The Shadow Knows

Can you tell what the shadow knows? I've darkened it to make it more visible. Scroll down for the answer.






I thought I'd look up the latin name and mention it here.

Then I found out that there are 83 different kinds in Alabama.

So I said, "Forget that."

Because they all look more or less exactly alike.

OK well not really, but almost.

And I am not that dedicated.

Not enough to plow through a lengthy key.

Especially when the subject in question slipped away after only a couple of blurry, non-diagnostic photos.









Ready?





Arr!

Check out that right claw.

I got really tickled reading the common names of some of the Crayfish of Alabama.

First of all, nobody here really calls them that. It's crawdads to you, bub. Even crawfish suggests that you're just putting on airs.

There are a few normal, descriptive names:
Bigclaw Crayfish
Boxclaw Crayfish
Twospot Crayfish

But several of them sound awfully sinister:
Phantom Cave Crayfish
Devil Crawfish
Rusty Grave Digger (Ooh!)

And some are considerably more evocative than you'd expect, for crawdads:
Lavender Burrowing Crayfish (Really? Lavender?)
Cajun Dwarf Crayfish (Napoleon complex)
Depression Crayfish (The Sad Sack of Crayfish)
Lagniappe Crayfish (With free gift!)
Ambiguous Crayfish (Maybe I'm a crayfish, maybe not)
Ditch Fencing Crayfish (Tiny épées at 20 watery paces!)

Wordless Wednesday :: Schooldaze ~ Twelfth Grade

Entering Oregon

Bells Are Ringing, Car Doors Flinging... Holiday Time in the City

Just as I start to think of myself as a seasoned transportation cyclist, something happens to throw me off my game. Yesterday I had one of the most stressful rides ever. It was a 10 mile route out to the suburbs that passed through several town centers. Despite it being the middle of a work day, traffic was unbelievable and I kept trying to figure out what was going on. Then it hit me (almost literally - as two car doors swung open simultaneously directly in front of me and a pedestrian jumped into my out-of-the-doorzone line of travel at the exact same moment): It's holiday shopping time and people are on their lunch breaks.



Don't get me wrong: I am glad to see so many shoppers patronising establishments in their local town centers instead of going to the mall or shopping online. I've heard campaigns on the radio promoting local holiday shopping, and I am certain that I am seeing more of this trend now than in previous years. The lively community feeling seems to be returning to places where it had been absent for years; it's fantastic. But assuming that most of the holiday shoppers are indeed local (why else would they visit tiny stores selling things like bespoke stationery, knitting yarn, baby clothing, and jewelry crafted by women who teach at the local arts center?) it is ironic that they choose to drive. Parking alone must eat up a good portion of their lunch hour, which probably explains why they run in and out of the shops like mad, swing open their car doors without looking, then shout in irritation at cyclists like me merely for being there and almost getting killed by them. They would probably be happier if they walked, as would the rest of us. I know that some town centers have considered banning parking or car traffic during peak shopping times, but there is resistance from business owners - who believe this will deprive them of customers.



Anyhow, I write this not so much to complain, as to warn those who are new to cycling during the holiday rush: Be careful out there and take alternative routes if possible. After almost getting doored for the nth time, finally switching to a trail for the last portion of my return trip was a welcome relief. Peace and quiet and dirt and gravel and no swinging car doors: I'll have that on the rocks, please. And I'll walk or ride to do my holiday shopping.

Fun Times in Lost City

(Photo: Wriggling into a hole after I dropped my shoe in The Corridor in Lost City.)



A few Sundays ago, Maryana and I were to meet up in the Gunks. I'd been not climbing for a few weeks because everyone in my family was occupied with moving back into our renovated apartment. But I hadn't forgotten climbing, far from it! I was eager-- you might even say desperate-- to get back out there.



The forecast was iffy. Maryana was already up in the Gunks climbing the day before. She was able to climb for most of the day but around 5:00 p.m. the skies opened up. It began pouring with a vengeance. And once it started, it came on heavily, continuing into the evening without any prospect of slowing down.



Maryana sent me a text saying we might want to call it off. But I checked the forecast and it looked okay to me. The rain was supposed to stop overnight. The only question was whether it would be clear enough in the morning for the cliffs to get some sun. If the cliffs get air and light they dry off very quickly. But sometimes after a rainy night a wet fog will hang over the cliffs in the morning, making it impossible to climb until the afternoon. Often as not this doesn't happen, though, and you can get a full day in.



