Iron Goat Trail ..

Hot weather and mixed signals caused me to be sans partner again. Originally I was pretty bummed, but really enjoyed my final choice of destination or, conveyance.

I looked through a mountain bike guide and decided to get some low impact exercise. I decided on the Iron Goat Trail as it is in the south side of the valley and should be fairly shady. It is a rail trail and used to be part of the Milwaukee Railroad. It is also part of the larger John Wayne Pioneer Trail, which stretches most of the way across the main portion of the state to Idaho. I was also excited to ride my bike through the Snoqualmie Tunnel. However, since this was a plan hatched before going to bed the night before, I had no idea the tunnel was closed.

The tunnel
I parked for the trail off Exit 38 of I-90, but could have taken the western terminus near Rattlesnake Lake. This is where I saw the sign in the parking lot stating the tunnel was closed. Mostly it meant I did not have to worry about a headlamp, and it was cutting about five miles round trip off my excursion.

Since it was unclear where to access the trail, I accidentally rode up the pedestrian foot trail before locating the rail trail and heading east. I immediately starting riding by the Exit 38 crags where people were climbing (and blocking the trail.) The route is deceptively flat/uphill. It has to do with the maximum angle a trail can climb, which isn't that steep. The trail looks flat, but I had to constantly grind my way uphill. A much different workout than a steep hill where you can alternate between standing and sitting. My speed was twice as fast, and cadence maybe five times faster. Sections with deeper gravel really took extra effort. I paused at the halfway uphill point to catch my breath a bit. It was also nice not to be sitting, as my mountain bike saddle is not meant for thirty miles of continuous sitting.

I rode along occasionally standing to give my backside a rest while passing hikers and other bikers. I also passed numerous trail heads that I have been to before while hiking or climbing. In a little over an hour, I reached the closed tunnel. A few pics were snapped, I snacked a bit, and then it was time to enjoy the downhill. There is a nice picnic area there that offers views of Snoqualmie Pass peaks.

The Tooth, Denny, Snoqualmie Peaks

While I did not have to continuously pedal for the downhill, it was not steep enough to coast the 14 miles. Of course, to make things more difficult there was a headwind in many locations on the return trip. More wooded areas blocked the wind, but on the trestles, it slowed me down a touch. I was back at the car over two hours after I left.

This was a good ride and fairly mellow if you discount the fact that it is uphill the whole way east. Hopefully the state will find the money to make the tunnels safe so one could ride to Idaho if they wanted. The fourteen mile section I was on had some ample camp sites, although I'd imagine I wouldn't need one until the other side of the pass.

Mother Nature's Curves

For those of us who are Monk-like, straight lines are the way to go. They are clean, they allow you to line things up nicely and they just make sense.



I noticed when editing some pictures from the Sunken Garden, that Mother Nature really isn't so much into straight lines. In fact, Mother Nature has glorious curves to most of her creations. Some things are simple circles and ovals.





Some are more twisted and are complicated in their form.




Some have a bit of a pattern to them, even if it is a rough, loose sort of pattern.


There are bold curves, that make bold statements!





And then there are the sort of luscious curves that have me thinking va-va-va voom curves are here!



As much as I love straight lines, I gotta admit that Mother Nature knows what she is doing with all of those curves! Just stunning!

Crevasse Falls

The past weekend went by without a hitch (no 911 calls) However, no one made the summit either. The recent climbing trend has involved crevasse falls. In the past two weeks, clients, guides, and rangers have all taken spills somewhere along the Ingraham Glacier Direct or upper Disappointment Cleaver route. No one was seriously injured, but the word on the glacier is that there a number of hidden or sketchy crevasses to cross high on the mountain. The latest report says that the wands have been removed from the Ingraham Glacier Direct, and the guided climbing teams are putting a route up the DC.

The other interesting trend that is being noticed is the number of skiers vs. the number of climbers. Over the past couple of years, I've seen an increase in the number of ski mountaineers on the hill in May and June. There have been quite a few weekends where we've actually seen more skiers than climbers at the high camps! It's no surprise that skiers and boarders flock to Rainier when the conditions are good (April/May/June) but to actually observe fewer climbers is interesting.

