Review Of Parts Past: Ragley Luxy Bar

Today we are going to take a look at something you cannot get anymore. Parts and pieces that graced our rides in days past that were noted for some special characteristic, either good or bad, will be featured in this recurring theme from time to time here. I call it "Review Of Parts Past", but that will get shortened to "ROPP", so there! Today's featured part is the Ragley Luxy Bar.

My 2007 Badger Cycles Drop Bar Custom with a Ragley Luxy Bar

This "ROPP" is all about a drop bar that was in production for maybe less than a year. In fact, the rumor is that only one production run was ever made of this bar. I've written reams about the mysterious Ragley Luxy Bar, but maybe I haven't explained exactly why it is that I, and many others, really like this bar. 

The Luxy Bars as seen on my Gen I Fargo. That is a Bar Yak set up attached to it as well.

 First of all, the Luxy Bar did two things that previously available drop bars for off road did not do: They had swept extensions and really shallow drop. Here in my image to the left you get a feel for how much sweep the extensions have. This puts your hands, forearms, and upper arms in a very natural position that I find extremely comfortable.

Secondly, the extremely shallow drop is unrivaled by any other bar, with the possible exception of the original, (and also unavailable),  Gary Bar. Check out the shallowness of the Luxy's drop in the top image. This was important in that the shallower drop requires a less tall stem on many bikes to make it work. Note also in my image of the Badger that the drops end up just a few inches lower than my saddle. Perfectly where I would have straight bars on any "normal" hard tail. Yet, the drop bar has other positions the traditional mountain bike bar cannot begin to offer a rider. Finally, the extensions and the top/ramps of the bar are parallel to each other and the extensions don't point downward at a weird angle, like Woodchippers extensions do. This makes set up far easier and the extensions stay usable. This is the fatal flaw with Woodchippers and it is why I do not like them at all.

The Luxy Bar did two other things which I haven't found in any other off road drop bar. One was that despite the extreme sweep and the super shallow drop, the brake/shifter controls don't end up in a super odd position which compromises their functionality or comfort. The levers get laid over a tad, for sure, but there are other bars that had far worse positioning for the controls. The aforementioned Gary Bar being one of the worst in that regard.

The width of the Luxy Bar makes for a great drop bar for a single speed.

The other thing which no other off road drop bar does, or any road drop bar, to my knowledge, is the 31.8mm diameter of the entire bar top. The Luxy is a fat bar all the way to the ramps, and when you use the tops for an extended climb, or just for cruising, that 31.8mm diameter feels right in the hand. Plus, it doesn't waste space with a taper that robs you of precious real estate for mounting accessories, should you desire to do that. Honestly, it is such a brilliant idea that I am amazed that more companies don't employ the design.

The Luxy was not perfect, by any stretch. It was only ever offered in one width, to my knowledge, and that extreme sweep was an acquired taste, for sure. However; it did so many things so "right", I cannot imagine any off road bar that comes close to the Luxy's practicality and comfort. The best bar available today, in my opinion, is Salsa Cycles Cowchipper. It has a really good design, but it has more drop and a tapered top from 31.8mm to the traditional 23.8mm for the control clamp size. The sweep is no where near the same either, so for those looking for a great bar to use on a single speed set up, the Cowchipper is a tough sell. However; the Cowchipper's  less extreme sweep is a selling point for many that use geared set ups.

The Luxy Bar is, by a country mile, the most innovative off road drop bar since Charlie Cunningham bent Cinelli bars to his taste for his self-branded aluminum mountain bikes in the early 80's. Nothing ever was made like it before or has been since. Apparently, Chain Reaction Cycles UK, the parent company of Ragley Bikes, holds the original tooling and license for the design hostage to this day. Having new Luxy Bars would be a great thing, but don't hold yer breath. I doubt they will ever be produced again.

But I've been wrong before.

Review Of Parts Past: Ragley Luxy Bar

Today we are going to take a look at something you cannot get anymore. Parts and pieces that graced our rides in days past that were noted for some special characteristic, either good or bad, will be featured in this recurring theme from time to time here. I call it "Review Of Parts Past", but that will get shortened to "ROPP", so there! Today's featured part is the Ragley Luxy Bar.

My 2007 Badger Cycles Drop Bar Custom with a Ragley Luxy Bar

This "ROPP" is all about a drop bar that was in production for maybe less than a year. In fact, the rumor is that only one production run was ever made of this bar. I've written reams about the mysterious Ragley Luxy Bar, but maybe I haven't explained exactly why it is that I, and many others, really like this bar. 

The Luxy Bars as seen on my Gen I Fargo. That is a Bar Yak set up attached to it as well.

 First of all, the Luxy Bar did two things that previously available drop bars for off road did not do: They had swept extensions and really shallow drop. Here in my image to the left you get a feel for how much sweep the extensions have. This puts your hands, forearms, and upper arms in a very natural position that I find extremely comfortable.

Secondly, the extremely shallow drop is unrivaled by any other bar, with the possible exception of the original, (and also unavailable),  Gary Bar. Check out the shallowness of the Luxy's drop in the top image. This was important in that the shallower drop requires a less tall stem on many bikes to make it work. Note also in my image of the Badger that the drops end up just a few inches lower than my saddle. Perfectly where I would have straight bars on any "normal" hard tail. Yet, the drop bar has other positions the traditional mountain bike bar cannot begin to offer a rider. Finally, the extensions and the top/ramps of the bar are parallel to each other and the extensions don't point downward at a weird angle, like Woodchippers extensions do. This makes set up far easier and the extensions stay usable. This is the fatal flaw with Woodchippers and it is why I do not like them at all.

The Luxy Bar did two other things which I haven't found in any other off road drop bar. One was that despite the extreme sweep and the super shallow drop, the brake/shifter controls don't end up in a super odd position which compromises their functionality or comfort. The levers get laid over a tad, for sure, but there are other bars that had far worse positioning for the controls. The aforementioned Gary Bar being one of the worst in that regard.

The width of the Luxy Bar makes for a great drop bar for a single speed.

The other thing which no other off road drop bar does, or any road drop bar, to my knowledge, is the 31.8mm diameter of the entire bar top. The Luxy is a fat bar all the way to the ramps, and when you use the tops for an extended climb, or just for cruising, that 31.8mm diameter feels right in the hand. Plus, it doesn't waste space with a taper that robs you of precious real estate for mounting accessories, should you desire to do that. Honestly, it is such a brilliant idea that I am amazed that more companies don't employ the design.

