Kurt Diserio — Photos by Alexa Diserio In our rapidly changing world, it might shock some to know that it’s somehow still legal to roll down a highway on a motorcycle this intense. What you’re looking at is an extended 1949 Harley-Davidson FL chopper from Tony Provenzano, a personal friend of ours who builds bikes under the name Choppers to the Grave. During the weekly grind, Provenzano keeps busy at Dark Horse Tattoo, his studio in Wheeling, West Virginia. On off days, he spends his time working on chopper projects and navigating his panhead around the Ohio Valley. You’ve had quite a number of motorcycles, including the shovelhead chopper from our first issue. What inspired you to do such an unconventional ride this time around?Tony Provenzano: I thought that the shovelhead I had back then was an unconventional ride until we all rode out to the Bull Pen bar for Pittsburgh Moto’s Outpost RideOut in 2018. That’s where I met Angelo Palmieri, the legend who created that stupid long ass front end. My bike at the time was twenty-over, but when sitting next to his bike, it looked like a stock Harley. I knew I needed that shit. Describe for those who haven’t ridden a long chopper what it’s like navigating our area.TP: It’s hard to explain what it’s like riding such a sketchy chopper other than it just being such a cool feeling. Maneuvering something this long makes riding a normal motorcycle feel like driving a car—it’s just boring. It can be bittersweet, though. I enjoy riding it, but the bike is borderline stressful. You constantly have to be aware of your surroundings, and anyone who rides knows how fast something can happen. This isn’t something you can really whip around. Riding on the Pennsylvania and West Virginia back roads is pretty intense on a regular bike, so having a forty-six over front end took some getting used to. What are some of the key parts of the bike you’d like to mention?TP: As mentioned earlier, Angelo Palmieri of Nickel City Metal Works made the front end. I constructed the seat with a 16-gauge sheet of steel, a yoga mat for the foam, and brown faux fur. Some other pieces are the custom copper-nickel oil lines, mini floorboards, high mids by Maindrive Cycle, and ripple tail light from Prism Supply. Do you feel having a creative craft like tattooing has aided your interest in building choppers?TP: Yes, but not just tattooing—any form of art. I have always been obsessed with starting from scratch and seeing things come together. When I’m looking at a custom bike, all of my attention goes to the stance, the shape of the bike, how clean the lines are, and how the builder made each part fit together. Everything needs to flow. Being a tattoo artist, I have spent years obsessing over how a tattoo fits on the person, making sure that it goes with the flow of their body shape. I use the same method when I put a bike together. It’s very important to me how each piece fits with the next. Bad placement can ruin a perfectly good tattoo, and the same goes for a bike. I have so many cool parts that I wanted to use on this bike, but they just wouldn’t work. It only takes one piece that doesn’t fit right to make a bike tacky as fuck. With this build, less is more. Any good stories you’ve had involving this latest panhead build?TP: Definitely the trip to Buffalo, New York. After months of bugging the shit out of Angelo, I finally talked him into it. The deal we made was that if I bought his front end, he would cut and rake my frame. My buddy, Shelton, and I loaded up my parts and made a little weekend trip. We showed up Friday night and caught up over beers. On Saturday, we busted ass cutting the frame, had many more beers, then met “the big deal” Jake Mahoney. Apparently, he knew his shit and helped by drinking beers and pointing his finger at things he would or wouldn’t do. Once the frame was finished, they took us out in Buffalo. The city is crazy. We went into one bar and people were buying us drinks and singing Country Roads. In the next bar, we just tried not to get stabbed. They eventually took us to a strip club where we met a stunning young lady named Satan, who was a sweetheart. After that, we hit a few more bars. I think we had about two hours of sleep that weekend, but it was worth it to hang out with Satan and have the frame finished. Who would you like to thank or shoutout for helping make this happen?TP: Obviously, if it wasn’t for Angelo Palmieri, this bike wouldn’t exist. He built the ridiculous front end. I still don’t know how I talked him into selling it to me. Ryan Rodriguez killed the paint job. Richard Adams helped a ton. If it wasn’t for him, I would probably still be working on it. Featured in Issue 009 1949 HARLEY-DAVIDSON FL Built by TONY PROVENZANO CHOPPERS TO THE GRAVE Tony instagram | CTTG instagram Words by KURT DISERIO Photos by ALEXA DISERIO

