Reluctant Friends

They exchanged suspicious glances and growled at each other at first, but Graham and Eustacia have finally learned to be friends. They now see beyond their differences and instead focus on the similarities: the green frames, the cream tires, the leather Brooks saddles, the twine, the dynamo hubs and headlights - so much common ground.

Lately I have been incorporating both bikes into my routine: During the day I travel for work and errands on the Pashley, then come home, quickly change clothes, and do a 25-mile ride on the Rivendell before it gets dark. They are both feeling loved, and I am feeling a like a velo-bigamist!

Cycling and the Summer Sun

After weeks of freezing temperatures and rains, the past few days have been super-sunny, hot and humid. The rapid transition has plunged me into a frantic search through my abode for appropriate attire and sufficient sunscreen.

Complexion-wise, I am pale - with purple rather than orange undertones. Venturing out after a winter season, I tend to look like something from Flowers in the Attic. And I am ridiculously sensitive to heat and humidity, to the point where a mere stroll down a street without shade on a summer day can result in heat stroke or sun poisoning. What then, of the miles of sun-drenched bicycle routes in greater Boston?

A long bridge over the Charles River (Longfellow Bridge), its menacing sunshine ready to devour me.

A hazy view of the city from the bridge.

Massachusetts Avenue - the most popular bicycle commuters' route through Cambridge - with hardly a tree to defend from the sun's rays (picture taken pointing backwards, while stopped on red).

The way I've been dealing with the sun so far, has been mostly via the avoidance method. In my head I have a sort of alternative bicycle map of the areas where I frequently ride, with tree-lined routes at the ready if a day is sunny and hot.

I also tend to avoid being outdoors in the summer from mid-morning till late afternoon, trying my best to schedule my trips and meetings during times when the sun is gentler. Sometimes these methods work, but other times they are insufficient.


I do drink water, wear loose and light-coloured clothing, and use sunscreen - but that too has proven to have its limits. Until recently, it had always been my understanding that the potency of sunscreen beyond SPF 35 is marginal and that higher SPF numbers are mostly a gimmick (and potentially hazardous). However, last year - when cycling daily on the open roads of Cape Cod for two weeks at the end of September - I repeatedly got burned while wearing my SPF 35 sunblock. So this year I have purchased SPF 80 sunblock and pray this does the trick, while on some level being uneasy about the possible adverse effects of overusing this stuff.

If anybody has advice on this issue, please share. Last year, I noticed visible damage to the skin on my face and hands after a summer of cycling, and I want to avoid this in future. Are there other pallid and sun-averse cyclists out there, who have gotten adept at combating the sweltering heat?

Gunks Routes: Beatle Brow Bulge (5.10a)

(Photo: Approaching the huge roof on Beatle Brow Bulge (5.10a).)



This past weekend was just beautiful. It was autumn at its best in the Hudson Valley, with crisp mornings, followed by moderate temperatures and abundant sunshine.



In other words: perfect climbing weather!



I was psyched to get out for a day with Adrian, especially since this was quite likely going to be my last Gunks day of . Two of the remaining three weekends in November are already booked up with family activities, and who knows what the weather will be like on my few remaining potential climbing days this month. Climbing in December is always a possibility, but a remote one. So this really could be it for the year.



As is the case every year, there is so much left undone.



But this has been a year of real accomplishment for me as a climber.



I got in better shape last winter and once the climbing season got under way I finally got my mojo back. I began to feel more like the climber I'd been in , before I broke my ankle in a climbing accident. This new/old me felt solid, confident, and hungry for harder climbs.



As I've chronicled here on my blog, I started leading 5.9 climbs in the Gunks again. I led a whole bunch of them this year, for the most part with great success. My goal was to become solid in 5.9, with the idea that I could go anywhere in the world and jump on a 5.9 and be sure that it would be well within my comfort zone.



I can't say I've quite reached that goal. The kind of climbing the Gunks offers is just too limited for that. Certainly my four days of climbing in the Adirondacks this year demonstrated to me that I'm not a solid 5.9 leader if the climbing involves vertical cracks and jamming. I'm sure that if I went to Yosemite, to cite another example, and tried to lead a typical Tuolumne 5.9-- featuring long runout slabs and oceans of fragile knobs-- I'd have my ass handed to me there as well.



