Tamlanding: Part 2

Morning bike path action

Saturday I got up early. Good thing I also went to bed early Friday night. I had plans for a big ride thwarted a couple of times by heavy winds, but Saturday was not only going to be warmer, but with low winds. I only had to make sure I got back home by noon so Mrs. Guitar Ted could go somewhere.

So, I made it out of the house by 7:15 and hit the bike trail to the South. It was a great, sunny morning, and the warbling of all the recently returned songbirds was in the air. Red Winged Blackbirds, the most courageous of the lot, were taking up positions on poles and were busy looking for mates. Later, when they've nested, the males will go after anything and everything that comes near their nests. It is pretty amazing to see these red shouldered mighty-mites go after hawks and even eagles if they get to close to their territories. Even cyclists are not immune. But today, I was left alone.

Then I hit the gravel on Aker Road going South. It starts out as a gently rolling road and with the wind at my back, it was easy to roll up the little hills. The light was great for taking some images, and it wasn't long before I hit on the section of Aker Road I'd not ridden before.

My shadow was chasing me.

New-to-me part of Aker Road South of this intersection.

The gravel was dry, cleared, and fast, fast, fast! I was in the big ring for most of this long section going South. The further South you go here, the more the rollers get bigger. Of course, Tama County gets you that! Eventually I reached a portion where I was drawing up on Wolf Creek, and then things went pancake flat for a bit until I got into Traer to refuel for the return leg.

Barns For Jason

The Tamland is working out great!

Traer has a convenience store on Highway 63 right smack dab in the middle of the town. I've stopped here a lot. It's been used for several Trans Iowas as either a pass through resupply stop, or as in T.I.V5, a checkpoint. I've used it for a couple of Guitar Ted Death Rides, and I've started lots of rides from here as well. If this place ever closes down, it'd be a shame. I'd miss it.

I got myself a breakfast sandwich here and drank down the rest of one of three bottles I brought along. I probably should have purchased some more liquids here, but I seemed to be doing okay and I wasn't thirsty. I need to just make myself drink more though. Probably would be a good thing. But anyway, the bacon, egg, and cheese biscuit hit the spot. I was hungry when I rolled in there! I should have purchased another for down the road though, as later I got hungry again with no chance of resupply.

I left the convenience store and cruised through the downtown area toward the old iron bridge that has been blocked off for years to get to a dead end gravel road that leads you to Ridge Road. When I turned the corner in town to come within eyeshot of the bridge, I was surprised to find that the old iron gabled bridge was gone! In its place a new bridge had been erected. A cement deal that had all the character of a Soviet era government structure. Bah!

Well, at least they replaced it, and now the access to town from the Northwest via gravel is guaranteed for a long time now. I figured it would be truncated someday when they finally pulled the older bridge down, but thankfully, I was wrong. Too bad the new bridge doesn't have a tenth of the good look and character of the old one. I suppose the bottom line is that it worked and got me to Ridge Road!

The long climb up on Ridge Road

Cow paths in the distance

Barns for Jason

 Ridge Road was a good section, but I needed to head back North to start getting closer to home. I nixed the idea of taking N Avenue as it didn't "feel" right and went one more mile to M Avenue, which I was pretty sure would take me a long way on my trek back Northward. Down off the ridge and over some steep rollers here, and of course, into the wind. It wasn't the super-crazy wind of the last two rides, but it slowed progress on the climbs quite a bit. I was as patient as could be, and things were going okay. However; I was feeling it in my legs now. They were getting tired and sore. So, I tried to spin more to compensate.

I looked up ahead at one point as I approached an intersection with a paved road, and I thought I saw horseback riders in the distance, but then they turned into cyclists! I knew that a group was leaving town a couple hours after me. It turned out to be the same. We stopped and exchanged pleasantries then they went on their way Southward and I struggled on Northward.

Scared sheep

Along about this time I ended up hitting the valley of Black Hawk Creek where it was dead flat and I had to earn every inch of my progress. My legs were screaming at me, and I was pretty dang tired, but I was moving. I was also getting hungry again, and even though I passed through Hudson, I couldn't stop, as I was trying to get home before noon to allow Mrs. Guitar Ted the chance to go shopping with the kids out of town. So, I was going as hard as my legs would allow for, which is to say, it was pitiful, but again, I was moving!

Finally I made the run in toward Waterloo and home. Considering that three weeks ago I was very sick, and that just recently I have straightened out and felt better, this ride has to be considered a big success. Of course, next week I have to go do the Renegade Gent's Race, so it's about time I came around! At least the Gent's Race course won't be nearly as hilly as what I did this weekend. It probably will be a bit longer, because I only squeezed out about 56 miles, and the Gent's Race course is 63 or so, but I should be okay. Looking forward to it!

Tamlanding: Part 2

Morning bike path action

Saturday I got up early. Good thing I also went to bed early Friday night. I had plans for a big ride thwarted a couple of times by heavy winds, but Saturday was not only going to be warmer, but with low winds. I only had to make sure I got back home by noon so Mrs. Guitar Ted could go somewhere.

So, I made it out of the house by 7:15 and hit the bike trail to the South. It was a great, sunny morning, and the warbling of all the recently returned songbirds was in the air. Red Winged Blackbirds, the most courageous of the lot, were taking up positions on poles and were busy looking for mates. Later, when they've nested, the males will go after anything and everything that comes near their nests. It is pretty amazing to see these red shouldered mighty-mites go after hawks and even eagles if they get to close to their territories. Even cyclists are not immune. But today, I was left alone.

Then I hit the gravel on Aker Road going South. It starts out as a gently rolling road and with the wind at my back, it was easy to roll up the little hills. The light was great for taking some images, and it wasn't long before I hit on the section of Aker Road I'd not ridden before.

My shadow was chasing me.

New-to-me part of Aker Road South of this intersection.

