Bucks Bicycling

Sweet Find on Freecycle

noreply@blogger.com (Eric G. Elinow) — Mon, 29 Dec 2008 15:50:00 +0000

Quick post even though it has been a while. Just wanted to update about a recent find on freecycle. Someone posted the followg:

"I think it's an 18 speed, up to six on one side and L, M, an H on the other. The tires are good and there is rust but things move. It's green and for a tall person. The seat is ripped but you can sit on it. It says it's a racing bike and the tires are knobby. The gears say Shimano."

In actuality it isn't for a tall person as I'm 189 cm and it is too small for me. I can say however that there were a lot of truth in that post. It was a race used bike as there are teeth missing on the biggest gears at the crank and the seat was torn to shreds. The great news is that the shift gear is all Shimano, as are the derailleurs, not to mention a nice set of clip-less pedals.

I guess I have my next project for the '85 Schwinn Sprint, not to mention a new project frame for my wife if she wants it for Summer family rides.

Riding in Fog : 14 October, 2008

noreply@blogger.com (Eric G. Elinow) — Tue, 14 Oct 2008 16:29:00 +0000

This morning was one of my normal reverse loops (New Galena to Sellersville Road to Township Line Road to Hilltown Pike) and the weather was pretty close to as perfect as one could expect for this time of the year, sans the fog. It was about 11°C so I knew that while I'd sweat, the temperature was cool enough that I wouldn't be drenched. Again, this was sans the obnoxious fog with which I had to contend. Which brings me to the point of this brief post.

Riding in fog, whilst very beautiful and quite cooling/soothing upon ones exposed extremities, does indeed pose a safety risk. I happen to be fortunate that those in my area are seemingly cautious, as I myself also espouse to be. The most peculiar thing about today's fog was that it was so thick in the valleys/dips in the road, of which there are many, particularly where New Galena approaches Barry Road heading towards Sellersville Rd. Sellersville Road dips down low, and most of all Township Line Road which seems to have several pockets that just attract a considerable amount of the low-laying vapours.

I didn't realise though, through how much fog I actually rode until I finally completed my morning running. I first noticed on my ipod shuffle, which appeared to be sweating (which obviously wasn't the case). I then realised that my bucksbicycling.com royal blue hooded pullover was harbouring what seemed like a million beads of water, much akin to an intricate spider web after a spring shower. I think I need a rain pullover for days like this, but one that is breathable nonetheless.

I do wish to also mention that for the first time (while riding), I ran across another cyclist as she was riding what I believe to be a shorter loop which hits both New Galena and Township Line Road. She was helmeted, but thankfully I don't believe she was wearing any bicycling specific attire, the way it used to be, and the way it is in so many modern nations. If you're riding over 50 km, or in a race, I can understand special attire but as someone who travels 32 km in jeans and a variety of shirts (sweatshirt, golf shirt, t-shirt), I can attest that normal clothing works fine for both my Hybrid and my Road bike with drops.

Either way, if you are the woman who was riding that route in Central Bucks on both New Galena Road and Township Line Road this morning and saw another cyclist on an older road bicycle with drops wearing a blue sweatshirt (in the fog) who nodded back to you both times, please respond here as it'd be nice to chat with other local solo riders in our rural area.

140 Revolutions Per Minute

noreply@blogger.com (Eric G. Elinow) — Fri, 03 Oct 2008 13:30:00 +0000

Today was a new personal best top speed. I rode the full Hilltown Pike to Route 152 to New Galena to Hilltown Pike route (H152NGH). The climb is getting far easier as I found myself not shifting into easier gears as early as before (if at all). I'm also starting to really feel it in my calf muscles. Back to top speed. Of course this is talking a downhill speed, one during which I've assumed the position on the bottom of the drops and pedal furiously while still remaining seated (as it has been suggested for better development of overall strength.

I hit 68.2 km/h .. That's a little over 42 mph for those of you still using outdated imperial units of measure only utilised by America and two other third world nations. My Previous best was a whole 10+ km/h less. The really scary part about this was the RPM at which I was cranking. 140 RPMS as I've figured out from doing the math based on my crank arm length, front gearing (52 big), and rear gearing (14 smallest) for this particular bicycle. Even more so insane is that it translates to 2.86 gear metres (112.6 gear inches). Obviously not optimal for actual shape and training, but still an interesting personal statistic.

I do believe that I've developed a slight wobble in the rear wheel and will have to break out the spoke wrench as well as check tyre pressures and upon doing so may be able to achieve even better results.

Daily Ride Update

noreply@blogger.com (Eric G. Elinow) — Thu, 02 Oct 2008 13:20:00 +0000

This morning I went out for my daily exercise ride and quite frankly, I feel great. I started these daily rides on my road bicycle since I rebuilt it. Today was no different with the exception that I had to tighten the nut (not quick release) on the dérailleur side because the wheel was cocked up toward the frame. A simple flick of a ratchet and all was true.

My exercise schedule has been as such:

Monday: Ride 8.1 km up Hilltown Pike to Township Line Road to Sellersville Road to New Galena and back to Hilltown Pike. During lunch time work with free weights (2.25 kg dumbbells).
- 3 sets of 10 Forward Arm Raises
- 3 sets of 10 Triceps Curls
- 3 sets of 10 Dumbbell Squats
- 3 sets of 10 Lateral Raises
- 2 sets of 20 Full Stomach Crunches

Tuesday: Ride 8.1 km up Hilltown Pike to New Galena Road, to Sellerville Road to Township Line Road to Hilltown Pike.