But I feel good about the progress I've made in the Gunks on its brutish overhangs and thin face climbs. I've tried to keep stepping forward while at the same time being reasonable. I am convinced that you can make progress, climb hard, and still be careful. So far it all seems like it's making sense, most of the time.



I had another goal this year that I have not talked about so much.



I wanted to lead at least one Gunks 5.10 before the year was over.



I didn't necessarily care if I sent it onsight. It didn't have to go perfectly. I could take a fall, I figured, so long as I protected the hard moves well and kept things in control. Even if the climbing proved too difficult for me, if in the end I felt I'd done things right and protected myself well, then I'd regard the climb as a success and something I could build upon.



All year I had certain candidates in mind, climbs that had a reputation for being soft for 5.10 and for having good pro at the crux, like The Dangler or Wegetables, to name just two possibilities.



But as the year wore on I started to think I'd never really do it. And why push? This year's goal was 5.9. Why not make 5.10 the goal for next year?



Then a few weeks ago I went out climbing with my eight-year-old son Nate. We were climbing with another dad/son duo I met through my kids' school. The dad used to be a regular Gunks hardman and his son, who is Nate's age, is also into climbing. I thought if we all went out together it might inspire my son to get a little more interested in climbing. (Alas, it didn't work out that way. Nate gamely tried a few climbs, mostly just to humor me, but he was not converted.)



We were climbing at Lost City. I'd never been there before. After all these years it was nice to finally go out there and check the place out! I didn't get to try any of the legendary climbs there, because I was too busy setting up 5.4's for my son. But I saw something that really inspired me: a fourteen-year-old boy attempting to lead Stannard's Roof.



The young man actually lives in my apartment building, though we'd never met before. (Small world!) He'd spent a few weeks this summer at a rock climbing camp in Maine and had recently led his first 5.9's in the Gunks. But today he'd elected to try Stannard's Roof, which upped the ante significantly. The route is reputed to go at "easy" 5.10, and though the roof is very large-- it requires getting truly horizontal for a couple body lengths-- the holds are quite positive, or so I am told.



The boy couldn't do it. He made several efforts, getting up into the roof, placing good pro, then climbing down and resting. He repeatedly got up to his high point, decided he couldn't hang on, and came back down. Eventually he downclimbed to a fixed anchor and retreated.



Watching him, I was impressed with his good sense. He didn't just run it out and go for it. He wanted to do it right and in control. And when he knew he wasn't going to make it, he backed down.



His effort on Stannard's Roof reawakened my desire to hop on a 5.10 of my own. This kid was doing EXACTLY what I should be doing. I resolved to find a 5.10 like this, with good pro and clean falls, and get up into it. Whether I succeeded or failed, I knew it would be good for me.



So when Adrian and I got out last weekend I was determined to find the right 5.10. Ultimately I decided on Beatle Brow Bulge. It seemed like one of the easier 5.10 climbs. It was historically rated 5.9+ until Dick Williams boosted its rating to 5.10a in his 2004 guidebook. It seemed to me like strenuous climbing, but juggy and unmysterious. I'd just have to hang in there and keep moving. And it looked like I'd find good pro out the roof, so that any fall would be into the air.



Most of all the route just looked awesome. The roof is HUGE.





(Photo: Grabbing the holds under the roof on Beatle Brow Bulge (5.10a). The real business starts with the next step up.)



Dick Williams lists the climb as having a first pitch consisting of 50 feet of 5.3 climbing up to a stance beneath the roof. I didn't see any point in stopping half-way and decided in advance to just do the whole thing in one pitch.



As I approached the roof it seemed to get bigger and bigger. My main concern was where I would place pro. I wanted something in the roof, not below it. And I wanted the piece to be out several feet from the wall, so if I fell I wouldn't slam right into the cliff.