The gravel was dry, cleared, and fast, fast, fast! I was in the big ring for most of this long section going South. The further South you go here, the more the rollers get bigger. Of course, Tama County gets you that! Eventually I reached a portion where I was drawing up on Wolf Creek, and then things went pancake flat for a bit until I got into Traer to refuel for the return leg.

Barns For Jason

The Tamland is working out great!

Traer has a convenience store on Highway 63 right smack dab in the middle of the town. I've stopped here a lot. It's been used for several Trans Iowas as either a pass through resupply stop, or as in T.I.V5, a checkpoint. I've used it for a couple of Guitar Ted Death Rides, and I've started lots of rides from here as well. If this place ever closes down, it'd be a shame. I'd miss it.

I got myself a breakfast sandwich here and drank down the rest of one of three bottles I brought along. I probably should have purchased some more liquids here, but I seemed to be doing okay and I wasn't thirsty. I need to just make myself drink more though. Probably would be a good thing. But anyway, the bacon, egg, and cheese biscuit hit the spot. I was hungry when I rolled in there! I should have purchased another for down the road though, as later I got hungry again with no chance of resupply.

I left the convenience store and cruised through the downtown area toward the old iron bridge that has been blocked off for years to get to a dead end gravel road that leads you to Ridge Road. When I turned the corner in town to come within eyeshot of the bridge, I was surprised to find that the old iron gabled bridge was gone! In its place a new bridge had been erected. A cement deal that had all the character of a Soviet era government structure. Bah!

Well, at least they replaced it, and now the access to town from the Northwest via gravel is guaranteed for a long time now. I figured it would be truncated someday when they finally pulled the older bridge down, but thankfully, I was wrong. Too bad the new bridge doesn't have a tenth of the good look and character of the old one. I suppose the bottom line is that it worked and got me to Ridge Road!

The long climb up on Ridge Road

Cow paths in the distance

Barns for Jason

 Ridge Road was a good section, but I needed to head back North to start getting closer to home. I nixed the idea of taking N Avenue as it didn't "feel" right and went one more mile to M Avenue, which I was pretty sure would take me a long way on my trek back Northward. Down off the ridge and over some steep rollers here, and of course, into the wind. It wasn't the super-crazy wind of the last two rides, but it slowed progress on the climbs quite a bit. I was as patient as could be, and things were going okay. However; I was feeling it in my legs now. They were getting tired and sore. So, I tried to spin more to compensate.

I looked up ahead at one point as I approached an intersection with a paved road, and I thought I saw horseback riders in the distance, but then they turned into cyclists! I knew that a group was leaving town a couple hours after me. It turned out to be the same. We stopped and exchanged pleasantries then they went on their way Southward and I struggled on Northward.

Scared sheep

Along about this time I ended up hitting the valley of Black Hawk Creek where it was dead flat and I had to earn every inch of my progress. My legs were screaming at me, and I was pretty dang tired, but I was moving. I was also getting hungry again, and even though I passed through Hudson, I couldn't stop, as I was trying to get home before noon to allow Mrs. Guitar Ted the chance to go shopping with the kids out of town. So, I was going as hard as my legs would allow for, which is to say, it was pitiful, but again, I was moving!

Finally I made the run in toward Waterloo and home. Considering that three weeks ago I was very sick, and that just recently I have straightened out and felt better, this ride has to be considered a big success. Of course, next week I have to go do the Renegade Gent's Race, so it's about time I came around! At least the Gent's Race course won't be nearly as hilly as what I did this weekend. It probably will be a bit longer, because I only squeezed out about 56 miles, and the Gent's Race course is 63 or so, but I should be okay. Looking forward to it!

Trans Iowa V10: Itenerary

You sent your post card in, trained hard all Winter, and now there are only 27 days to go. Here's the list of things you will need to remember for the event. Pay attention! These are important!

• Pre-Race Meat-Up- Friday April 25th: This is super important that you not be late and make sure you get signed in before 6:00pm!!  The Pre-Race Meat-Up begins at 4:00pm. Get there early if you are eating. We need to get through a record number of meals by 6:30pm to keep the meeting on schedule. If at all possible, please come early! The Steakhouse is open before 4:00pm, so if you want to come right at 4:00- they will be ready. IMPORTANT! THOSE NOT EATING MUST SIGN IN BEFORE 6:00pm!! No Exceptions. I know that means you'll either (a) have to hang out, or (b) make two trips if you leave after signing in, but them's the rules and I will enforce them, no matter how far you came to do this event. If everyone else can figure it out, so can you. BE THERE! 
• Standing Room Only: Due to the larger number of folks attending, (so far), I am quite sure the meeting room will be packed. Many of you will likely have to stand. Just a head's up there.... The dining area shouldn't be an issue. 
• Ending: The meeting, if everything goes smoothly, should be over by 8:00pm, if not before. 
• Trans Iowa V10 Start: Be downtown on Broad Street in front of Bikes To You by 3:30am. We will line you up behind the Truck With No Name at 3:50am, and promptly at 4:00am, your riding will commence. Remember, there is plenty of temporary parking, so if you have folks that want to see you off, it is cool to have them there and parked. However; we must request that no long term parking be attempted, since downtown businesses need those spaces for customers later on in the morning. 
• Checkpoint #1: The first Checkpoint must be reached by 9:30am, and not one minute later. Volunteers will be instructed to not hand out any cue sheets past 9:30am. If you fail to reach the checkpoint before 9:30am, you are out of Trans Iowa v10. (Do you have a bail-out ride?)
• Checkpoint #2: The second Checkpoint must be reached by 9:30pm Saturday evening, and not one minute later. If you miss the cut off, you are done. All volunteers will be instructed to quit handing out cues at 9:30pm sharp! (Do you have a plan in case you need help getting back to Grinnell?) 
• Finish Line And End Of Trans Iowa V10: If the weather allows a finish-able event, (See Below), the event will end at 2pm Sunday, April 27th. Any riders rolling in past this time will be scored as a DNF. 