Wednesday: Ride 12.3 km up Hilltown Pike (big 77 m altitude change over the first 2.83 km) to Limekiln Pike (Route 152) to New Galena to Hilltown Pike. During lunch time work with free weights (2.25 kg dumbbells).
- 3 sets of 10 Forward Arm Raises
- 3 sets of 10 Triceps Curls
- 3 sets of 10 Dumbbell Squats
- 3 sets of 10 Lateral Raises
- 2 sets of 20 Full Stomach Crunches

Thursday: Ride 8.1 km up Hilltown Pike to Township Line Road to Sellersville Road to New Galena and back to Hilltown Pike.

Friday: Ride 8.1 km up Hilltown Pike to New Galena Road, to Sellerville Road to Township Line Road to Hilltown Pike. During lunch time work with free weights (2.25 kg dumbbells).
- 3 sets of 10 Forward Arm Raises
- 3 sets of 10 Triceps Curls
- 3 sets of 10 Dumbbell Squats
- 3 sets of 10 Lateral Raises
- 2 sets of 20 Full Stomach Crunches

After each ride, I weigh myself via my Wii Fit (nice digital scale with record keeping). I also track in a spreadsheet the distance, time, average speed and maximum speed along with any weight changes.

Saturday: Time permitting, I ride 32 km on my 2007 Schwinn Voyageur GS hybrid to my in-laws for our weekly get together.

Next week, I will be starting (also on Monday, Wednesday & Friday) the 100 pushup program.

So far with the above training regimen, I have lost 3.5 kg in a couple of weeks. I've made some slight dietary changes to go along with my exercise as suggested by Eric Harr in his book "Ride Fast". I stopped drinking sodas except infrequently. I limited food intake after 21:00, I cut back my portions and ultimately started drinking water with 3 slices of fresh lemon in lieu of other beverages containing more sugars. My food otherwise has been healthy as I generally cook fresh meals for myself and my family every night. Last night was a bad night because it was breaded chicken strips, but prior to that it was 200 g portions of filet mignon. We eat lots of fresh vegetables and fruits (which I might add I usually pickup at the grocers on my hybrid rather than my auto).

Old 10 Speed Gallery : Bike of the Day 24-Sep-08

noreply@blogger.com (Eric G. Elinow) — Thu, 25 Sep 2008 14:05:00 +0000

Just a quick item worth mentioning. The 1985 Schwinn Sprint which I recently acquired and restored from the ground up has been featured as the bike of the day for 24 September, 2008 at the Old Ten Speed Gallery. Please show support for their great site and give it a visit. I've found some serious inspiration for future projects, and a considerable appreciation for already featured bicycles on that site.

As a side note, I'm restricted to riding on my stationary bicycle (by Giant) at the moment because in the process of working on my new storage shed (hand built & designed) I pulled my muscles/tore something in both arms, making riding very painful and difficult on anything other than my Voyageur (which I need to adjust the rear dérailleur).

Eric

12.3 km Morning Workout : Hilltown Pike - Limekiln Pike - New Galena Loop

noreply@blogger.com (Eric G. Elinow) — Wed, 17 Sep 2008 14:36:00 +0000

After taking yesterday off as a rest day (as suggested by Eric Harr in his book "Ride Fast" availble from Rodale press) I was back on the Schwinn Sprint today. I upped my morning workout by increasing not only the distance in which I would ride, but the amount of climbing involved. Up until recently the largest altitude change in terms of climb was a total of 24 metres and that was solely Hilltown Pike near Bethlehem Pike to where Hilltown splits with Township Line Road. Today was different as will be explained after the image detailing the loop/circuit.

This route follows Hilltown Pike and starts with the hardest and steepest uphill portion of the loop. Over the first 2.83 km there is a 71 metre climb (233 feet). This was actually quite exhilarating and there is a reward for effort put forth as the road levels off for a short distance before hitting Limekiln Pike (Route 152 South).

The second leg of this loop is almost entirely downhill dropping 69 metres over a shorter 1.6 km distance. Pedal all the way as the road surface is very smooth and curves are at a minimum. I do have to say that my poor Schwinn Sprint at one point was under-geared for all out pedaling during the deepest part of the descent as I had trouble keeping pedal speed up in my highest gear, but I found this was only for a few rotations of the crank at a time. As the end of this leg of the loop nears, the road bottoms and starts a few metre climb passing the entrance to Peace Valley Park on the left (Creek Road). Immediately thereafter on the right is New Galena Road.

Galena Road is a fairly flat section of road for the next 1.9 km, only starting to descend for the last .5 km before continuing to the right after the intersection with Barry Road. A few turns and the remaining 2.1 km proves to be fairly flat with a few inclines of only a couple of metres with a slight climb where New Galena dead ends into Hilltown Pike.

A final left onto Hilltown Pike concludes with a 12 metre downhill. Total time for todays ride was 33 minutes. I now have a time frame against which I can now measure improvements.

If anyone wants to join me on this ride, please feel free to contact me, my email address is eric at the same domain as this site.

First Short Workout Ride on the Sprint

noreply@blogger.com (Eric G. Elinow) — Sun, 14 Sep 2008 20:39:00 +0000

Today I finally had the time to take out the completed 1985 Schwinn Sprint road bike out for a light workout ride. By light workout I mean several things.

First, I haven't had the opportunity to ride this bike more than 750 m around two blocks to make sure that the wheels were solid and the tyres were holding their air (and not ballooning out of the sidewall like when I first installed them in a absent-minded manner).

