The Last Valentine

My parents George and Bebe were born and raised in Washington DC, but this isn't really a DC story so much as a love story that happened here. As far as I know my mom and dad have always tried to celebrate Valentine's Day. Maybe it was because they had a rare sort of love- the kind that lasts. They met while still in high school at Western and weathered deep family disapproval over their multicultural backgrounds. My grandfather forbid all his local business friends to hire his son in an effort to thwart the young couple's chances long enough for my father to come to his senses- which he never did. He stayed in love with my mother for over seventy years. And it's not too dramatic to say that only death could part them.
That's a lot of Valentines.
Though my father was a warm and funny man, he rarely showed his romantic side, but I have written proof:(Get the Kleenx now)
Here is a note my father wrote sometime in the last 10 years when he was in his eighties:"Dearest One,Why can I not say the words I can write. At least once a day and sometimes more often I think how much I love you, not only as a wife, but as a friend and companion....My love is 60 times stronger as each year has gone by."
Or this one written when they had been married over 65 years:
"As we sit night after night watching T.V. I often think what a beautiful woman you are not only in body, but also your mind."
Most of these he signed "George", but I liked the one that ends "Love, Your What's His Face- GPC"
My father died shipboard one year ago today, but he had thought ahead and bought my mother a valentine before they went on what would be their last cruise. We found it unsigned. It was one of many such trips that my father worked hard for all his life. On one of their first cruises, my mother spotted a clause in the contract that stated a child could stay in their room for free. I was the baby of the family, but in my early 20s I wasn't up for bunking in with the parental units. My older sister, however, had raised a family and divorced by then and was happy to go. (She was here after known as "the child.") On their last cruise, my father tripped on the stairs and that was pretty much it. My mother blames the sneakers he was wearing. We still find it easier to pretend he isn't really gone, but he is.
My dad loved many things- his family first. He loved dogs, and cars and Home Depot. He loved to travel especially to Greece. He loved the beach. He loved chocolate, Tootsie Rolls, half smokes and Greek chicken with macaroni. He loved to tell stories. He sang and sneezed loudly and could make a great egg sandwich. He loved practical jokes, and getting a bargain. He loved to make people laugh.
And now I know he loved my mother with a fierce and steadfast heart that continues to inspire me even after he is gone. That unsigned valentine speaks volumes now.

Why Cyclists Ignore Bike Racks

Although there are plenty of complaints about the lack of bicycle parkinghere, my impression is that the greater Boston area is better than many places in this respect. There are bicycle racks all over shopping districts, outside post offices, libraries and prominent places of business, next to transit stations, throughout college campuses. But I notice that cyclists do not always choose to use the racks, preferring to lock their bicycles to alternative structures instead. There will sometimes be a rack that is almost entirely empty, and nearby there will be some bicycles locked to trees and sign poles.

The other day I saw a group of cyclists locking up their bikes outside a cafe - each one of them ignoring the racks and going for random other structures. I commented about it, and we had an interesting conversation. Here are some of the reasons they gave for not using the racks provided:

. Transportation bicycles with big tires, fenders and headlights don't fit some types of racks.

. The "tethering post" types of racks that are installed along sidewalks are often placed too closely to the road, and careless drivers can damage bicycles with their cars when parallel parking.

. Theseracks can also stand too closely to pedestrian lines of travel, and people bump into the parked bicycles when walking past them, sometimes knocking them over.

. Others lock their bicycles too closely to yours, scuffing or scratching it, or even knocking it over in the process.

. Bicycle racks attract thieves, since that is where they look for bicycles and where it is easy to get multiple bicycles at a time.

Some of these points reflect my own experiences. There are racks I cannot use, because my bike won't fit except locked to the very edge (a spot that is usually already taken by another bike with the same problem). And while this has not happened to me, I have seen cars hit bicycles locked to those individual racks they place along the edge of sidewalks. Pedestrians brushing against my bike and others' bikes scuffing it is less of a concern, because I don't baby my transportation bikes. And I had not given much thought to the possibility that bike racks could attract thieves.

