The Brompton: an Extended Test Ride

About a year ago, I briefly test-rode a Brompton folding bicycle and wrote about it here. We've been toying with the idea of getting Bromptons since before I started this blog, but it just hasn't happened. For one thing, I am not all that attracted to folders. They are fascinating, but they don't excite me in a way that would make purchasing one feel like an absolute priority. On some level, I also just instinctively don't trust that a small folding bike is as versatile and convenient as some claim: Is it really a good idea to ride a tiny bike in city traffic, where you want maximum visibility?Can a bike like this possibly handle hills? And don't those small wheels make for a harsh ride? My short encounter with the bike last year was insufficient to answer these questions, so I decided to test ride it properly once and for all. Harris Cyclerykindly lent me their demo model for this purpose. I left my own bike at Harris and rode home on the Brompton, then brought it back two days later.



The model I rode was the P6L-X, which means that it is set up with "butterfly" trekking handlebars, 6 speeds, fenders but no rear rack. The "X" at the end indicates that the frame is the lightweight version - with titanium fork and rear triangle. Generally Bromptons are available either all-steel or with titanium parts, either with or without fenders and racks, with a variety of gearing options, with or without dynamo lighting, and with a choice of handlebar styles.

Here are the three styles of handlebars next to one another: the "S" type (mountain bike style straight bars), the "M" type (traditional upright bars), and the "P" type (trekking or "butterfly" bars).



I chose a model with the trekking bars, because I was worried that my hands would bother me in the limited hand positions afforded by the other styles. I have problems with the nerves in my hands that make it difficult to hold them in the straight-in-front position for more than a few minutes at a time, so I did not want to take chances on the 9 mile ride home that awaited me.



Now I know that lots of people find these trekking bars goofy, and I agree. But you know what? The Bromptonis already goofy, so to my eye the bars look right at home here. Imagine replacing that expanse of foam with some nice cork tape - I think this could look great.



The gearing on the 6-speed Brompton is interesting in that it includes both a hub and a derailleur. The shifter on the right handlebar operates the 3-speed Sturmey Archer hub, while the shifter on the left operates the 2-speed derailleur.



Here is a close-up of the hub and derailleur together.

And a panned out view. Notice also the titanium rear triangle in this picture.



Titanium fork.



The crown on these forks is made in the style of the Raleigh/ Pashley fork, which looks very cute in miniature. On the all-steel models, the fork crowns look like this.



There is lots of debate among Brompton owners regarding whether the lightweight option is worth the hefty upcharge it fetches. The titanium parts reduce the weight of the bicycle by 2lb, and some claim that they also improve ride quality. Others claim that there is no difference in ride quality, and that the weight difference is negligible. Even after having tried both versions, I am unsure where I stand on this one. The online consensus appears to be that the lightweight package is not worth the price, but in person more than half of theBromptonowners I meet are sporting the titanium parts - shrugging diplomatically when questioned about its "value." Make what you will of that!



As I wrote in my previous review, everything on the Brompton is impeccably made, proprietary and adorable. The tiny fenders with tiny mudflaps are particularly endearing.



The little wheels mounted at the rear are so that the bicycle can be rolled when folded.



The staff at Harris Cycleryshowed me how to fold and unfold the bike and attached a huge basket to the front, so that I could carry all of my stuff home. I first rode on the streets behind the store without the basket, just to get used to the bike. Because the Brompton is so low to the ground and has such small wheels, it initially gives the impression of being a very long bike and this took me some getting used to. It also felt "different" from normal bikes when starting from a stop: At first there was an odd sensation of momentary front end wobble when starting, so I practiced starting and stopping at intersections until it felt natural. Then I mounted the front basket and set off.

My ride homewas just over 9 miles and the first half of it was on fairly busy, hilly roads, in 5pm suburban traffic. The Bromptondoes not handle like other bikes I am used to, but I did not find this bad or difficult to manage, just different. I soon discovered that the bike was easy to maneuver through tight spaces, and was capable of making dramatic turns gracefully and safely. I used this to my advantage when cycling through town centers in stand-still traffic.I was also pleasantly surprised by how easy it was to cycle up hill; The Brompton had a light, roadish feel to it when climbing. Cycling downhill felt stable, and the brakes were easy to control and modulate.