In case of extreme weather: As many of you know, there have been instances of weather causing an end, or such poor conditions that riders miss checkpoints and there are mass DNF's or no finishers. First off, See This and read #16 thoroughly. Notice that in any case of bad weather, It Is On You To Decide What To Do. We are not responsible for you or the weather that may affect you. If things are getting too crazy for you, be that in terms of rain, wind, cold, etc-our advice is to  stop riding, call for your support person, (you do have that arranged, right?), and get outta there. If we are pulling the plug because we think it is unfinishable, or too dangerous for us, that will be communicated at checkpoints. Otherwise, You Are On Your Own!

The Barn: There will be an announcement given soon on activities and ways that support folks and riders can use the Barn. Stay tuned......

Trans Iowa V10: Itenerary

You sent your post card in, trained hard all Winter, and now there are only 27 days to go. Here's the list of things you will need to remember for the event. Pay attention! These are important!

• Pre-Race Meat-Up- Friday April 25th: This is super important that you not be late and make sure you get signed in before 6:00pm!!  The Pre-Race Meat-Up begins at 4:00pm. Get there early if you are eating. We need to get through a record number of meals by 6:30pm to keep the meeting on schedule. If at all possible, please come early! The Steakhouse is open before 4:00pm, so if you want to come right at 4:00- they will be ready. IMPORTANT! THOSE NOT EATING MUST SIGN IN BEFORE 6:00pm!! No Exceptions. I know that means you'll either (a) have to hang out, or (b) make two trips if you leave after signing in, but them's the rules and I will enforce them, no matter how far you came to do this event. If everyone else can figure it out, so can you. BE THERE! 
• Standing Room Only: Due to the larger number of folks attending, (so far), I am quite sure the meeting room will be packed. Many of you will likely have to stand. Just a head's up there.... The dining area shouldn't be an issue. 
• Ending: The meeting, if everything goes smoothly, should be over by 8:00pm, if not before. 
• Trans Iowa V10 Start: Be downtown on Broad Street in front of Bikes To You by 3:30am. We will line you up behind the Truck With No Name at 3:50am, and promptly at 4:00am, your riding will commence. Remember, there is plenty of temporary parking, so if you have folks that want to see you off, it is cool to have them there and parked. However; we must request that no long term parking be attempted, since downtown businesses need those spaces for customers later on in the morning. 
• Checkpoint #1: The first Checkpoint must be reached by 9:30am, and not one minute later. Volunteers will be instructed to not hand out any cue sheets past 9:30am. If you fail to reach the checkpoint before 9:30am, you are out of Trans Iowa v10. (Do you have a bail-out ride?)
• Checkpoint #2: The second Checkpoint must be reached by 9:30pm Saturday evening, and not one minute later. If you miss the cut off, you are done. All volunteers will be instructed to quit handing out cues at 9:30pm sharp! (Do you have a plan in case you need help getting back to Grinnell?) 
• Finish Line And End Of Trans Iowa V10: If the weather allows a finish-able event, (See Below), the event will end at 2pm Sunday, April 27th. Any riders rolling in past this time will be scored as a DNF. 

In case of extreme weather: As many of you know, there have been instances of weather causing an end, or such poor conditions that riders miss checkpoints and there are mass DNF's or no finishers. First off, See This and read #16 thoroughly. Notice that in any case of bad weather, It Is On You To Decide What To Do. We are not responsible for you or the weather that may affect you. If things are getting too crazy for you, be that in terms of rain, wind, cold, etc-our advice is to  stop riding, call for your support person, (you do have that arranged, right?), and get outta there. If we are pulling the plug because we think it is unfinishable, or too dangerous for us, that will be communicated at checkpoints. Otherwise, You Are On Your Own!

The Barn: There will be an announcement given soon on activities and ways that support folks and riders can use the Barn. Stay tuned......

Trans Iowa V10: Cue Sheets Reviewed & Race Number Protocol

Josh Lederman's T.I.V9 tribute display

Cue Sheet Dtails For T.I.V10:

Over the last three Trans Iowa's I have refined the cue sheets down to a fine art, (for this event, at any rate), so if you've been in any of the last three Trans Iowas, you know the drill. Same size cue sheets as last year, same directional prompts, yada, yada, yada. 

But if you don't remember, need a refresher, or are all new to this, here's the details you need to know going into this deal.

Size:  Roughly 4 inches tall by 3 3/4's wide. Don't take that as gospel and I'd err to the slightly bigger side if you are making a homemade cue sheet holder.

Numbers of sheets: Four to Checkpoint #1, Six to Checkpoint #2, and eight more to the finish line. Total of 18 if you earn all of 'em.

Cues Explained: Following are the directional prompts I use for the cue sheets:

• X = Cross:  Indicating a crossing of another road, usually a paved county blacktop or US Highway. Generally in conjunction with "!" meaning "Pay attention! This is important!" followed by either "CAUTION" or "DANGER". Essentially this tells you that the roads are not closed to regular traffic, that you need to obey all traffic laws, and that extreme caution is to be used in crossing said paved byways and highways. 
• R = Right Turn: Obviously, when reaching the mile indicated, and seeing the sign which matches the name on the cue, you turn right. 
• L = Left Turn: Same as above.
• BR = Bear Right:  The road you are on either (a) turns or has a "bend" to the right, and something here may cause confusion, so the prompt is given, or (b), the intersection is such that it is not at right angles, has more than one road crossing it, or the like. 
• BL = Bear Left: Same as above.
• QL and QR = Quick Left  and Quick Right: If a turn happens right after a previous turn, in such a short time that giving a mileage would be less than a few tenths. Many times these are in conjunction with one another. (See Next)
• JJ = Jig-A-Jog: A place in a road where the road may be offset at an intersection, or there is a dogleg, or "kink" in the road that may be confusing. Basically a "Quick" left and right or vice versa happening in quick succession. "JJ" is usually followed by a "QR>QL" or "QL>QR" in the description.
• > = "To": The ">" symbol is a substitution for the word "to". So "QR>QL" is translated to "Quick Right to Quick Left" 
• >> = Continue On: The ">>" symbols together mean "continue on". So, you may see the following: 34.5 BL >> 90th Street. Interpreted this means at mile 34,5 you "Bear Left" and "Continue On" 90th Street. 
• (P) = Paved Road:  If a turn goes onto a paved road, you'll see the (P) symbol to indicate this. 
• (G) = Gravel Road: Once you return to gravel, you may see the (G) or "Gravel" at the end of a cue indicating such. 
• (C-Store) = Convenience store within eyesight: Self explanatory. 
• O = Checkpoint or Finish
 