While not all of these issues are solvable, they are worth addressing when installing bicycle racks. It's a shame when resources are spent to create racks that cyclists find unusable.

Bike Fit: A Case of Evolving Preferences?

Last weekend we finally picked up my Francesco Moser fixed gear roadbike from Harris Cyclery, where it sat most of the winter after getting its bottom bracket replaced. I haven't been on this bicycle since December, riding the slightly-too-big-for-me Bianchi instead. And now that the Moser is back, guess what? It feels small! I was warned that this would happen once I got used to a larger frame, but it's still hard to believe. How can I feel cramped on a bike that felt "perfect" last year?



In addition to having a shorter top tube than the Bianchi, the Moser is also set up with a shorter stem. The difference between thetotal distance from the seat post to the handlebars on the two bikes is 3cm - which seems like a small number, but feels quite otherwise, at least to me. The handlebars on the Moser are also set quite a bit lower, which I think contributes to the cramped sensation. Combined with the lower bottom bracket, I almost feel like an adult on a miniature pony when I mount the smaller bike after the larger one.Would a longer stem alone solve this, or have I "outgrown" the frame itself?At the moment, both myBianchi(with a 55cm top tube and 8mm stem) and myRivendell(with a 57.5cm top tube and 6mm stem) feel just right, but how can I trust that "just right" feeling when it keeps changing?



It is said that preferences in bike fit "evolve" over time. But does there eventually come a point when they stabilise? How many times in your cycling history has your idea of comfortable bike fit changed?

Pirate Hideout and Ocean Waves

Ahoy! This is where the pirates be hiding!

And this is the beautiful ocean, full of big waves today!

Threadless Stems: the Good, the Bad and the Ugly

With the Urbana bike temporarily in my possession and the Surly bikes we rode last week-end, I have suddenly undergone a crash course in threadless stems. Though of course I have seen them on bikes before, now I got to actually play around with one and understand it firsthand.



In the world of classic and vintage bicycles, you will find a strong preference for threaded (quill) stems, and for good reason: Threadless stems are a fairly recent invention and their thick, boxy shape tends to clash with the more elegant lines of a lugged steel frame. In other words, they are considered "ugly." But I do not necessarily share this sentiment. While it is true that many - probably most - of the threadless stems we see on production bikes are clunky and offensive-looking, it does not have to be that way: Ugliness is not an inherent property of a threadless stem, but a byproduct of modern manufacturers generally catering to an "athletic gear" aesthetic. Elegant, polished alloy threadless stems do exist - made by the likes of Nitto and Velo Orange. Here is a nice fillet-brazed threadless stem and even a lugged one. Threadless stems can also be painted to match the frame of the bicycle, which to my eye actually works better than when the same is attempted with a quill stem. Even the simple, utilitarian stem on the Urbana bike doesn't look at all bad: I think it suits this bicycle's chunky tubing and contemporary style.



Of course the other major criticism of threadless stems is a practical one, and it is one with which I do agree: While quill stems can easily be raised and lowered to adjust handlebar height, threadless stems cannot. When buying a new frame meant for a threadless stem, there is a process (which I only half-understand), whereby you decide on the handlebar height you want, and they cut the steerer tube accordingly, then attach the threadless headset, spacers, and stem. After that, the handlebar height you chose is fixed, and it is not entirely clear to me what the options are, should you change your mind down the road and want the handlebars raised or lowered.



With a pre-assembled bike there is even less choice, because the threadless stem is already installed and the handlebar height is predetermined without your involvement. For me, this system would pose a major problem - especially on a roadbike - as it usually takes me a while to fine tune my preferred handlebar height on any given bike, and even after that I just occasionally feel like a change. With a threadless stem, I would be out of luck. If you are a novice road cyclist, this also makes it impossible to get yourself gradually accustomed to drop bars via the "lowering the stem" method I described earlier.