There is a big block that sticks out like a thumb below the roof level. This block has chalk all over it, although it is not a necessary handhold. (It is a very useful foothold once you're in the business.) It appears a # 2 Camalot would go nicely in the space between this block and the roof, but I decided against using this placement. I was worried about the rock quality. It appeared to me that this block may not be well attached to the cliff. The last thing I wanted was to send a death block the size of a microwave down on Adrian.



Instead I found a great spot for a yellow Alien. (A yellow Metolius or yellow C3 may also work.) The cam goes in just above the two crucial first handholds in the roof; the spot is right above where my right hand is in the above photo. I was able to place this cam before committing to the roof, and it gave me great peace of mind as I started the moves.





(Photo: Getting into the roof! My right foot is on the thumb/death block that I avoided placing pro behind.)



One step up and I was really into it, fully horizontal beneath the big ceiling. The hands and feet were great, but it was strenuous. Immediately I reached over my head and placed a perfect red Camalot at the lip of the roof. I wanted to extend it with a runner but I knew the clock was ticking and I had to get moving. So I just clipped it direct, hoping it was close enough to the lip that it wouldn't create too much drag. (It worked out fine.)



Once I made that clip, everything was going to be okay. It was a piece off of which you could hang a truck, and below me was a totally clean fall into air. I could hear Adrian yelling his approval. "Yeah! Now go!"



And so I went, for once totally in the flow of the moves and not even thinking about the consequences of blowing it. The holds are great; there are no devious sequences. It's strictly a matter of hanging in there and continuing to move upward.





(Photo: getting over the big roof.)



Once I was over the roof, the pumpiness of the route really set in. It was still quite steep and after I moved up and placed more pro I started to worry that I might pop off. I stepped up again and placed another cam, then tried to shake out a little.



I decided maybe I should take a hang, just to be safe.



"Adrian, can you take?" I shouted.



But Adrian wasn't having it. He didn't pull in the ropes.



"Really??" he yelled. "It looks like you're almost there! Don't you want to keep going?"



"I'm just so pumped!" I shouted back.





(Photo: In the final pumpy territory on Beatle Brow Bulge (5.10a).)



But then I looked up and I realized he was right. The angle eased in another two moves. I could do this.



I got back to moving and in another couple steps got to a real rest stance. I was so grateful that Adrian hadn't let me take a hang. Instead of noble failure, I had sweet, sweet success. I had done it. I had led my first (alleged) 5.10 trad route in the Gunks, onsight. It was an amazing feeling.



I finished the climb as Dick Williams suggests, heading to the right as soon as I was level with a tree ledge with an anchor. We were using doubles, but it appeared to us that you could reach the ground from this first station with a single 60 meter rope. There is another station at the next ledge, up another 30 feet or so through dirty, low-angled territory. This higher station is attached to a much bigger tree, but you'd need double ropes or maybe a single 70 meter to use it.



As I stood at the station waiting for Adrian to join me, I felt a great satisfaction with not just this one climb, but the whole year. I am so lucky to have gotten out to climb as much as I have, and to have made real progress over the course of the season. I may get another day or two on the rock before is over, but if the weather sucks for the rest of November I'll still be happy. I hope I can keep improving and make this climb not just a peak climb for one climbing year, but a preview of numerous 5.10's to come. This winter I'll have strong motivation to work to make this 5.10 just the first of many.

Northern Lights!

Last night before going to bed I saw that the aurora index was rising and that there was an expected CME impact to occur overnight, so I decided to head out and see what I could see. The lights were pretty good as soon as I left the house, but faded quickly. I decided to stay out until at least midnight since the lights often flare up around then, and sure enough they did! Between midnight and 1:00 AM there was a pretty spectacular show, with dancing lights directly overhead and somewhat to the south as well. By 1:00 AM the clouds had moved in and the lights were no longer visible. It sure felt good to photograph the aurora again, as it has been way too long since I've seen a good display such as this!

It isn't climbing but it is life

I recently have had a hard time keeping much of my private life out of the blog. No one but me interested anyway. I would rather write about and concentrate on new gear and amazing climbs and spectacular skiing..



Today for the first time in months I was able to get a run in. Hard to not celebrate that! So I look back to see just how much I do have to celebrate. It is a lot.