The Luxy was not perfect, by any stretch. It was only ever offered in one width, to my knowledge, and that extreme sweep was an acquired taste, for sure. However; it did so many things so "right", I cannot imagine any off road bar that comes close to the Luxy's practicality and comfort. The best bar available today, in my opinion, is Salsa Cycles Cowchipper. It has a really good design, but it has more drop and a tapered top from 31.8mm to the traditional 23.8mm for the control clamp size. The sweep is no where near the same either, so for those looking for a great bar to use on a single speed set up, the Cowchipper is a tough sell. However; the Cowchipper's  less extreme sweep is a selling point for many that use geared set ups.

The Luxy Bar is, by a country mile, the most innovative off road drop bar since Charlie Cunningham bent Cinelli bars to his taste for his self-branded aluminum mountain bikes in the early 80's. Nothing ever was made like it before or has been since. Apparently, Chain Reaction Cycles UK, the parent company of Ragley Bikes, holds the original tooling and license for the design hostage to this day. Having new Luxy Bars would be a great thing, but don't hold yer breath. I doubt they will ever be produced again.

But I've been wrong before.

The Last Ride

I brought home a bicycle to the Guitar Ted Estate the other day. That isn't necessarily an unusual thing  I bring home an old bike or some parts on a fairly regular basis. However; this time the haul was something different for me. A notable experience and it made me reflect on things.

The bike itself is nothing remarkable. A late 90's Trek, steel frame and fork, middling component group, and some plastic full coverage fenders. Perhaps the most notable thing to the casual observer would be the odd Cane Creek drop add-ons for the handle bars. Not a bicycle many would take a second glance at. It is only notable to me for what it represents to me and the story behind it.

In the late 90's my Mom took an interest in bicycling. She had observed my love of cycling over the years and she had just moved to a quiet small village after living in Des Moines. She figured cycling would be a safe choice living in that small community where she had moved. She could get out in to the country easily and without a lot of traffic pestering her. Mom has always been a country girl at her core. Cities never set well with her.

She found a close out at the bike shop in the next town over from her and picked it up. Along the way I helped her accessorize the Trek. A computer, clipless pedals and shoes, and yes- those funky drop add-ons. Mom liked those because she could ride into a headwind easier by getting down in those drops.

She rode several single days of RAGBRAI with me on that bike, but I imagine it was all those forays out in to the surrounding countryside that were what was most important to her. She used to regale me with the tales of her jaunts out to other small towns via the network of county blacktop roads she used. She spoke of birds, flowers, and how the crops were doing. It was obvious that she really enjoyed riding and being outdoors.

Then I remember a few years back how she was telling me how cars and trucks were not giving her space. She didn't feel comfortable riding alone out there anymore. She would keep her rides within the city limits from then on. Eventually the tales of rides ceased, and then last year my step Dad gave me the news that my Mom wasn't going to be riding anymore. The onset of dementia made that too risky of an activity. He suggested that I pick up the bike and find it a new owner. That pick up finally happened this Memorial Day weekend.

My Mom is almost 76 years old. I wondered what her last ride was like. Those old tires had absolutely no air in them, and judging by the dust, it had been some time ago. The computer battery was dead. No record of mileage on that bike or the last ride it took my Mom on.

Then I thought about "last rides". When would mine be? Someday it will happen for all of us.

Cherish every ride you get till then.

The Last Ride

I brought home a bicycle to the Guitar Ted Estate the other day. That isn't necessarily an unusual thing  I bring home an old bike or some parts on a fairly regular basis. However; this time the haul was something different for me. A notable experience and it made me reflect on things.

The bike itself is nothing remarkable. A late 90's Trek, steel frame and fork, middling component group, and some plastic full coverage fenders. Perhaps the most notable thing to the casual observer would be the odd Cane Creek drop add-ons for the handle bars. Not a bicycle many would take a second glance at. It is only notable to me for what it represents to me and the story behind it.

In the late 90's my Mom took an interest in bicycling. She had observed my love of cycling over the years and she had just moved to a quiet small village after living in Des Moines. She figured cycling would be a safe choice living in that small community where she had moved. She could get out in to the country easily and without a lot of traffic pestering her. Mom has always been a country girl at her core. Cities never set well with her.

She found a close out at the bike shop in the next town over from her and picked it up. Along the way I helped her accessorize the Trek. A computer, clipless pedals and shoes, and yes- those funky drop add-ons. Mom liked those because she could ride into a headwind easier by getting down in those drops.

She rode several single days of RAGBRAI with me on that bike, but I imagine it was all those forays out in to the surrounding countryside that were what was most important to her. She used to regale me with the tales of her jaunts out to other small towns via the network of county blacktop roads she used. She spoke of birds, flowers, and how the crops were doing. It was obvious that she really enjoyed riding and being outdoors.

Then I remember a few years back how she was telling me how cars and trucks were not giving her space. She didn't feel comfortable riding alone out there anymore. She would keep her rides within the city limits from then on. Eventually the tales of rides ceased, and then last year my step Dad gave me the news that my Mom wasn't going to be riding anymore. The onset of dementia made that too risky of an activity. He suggested that I pick up the bike and find it a new owner. That pick up finally happened this Memorial Day weekend.

My Mom is almost 76 years old. I wondered what her last ride was like. Those old tires had absolutely no air in them, and judging by the dust, it had been some time ago. The computer battery was dead. No record of mileage on that bike or the last ride it took my Mom on.

Then I thought about "last rides". When would mine be? Someday it will happen for all of us.

Cherish every ride you get till then.

Happy Memorial Day

Happy Memorial Day

Thanks to all of our military service members past and present. Especially to those who gave the ultimate sacrifice.

Especially thinking about the family of my father in law, Francis odbert, who was a Korean War and Vietnam war veteran who died on Easter this past April.

Please take a moment today to remember and honor those who have given service to this country.   

Happy Memorial Day

Happy Memorial Day

Thanks to all of our military service members past and present. Especially to those who gave the ultimate sacrifice.

Especially thinking about the family of my father in law, Francis odbert, who was a Korean War and Vietnam war veteran who died on Easter this past April.

Please take a moment today to remember and honor those who have given service to this country.   

Badger Reborn

All done. Now for some tweaking on the set up.

