Early Winter Wonderland on the Arrowhead Trail

More than a foot of snow already blankets the landscape along the Arrowhead Trail in Northeast Minnesota on November 23, .

Thug life and ice conditions!

I'm sure my skis have been feeling neglected due to all the ice climbing, so with miserable ice conditions I decided to treat them to some time on the snow.I spent the last week hanging out in the Terrain Parks at Seven SpringsWe went up for some sessions of body battering and severe pain infliction a.k.a. (Jibbing) For those not in the know jibbing is freestyle skiing (doing stunts) on man made obstacles like hand rails, boxes and many other items.Similar to what skateboarders do in thecitys, but on snow skis at ski resorts see the link.Fun Stuff!Skiing was cold and windy most days, but with the recentbuild of The Spot, it was worth cold digits.They'vebuilt the half pipe, jump line and set up two tiers of new rails. What can I say... They did a great job and things are sweet. Each day the weather was foul on one side of the mountain or other. So we got to spend a couple days eachsessioning The Alley and The Spot. Today with seriously sore legs and many other body parts, I decided it was time to take a break from the parks andcheckconditionsto see how the ice rebuild was going. I can happily report that the ice has rebonded to the walls in most places and is looking good for the weekend. Here are some photosof current conditons.

Crushing It

Last week was warm on the mountain - and the forecast is for record temps early next week. Climbing on the mountain has been heating up too. A former climbing ranger, Chad Kellogg, was seen mashing up and down the mountain - three times in a row. His earlier tour this summer (climbing from White River up and over the summit, down to Paradise, and back in less than 24 hours) was just the beginning of the triple header throw down. Round three has yet to be rung in.

A helicopter was up on the mountain Wednesday afternoon for what was thought to be a climber with a broken leg. The injury occurred at 12,800' on the Emmons Glacier and the patient was flown from a flat spot just below. All rescuers and the patient made it down safe and sound.

Check out the recent updates on both the DC and Muir Snowfield. While skiing conditions have gotten worse, climbing conditions have improved.

The Randonneur Experiment: a Review

Throughout the Spring and Summer of , I collaborated with Royal H. Cycles to create a classic low-trail 650B randonneuring bicycle, then test rode it for 220 miles before it was delivered to the new owner. The project was inspired by Jan Heine, whose championing of this type of bicycle made some of us rabid with curiosity. This review has been long in the works. In parallel I've been preparing an article about the same bike for the Bicycle Quarterly, and needed to make sure that its content did not overlap too much with this write-up. Now that the BQ article is finally finished, I feel that the project is complete and would like to reflect upon it here.



If this is the first you are reading about this bike, then you may want to start here before proceeding:



.Making Sense of Rivendell's vs Bicycle Quarterly's Philosophies

.A Beautiful Experiment

.Lovely Bicycle x Royal H Randonneur

.650B Rivendell Sam Hillborne and Randonneur Compared



The posts above describe how the idea for the bike came about, as well as its construction and features, so I will not cover the same ground again here. At some point in the near future I will also write more aboutthe project itself - what it was like to work together with a framebuilder and what I learned in the process. But here I will describe my impressions of the bicycle itself - particularly the aspects that were novel to me. Of course being involved in the bicycle's design, it would be somewhat absurd to either praise or critique its aesthetics and such. The point of this experiment was to form an impression of how this type of bicycle handles, and that is what I will focus on here.





The Low Trail Mystique



To briefly summarise, the Randonneur is a lugged steel low-trail bicycle with 650Bx42mm tires, fenders, dynamo lighting, front and rear racks, and a handlebar bag - made in the style of the 20th century French constructeurs. "Low-trail" refers to the front-end geometry of a bicycle and it differs from the typical mid/high trail geometry of most roadbikes today. Among classic and vintage bicycle enthusiasts, there is definitely a mystique surrounding the low trail randonneur, and dramatic descriptions of its handling abound - made all the more dramatic, I suspect, by the fact that this type of bicycle is fairly rare and few have actually ridden it. Certainly that was one of the factors that made me want to try it. The other factor was that Jan Heine's description of the bicycle suggested a combination of speed, responsiveness, comfort, and all-terrain capability that I found attractive.