Second, I haven't acquired a tool kit, or a secondary patch kit for this bike, nor do I have a strap on water bottle cage for this bike (as it has no brazed on mount points for normal bolt on attachments.

Lastly, it was 34° C today and quite frankly the humidity made it feel as if I were basting in an oven. I'd rather bike quasi-lightly today to be able to bike again, another day. This route involves starting at the bottom of a hill (in Hilltown Township) and climbing 29 metres over ¹/₂ km. The are enough flat areas on this route that make it an enjoyable ride, but given that I was always trying to keep spinning, it did take some effort and I did sweat. Hopefully this will subside as it has when i ride my hybrid 30+ km.

The results of the 11 km route I took (on a whim mind you, there was no predetermined plan outside of which direction I was going to head at the start of my journey) were rather interesting. I need to move my seat further back, I need to adjust the height of my seat and ultimately, I need to get better padded gloves as even with the wonderful supportive drop bar wrap from Specialized, I was feeling a bit of pressure in my hands.

It has been a long time since rode a road bike and while I know that I'm a bit out of shape for that kind of riding, I know that I'll be able to start dropping kilos If I keep this kind of workout as part of my regular exercise.

This bike is a success but does need some fine adjustments both to its seat and bars, as well as to the rider who happens to not be used to the harshness of the terrain on this 35 year old back which once suffered two slipped discs. Looking forward to the next ride.

1985 Schwinn Sprint: A Success Story!

noreply@blogger.com (Eric G. Elinow) — Sat, 13 Sep 2008 18:53:00 +0000

No more than 15 days after receiving a 1985 Schwinn Sprint, I can happily state that the rebuild is hereby declared a success. I would have been done sooner had I not needed to get to Scooter's Bike Shop in Souderton, PA to pickup supplies.

Last evening whilst watching the Daily Show and the Colbert Report with my trusty multi-sized spoke wrench, spent considerable amounts of time truing the rear wheel (which required the most work) and to a lesser extent, the front. If one takes their time, seemingly lost wheels can be brought back to their original roundness.

Finally, this morning I was able to put on my black Phat Wrap handlebar wrap from Specialized on the Sprint. There was only one last thing to do and that was give it a quick test ride. This was a dramatic difference from the previous test ride. I find that the combination of having proper round wheels along with the shock absorbing bar wrap has transformed this bicycle into something else. It feels like a brand new bike, so much to the point that had I bought this bicycle new, I would not be disappointed.

The fun part beings tomorrow morning when I take my first hour or so ride up and through Peace Valley Park. I do need to get a bike pack for storing a patch kit and what not, but simply for tomorrow I will take the bag from my Voyageur Hybrid. The Sprint also lacks any brazed on mountings for a water bottle, so I will need to figure out something about that as well.

1985 Schwinn Sprint Update #1

noreply@blogger.com (Eric G. Elinow) — Sun, 07 Sep 2008 16:14:00 +0000

After putting on a new set of tyres and tubes along with cleaning the frame and replacing the brake cables and sheaths (including fresh white lithium grease), I was able to take this free find out for its (reborn) maiden voyage. My initial impressions are as such:

- This frame while 13.6 kg doesn't feel heavy, but it does feel solid and surefooted.

- The adjustments made on the seat height thanks to lessons learned from Sheldon Brown's site for my commuter bicycle have made for very good pedalling position.

- The handlebars need to be raised a little higher, but they are at a pretty good distance from the seat to match the length of my arms (and my larger 189 cm frame).

- I need to tighten both the front and rear brakes as the first ride proved that they required too much actuation to provide adequate stopping force.

- The wheel adjustments are bang on in terms of mounting.

- The air pressure is nice, though I will add another 150 kPa of air to each tyre.

- The gear ratios of this 10 speed are nicely spaced, though definitely leaning towards higher speeds.

- Stability is very good as this adds to the feeling of light-footedness of the heavier frame.

- The gear levers to which I need to re-acclimate myself, will take some time. They also need to be tightened down as they rotated a little with my short ride.

I chose a simple ride up Hilltown Pike off of Bethlehem Pike. Roughly a 0.7 km stint. This was solely to test brakes, gearing and overall positional settings. The chain doesn't make any noise, though it will be cleaned and oiled before any serious distance is placed upon this bike.

This Schwinn was quite a find, and for the roughly $40 I invested into renewal parts, I'm quite satisfied that I have found a good winter trainer, though I my Voyageur will still be my primary ride for grocery getting, breakfast and long distance (>30 km) rides. I would like to add that eventually I'd like to take >30 km rides on this road bike, however once I get to that point, I may be upgrading to a new road bike, frame and/or components as it will be time.

I will be posting updated photos when I've completed the cabling refresh to show the 'after' pictures to the previously posted "before" pictures.

Newly Acquired 1985 Schwinn Sprint

noreply@blogger.com (Eric G. Elinow) — Fri, 05 Sep 2008 19:17:00 +0000

For the second time this week, I found myself being offered another bike with a perfectly good frame, and unlike the first bike, a small AMF Roadmaster Scorcher, this one is in great shape, and just my size.

It is a 1985 Schwinn Sprint, as ascertained by the rear dérailleur's BF code which dictates its date of manufacture (June of that year to be specific). It has a 53cm head tube, 55 seat tube, 83 cm stand over height, weighs 13.6 kg and sports 27 x 1¹/₄ wheels. It also wears Suntour Hero Dérailleurs & Brakes all around.