And with that said, ski demon Sky has been at it again. On the one day of really good weather last week (Friday), he and Dave Brown stormed the Success Couloirs and made short work of the route on skies. Not to be out done, Jason Hummel posted a sweet Fuhrer Finger trip report (a bit dated, but nice images). Photo by Dave Brown

North Wind, Meet Dirt Roads: the Rawland Nordavinden 650B

The Nordavinden is a newly released bicycle model from the small West-Coast company Rawland Cycles. Earlier this year I featured a friend's Rawland rSogn, which I could not ride because it was too big. At the time Rawland did not make a bike in my size, but they informed me that one would be coming out later in the year. We talked about a test ride, and as luck would have it, a demo bike was ready just before D2R2. I had it in my possession for a nice long weekend - most of it spent riding local and not so local dirt roads.






Norwegian for "the north wind," the Nordavinden was designed as a lighter, sportier frameset than its more rugged predecessors: a zippy bike with low trail geometry that accepts fat tires. Full geometry and tubing specs are available here. Like all Rawland models, the Nordavinden is designed in California and handbuilt in Taiwan.






The larger sizes are built for 700C and will fit a tire up to 35mm. The small size is built for 650B and will fit a tire up to 42mm (pictured here with Grand Bois Hetres).






The frame is designed for sidepull or centerpull brakes. The demo bike came fitted with Rivendell's (discontinued) Silver big-mouth sidepulls.






The dramatic curvature of the fork is immediately noticeable - prompting lots of low trail questions from those who saw the bike whilst in my possession. The trail is 30mm,with 650Bx42mm tires.






Unlike its predecessor rSogn's double plated crown, the Nordavinden's fork crown is the more minimal Pacenti Artisan II, with lighter fork blades.






The "ice blue" paint is a light, shimmery sky-blue. I tried to take some pictures that eliminated the shimmer and showed the true colour underneath. In person, the shimmer makes the blue look lighter. Compared to the (very similar) colour of the rSogn, the Nordavinden is cooler and a bit more saturated.






Looking at the Nordavinden next to the rSogn (front), they are similar at first glance, but less so upon closer inspection. The Nordavinden has an almost level top tube (1.5° slope), compared to the rSogn's more prominent slope. The Norvavinden's appearance is sleeker and more roadish - with fewer braze-ons, narrower tire clearances, lower bottom bracket, shorter chainstays.





Still, the Nordavinden is sufficiently versatile, with eyelets for fenders and braze-ons for a front rack (on the fork blades; optimised for Rivendell's Nitto Mark's rack).







The frame itself is welded cro-moly steel, with some decorative flourishes.






A Rawland chain-slap protector is included with the frame set,






As well as a Rawland seat collar.






The size Small is described as a 54cm frame, measured by its top tube. My ideal frame size for a road fit would have a 53cm top tube, but the small Nordavinden worked nicely with a slightly shorter stem.





Rawland advertises no toe overlap in any of their frame sizes. This held true for me (in size 38 clipless shoes), with room for a fender.







The demo model was built up with Velocity Synergy rims, White Industries hubs, a SRAM Apex drivetrain,






Chris King headset, Soma threadless stem and handlebars, Tektro short reach brake levers and bar-end shifters. The build was not done for me specifically, but I did have a say in stem length and handlebar width, to ensure the bike would fit me. Were this my own bicycle, I would do some things differently for sure. But sometimes it can be interesting to use unfamiliar components.






For shifters, I had a choice between SRAM brifters and bar-ends, and opted for the latter. Prior to this I had not used bar-end shifters in over a year, and it took me a bit to free my brain from Campagnolo ergo mode. By the end, the SRAM bar-ends grew on me, though I still prefer Campagnolo ergos on my own bike.






I used my own pedals and saddle, and installed two bottle cages. The bike did not come equipped for carrying a front load, as it was optimised to do, so I used a saddlebag when I needed to carry a camera and other items.The bike - as shown here, but without bag and water bottles - weighed just over 24lb.






I rode the Rawland Nordavinden for a total of 150 miles over the course of 4 days. First was a 30 mile shake-down ride, which included 12 miles of local dirt roads. The following day, I rode a 50 mile route at the D2R2, over half of which was dirt. The day after, I did a 40 mile local ride that included a paved road, a dirt road, and a rather technical dirt trail. And after that, I did a final 30 mile ride on paved roads - including a couple of hill climbs - before returning the bike.