But while the lack of height adjustability is a drawback, I also discovered an unexpected benefit to the threadless stem: It is easier for me to work on. As mentioned before, I have problems with my hands that, frustratingly, make it mostly impossible for me to work on bikes. I know how to do most of the stuff and can give clear instructions to someone else, but typically lack the hand strength necessary to perform the operations myself. Not so with the Urbana bike. I first noticed that I was able to work on this bicycle, when we were putting it together and I tightened a bolt that I normally wouldn't have been able to. Later, I wanted to change the angle of the handlebars, so I watched this instructional video and did it - loosening and retightening the bolts with no problems. By contrast, I cannot even budge the bolt on a quill stem on my own. If threadless stems are generally easier to work on, then it's nice to have this bit of independence.



What's your view on the benefits or drawbacks of threadless stems? Do you see them as out of the question on classic bicycles?

Showers Pass Women's Portland Jacket

When offered to review some products from the rain gear company Showers Pass, I immediately chose the Portland Jacket. Endowed with the technical features Showers Pass rain gear is known for, the Portland has the look of everyday apparel, while steering clear of extra frills and over-the-top urban stylishness. The combination could be just the thing for many bicycle commuters - particularly those whose definition of commuting involves spirited riding and roadbike positioning. Available in men's and women's versions, this review is of the latter.






The Showers Pass Portland is made of a proprietary synthetic 3-layer softshell material with a waterproof breathable membrane and box fleece lining. It is made in Vietnam. The fabric is waterproof, but the seams are not sealed.




The hem of the jacket hits around the widest part of the hips. The sleeves extend a couple of inches past the wrists. The stand-up collar zips up to the chin. The fit is quite slender, almost like "racing fit." If you want a relaxed fit for layering, I would suggest going up a size. The model pictured is a US Women's Size 4 and she is wearing the Portland in a Medium (over a t-shirt and a sweater).Branding on this jacket is minimal.






The light gray exterior features a subtle glen plaid pattern, with reflective piping along the seam at the shoulder blades in the back and above the chest in the front. The silver Showers Pass logos on the back of the collar and on the chest pocket in front are also reflective.






The black fleecy interior has a soft, waffled texture to it that is pleasant to the touch.






The drop-down hem in the rear extends coverage and adds a wide reflective strip.






A feature specific to the women's version of the Portland is the side zippers. The jacket can be unzipped to varying degrees on the sides to flare out at the hips. This is a clever and flattering solution to the problem of accommodating variety in waist to hip ratios among women. The wearer can unzip the sides a little, a lot, or not at all, depending on body shape, positioning on the bike, and the look they are going for.






In front, there are two side pockets, tilted for ergonomic comfort, and a hidden chest pocket (with "audio port"). There are hidden armpit zippers for temperature regulation, which is also helped by the two-way zip feature of the main zipper in the front.






The small interior pocket will fit a wallet or phone.






Zippers at the wrists accommodate for variations in rider arm lengths, ensuring that the sleeve does not constrict the hand.






Prior to passing on the Portland to the model, I did a few commutes in it myself. Personally, I found the jacket not ideal on an upright bike, since it provides no leg coverage (as a trench-style raincoat would). But on a roadbike it made a lot more sense. I will sometimes commute on this bike when I want to combine roadcycling with photography work, and a jacket like the Portland is a good way to still "look normal" while dressing comfortably for a leaned over position and spirited riding. The fit and all the zip features accommodate road positioning excellently. Having worn the jacket in the rain for a prolonged period, it was indeed waterproof - though missing a hood. Possibly it is assumed that a helmet will be worn, with its own rain cover contraption. The internal soft fleeciness makes the jacket quite cozy to wear on those raw chilly drizzly days. Unlike many other rain jackets, the Portland breathes well and is fine to wear when it's not raining. I would basically call it an all purpose Spring/Fall jacket. Possibly it is also suitable for cold summer evenings in the North, but not so much for a New England winter. Having worn it once on a 35° F day with "only" two layers underneath, I felt underdressed for the cold. Worth noting is that this is not a pocket stow-away jacket; its folded-up size will require a bicycle bag or rack-strap system.