I was willing to take the chance if Maryana was. She was planning to stay overnight anyhow, so she agreed.



But the texts kept coming.



7:30 p.m.: "Still raining."



11:45 p.m.: "Still raining..."



As I caught the bus at Port Authority the next morning it seemed like things just might be all right. It was cloudy but there was no rain. By the time the bus reached New Paltz, however, it seemed quite damp and foggy indeed. Maryana and I lingered over breakfast in town, hoping it might brighten up a little. But the conditions remained unchanged. We decided we might as well go up and check out the wet cliffs.



Sure enough, as we came up the hill to the steel bridge we could see that both the Trapps and the Nears were engulfed in a thick cloud. But we could also see that it seemed much clearer just a little higher over towards Minnewaska.



That settled it. We decided to head up to Lost City.



Now before you nit-pickers get all indignant over the fact that I am talking about Lost City, I wish to remind you of something: there is no rule that you can't talk about Lost City. To the contrary, Lost City is frequently talked about. Climbers have long spread the word about their exploits at Lost City on the internet. Climbing personalities as esteemed as Russ Clune and Jim Lawyer have both posted about it, as have othersandyet others.



What you're NOT supposed to do is publish a guidebook about Lost City. And I won't be doing that. So no worries.



I don't think there is anything to fear in talking about the climbs at Lost City. The traffic there will never be that high, because there are only a handful of climbs that go at a grade easier than hard 5.10. And most of the climbs are more difficult than that. The place is a paradise for people who like to get a workout on single-pitch steep face climbs in the 5.11 to 5.12 range. The community of people who do this is relatively small. So never fear, the cliff will never be overrun with newbies who don't know what they are doing. It won't turn into another Uberfall or Peterskill. There just isn't that much climbing at Lost City for newbies to do.



But back to the subject.



On my first trip to Lost City last autumn, I didn't climb much of anything. I went with the dad of one of my son's friends. We brought our two boys along. The day was really for the kids. I only climbed one pitch, an easy corner that I led in order to set it up for the boys. But it was exciting just to be there and check out the possibilities. I really wanted to go back some time and do some of the climbs I looked at, like the huge 5.10 ceiling known as Stannard's Roof.







(Photo: My son Nate climbing at Lost City in the fall of . I'm sorry to say he hasn't worn these climbing shoes a single time since then!)



Apart from that first occasion, I had been to Lost City just one other time, in early January of . This was one of those bizarre, unseasonably warm days last winter when you could climb like it was October. Maryana, Adrian and I had thrown ropes over some climbs in and around a little canyon known as The Corridor. At the time I was feeling kind of out of shape and I didn't get up any of the climbs we tried cleanly. On Texas Flake (5.10+) I messed up an early move that was probably 5.9, but I did manage to salvage some pride by blundering through the crux on my first try. It took me a couple of tries before I got the low crux roof of Gold Streaks (5.11-) but the upper crux on a steep face went well. I really struggled with another 5.11+ called Red Wall and I got absolutely nowhere on a hard face climb called Caffeine and Nicotine (5.12).



When Maryana and I returned to Lost City the other week we just wanted to find something that was dry enough to climb. We didn't really care what it was. We walked along the cliff looking for climbable rock and in the process I saw a lot of Lost City for the first time. The cliff goes on for a while; it is bigger than I realized. We looked at the Wishbone roof (5.10 and soaking wet) and the famous Persistent (5.11+ and also quite wet). Maryana showed me the Lost City Crack (5.10). This is supposed to be one of the easier 5.10 climbs at Lost City, and it follows a vertical crack so the pro is good. It looks fantastic. Unfortunately it too was soaked.







(Photo: Starting up Texas Flake (5.10+) in January .)



Eventually we found that the only climbs that were dry enough to attempt were the ones we'd done before. The driest climb we found was the Texas Flake, so we did it first. This is a good 5.10, with nice moves throughout and a one-move reachy crux. We did it on top rope, like last time, but when I climbed it this time I tried to pay attention to whether there would be enough pro for me to come back and lead it some day.