There is a lot of talk about small wheeled bikes having a "harsh ride quality," so here is my take on it.When riding the Brompton, I was aware of aconstant, but extremely subtle feeling of road vibration regardless of whether the road was smooth or bumpy. This sounds worse than it actually is, so let me clarify: There was no pain or sense of being "knocked about" associated with what I am describing, just a very tiny, barely perceptible "shimmy" type sensation. Interestingly, when the bicycle actually went over bumps - even sizable ones - it handled them better than the average full-sized bike. So: I am okay with the subtle shimmy if it comes with the superior ability to swallow bumps, but others might not agree. Best thing to do is to test ride the bike and see how you feel about the ride quality - but "harsh" would not be a word I'd use to describe it at all. I can imagine riding the Brompton long distances on bad roads.

The trekking handlebars were not as helpful as I had hoped in allowing for a variety of hand positions. I mostly kept my hands on the tops and occasionally on the corners. It is not possible to reach the brakes from the other positions, but moreover the other positions are not especially comfortable. I've been told by several Bromptonretailers now that many customers prefer the traditional M-bar, but with bar-end attachments that will allow for a more ergonomic hand placement.

Both the Co-Habitant and I rode the Brompton repeatedly over the course of the two days I had it on loan. My positive impressions included the high quality of the build, the smoothness over bumps, the maneuverability, the ease of mounting and dismounting (low step-over), the compact size, and the amazing load capacity. This bike is designed for enormous front bags, plus whatever the rear rack can fit - I had no idea it could carry this much stuff. And as far as aesthetics, I find the Brompton charmingly eccentric, and would be fine riding it. My favourite colour option is the raw lacquer, though I also love the new sage green. My not so positive impressions included the weight (a 20lb folding bike?), and the fact that should you not wish to drag the bike around with you everywhere, it is not so easy to lock up safely. While I know that most people are crazy about the famous Brompton fold, I am neutral about it. Maybe I'm just being difficult, but I don't get the miracle there: Okay, so it folds... Isn't that the whole point of a folding bike? But I am only partly serious and I do understand that it folds better than the other folders out there. It is a neat design that is especially conducive for travel - which is precisely why we are considering it.

In reality, our biggest problem with buying Bromptons is that in the course of choosing all the options we'd want (good lighting, 6-speed gearing, fenders, racks, extras) the bikes transform from what initially promises to be reasonably priced to something entirely unaffordable. Depending on the components and options selected, a Brompton can easily double or even nearly triple in cost, so that is something to keep in mind. Is it worth it? That depends on how much you want or need a folding bike. And among folding bikes, the Brompton is widely acknowledged to be "the best." Thank you to Harris Cyclery, in West Newton, MA, for this extended test ride.

Nene Way 5 Wellingborough Embankment to Irthlingborough

With Marta. About 11 miles in all. Weather variable - some showers, but mostly warm and dry. A test of map-reading today!





We followed the original Nene Way route, which meanders into and up to various places of interest along and above the valley.





A shaky sort of start - the map and the signs on the ground were at odds, and the directions in Mia Butler's book left us confused! Near the car park at Wellingborough Embankment, across the river from the Victoria Mill the Nene Way signs indicated following the river, either up stream towards Northampton, or downstream towards Irthlingborough. On the map the Nene Way crosses the A45 towards Little Irchester. But how?

Victoria Mill from the Embankment

Quarter of an hour's wandering - back to Upper Wellingborough Lock, then downstream for a while, and we were not a lot wiser. Though we had met the biggest collection of swans I've seen in one place:

Swan lake has nothing on the Nene

Eventually, after much thought, consulting the map and the guide, we went back to the London Road, and took the road to Little Irchester, which crosses the Nene. When we reached the bridge we could see a path coming up from the river - the spot where the signs directed us along the river bank. Maybe an alternative route has been developed, along the river, rather than with the diversions. The meandering path marked on the OS map is more varied.