The biggest surprise about the Randonneur once I began to ride it, was how "normal" it felt. Based on all of the things I had heard and read about low-trail handling by the time the bike was ready, I expected to be blown away by a radically different handling, which I would either love or hate. Instead, the bike felt... like a bike! When I mentioned this earlier, some interpreted it as my implying that I was disappointed with the Randonneur. However that is not what I meant to express at all. I simply meant that I did not find low trail handling to be "difficult" or unusual. While the Randonneur did have some interesting handling characteristics, it felt intuitive to ride and I think that my experience of this is important to communicate. It seems to me that the mystique surrounding low-trail geometry needlessly intimidates people.



So what did feel different about the low trail handling, even if I found it within the range of normal? Mainly, it was the way the bicycle behaved on turns. At slow speeds I found that I had to be slightly more active when turning than on other road bikes I'd ridden, to pay more attention to the act of turning if that makes sense. Interestingly, this made tight turns easier as opposed to more difficult: I felt as if I were more in control of the turn. I also noticed that on high speed descents along winding roads it was easier to keep my line of travel along the road's curvature; the Randonneur did not "resist" turning at high speeds as I sometimes feel typical roadbikes do. That said, all of this was rather subtle - at no point did this difference alarm or shock me. I would notice the unique behavior on turns and think "Oh neat, so it wants to do this and not that" - as opposed to feeling as if there was anything wrong. It's a different feeling is all, and I rather liked it.



Another outcome of low trail (though this is not about handling per se) is that it allows even small bicycles with fat tires and fenders to avoid toe overlap without the need for an overly long top tube. For me this is a huge deal, because I strongly dislike toe overlap and I ride small bikes. The fact that low-trail geometry automatically eliminates it as a concern is very appealing.



While yet another aspect of the low trail design is said to be its superior ability to handle a front load, in this respect my experience is unhelpful. I rode the bicycle with and without the medium Berthoud handlebar bag pictured here, and did not notice a significant difference. It felt fine with the bag. It felt fine without. Perhaps this lack of a difference is the point - meaning, you can add a full handlebar bag and the handling remains the same. However, some believe that a low-trail bike is meant to be ridden with a loaded bag at all times and will feel unstable without it. This I did not experience.





Best of Both Worlds?



The Bicycle Quarterly's descriptions of randonneuring bicycles suggest that they are essentially fully equipped, comfortable racers - thus offering the best aspects of touring bikes and racing bikes combined.



For me, the speed of the Randonneur was not quite on par with that of a racing bike (namely, the Seven Axiom I'd tried over the summer). However, the Randonneur was faster than my Sam Hillborne.It was also faster than various vintage roadbikes I've tried.



The weight of the complete bicycle (including bottle cages, MKS Touring pedals and handlebar bag) was around 26lb (for comparison, my Sam Hillborneis 31lb with a similar setup), which is fairly light given all the stuff it is outfitted with, but not racing bike territory. The standard diameter tubing made it easier for me to carry the bike (my hand could close around the top tube, whereas with oversized tubing it cannot), which was much appreciated.



As far as comfort, the Randonneur was the feather bed of bicycles. While I have no complaints at all about the comfort of my Rivendell, the Randonneur felt even better, as well as less fatiguing at the end of a ride. In part this may be due to the flexible, standard diameter tubing. Of course given this lightweight and flexible tubing, bicycles like the Randonneur are not suitable for carrying as much weight as touring bikes.





Notes on Components



I won't go over all of the components this bicycle is fitted with, but would like to highlight the ones that were new to me or made an impression.