But there is a dark side that needs to be looked at aired out and retold as well. Not a picture I would ever look at if I wasn't painting it. But now I think we all should, I am the lucky one. But there are thousands who aren't so lucky.



Maybe this will help just one. Even if it is just me. But I had to put it some where just to keep me sane!



http://enhancenotdefine.blogspot.com




The picture below is the artist's proof of a print I am having made up for my Oncology Dept. No question the eventual poster and leading this climb have been part of my healing process.

Foggy autumn morning on Swamp Lake

This past Saturday we got up early to catch the morning light over Swamp Lake and photograph the (hopefully) awesome fall colors. On the drive up the mountain the colors were FANTASTIC but when we got to the top and looked down at the surrounding ridges we quickly noticed that the leaves in the valley below us were already past their peak color. That didn't really matter, though, because the fog stole the show. I've seen plenty of morning fog this time of year on the lake, but never this thick. It spread for miles and miles beyond the lake. We had about half an hour to view the lake and surrounding trees before the fog enveloped us. Once we were surrounded by fog we headed back down under the tree canopy to enjoy the fall colors up close and personal.

An Ode to My Gloves

It is true that sometimes we do not realise how much we need something until we lose it. I bought these "AIRius" bicycle gloves at Open a month ago, because the attractive crochet promised a more breathable alternative to the synthetic ones I owned. I did not know then just how much I would love them.

The top is crocheted cotton and the underside is a padded gray suede-like material. The gloves are inexpensive and generic, and I worried that they might be a novelty that would fall apart after a ride or two. Well, nothing of the sort happened. In addition to being more attractive, the AIRius gloves are more durable, more breathable, and more comfortable than the Pearl Izumi ones I wore previously. I especially love it that the padding on the underside does not bunch up after long rides, but remains evenly distributed. My hands remain dry even in the hottest weather. And the delicate-looking crochet was completely intact after a month of near-daily use.

As you can see in the photos, our happiness together knew no bounds... until I lost them on a long ride over Laborday weekend. I realised what had happened only after we were almost home and 12 miles from the area where I might have left them. We did not have the energy to return and search for them, and it would have gotten dark by the time we got there anyway. So I let the gloves go - but I knew no peace until I finally bought a replacement pair. Now order is restored in the universe and my hands are happy again. And if you happen to have found a pair of crochet bicycle gloves somewhere in West Newton or Waltham, please enjoy them in good health.

A double-ode: The old dropbars on Marianne and the lost chrochet gloves. Good-bye to them both.

Frameset or Complete Bike?

In the comments of the previous post, a reader pointed out that the comparatively low MSRP of the frameset I described was not such a bargain, considering the likely cost of the complete build. Depending on the context, I both agree and disagree. So I'll take this opportunity to discuss the benefits, as I see them, of buying a frameset and building it up yourself vs buying a complete bicycle.



Purchasing a complete bike



When a manufacturer releases a bicycle model as a complete build, the price of the bike bundles together a number of things: the frame and fork, the components and accessories, and the labor involved in assembly. The price of the bike will be significantly lower than if you were to pay for all of these things individually. Assuming that you are happy with the components included in the stock build, this makes the bike a great deal compared to buying a frameset only and starting from scratch. You save money on components, you save money on labor, and on top of that you get the immediate gratification of having a ready to ride bicycle straight away.



But keep in mind that the more changes you make, the less of a great deal it will be - especially if you cannot do the work yourself and will need to pay extra for labor. Give particular consideration to whether you are happy with the stock drivetrain and shifting system. Changing this on a stock build can be costly. If the stock bike comes with 700C wheels and you want 650B, a conversion could be pricey. If you want dynamo lighting and the bike does not already have it, you will need to rebuild the front wheel with a dynamo hub, or replace it. If the stem length and handlebar width are wrong for you, you will need new ones. At some point, it might be more cost-effective to start from scratch.