The path leaves the riverside just before the bridge on this pic. Then you walk over it!






So, over the bridge and under the A45 into Little Irchester.

At this point we knew we were going the right way, as the instructions and the map now made sense! We walked down Daniels road, to the end, just after Newtown Road, where we turned right along the path which follows the railway cutting into Irchester Country Park. After a few minutes we passed the Irchester Narrow Gauge Railway Museum(open only on Sundays).



























When we got to the Cafe we decided a coffee was in order -

BIG coffee cups





According to our book the path is clearly signposted, but, alas, not clearly enough for us! More map study, and we made it to the next reference point - where the path almost touches the layby on the A45, before making further fools of ourselves - this time because we'd failed to check instructions.Navigating by nose, weheaded off on a very clear path, too far south, and failing to notice we should have crossed an open field! All the same, our native intelligence (hmm), judicious use of map, instructions and even a compass, put us right, and we found the track with steps leading out of the quarry at the northern end.

As we emerged from the quarry the view of St Katherine's church spire was impressive.

Pathway to heaven?

The weather vane is a catherine wheel - the way St Katherine was tortured to death, so not too jolly.

We followed the path as far as the cemetery, then went down St Katherine's Lane as far as the main street, where we turned left.





The path runs alongside this road, Chester Road, right up to the A45.

We had to cross the busy road on foot - there is a central reservation, but it's not ideal.

















































Obstacle overcome, we crossed a field next to Chester House, which is dilapidated, but clearly being renovated - maybe this will be the latest health spa and hotel?

The field is full of the bumpy remains of the old Roman settlement of Chester-on-the-Water, a village which existed in the fourteenth Century, but was deserted by the eighteenth. Chester House was the manor house.



(Update October - there are plans to open this as a heritage site)

Deserted village of Chester on the water

The bridge was built when the Nene Way was opened.

We crossed the two wooden footbridges, then walked through two large grassy areas where horses were grazing, in spite of what looks like vast amounts of ragwort, which, it appears is not normally a great danger unless incorporated in silage,and under the viaduct which carries the mainline railway to London.











We followed the Nene downstream to Ditchford Weir, and crossed the bridge over the weir, but soon realised that the path was too overgrown to be much use. The path we wanted ignored the bridge and continued to Ditchford Mill, which is labelled simply Works on the OS map. We crossed Ditchford Road, to a somewhat overgrown area. The blackberries were good! It looked like a rather odd smallholding, with a few sheep and some chickens, some out-buildings and notices about fishing in Isabelle's Lake. One of the fairly rare signs for the Nene Way was stuck to the side of a shed.





The path took us past sewage works, and an abandoned caravan, where someone had clearly spent a bit of time. Skew Bridge Water Ski Club and lake was hidden by trees. The path was easy to follow through Higham Ferrers Pits Nature Reserve , eventually taking us over the river and the A45 via a striking footbridge, with views over the noisy road and the tranquil fishing lake beyond.











It's clearly too tempting for the local motorcycling youth, in spite of barriers! Now, in my day . . .





On the other side of the bridge we soon came to a road leading up-hill, and letting us know that Higham lives up to its name. We left the Nene Way itself in search of food, and explored the main street, ending up in a small cafe and deli - 'Savour the Flavour'. Great £4 meal deal - sandwich, drink and a 'treat'.

Not sure about our morals, but food improved our morale

The town itself is very attractive, with its church, market place and further down the hill the remains of Chichele college.











The Nene Way follows Saffron Road, parallel to the main street, passing the cemetery, and Vine Hill Road.







We continued behind the Kings Meadow estate on a rough track which took us to another footbridge over the A45.





Straight ahead across the valley, then climbing up towards the odd-looking church tower of St Peters.



We went past the church to have a quick look at Irthlingborough market cross in the High Street, before returning to walk through the churchyard and along Nene View. Then it was downhill across fields to the A6, and we finished the walk outside Kettering Town Football Club's new ground.