What I noticed about the Rawland immediately, was that my sense of balance was different on it than on other roadbikes I've ridden recently. I found tight cornering easier than it typically is for me, and I found it surprisingly easy to change my position on the bike without disturbing its balance - allowing me the freedom of activities I usually have trouble with, such as drinking from the water bottle while riding. I remember similar handling when riding the Royal H. Randonneur last summer, but this time I think I was able to appreciate it more - particularly on unpaved terrain. At the D2R2, I was able to descend on loose dirt and gravel faster than I was comfortable doing previously, and to drink all the water I wanted without having to stop. It certainly added to my enjoyment of the day. The following morning, I rode unceremoniously on a somewhat challenging local dirt trail that I've never been willing to ride before.






As far as speed, the Rawland is plenty fast and accelerates with no hesitation. There is a snappy, responsive, roadish feel to it. On pavement it is not quite as fast as my Seven roadbike, and it does not climb quite as effortlessly. But as soon as the pavement ends, the dynamic changes. It's as if the two bikes were made to be friends and supplement each other. The Rawland glides over dirt and gravel, seemingly preferring them to pavement. In part, of course, it is the wide tires - which don't bounce me around the way narrow road tires do. But it's also the handling -again, that peculiar flavour of maneuverability that comes with low trail - that makes it easy for me to pick a line through rutted out areas and to corner on loose sections without reducing speed.On a bike with standard front end handling, I feel less confident riding on winding, unpaved roads and trails - especially descending. This preference might be particular to me, I don't know. But I found the Rawland's handling exceptionally agreeable for riding on dirt.






Notably, carrying weight in the rear was not a problem despite the bike's low trail design. It did not feel much different than riding without a saddlebag, except on steep climbs (with a full saddlebag, the front end "wandered" a bit). I do not know what the bike feels like to ride with a handlebar bag, but I can only imagine that not worse, considering that it's designed for one. I should also point out that I do not know what the bike feels like to ride long distances; my longest single ride on it was only 50 miles. With its front rack braze-ons, a bike like this just begs to be taken on a long, self-supported ride, and I hope to soon read some reviews from owners who've done that.






To think of criticisms is not an easy task here. I suppose I would like the bike even better if it were lighter, though I recognise the weight is pretty good for a bike of its kind. Anotherthing I can say is that I am fairly spoiled at this point as far as ride quality, and from that perspective the Rawland is not the cushiest bike I've ever ridden. It isn't a harsh ride by any means, but I feel that much of the cush is due to the fat tires - and that with narrower ones I would feel the bumpy roads more. Finally, as I've mentioned already,on pavementthe Rawland is not as fast as my Seven - but then I don't think it makes sense to pit them against each other; they are not meant for the same kind of riding. I would not mind owning a bike like the Rawland to supplement my skinny tire roadbike.






While showing off the demo bike, more than a couple of times I was asked why only the smallest Nordavinden size is offered in 650B. I must say I wonder as well, as it is precisely the combination of the wide 42mm Grand Bois Hetre tires and the handling that draws me to the bike. There is demand out there for lightweight, sporty low trail 650B bikes without having to spend a fortune on custom work. The Rawland Nordavinden retails at $725 for the frameset (available from Rawland Cycles directly). While I cannot vouch for the other sizes, I suspect the 650B Nordavinden is a bike that many would appreciate for road-to-trail riding.




Many thanks to Rawland Cycles for loaning out the demo bike, and thanks to the Ride Studio Cafe for putting it together.
More pictures here.

Tern Swoop: a Commute-Ready Folder

While we are on the subject of small wheel bicycles, I wanted to share my impressions of the Tern Swoop, which is due to hit bike stores in the US any day now. I test rode the Swoop at the Interbike Outdoor Demo earlier this year. This was the first Tern bicycle I've tried.






Tern is a Taiwanese manufacturer of folding bikes, whose launch was filled with drama. The company is owned by the son and wife of the owner of Dahon. When they left Dahon to set up Tern, the feud and back-and-forth lawsuits that followed fed the industry rumor millfor some time. But it seems that Tern is here to stay. Their initial models were met with positive reviews. Now in their second year of production, they've expanded their lineup, and that is how I encountered the Swoop.