Thus far it is apparent that the rear wheel is out of round and needs to be trued, which I will do. The short list of needs for this bike is rather simple. New front and rear tubes and tires. Adjust the brakes, clean the whole frame. Degrease everything as well as replace and adjust ALL brake and dérailleur cabling.

It will be finished off by custom re-skinning of the saddle and retaping of the drop bars. I'll keep everyone posted, but I do have to say that I'm really happy with this bit of good fortune as this bicycle fits me like a glove and reminds me of my Raleigh that I rode the life out of back in 1985 when this was built.

Project Bicycle #1: Initial Tear Down

noreply@blogger.com (Eric G. Elinow) — Thu, 04 Sep 2008 03:06:00 +0000

As I write this entry, it is 23:12 on 3 September and all but the chain and front wheel have been removed from the frame. I decided about 1.5 hours ago to put on "Breaking Away" as a themed background film whilst initiating the removal of all the parts to the bare frame.

This process has taken considerably less time than I thought it would take. Removing the front and rear dérailleurs. The handlebar stem was next, though it would've made more sense to remove the brakes first. Either way, I was able see to that in no particular order. The brakes followed shortly thereafter. Somewhere in the mix, the rear wheel was removed. All items were neatly labeled and placed into clear plastic baggies.

I still have to get back to removing the front wheel and the chain guard on the rear wheel being that it won't be necessary given the single-gear conversion negates the need for said guard. I'm going to remove the chain tonight and place it safely away for later cleaning.

The next major step in this project is cleaning off all the parts, including the frame in preparation for polishing of bare metals and a sand/respray of the whole body.

Project Bicycle #1: Assessment & Plans

noreply@blogger.com (Eric G. Elinow) — Wed, 03 Sep 2008 13:57:00 +0000

What we have is technically a frame that we can use and not much else. This is fine though as I wasn't expecting much given the source, so there really isn't any disappointment. The 'unit' as it stands right now is as such:

An AMF Roadmaster Scorcher (circa 1980) in a solid red colour with 51 cm seat tube, 56 cm head tube, 10-speeds, original unwrapped (ouch) Mæes drop bars, 26"'s, front and rear Yoshikawa brakes, stamped horizontal dropouts most similar to the Campagnolo 1010 and Elgin dérailleurs.

The frame is free of all rust and there are no noticable cracks, fractures, or bends. The handlebars are way out of alignment. The Mesinger seat is mounted at its lowest setting and bright red. I'm not sure of the composition of said seat either, so material is in question. The rear wheel doesn't appear to be true, and both front and rear 36 spoke wheels are showing surface oxidation. The front may be salvageable, but the rear due to its shape may not be, given the age. This is afterall a 28 year old bike that was bargin basement low-end when new. It is a welded frame with no visible weld marks at the seams and total weight measures in at appoximately 13.6 kg (roughly 30 pounds for those imperialists among us).

The design goals for this conversion are as follows:

- Convert into a Fixed Gear/Non-Freewheeling Endurance Builder

- Refurbish wheels, straighten via spoke adjustment

- Remove the rear brake, leaving just the front.

- Remove the front and rear dérailleurs

- Clean all metal components, plus frame after complete disassembly.

- Respray frame a nice Dutch oranje with a rood, wit and blauw angled stripes.

- Purchase new chain

- Acquire new pedals with toe-clips.

- Wrap drop handlebars

- Replace the Handlebar stem.

- New tyre tubes, possibly new tyres themselves going with a 650c if possible.

- Locate a new saddle, or reskin current in a padded leather or pleather.

- Initially test with a 52/14 gear ratio.

I have already contacted 'Scooters Bike Shop' in Souderton, PA to inquire the owner regarding an upgraded L shape handlebar stem, which he said he should have laying around of spares.

New Project Bicycle

noreply@blogger.com (Eric G. Elinow) — Wed, 03 Sep 2008 11:52:00 +0000

In about two hours from now I'll be stopping at a nearby home in relation to my own to pickup an older 10 speed (in good condition) which is being donated to bucksbicycling.com's as part an effort to refurbish and reuse older bicycles rather than allow them to sit idle and/or become simple refuse.

This will also kick off the "Project Bike" series as an interspersed supplement to this blog. We will be detailing the start condition, tear down, rebuild/conversion, and finishing of a series of bikes as time progresses. Utilising knowledge from a multitude of sources (all of which will be referenced via hyperlinks for all to explore) we intend to provide advice on how to go about refurbishing and/converting not only adult bicycles, but those for children as well. There will be 10 speed and such vintage rebuilds as well as fixed gear and single speed (not to be confused, though not mutually exclusive either) conversions.

Additional updates will be posted later today if possible showing the initial pictures of the received donor bicycle and we'll proceed from there after our assessment.

Note: Those wishing to donate bicycles towards future projects may do so by sending an email directly to donations@bucksbicycling.com

A Touchy Topic : Bicycle Helmets

noreply@blogger.com (Eric G. Elinow) — Wed, 27 Aug 2008 02:26:00 +0000

Where to begin on the discussion of bicycle helmets... This is one of those topics in which all parties, regardless of their viewpoint, are fervent in their respective opinions. I think the best way to start off is with my own view on bicycle helmets.

I'm not particularly fond of them. This doesn't mean that I have an aversion to helmets, to the contrary, I'm all for them; where their use is appropriate. I relied heavily upon my kevlar Bell M2 helmet when I raced in Motorsports in both Hillclimb and Pro Rally classes in the SCCA from 1993-1998, taking the 1996 Northeastern United States Hillclimb Championship for Rally class.