Well, the Badger drop bar specific bike is done. Basically, it is what I had intended it to be from the beginning. Well, excepting that I thought I was getting a single speed bike in the beginning, but other than that, this is how I imagined the Badger was to turn out.

Most of this build was pretty easy for me to figure out. A 9 speed drive train governed by Gevanelle shifters and an XT/Deore/TA Specialties drive train. of course I used a Luxy Bar for my controls to mount on. The brakes are old Avid mechanical brakes and they are clamping Ashima rotors.

The stem and head set are Velo Orange bits while the seat post is a titanium Salsa post. The saddle is a Brooks Cambium C-17 in Wheat. The bar tape is fizik.

The wheels were something I figured would be an issue since I have a plan to make the hubs silver as well as the rims. That could have put a big delay on the completion of this project since I wasn't going to accept anything less than a nice quality hub and rim. I also wanted to use a skinwall tire, but to find something that was at least a two inch wide tire with a reasonably fast tread pattern,well, that isn't easy to do yet. So, I decided to go with the wheels I had been using on my Gen I Fargo. Those came over shod with the Teravail Sparwoods and those just needed a new shot of sealant and they were good to go.

So , that's the Badger and how it will be for now. I hope to get a new wheeel set going later into the year.

Badger Reborn

All done. Now for some tweaking on the set up.

Well, the Badger drop bar specific bike is done. Basically, it is what I had intended it to be from the beginning. Well, excepting that I thought I was getting a single speed bike in the beginning, but other than that, this is how I imagined the Badger was to turn out.

Most of this build was pretty easy for me to figure out. A 9 speed drive train governed by Gevanelle shifters and an XT/Deore/TA Specialties drive train. of course I used a Luxy Bar for my controls to mount on. The brakes are old Avid mechanical brakes and they are clamping Ashima rotors.

The stem and head set are Velo Orange bits while the seat post is a titanium Salsa post. The saddle is a Brooks Cambium C-17 in Wheat. The bar tape is fizik.

The wheels were something I figured would be an issue since I have a plan to make the hubs silver as well as the rims. That could have put a big delay on the completion of this project since I wasn't going to accept anything less than a nice quality hub and rim. I also wanted to use a skinwall tire, but to find something that was at least a two inch wide tire with a reasonably fast tread pattern,well, that isn't easy to do yet. So, I decided to go with the wheels I had been using on my Gen I Fargo. Those came over shod with the Teravail Sparwoods and those just needed a new shot of sealant and they were good to go.

So , that's the Badger and how it will be for now. I hope to get a new wheeel set going later into the year.

Minus Ten Review- 21

The Badger drop bar specific 29"er Image by Josh Patterson

On the blog ten years ago this week I was revealing my two "secret project bikes". One I have already spoken of, the Badger drop bar specific bike. This design, other than the fact that I wanted it to be a single speed, and it came to me as a geared only bike, was something that foreshadowed another bike I would get a year later. That bike was the Salsa Cycles Fargo. Interestingly, there was no other time I can recall when a fat tired, drop bar, 29 inch wheel based bike was so desired by a lot of people.

Consider that during this period that not only did I have this Badger brazed up, but that Salsa Cycles heard the customers out there who, like my friend MG, were clamoring for a drop bar 29"er. Consider that at the same time, Singular Cycles' Sam Alison was busy working on the drop bar specific Gryphon 29"er. So, it would be a time that this sort of bike was in the limelight. Not that it isn't to this day. Salsa Cycles longest running model now is the Fargo. Sales of that model are still pretty strong. I don't see it going away any time soon.

But, at any rate, the Badger was an idea that was slightly ahead of its time. A steel framed drop bar 29"er. The Badger is not festooned with the amount of braze ons that the Fargo was and is, but the basic idea is there. Oh.......and yes- I still have it. Stay tuned........

A naked Pofahl Special. Image by Ben Witt

The other "Secret Project Bike" was my Pofahl. This odd little deal was straight out of my brain. When 29"ers were still a rare thing in the early 00's, I would often draw up frame designs as a way to doodle and pass the time. Yes......I used to have spare time. That was before blogs, Trans Iowa, and reviewing stuff! See, it was dangerous for my mind to be idle. Just think of all the wonky designs I would have come up with had I still been idle all these years!

Well, when I met Ben Witt concerning the Badger mtb I reviewed, I mentioned this design to him and he got excited and encouraged me to work with him and Mike Pofahl to make it a reality. Ben took my basic design and then made all the necessary tweaks to that idea to make it an approximation of a  "Karate Monkey/single speed specific" 29"er. Ben even designed a swoopy take off of a Jones Bar that he wanted me to put on this bike. It was to be made in titanium. However; things didn't quite go as planned in regard to the bars that were intended for this design.

Ben was excited about a builder in Colorado many of you have heard about. Now this will be the first time I have revealed this. It is the story, and the truth, but more importantly, water under the dam. Ten years of it....

The design was sent to Black Sheep. We were excited to see how it would come out. Ben initially heard back concerning some details, but then the communication grew cold. Eventually, after months of waiting and trying to get through to Black Sheep, we gave up. I ended up putting drop bars on the Pofahl, and that's the way it has been ever since. So, what became of the "swoopy Jones-like design"? Funny thing- About six months later Black Sheep has a variation on Ben's design offered on their site. Coincidence? Maybe..........

But, as I said, water under the dam. I have the Pofahl as a drop bar bike and that works fine. 

Minus Ten Review- 21

The Badger drop bar specific 29"er Image by Josh Patterson

On the blog ten years ago this week I was revealing my two "secret project bikes". One I have already spoken of, the Badger drop bar specific bike. This design, other than the fact that I wanted it to be a single speed, and it came to me as a geared only bike, was something that foreshadowed another bike I would get a year later. That bike was the Salsa Cycles Fargo. Interestingly, there was no other time I can recall when a fat tired, drop bar, 29 inch wheel based bike was so desired by a lot of people.

Consider that during this period that not only did I have this Badger brazed up, but that Salsa Cycles heard the customers out there who, like my friend MG, were clamoring for a drop bar 29"er. Consider that at the same time, Singular Cycles' Sam Alison was busy working on the drop bar specific Gryphon 29"er. So, it would be a time that this sort of bike was in the limelight. Not that it isn't to this day. Salsa Cycles longest running model now is the Fargo. Sales of that model are still pretty strong. I don't see it going away any time soon.

