Blue on Blue

We have been waiting for Spring for so long, and looks like we finally got it. Sudden and intense, it is here!

On April 1st we dusted off the Motobecanes for the first time since late November, and since then I have been riding Marianne all over town and beyond. She just seems like the perfect spring bike - maybe it's the colour and the speed?

Oh yes, and the cherry blossoms on the handlebars.

Marianne is so happy to roam amidst the flowers. She has been asking me in a quivering voice to remember these good times and not to get rid of her despite having other mixtes. Indeed, how can I get rid of her when she matches the blue flowers so nicely!

Tin Tray

This was a tin tray that belonged to my mom before she met my dad. It has tulips in the design and the handle had other flowers on it. It says it is made by Rodney Kent. Apparently he made a lot of beaten tin items back in the 1920' and 30's. I also have a round plate by him with no design. I found lots of his work on the internet.

MSC Truck: a Very Rideable Cargo Bike

Finally, a cargo bike I can comfortably ride. A proper, enormous, heavy cargo bike. In the past I've described finding this genre of bicycles challenging to handle, and some of you have suggested that I might find a longtail easier than a front-load system. You were right! But this is not your typical longtail.



The idea of the MSC Truck is similar to that of a box bike or "long john," except that the loading platform is in the rear. Designed by my friend Wolfgang Hoefler for his delivery companyHeavy Pedals (in Vienna, Austria), the bike is manufactured by the Viennese Maderna Cycle Systems.

The mixte-esque frames are made of oversized steel tubing and is manufactured in Europe (Austria and Poland, as far as I understand).

The bike pictured with the aluminum box is Wolfgang's personal version with various customisations, and above is what the production version looks like with the platform empty. The wheelbase is 200cm and the total length is 265cm. The weight as pictured is 28kg (62lb). The wheels are 26". The rear rack is integrated with the frame, and the rack's tubing will fit many pannier systems including Ortlieb. The bike comes standard with a suspension fork, disk brakes, heavy duty kickstand, plastic fenders, padded vinyl saddle, and straight handlebars. There are several different gearing options, including derailleur and internally geared hub. Dynamo lighting is available as an option as well.

The loading platform is 60cm x 60cm.



The platform can house a variety of containers. Heavy Pedals prefer to use the customisable Alu-boxes. But it can also be fitted with a more traditional cargo box, or child seats. Personally I would love an option where slatted sides could be added to the platform so that it becomes a container in of itself.



There are provisions for bungee cord attachments.



The front of the bike has a dock to which you could also attach a front rack. Overall the Truck is rated to transport 150kg (331lb) of weight, not counting the cyclist.



The height of the rack coincides with the height of a typical crate, making it possible to turn the rear into a larger platform still for oversized objects.



When parked, the bike is very sturdy on its double-legged kickstand; there is no wobble.

Very sturdy indeed! As I discovered when handling the Truck, there is no need to lift it either to engage or pull up the kickstand - it works via tapping it with your foot and then rolling the bike either forward or back. Even a person of very slight stature can handle it.

I was reluctant to try riding the Truck, because I did not want to overturn Wolfgang's cargo and chip his paint by crashing it. But he knows my riding style (having taught me to ride a brakeless track bike safely last summer), and assured me I'd be able to ride it. It would feel just like a regular bike, he promised. And there is no dramatic story coming, because it did.Balancing it felt the same as with a regular bike - no twitchiness when starting and braking as I had experienced with front-load bikes. It wasn't especially difficult to maneuver around the very cramped space you see me riding in. I could sense that I had a long tail, but it was intuitive what to do about it. I can't really explain it any better, other than to describe the handling as unremarkable - which, when it comes to cargo bikes, is a compliment. Though I did not ride it through the city, I would feel comfortable trying. According to Wolfgang, the handling is not any different when the platform is empty vs heavily loaded; the only difference is that it's more difficult to go uphill with the extra weight. Typical speed of a moderately loaded Truck is 20 km/h (12.5mph), though it is capable of going over 30 km/h (18.6mph) if the rider prefers to travel faster. The speed depends on the gearing you chose as well.

In addition to the fine handling, the Truck was easy to mount and dismount in a skirt thanks to the unisex frame. The adjustable saddle height (via quick-release) was convenient as well. The bike remained stable when I was walking it. A good design all around, it seems to me. It is not as "cute" as a traditional cargo bike and I am not a fan of the colour, but I have no complaints regarding its functionality. In fact, I am wondering what the benefit of a front-loading cargo bike is, if the same weight can be transported via a longtail system without impacting handling - particularly since stuff can be piled higher in the rear, where it will not block the cyclist's field of vision. This is not so much a criticism of front-load bikes, as a genuine question: What accounts for the fact that traditional makers have favoured the front-load system?