As mentioned earlier, I loved the Grand BoisMaes handlebars with their flat ramps and parallel drops. I am addicted to Campagnolo ergo levers at this point, and the Veloce model here (also on my Rivendell) is an economical option that works perfectly well for me. I prefer the Schmidt SON dynamo hub on this bicycle to the Shimano hub on my own bike, and the Edelux headlight is the nicest dynamo light I have tried thus far. The Grand Bois Hetre tires I love so much - both on the Randonneur and on my Rivendell - that I cannot imagine not owning a bike fitted with them. I was impressed with the Nitto lugged stem, truly a work of art. The Berthoud handlebar bag intimidated me somewhat with its beautiful styling, but the multiple sizes it comes in might make it a more convenient alternative to the enormous Ostrich handlebar bag I have on my own bike.



In the process of riding this bike I also discovered that I prefer the men's Berthoud touring saddle to the women's. I never wear skirts on roadbikes anyhow, and the longer nose and slightly narrower saddle feels even better here than the shorter, wider version on my own bike.



I am not certain what I think of cantilever brakes - not just on this bicycle, but in general. On fast descents, both the Randonneur and my own canti Rivendell are rather effortful for me to stop. These brakes are supposed to be very powerful and are the classic brakes to use with this style of bicycle, so I am not sure what the alternatives are. That said, almost everyone I know loves cantis, so I might just be an anomaly (I do have very weak hands).



If I were speccing out this bicycle from scratch today, the one change I would make would be to go with the new Rene Herse crankset (which was not yet available last summer). This would be a more aesthetically appropriate (albeit much pricier) option than the Sugino Alpina crankset we used, and its gearing versatility would have allowed us to use a short-cage rear derailleur for an overall more classic look to the drivetrain. None of this however would change the bike's functionality.



I was quite happy with how the Randonneur worked as a whole, including components and accessories. Nothing rattled loose or malfunctioned in the course of my test rides, which included road and gravel.





Verdict



Based on my experience with the Randonneur, my impression is that this type of bicycle combines some of the best features of road-racing bikes and all-terrain touring bikes, but does not replace either. If I owned this bicycle, I would still want a pure road-racing bike in addition. And for those interested in fully loaded touring, the Randonneur would not be the right choice for carrying that much weight. But for self-supported long distance events, endurance events, recreational and nature rides, and anything involving off-road trails and mixed terrain I believe this would be just the ticket - both for competitive cycling and for pleasure. The standard diameter tubing, wide 650B tires, fast and responsive handling, fenders, lights and moderate luggage make it an option worth considering for those who feel that touring bikes are overbuilt for them, while road/racing bikes are unsuitable for real-world conditions. In my view, the low trail geometry is not nearly as quirky as some suggest, and has the additional benefit of avoiding the dreaded toe overlap.



A question I've been asked a number of times now over email, is whether I plan to get a bicycle like this made for myself and whether I would recommend it to others. The first part of this question is tough to answer, because if I did get a bicycle like this then it would replace my Rivendell - I neither need nor can afford to own two 650B road-to-trail bikes! So I just don't know yet whether I want to go through that upheaval. That said, I do think that a bicycle like the Randonneur is extremely appropriate for my style of riding, for all the reasons described in this review. If I did decide to replace my Rivendell with a lighter and faster bike with the same wide tires and handlebar bag, something like this would be it. As for recommending it to others, I don't even dare go there. We are all so different, and only you can decide whether a bicycle like this is suitable for your needs.





Afterthoughts...



An important aside here, is that when designing a bicycle like this, geometry and tubing choice are crucial. If you decide to have a classic low-trail randonneuringframe built, be sure the builder fully understands your request. It is popular now to refer to all bicycles fitted with fenders, racks, and tires wider than 23mm as "rando bikes," but the bicycle I describe here is a very particular animal and the builder needs to understand that - unless of course you can supply them with the full geometry and specifications. There is now also a number of ready-made randonneuringframes (though none of them fully lugged, as far as I understand) that may be suitable for those reluctant to go custom, including the Box Dog Pelican and the Rawland RSogn.



The length of this review makes me realise just how much information I have stored up about this bicycle. Stay tuned for the write-up about the project itself - including commentary on the framebuilder's work, detailed descriptions of the geometry and all that. And for those interested in the Bicycle Quarterly article (which will contain different content still), look for the Spring issue.