But, at any rate, the Badger was an idea that was slightly ahead of its time. A steel framed drop bar 29"er. The Badger is not festooned with the amount of braze ons that the Fargo was and is, but the basic idea is there. Oh.......and yes- I still have it. Stay tuned........

A naked Pofahl Special. Image by Ben Witt

The other "Secret Project Bike" was my Pofahl. This odd little deal was straight out of my brain. When 29"ers were still a rare thing in the early 00's, I would often draw up frame designs as a way to doodle and pass the time. Yes......I used to have spare time. That was before blogs, Trans Iowa, and reviewing stuff! See, it was dangerous for my mind to be idle. Just think of all the wonky designs I would have come up with had I still been idle all these years!

Well, when I met Ben Witt concerning the Badger mtb I reviewed, I mentioned this design to him and he got excited and encouraged me to work with him and Mike Pofahl to make it a reality. Ben took my basic design and then made all the necessary tweaks to that idea to make it an approximation of a  "Karate Monkey/single speed specific" 29"er. Ben even designed a swoopy take off of a Jones Bar that he wanted me to put on this bike. It was to be made in titanium. However; things didn't quite go as planned in regard to the bars that were intended for this design.

Ben was excited about a builder in Colorado many of you have heard about. Now this will be the first time I have revealed this. It is the story, and the truth, but more importantly, water under the dam. Ten years of it....

The design was sent to Black Sheep. We were excited to see how it would come out. Ben initially heard back concerning some details, but then the communication grew cold. Eventually, after months of waiting and trying to get through to Black Sheep, we gave up. I ended up putting drop bars on the Pofahl, and that's the way it has been ever since. So, what became of the "swoopy Jones-like design"? Funny thing- About six months later Black Sheep has a variation on Ben's design offered on their site. Coincidence? Maybe..........

But, as I said, water under the dam. I have the Pofahl as a drop bar bike and that works fine. 

Friday News And Views

Trek introduces a 29" wheeled DH sled. Yes......Trek.

Trek Announces A Production DH Big Wheeler:

Trek, and by extension, the former Gary Fisher brand, have been on the forefront of 29 inch wheeled developments for close to two decades now. I have to hand it to Trek. They have kept their feet to the fire, (mostly), that entire stretch of time. This production DH sled with big wheels is yet another example of this.

While Trek gets poo-pooed often because they are a "big brand", or "corporate" or whatever, you also cannot deny that Trek has put a lot of R&D effort into the 29"er over the years. Have you ever wondered why there are forks with 51mm of offset, frames with shorter rear ends and slacker head angles, and components like Fox Shox and Rock Shox forks for 29"ers? You can thank Trek for all of that. Trek tested ideas in labs and in the field to come up with many of the innovations in 29"ers we take for granted today.

So when I hear that Trek tested their Session 27.5"er against the Session with 29"er wheels and found that the big wheels were faster everywhere by up to three seconds per minute, I believe that. When they claim the 27.5"er was not better in any form of their testing, you can believe that they actually did legitimate testing, and those were the results.

Again, I was a naysayer when it came to 29"ers and DH competition, but kudos to Trek for proving me wrong here. Not that a 29"er DH sled matters at all to me or most folks. But when it does show to what extent 29" wheels make sense across the board for any mountain biking, well, that is significant.

The alt design which we didn't use.....

Tremendous Response:

Thank you so much to all who purchased t-shirts over the past week. I was floored by the response and I sure hope that these t-shirts bring a smile when they get worn.

By the way, if you wear a size medium, you could get one as well. I have about 9 left, and when they are gone, that's it! Interested? Go to the Garage Sale Page for the deets.

I'd sure like to see those final sized medium shirts get used up, but if they don't I will likely figure out another plan of action. But thank you again folks! Because I only have 9 shirts to handle now, not three times that many! As far as the money goes, I am thinking I may need to do some sprucing up on the "Truck With No Name", since that is the main recon rig. The tires are getting pretty chewed up on that vehicle, so I am thinking I'll get some new ones soon. And then, who knows.... If there is another TI the truck will be all good to go for it. All I can say is that all the gravel miles have started to take a toll on that truck's shoes.

The flowers are back again!

Flower Power:

 I have gotten a couple rides in recently out in the country and the views are really getting good again. The ditch flowers are popping already and the purples, yellows, pinks, and whites flourish in different corners of the county now.

So, I have gotten some time on this suspension stem I am testing and more time on the WTB Byway tires also. I will be posting about those things as well as some Banjo Brothers bags I have and a couple of other odd parts I am checking out as well.

But the main thing is getting out to see what is going on in the country and also to get some miles in my legs. I'll be honest,this year has been a struggle and yesterday I jacked up some muscles in my left calf taking of a shoe of all things. Mrs.Guitar Ted has been made aware of the problem and has a course of action for me to take. I am not bad, it is just a muscle issue, but it hurts like the dickens.

So, yeah, I may be riding more now but I'll be riding slower! At least for a while until this issue clears up. I just hope that I can get out there and enjoy the scenery, ride against the wind, and be gone on my bicycle for several hours. I rode my bicycle yesterday and that was right after I injured my leg. It was fine, but I have to take it easy. The flowers are waiting though! I'll be getting out there, don't you worry about that!

That's it for today. Have a great weekend and ride those bicycles!

Friday News And Views

Trek introduces a 29" wheeled DH sled. Yes......Trek.

Trek Announces A Production DH Big Wheeler:

Trek, and by extension, the former Gary Fisher brand, have been on the forefront of 29 inch wheeled developments for close to two decades now. I have to hand it to Trek. They have kept their feet to the fire, (mostly), that entire stretch of time. This production DH sled with big wheels is yet another example of this.

While Trek gets poo-pooed often because they are a "big brand", or "corporate" or whatever, you also cannot deny that Trek has put a lot of R&D effort into the 29"er over the years. Have you ever wondered why there are forks with 51mm of offset, frames with shorter rear ends and slacker head angles, and components like Fox Shox and Rock Shox forks for 29"ers? You can thank Trek for all of that. Trek tested ideas in labs and in the field to come up with many of the innovations in 29"ers we take for granted today.

So when I hear that Trek tested their Session 27.5"er against the Session with 29"er wheels and found that the big wheels were faster everywhere by up to three seconds per minute, I believe that. When they claim the 27.5"er was not better in any form of their testing, you can believe that they actually did legitimate testing, and those were the results.

Again, I was a naysayer when it came to 29"ers and DH competition, but kudos to Trek for proving me wrong here. Not that a 29"er DH sled matters at all to me or most folks. But when it does show to what extent 29" wheels make sense across the board for any mountain biking, well, that is significant.

The alt design which we didn't use.....

Tremendous Response:

Thank you so much to all who purchased t-shirts over the past week. I was floored by the response and I sure hope that these t-shirts bring a smile when they get worn.

By the way, if you wear a size medium, you could get one as well. I have about 9 left, and when they are gone, that's it! Interested? Go to the Garage Sale Page for the deets.

I'd sure like to see those final sized medium shirts get used up, but if they don't I will likely figure out another plan of action. But thank you again folks! Because I only have 9 shirts to handle now, not three times that many! As far as the money goes, I am thinking I may need to do some sprucing up on the "Truck With No Name", since that is the main recon rig. The tires are getting pretty chewed up on that vehicle, so I am thinking I'll get some new ones soon. And then, who knows.... If there is another TI the truck will be all good to go for it. All I can say is that all the gravel miles have started to take a toll on that truck's shoes.

The flowers are back again!

Flower Power:

 I have gotten a couple rides in recently out in the country and the views are really getting good again. The ditch flowers are popping already and the purples, yellows, pinks, and whites flourish in different corners of the county now.

So, I have gotten some time on this suspension stem I am testing and more time on the WTB Byway tires also. I will be posting about those things as well as some Banjo Brothers bags I have and a couple of other odd parts I am checking out as well.

But the main thing is getting out to see what is going on in the country and also to get some miles in my legs. I'll be honest,this year has been a struggle and yesterday I jacked up some muscles in my left calf taking of a shoe of all things. Mrs.Guitar Ted has been made aware of the problem and has a course of action for me to take. I am not bad, it is just a muscle issue, but it hurts like the dickens.

So, yeah, I may be riding more now but I'll be riding slower! At least for a while until this issue clears up. I just hope that I can get out there and enjoy the scenery, ride against the wind, and be gone on my bicycle for several hours. I rode my bicycle yesterday and that was right after I injured my leg. It was fine, but I have to take it easy. The flowers are waiting though! I'll be getting out there, don't you worry about that!

That's it for today. Have a great weekend and ride those bicycles!

Wolf Tooth B Rad - Introduction

The Wolf Tooth B Rad 2 and Double Bottle Adapters.

Wolf Tooth is a company that is perhaps best known for drive train bits and pieces, like those fancy derailleur adapters or ginormous cassette extender cogs. That's all great and stuff, but I never really was too interested in those things. Then they recently announced a new product range dubbed "B Rad". It is a system of bits and pieces that allow a rider to mount things on the bike and get them off the rider's back. Literally. Like water, for instance.

Okay, now you've got my attention Mr. Wolf Tooth! I checked this out and found that it may be something worth getting for my gravel bikes. With my "DK My Way" ride coming up, I figured that I would try to graft that gizmo on to my Gen I Fargo. That's my adventure bike and it carries a lot of water as is.

The B Rad system is modular and you buy the system parts separately. I chose the B Rad 2 rail and the Double Bottle Adapter since what I wanted to do was add an extra water bottle. Actually, I was also making a difficult to get at bottle easier for me to access and add another bottle. You see, the original Gen I Fargos in size Large, XL, and XXL had two down tube mounted bottle cage options inside the front triangle. I can put two bottles there, one on the seat tube, and one underneath the down tube. That's four bottles plus the two I can mount on the fork blades.

With the B Rad parts mounted, I can run seven bottles on the Gen I Fargo.

The trouble was that the upper most down tube mounted bottle was really hard to get out and remove. It was possible, but it wasn't ideal. Last year I ran a frame bag and stuck bottles in there. For Gravel Worlds I ran a top tube bag with an extra bottle in there. This year I am maxing out the water carrying capacity for what I anticipate will be a hot, drier Kansas trip. The B Rad gets me the water I need without dealing with a hydration pack.

Here is a good look- The rail mounts to the bike and the adapters to the rail.

I still need to work on my storage for other items. I have been using the under the down tube bottle as a tool kit. (That's what you see here in the image, by the way.) That leaves six other 20 ounce bottles for water so I figure that if I can plan resupply points at four to five hours ride time I should be okay on water. The new-to-me black Carousel Design Works bag on the top tube will be used for some food carrying duties and I have yet to add my Bike Bag Dude Garage Bag on the top tube which should also be handling food and some personal items. I will likely also use a couple Chaff Bags from Bike Bag Dude as well for easy access food or possibly a wet weather jacket storage.

But back to the B Rad..... I have only done a short test ride, but out of the saddle pedaling shouldn't be an issue. I noted that I had the B Rad mounted up the down tube far enough, (due to an interference issue with a cable stop more than anything else), that it places the bottles far enough forward that I have plenty of clearance for my legs. The bottles are easily accessed while riding, as you might imagine, and the extra clearance gained above the lower down tube water bottle will now allow me to use a larger sized water bottle in that position, as well as a large sized bottle on the seat tube. Actually, if I decided against the Chaff Bags, I could use large sized bottles on the B Rad mounted cages.

Speaking of wet weather. If I am wrong and the weather looks to be more like the way it was two years ago, I may use a Bar Yak mounted dry bag with spare clothing. But I won't make that call until closer to the event. Late next week I should have a better idea about that, but either way the B Rad set up stays.

Stay tuned for a full review post DK.......

NOTE- The B Rad bits were bought with my own damn money and I was not asked, paid, or bribed for this post.

Wolf Tooth B Rad - Introduction

The Wolf Tooth B Rad 2 and Double Bottle Adapters.

Wolf Tooth is a company that is perhaps best known for drive train bits and pieces, like those fancy derailleur adapters or ginormous cassette extender cogs. That's all great and stuff, but I never really was too interested in those things. Then they recently announced a new product range dubbed "B Rad". It is a system of bits and pieces that allow a rider to mount things on the bike and get them off the rider's back. Literally. Like water, for instance.

Okay, now you've got my attention Mr. Wolf Tooth! I checked this out and found that it may be something worth getting for my gravel bikes. With my "DK My Way" ride coming up, I figured that I would try to graft that gizmo on to my Gen I Fargo. That's my adventure bike and it carries a lot of water as is.