The Tern Swoop is an ultra low step-over model, optimised for commuting in comfort. Specs include an aluminum frame, hi-ten steel fork, 20" wheels with fat tires, v-brakes, racks and lighting, and a quick and easy fold. The bike I rode was the Di7 model, which features a Shimano Nexus 7-speed hub. There is also a SRAM 2-speed Duo model.






The Swoop is a commuter-ready bike. The low stepover makes it easy to mount and dismount for everyone. The fenders and chainguard will keep clothing clean. The wide tires (Schwalbe Big Apples) make for a cushy ride. The generously sized rear rack and built-in cords allow for easy transport of luggage. In addition to the rear rack, there is a luggage socket into which a klick-fix adapter can be installed. This system works with a variety of front bags and baskets.






The bike also comes equipped with dynamo lighting, powered by the BioLogic Joule 3 generator hub. This hub has an on/off switch on the side, which is said to eliminate drag ("...in the 'off' position, the magnets are pulled away from the core of the hub").






The Swoop's positioning is relaxed and upright, with the flat, ever-so-slightly curved back handlebars set quite high for all but the tallest riders.






I rode the Swoop around the Outdoor Demo loop a few times, as well as on dirt for a bit. In total this amounted to 2-3 miles, including some uphill stretches. The bike felt comfortable and relaxed, not unlike a full sized European city bike. The fat tires drowned out bumps very nicely. Unlike some of the other non-Brompton folding bikes I've tried, the Tern Swoop felt pleasantly un-flimsy. I did not sense any play in the fold joints, nor did I feel flex in the frame while cycling. The ride quality was stable and novice-friendly. The bike cannot be called sporty exactly, but it rode faster than its looks suggest, and the gearing was low enough to make the uphill stretches painless, as well as to handle more serious inclines if need be.




As far as comparing it to my Brompton, the Swoop is a more relaxed and upright bike. It rode a bit slower, and somewhat less maneuverably. Without a front load, the steering felt considerably more "normal" than Brompton's distinct (some say "twitchy") steering.




One thing I should note, is that visually the Tern Swoop resembles the Dahon Ciao, which I have not tried. Tern's claim is that the Swoop is a stiffer ride, eliminating flex in the frame, folding joint, and "handlepost." Among other differences is the Swoop's carry handle, and slightly faster fold.






Tern representative Eric Mah demonstrated the fold for the camera, and I also tried it myself. The process is similar to Brompton's, so it felt familiar and intuitive.






The folded size, however, is considerably larger than Brompton's (Brompton: 23" x 22.2" x 10.6"; Tern Swoop: 31.1" x 28.3"x 15"). At over 30lb, the Swoop is also noticeably heavier than a similarly equipped all-steel Brompton (which, according to the CleverCycles configurator, would come in at 26lb, including dynamo lighting and rear carrier). As the Brompton is already borderline for my being able to carry it comfortably for longer than a minute at a time; I would struggle trying to do so with the larger and heavier Tern. That said, Terns are still among the most compact and lightest folding bikes.






The announced retail price for the Swoop is in the $900-$1,150 range, including the rear rack and lighting. The solid build, stable ride, ultra low stepover, commuter-ready features, and easy foldability make it worth considering for those seeking a compact urban transport bike. Overall, the Swoop seems to be a good value. I am curious to see how it will be received once it hits the bike shops.

Pitsford Reservoir anticlockwise

Just under 7 miles. Led by Mel, with Norma, Ian, Carol, Kate, Maureen, Eddie, Gordon, Barry and me.

Very warm and sunny. Coots, swans, geese, pied wagtails, yellowhammers.



Paused for ice-cream break at the causeway car park. Lunch at Willow Café. Unfortunately Outdoor shop closed now.

View across Pitsford Water to the cupola in memory of local businessman Lynn Anthony Wilson, who died . We walked past that on August 8 .

Do you Digi Scrap?

Today I am trying to do some more digital scrapbooking pages while we are traveling. I am making some basic templates to use later. It reminded me of my friend Eileen who is also learning digital scrapbooking. I thought I'd share one just in case she or someone else out there does digital scrapbooking and loves freebie templates. It is a layered template made in photoshop (PSD).

You can grab it here: Freebie Template



Here is the preview of it: