To the Lighthouse

I have always been fascinated with lighthouses. Luckily, there are many in coastal New England. Even our wedding was next to a light house. Now for the first time, we have combined lighthouses and bicycles.

This is the red and white Nauset Light, operational since 1837. It is a short but very hilly coastal ride from where we are staying. From Nauset Light, a narrow bicycle trail through the woods leads to a truly unusual sight: the Three Sisters.

The Three Sisters stand in a semicircle in clearing in the woods: three small, pristine-white lighhouses. My camera is not wide angle enough to capture all three together - but here are two of them, with the Co-Habitant cycling in between.

The site is so quiet and unexpected; it has an almost mystical quality to it. Here I am next to the Middle Sister.

Miles and Marianne in front of the smallest sister. The Three Sisters are the only station in the U.S. designated by three lighthouse towers. Read more about their history here.

3/9 Friday Pit Profile

The Wolfman panel and Muley Point

Since we had been doing a lot of hiking every day up to this pointwe figured we should take a "rest day", so that's what we did today. We only did a couple of very short walks today but still saw some incredible sights! We were heading into the Cedar Mesa region of southeastern Utah which has quite a few locations of Indian ruins and rock art. Our plan for the day was to check out a couple of areas that were supposed to have some interesting petroglyphs, then work our way up towards Natural Bridges National Monument. Our first stop of the day was what is known as the "Wolfman" panel in Butler Wash not far from the community of Mexican Hat. It was less than a half-mile walk to see the panel, and it was fascinating indeed. On the side of the cliff near the bottom of the wash was a very nice series of images carved into the rock. It is always fun to sit and contemplate these images and what they may have meant to the people that carved them.





































After our visit to the Wolfman panel we headed for a road known as the "Moki Dugway", which is sort of a shortcut road between Mexican Hat and Natural Bridges National Monument. As you head towards the Moki Dugway from the valley, the road is paved but as you approach the base of Cedar Mesa the road turns to gravel and gets very narrow, then it starts to climb. The Dugway is a gravel road with a series of steep inclines and 180 degree switchbacks as it ascends 1,200 feet to the top of Cedar Mesa. At the top of the dugway a 5 mile dirt road goes through BLM land to an overlook known as Muley Point. The overlook has very dramatic views south over the twisting, entrenched canyons of the San Juan River and to the desert beyond. You can even see part of Monument Valley far off in the distance. We took in the views for a while then decided to head further up the mesa. Our plan was to camp at Natural Bridges, but as we drove towards the monument it started to snow and the temperature dropped from the mid 50's to the mid 30's. We didn't want to have a miserable wet and cold camping experience so we instead headed for the town of Blanding where we stayed at the Super 8. This turned out to be a nice treat because they also had a hot tub and for the second night in a row we were able to relax in the soothing waters of a whirlpool :-)

In The Rain

This is how it looked when we parked to let the rain let up as it was raining extreamly hard. This is the Jemez Pueblo Visitors Center where we buy fry bread to eat. You can just barely see one of the remadas on the right edge of the photo where they put out their food items and cook the fry bread in big pans of hot greese over wood fires.

Paradise to Muir -

December 29th,

I just did a nice check on Camp Muir this morning. I left Paradise at about 9:00 a.m. It was a little chilly. I was really surprised how few skiers were actually out. Kudos to the brave soul who marched up the Nisqually and skied the chute solo. Style.

First things first. Attention everyone. There was a wicked layer of surface hoar that didn't get any sun action today before the clouds started rolling in. It's going to get buried. There are all sorts of facets in the snow in the top 20 cm. What's worrisome is that the surface hoar is growing on a layer of sun crust. Underneath the sun crust is another layer of facets. Check out the snowpit profile.


Click on the image for a better, more readable size.

Expect these faceted layers to remain intact on all aspects for a while.


So the rest of the trip to Muir was outstanding. Skiing was 7 out of 10, for the windswept snowfield, anyway. The new snow that is forecast should make the skiing even better.