My sincere thanks to everyone involved in this project: Bryan of Royal H. Cycles, Jim A. of Harris Cyclery, and Jim P. the bicycle's owner - as well as to Jan of the Bicycle Quarterly for the inspiration and advice. More pictures here and here!

Ingalls Peak

It was like a garden between Ingalls Pass and Ingalls lake. Danielle wants to live there.











The mountain goats were pretty friendly.













Snow on the edge of Ingalls Lake.

Dani exploring the shoreline. Mt. Stuart in the background.












Climbing Mt. Ingalls, North Peak.















Dave, Nicholas, Mark, Mike (and Doug) on the summit.














Nicholas rappelling down.









Ingalls Lake and Mt. Stuart as seen from Ingalls South Peak.

Wordless Wednesday :: Once Upon a Time

a few years ago...

GRIP :: Day 2 of Classes

Tuesday - July 24th - This was our "variety" day.



First up was Tom Jones with Transcribing and Abstracting documents. I've done more than a little transcribing of wills and deeds but now realize that I haven't always been doing it quite right. The main thing is to take your time and refer to helpful references for unfamiliar terminology.



One of the recommended references was the 4th edition of Black's Law Dictionary. Why the 4th edition? Well, after that edition was published in 1967 the next and subsequent editions had to purge some of the old terminology to make room for the new! A paper copy of one of the earlier editions may be hard to come by and rather expensive. If you Google "black's law dictionary 1st edition" you'll find several online versions. This site has links to the individual pages that have been scanned, but also has a full download of the scanned version - but be aware that it is a very, very, very large download.



Abstracting documents has always been rather tough for me. It's hard to decide what to leave out, especially when the document has rather colorful spelling. But it really comes down to eliminating the non-essential terminology to get to the basic information it provides. Dr. Jones said "If in doubt, leave it in." It isn't an exact science although there are some "rules" to follow.



After a short break, Claire Bettag, talked about Archival Research highlighting the differences between an Archive and a Library and the types of collections they have. She also discussed the how you find materials in each - Libraries have Catalogs and Archives have Research Guides that define the various record groups and what they contain. Of course, there was far more to it than just that!



The first session after lunch gave us Rick Sayre on Military and Pension Records. Then Clair came back to discuss various types of Government Documents (aka "Gov Docs") and where to find them. And we got our first homework assignment... thankfully it wasn't difficult.



As if a full day of classes wasn't enough, I went to the "Google Earth" presentation by Rick and Pamela Boyer Sayre. It is pretty incredible what all can be done with it. If you have a chance to see their presentation, I highly recommend it.



And, it all begins again... another full day awaits.

Bridge Across the Ditch

This little bridge that was on the pathway to the river trail is over one of the main irrigation ditches that take water to irrigate the small farms along the Rio Grande River.

Racing, Spectating and the Human Factor

Two summers ago in Vienna I was fortunate to meet retired professional bicycle racer Kurt Schneider. Now in his 80s, he remains active on the Austrian racing scene in a supporting role, a local personality. A mutual friend introduced us, arranging to meet at Kurt's favourite tavern in the outskirts of the city. I expected it to be a reserved, formal encounter. I arrived to find a relaxed and stunningly energetic man laughing with the waitress, drinking wine, wearing a yellow Livestrong bracelet. We talked about his racing career and his thoughts on various topics, and it was utterly engaging. But even more than the content of that conversation I remember the ever-present twinkle in his eye, the overwhelming charm he exuded. By the end of the evening I was practically sitting on his lap. It was unbelievable. For me it is people like this who make the sport come alive.




As a spectator, my interest in bicycle racing is oddly selective. I notice for instance that I am more drawn to the local racing scene than to the international pro stuff. The more real the person is to me, the more meaning their racing efforts hold. I am in awe of some of the amateur racers I've met in the Boston area. Their physique, their demeanor, their very presence make me "feel" the sport, and I get genuinely excited about it. I love to watch them, and I follow their results with interest. And yet I do not find it terribly exciting to watch professional racing on television. I don't know what it is, but today's big names seem like sterile corporate identities to me. I sense no fire or magical charisma in their personas. I cannot get myself to care about their results or their doping scandals. Maybe it is a matter of not having met them in person. Maybe I am just not into the sport enough to understand. And maybe professional racing is just different now than it was in Kurt Schneider's time. As a spectator, I want more of the human factor, the charisma, the twinkle in the eye.