This is acceptable or

 Race Number Plate Protocol:

We are requesting that riders in T.I.V10 follow a strict protocol for wearing and displaying of numbers this time. We have reached a point where there are enough riders that it has become hard to figure out who is who by just the way you look. Number plates are an essential way for myself and the volunteers to properly track and score your progress. This year, if the following protocol is not adhered to, it can and will result in a DQ, at which point you will be scored as a "DNF" on the records.

Last year we asked nicely that you do this, but some of you did not display your numbers, and tracking riders, especially at the busy and oft times chaotic Checkpoint #1, was nigh unto impossible. So, since we cannot rely on voluntary adherence to our request, it has become a "rule" this year. Here are the acceptable ways to wear or display your race plate:

Like this or....

• Pinned to jersey or jacket
• Pinned to hydration back pack
• Tied or pinned to front bag
• Tied to handle bar

Number plates MUST BE VISIBLE and CANNOT BE ALTERED!

In case you have a crash, or somehow lose your race plate, (torn off, blew off in wind, etc), you must inform a checkpoint volunteer or risk DQ. We are reasonable folk, so please- work with us on this!

This always works!

At checkpoints, please state your name, and if you have the number properly displayed, you won't have to know that!

This way our volunteers can properly identify you and score you properly. It would really be great to have all of you follow this protocol!

And the number plates will all be three digit ones just like the ones you se here. I will personally hand letter your name on each, as I have the past two Trans Iowas. Thanks for your consideration on this. Any questions on cue sheets or number plates? Hit me up in the comments section!

Trans Iowa V10: Cue Sheets Reviewed & Race Number Protocol

Josh Lederman's T.I.V9 tribute display

Cue Sheet Dtails For T.I.V10:

Over the last three Trans Iowa's I have refined the cue sheets down to a fine art, (for this event, at any rate), so if you've been in any of the last three Trans Iowas, you know the drill. Same size cue sheets as last year, same directional prompts, yada, yada, yada. 

But if you don't remember, need a refresher, or are all new to this, here's the details you need to know going into this deal.

Size:  Roughly 4 inches tall by 3 3/4's wide. Don't take that as gospel and I'd err to the slightly bigger side if you are making a homemade cue sheet holder.

Numbers of sheets: Four to Checkpoint #1, Six to Checkpoint #2, and eight more to the finish line. Total of 18 if you earn all of 'em.

Cues Explained: Following are the directional prompts I use for the cue sheets:

• X = Cross:  Indicating a crossing of another road, usually a paved county blacktop or US Highway. Generally in conjunction with "!" meaning "Pay attention! This is important!" followed by either "CAUTION" or "DANGER". Essentially this tells you that the roads are not closed to regular traffic, that you need to obey all traffic laws, and that extreme caution is to be used in crossing said paved byways and highways. 
• R = Right Turn: Obviously, when reaching the mile indicated, and seeing the sign which matches the name on the cue, you turn right. 
• L = Left Turn: Same as above.
• BR = Bear Right:  The road you are on either (a) turns or has a "bend" to the right, and something here may cause confusion, so the prompt is given, or (b), the intersection is such that it is not at right angles, has more than one road crossing it, or the like. 
• BL = Bear Left: Same as above.
• QL and QR = Quick Left  and Quick Right: If a turn happens right after a previous turn, in such a short time that giving a mileage would be less than a few tenths. Many times these are in conjunction with one another. (See Next)
• JJ = Jig-A-Jog: A place in a road where the road may be offset at an intersection, or there is a dogleg, or "kink" in the road that may be confusing. Basically a "Quick" left and right or vice versa happening in quick succession. "JJ" is usually followed by a "QR>QL" or "QL>QR" in the description.
• > = "To": The ">" symbol is a substitution for the word "to". So "QR>QL" is translated to "Quick Right to Quick Left" 
• >> = Continue On: The ">>" symbols together mean "continue on". So, you may see the following: 34.5 BL >> 90th Street. Interpreted this means at mile 34,5 you "Bear Left" and "Continue On" 90th Street. 
• (P) = Paved Road:  If a turn goes onto a paved road, you'll see the (P) symbol to indicate this. 
• (G) = Gravel Road: Once you return to gravel, you may see the (G) or "Gravel" at the end of a cue indicating such. 
• (C-Store) = Convenience store within eyesight: Self explanatory. 
• O = Checkpoint or Finish
 

This is acceptable or

 Race Number Plate Protocol:

We are requesting that riders in T.I.V10 follow a strict protocol for wearing and displaying of numbers this time. We have reached a point where there are enough riders that it has become hard to figure out who is who by just the way you look. Number plates are an essential way for myself and the volunteers to properly track and score your progress. This year, if the following protocol is not adhered to, it can and will result in a DQ, at which point you will be scored as a "DNF" on the records.

Last year we asked nicely that you do this, but some of you did not display your numbers, and tracking riders, especially at the busy and oft times chaotic Checkpoint #1, was nigh unto impossible. So, since we cannot rely on voluntary adherence to our request, it has become a "rule" this year. Here are the acceptable ways to wear or display your race plate:

Like this or....

• Pinned to jersey or jacket
• Pinned to hydration back pack
• Tied or pinned to front bag
• Tied to handle bar

Number plates MUST BE VISIBLE and CANNOT BE ALTERED!

In case you have a crash, or somehow lose your race plate, (torn off, blew off in wind, etc), you must inform a checkpoint volunteer or risk DQ. We are reasonable folk, so please- work with us on this!