The model pictured is a cyclist who usually commutes to work on a roadbike in street clothing (typically stretchy jeans and sweaters).Like me, she finds theShowers Pass Portland jacketwaterproof and breathable.And she agrees that the fit is ideal for road positioning. Even with her aggressive posture, the front of the jacket does not feel like a weight pulling down. Neither does it fold to dig into her middle section uncomfortably, or pull at the shoulders. The stretch of the fabric and strategic zippers make for a comfortable and flattering fit. The look of the jacket suits her casual personal style.




The Showers Pass Portland is an attractive, functional and practical bicycle commuter jacket for cool and rainy conditions, priced at $200. It will likely be most appreciated by those who prefer a leaned-over posture on the bike and feel constrained by longer, trench-style designs. Personally, I would prefer this jacket with a hood and wonder whether a detachable one could be included in a future iteration.

The Huffman-Hoffman Kinexxion :: Michael

Even though I wasn't sure if Dietrich Hoffman was the father of “my” John Hoffman, since I had the resources available, I decided to see what I could find on Michael Hoffman who was reported to be the father of Dietrich. The information that I had received from Maggie Evans in April .. was in the form of a family group sheet prepared by a 2nd cousin of her father. It showed that Johann Dietrich Hoffman was born June 22, 1751 in New Hanover, Pennsylvania and that his parents were Michael and Maria (Engle) Hoffman.



Update April 10, ..: Please see Questioning the Status Quo :: Oh, Maria! for my theory regarding the maiden name of Maria Hoffman.



In a previous post, I mentioned the baptisms of four children of Dietrich Hoffman in the Zion-Spiess Church records in Upper Alsace Township, Berks County, Pennsylvania. What I didn't mention in that post was that the sponsors were included in the version created by William J. Hinke in July 1921.

• Henry b. Dec. 14, 1777, bapt. Febr. 20, 1778 – sponsor was Henry Alter


• John b. June 22, (1778) – sponsor was John Papp


• John Michael b. Mar. 10, 1782 – sponsor was Valentine Hartman


• Samuel b. Apr. 6, 1785 bapt. May 29, 1785 – sponsors were Frederick Lies & wf. Maria Engel

I also erred in the post mentioned above in stating that the mother of the children was not listed. The parents for Samuel were given as “Dietrich Hoffman, Susanna”. Susanna's maiden name is reportedly Alder, which could also be Alter, so I'm wondering if Henry Alter is her father or in some other way related. I have found one online tree that gives her parents as Georg Henrich “Henry” Alter (1715 – 1784) and Mary Magdalena (1727-) with no source information.



Also, you might have noticed that the sponsors of Samuel Hoffman were Frederick Lies & wf. Maria Engel. I did a double-take when I saw her name... perhaps putting the cart before the horse here, but Michael Hoffman's estate entered into probate on February 4, 1777. So, unless there was another Maria Engel in the area it looks like Michael's widow married Frederick Lies.



I need to spend more time reviewing the baptism records for Spiess Church, but it should be noted that Frederick Lies & wf Maria were sponsors for at least three other baptisms. This information certainly opens up some avenues for research into the Alder/Alter line as well as the Engel/Engle line.



In addition, two baptisms for children of Michael & Maria (Engel) Hoffman were found in the book “Trinity Lutheran Church - Reading, Pennsylvania; An alphabetized compilation of baptisms, marriages, and deaths from 1751-1904” prepared by Jacqueline B. Nein & Gail H. Hesser, 1988.

• Anna Barbara, born 10/22/1765, baptized 11/27/1765, sponsors Georg & Anna Barbara Schmarz


• Johannes, born 05/03/1770, baptized 06/03/1770, sponsors Johannes & Eva Koch

As stated above, Michael Hoffman's estate entered into probate on February 4, 1777. He did not have a will and his wife Mary Engel Hoffman was made administratrix of his estate.








Estate of Michael Hoffman, 1777

Berks County, Pennsylvania Probate Files

Family History Microfilm 1653590 Accessed February 11, ..