Creating an Identity Words by Kurt Diserio — Photos by Alexa Diserio Again and again, the Harley Sportster proves itself to be one of the most versatile and customizable motorcycles out there. It’s the most popular base model for bikes throughout our publication, so much so that we have to set a limit per issue. For someone as tall as Pittsburgh’s Ed Jankoski, the smaller Sportster model wouldn’t seem like the right fit for his chopper build. That is until you sit on the bike. It has been set up and lengthened by Uptahn Metalworks for Jankoski’s size and feels quite the opposite of what you might expect. We talked with him about the build, the motorcycle community, and his wild trip to Maine this past summer. Your chopper build is fairly new. What led you to pick up a Sportster and eventually decide to transform it into what it is now?Ed Jankoski: When I bought this Sportster, the former owner had it set up as a bobber with a few odds and ends to set it apart from stock. At the time, I was more concerned with just riding and saving the money needed to chop it. Oddly enough, the build actually came to light after I was laid off from my job in July 2019. I decided to cash out what little bit of retirement I had and moved forward. From there, Uptahn Metalworks (Josh Howells and Andy Mak) and I just started spitballing ideas. By that time, I was around the chopper scene pretty heavy and was set on building my own. Plus, being a big guy, chopping the frame to make it longer felt like a no brainer. My main goal was to have a badass bike that fit me well. Was there anything that pushed you into getting into motorcycles or choppers in particular?EJ: I was into bikes growing up but always had something else taking up my time. In 2018, I moved in with my longtime friend from the BMX scene, Andy Mak, then later reconnected with Josh “Deuce” Howells, another BMX kid who was into motorcycles. It was like a high school reunion that I was stoked to be a part of again. It didn’t take long for me to jump back in and buy a bike after being part of that crew. Life has a weird way of happening and reconnecting you with certain people. The stuff I’ve learned from those guys and everyone else at our garage is something I feel very lucky for. What parts or pieces do you feel stand out?EJ: The paint is usually what people talk about when they see the bike for the first time. I met Tyler Elliott of TE Customs at an event last year, and we became buds. He’s another former BMX guy, which brings everything full circle. I wanted gold incorporated, and he comes back with gold foil mixed with candy paint. I was absolutely blown away with what Tyler did. He even painted a tiny gold turd on my rear fender because a lot of people call me Turd thanks to my Instagram handle. Aside from the paint, the bike has a ton of cool features that usually take a few looks to notice. The guys at Uptahn Metalworks and I really gave it our all on this bike, and I’m thankful for it, even my kickstand that’s shaped like a dick with 666 machined into it. There is a connection motorcyclists have that can sometimes be hard to understand from the outside. How would you describe it?EJ: As cliché as it is to say, it’s best described as one big family. At the end of the day, we all share the same passion. To me, it doesn’t matter what you ride or build. I came into the scene barely able to change a battery, but having the opportunity to learn is something I will forever appreciate. People are always evolving and willing to help out, which is great to see. Some tend to think that we only like or ride with people who have Harleys or choppers, but that couldn’t be further from the truth. I love seeing builds and bikes of all kinds. It’s awesome to see someone’s finished project riding down the road or how much attention they get when pulling up to an event for the first time. It says a lot about the scene when people immediately start talking about your bike or welcome you in like you’ve been friends for years. You’ve done some long rides this year. What has been your most memorable?EJ: Just like everyone else, most of our plans were put on hold due to Covid, which was a huge bummer. A few buddies and I still managed to ride up to Maine at the end of August for the Deadbeat Retreat. We decided to take all back roads to really take in all the scenes. It took us over two days to ride from Pittsburgh to Maine, but the riding was the best I’ve ever been a part of. We cruised through the Catskill Mountains in New York, which was beautiful, but riding through the mountains in Vermont was one of the most incredible things I’ve ever done in my life. We did have our fair share of issues, though. The first night, we rode right into a flash flood/tornado right at the New York border. The rain was so bad that it fried my coil, and I had to ride eight miles in first gear through washed-out roads and massive thunderstorms. Thankfully, Deuce packed an extra coil and saved my trip. We ended up in Maine that Friday night around 11pm and were welcomed by everyone. The thunderstorms continued while we were there, but everyone still had a good time. The guys from Deadbeat Customs and our local friends Matt and Genevieve were so great to us. Riding over 700 miles on a chopper was one of the hardest things I’ve ever done, but I’ll never forget it. We met some really cool people and plan to make that ride again. From your perspective, do you see the motorcycle community changing or growing?EJ: I’d say both. Social media is a cool thing to have. Everyone hates on it, but you can click a hashtag and see what people are building or riding all over the world. People are getting inspiration from everywhere, which is turning into some really cool bikes. Our generation is doing a great job of showing support, and I’m glad to be a part of it. If someone wanted to get into bikes, do you have any advice based on your experiences?EJ: Just go for it. There’s no better feeling than riding with your friends. This scene has taken me to places that I could never have imagined. I’ll forever be grateful for the friends I’ve made thanks to motorcycles. Featured in Issue 009 1995 HARLEY-DAVIDSON SPORTSTER XL1200 Built by ED JANKOSKIUPTAHN METALWORKS instagram Words by KURT DISERIO Photos by ALEXA DISERIO