Purchasing a frameset



When a bicycle model is available as a frameset only, it is an opportunity to assemble the bike according to your needs from the start. You can choose the exact gearing you want, your preferred model of levers and brakes, the correct stem length and handlebar width, and a comfortable saddle. You can integrate dynamo lighting into the build from the get-go. In the event the frame is compatible with more than one wheel size, you can choose the wheel size that suits you, instead of executing an aftermarket conversion. Going the frameset-only route is an especially great deal for those who are DIY tinkerers (or live with one) and can do the work without the help of a bike shop, and for those who already have a bunch of components lying around waiting for a frame.



But before buying a frameset, it is a good idea to make sure the bike you want really is different from an available stock build. Oftentimes novice buyers cannot distinguish between what's a big deal to change and what isn't. For example, if a bike is missing fenders and racks, you can add them without making changes to the existing build, thereby still enjoying the savings of starting with a complete bike. Also, if it's a matter of stem length and seat post setback, some bike shops are willing to swap those at no extra cost. Finally, the stock models are usually set up generically - with plain handlebar tape, plastic pedals and unsightly reflectors. While this does not look as nice as a custom build, you can easily and inexpensively personalise the bike without needing to start from scratch.



One thing to add, is that a direct cost comparison between framesets and complete builds is not always possible. While some manufacturers offer both options, others offer only one or the other. The make and model you choose in the first place might depend on which you prefer. For heavy-duty city bikes, there are now plenty of complete stock models available that require few if any aftermarket alterations. Ditto for standard roadbikes. As for 650B mixtes, and other non-mainstream specimens, not so much.

Snow Queen!

My Gazelle "Linda" has now been updated for the winter, with new tires and woven dress guards. She is a beautiful sight to behold against the snowy landscape!



The tire replacement was something that had to be done anyhow, as the original ones were cracked and I did not want them to fail in the winter. And of course, I was only too happy to replace them with my favourite creamSchwalbe Delta Cruisers.As for the woven dress guards, there was no reason for them what so ever, other than aestheticcaprice. I thought that Linda looked somewhat generic with the solid black vinyl dress guards, and I wanted to personalise her. We purchased the woven dress guards from Mike Flanigan of ANT and installed them by drilling holes directly into the fenders. I have close-up pictures of the installation and will write a detailed tutorial in a separate post, for those interested.



Riding the Gazelle with the new tires, I immediately noticed that shebecame a bit faster and quicker to accelerate. This echoes my experience with Delta Cruisers on other bikes- which is one reason I love these tires so much. They are the best combination of city/ sporty/ cushy/ all-weather I have found so far. And okay, it does not hurt that they are available in cream!



It was interesting to cycle on the Gazelle after such a heavy snowfall, and to compare her handling to the Bella Ciao - which I rode immediately after the previous snowfall. Somewhat to my surprise, they handle similarly at slow speeds (under 10mph)- which is the speed I stick to under winter road conditions. The Bella Ciao's superior responsiveness and the Gazelle's superior cushiness are considerably less noticeable when cycling gingerly over slush and ice patches. Their common qualities, however, are all the more noticeable: Namely, how well-balanced and stable they both are. The PashleyI rode last year had these same qualities as well - so I think that all three are great winter bicycles.



The Gazelle does have a bit of an edge when cycling over large formations of hardened snow, due to its wider tires. On the other hand, theBella Ciao has a considerable "winter cyclocross" advantage: It is easier to drag, lift and carry when road conditions necessitate getting off the bike and moving it over heaps of snow or patches of ice. Overall, I am honestly not sure which I prefer, and I see the two bikes as representing different ends of my winter comfort zone spectrum. The Gazelle has a rack and lights, so by default I ride it more. But once I install these on the Bella Ciao, that may change. For those who have tried different upright transportation bicycles in the winter (i.e., Pashley vs Workcycles vs Retrovelo vs Rivendell vs ANT vs Abici, etc.), I would love to know what you think of the handling.



After the first two snow storms of the season, I can already tell that I will have an easier time cycling this winter than I did last year. Nothing has really changed in a drastic way, but maybe my balancing skills have gradually improved and my lungs have grown accustomed to cycling in freezing temperatures. And as far as aesthetics go, I really do think that it helps to have a bicycle that you are excited about as a winter bike, rather than a "beater". This helped me last year and it's helping me now. The winter landscape is so beautiful, that cycling through it on a bicycle I love (and feel safe on) makes it all the more special.