Know all Men by these Presents, That We Mary Engel Hoffman Widow and Relict of Michael Hoffman late of the Township of Alsace in the County of Berks in the Province of Pennsylvania Carpenter deceased, John Koch of the Township of Exeter in the said County Yeoman and John Myers of the same place Mason are held and firmly bound unto Benjamin Chew Esqr... for the Sum of Three hundred Pounds... Dated the fourth Day of February in the Year of our Lord one thousand seven hundred and seventy seven.

I find it fascinating that, apparently, Mary's maiden name was usually included in records giving her name, at least that is the case with some of the baptism records and with Michael's estate. I'm going to take a wild guess here and say that there were probably other women by the name of Mary Hoffman in Berks County at the same time and her maiden name was used to distinguish her from the others. That assumption will be investigated further...



Since Michael did not leave a will, the next most important document for genealogists is one that names the lawful heirs. I've found several online trees on the family of Michael and Maria but most of them include only one or two children, while several have 10 or 11 children, some include Dietrich and some don't. There are several documents in Michael's estate file that list his children but apparently there was an issue with the number of children...



To be continued... see The Huffman-Hoffman Kinexxion :: Heirs of Michael

Cup and Saucer

This cup and saucer is marked on the bottom that it belonged to my grandmother, Alma Coe Green Williams. It also has a sticky tag on bottom that says 'Made in Japan'. I have no idea of it's age but I really like it. Notice the saucer has cut outs around the edge.

Butterfly

It was a bit ragged but this little butterfly was still making it's way around the flowers yesterday.

Not Your Typical 3-Speed!

I had never seen a Dutch Union before, so photographing S.T.'s bicycle was a real treat - not a run of the mill vintage 3-speed for sure!

This is S.T.'s 1973 Union "Savoy". It is a 22" straight step-through frame with 26" wheels, caliper brakes, 3-speed Sturmey Archer hub, dynamo lighting that runs off of a bottle generator, a vinyl chaincase, transparent dressguards, and lots of proprietary insignia.

In geometry and feel, this Union is very similar to the Raleigh Lady's Sports, but considerably fancier - with prettier lugs and all sorts of interesting details throughout. It is these details that make this bicycle really special, and so that is what I focused on in the photos.

The rich bordeaux frame is covered with neat decals and pinstriping designs in gold and cream.

It's all been preserved in great condition.

I know that decals are not a big deal, but they do contribute to the overall look. The bordeaux, cream, and gold combination looks very regal.

Chrome fork crown, caliper brakes, and bottle generator. I like the retro look of the bottle generators, but I am puzzled as to why bicycle manufacturers continued to use them when the Sturmey Archer dyno-hub has existed since the 1930s. Even today the Dutch seem to favour these over hubs - I wonder why?

The matching vinyl chaincase is stitched together around the edges.

Here you can see the stitching, as well as the Sturmey Archer 3-speed AW hub.

The gear shifter is remarkably well preserved, and the cream grips match the bicycle's colour scheme nicely.

Proprietary emblem on the kicktand.

Rear rack and fender, with tail light and Spanniga rear light/reflector.

Here is a close-up of the gorgeous vintage Spanniga reflector. This alone makes me want the bicycle!

S.T. uses this bicycle as her "commuter," and she has fitted it with this wooden crate that her father made for her while she was at college. She has also owned lady's Raleigh DL-1s, but overall prefers the Union. It is certainly a dramatic and unique bicycle, even in our 3-speed-saturated neighborhood!

If you have questions about this Union Savoy, please contact the knowledgeable and friendly somervillain.

Handmade Bicycles at Interbike

Some say that Interbike and NAHBS (the North American Handmade Bicycle Show) have begun to overlap in the past couple of years, and that was certainly my impression last week. I saw lots of handbuilt bicycles at the show - some familiar, and others by builders whose work I had never seen in person before, which was pretty exciting. But the funny thing was that most of them were being used to display components and accessories, rather than shown off in their own right. I admired an unusual bike by Signal Cycles, only to learn that its purpose was to demonstrate a motorised lift. I examined an unfinished frame, and was grimly told it was used to demo polishing tools. Nonetheless, as a lover of handmade bicycles I took the opportunity to photograph the ones on display and would like to share my favourites.