This always works!

At checkpoints, please state your name, and if you have the number properly displayed, you won't have to know that!

This way our volunteers can properly identify you and score you properly. It would really be great to have all of you follow this protocol!

And the number plates will all be three digit ones just like the ones you se here. I will personally hand letter your name on each, as I have the past two Trans Iowas. Thanks for your consideration on this. Any questions on cue sheets or number plates? Hit me up in the comments section!

Friday News And Views

Not Avid

Don't Say The "A" Word: 

Last year there was a big story in "Bicycle Retailer & Industry News" concerning the wrath of independent bicycle dealers  towards Avid's Elixir brakes. Seemed the warranty claims were through the roof. Innergoogle forums were (and still are) rife with Avid brake complaints. "Turkey gobble" has come to mean an entirely different thing since Avid rotors and calipers hit the scene.

Well, obviously SRAM had enough and designed a new brake line dubbed "Guide" and branded as a SRAM component. Apparently a total break with the Avid name was in order to help restore dealer and rider confidence in the new brakes. Interesting to say the least. What will become of the Avid name, if anything, will be seen. One thing is for sure- SRAM is taking a bath in terms of their reputation in the brake component realm. The road hydraulic fiasco really put a exclamation point on all of SRAM's brake troubles. It is hoped that with this move, and branding change, they can leave the dreaded "turkey gobble" and failures behind. We'll see.........

Interbike '13

Death Of A Trade Show?

 I've been saying it all along- The bicycle trade show model is losing its relevance. It would seem that some bigger companies are agreeing with that by deciding not to attend Interbike'14 in Las Vegas, Nevada.

Trek has pulled its presence from even the Outdoor Demo, which it used to show at. They haven't shown indoors in years. Nothing new there, and one company doesn't a trend make. However; now comes news that Specialized, Campagnolo, and Shimano are either scaling way back, or simply not coming to the show at all. Shimano, which was always a landmark booth on the show floor due to its huge footprint and gigantic blue banners, will now merely be a kiosk to hand out current model year catalogs at Interbike '14.

Many companies have moved to private, "dealer only" events, but Shimano is planning on opening "Business Centers" for retailers to visit. Two are planned initially but more are hinted at in a recent dealer communique. Shimano is also sending out representatives and tech folk on a more regular basis directly to shops. Other companies have taken to doing consumer demo events at various locations, usually in conjunction with local bicycle shops. All circumvent the need for a centralized trade show held once a year.

With Eurobike commanding a worldwide audience and the Intergoogles delivering content at a moment's notice anywhere a business person may be, actually attending a North American based trade show seems less and less important as the years go by. It will be interesting to see if Interbike can reinvent itself to find new meaning for business people in this new age.

Gettin' ready to lay some tracks down

Renegade Gent's Race Update:

Tomorrow is supposed to be a glorious day here in Iowa, so I am off to do some more solitary suffering in an undisclosed county in Iowa. The plan is to reel off a good, long ride this time, and hopefully that winds won't be super-brutal, like Wednesday and last Saturday!

I think I might throw on the Revelate Designs Tangle Bag this time to see how that plays with the Tamland. I am hoping to really test out a few things, (including my motor!), this time out. Tweaking out the position is pretty much over with now that the Cowbells are on the bike. Those are the best handle bars for a more road-like set up without being obnoxiously unusable in the drops like most road bars are. Saddle height, set back, and saddle to bar drop are all really good now. So with the Tamland it is now all business and getting down some serious miles in the books.

Okay, that's a wrap! Have a great Spring weekend and hopefully some good riding!

Friday News And Views

Not Avid

Don't Say The "A" Word: 

Last year there was a big story in "Bicycle Retailer & Industry News" concerning the wrath of independent bicycle dealers  towards Avid's Elixir brakes. Seemed the warranty claims were through the roof. Innergoogle forums were (and still are) rife with Avid brake complaints. "Turkey gobble" has come to mean an entirely different thing since Avid rotors and calipers hit the scene.

Well, obviously SRAM had enough and designed a new brake line dubbed "Guide" and branded as a SRAM component. Apparently a total break with the Avid name was in order to help restore dealer and rider confidence in the new brakes. Interesting to say the least. What will become of the Avid name, if anything, will be seen. One thing is for sure- SRAM is taking a bath in terms of their reputation in the brake component realm. The road hydraulic fiasco really put a exclamation point on all of SRAM's brake troubles. It is hoped that with this move, and branding change, they can leave the dreaded "turkey gobble" and failures behind. We'll see.........

Interbike '13

Death Of A Trade Show?

 I've been saying it all along- The bicycle trade show model is losing its relevance. It would seem that some bigger companies are agreeing with that by deciding not to attend Interbike'14 in Las Vegas, Nevada.

Trek has pulled its presence from even the Outdoor Demo, which it used to show at. They haven't shown indoors in years. Nothing new there, and one company doesn't a trend make. However; now comes news that Specialized, Campagnolo, and Shimano are either scaling way back, or simply not coming to the show at all. Shimano, which was always a landmark booth on the show floor due to its huge footprint and gigantic blue banners, will now merely be a kiosk to hand out current model year catalogs at Interbike '14.

Many companies have moved to private, "dealer only" events, but Shimano is planning on opening "Business Centers" for retailers to visit. Two are planned initially but more are hinted at in a recent dealer communique. Shimano is also sending out representatives and tech folk on a more regular basis directly to shops. Other companies have taken to doing consumer demo events at various locations, usually in conjunction with local bicycle shops. All circumvent the need for a centralized trade show held once a year.

With Eurobike commanding a worldwide audience and the Intergoogles delivering content at a moment's notice anywhere a business person may be, actually attending a North American based trade show seems less and less important as the years go by. It will be interesting to see if Interbike can reinvent itself to find new meaning for business people in this new age.

Gettin' ready to lay some tracks down

Renegade Gent's Race Update:

Tomorrow is supposed to be a glorious day here in Iowa, so I am off to do some more solitary suffering in an undisclosed county in Iowa. The plan is to reel off a good, long ride this time, and hopefully that winds won't be super-brutal, like Wednesday and last Saturday!