Heavy Pedals is a delivery service and cargo bike shop in one, and they stock all sorts of delivery cycles from different manufacturers - including long johns, bakfietsen and cargo trikes. But the MSC Truck is the one I'd be most comfortable riding on the streets at this stage, given my brief experience with the other styles. Local pricing for the Truck starts at €1999- and there is not currently a North American distributor.

Uffintgon circular - Greatford, Barholm, Casewick Park

With Marta. Same walk as one on july 25 . Flat terrain. Overcast day, but dry - good underfoot - paths clear. About 10 miles - .25 ish switch-off after Greatford pub.




The same walk as I did on July 25 . This time we found our way to Greatford Church, but we still couldn't locate 'Meg's Well'. The photos show very grey skies.





Near Uffington church stand three redwoods.



Marta saw two hares when she looked through the huge gates of Uffington Manor on the main road.We turn right before the houses after West Hall Farm.



We believe this is the site of the mill mound marked on the OS map.



Our path takes us over farmland, always clearly marked and following track or field edge. We come out behind Cobbs Nook Farm, and join the Macmillan Way, along a wooded bridleway. We join the road turning left and then right to where we cross the East Coast Mainline at a level crossing. A short half mile takes us to our left turn into Shillingsthorpe Park.



The cows and calves are gathered round the food here.



We cross the river West Glen, and make our way to along the farm road to the woodland, before turning right over fields. These are no problem this time, as they have been harvested and waymarking is good. We follow the path behind the very private Greatford Hall into the village. A local resident of 25 year's standing tells us how to access the church - there's a small white gate near the bridge over the small river.



In the church is a memorial to Francis Willis, who is reputed to have cured George III of his madness in 1789. Dr Willis owned Greatford Hall, and ran an asylum there. The church also boasts a Roman coffin, and many interesting plaques and dedications.



As we come from the church towards the road we pass the entrance to Greatford Hall. It was destroyed by fire in 1922, but rebuilt.



The inn sign for the local pub, where we had an excellent baguette lunch, with friendly service.




A large stone cross near Bridge cottages


The crown commemorates the coronation of George VI. There is more info and more photos (not mine) here.



We cross the fields south towards Barholm. On the way we spot an ambitious mobile phone mast trying to look like a tree. We cross a bridge over Greatford Cut, which joins the West Glen River to the Welland and forms a flood defence system for Greatford.



Barholm Church. Click on the link for further information.

From Barholm we take the road past the Five Horseshoes pub and the Old Hall. We turn left and make our way over several fields to the railway again. No level crossing here, but a warning about trains travelling at 100 mph. The track is straight and the view is good. On the other side we walk over two or three fields before reaching Casewick Park, with its lovely buildings, high hedges and fine gates.







I need to identify this tree.





A look back at Casewick Hall as we leave the park, and take the road leading to Uffington.



Apart from the hares, we saw a few swallows swooping after the insects, and a lot of small speckled wood (?) butterflies.

Our Social Butterfly

Miss Ava has decided that she really likes attention from people now. The little dog that less than a year ago only had eyes for Nathan, now enjoys loving from anyone who will give it to her. She tags along for pickleball and sits on the cart, nice and quiet, and usually gets some attention from those sitting out.





At the Happy Hour, she came out and went around the circle to see just who would want to hold her.





It's nice to see our girl blossoming. She even makes friends with other dogs now! We are so proud!



Living the life in Florida!

Mt. Hood

Mike and Dennis starting up Mt. Hood going by the jumps at Timberline.






Our campsite and an awesome sunset behind Illumination Rock.
Dozens of climbers on the Hogsback and others traversing to the Old Crater Variation. There was a lot of falling ice on the mountain this weekend. Two climbers were seriously injured and many others had minor injuries. Dennis and I made it part way up the Hogsback when we saw a guy with a bloody face. He had been hit by ice. There was a definite need for speed if we were going to cross the shooting gallery. Dennis and a lot of other climbers called it good at the Hogsback. As I reached the traverse, I decided that I did not want to be trapped behind a bunch of slow moving climbers, so I opted for the Pearly Gates instead.
The Pearly Gates were not being used very much due to their steep, icy condition. I figured it was safer than spending 30 minutes in a shooting gallery. Everything went well until I stopped to take some pictures. Wouldn't you know it, I got smacked in the knee with a chunk of ice while I was taking pictures! I knew better.
I topped out, took some pictures and then turned to head down with the crowds. I discovered that while I was on the top, a guy had fallen off the traverse and tumbled 500'. He was seriously injured and had to be hauled off the mountain. Dennis had already broke camp and we had a nice descent in perfect snow.