Total so far - 50 miles - 5 separate days - average 10 miles per walk. I think we have three walks left to make it to Wansford, though the whole Nene Way in Northants is 70 miles. We did cover 5 and a half miles twice on the second leg.





, including our deviations from the route:You can work out where our coffee stop was, and our lunch stop, by the criss-crossing lines, like scribble!

Making Jelly

I have been trying my hand at making jelly since we had such a large crop of apples and peaches this summer. Making jelly is a long, time consuming process.

First you pick the fruit. Then you wash the fruit, cut it open and in the case of apples you can get the juice in several ways. One way it to simply cut the apples in at least quarter pieces, the smaller the better and cook them. Or if you want you can core the apples and cut into small pieces and cook them. You can peel them but you are loosing a lot of juice doing that as it does when you core them. Once the apples have cooked for an hour or so they will be very soft and mushy. Let the fruit cool until it can be handled. The most efficient way I found was to put several pieces of cheesecloth layered together in the ricer, or sieve and use a large metal spoon to smash the fruit causing the juice to leak through the cloth and sieve and into a large container under the sieve. When the fruit was all smashed I would pull the cloth out of the sieve, remove the sieve from the container and holding the top of the cloth closed with one hand I would squash the apple pulp in the cloth to get the rest of the juice out. Refrigerate until ready to make the jelly.

For the peaches I would wash them, cut them open removing the pit and cook the fruit following the same procedureas for the apples.This works for almost all fruit.

Now to the jelly. Heat the juice until warm. At the same time heat a large (and I mean large) pan of water with a lid for sterilizing thejelly jars. You can buy largecanning pots with a lid andmetal basket in it that work well. Mine is about five gallon pot. The jars I use for jellyare half pint jars. I use pint jars for canning applesauce, and apple slices, and peach slices. Wash the jars, their screw onrings and the sealinglids that have a rubber seal around the edge that come with them.When you first buy jars they will have all three parts but jars andscrew on rings can be used over and over. Never use an already used sealing ring. It won't work properly.You just have to buy new sealing lids each time you seal a jar.

When the waterin the large pot is boilinggentlydropjust the jars in the water to sterilize them. While that is happening add a packet ifSureJell to the juice and bringto a full rolling boil that can't be stirred down. Add the sugar. (SureJell has information on how to do this in all packets of Sure Jell and each kind of fruitneeds a different amout of juice per sugar amount.) Again bring to a boil and stir one minute at full rolling boil that can't be stirred down.You can skim the small amount of foam off the top if you want.

You should now have very hot jelly.

I did the first batch of apple jelly and it came out perfectly.

Oh, but the second batch didn't. It wasn't boiling and it wasn't boiling and I turned my back on it for about 15 seconds and it came to a boil and went all over the stove top, down the side of the stove both outside the door and inside the oven door. And all over the floor and under the stove.

What a mess!

I was able to rescue 7 jars of jellyof the 9 I had figured for. And it jelled and was fine. By the time hubby came in I had cleaned up most of the jelly on the stove top and down the door. But he had to help me pull out the stove and clean the floor under it.

OK I thought. Something always has to go wrong with cooking. this should be all of it.

I froze 8 quarts of peaches in the freezer and canned 6 pints of applesauce as well as having about 3 pints I kept for eating right away.

Next was some peach jelly. Horrors! It didn't jell!

I tried the information for redoing the jelly on the SureJell packet when it doesn't jell and it still didn't jell. I called them. They told me they didn't have any information except what was on the packet. (So why are there people you can call for help?)

I opened all the sealed jars, dumped them in the pot for cooking the jelly, started over but didn't add any sugar. but did add another packet of SureJell. It worked. Peach jelly jelled.

Now I have done a batch of jelly of half peach and half apple juice mixed together. I is good jelly.











Hubby has been pealing apples for more applesauce so I guess I know what I'll be doing tomorrow.

