30 April 2016

New tire setup for Fury

Saturday, 30 April 2016

I finally converted my Trek Fuel/EX mountain bike to tubeless tires. I chose two different tires for their response: a Continental Trail King on the front, a Maxxis Minion DHF on the rear. I bought both from Competitive Cyclist, and I called Mike Dartt at http://mikesbiketruck.com/ for his at-your-door service to do the conversion. (Supposedly the conversion can be pretty easy to do, but my arthritic wrists say otherwise, even for getting a well-stretched tire onto my rims.)

For the front tire, I expect confident cornering grip and enough stability to track the riding line correctly. A reinforced sidewall can improve support for riding on rocky terrain, although too stiff a sidewall can lessen feel and suppleness from the ride. The correct tire pressure and suspension set-up play their parts in the front-end performance as speed increases on rougher, drier tracks. Finally, well-balanced weight distribution and correctly-tuned bar height aid the grip. Reviews lead me to believe that the Continental Trail King meets these needs.

On the back tire, some riders advise a slightly narrower tire with a lower profile center tread or a closely spaced tread pattern. These attributes should result in a faster rolling wheel on dry and rocky ground. Since I'm still new at riding the hills, I chose a wider tire (2.4 inches) and a fairly open tread pattern, to help slow the roll. Cornering tread is still important, and I want plenty of traction in the turns. So I followed reviews to choose the Maxxis Minion DHF that is 0.1 inch wider than my front tire.


Dry trail riding advice.
Different needs for front and rear tires.
Continental Trail King.
Maxxis Minion DHF.
Competitive Cyclist.

This morning I took Fury out for some trial on the roads, going to the Farmers' Market and on a ride with Chuck over his favorite route. The front tire had lost some pressure overnight, and it had a lot of rolling resistance for the ride to the market. I pumped it up to 35 pounds before I rode with Chuck, and it rode really well at that pressure. I might reduce the pressure to 25 pounds when I hit the trails.

Ride conditions
Temperature: 75°F at 08:30,  79°F at 12:40
Precipitation: none
Winds: calm to 5 early, then about 15 mph with gusts from the north and west
Clothing: Casual MTB shorts, shortsleeve tee, open-finger gloves
Bike: Trek Fuel/EX mountain bike
Time: 23:12 for 4.0 miles, 1:08:12 for 8.7 miles
Heart rate: 111 and 89 bpm HRave, 140 and 128 bpm HRmax Playbacks of the rides: Farmers' Market, With Chuck

03 March 2016

Biking in Joshua Tree National Park

The Joshua Tree
I've ridden the roads of Joshua Tree National Park twice so far. My first visit to the park was several years ago with Chuck and a couple friends from Vancouver to view the wildflowers in late March. We entered the park from the southeast at the Cottonwood Springs/Box Canyon exit of Interstate 10. Our route took us gradually up from the Sonoran Desert (1700 ft above sea level) to the Mojave Desert (at 3650 ft), along which you can perceive several micro-climates that encourage varying groups of cactus and agave. This drive can take about six hours, and it is only in the last half of the drive that you begin to see the piles of weather-rounded boulders that are popular with rock climbers.

During that drive, I had begun to think of the national park as a destination for a cycling excursion, although the route we took promised several hours of unrelenting climbing. My next trip to the park was with a friend who is an avid hiker. We drove 20 minutes from the northwest park entrance on relatively flatter roads to hike up Ryan Mountain. My appetite for cycling in the park was tantalized with this closer access and less challenging climbs.

Getting there

We drove 45 minutes north from Palm Springs and entered the park at its northwest gate.
North from Palm Springs
North and east on Highway 62
  1. North from Palm Springs on North Indian Canyon Drive.
  2. Indian Canyon Drive crosses Interstate 10 and continues along the west side of Desert Hot Springs. 
  3. North Indian Canyon Drive curves west and ends at an intersection with Highway 62 (also signed as 29 Palms Highway).
  4. Turn right onto Highway 62, on which you continue north and northeast through a pass to the community Morongo Valley.