Pipevine Eggs

Finally, after three years of waiting, I have pipevine swallowtail eggs!

The Center of US

Saturday, May 7th - - The above sign is located on U.S. Highway 36 in north-central Kansas. Several miles northwest is the small, rather desolate and forlorn looking town of Lebanon and a little further to the northwest of Lebanon is the Geographic Center of the Contiguous United States.





Going up... on Kansas 191



And over. At the end of the road is “The Center” of the U.S.



This new little chapel seats four. The original was destroyed in .. by a speeding car.



The official marker denotes the spot.



The flag really needs to be replaced. A strong wind was blowing as I'm guessing it does much of the time.





Lebanon has souvenirs?

Paradise Road Damaged!

Updated Winter Access to Paradise

The washout approximately 6 miles above Longmire at mile 12.4 on the road to Paradise (just above the Nisqually Bridge) has been rated to be acceptable for 1-way traffic by the Federal Highways Administration inspectors.

Mount Rainier National Park has arranged for weekend and holiday access to Paradise. There will be one-way-at-a-time traffic operation with a flagger at milepost 11.3 (Glacier Bridge chain-up area) and another flagger up above at milepost 13.3 (Canyon Rim Overlook). Expect about a 5 to 10-minute wait for cars to pass each way before the opposite direction traffic is allowed.

Overnight use, climbing, and backcountry camping are allowed, but your trip itineraries need to be limited to these periods that the road is open to the public (weekend and holiday periods).

Updated: January 31st, The NPS is trying remain flexible about road closures during the mid-week. If the weather forecast for the day looks good (clear and sunny, or at least no snow forecast), we are currently making a strong effort for the road to be opened to the public. This means that if the forecast looks good, you should be able to plan a climb!

On Saturdays, Sundays, and holidays the road will close each evening at 5:30 p.m. No traffic is allowed down or up the road after the road is closed. The road crew typically is able to re-open the road sometime between 7:00 a.m. and 1:00 p.m. each day, depending on the amount of new snow received during the night.

Listed below are good guidelines to follow regarding estimating when the road may open. Please bear in mind that these estimated times are by no means a promise, so your patience is requested. Many variables exist that determine when the road is ready to open. Snow density affects plowing operation, with lighter snow being easier to move. Wind is another factor, since drifts and wind-packed snow take longer to remove. A large front-end loader or extended times with a blower are often needed to remove avalanche debris. How many plow drivers are on duty is a yet another factor. But generally, at Paradise:

0-3 inches of new snow: 7:00 - 8:00 a.m. opening
3-6 inches of new snow: 8:00 - 10:00 a.m. opening
6-10 inches of new snow: 10:00 a.m. - 1:00 p.m. opening (avalanche danger may be an issue with this much new snow)
10-15 inches of new snow: 11:00 a.m. -1:00 p.m. opening (avalanche danger may prohibit the road from opening at all)!
15 inches or more: The road may remain closed either due to snow removal problems or due to avalanche danger!

It is very important for visitors to realize that during or for an unspecified time after heavy snow periods, the road may not open at all. Be flexible! To make the best use of time at Rainier during these periods plan an alternate trip itinerary, perhaps to a backcountry destination such as Eagle Peak, Indian Henry’s, or even up into Van Trump Park and onto the upper mountain via the Kautz Glacier Route!

Don't forget to pick up a climbing or backcountry permit and a climbing pass at the Longmire Museum, open 9:00 a.m. to 4:30 p.m. daily.

Have fun, stay out of avalanches, and be safe!

Red Yuca

A red yuca blossom which is much smaller than the native New Mexico yuccas with white blossoms.