Finally A Sidewalk

When we bought this house there was a small covered concrete pad right in front of the door. For 10 years we have been wanting to add a walkway out to the edge of the garage that rans from the door along side the house. Last month we decided to do it. First we set 2x4 boards in place to hold the wet concrete in place. Thensince we hadsome large pieces of New Mexico travertine stone, also known as New Mexico marble (not as hard as true marble) wedecided to set5 pieces of it in 2 of the sections we made. The section nearest the door only got 3 pieces. First we mixed the concrete in the mixer, then poured it in, then smoothed it out, laid in the stone, and smoothed it out again. Lots of hard work. But finally it is out to the edge of the garage. We are planning to do anothersection and then go across the front of the garage. Wonder how long that will take?

Minnesota Milky Way

I went out with a few local youth last night to look for the northern lights. While the aurora was visible, it was very, very faint. The Milky Way, however, lit up the sky! This image was made at about 12:30 a.m. Exposure time was 30 seconds, aperture f4.0, ISO 6400. It was also the coolest night (temperature-wise) that we've had in a while. It actually dipped slightly into the 40's last night. This was good for high ISO photography, as the temperature cools the camera's sensor doesn't build up as much heat and therefore generates less noise in the final image. Enjoy!

Research Resources - Maps

Maps are one of the major tools that I've used to help me visualize where my ancestors lived. The one below was created after I'd been doing research for about 15 years. What I wanted was something small enough that I could take to the library and on research trips yet have it include a summary of all the surnames being researched. I also wanted something that would make sense to non-researching family members. It prints nicely on a standard 8 ½ x 11 sheet of paper (click on the image to enlarge it).

As a starting point I scanned a portion of a U.S. counties map, probably from a very early edition of The Handybook for Genealogists. I currently have the Eighth Edition, printed in 1991, and it doesn't include anything like this, so maybe that's not where it came from. Anyway, after scanning it I opened the map in an image editing program and commenced to highlight each of the counties where my ancestors had lived.

The counties highlighted in yellow are the maternal lines and the orange are the paternal lines. Those with yellow centers and outlined in orange indicate that families from both my mother and father resided there. The names in blue are maternal lines and the red are paternal lines.

The only states where some of my ancestors lived that are not included on this map are Iowa, Kansas, and Mississippi. Also, I've just barely touched on researching my New England ancestors so not all of the counties where they resided in Massachusetts and Connecticut are highlighted. In addition to this map, I keep a file of copies of maps for each of these counties and have attempted to identify the township or at least the approximate area where they lived.

One of the other resources I've used extensively is "Map Guide to the U. S. Federal Censuses 1790-1920" by William Thorndale and William Dollarhide. The edition I have was published in 1987, which is a bit old but in decent shape and it still serves my purposes. If, like me, you have ancestors that are listed in a different county almost every census year but never physically moved, this book is indispensable. Of course, there are now web sites and software that dynamically show these county boundary changes.

A third resource that I use in my research is "The Source: A Guidebook to American Genealogy" which was my major purchase at the NGS Conference in Chicago in June ... Dick Eastman's review of the book covers it much better than I ever could. If I spent more time reading "The Source" I could probably forgo attending the FGS Conference next week, but there is more to going to a conference than attending lectures!

What general research resources are on your bookshelf?

• The Handybook for Genealogists
• Map Guide to the U. S. Federal Censuses 1790-1920
• Family History 101 has animated maps of the county boundary changes
• AniMap is software that dynamically shows boundary changes and allows you to make notations and save them for future use
  
• Dick Eastman's review of The Source

Multi-Modal Commuting: Do You Need a Folding Bike?