  5. Stay on Highway 62 through the communities of Palm Wells, Little Morongo Heights, and up a long pass to the town of Joshua Tree.
  6. Turn right at Park Road, for which there is one brown national parks sign on the right. 
  7. You can buy a Senior Pass at the Visitor Center, which is on the right about a block after your turn.
  8. Continue on Park Boulevard as its name changes to Quail Springs Road.
  9. After about 4 miles, stop at the Gatehouse to pay entrance or show your Senior Pass.
  10. The first opportunity for parking and unloading bikes is a gravel turnout, about 1.5 miles from the Gatehouse, on the left side of the road.
 From Los Angeles or other desert cities, use the Highway 62 exit from Interstate 10 to replace steps 1 through 4.

8 March 2015

My first return to the park for cycling was with a group of visiting cyclists from New York's OutCycling (Wallace, Graham, Conrad, and Mike). We each rode at our own pace and distance, and I was plagued with three flats. So I was on my own, riding Deep Forest, my Serotta Colorado 48x15 fixie.

I had a flat in the first mile, and I returned to the car to use a floor pump. I flatted again at about 14 miles, and flatted again shortly after replacing the tube. It was then that I found a cactus needle that had been flexible enough to bend and be undetected with finger movement inside the tire. My frame pump left my tire a bit soft, and I flagged down Mike and others as they passed, who supplied a CO2 cartridge for full pressure.

26-mile out-and-back road ride beyond Ryan Mountain
Although the flats were a letdown, I still rode about 27 miles over fairly flat terrain that included 1200 ft climbing.
Playback of the ride

10 February 2016

More recently I rode with John Sickel, who is living here for the winter. He seems to be game for any new location for a ride, and he's as willing as I to try something new. I rode Blue, my Lotus Legend 48x16 fixie.

We toured most of the turn-offs for attractions in the park, including a long slog uphill to view Keys' Point. But after about 25 miles, John turned back while I explored further toward the 29 Palms gatehouse. I hoped to bike a metric century, and I calculated my turnaround to achieve close to that.

61-mile road ride out-and-back Y
The view from Keys' Point
The leg to Keys' Point was a slight incline for the first few miles, which became gradually steeper and steeper. The leg starts at mile 12.7 : 4251 ft, reaches mile 15.6 : 4466 ft at Lost Horse Mine Road, becomes aggressive at mile 17.1 : 4908 ft, and then finishes with two extreme 16.9% grades at the end, mile 18.6 : 5126 ft. Of course, the descent back made for a quick and exhilarating ride.

John Sickel at the portion of Pleasant Valley
We headed around Ryan Mountain and came to a sand plain filled with Joshua trees of huge size. John decided to turn back, as he neared 27 miles. I continued on, and a couple miles later I turned into the Jumbo Rocks campground, which was packed with RVs and tent campers for its mile length. On returning to the road (mile 30.6 : 4417 ft), I continued ever downhill along Park Boulevard, past the intersection with Pinto Basin Road (mile 35.6 : 3685 ft), and to turn around at a distance that I thought would make for a 100-km ride (mile 37.8 : 3250 ft).

My return was dogged at best, though I arrived at the car only a few minutes after John. But my calculations were off, so I asked John to follow me with the car and to pick me up after surpassing 61 miles of riding. (As it was, my conversion from miles to kilometers was off, and my ride still was 2 km short of a metric century.)
Playback of the ride

24 February 2016

It's now four years later since my last post on this blog. I no longer commute by bike to work. For a while, my work was at home, and I am now retired. So there seemed to be no need for entries about commuting by bike.

I ride my bike now for the enjoyment itself. To enjoy the activity. To enjoy my new hometown, Palm Springs CA. I ride often for errands, and I ride often in the hills to the south of Highway 111.

It's time to rethink what this blog is about. So bear with me as I try new topics, new approaches.

My most recent rides are documented on Strava:
May the wind be at your back, even after the turn-around to go home!