Right Up Front

Some readers notice that I always have the front brake lever set up on the right handlebar on my bikes and ask me why, since the opposite arrangement is more typical in the US. The quick answer is that I find the "right front" setup more intuitive and more convenient. I have owned bikes with both "left front" and "right front" setups, and consistently began to notice that I prefer to have the front brake lever on the right handlebar. So at some point we rerouted all of my bikes to have the front brake on the right side, and I've been happy since.



Some reasons why I prefer the "right front" set-up:



. My right hand is slightly dominant to my left, and it makes sense to squeeze the front brake - which is the dominant brake - with my dominant hand.

. On bikes that are coaster brake or fixed gear andhave only the front handbrake, it likewise makes sense to squeeze the sole handbrake with my dominant hand.

. Using the right hand for braking leaves my left hand free to signal turns and traffic maneuvers.

. This one is tricky to describe, but under some conditions I use the front brake as a "stop rolling" device when quickly dismounting my bike, and this maneuver works best when the front brake lever is on the right.

There are different views out there regarding which set-up makes the most sense, and Sheldon Brown has a nice write-up about it here. Ultimately, I think it is up to the individual cyclist to determine which feels more natural to them. And if the setup with which your bike came from the store doesn't feel right, be aware that this is something that can easily be changed by re-routing the brake cables.

Phend-Fisher Family Reunion Ledger (1922)

[page 1]
The thirteenth Annual reunion of the Phend and Fisher families was held at the home of Henry Phend at Columbia City Ind., on the first Sunday in September 1922.

There were 40 members and 7 friends present. The forenoon was spent in a social way. Songs were sung and games were played.

Blessing was offered by Jacob Phend after which a basket dinner was served. After dinner a short business session was held, Will Phend acting as president in Henry Phend's place. The secretary's report was read and approved and the following officers were elected for the following year.
Will Phend - President.
Ralph Ernest - V. President
Christ Phend - Treasurer
Fred Ernest - Secretary.

After the election of officers several short talks were given in which special emphasis was laid upon

[page 2]
the true Christain [sic] spirit which has always predominated in the Phend - Fisher reunions. Younger members of the reunion were urged to take a special interest and help to perpetuate the feeling of good - will and fellowship.

It was decided by vote that the next annual reunion would be held at the home of Jacob Phend, north-west of Elkhart on the first Sunday in September 1923.

Ice cream was served after the business session. Every body reported a good time and expressed their intention to be present at the next annual reunion.

Fred ErnestSec'y.


The Phend-Fisher families gathered for a reunion in Elkhart County, Indiana almost annually from 1909 until 1943. Usually held at Nappanee, the events of the day were recorded in an old ledger book. Spelling has been retained as it was in the original though some punctuation and paragraph breaks have been added. To view all articles in this series click on the "Phend-Fisher Reunion Ledger" label at the bottom of this post.

Stellar weather and long term forecasts

I found this long term forecast from the Climate Impacts Group. They've done a little weather projecting into the fall and winter (and even the spring). Here is an excerpt,

The seasonal outlooks through spring 2007 suggest... a continuation of warmer than average conditions throughout the region for the coming fall, winter, and spring seasons... pointing toward[s] a weak-to-moderate intensity El Niño event for the next few seasons... suggest[ing]... an anomalously dry fall and winter for much of the region.

Of course there were some serious disclaimers, but if you follow this prediction, the forecast doesn't look so hot for skiers.

In the meantime, it's warm and dry on the mountain. Camp Muir enjoyed a balmy low of 49 last night! It's at 59 degrees as of 9 AM.

Image by Rob Veal

Dutch Bike: Impressions After an Absence

I own a 15 year old Gazelle A-Touren that is pretty much the prototypical Dutch bike. It was my main city bike for a while, until I put it in storage last November. Yesterday I retrieved the Gazelle (I am looking to sell itedited to add: I have now sold this bicycle), dusted it off, and rode it for the first time in 4 months. The nice thing about riding a very distinct type of bicycle after a long absence, is that everything about it seems new again and you notice aspects of the ride quality that didn't stand out when the bike was familiar. So I wanted to take this opportunity to write up my impressions of Dutch bike handling - from the altered perspective of someone who's now also ridden a variety of other bicycles.