I could not believe my good fortune when I spotted the Shelly Horton mixte by Bilenky Cycles. Made for a collector, this mixte has an interesting story.



The mixte was part of a Phil Wood display, featuring their stunning custom crankset, bottom bracket, hub shells (housing Rohloff guts in the rear and Schmidt dyno up front), cogs, toe cages, etc. - all made as one-offs especially for this bicycle.



The custom Italian wheel rims feature actual wooden inlays. Pretty much every part of this bicycle is a one of a kind.



And then, of course, there is the art-deco inspired lugwork.



Though I would not choose this colour scheme for myself, it works well to set off the intricate lugs.



Custom stem, lugged and painted to match the frame.



Seat cluster. And notice the Columbus "Donna" decal.



What do you think, would you ride this bike to the grocery store? Having read all about the Shelly Horton mixte, but never expecting to see it in person, finding it at Interbike was a wonderful surprise.



But now for something completely different, allow me to introduce "the pencil bike."



On display at the Kryptonite booth, this is a lugged wooden bicycle made by Sylvan Cycles. I cannot help but think of it as "the pencil bike," because - well, the faceted wooden tubes resemble pencils. It's a good thing; I think the bicycle looks friendly and approachable.



The Townaround is their hub-geared city bike model with upright handlebars.



Having briefly written about Sylvan Cycles earlier, it was a real treat to see one in person. It looks great and I understand the frames are very durable: One of their bikes was apparently ridden in the D2R2!



Close-up of the stainless lug sleeves. The tubes are maple.



One of the interesting things about this model is that it is a belt drive, which I would love to try in of itself.



The curved chainstays are elegant, almost delicate-looking.



And the socketed drop-outs are just beautiful as well.



Will it fit fenders?



From the faceted maple frame to the belt drivetrain, the Igleheart fork and the handlebar setup, I like everything about the way this bicycle is built up. Maybe some day a shop in Boston will carry a demo model. And I would love to see people riding them on the streets.



Finally, I would like to tell you about this bicycle at the Ritte booth. It is a handbuilt trackbike by framebuilder Megan Dean (Moth Attack!), and she made it for her boyfriend, Jack Lindquist.



Megan and Jack are from LA and I met them at Cross Vegas the previous night (yes, I went to a cyclocross race!), where they were introduced to me as a framebuilder and a track racer. They are both so modest and low-key, that I was imagining something small scale (to be fair, half the cyclists I meet in Boston either race or build frames at least on occasion). In fact, Jack is a sprinter for Ritte Racing and Megan builds bicycles that crowds gather around in worshipful swarms.



I mean jeez. When I heard that "Megan's frame is in the show, you should see it!" this was not what I pictured. This thing gave out a glow and energy that rendered spectators speechless. There were so many people gathered around the bicycle that getting a clear shot was almost impossible, but I didn't want to drag it away from the appreciative audience.



The frame is fillet-brazed steel, with a carbon fork. The joints are so smooth, they look liquid.



The process of making frames with tubing and angles like these is completely alien to me, and I had a hard time wrapping my mind around the fact that this was built by hand - especially since everything looks so flawless.



According to Megan, the frame was not difficult to build overall, except for the tricky seat stay attachment.



Not difficult! My hat's off to you, Megan.



Although Interbike was not about handbuilt bicycles, the ones on display undoubtedly stood out against the backdrop of mass produced wares, and I felt it only right to honor them. Handbuilt bicycles inform industry trends down the line, and the influence of custom randonneurs, mixtes, and other unique creations exhbited at NAHBS earlier could be readily observed in booth after booth at Interbike. Should we expect a line of "pencil bikes" from one of the big manufacturers in the near future? Time will tell.