The B Rad system is modular and you buy the system parts separately. I chose the B Rad 2 rail and the Double Bottle Adapter since what I wanted to do was add an extra water bottle. Actually, I was also making a difficult to get at bottle easier for me to access and add another bottle. You see, the original Gen I Fargos in size Large, XL, and XXL had two down tube mounted bottle cage options inside the front triangle. I can put two bottles there, one on the seat tube, and one underneath the down tube. That's four bottles plus the two I can mount on the fork blades.

With the B Rad parts mounted, I can run seven bottles on the Gen I Fargo.

The trouble was that the upper most down tube mounted bottle was really hard to get out and remove. It was possible, but it wasn't ideal. Last year I ran a frame bag and stuck bottles in there. For Gravel Worlds I ran a top tube bag with an extra bottle in there. This year I am maxing out the water carrying capacity for what I anticipate will be a hot, drier Kansas trip. The B Rad gets me the water I need without dealing with a hydration pack.

Here is a good look- The rail mounts to the bike and the adapters to the rail.

I still need to work on my storage for other items. I have been using the under the down tube bottle as a tool kit. (That's what you see here in the image, by the way.) That leaves six other 20 ounce bottles for water so I figure that if I can plan resupply points at four to five hours ride time I should be okay on water. The new-to-me black Carousel Design Works bag on the top tube will be used for some food carrying duties and I have yet to add my Bike Bag Dude Garage Bag on the top tube which should also be handling food and some personal items. I will likely also use a couple Chaff Bags from Bike Bag Dude as well for easy access food or possibly a wet weather jacket storage.

But back to the B Rad..... I have only done a short test ride, but out of the saddle pedaling shouldn't be an issue. I noted that I had the B Rad mounted up the down tube far enough, (due to an interference issue with a cable stop more than anything else), that it places the bottles far enough forward that I have plenty of clearance for my legs. The bottles are easily accessed while riding, as you might imagine, and the extra clearance gained above the lower down tube water bottle will now allow me to use a larger sized water bottle in that position, as well as a large sized bottle on the seat tube. Actually, if I decided against the Chaff Bags, I could use large sized bottles on the B Rad mounted cages.

Speaking of wet weather. If I am wrong and the weather looks to be more like the way it was two years ago, I may use a Bar Yak mounted dry bag with spare clothing. But I won't make that call until closer to the event. Late next week I should have a better idea about that, but either way the B Rad set up stays.

Stay tuned for a full review post DK.......

NOTE- The B Rad bits were bought with my own damn money and I was not asked, paid, or bribed for this post.

In Regard To The "Gravel Triple Crown"

Dan Hughes coming across the line at T.I.v13

Since Trans Iowa v13 happened I have seen a few folks reference a concept known as the "Triple Crown". I have a "horse in this race", and I also have the history on this concept, so I figured I would set the record straight publicly before the myth gets out of hand. Grab yer favorite beverage and get ready for the true story.

I think it would be prudent to go back a bit and give you all the back story first. But before I even go there, let me make something very clear up front......

I never have, nor ever will I say that Trans Iowa is a "premier event", a "gravel classic", or "the grandfather of all gravel races". These are  things which I have had other people tell me (and more) when they think about Trans Iowa. However; this sort of talk isn't coming from me or any of my Trans Iowa production efforts. Trans Iowa is "Trans Iowa". Period. Nothing more than that.

However; since the beginnings of the modern gravel road riding movement, there have been ideas bandied about. One of those was the idea that there could be a "Triple Crown" of gravel events which would help determine the best gravel racer. This idea was first presented to Jeff and I right after we had put on the first Trans Iowa, so probably sometime in 2005. Let's put that in context, shall we?

In 2005 there was no Almanzo 100, no Barry-Roubaix, and no Gravel Worlds. We had never heard about Paris-Ancaster, nor about any other long running, big mileage, classic gravel event which may have been going on before we got started. We knew about the Flint Hills Death Ride, (70 miles), and the Colesburg Classic, (40 miles), but there just were no other events like Trans Iowa, and the planned Dirty Kanza 200. The idea that any other events could even be considered for a "triple crown" just was not possible at that time.

My shot that I took at the first DK200 of winner Dan Hughes and Doug Long, a volunteer that year.

We were in contact with Jim Cummings and Joel Dyke as they made their plans for their gravel event. In fact, it was Jim Cummings that first broached the subject of a possibility of a triple crown with me in an e-mail. There were rumblings of a big mileage event in Nebraska, according to Jim, and if any of that materialized, we should consider a "Gravel Triple Crown". In fact, the mere thought of another event coming on with big mileage actually was an influence on the dates for the DK200 and Trans Iowa.

Some time passed and the gravel event which was going to be in Nebraska was a complete mystery to me. With time I had heard about an event planned by Skip Cronin, who was known as the "Endurosnob", which was the moniker of his blog as well. That event was a "one and done" deal, so the gap in the "Triple Crown" was still needing to be filled. That seemed to be possible when I heard about the efforts of the Pirate Cycling League to bring a long gravel event to the table.

The PCL was a loosely knit group of gravel riding enthusiasts from the Lincoln Nebraska area and one of their group, Corey "Cornbread" Godfrey, had some e-mail discussions about this Triple Crown idea. The way that I remember it being left was that we, (the DK200, the new Nebraska event which became the Good Life Gravel Adventure and eventually Gravel Worlds, and Trans Iowa), were all separate events with our own ways of doing things. This might be hard to reconcile in to a "series" which could result in a legitimate "Triple Crown" of gravel.* Plus, the whole idea of a "series" wasn't what Cornbread and I wanted. So, that was the end of that. Or so we thought.......

At the start of the 2015 DK200- The DK200 has become a "big time event" these days.

Moving onward through time, the DK200 became a much larger, more polished, and more mainstream event with chip timing, big start and finish line hoopla, podiums, prizes, and now spreads out over four days time to take in. The Good Life Gravel Adventure became the Gravel Worlds, a tongue in cheek take on Pro World Championship racing with a grassroots, down home feel. It has its own "rainbow jersey" for different categories of "Gravel World Champions". It is also a much bigger affair than it used to be.

Trans Iowa? Not so much. It hasn't changed much in years. It isn't on the same playing field as these other events these days when it comes to the mainstream idea of an "event". It doesn't have the same cache', nor does it have the same high profile outside of the gravel community that the other two events do. I kind of scoff at the idea that it would even be considered in the same conversation as those two events when it comes to talk of a series of events worthy of a "Triple Crown". But that all didn't matter for years, since the idea was dead, or so I thought. The idea of a "Triple Crown" would not even enter most of our minds again until this year.