I wholeheartedly agree that Motorcyclists riding at 100 km/h and above should be wearing helmets (as well as full body leather motorcycling safety suits). I agree that bicyclists racing whether in a velodrome, mountain side, or street course should be wearing their protective headgear. Lastly, I agree that all new riders (whether children or otherwise) wear protective gear consisting of at minimal, a helmet for a period of time at minimal equal to 50 hours of seat time whether this translates to a few months or several years.

However, I do not believe that helmets are a necessity in any other situation. I live in Central Bucks County, Pennsylvania in the USA. We have twisty back roads with blind crests and sweeping turns through narrow roadways sans bike lanes and in many cases they lack road shoulders as well. We also have many major routes which I also ride on a regular basis when travelling to see family, to go shopping and for sheer pleasure.

A few of my reasons for my views are as such; There are no conclusive studies showing the effectiveness of bicycle helmets in a crash against a motorised vehicle which have actually been conducted with non-biased slants in a proper double blind fashion entirely steeped in the scientific method. Data which exists at the moment is skewed horribly and has been repeated continually by helmet supporters with an almost blind religiousity.

The statistics which do exist from around the world seem to contradict much of the fears of the pro-helmet's-in-any-case crowd. Furthermore, one of the most stunning bits of research which we do have available to us clearly shows that motorised vehicle drivers drive approximately half a metre closer to helmeted bicyclists than those without helmets. I have also (in a non-scientify observation) witnessed much of the same, however being that it was indeed done in a non-controlled manner, should be taken with a grain of salt. Use your own eyes and observe what you will.

All of this being stated clearly above, I will make this suggestion. If an experienced bicyclist wishes to ride sans helmet, so be it, it is their choice. If you vary with that particular view and want to wear a helmet, feel free to do so as well. If you are with the latter group, I do have some suggestions.

Get fitted for a ASTM 1492 certified skateboarding helmet. Unlike bicycle helmets which are good for a single impact, shaped for a lower coefficient of drag and as well as stylish reasons, the semi-spherical skateboard helmets which meet the ASTM 1492 standard are designed with safety functionality over form first, as well as providing the ability to handle multiple impacts. Some forward thinking bicycling organisations and companies have seen through the facade that is the more stylish helmets and are making a real commitment to rider safety.

Whatever opinion you hold on this topic, just remember that everyone is entitled to their own view on this highly debated, fairly heated topic. Show some respect by not trying to shove your opinion down others' throats as they only cause to enrage other cyclists when in reality we have bigger battles to fight such as equality on the roads and in the minds of the non-cycling public.

The Almshouse Road Hill & Rude Drivers

noreply@blogger.com (Eric G. Elinow) — Sun, 24 Aug 2008 20:33:00 +0000

Yesterday I decided to bike a variation the 32 km ride from Hilltown to Holland I had written about two days prior. This is a simple variation make a left onto Turk Road which is about 1 km or so prior to intersecting with Route 611, and then making a right another 1.5 km down the road onto Almshouse Road.

The purpose of taking this route is two fold. Firstly, this is a route I know fairly well as I have driven it many times as it is less travelled and involves passing through a small park area which is always nice to see. The second reason being that a different set of hills are involved via going this way, and one particularly nasty one at that.

Upon crossing 611 on Almshouse there is a nice series of downhill curves which allow for some very nice speed all the while providing a nice wide lane in which to travel. This however comes to an end at what is by far, the single nastiest hill I have ever had conquer via bicycle. To give an idea as to the grade of this road I can simply say that in my car I usually downshift two gears.

Another problem with this particular section of road is that there is no shoulder at all, which normally isn't an issue, but the road being on a twisty hillside also proves to be almost too narrow for automobiles. The first section of this hill forced me to succumb to it and drop into my lowest gear. When that first section of road plateaus one can jump up to their mid-gearing cogs and make some speed, however they will find themselves dropping back down a cog or two to traverse the last section of road.

The rest of the Almshouse route is pretty calm with lots of flats and a few slight grades until crossing route 263. Approximately 1.75 km after the Almshouse Rd. & 263 Intersection is one of the best downhill areas I've ever ridden, road or park paths included and it lasts for about 1 km. Needless to say the road is a little bumpy and the speed is awesome not to mention the wind in my face helped to cool me off on a day which was pushing 29&deg of heat.

This segued into a slight hill at a railroad crossing, followed by a very minor uphill section for a few kilometers more. The road flattens out after crossing Hatboro Road but then finishes with a nice downhill area where it intersections with Route 232 (2nd Street Pike). Making a right at that intersection and staying towards the left lane for ¹/₂ km allows one to follow the directions from the Shopping Centre on the previous route directions.

It was at this left lane that my next issue comes into play. I was in the left lane ready to make my turn waiting for the turn arrow (yes, this intersection is sensitive enough for our bicycles to trigger the turning traffic signal) that I first noticed her. A woman driving what I believe was a Dodge Neon (Class C) type vehicle chatting away on her mobile phone. The signal turns the left arrow green and I proceed having the right of way.

As I'm mid intersection she mindlessly turns cutting me off. I don't know if she saw me and wanted to get in front of me because she feared I might delay her ride by ¹/₁₀^th of a second, or because she was completely enamoured in her phone conversation. I quickly yelled at her that I had the light and the right of way and that she should hang up her mobile and focus on the road behind the wheel of her 1.5 tonne weapon. That was the end of the conflict and I honestly hope she heard me, but I fear that being as oblivious as she was that it was all for naught.