This time I got through the first crux, a hardish 5.9 move, with no problems. But I couldn't immediately work out exactly how I'd solved the upper 5.10 crux the last time around and ultimately I took a hang. Then I figured out how to set my feet so I could make the reach, getting it on the second try. (Maryana got through the whole thing without a fall, I think, but she approached the crux in a way I thought must be much harder, using a terrible intermediate hold.) Now that I have the beta I feel sure I could send it on lead. The pro looks good to me. Placements seem available all along the flake down low, and it appears there are good slots protecting each of the crux moves. My only worry is that it might be a little run out during the easier climbing above the second crux.







(Photo: Further up Texas Flake.)



After Texas Flake we went over to Gold Streaks. Now this is a pitch that I think I will never lead. The initial overhang problem is well-protected, but the steep face above appears to me to have very few protection opportunities. It is super-steep and unrelenting for a long long way, a real endurance test with good holds but some big moves.



It is a great top rope problem, made harder for Maryana and me by the one spot of wetness: a puddle of water right where we needed to slap our hands to escape the overhang. We both slipped off of this crucial shelf a few times, but eventually we were able to stick the grab despite the wetness.







(Photo: Maryana starting up Gold Streaks (5.11-) back in January.)



I felt good about Gold Streaks because I ended up sending it bottom-to-top twice, doing it once via the left-hand start and once coming in from the right (much harder in my opinion-- Maryana and I each solved it in different ways, although she showed me a dropped knee trick that became a key part of my solution).



I enjoyed working Gold Streaks so much, it made me question my habit of coming to the Gunks and climbing new trad climbs all the time. I could see how people get really strong by working out on these hard top rope climbs. It still isn't my first choice, but I should maybe do it a little more often. It is fun.







(Photo: About to climb through the first crux on Gold Streaks.)



By the time we finished with Gold Streaks the sun had come out, and the cliff was drying out to some degree. We took a look around and saw that a route across The Corridor from the Texas Flake called Forbidden Zone (5.11) appeared to be dry enough to climb.



This one was new for me so I was psyched to check it out. Maryana started working it first and struggled with the first crux, a super-steep bit through a bulge with big reaches. You might recall that Maryana is still coming off of a bicycle accident that broke some bones in her back, forcing her to take off more than a month from climbing. I couldn't believe how well she was climbing given all the time off. Watching her sail up Texas Flake and figuring out Gold Streaks, I was amazed. So when she struggled with Forbidden Zone, I thought there was no way I was going to get up it.



But I surprised myself by getting through the bulge on my first try, helped no doubt by watching Maryana figure out most of the moves. There is a great rest stance after the bulge, and then another fun crux up a corner to the finishing jugs. I blew the sequence in the second crux, falling a few times. I couldn't find the hidden holds in the corner. Once I finally saw them, I figured it out.



After Maryana took another crack at Forbidden Zone, I went for the top rope send and got it! What a great pitch. Steep, sustained, with many great moves through the bulge, and then the devious corner awaits. I don't know about leading it. I didn't really suss out the pro, as the climbing is well above my leading level, for sure. And while the feeling of working it all out on top rope didn't match the thrill of, say, on-sighting CCK Direct on lead, it was still a fun climb and a really fun day.



I know I will be back.

Workcycles Bakfiets Long

A year and a half ago I tried a Bakfiets at a friend's bike shop in Vienna. These iconic Dutch cargo bikes are available in two lengths and the one I rode then was the short version. Now a bike-friend in Boston has acquired the Bakfiets Long, and I've had a chance to ride that as well. Aside from the larger size, I was curious how a bike like this would translate locally. Compared to the center of Vienna, our part of Boston is both hillier and less bike-friendly. Would I feel comfortable mixing it up with car traffic on a bike like this? What about cycling up the inclines I regularly encounter even on shorter commutes? These are the aspects of the bike I mostly focused on this time around.







To recap: The term bakfiets (plural: bakfietsen) literally translates to "box bike." The modern incarnation of this front-load hauler was designed by Maartin van Andel of bakfiets.nl. Those machines branded with the Workcycles name have been outfitted with upgraded components by the Amsterdam-based concern, but are essentially the same bikes (you can read about the Workcycles version of the bakfiets here). The steel frames are manufactured and powdercoated by Azor. Prices for complete bikes are in the $3,000s range, depending on options.