10 February 2014

In Memorium—what cyclists must do

Monday, 10 February 2014

Saturday I took part in the annual Tour de Palm Springs. The event has never had a fatality for its previous 13 years of rides, but this year's ride was tragic for one cyclist's family. The cyclist was identified as La Vonne Koester of Alta Loma. She was an experienced cyclist who devoted a lot of time to longer rides, including the 475-mile RAGBRAI (the DesMoines Register Annual Bicycle Ride Across Iowa). Her husband of 36 years, Ron, found great comfort in Christianity and bicycled with La Vonne on occasion. Ron, however, has been recovering from health issues that began late 2012. Their son Scott is also a cyclist, who has neared or exceeded the avid interest in long-distance rides. La Vonne's other son Shawn does not seem to have strong cycling interests. 

The loss of an active, supportive, and loving woman must be given more than a mere moment of silence.

And we must understand how such a tragedy can be avoided. Will Fuller, President of the Desert Bicycle Club wrote about the accident:

"Saturday, a fellow bicyclist ...died after a tragic accident at the intersection of Avenue 60th and Harrison in Thermal. ... Fellow DBC member, Dave Hilts was in a peloton of around 60 riders. According to Dave, the front of the peloton stopped at the stop sign, to cross Harrison and continue west on Avenue 60. and then proceeded through. The large peloton continued crossing Harrison [even] when it became unsafe to do so. Dave, who was near the back of the peloton, noticed traffic coming down Harrison at a high rate of speed and realized it had become dangerous. Dave yelled out and came to a stop and the rider in back of him almost crashed into him. According to Dave, the truck with a trailer, who hit La Vonne, had no way to stop.
Intersection of Avenue 60 (horizontal) and Harrison
"The intersection of Avenue 60 and Harrison can be dangerous if not crossed thoughtfully (coming to a stop and looking both ways). It is a two way stop, not four way. Vehicles on Harrison have the right of way and are not required to come to a stop. I believe the speed limit is 55+ on that stretch. (It could be marked otherwise).

"From the facts I currently have, it sounds like this accident never had to happen. Riding in pelotons can be safe and dangerous at the same time. If you don't know the riding styles and habits of those around you, anything is possible. One of the things to be conscious of is a pack mentality. Just because the person in front of you crossed an intersection doesn't mean it's safe for you to proceed. As Dave Cooper reminds us, we are all on the safety committee. We lookout for each other (the peloton, fellow riders) and ourselves all at the same time. On the plus side, riding in a peloton, the likelihood of being seen by traffic is much higher.

"...I share these details to keep you aware of what happened and to remind each of us to remain vigilant for each other and yourself. Even though I did not know La Vonne Koester, my thoughts and prayers go out to her and La Vonne Koester's family and friends. A tragic loss and a sad day for the cycling community during an event special to so many."
Other sources have reported that a vehicle on Harrison from the north had stopped, despite having right-of-way, to allow the peloton to cross without breaking up. The truck also approached the intersection and the stopped car from the north and passed the car in the middle lane, without awareness of the peloton of bicyclists. However, this report does not come from eye witnesses. One Facebook contributor described the accident.
"The incident occurred at a right angled intersection in a very rural area, there were no buildings in the area and the terrain was flat. All roads were one lane in each direction.
Cyclists approaching the intersection had a stop sign, traffic approaching from the left or the right did not have a stop sign. There were trees on the near right side as the cyclists were approaching the intersection obscuring traffic approaching from the right until the riders were very close to the intersection. The trees also obscured the view of the cyclists by automobile traffic. 
"On the road to the right of the cyclists, automobile “A” had stopped to motion the cyclists to go forward through the intersection. As the cyclist who was hit was going through the intersection, automobile “B” passed automobile "A" in the intersection using the lane intended for vehicles going in the opposite direction and struck the cyclist. 
"As a cyclist it is easy to simply follow others through an intersection thinking that it must be safe for you if it is safe for them. It is also easy to just look at the first automobile in the only traffic lane approaching the cyclist, not the cars behind. Vehicles in ‘the wrong lane’ on a 2 lane bidirectional road, that is, a vehicle approaching from the north in a lane intended for traffic going to the north are rare but must be looked for.
"For a cyclist approaching this intersection, it would be very difficult to see and properly interpret this situation unless the cyclist came to a full stop at the stop sign and took the time to assess the circumstances in both directions."