32 km point-to-point - Hilltown to Holland

noreply@blogger.com (Eric G. Elinow) — Fri, 22 Aug 2008 14:07:00 +0000

Today's ride was quite a bit longer than yesterday morning's short 5 km circuit. It was time to visit my in-laws and what better way to get there than by bicycle. True, I actually enjoy these roads in my Chevrolet Optra⁵ being a retired semi-pro hillclimb and rally car driver, but I do digress. I really enjoy riding my 07 Schwinn Voyageur GS XL, so that alone gave it precidence over mijn auto.

I wanted to get the opportunity to really give the bicycle a good break-in. I was hesitant before with taking any rides more than 10 km because I lacked a tyre repair kit, a pump, and a Deuter storage bag in which to place everything. I have since rectified this problem by stopping in and acquiring it all at Newtown Bicycle and Fitness in Newtown, PA.

View Larger Map

My wife and child were going to be attending the Pirates exhibit at the Franklin Institute with her parents and as such they would be heading over to their abode whilst I was still at work in my home office. It was decided that I would meet them over in Holland at their home in the early evening. I decided that this would be a great opportunity to really exercise the Schwinn. I know this route particularly well as I drive it via auto weekly for family dinners, but had never bicycled it. It is approximately 32 km from my traditional chosen start point of the Hilltown Fire Department Ladder 60 to their Cul-de-sac.

I would work from 08:00 to 16:00 and leave at that time allotting myself approximately 2 hours to traverse the distance and terrain as the route involves quite a few steep grades. This is all not to mention that I am not in the shape I used to be from my years riding behind me with my Raleigh. I can say that after more rides along the lines of this one I will lose those extra 35 kg I've unfortunately found myself carrying. Either way, onto the ride.

Taking the ride up the short hill that is Hilltown till the point at which it turns right onto New Galena is a non-issue, as the grade is not even noticed. New Galena for the purposes of this ride is a fairly flat road, albeit twisty at points with very little room for error as both sides of the road drop off into drainage ditches. There are also a few points during which the road narrows and due to subtle twists, larger trucks will use more of the road than they ought to which presents a possible danger for cyclists.

New Galena feeds into Barry Road, a short straight which connects to Sunset Rd/Railroad Road. This is a lesser travelled artery and as such is fairly flat relaxing top gear ride. Turning left onto Sunset/Railroad at the T-intersection brings up a point of which to take notice. The corner house on the left is an old farm house from the time of the American Revolution (possibly before) and it is beautiful if you're into older architecture.

Sunset Road/Railroad Road is the first real 'open' section of road sandwiched between a dense wood on the left and the Septa R5 railway on the right. This road is not too narrow, but one still needs to be cautious, especially as it curves to the right at the halfway point. Be aware of the traffic and take the lane around the curve due to driver visibility can be hindered. This is of course for the cyclists protection. At the end of the road where it meeds Main St. (Route 152), there is a slight incline but being as it is so short, a quick flick of the wrist to jump down a half dozen gears and it is almost inconsequential.

Our section of roadway is fairly short 300 m long straight on a slight downhill grade. Be cautious as the road is heavily utilised and while one lane for the first 250 m, splits into left and right turn lanes at the end. This route dictates a left turn so planning to get over at the 100-75 m mark is good advice.

Turning left onto Butler Pike (Route 202 N) allows for a quick burst of downhill speed and a fairly slow increasing grade for the next ¹/₂ km. There is an adequate shoulder at it is suggested to use it here as the road is overly trafficked and narrow at points. Be forewarned though as the shoulder is full of fine debris in brief sections but is easily avoided if the rider heeds caution and checks the upcoming sections of road.

For those who have hesitations on the busier roads, a brief respite arrives in the form of Hibiscus Drive to Lilac Lane by way of Clematis Way. This is a quiet suburban looking neighbourhood with little to no traffic whatsoever, just plenty of trees, grass and solitude.

Now the fun begins as Bristol Road approaches and is merged onto via a right hand turn. This is the overwhelming majority of this ride. A section lasting 15.5 km with undulating hills, steeper grades and narrowing sections of road with little to no shoulder at times. If paced correctly regardless of bicycle being ridden sans an inexperienced one on a fixed gear, this is a fairly enjoyable ride albeit relatively straight. There are places to stop at the midway point as it intersects with Route 611 (Easton Road) near not only a Shopping Centre, but a small strip of stores on the other side of Easton/611, as well as a petrol station on the left side. They do not complain if a sole rider walks his/her machine into the convenience store. I found this out as I made a brief stop for some Gatorade as I surprisingly don't own any mounted water bottle(s) yet. This is being rectified.

The second half of this leg of Bristol road proves to be a far less stressful one even though the peaks and valleys transition sooner, and are taller and deeper (depending up on your perspective). I found that due to the incline at certain places I was actually passing vehicles downhill and carries significant momentum uphill that it was a rather exhilarating set of transitions. Only once one cross Route 263 (York Road), do the hills get more tame and the ratio of downhill to uphill sections goes lopsided. With a couple of exceptions initially, the remainded of this leg is a slow and steady uphill ride finishing at Hatboro Road. A slight caveat needs to be stated as traffic can be busy here dependant upon the time of day during which this road is being traversed by a cyclist. Take the lane and take it early so as to allow ample time to position into the left turn lane.