I've received some questions over email about getting around by bike and train. One question that keeps coming up is that of whether a folding bike is necessary. This year it so happens that I've done bike+train trips a lot, with both full sized bikes and my (Brompton) folding bike. Here are some notes about the differences as I see them:




Peak vs Off-Peak Timing

In many cities, there are restrictions on the times of day that full size bikes are allowed on the subway and/or commuter rail. These restrictions coincide with popular commute times. For example, in Boston if I want to take a standard size bike on the subway in the morning, I need to do it before 7am. In the evening, I cannot do it until after 7pm. The commuter rail does not have such restrictions, but nonetheless it gets so crowded during peak hours that riding with a big bike is a nightmare. So I would say a folding bike is beneficial, and possibly even the only option, if you need to take public transit at peak commuting times. If your commute is entirely off peak, it may not matter.




Train and Platform Access

In greater Boston, many commuter rail stations have no elevator or ramp access down to the platform, only a long, steep, narrow staircase that gets slippery in wet weather. I believe that all subway stations do have elevator access, but it can get complicated with as many as 3 elevator changes to reach your platform. Dragging a full sized bike up and down long flights of stairs, or having to make several elevator trips with it, is not for everyone. Similarly, in some stations boarding the train itself requires climbing a precarious, steep set of stairs, whereas at other stations the train is flush with the platform and you simply step on. If the stations at which you board and disembark have inconvenient platform or train access, afolding bike could really be a godsent. If access is easy, it may not matter.




Handling Your Folder

All folding bikes are different. Make sure that yours folds sufficiently small to comply with the local transportation authority's definition of "folding bike" (some do not). Make sure also that you can comfortably lift and carry it for stretches at a time. Finally, make sure that you are capable of quickly folding and unfolding it yourself. If you cannot do these things, you may find multi-modal commuting with a folding bike more trouble than it's worth compared to a full sized bike.




Cycling

In addition to taking your bike on the train, you will presumably also have to ride it to and from the station. Those who ask me about folders often express concern about this, especially if their trip is more than a couple of miles and involves hills. "Can you really ride all that way on a folding bike?" Well, I can on mine, yes. It is a distance-capable bike with a pleasant ride quality and low gears. But not all folding bikes are designed to be ridden for more than a couple of miles at a time. If the cycling portion of your commute is challenging, make sure to get a folder that is appropriate for that. Otherwise you may be better off with the full sized bike you know and love.




These are the points that come to mind from my experience so far. If you have questions that I did not address here, please ask in the comments. And if you use a folder for multi-modal commutes, please feel free to share your own experiences.

Retrovelo Klara: Cushy, Zippy, Gorgeous

On a recent trip to New York City, I test rode a Retrovelo Klara, courtesy of Adeline Adeline. There are already test ride reports of other Retrovelo models posted here, but the last time I rode one was two years ago and I wanted to see how my impressions of the bike might have changed since. Also, while the Retrovelo I rode previously was the 7-speed Paula, I was curious how the 3-speed Klara would feel in comparison. Finally, my previous Retrovelo test rides took place in Austria and I wanted to compare how the bike handled in a North American city.





Founded in 2003, Retrovelo is a German manufacturer based in the town of Leipzig. True to the company's name, their classic line of lugged, balloon-tire city bikes in muted colours looks almost overwhelmingly nostalgic. But the "retro" reference is more nuanced than what meets the eye: Behind the facade of an elegant European city bicycle, the Retrovelo is actually a remake of an early mountain bike design. I have described an entire category of such bicycles in an earlier post aboutcity bikes with mountain bike heritage.






An interesting fact about Retrovelo, is that they were the first company to use the now very popular Schwalbe Fat Frank tires. In fact these were originally made for Retrovelo and named after its designer Frank Patitz. What made the Fat Franks special when they appeared on the market, is that they have the look and cushiness of vintage balloon tires but are impressively fast rolling - making them ideal for navigating pothole ridden city streets and unpaved trails alike.





The frame is cro-moly steel, hand-built in Taiwan and finished and assembled in Leipzig (The very first batches of Retrovelo bikes were made in Germany from scratch, but production has since been reorganised).







Fully lugged, the most fetish-worthy aspect of the frame's construction is the triple-plate fork crown.





Here is what the seat cluster looks like.





Headtube lug.





Loop and seat tube junction.