Television report on the accident.En español

The accident occurred perhaps a half hour before I passed through the intersection. Some 30 cyclists were stopped, the intersection was clear of any debris, perhaps the vehicles involved were already removed, and an emergency vehicle was still on the scene—but no ambulance.

Beyond the needless death of a cyclist and the psychological effects on the driver who killed her, it is important that the local law enforcement, event management, and participants learn from this event.
  • Local law enforcement must be present throughout the event to encourage cooperative use of the roads and polite share of the rights of way. 
  • The organizers of the event must redouble their efforts to assure compliance with traffic signals and signage. 
  • Of course, also that each cyclist know that safety is, first and foremost, your primary responsibility. Not speed. Not time. Not the team. Even not the convenience of keeping up your momentum.

Ride conditions
Temperature: 52 to 85°F
Precipitation: none
Winds: 10 to 15 mph from the west
Clothing: Skinsuit, longsleeve undershirt, ankle socks, open-finger gloves
Bike: Serotta Colorado fixed 48x15
Time: 7:18:52 for 109.04 miles
Heart rate: 132 bpm HRave, 155 bpm HRmax
Playback of the ride

10 March 2013

Windy ride to Miamisburg

Sunday, 10 March 2013

I started out an hour later than I planned, but that was no problem. The late departure meant that I met Martie Moseman on the trail—and met her friend (Mark?) and saw the runner Mike Nedeff long enough say hello. I had stopped at the rise to East River Road to remove my undershirt; the temperature was so warm today.

Martie stopped, said hello and mentioned her need to suggest a hike or bike activity for the Five Rivers Metroparks volunteers. I suggested a hike in Taylorsville Reserve, perhaps to include a guided history lesson on Tadmor and the aquaduct over the Miami River. It turned out that her ride partner Mark knows the area and its history well, and we had a good Q&A session on the area to clarify my understanding of what I had seen yesterday.

I continued south, into a windy and slow ride to Miamisburg. Tired of the wind, I decided to turn back instead of going to the trail's end in Franklin. I took a breather with a short tour of downtown Miamisburg, photographing many buildings along South Main Street. I wondered if Miamisburg is among the best examples in Ohio of an original, commercial area from before 1900? Just in the commercial area is a 3-block length of buildings that were built roughly from 1875 to 1895. A few are derelict, but most have an active storefront and occupants in the upper floors.

1875 map of Miami township
On my wind-sail return, I had energy to spare and could observe the course of the Miami and Erie Canal on the east side of South Dixie Drive, just to the west of the active railway. As the bikeway heads more northerly at the edge of West Carrollton, I noticed rough-hewn stones underneath a bridge, apparently where a canal lock had allowed the Hydraulic Canal to wind around the towns known in 1875 as Alexanderville and Carrollton. I lost track of the canal as the modern-day sewage treatment plant overtook its former routing before it joined with the Great Miami River.

Meanwhile, the Miami and Erie Canal was also overtaken by the growing city. Where it had neared the Miami River and turned north toward Dayton, now Alex Road, East Dixie Drive, and Interstate 75 have overtaken its path. And in what had been Van Buren township, the canal may have been disguised by a series of lakes that are bounded by the bikeway and East River Road. As I passed the lakes going north, 
1875 map of Van Buren township
I wondered if they had been built to supply canal water. But the 1875 township map reveals that the lakes did not exist back then and that the canal had flowed unimpeded through the area between the river and the hills to the east. Then finally the river and canal near each other where there is now a low dam and the Interstate 75 overpass. From there, the canal enters what is now Carillon Historical Park, where you can see a fully restored lock and a good segment of restored canal. 