I think I might throw on the Revelate Designs Tangle Bag this time to see how that plays with the Tamland. I am hoping to really test out a few things, (including my motor!), this time out. Tweaking out the position is pretty much over with now that the Cowbells are on the bike. Those are the best handle bars for a more road-like set up without being obnoxiously unusable in the drops like most road bars are. Saddle height, set back, and saddle to bar drop are all really good now. So with the Tamland it is now all business and getting down some serious miles in the books.

Okay, that's a wrap! Have a great Spring weekend and hopefully some good riding!

Bar Swap: Salsa Cycles Cowbell

Stock FSA bars on the Tamland Two

The noble handle bar experiment is over. I gave them an honest shot with a few rides, but I could tell, it wasn't meant to be. So a Salsa Cycles Cowbell 2 was ordered up and now resides on the Tamland Two. No fault of the FSA bars, they are good, but they do not meet my rigid standards for what a drop bar should be. That is- "a handle bar with a downward turned "hook" that lends itself to being used in several positions for the hands to control and steer a bicycle. They also should not impinge upon the operation of shifting, (if said bicycle is geared), nor in the operation of braking, from any hand position on the hook/hood section. They also shall be wide to accommodate my jumbo jet sized torso." That's my technical definition for ya.

Fail.

The FSA bars failed in two ways for me. One- they were definitely not wide enough for me. At 44cm, they felt like a juniors bar to me when riding. Worse- the lack of width was a serious hindrance to leverage. In much the same way a wider bar on a mountain bike gives better stability and control, so does a wider road bar. And of course, I looked silly and pinched in riding these narrow bars. Again- it's just me, I am sure!

However; secondly and more importantly, the brake lever was not reachable from the drop without letting loose of the drop section a bit. Not cool. Shifting from the drops was nigh unto impossible as well. Why are drop bars like this? That's easy- because you aren't supposed to use the drops anymore, silly! The drop section on road bars is a silly, unnecessary appendage only displayed so others can be sure of your "roadie-ness". I mean, otherwise you might be mistaken for a hipster with pursuit bars, right?

So anyway, something really had to be done since this wonky design was impeding the operation of the bicycle. The Cowbell 2 is a proven design, as I use it on the Black Mountain Cycles rig and have used various shifters with great results. So a 46cm bar showed up yesterday, which improved the width factor, and I got right to installing them.

Cowbell. I need more Cowbell!

The Cowbell is also slightly flared and very slightly "swept" outward in the drop section. The drop section is also longer by a bit, which I appreciate greatly. More places to put my hands is always a good thing on drop bars!

There is a Cowbell 1, and the difference is only in the material used to make the bars. The "1" is a 6000 series aluminum and slightly heavier. It costs about $30.00 bucks less than a "2" which is made from 7000 series aluminum and weighs a bit less. Both are 31.8mm clamp diameter bars only and only come in black ano. MSRP is about $75.00 for the "2". I payed for mine and am glad I have them!

Reached! FTW

The Cowbell has an entirely different shape to it and less reach and drop by a long shot versus the FSA bar it replaced. But most importantly, I can easily shift and brake from the drop position now. This will not only make quick shifting a breeze, but it will definitely be safer!

There is a hidden benefit in all of this as well, which I did not realize until I got out to ride yesterday. That is now I have another contact point which is familiar and the same as the BMC bike. Making a comparison to the BMC will now be easier, since handling and "feel" in the bars will not be colored by the inferior design of the FSA bar. (My words on the FSA bar, some may love those things.)

It was great riding the Tamland yesterday with the new bars. Much more comfortable, and obviously, easier to ride since I didn't have to contort my arms to operate basic functions. Braking was made so much better! Speaking of which, a lot of folks have been wondering about the TRP Spyre brakes on this Tamland.

The Spyre brakes have two moving pistons instead of one, like most mech brakes have, (including Avid BB-7's), so in that respect they are unique. This brake has a much better feel at the lever, especially with STI Shimano levers, which I've used with other mech disc brakes before and they were not easy to set up and didn't feel that great. Typically the Avid BB7's tend to feel too "mushy" and lack power with the STI levers, which tend to use up a lot of their travel to develop the kind of stopping power you may need. Not so with the Spyres, and this is the main difference. You get a great modulation feel, but you also do not have to pull the lever too far to get that. Power is great. Plenty of that on tap. The bonus here is that the Spyre brakes have been incredibly quiet as well.....so far. We'll see how long that goes on for.

Okay, so I have my Cowbell handle bars on the Tamland now and I think I'll be set for awhile. Bring on the training miles and the Gent's Race!

Bar Swap: Salsa Cycles Cowbell

Stock FSA bars on the Tamland Two

The noble handle bar experiment is over. I gave them an honest shot with a few rides, but I could tell, it wasn't meant to be. So a Salsa Cycles Cowbell 2 was ordered up and now resides on the Tamland Two. No fault of the FSA bars, they are good, but they do not meet my rigid standards for what a drop bar should be. That is- "a handle bar with a downward turned "hook" that lends itself to being used in several positions for the hands to control and steer a bicycle. They also should not impinge upon the operation of shifting, (if said bicycle is geared), nor in the operation of braking, from any hand position on the hook/hood section. They also shall be wide to accommodate my jumbo jet sized torso." That's my technical definition for ya.

Fail.

The FSA bars failed in two ways for me. One- they were definitely not wide enough for me. At 44cm, they felt like a juniors bar to me when riding. Worse- the lack of width was a serious hindrance to leverage. In much the same way a wider bar on a mountain bike gives better stability and control, so does a wider road bar. And of course, I looked silly and pinched in riding these narrow bars. Again- it's just me, I am sure!