Hatboro Road is a delightfully flat 2.3 km section of road passing by a newly established park immediately noticeable on the rider's right after turning off of Bristol Road. This is a nice flat road with few imperfections and exceedingly wide lanes. It is also worth mentioning that about 1.2 km into this leg a vast agricultural farm is viewable to the cyclist's left.

Tanyard Road appears at the first traffic signal at which the cyclist will arrive.

After turning right onto Tanyard Road one can expect a series of lightly rolling hills for a little over 1.7 km, with the latter part being mostly downhill, albeit slightly. Make sure to leave room for merging into the left turn lane.

2^nd Street Pike (Route 232) is a very short connecting road for the purposes of this ride but again, takes place in a more commercially populated area with a Wawa and Rita's Water Ice on the left and Cross Road Plaza with a multitude of stores including a supermarket on the right. The shopping centre also contains a road which is not documented on Google Maps, it is the first light to which the cyclist will come. This road is technically part of the outer drive of the shopping centre car park, but it segues into Upper Holland Road at the next traffic signal.

The Upper Holland Road/Middle Holland Road combination (as one feeds becomes the other) is the final 'long' leg of this journey weighing in at 4.1 km. The first 2.2 km of such is a steadily rising but constant grade climb. I found this to be the most trying section of the entire ride but not because of the grade as it is by no means the steepest. It is because it is a straight road which seemingly rises into the sky.

Upon reaching the summit of this road (designated by the passing of Florence Road on the rider's right) lets one know that the rest is downhill from here on out for the remaining 2.2 km overall. There are only two traffic signals remaining and both come in fairly quick succession.

The ride from this point out passes by Council Rock North High School reminding those cycling that they are definitely in Lower Bucks County, some 30+ km from where they started in Central Bucks County. One can proceed to finish this ride via turning right onto West Village Road and congratulating themselves on an enjoyable ride.

I completed this ride at a comfortable pace in approximately 1.5 hours at an average speed of 21.3 km/h. I enjoyed this route so much by bicycle that I am going to be making it every Saturday afternoon. If you see me on the road during this time, please feel free to say hello and maybe we can stop to chat for a few.

I hope readers of this blog and fellow cyclists find this somewhat informative. If you do this route and find pleasure in it, please let me know by responding here on the Bucks Bicycling blog.

My Early Cycling Years

noreply@blogger.com (Eric G. Elinow) — Thu, 21 Aug 2008 03:25:00 +0000

I remember the first time I rode a real bicycle. I'm not counting those old banana seat kids bike bought from Sears by grandparents to replace the one I had with integrated training wheels. I was at said grandparents home and being that this was the central familial meeting place, there were usually several cousins over at any given time.

I don't recall as to whom it was to which the green three speed Schwinn belonged, but I do recall that I was roughly 5 years old when I first rode it. One must know that I was exceptionally tall as a child, due I believe to my Dutch genes. I do remember quite clearly that no one thought I'd be able to ride this teenager oriented machine given that my previous experience was rather limited. I loved the feel of three speed, even though I didn't understand gearing at the time. This was the beginning of my appreciation of bicycling.

Flash forward 9 years to the age of 14, circa 1987. Years had passed and I was still riding hand me down bicycles when all of my friends were riding brand new Mongoose and BMX style dirt bikes. I wanted to get a new bicycle, but was never into the whole dirt bike scene. I wanted a road bicycle, a sport one at that. So I went to what it now called (and maybe was called then) Bustleton Bikes and purchased my first real bicycle meant for serious riding. A Raleigh Record 10-Speed, 22" frame which in retrospect was far too small for my tall stature.

I used to ride this bike as if there were no tomorrow. It wasn't only riden to school every day, and to my friends houses on a very regular basis but was so well liked by my best friend at the time that he too went and purcahsed the identical model from the same cycle shop. We would bike together through the once beautiful Pennypack Park in Northeast Philadelphia. The asphalt bike paths led from the Far Northeast entrance(s) to the park to within 2.5 km from the Tacony Palmyra Bridge linking Philadelphia, PA to Palmyra, NJ. We must've ridden this path up and back 4 out of every 5 week days for a year. I would even get up at a ridiculous hour just to go ride to the park (7 km away).

Time progressed and I stopped riding with my friend, but I end up riding with my new best friend (now my wife) but even that ended abruptly once I acquired my driver's license. It sadly ends this way for many people, but I'm glad to see that this isn't the end. While I do not live in the city of Philadelphia where bicycling is a far more viable form of transport, I do live in beauftiful Central Bucks County and it has a bountiful supply of roads as well as trails.

Flash forward to current day. I recently was fitted for, and purchased a 2007 Schwinn Voyageur GS from Scooters Bike Shop in Souderton, PA. Needless to say I've returned home again to not only a mode of transport on which I used to depend soely, but I've returned to that mindset and community which for so many years I've considered family.

Well, that's enough writing for me tonight, I have to be up early as I have a 32 km ride in the morning from Holland, PA to New Britain, PA.

5km Morning Ride (Line Lexington/Hatfield Loop)

noreply@blogger.com (Eric G. Elinow) — Wed, 20 Aug 2008 20:08:00 +0000

This morning being a little colder than recent days, was hovering in around 14°C. Perfect weather for taking a nice short ride before starting work. I wanted to choose a circuit as I'd preferably like to end up from whence I started.