Back some four miles, I had passed a cyclist going the opposite direction who was wearing a 1994 jersey from the old Dayton Cycling Club. I had yelled a hello as we met, though I didn't recognize the rider. But as I descended from East River Road to the flood plain, that rider caught me and introduced himself as Scott Weber. Sometime before the crash that had stopped my bike racing, I had sold him some special rims, and he had recognized me from that transaction. We rode together to Veterans' Park, where he dropped down to the river and I bypassed the closed bikeway to head home along clearer paths.

Ride conditions
Temperature: 60 to 67°F from 15:15 to 17:55 
Precipitation: none
Winds: 18 to 22 mph, gusts to 28 from the south-southeast
Clothing: Skinsuit, longsleeve undershirt, ankle socks, open-finger gloves
Bike: Lotus Legend fixed 48x16 
Time: 02:10 for 30.19 miles
Heart rate: no data
Bikeway users: 20+ cyclists, 12+ pedestrians

Found: the National Road

Saturday, 9 March 2013

My ride today started with errands to mail a package—getting there only a minute before the office closed—and to drop off a CD at the library.

Then I took the Great Miami River Trail north toward Taylorsville Reserve, thinking of Troy as my turnaround point. When I crossed the Miami River from Harrison township to Wayne township, I noticed a small farm building that was clearly from the 19th century, so I crossed over to Powell Road and rang the bell at the owner's house.

When he opened the door, I pulled out my 1938 map and asked, "Are you perhaps Mr. Spahn?" He answered, "No, but I bought this house from the Spahn family in the 1970s." I asked about the barn and whether there still are remnants of the lock on the Miami and Erie Canal that passed just east of their home. He invited me in to talk with his wife, who has a much greater range of information about the location. We three had a great time talking about the locks, distillery, former owners, and old buildings that still stand nearby.

His notes on the 1938 map helped clarify where Johnson's Station had been. Where today Little York Road passes underneath the railway through a large tube is where Johnson Station had been. Today, the area is home to several businesses, including Butler Asphalt and the Miami Valley Shooting Grounds. A modern bridge has replaced the crossing that existed even as early as 1875, and a new bridge has been built at the north end of Rip Rap Road Park as part of the Great Miami River Bikeway.

Remnants of the National Road, at the end
of Silvan Cliff Road, Vandalia Ohio
Back on the bikeway, I headed north again, more cognizant now of the canal that parallels the bikeway and the Miami River, until the canal crossed over the river where Taylorsville Dam is now. About a mile north of the dam, I took an abandoned road up out of the park, over two sets of active railway, and up a ravine to the Cassel Hills Golf Course. I spoke with a manager near the clubhouse, who mentioned a toll house monument just outside the golf course entrance. Just beyond that monument was a rolling bluff-top neighborhood and an old cut into the hill, curving down toward the river. It was the remaining excavations for the National Road curving up from the river to Vandalia. The former village of Tadmor lay along this part of the trail. In 1875, the village may have had only three houses, owned then by W. Crook and M.S., and J. Sunderland.

I left exploring this trail for another day, when I could walk the area with hiking shoes rather than cycling cleats.

Remnants of National Trail bridge across the Miami and Erie Canal, just outside Tadmor Ohio
I returned to the bikeway along the same abandoned road, and headed further north to photograph the remains of a bridge that crossed the canal, near the former location of Tadmor. I descended to the river, hoping to find remnants of a bridge crossing. But I was disappointed in that hope. Instead, what looks like a stream outlet to the river is so gradual—and serves no actual stream from the surrounding forest—that it seems to be an engineered exit for fording the river.

Finally back in riding mode, I continued on the new bikeway into Tipp City. I had used a lot of time in my explorations, so I turned around here for a bonk-tinged ride back home. I'll leave for another Spring day a ride to Troy, which was my planned turnaround for the ride.