A handsome plywood box sits low upon the extended frame, between the rider and the 20" front wheel (the rear wheel is 26"). There are essentially two head tubes, connected by a linkage system.In my previous write-up readers requested shots of the steering linkage, so I made sure to get them this time.





Here you go.





And here. And here.







As the rider turns the handlebars, the steering is activated through the linkage and the front wheel turns.








Like most traditional Dutch city bikes, the bakfiets comes equipped with fenders, a full chaincase, dress guards, and a rear rack.






Dynamo lighting with standlights is included, front and rear,






as well as enclosed roller brakes and hub gearing (Shimano Nexus 8-speed with twist shifter).





The 4-point Stabilo parking stand supports weight evenly.







The handlebars are mildly swept back.






The long cargo box is about 100cm x 60cm at its widest points, tapering from back to front. It is rated for 80kg (176lb), in passengers or cargo.






Many of those who purchase these bikes do so to transport small children. There is a little folding bench in the box for this purpose. The bench fits two, though the box itself is rated to fit 4 (I believe a second bench can be installed for those who plan to do this).






The bakfiets can also function as a work bike, hauling anything from huge loads of groceries, to heavy industrial supplies. In Europe I have seen these in use by professionals such as florists, caterers, construction workers, and sculptors, just to name a few. For those who use the bike in that capacity, a waterproof cargo cover is available. Unlike the structured, canopy cover for transporting children, the cargo cover stretches flush over the box.






The bakfiets owner - known online as "cycler" - has had it for just over two months now and uses it about twice a week as a supplement to her main city bike. On her blog, Biking in Heels, it has been a sort of recurring joke how much stuff she'd often end up carrying on her bike - thinking up various creative, but sometimes precarious ways to secure it all. After years of this, cycler decided to take the plunge and buy a cargo bike. She test rode a few and felt immediately at ease with the Dutch front-load model. So bakfiets it was. She ordered the bike directly from Workcycles in Amsterdam, powdercoated silver and dark orange to her specs. In fact, its purchase is partly to blame for inspiring her to ...drumroll... open up her own local bike shop. But more on that another time.






I've ridden cycler's long bakfiets twice so far. First in her presence on some neighbourhood MUPs. On a later occasion I took the bakfiets away and rode it on my own along my local commute route, mostly on streets without bike infrastructure.






On both occasions, I arrived on my Brompton folding bike, which I typically ride front-loaded, like a mini cycle-truck. In a sense, switching to the bakfiets felt like riding a much larger and heavier version of the same bike. Of course in many ways they are wildly different - but the front end handling is not dissimilar. Particularly with less weight in the front, the steering is quick and light, requiring a gentle touch. Once you get used to that, the bike feels natural and intuitive to control. When making turns or adjusting its line of travel, the bakfiets is surprisingly nimble. Having the front wheel so far in front does feel disconcerting at first, but becomes natural once you get used to it. Some riders report that the linked steering takes getting used to, but I did not feel any effects specific to the linkage system. Others have described that the bike does not lean easily on turns, but I find that it leans fine. Overall I suspect that a rider's first reaction to the bakfiets depends on their riding style, inherent sense of balance, and the kinds of bikes they are already accustomed to. Some find it intuitive right away, others need practice.






The seat tube angle on the bakfiets is quite relaxed and the handlebars high, placing the rider in an upright position. But the "cockpit" is not as tight as it is on some Dutch city bikes (i.e. the handlebars are unlikely to hit your thighs on turns). A low bottom bracket combined with the slack seat tube allows for full leg extension while pedaling and easy toe-town stopping while remaining in the saddle.




One thing that is consistently said about the bakfiets is that it feels weightless in motion even when loaded, and I think that's an accurate assessment. The bike is not fast, but on reasonably flat terrain it is easy to propel forward, without any sensation of pushing or struggling. It just kind of floats as you pedal, boat-like. Henry of Workcycles attributes this quality to weight distribution: Because the box sits behind, rather than over the front wheel and fork, the weight is kept very low to the ground and does not affect steering. With a design like this, the weight is effectively part of the downtube.