However; secondly and more importantly, the brake lever was not reachable from the drop without letting loose of the drop section a bit. Not cool. Shifting from the drops was nigh unto impossible as well. Why are drop bars like this? That's easy- because you aren't supposed to use the drops anymore, silly! The drop section on road bars is a silly, unnecessary appendage only displayed so others can be sure of your "roadie-ness". I mean, otherwise you might be mistaken for a hipster with pursuit bars, right?

So anyway, something really had to be done since this wonky design was impeding the operation of the bicycle. The Cowbell 2 is a proven design, as I use it on the Black Mountain Cycles rig and have used various shifters with great results. So a 46cm bar showed up yesterday, which improved the width factor, and I got right to installing them.

Cowbell. I need more Cowbell!

The Cowbell is also slightly flared and very slightly "swept" outward in the drop section. The drop section is also longer by a bit, which I appreciate greatly. More places to put my hands is always a good thing on drop bars!

There is a Cowbell 1, and the difference is only in the material used to make the bars. The "1" is a 6000 series aluminum and slightly heavier. It costs about $30.00 bucks less than a "2" which is made from 7000 series aluminum and weighs a bit less. Both are 31.8mm clamp diameter bars only and only come in black ano. MSRP is about $75.00 for the "2". I payed for mine and am glad I have them!

Reached! FTW

The Cowbell has an entirely different shape to it and less reach and drop by a long shot versus the FSA bar it replaced. But most importantly, I can easily shift and brake from the drop position now. This will not only make quick shifting a breeze, but it will definitely be safer!

There is a hidden benefit in all of this as well, which I did not realize until I got out to ride yesterday. That is now I have another contact point which is familiar and the same as the BMC bike. Making a comparison to the BMC will now be easier, since handling and "feel" in the bars will not be colored by the inferior design of the FSA bar. (My words on the FSA bar, some may love those things.)

It was great riding the Tamland yesterday with the new bars. Much more comfortable, and obviously, easier to ride since I didn't have to contort my arms to operate basic functions. Braking was made so much better! Speaking of which, a lot of folks have been wondering about the TRP Spyre brakes on this Tamland.

The Spyre brakes have two moving pistons instead of one, like most mech brakes have, (including Avid BB-7's), so in that respect they are unique. This brake has a much better feel at the lever, especially with STI Shimano levers, which I've used with other mech disc brakes before and they were not easy to set up and didn't feel that great. Typically the Avid BB7's tend to feel too "mushy" and lack power with the STI levers, which tend to use up a lot of their travel to develop the kind of stopping power you may need. Not so with the Spyres, and this is the main difference. You get a great modulation feel, but you also do not have to pull the lever too far to get that. Power is great. Plenty of that on tap. The bonus here is that the Spyre brakes have been incredibly quiet as well.....so far. We'll see how long that goes on for.

Okay, so I have my Cowbell handle bars on the Tamland now and I think I'll be set for awhile. Bring on the training miles and the Gent's Race!

Single Is Not Necessarily Simple

The current Inbred SS set up

 I grabbed the Inbred SS rig for a quick errand yesterday and realized something.....well, actually I remembered something, but the Inbred reminded me of it.

Single speed bikes are not necessarily "simple". In fact, going single speed on a mountain bike these days might actually complicate things a bit. How? Well, in a few, irritatingly significant ways, actually. In some cases, it is almost better just running a geared bike. Almost....

Take rear drop outs for instance. At first glance, the traditional track end seems innocuous enough. But add disc brakes, a boat load of torque, and a grippy rear tire and a few things become sickeningly apparent. Slipping axles in the fork ends, fighting the caliper to remove a wheel, and just getting the wheel centered, (if you are OCD, this is the biggest issue!), can really ruin your day. Sure, you can use a chain tug, but that's another layer of complexity you are adding to a "simple drop out". Yes, you could just use nutted axles, but then you have to carry a wrench. See what I mean?

Then you have the solutions to the track end drop out. Eccentric bottom brackets, sliding drop outs, or swinging drop outs. None without their peccadilloes, and some with a big headache or two.

Why do we have to keep reinventing thru axles?

Then you have suspension forks, which have their own sets of complexities. None more baffling than the through axle. At first glance you may think all of them are like the Maxle, or Fox/Shimano's 15QR, but you'd be remiss in that notion. It seems to be a big game to see how many ways we can reinvent the through axle for mountain bikes.

Take this Manitou Tower Pro, as an example, a fine enough fork when it comes to suspension duties. However; it has a funky keyed through axle that isn't very easy to get right, and the mere fact that it can be done incorrectly, yet look right, is dangerous, in my opinion. Not only is this system less intuitive and fussy than a Maxle or 15QR, but it has a tension adjustment for the quick release lever, which if it isn't adjusted correctly will leave your wheel loose. What? You have to do two things to secure the wheel versus one, simple, easy to use method?  Let's not even get into Magura's system, or a couple of other oddball through axle deals out there.

So, you can see that on both ends of my Inbred, things are complicated. Yes- even without gears. In some ways, just popping a rear wheel into a vertical drop out, slamming the quick release over and riding off sounds kind of like a simple, sweet deal on a geared bicycle. Maybe if the industry would just give over and quit trying to be "different" for the sake of avoiding a licensing fee, we'd see some sensible results. Maybe if stupid trade mark and patent infringement deals that frustrate riders would be let go of so we could have an industry wide standard for through axles like the Maxle, we'd get rid of these wonky, one off designs.

Yeah.....I know- Dream on Ted!

But I will say that when all the goofiness works as advertised, and you hear nothing but your breathing and the tires working the trail, a single speed can give you a certain feeling that makes all those issues go away. For that time, the single speed is the greatest tool of mountain biking distilled down to its simplest form. Well......until you notice that your rear wheel is crooked again! 

Bah!

Single Is Not Necessarily Simple

The current Inbred SS set up

 I grabbed the Inbred SS rig for a quick errand yesterday and realized something.....well, actually I remembered something, but the Inbred reminded me of it.

Single speed bikes are not necessarily "simple". In fact, going single speed on a mountain bike these days might actually complicate things a bit. How? Well, in a few, irritatingly significant ways, actually. In some cases, it is almost better just running a geared bike. Almost....