Ride conditions
Temperature: 53 to 56°F late afternoon
Precipitation: none
Winds: calm to 5 mph from the southeast
Clothing: Skinsuit, longsleeve undershirt, ankle socks, open-finger gloves
Bike: Lotus Legend fixed 48x16
Time: 14:40 to 19:30 for 44.95 miles
Heart rate: no data
Bikeway users: 9 cyclists, 25+ pedestrians, 6 dogs

25 February 2013

Ride to Taylorsville Dam

Monday, 25 February 2013

Bikeway (red) from Dayton
to Taylorsville Dam
Because tomorrow's weather forecast includes rain and sleet, I felt today's sunny skies beckoning. And I felt I had enough time to extend yesterday's trip all the way to Taylorsville Dam. On my way, I stopped at the closed steel bridge that had crossed to Johnson Station. I glimpsed momentary bits of a little community that forms a sub-suburb to Huber Heights. I climbed the serpentine bikeway to just underneath Highway 40, and descended to Taylorsville Reserve. At my turnaround, I read the National Trail Association's memorial board that describes Tadmore and Taylorsville. The gist of it: poor little Tadmore, once at the crossings of an important railway, a canal system, and the National Road, it was doomed to oblivion because of the advance of the highway system.

Butler township (left) and Wayne
township as illustrated in 1874
I've been taking this route as a sort of genealogical research project. My focus is the National Road, on which my great-grandparents Robert and Leopolinda Ohnsat traveled between 1877 and March 1878. Though the National Road was in greatest use from about 1840 through 1860, a family anecdote describes their trip by Conestoga wagon from Pittsburgh PA to Tipton KS. (Whether true is another matter, since the railway system was a well-developed and more-reliable means of travel by 1877.)

And the National Road passes just north of Dayton, crossing through Vandalia and Englewood. An 1875 map I have shows the National Road and a bridge at Tadmer, just east of Vandalia. (When I find one, I will add a map of Bethel township from Miami county.) There are several other intriguing points:
  • The Miami Canal that passes over the Miami River halfway between Johnson's Station and Tadmer
  • The little town of Orsville that would become known as Taylorsville within 50 years
  • The Dayton & Michigan Railroad that has a modern-day parallel that also passes underneath Taylorsville Dam
Butler and Wayne townships as
illustrated in 1838
Today, U.S. Highway 40 takes nearly the same route as the National Road. But not always, as Highway 40 drops 1.5 miles south to cross Taylorsville Dam. A 1938 map shows U.S. 40. (When I find one, I will add a map of Bethel township from Miami county.) The river crossing at Tadmor (with a slight name change) is still present in 1938, though it no longer exists. There are other notable changes:
  • The renamed Miami & Erie Canal no longer crosses the river
  • Taylorsville has some platted homesteads
  • The renamed Baltimore & Ohio Railroad follows nearly the same route
Perhaps this spring, I can trek through the park system and find remnants of the old road. In the meantime, I plan to ride the bikeways near the National Road where it drops 0.8 mile south to cross Englewood Dam at Englewood, at the west side of Butler township. These two diversions between the National Road and U.S. 40 are among the few. The next diversion west is at Knightstown-Raysville-Ogden IN, the next east is at Cambridge OH (east of Zanesville).

Ride conditions
Temperature: 39 to 44°F at 16:24 to 18:30
Precipitation: none
Winds: 10 to 15 mph from the east
Clothing: Skinsuit, cotton undershirt, longsleeve undershirt, ankle socks, tights, light jacket, full-finger gloves
Bike: Lotus Legend fixed 48x16
Time: 02:06 for 26.0 miles
Bikeway users: 2 cyclists, 8 pedestrians, 3 dogs

24 February 2013

Sunday before the Oscars

Sunday, 24 February 2013

A chilly ride up into Butler township on the Great Miami Bikeway. I went a bit north of the underpass of Needmore, and explored the short roads that intersect the path at Birch: to the right to find a small, neighborhood of run-down homes near the river, then to the left past a mobile home park and up to the intersection with Wagner-Ford Road.