With a large heavy package and some other items thrown into the box, I rode the bakfiets on a 4 mile loop along the Cambridge/ Somerville line, mixing with car traffic most of the way. As far as stability - both in motion and at starts and stops - I did not experience any problems. The bakfiets was very easy to keep upright and, steered with a light touch, it felt downright relaxing to ride. After gaining some confidence, I began to play around with the steering. It felt like the only thing that could make this bike fishtail was the expectation that it would fishtail. But really it wanted to ride where I pointed it, and was very responsive to changes in course. So even if I did make it fishtail intentionally, the wobble was easy to correct. Just a few minutes into the ride I felt like I had excellent control of the bike. Riding with weight in the box does not feel any more challenging than without. And steering the long-box version did not feel any different from my recollections of the short version.




The main difference really between riding the bakfiets and other bikes I am used to, was that I had to be cognisant of its size - mainly the width - when passing cars and making maneuvering decisions. While surprisingly maneuverable, it is simply a big bike with a wider turn radius than what I am used to (including the Xtracycle long tail). For instance, on the same street I can make a U-turn on the longtail easier than on the bakfiets - though possibly with practice I could become more proficient at the latter.




As far as hills... Geared low, the bakfiets handles reasonable inclines well, retaining its momentum and that easy floaty feel. But as soon as I tried it on a real hill (say an 8-10% grade spanning half a mile - Spring Hill for locals) - it just refused to keep going at a certain point, even in 1st gear. I have seen bakfiets owners stand up and mash on the pedals furiously to get over short hills. But on longer hills on the outskirts of town, I imagine this could get exhausting for anyone but the strongest of cyclists. Me, I would need a cargo bike that could go long distance reasonably fast and get me up a 14% grade without standing, so a bakfiets would not be the best choice. But for those whose commutes are limited to flatter, shorter routes this would not be an issue.






Over the past couple of years, I have spotted 6 distinct bakfietsen in active use around the greater Boston area. That is actually an impressive number, considering there has been no local dealer. Whenever possible, I've talked to the owners about their bikes. The general feedback is that they love the comfortable ride, the hauling capacity, and how easy it is to dump things into the box without having to secure every item. Those who have children have said their kids prefer sitting on the little bench in front to sitting on the back of a longtail (some families have both types of bikes, or have switched from one to another). On the downside, storing and parking the bakfiets can be a challenge given its size, as is maneuvering it along the sidewalk. And then, of course, the hills: "Not the best bike for hills" is the consensus.




I enjoy the way the bakfiets rides, and I think that it looks adorable. By all accounts it is a tough, all-weather transport machine that holds up well in rough conditions and retains its value well when sold used. For many it is a car replacement, which more than justifies the cost. As far as transporting substantial cargo, the bakfiets is just one of several ways to carry similar amounts of weight - the others popular options being long johns, long tails, and box trikes. Which method a rider finds preferable will depend on their circumstances - including handling preferences, terrain and other factors. As I've mentioned before, I love seeing more cargo bikes in our city, and I welcome cycler's new addition. Full picture set here.

Eagle Landing

Just one of the 4 Eagles that I saw flying around the visitor center at work today. This immature Eagle was coming in for a landing on one of the Birch trees along the banks of the Pigeon River.

Bird Baths

I decided to get really fancy to water the local birds. I gathered up some old hupcaps, put some directly on the ground and one on the cast iron legs to an old wood stove, and some on broken pots turned upside down. The birds don't care what it looks like. They seem to prefer the low to the ground. The quail really like them low and it took them a long time to get up on the ones on the broken pots. I don't want them any deeper than these hubcaps as then the baby quail drown when they go to drink. It was a sad lesson a long time ago that I don't want to repeat. Because they are so shallow I have to fill them everyday especially in the summer when the heat sucks them dry quickly. And of course in summer the dirty birds have to take more baths and splash out the water.

New Kids on the City Block

It is always exciting when a new bicycle company appears on the market, and so it was doubly so when two new brands of city bikes were introduced at Interbike this year: the Toronto-based Simcoe and the Detroit-based Shinola.





The Shinola display greeted visitors as they entered the front hall of the show. Above the yellow French-inspired city bike were the intriguing words "built in Detroit." Walking past the display several times, I listened to attendees debate whether this claim could be true. After all, many bicycle manufacturers state that a bike is "built" locally, when what they really mean is assembled. If it were true, however, wouldn't it be wonderful and ironic to bring domestic bike production to a city known for the former glory of its automotive industry. That was the gist of the buzz.