Dan Hughes had a specific goal coming in to the Trans Iowa v13. He wanted to be known as the winner of the Dirty Kanza (four times), Gravel Worlds, (once), and Trans Iowa. He may or may not have been aware of the whole triple crown thing back in the day, but Dan brought it back when he started talking this goal up post Trans Iowa this year. I was aware of a comment made by Rebecca Rusch concerning Dan's use of the term, but I figured that it was friendly banter that would go away after a while.

But it seems that the idea of the "Triple Crown" of gravel is gaining some steam since I have noted that the term is being used by some on social media. That has prompted me to get the story out, and straightened out, before it gets murky and twisted by anyone else who doesn't know what they are talking about. The story above is the true history behind the term in regard to Trans Iowa and is accurate as far as I can remember. 

That's the story of the mythical "Gravel Triple Crown". Now you know.......

*I found a post from 2009 mentioning the "Triple Crown of Gravel"  and which corroborates the story here. Click HERE to see that post. 

In Regard To The "Gravel Triple Crown"

Dan Hughes coming across the line at T.I.v13

Since Trans Iowa v13 happened I have seen a few folks reference a concept known as the "Triple Crown". I have a "horse in this race", and I also have the history on this concept, so I figured I would set the record straight publicly before the myth gets out of hand. Grab yer favorite beverage and get ready for the true story.

I think it would be prudent to go back a bit and give you all the back story first. But before I even go there, let me make something very clear up front......

I never have, nor ever will I say that Trans Iowa is a "premier event", a "gravel classic", or "the grandfather of all gravel races". These are  things which I have had other people tell me (and more) when they think about Trans Iowa. However; this sort of talk isn't coming from me or any of my Trans Iowa production efforts. Trans Iowa is "Trans Iowa". Period. Nothing more than that.

However; since the beginnings of the modern gravel road riding movement, there have been ideas bandied about. One of those was the idea that there could be a "Triple Crown" of gravel events which would help determine the best gravel racer. This idea was first presented to Jeff and I right after we had put on the first Trans Iowa, so probably sometime in 2005. Let's put that in context, shall we?

In 2005 there was no Almanzo 100, no Barry-Roubaix, and no Gravel Worlds. We had never heard about Paris-Ancaster, nor about any other long running, big mileage, classic gravel event which may have been going on before we got started. We knew about the Flint Hills Death Ride, (70 miles), and the Colesburg Classic, (40 miles), but there just were no other events like Trans Iowa, and the planned Dirty Kanza 200. The idea that any other events could even be considered for a "triple crown" just was not possible at that time.

My shot that I took at the first DK200 of winner Dan Hughes and Doug Long, a volunteer that year.

We were in contact with Jim Cummings and Joel Dyke as they made their plans for their gravel event. In fact, it was Jim Cummings that first broached the subject of a possibility of a triple crown with me in an e-mail. There were rumblings of a big mileage event in Nebraska, according to Jim, and if any of that materialized, we should consider a "Gravel Triple Crown". In fact, the mere thought of another event coming on with big mileage actually was an influence on the dates for the DK200 and Trans Iowa.

Some time passed and the gravel event which was going to be in Nebraska was a complete mystery to me. With time I had heard about an event planned by Skip Cronin, who was known as the "Endurosnob", which was the moniker of his blog as well. That event was a "one and done" deal, so the gap in the "Triple Crown" was still needing to be filled. That seemed to be possible when I heard about the efforts of the Pirate Cycling League to bring a long gravel event to the table.

The PCL was a loosely knit group of gravel riding enthusiasts from the Lincoln Nebraska area and one of their group, Corey "Cornbread" Godfrey, had some e-mail discussions about this Triple Crown idea. The way that I remember it being left was that we, (the DK200, the new Nebraska event which became the Good Life Gravel Adventure and eventually Gravel Worlds, and Trans Iowa), were all separate events with our own ways of doing things. This might be hard to reconcile in to a "series" which could result in a legitimate "Triple Crown" of gravel.* Plus, the whole idea of a "series" wasn't what Cornbread and I wanted. So, that was the end of that. Or so we thought.......

At the start of the 2015 DK200- The DK200 has become a "big time event" these days.

Moving onward through time, the DK200 became a much larger, more polished, and more mainstream event with chip timing, big start and finish line hoopla, podiums, prizes, and now spreads out over four days time to take in. The Good Life Gravel Adventure became the Gravel Worlds, a tongue in cheek take on Pro World Championship racing with a grassroots, down home feel. It has its own "rainbow jersey" for different categories of "Gravel World Champions". It is also a much bigger affair than it used to be.

Trans Iowa? Not so much. It hasn't changed much in years. It isn't on the same playing field as these other events these days when it comes to the mainstream idea of an "event". It doesn't have the same cache', nor does it have the same high profile outside of the gravel community that the other two events do. I kind of scoff at the idea that it would even be considered in the same conversation as those two events when it comes to talk of a series of events worthy of a "Triple Crown". But that all didn't matter for years, since the idea was dead, or so I thought. The idea of a "Triple Crown" would not even enter most of our minds again until this year.

Dan Hughes had a specific goal coming in to the Trans Iowa v13. He wanted to be known as the winner of the Dirty Kanza (four times), Gravel Worlds, (once), and Trans Iowa. He may or may not have been aware of the whole triple crown thing back in the day, but Dan brought it back when he started talking this goal up post Trans Iowa this year. I was aware of a comment made by Rebecca Rusch concerning Dan's use of the term, but I figured that it was friendly banter that would go away after a while.

But it seems that the idea of the "Triple Crown" of gravel is gaining some steam since I have noted that the term is being used by some on social media. That has prompted me to get the story out, and straightened out, before it gets murky and twisted by anyone else who doesn't know what they are talking about. The story above is the true history behind the term in regard to Trans Iowa and is accurate as far as I can remember. 

That's the story of the mythical "Gravel Triple Crown". Now you know.......

*I found a post from 2009 mentioning the "Triple Crown of Gravel"  and which corroborates the story here. Click HERE to see that post. 

Bikes Of The Almanzo

Of course, as a dyed in the wool "bike nerd", I notice the bikes folks are riding at these gravel events. So, I took note of a few rigs and I have some comments to share. Let's take a look at what caught my eye at this year's Almanzo Cherry Grove checkpoint. (NOTE- Obviously there were other cool bikes. Not everyone went by me and some that did never stopped, so it is entirely possible I missed a lot of really cool rigs.)