Yeah Baby! Transportational Elegance Reigns at Interbike

As I was setting off for Las Vegas, those who'd been to Interbike before warned me that 90% of what I'd see there would be completely irrelevant: that the road, mountain bike and BMX industries would rule the floor, with city bikes and classic bicycles making up a tiny fraction of the offerings. So what surprised me the most about my first Interbike, was that this was far from the case. The upright, step-through city bike was downright ubiquitous: From exclusive European makers such as Cicli Montante (above) to mainstream giants such as Trek (see my post about their "Dutch bike" here), it seemed that anyone who is anyone had one on offer.



I start with the Italian Cicli Montante, because it's companies like theirs that really set the pace. Montante city bicycles are unapologetically opulent, bombastically over the top - and I think it's good for the industry to have a manufacturer who is willing to exhibit such showmanship and attention to detail.



Old school touches such as newspaper racks, satchel-style panniers and leather-shod rod brake levers are victoriously exhibited with little concern for weight reduction.



Every component is pantographed with the company name; everything is covered in leather and dripping with colour. It's too much for me, but I am glad companies like Montante exist and I hope they find a North American distributor.

But if you are looking for a more accessible burst of colour, you will be pleased to hear that Bobbin Bicycles are coming to the North American market. Distributed by Fourth Floor in Canada, they should soon be available at bike shops.



Bobbin are offering a full line of classic city bicycles and accessories in a multitude of colours and for what look like fantastic prices (sub-$1,000 on all the models, as far as I could tell).



Here is their Birdie model in sky blue and yellow.



And here is a more sombre model in black, with full chaincase and dressguards.



Bobbin also introduced a number of pannier prototypes, including this leather satchel. I think the satchel is stunning, but I am wary of the snap-closure attachment system.



Here is a handsome canvas and leather one as well. I've spoken with the Bobbin representatives and may get to test ride one of their bicycles - fingers crossed.



It is also official now that standard production Bella Ciao bicycles (i.e. not just the Superba) will be available for sale in North America - distributed by BoxCycles/ the Nordic Bike Project.



Here is the men's model suspended from the ceiling. I can also tentatively announce that there may be a new line of Superba bicycles (ladies' and men's!) in and I hope to have details on that shortly.



Pilen had their classic Lyx models on display,



as well as a beautiful raw finish prototype with a SRAM automatic 2-speed hub. I have mentioned before that I think Pilenframes are unusually well finished for their price category, and the unpainted model really shows this off. I am picturing a swan-frame version with cream tires and feeling a little light-headed.



Pashley did not disappoint with their multiple booth display that was like a cozy clubhouse. I found myself falling in love with them all over again, returning repeatedly to take more photos and speak with the reps.



What appeals to me about Pashley is not only the beauty of their products, but their genuine commitment to making their bicycles on a small scale, in England, by the same people who've worked for them for years - despite external pressure to produce more volume. Though I ended up selling my Princess a year ago (see my review here), I wish that Pashley would do some research on how to tweak its geometry or tubing so as to make it a bit faster and more responsive - perhaps a loop frame version of the Guv'nor (come on, wouldn't a Reynolds 531 loop frame be awesome)? I truly want to support them as a business and to ride one of their bikes, as the Co-Habitant still happily does (see his review here).



In addition to having their range of loop-frame models on display, Pashley introduced the Parabike. My understanding is that this model is similar (or identical to?) the Tube Rider, but with a vintage military colour scheme of dusty slate blues and sage greens. I had not known the history of this frame style before, and it was explained to me that the bicycles used to be disassembleable, and British paratroopers would jump out of airplanes with the bikes strapped to them - then assemble them on the ground and ride away. Clearly Pashley needs to make at least a promotional prototype of a version that actually disassembles and film someone jumping out of a parachute and using it in this manner!



On board with the elegant transportation trend, Velo Orange had more than half of their display models set up with upright handlebars, which I thought was interesting. Does this reflect the preference of their customers?



The new green Polyvalent looked stunning and very inviting with its chaincase, Porteur handlebars and sizable front rack.