I wondered if this area was once Johnson's Station that was east of Chambersburg (as known in 1875, map shown). But looking again at the map, I think my ride actually missed reaching Butler township. Dayton township abuts Butler township at its southern edge, and Wayne township reaches a bit more north, on the east side of the river. Just south of this three-township junction, in a swansneck of the river is the little settlement I explored.

Ride conditions
Temperature: 39°F at 16:40
Precipitation: none
Winds: calm to 5 to 8 mph from the southwest
Clothing: Skinsuit, longsleeve undershirt, contton undershirt, ankle socks, tights, light jacket, full-finger gloves
Bike: Lotus Legend fixed 48x16
Time: 01:25 for 20.16 miles
Bikeway users: 5 cyclists, 3 pedestrians, 2 dogs

18 February 2013

The Huffman Connector

Monday, 18 February 2013

Today was a slog, riding my trail bike on the bikeway so I could explore the Huffman Connector.

 The bikeway in Eastwood Park has a rough layer of asphalt that stretches from the lagoon, east through the park, and under Harshman Road along the Mad River.
After the Mad River underpass, the rough asphalt layer climbs to the entrance to the Dayton Well Fields.
 The path is dug to an existing underpass of the railway, though the whole area is water logged from seepage from underneath Harshman Road. I suspect this will be a problem that requires further engineering to answer the wet conditions before applying underlayment and asphalt to the path.

The underpass was built in 1918, as attested by a date on the south approach. I guess that it was built by the railway company to allow higher speeds and eliminate infringement of auto traffic.

The connector work is in progress on the segment that closely parallels Springfield Pike and skirts the west and south edges of old Harshmanville. Almost the entire reach is in various stages from the Harshman Mansion to the railway underpass near the merge of Springfield Pike and Highway 444.

A few segments have a well-rolled rock underlayment, 
some segments have the top layers of dirt scraped away, other segments have a loose dressing of crushed rock, and others have a lightly compacted rock. The next coating of a rough asphalt will not be laid until all the path is at the same readiness.
The digging stops neatly at the boundary marker of Riverside, just a dozen feet from crossing into Greene County.

Inside Greene County, much detail work awaits final surveys and on-the-ground planning. Construction will include rerouting Springfield Pike into a two-lane underpass of the railway. The west arch of the underpass will be reserved for bike traffic, the east for auto.

After the railway underpass, the bikeway will curve into a 3-turn zig-zag down to an existing rough trail. This trail will be upgraded to bikeway standards, and it will climb Huffman Dam in another zig-zag.

Perhaps in late spring, the full routing from Eastwood Park to Huffman Dam will receive the final smooth coat.

Ride conditions
Temperature: 50 to 56.7°F at 13:57 to 16:09
Precipitation: none
Winds: 5 to 16 mph from the southwest
Clothing: Skinsuit, longsleeve undershirt, ankle socks, open-finger gloves
Bike: Mongoose MGX-D40 trail
Time: 02:12 for 18.6 miles
Heart rate: no data
Bikeway users: 13 cyclists, 23 pedestrians

17 February 2013


Sunday, 17 February 2013

I knew it was cold before I went for the ride today, even pulled on another layer in plan for it. By the twelfth mile, my fingers were getting a bit cold. Otherwise, I was pretty comfortable.

At Eastwood park on my way back, I stopped to talk to a park ranger who was watching the traffic—a lonely, cold job for a Sunday afternoon.

Ride conditions
Temperature: 30 to 28.1°F at 15:15 to 18:00
Precipitation: none
Winds: calm
Clothing: Skinsuit, longsleeve undershirt, cotton undershirt, two pairs ankle socks, quilted tights, light Gore-Tex jacket, quilted full-finger gloves
Bike: Lotus Legend fixed 48x16 
Time: 01:35 for 19.71 miles
Heart rate: no data
Bikeway users: 3 pedestrians