Take rear drop outs for instance. At first glance, the traditional track end seems innocuous enough. But add disc brakes, a boat load of torque, and a grippy rear tire and a few things become sickeningly apparent. Slipping axles in the fork ends, fighting the caliper to remove a wheel, and just getting the wheel centered, (if you are OCD, this is the biggest issue!), can really ruin your day. Sure, you can use a chain tug, but that's another layer of complexity you are adding to a "simple drop out". Yes, you could just use nutted axles, but then you have to carry a wrench. See what I mean?

Then you have the solutions to the track end drop out. Eccentric bottom brackets, sliding drop outs, or swinging drop outs. None without their peccadilloes, and some with a big headache or two.

Why do we have to keep reinventing thru axles?

Then you have suspension forks, which have their own sets of complexities. None more baffling than the through axle. At first glance you may think all of them are like the Maxle, or Fox/Shimano's 15QR, but you'd be remiss in that notion. It seems to be a big game to see how many ways we can reinvent the through axle for mountain bikes.

Take this Manitou Tower Pro, as an example, a fine enough fork when it comes to suspension duties. However; it has a funky keyed through axle that isn't very easy to get right, and the mere fact that it can be done incorrectly, yet look right, is dangerous, in my opinion. Not only is this system less intuitive and fussy than a Maxle or 15QR, but it has a tension adjustment for the quick release lever, which if it isn't adjusted correctly will leave your wheel loose. What? You have to do two things to secure the wheel versus one, simple, easy to use method?  Let's not even get into Magura's system, or a couple of other oddball through axle deals out there.

So, you can see that on both ends of my Inbred, things are complicated. Yes- even without gears. In some ways, just popping a rear wheel into a vertical drop out, slamming the quick release over and riding off sounds kind of like a simple, sweet deal on a geared bicycle. Maybe if the industry would just give over and quit trying to be "different" for the sake of avoiding a licensing fee, we'd see some sensible results. Maybe if stupid trade mark and patent infringement deals that frustrate riders would be let go of so we could have an industry wide standard for through axles like the Maxle, we'd get rid of these wonky, one off designs.

Yeah.....I know- Dream on Ted!

But I will say that when all the goofiness works as advertised, and you hear nothing but your breathing and the tires working the trail, a single speed can give you a certain feeling that makes all those issues go away. For that time, the single speed is the greatest tool of mountain biking distilled down to its simplest form. Well......until you notice that your rear wheel is crooked again! 

Bah!

Cold & Hot

A spot of warmth on Friday, then......

Now more than ever I am glad I bugged out of work Friday early for that brief bit of warmth we got. Since then it's been back to the freezer for us here and we'll have another day of it yet today. Then....

Looks like a warmer bit again, but who knows how long that'll last. I sure hope it goes on for a while because it is hard to put up with the cold anymore when your mind is made up for Spring. Of course, Friday didn't help that along any, now did it?

My short term goal is to get ready for the Renegade Gent's Race coming up in 11 days. The course is relatively flat, but I need to work up some miles and this cold weather makes doing that harder, not to mention the brutal wind. Wednesday looks like a big ride day for me. We'll see how that weather holds up.

In the meantime, the past weekend and on into Monday has been a rather surprising stint for gravel road related events, news, and general hobnobbing of the sort. First there was a rash of new events discovered which I was busy compiling on the Gravel Grinder News Calendar late into the evening. Then it was a few e-mails from different areas of the country that weren't all about the same thing, but had gravel road events as their general theme. Finally, I had two phone calls concerning advice on gravel events and one interview.

The new header for the GTDRI site.

This gravel scene, what can I say? It continues to blow my mind that it is gathering more interest and events keep popping up all over. I had news this weekend of two in the planning stages that haven't even been announced yet! I know one of them I am pretty interested in myself, so stay tuned on that front.......

Finally- I've struggled with this decision all late Winter and a couple things have occurred that have pushed me to make a decision in one direction versus what I had intended on doing last Fall. It concerns the 3GR. That gravel ride I did every Saturday morning for several months the past two years.

First off, I have decided not to continue these rides in 2014. The reasons are two-fold, as hinted at above. First of all, an excellent alternative for rides has arisen in a Facebook page called Cedar Valley Velo Ride Guide. I've already seen several Saturday rides on gravel there, so that fills the void, (if you can even call it that!), with the demise of 3GR. I invite the few that showed up on my rides to check that out.

Secondly, I have a plan to get up to where I am planning on the Guitar Ted Death Ride Invitational in July. I should be making several Saturday treks up there to do training rides, and these will be unannounced outings. Solo. Suffering. I don't expect a lot of folks will get that, but that's okay. I have a score to settle with this course, and I plan on being ready. I will be sticking to that plan..... Other Saturdays I will be doing other rides. I may join some CVVRG rides, maybe not. I may drive somewhere I've not ridden before and ride. I may ride out my back door, but I have found that Saturday morning rides are good for me and I want the freedom to go where I please for a while. Barn hunting, seeing stuff, and getting ready for GTDRI, Odin's Revenge, and Gravel Worlds.

But first things first, and that's getting up to speed on miles and be able to pull my weight with my team at the Gent's Race. I will be using that Tamland I just got and I think that will be an excellent bike for that course the way it is set up.

I'm pretty sure I'll have to swap out those things I mentioned in my post yesterday on it, but for now I am sticking to the original set up. Tires will be a last minute call. I may be mounting up some lighter, skinnier tires than the Clement MSO 40's on it now, but that's easy enough to do the day of the event if I want to. The gravel hasn't ever been too awful down there, with the exception of that final run in two years back that left us scrabbling on the margins either side of the road for the smoother track!

Last year we got rained on. Who knows what this year will bring? Bad, rough gravel, rain, wind, or snow? This year snow wouldn't surprise me one bit! (Although I really, really hope that doesn't happen!) The thing is, we'll have fun and get a metric century in regardless of those possibilities.