Happy to see the Sturmey-Archer 3-speed trigger shifter - not only on this bicycle, but on many others at Interbike.



Finally, the new colour they chose is a very pleasant shade of green, with a touch of soft gray mixed into it. Lovely all around. I am hoping VO will re-release their mixte in with a similar set-up and a softer colour scheme than their previous model.



One thing VO did I thought was interesting, was put small handlebar bags on upright bikes. I sometimes get emails asking whether I think this would look good and my instinct is usually "no," but this set-up is quite nice. I think the harmonious paring is largely due to the shape of the handlebars here, so that's one factor to consider. Another view of this set-up here.



The trend for colour was prominent among all city bicycles on display, and this pair of Gazelles illustrates nicely the two categories the colours seemed to fall into: vibrant "candy" shade, such as yellows and pinks, and subdued "vintage" shades, such as slate blues, creams, and sage greens.



Though I've focused on what I found to be the more interesting and trend-setting offerings, I cannot stress enough how popular the city bike was. There were so many, and from such a large number of manufacturers, that featuring them all would have been akin to posting a laundry list.



They came in all shapes and sizes, with the common design themes being a step-through frame and upright handlebars. Here is one from Benotto - an entire range actually.



The new city bike from Terry - the women-specific roadbike manufacturer.



And here is what looks like an Electra-imitation from Shanghai Forever.



A Pedersen-esque contraption from Virtue Bikes.



A couple of readers asked me to stop by the Linus booth and determine to what extent their mixte is lugged, so here are my findings. The front end is completely lugged (including the split lug for the mixte stays!), but is paired with a unicrown fork. And the seatcluster is welded.



Somewhat to my surprise, e-bikes were a huge trend at Interbike - I mean huge. I did not photograph many only because they do not interest me, but there must have been over a dozen manufacturers selling some version of an electric assist bicycle. This one is a Zoomi Monterey.



And here is an Achiever PedElec tricycle with enormous wicker baskets that make it resemble a laundy-getter. I spoke with a couple of the e-bike representatives, and each mentioned their belief that e-bikes need to look more classic and not so "techy" in order for the demographic they are trying to reach (read: women) to find them appealing. I agree.



Though this post is ridiculously long as it is, I can hardly neglect to mention folders. As with e-bikes, there was a huge folder epidemic - including electric folders. However, I am sorry to say that most of them were not easy on the eyes or simple to operate at all, and I will leave it to other blogs to post photos of them. Of course, the ever-practical and attractive Brompton was there, the rep tirelessly folding and unfolding it for awed spectators.



And Moulton wowed everyone with the limited edition stainless steel F-frame bicycle. As I understand it, this was actually made as a gift for a long-time Moulton employee upon his retirement, which is pretty amazing.



There were also miniature non-folding bicycles, such as the Bobbin Shopper - reminiscent of the Raleigh Twenty, outfitted with a rack and basket, and reasonably priced. The more folders and miniature bikes I try, the more convinced I am that they are a great solution for those who make relatively short trips and share bikes in the family, as well as for still-growing children and teenagers. Problem is, that not every manufacturer makes these bicycles equipped (or even compatible with) racks, which essentially kills their versatility. I am glad to see more models that do take this factor into consideration.



One aspect of the transportational bicycle trend that I noted was lacking at Interbike, were "box style" cargo cycles. There was the Christiania and I think the Gazelle Cabby, but I am pretty sure that was it. The Yuba, the Surly Big Dummy, and other long-tails were on display, but not the large, Dutch and Scandinavian bakfietsen and long-johns. It may be simply a matter of the design being difficult to replicate and "Americanise" by manufacturers, or perhaps it's just too much of a specialty item for Interbike at this stage.



So where does all of this leave us? The variety of designs and price points in the "city bicycle" genre, as well as the sheer number of models, are an encouraging sign, to say the least. But do you think this is a sign that we - and by "we" I mean those who have been stressing the need for user-friendly city bicycles that can be ridden while wearing regular clothing - have arrived? Is the industry showing its commitment to catering to transportation cycling, or merely testing the waters? Your thoughts appreciated.