The stem and rear rack are custom made for the bike and powdercoated body colour, as are the chainguard and fenders.






The components on the lady's 3-speed Klara model are pretty straightforward: Shimano Nexus drivetrain withfront and rear roller-hub brakes and dynamo hub,wide swept-back handlebars, large Retrovelo-branded bell,






front and rear dynamo lights with standlight feature,





Brooks B67S saddle,







city pedals,




and textured rubber grips.





As a complete package, the Retrovelo Klara comes together nicely, equipped with everything necessary for transportation, other than a full chaincase and dressguards. The men's equivalent of this model is named Klaus and is basically the same except a diamond frame. The Paula and Paul models are the same as well, only built up with either a 7 or 8-speed hub instead of the 3-speed. The weight of the Klara model is listed as 38.5lb. It is available in size 52cm only and in a number of colour options. You can view all the stock colours here. The bike I test rode is ivory.





I rode the Retrovelo Klara around lower Manhattan for a total of about 5 miles. This was my first time cycling in New York City. I started out on the quiet side street where Adeline Adeline is located, then rode along the West Side Highway bicycle path for a while, then got off the path and explored the streets, making my way back to the bike shop. Probably half of my route involved riding with traffic on streets that either had no bike lane, or had the bike lane obstructed by so many vehicles that I took the car lane anyway.



Riding in a new city - and especially a city as hectic as NYC - I would not feel comfortable doing this on just any bike, but the Retrovelo's handling is confidence-inspiring. The front end is exceptionally stable: No twitchiness when starting from a stop or getting up to speed. The bicycle goes where you point it and insists on staying upright.





I would describe the Retrovelo as an intuitive bike that does not require getting used to the way a Dutch bike, or a low-trail bike, or an aggressive roadish bike might. To the typical person of my generation who grew up in North America, I think "mountain bike-ish" handling generally feels pretty intuitive: Many of us rode mountain bikes as teenagers and it's what we are used to. While I was a terrible cyclist back then, I nonetheless used my beater mountain bike to get around and probably on some level that type of handling is still engrained into my procedural memory. Of course the Retrovelo is considerably faster and more responsive than my old mountain bike ever was, as well as far more beautiful. Win/win.



Comparing the Retrovelo Klara to other bikes I have ridden in its class, I would say the handling is most similar to the Scottish Paper Bike and the Swedish Pilen. For me the Retrovelo handles considerably faster than the Pilen but a bit slower than the Paper Bike, while behaving similarly to both as far as balance and maneuverability.





As far as load capacity, the bike is equipped to carry considerable weight in front and rear, including children. Retrovelo owner K., whom I met in NYC, routinely rides with her toddler and a full load of groceries and finds it quite comfortable. She has had her stone gray Retrovelo for a couple of years now and loves it. My friend in Vienna has had her pigeon blue one for about two years as well. Retrovelo owners generally tend to have good things to say about these bikes.



As far as drawbacks, the Klara and Paula models are only available in one size - which happens to fit me perfectly but will not be suitable for everyone. At just under 40 lb, the bike is on the heavy side and could be challenging to deal with for those who plan to store it in a walk-up apartment. The missing dressguards and the lack of a full chaincase could be a deal-breaker for those who require these accessories. And some (myself included) would prefer narrower handlebars, though these can be swapped out.






Having ridden the Retrovelo around hectic NYC, my impression of the bike did not differ significantly from what it had been riding it through the Austrian countryside. Two additional years of cycling experience did not alter my impressions much either. I believe the stable handling makes the Retrovelo a good choice for beginners. The responsiveness and mountain-bikeyness make it a cool ride for more experienced cyclists. The beautiful construction makes it appealing to the vintage lovers and lugwork fetishists among us. For city riding, I felt that the 3-speed model was definitely sufficient, though others might opt for the 7/8-speed. The current retail price for a fully equipped Retrovelo Klara is $1,450 USD.




While personally I still prefer my cruddy vintage 3-speeds to anything modern I have tried in the same genre so far, when it comes to currently produced city bicycles the Retrovelo is firmly among my favourites. Many thanks to Adeline Adeline for the test ride.