My first impression of the Gazelle upon our reunion had to do with the riding position. I forgot that it was even possible to be sitting that upright on a bicycle! I consider my other 3-speed and my mixte to be upright bikes as well, but they are certainly not compared to the Gazelle. The rider's position on this bike is akin to sitting in a chair: back straight, shoulders relaxed, hands holding the bars in much the same manner as one would hold an open newspaper or a tray.







The handlebars are dramatically swept back and very close to the body. There is no feeling of reaching at all - my hands just basically rest on the bars naturally if I simply plop them down, bent at the elbows. This also means that there is very little weight being placed on the handlebars, or on the front end of the bike at all for that matter.





The unweighted front end was a sensation that took getting used to after an absence. However, it was really just a matter of training my body to adjust to it. After circling the block a few times and picking up speed, the handling already began to feel intuitive again. With the handlebars way behind the font hub, this is not a super-responsive bicycle. There is almost a feeling of passivity or detachment in riding it, like being in the back seat of a vehicle instead of the driver's seat.






These factors combined are what's responsible for the "regal" feeling associated with riding a Dutch bike. The effortlessness, the perfect posture, the ability to observe one's surroundings in a way that cannot be done on other bikes - it all encourages a relaxed and confident attitude. The wide 28" tires create a plush ride quality that further contributes to the luxurious feel. The nuisance of potholes and rough road surfaces need not trouble the rider. As I rode the Gazelle around the neighborhood, it felt as if I were sailing aboard a luxury liner more than riding a bike. I had completely forgotten that sensation.




Of course another thing I'd forgotten was the weight of the bike. At just under 50lb, the Gazelle is an armful to drag up and down even a small set of stairs on a regular basis. Having now gotten used to my "heavy" city bikes being a good 15-20lb lighter, I admit I did not welcome the extra weight.






The bike's weight however, does not pose a problem when the Gazelle is in motion. It accelerates easily and retains momentum extremely well. On flats I can fairly quickly get it to 17mph+ in the high gear, which is about as fast as I'd want to go in the city anyhow.




Uphill is of course a different story, though it's not quite as bad as you might think just by looking at the bike. Uphill the Gazelle is slow, but responsive to hard pedaling effort. Unlike some other heavy city bikes, it does not attempt to pull me back, but is willing to advance slowly forward and upward as long as I am willing to push.






Having had the bike out of sight for so long, it was also nice to see its lovely little details again. Being of mid-90s production, the bike is not exactly "vintage," but still the details were more nuanced on these older models than they are today. Examining all the intricate, albeit now rusty, little embellishments on it is a pleasure. The bike was well used before I got my hands on it, and spent a great portion of its life outdoors as I understand it. In light of that history, the extent to which its functionality and aesthetics have been preserved is impressive.






While I love and respect the Gazelle, for my current transportation needs I've come to prefer a more active ride and a slightly more aggressive posture. Still, the positive qualities of this bicycle are hard to beat.




The Dutch bike is an excellent choice for a cyclist who wants to be as upright and relaxed as possible, enjoys a plush ride, prefers to do little to no maintenance on their bicycle even in winter, lives in a fairly flat environment, and is undaunted by weight. It will also appeal to those who love vintage elegance: The basic design of the Dutch bike has gone largely unchanged over the past century and remains an icon of transportation cycling.

The Broadmoor-Once Upon A Time and Still Here Today

My grandfather, Roger Louis Calvert, was the first manager of The Broadmoor Apartment Building on Connecticut Avenue when it opened in 1929 which was a long way from the farm he grew up on outside of Meridian, Missisissippi. Here is a clipping from the Washington Post:


Today the Broadmoor is a modern co-op, but still has the details of grandeur. A friend of mine is a current resident and is looking to gather history about it. Recently she found out about another restaurant there (pre-1948) called The Marguery.


If you have any stories or memories, please write or leave a comment here.