Roadbike Shopping Complexities

I've mentioned before that I've been shopping around for a road/racing bike since last May, and that I hoped to write about the process once I bought one. With Spring just around the corner, I am getting emails from readers who are going through the same ordeal and feeling lost, wondering whether I plan to post a guide of some sort. The quick answer is "no." I am sorry to disappoint, but I can offer no helpful advice on this topic at the moment.




Many roadbike shopping stories I hear or receive from readers are very similar to my own experience. It starts with a decision to buy a roadbike. Nothing unusual - a fast modern roadbike for paceline rides, group rides, and so on. So at first you're thinking "Well, since I don't necessarily want anything 'lovely,' this should be easy. There are bike shops filled with roadbikes and nothing but roadbikes after all." And optimistically you head to these bike shops... only to discover that there really aren't as many options as you thought.




Most guides to buying a new roadbike will tell you that fit is the main thing, and that once you have that down everything else will fall into place. Okay. So I've been fitted by several different professionals now, with the consensus that I have fairly standard proportions for a woman of my height and that I require a road frame that is52cm x 53cm or thereabouts. It is not difficult to find a stock roadbike with these dimensions, so in theory I should be all set. In practice however, there is much more to it.




For one thing, there is the dreaded toe overlap. I do not want to spark a debate on this topic yet again, so let's just say that some cyclists dislike TCO and leave it at that. I happen to be one of those cyclists, and it is not easy to find a stock frame in a small size that does not have this issue. So even though the right frame size is easy enough to find, the right frame size with no TCO limits the pool of available bikes considerably.




But a much larger issue that tends to be glossed over in bike shops, is that roadbikes don't all handle the same and don't all have the same ride quality. These factors are important to me. I would be miserable on a bike with a harsh ride or on a bike that I cannot control on turns. Realistically, I need to test-ride a roadbike for at least 20 miles on hilly terrain in order to determine whether I am comfortable with it - essentially, I need to simulate the sort of ride I would normally be doing on the bike.And that is usually not possible.




Apparently many bike shops expect you to test ride a bicycle either in their parking lot or around the block. At most they expect a test ride to be a couple of miles. Taking a bike on an actual 20 mile ride? In my experience, only a handful of shops will allow this, and those shops tend to be high-end with expensive bikes.




An additional problem for me personally, is that I cannot use Shimano STI levers - what the vast majority of demo roadbikes in the vast majority of bike shops are fitted with. There is something about the shape of Shimano STIs that my hands don't like, and I cannot safely brake on a bike with these levers. This limits me severely on the bikes I am able to test ride, even if I am allowed to take them on a long ride.




The problem of testing before buying is also what made me wary of going custom. Framebuilders are wonderful, but no matter how much you communicate there is no guarantee that the bike they make will feel and handle as you want it to. Very few framebuilders offer demo bikes, and most of us are not lucky enough to have acquaintances whose custom bikes we can try. A blind purchase of a custom roadframe seems risky to me - especially if you are relying on it for a particular date/event and do not already have a roadbike to fall back on if something goes wrong (or takes longer than expected).



Going semi-custom, building up a stock frame from scratch, or refurbishing a vintage frame with new components, similarly involve risking the unknown, albeit at a lesser cost.




So what solution am I proposing? Well that is just the thing, I am not. Ultimately everyone will need to find their own solution and for many that will involve trial and error. Not everyone is sensitive to a bike's ride quality and handling. Not everyone cares about things like toe overlap. Individual preferences and skill levels play into it a great deal. As does simple luck. Some get lucky and buy a roadbike they are comfortable with on their first try. And reading this, they will no doubt think I am overcomplicating things. But others will face one frustration after another, and may even give up roadcycling as a result of not finding a bike they are comfortable with. If you find yourself in that category, I can only encourage you to be patient and not give up. Try to identify the problems you are having with your current bike or with the bikes you are trying in stores. It may, after all, be something as simple as trying a different brand of levers you never realised existed.