Overcoming the Odds Words by Kurt Diserio — Photos by Alexa Diserio Having eight-thousand pounds of steel crush your legs is something that would almost certainly stop the average biker from ever ripping down the highway on a chopper again. As gruesome as you can imagine, this happened to local rider Shawn Holbrook a couple of years ago. The news of the incident scared the hell out of his friends and sent waves of concern through the local motorcycle community. Don’t worry, there’s good news. Through surgeries, therapy, and determination, Shawn is now walking again and even finished building the menacing shovelhead chopper you’re looking at right now. Can you explain what happened with the accident?Shawn Holbrook: The shortest way to describe it is that I was working at this fabrication shop and an inexperienced apprentice was operating a crane. There was a pile of four 2,000 pound I-beams that he tipped over on top of me that crushed my legs from the knees down. I got very lucky because there were two 4x4 blocks of wood where I was standing that stopped them from completely chopping my legs off. How long did it set you back?SH: I was in the hospital and nursing home for forty-five days and couldn’t walk for three months. It’s going on two years now. I’m still doing physical therapy and have two herniated discs, so I’ve only been able to ride my bike a few times since. In fact, I was right in the middle of building this when it happened, so I had to finish it with two leg braces and a walking cane. What’s it like riding this thing through the streets of Pittsburgh?SH: It’s basically a fucking nightmare. For one, it’s a ninety-six inch motor with a foot clutch. The handlebars are roughly ten inches wide. Whenever I ride with other people, I usually try to tell someone that if we have to stop on a hill, bump your front tire up against my rear so I can use your brakes. How did you originally get into bikes and where did you find this shovelhead?SH: I lived in Pittsburgh for a few years but went home to where I grew up in Huntington, West Virginia, where my mom convinced me to get a motorcycle. She said, “Why get a car, just get a motorcycle.” So, I found a Honda Shadow 750 that I later hard tailed with the help of others. That was my first chopper. Then I started trading bikes, eventually picking up an ironhead before getting this shovelhead from Shaun Kostek in New Kensington years ago. It was my first shovelhead and the same roller I’m using now. I had never kickstarted a bike before, let alone rode a foot clutch. As you can imagine, it took me forever to get it home. What’s all involved with the motor?SH: It’s almost entirely S&S at this point—a ninety-six-inch stroker motor with ported and polished heads that’s in the neighborhood of one-hundred horsepower. The transmission has an Andrews gear set and main shaft. I’m using a Cycle Electric generator. Basically, the only OEM Harley part left is the transmission case. As far as the rest of the build, what other work was involved?SH: The tank was painted by a buddy of mine in California, Taylor Crawford. I made the exhaust and molded the frame and fender with metal and lots of grinding and blending. When I was working at Roll On Cycle, Phil painted the frame and fender, and someone else there did the bondo work. Love Ear Art in Japan made the custom gas cap. Renegar in Las Vegas made the twisted chrome shift arm and had a glassblower make the knob for it.The trees were machined by a guy in Italy. I think they were originally from an XS650, so there was an issue with the riser spacing. I used handlebars from Detroit Moto that I cut and narrowed to fit. The fork tubes and lowers were a mix of Kayaba and Showa, so they had to be massaged together to work. I made my own rebound springs and fork stops, so now it functions as a decent front end. Are there any fun stories since you’ve started riding again?SH: When I was riding with some friends this year, one of the nuts came off a plug wire. It started running on one cylinder before dying off. Nick Miller conveniently had a bread tie with the little metal wire in it. That held it down and was conductive. It fired up and made it home, but I forgot about it when I was later riding through the Southside during the recent protests. The cops were blocking off all of the alleyways, and my bike died after I couldn’t get out. Eventually, I lifted my seat and realized the nut that was holding down my negative terminal had broken off. Then I remembered the bread tie, so I broke half of it off to wrap around my ground wire. It somehow fired right up. That little bread tie wire saved me both times. Featured in Issue 008 S&S / HARLEY-DAVIDSON SHOVELHEAD Built by SHAWN HOLBROOK instagram Words by KURT DISERIO Photos by ALEXA DISERIO