I know the roads around here fairly well, but never much traversed them via bicycle so it made the most sense to try it out. Morning traffic on Bethlehem Pike can be somewhat vicious, just remember not to be afraid to take the lane if you are at all in danger by automobile or other obstacle. This is not an area where you want to be on the shoulder for two reasons. First, it is your right to be in the right lane. Secondly, there is an over abundance of road debris scattered about the shoulder.

This leg is primarily a flat with a slight decline immediately approaching Trewigtown road on the right. Trewigtown stays flat from beginning to end but is in great condition with very little motorised traffic, not to mention beautiful greenery. This area also acts as a light wind tunnel due to the manner in which the trees and homes are arranged providing a nice cooling effect.

Turning left onto Line Lexington Road as Trewigtown Road comes to a T-intersection provides the first bit of upward incline. Almost immediately after completing the turn, a very narrow bridge comes into focus. By narrow, I mean barely wide enough for two automobiles. Take the lane here, as there is no safe alternative regardless of your views on VC. After the bridge the road starts a linear uphill grade until yet another T-intersection with Cowpath Road. This is still a very minor incline, even for a more European style commuter bike such as my Schwinn Voyageur GS '07. Though living in beautiful Bucks County I am quite glad that I have more than 3 or 5 gears).

A simple right onto Cowpath Road rewards cyclists with a downhill jaunt passing by A.M. Kulp Elementary school on the right giving one just enough time to prepare for the doppelgänger of this section of road. Making your climb up the other portion of Cowpath Road is simple enough here, though note that there will be two occasions where the sole northbound lane must be taken as there is severe debris on the right at one portion of the road and a complete lack of shoulder shortly thereafter. Approaching the traffic light indicates the start of the next leg of this route.

Turning right onto E. Orvilla Road is one of my favourite sections of this ride. I take this route routinely when shopping at the local Giant just a little further west on Orvilla. I like the sudden downward incline this road takes leading down to and over another narrow bridge which again dictates that the cyclist take the lane. This is the last short road before Orvilla curves to the right for its long stretch back to Bethlehem Pike (Route 309).

This longest section of the ride consists primarily of an almost unnoticeable upward incline till it plateaus for ¹/₃ of the road. Just to note, on cyclist's left during this flat section of road, he/she will find School Road. This road leads down to the Hatfield community pool for those that would like a nice place to swim. By pool, I mean small water park with not 1, 2 or 3 pools, but 4. Not to mention tennis courts, a rafting pool and all the accoutrements for the children.

Back to the route. We proceed to pass School Road, and then immediately after this point Twin Woods golf course comes into view, also on the left. Progressively heading downhill towards the third and final narrow bridge, it is strongly advised that the lane be taken early rather than later due to the undulation of the road and the speed at which many motorists approach this bridge after cresting the plateau. We wind down the ride by transitioning from the downhill side of the bridge to the slight incline leading to the traffic signal at Bethlehem Pike (Route 309). As the light is approached, take the lane early as the motorists here will sooner try and cut around the cyclist if at all possible than slow down allowing safe passage.

Turning on a red signal is not permitted here so this is a good place to take a drink if needed. The light is short and while providing an arrow for those heading south, it still is a rather short time frame and one might not make it in time dependant upon traffic. As the light allows, make the final right onto Bethlehem Pike (Route 309) .

If one is interested, and dependant upon time of day, there are several places at which to eat at the upcoming light. On the right one can find a Dunkin Donuts as well as Pizzeria 309, Formosa Chinese and depending upon the hour of the day, Jims Pretzel Factory. I highly recommend all four but for different reasons and meals. If one were to turn left up the hill into the shopping centre, both Mama Mia's italian cookery and Osaka Chinese and Japanese restaurant can be found. For those who are unfamiliar with the area, and to whom is actually matters, there is a Wally World here (Wal*Mart).

Continuing southbound on Bethlehem Pike (Route 309) till the next light will provide completion to this bicycling loop. If you wish to turn onto Hilltown Pike back to the Firehouse or Sunoco make sure to signal and move over to the left lane early so as to ensure access to the turn lane, which is blessed with a turn signal. Note that the sensor pads in the asphalt are not all that good with detecting our bicycles and as such, one will most likely need to wait in the intersection mid-way as if there were no dedicated turn signal whatsoever.

I really hope that others enjoy this short 5 kilometre route/course as it provides a light casual ride with variety in both road types as well as inclines all the while keeping one from perspiring too excessively unless chosen to do so.

Introduction to bucksbicycling.com

noreply@blogger.com (Eric G. Elinow) — Tue, 19 Aug 2008 22:26:00 +0000

I would like to kick off this new site focusing on vehicular bicycling by providing a little insight as to what kind of content will be found throughout this site as time progresses. I will also provide a bit of background on myself and my own history within the bicycling community in my next post.

Bucks County, Pennsylvania was founded in 1682 by William Penn and named after Buckinghamshire, England where the Penn familiar residence was located. It is one of the five counties surrounding Philadelphia in the Southeastern region of Pennsylvania and is approximately 1,611 km² in size. An overwhelming majority of Bucks County is still a suburban/rural hybrid and as such provides an endless supply of both primary A roads and arterial B roads as well as a considerable amount of paved and unpaved park paths.

I hope to explore and expound upon the current bicycling climate in this region as well as the good, the bad and the ugly of the county for cyclists of all kinds. Through my experiences as well as others via both personal recollection and 3^rd party sources, I hope to be able to paint an accurate picture as to what one could expect to find in terms of roads and temperment(s) of those occupying them. Entries will hopefully be frequent, and I will try to include photos whenever possible.