Later I spotted a company representative and spoke to them about the bikes. Some may recognise the Shinola name as a brand of shoe polish from the early 20th century. Recently, the name was resurrected and turned into a lifestyle brand that plans to sell not only bicycles, but also watches, leather goods and notebooks - all made in the US.






In the bike industry that kind of approach does raise some eyebrows. Can a manufacturer be serious about bicycles if it is not their sole focus? Then again, there are those brands that start with bicycles, then expand into bags, clothing and other items. In that sense, the main difference in Shinola's approach is that they intend to do this from the start.





As for the bicycles themselves, yes the frames will indeed be handbuilt in Detroit. As I understand it, the initial prototypes were built by Ira Ryan and Tony Pereirain Portland, OR, but production models will be made by Waterford. Prototypes of the first bikes - the diamond and step-through Bixby - were on display at Interbike.






There are some handsome details on these steel frames, most notably the biplane fork crown.






Points of entry for the brake and shifter cables are subtly incorporated into the frame design.





The copper headbadge is embossed with the bicycle model name.







One benefit to the company being involved in the production of other products, is its ability to outfit the bikes with its own accessories - such as these Shinola leather grips.






To create the Bixby, Shinola recruited designer Sky Yaeger - who has previously worked at Bianchi and Swobo and is credited for bicycle models familiar to many. Reading that she was responsible for the Bianchi Milano design, I realised that the curves of the Bixby remind me of that aesthetic. I wonder how they will handle racks and lighting once the bicycles go into production.








While I can't speak for the ride quality, the finish and components of the Shinolo Bixby bicycles are of a higher caliber than what one will see on a typical city bike in stores today. This, combined with the Detroit-built frames, will make for a high retail price. It remains to be seen whether customers will appreciate the bicycles enough to pay it.






At the other end of the spectrum, Simcoe's focus is on classic, affordable city bikes. It is the new house brand of the Canadian bicycle distributor Forth Floor. North American retailers have been familiar with Forth Floor for years, as they've been responsible for importing a variety of European city bike brands, including the latest brand to hit North America - Bobbin. The high demand for Bobbin's looks/quality/affordability ratio is in part what inspired them to start their own project. As a distributor, Forth Floor has gained a reputation for being knowledgable, reliable and easy to work with - which makes many optimistic about the success of their manufacturing practice.






The introductory line of Simcoe bicycles is uncomplicated: traditional diamond and step-through frames made in Taiwan, equipped with swept-back handlebars, fenders, rear racks, chainguards and a choice of 3 or 8 speed gearing options.






Like the Shinolo frames, Simcoe's are welded, but the forks feature attractive double-plated crowns. It is no secret that I love these crowns; I am pleased to see them become a trend again.






The models will be available in a small range of colours, both bright and subdued.






The slate gray step-through is probably my favourite.






Complementing Simcoe's new line of bikes, Beacon is developing some basic accessories - most notably these fits-all-racks panniers.






"Through this ride, freedom..."






These are all simple, been-done-before ideas; nothing radical or new. But retailers are paying attention, because frankly there is demand for more bikes of this category without the hassles and the markups that come with importing from Europe.






Interacting with the fellows at Forth Floor is a pleasure as usual. I learned that Donny (on the left) has recently taken a framebuilding course with Mike Flanigan and made himself a nice touring frame.






Steve is working on a side project making tiny, affordable LED bike lights (Beacon Bike Lights) that can be zip tied to any part of the bike.






The guys are, first and foremost, cyclists. They love bicycles, all kinds of bicycles, and they communicate a sense of commitment to being in the industry for the long haul.






How that will translate into the quality, appeal and sustainability of the Simcoe brand remains to be seen, but retailers seem cautiously optimistic.




Both Simcoe and Shinola represent the North American market increasingly embracing transportation cycling and seeking to establish itself as independent from European culture and European bikes. These brands will be welcome additions to Linus, Public, Urbana, Handsome Cycles, Heritage Bicycles, Brooklyn Cruiser and other American-based companies with a focus on city bikes. I will share information on pricepoints once the figures are available, and will hopefully get a chance to test ride both bikes.