Capturing the Essence of Motorcycles Words by Kurt Diserio — Photos by Alexa Diserio There’s something captivating about artistic works that illuminate fine details using only a constrained amount of resources. Built around the subject of motorcycles and the people who ride them, Allison Lear created Outlander Art Co. as a platform for her wood art. It’s easy to imagine one of her pieces hanging on a wall in your home or office—a visually pleasing representation of our passion for two wheels. Sometimes we need a physical reminder that no matter how trying life can be, throwing a leg over a motorcycle allows us a temporary escape. How would you describe the process behind your wood art?Allison Lear: Each piece that I paint is thought out to create something that’s both visually interesting and well composed. I usually try to steer clear of painting the entire body of the rider and keep my focus on the details in the motorcycle. The organic folds in the leather and denim of the riders clothing are definitely fun to paint, and I feel like it adds a warm, soft balance to the rigid, industrial nature of the motorcycle. I start out by sanding and staining the wood. I’ve gone through a lot of different stain colors and finally landed on what I feel works best. I’ll draw out the motorcycle on the piece of wood before painting. I use black acrylic paint and treat it like watercolor to create different shades of grey. It took a lot of patience and I’ve messed up plenty of pieces, but I finally think I’ve got the hang of it. After the painting is finished, I’ll make a slim wooden frame and paint it black to tie it all together. What initially sparked your interest in working with wood?AL: I started working with wood many years ago and have always enjoyed working with my hands and building small pieces of furniture. Wood is such a unique and versatile material, and every single piece is different. To me, a lot of wood grain patterns look like artwork in and of itself. It wasn’t until high school that I actually tried my hand at painting on wood. My senior project took up about half of the year and was done on a 4’x8’ sheet of maple plywood. That’s when I fell in love with it and haven’t painted on much of anything else since. What has been the inspiration to use motorcycles as the main subject of your work?AL: My dad was the first in our family to get a motorcycle. He has been riding for many years now. One year for Father’s Day, I wanted to do something special for him, so I painted him a picture of Otto Walker on his 1920’s Harley-Davidson BoardTracker racing at Beverly’s Speedway. This was the first time I tried painting a motorcycle, and I was really pleased with how it turned out. Using motorcycles as the main source of my work makes the entire process from start to finish so fun since it’s a subject that I’m truly passionate about. Has moving to Pittsburgh impacted your creativity?AL: I’ve been making trips to Pittsburgh for a few years now, and I fell in love with the city after only a few short visits. I solidified my decision to move here after Glory Daze. I was able to meet and network with a lot of really amazing and creative people. Being in a place and surrounding yourself with others who share your interests definitely made me more motivated to be creative. I will say, moving here amidst a global pandemic has made things a little more difficult, but I’m so excited to see absolutely everything Pittsburgh has to offer once things settle down and hopefully normalize. This city is full of life, and I know that moving here was absolutely the right decision for what I’m doing with my artwork and the direction I see myself taking. Now that your art has gained some momentum, do you feel a connection with the motorcycle industry?AL: I really do feel a connection with the industry. It’s been great seeing where this has taken me so far, and I hope the connection I feel now grows as I continue establishing and progressing with Outlander. I’ve had a vendor booth setup at a handful of motorcycle shows and ended up running into many of the same people and motorcycle vendors that I initially met at Glory Daze. The motorcycle community is a tight-knit group full of sincere and heartfelt people, and it’s been really great connecting with them. Where would you like to see Outlander Art Co. down the road?AL: I’d love to go and be a part of more motorcycle shows throughout the country. I want to network and meet more people who share similar life passions as I do. Commission work is also something I want to delve into a little more. People feel connected to what’s pertinent in their own life. Doing custom, one-of-a-kind pieces for people that’d cherish the work for many years to come is a direction I definitely plan on working towards. If someone wanted to purchase or commission a piece, how would they go about that?AL: My artwork is available to purchase through my website www.outlanderart.co. For commission work, contacting me through email (outlanderartco@gmail.com) is the easiest way to get the process started. For Pittsburgh locals, I’d be available to meet in person to get an idea of what they’re looking for, sorting out and discussing details, etc. Featured in Issue 008 OUTLANDER ART CO. ALLISON LEAR www.outlanderart.co instagram.com/outlanderartco Words by KURT DISERIO Photos by ALEXA DISERIO