Okay, this may be the best example of "an Almanzo rig" that there is.......or not.

The Ridley, in my opinion, is the "average" Almanzo rig. A cyclo cross bike with canti brakes. I can't tell you how many bikes like this went by me. It only goes to show you that, at least in the area near the Twin Cities, cyclo cross bikes are gravel bikes. They work fine for that purpose, obviously, and can do a UCI legal cross race, if you are so inclined. But I still say that a bike designed to be super efficient over an hour long event and that has to do what a cross bike needs to do isn't ideal for gravel roads. Been over this a million times here. Maybe someday I'll pin all my posts about that and put a perma-link in the margin or something....

Custom, steel, and different.

I saw this rig underneath Andy Tetmeyer of HED Wheels and I was glad to see him park and dismount so I could get an image of this steel rig. It is the antithesis of the Ridley above. Fender mounts and (nearly) full coverage fenders. Steel, lugged crown fork, disc brakes, and what looked to be a decent amount of bottom bracket drop compared to a cyclo cross rig. Of course, those outrageous HED rims were what most folks noticed, but take note of the non-cross approved frame pump under the top tube. Terrene Elwood 40's (Likely measuring over that), top it off. Andy got a top twenty finish on this rig for the Almanzo 100 category.

Riders were often too tired or couldn't be arsed to park their rigs proper.

This bad image of a fat bike was grabbed on the fly, because I was having my attention drawn elsewhere, but I wanted to get this anyway. It is of the first fat bike we saw Saturday in the event. Note- Steel frame, and drop bars. I thought that warranted inclusion here. Not many folks run fat bikes with drop bars.

Perhaps the perfect drive train for a messy Southern Minnesota gravel ride.

Finally, I saw this Surly with a Rohloff drive train. The massive torque arm on the non-driveside was the giveaway for me. I thought this was a smart rig for a day like Saturday was. Just look at all that limestone crap! You have to imagine that a lot of drive trains died Saturday in the messy conditions. Perhaps this rig suffered a chain replacement, maybe a bottom bracket issue, but the drive train likely is fine otherwise. A lot less expensive to maintain than some of those fancy exposed drive train set ups are. I'm not 100% sure, but this rig was running a chain tensioner and there might be an inner chain ring there......hmmm. 

Of course, I did see a smattering of actual "gravel bikes". There were your Warbirds, Vayas, and Tamlands running out there along with some other gravel rigs from other brands.

Again, not all the bicycles even made it to Cherry Grove. There was the Stiller tandem, which I heard broke down, and likely a lot of other, super cool bicycles, (and people, obviously), that didn't get to Cherry Grove or who just rode on by like Greg Gleason did on his Cutthroat. So, I am not saying this is a definitive listing at all, but it is what I saw.

Thanks again to the Almanzo folks, Penn Cycles, and the Spring Valley Tourism board for letting RidingGravel.com come and be the sponsor of the Cherry Grove stop. We are tentatively scheduled to do it again next year. Let's hope for better weather next time!

Bikes Of The Almanzo

Of course, as a dyed in the wool "bike nerd", I notice the bikes folks are riding at these gravel events. So, I took note of a few rigs and I have some comments to share. Let's take a look at what caught my eye at this year's Almanzo Cherry Grove checkpoint. (NOTE- Obviously there were other cool bikes. Not everyone went by me and some that did never stopped, so it is entirely possible I missed a lot of really cool rigs.)

Okay, this may be the best example of "an Almanzo rig" that there is.......or not.

The Ridley, in my opinion, is the "average" Almanzo rig. A cyclo cross bike with canti brakes. I can't tell you how many bikes like this went by me. It only goes to show you that, at least in the area near the Twin Cities, cyclo cross bikes are gravel bikes. They work fine for that purpose, obviously, and can do a UCI legal cross race, if you are so inclined. But I still say that a bike designed to be super efficient over an hour long event and that has to do what a cross bike needs to do isn't ideal for gravel roads. Been over this a million times here. Maybe someday I'll pin all my posts about that and put a perma-link in the margin or something....

Custom, steel, and different.

I saw this rig underneath Andy Tetmeyer of HED Wheels and I was glad to see him park and dismount so I could get an image of this steel rig. It is the antithesis of the Ridley above. Fender mounts and (nearly) full coverage fenders. Steel, lugged crown fork, disc brakes, and what looked to be a decent amount of bottom bracket drop compared to a cyclo cross rig. Of course, those outrageous HED rims were what most folks noticed, but take note of the non-cross approved frame pump under the top tube. Terrene Elwood 40's (Likely measuring over that), top it off. Andy got a top twenty finish on this rig for the Almanzo 100 category.

Riders were often too tired or couldn't be arsed to park their rigs proper.

This bad image of a fat bike was grabbed on the fly, because I was having my attention drawn elsewhere, but I wanted to get this anyway. It is of the first fat bike we saw Saturday in the event. Note- Steel frame, and drop bars. I thought that warranted inclusion here. Not many folks run fat bikes with drop bars.

Perhaps the perfect drive train for a messy Southern Minnesota gravel ride.

Finally, I saw this Surly with a Rohloff drive train. The massive torque arm on the non-driveside was the giveaway for me. I thought this was a smart rig for a day like Saturday was. Just look at all that limestone crap! You have to imagine that a lot of drive trains died Saturday in the messy conditions. Perhaps this rig suffered a chain replacement, maybe a bottom bracket issue, but the drive train likely is fine otherwise. A lot less expensive to maintain than some of those fancy exposed drive train set ups are. I'm not 100% sure, but this rig was running a chain tensioner and there might be an inner chain ring there......hmmm. 

Of course, I did see a smattering of actual "gravel bikes". There were your Warbirds, Vayas, and Tamlands running out there along with some other gravel rigs from other brands.

Again, not all the bicycles even made it to Cherry Grove. There was the Stiller tandem, which I heard broke down, and likely a lot of other, super cool bicycles, (and people, obviously), that didn't get to Cherry Grove or who just rode on by like Greg Gleason did on his Cutthroat. So, I am not saying this is a definitive listing at all, but it is what I saw.

Thanks again to the Almanzo folks, Penn Cycles, and the Spring Valley Tourism board for letting RidingGravel.com come and be the sponsor of the Cherry Grove stop. We are tentatively scheduled to do it again next year. Let's hope for better weather next time!