One thing I want everyone to be aware of is what we call the "Ant Trap". Remember that sand pit that Luke got thrown into by Jabba? Well, this is kind of like that.

It's located right next to McClure Rock. Click that picture to the right and note the coordinates on the bottom of the photo: -121.724123 46.808050 (WGS84). Plug that into your GPS and avoid it like the plague.

Many people have been eaten by the Ant Trap and more than a few have broken bones because of it.

Things are looking good at Camp Muir, albeit there is a lot of snow. Remember you'll have to dig your way into the upper half of the middle toilet. So plan on a little shoveling before you are moved to use it!



Also, remember if you're coming up to climb, to stop at the Paradise Old Station (the A-frame in the upper parking lot) and self-register. You can also pay the 30 dollar climbing fee to the 'iron ranger' there as well.

A storm was quickly moving in, so I had to ski-dattle. Down at Paradise, the parking lot is completely full! Hundreds of cars and sledders.








December 23rd, - Sweet Turns at Paradise!

This is it. Finally our snowpack at Paradise is back to normal at 78 inches. The rain from the last warm spell has stopped and we have up to 18 inches of new snow that has consolidated and another 5 inches of pretty light snow on top of it.


I started up the road this morning after we opened it at around 08:00 am. The light on the mountain was absolutely spectacular. It was clear and there was a little bit of surface hoar when I went to the weather station this morning. Here was the weather obs:

High: 22 Low: 16 Current: 22 Precip: .02 New: Tr Total Snow: 78" Winds: N @ 3-4.

We had our morning chores to do, cones in the parking lot, bumping sign andbamboo in the snowplay area, then folks started coming in droves.
The snowplay area is open and the runs are fast. However, because there's relatively little snow, we can only put one run in. The lines are a little long. Remember to get out of the run when you've come to a stop!

About noon we headed up towards Pan Point. What's this? It's noon at Paradise on a sunny day and there's no tracks? Where are all the skiers? Gary Voigt was up making turns in upper Edith Creek below McClure.


We've been telling people for years that the right way up Pan Point is in the trees on the nose. However, sometimes I think you're better off just going up the gully. We should've. The south facing part of the nose of the ridge was a little wet and heavy. It was starting to crack as we got onto steeper ground >40 degrees.

Always evaluate your own avalanche conditions!


We crested the ridge and decided to head for the top of Pan Point at around 7200 feet.

I was still surprised to see no tracks up above us since we had such a late start and the Paradise parking lot was FULL.

Whatever, the more powder for us.


Well, the way down was fabulous. My favorite run is to cut underneath McClure Rock. It's a little less exposed to the cliff bands around Pan Point. I rarely find avalanche conditions out this far. However, I did notice a crown feature on those cliff bands back down towards Pan Point. East facing, steep, ridge top... no surprise.

However, out where we were, the snow was outstanding.

Once we hit the flats to the east of Pan point, we traversed down the top of Mazama Ridge until we got to a slope locally known as Bundy's Blunder. It's just upridge of Sluiskin Falls. There was some slide deposition on it from the sun action today. It was only 4-5", but wet and heavy. It was enough to carry us, so we traversed out a hundred yards to the right and merrily made sweet turns all the way to the Paradise Valley Road.

Here's the latest weather history comparison:

Date 12/23

Max Recorded Snowdepth at Paradise 166 inches

Year of Max Recorded Snowdepth at Paradise 1916

Historic Average Snowpack at Paradise 77.9 inches

Current Snowdepth at Paradise 78 inches

Percent of Normal 100.13%

Percent of Historic Max 46.99%

Average Hi Temp: 32

Today's Hi Temp 22

Average Lo Temp: 21

Today's Lo Temp 16


Come on up! It's good!

Crime vs. Accident?

I was cycling across town with a friend today, who suggested that we take the side streets instead of my usual route along the major roads. We were cycling on one of these quiet streets, when a sedan passed us too closely and hit my friend's bicycle with the side of their car.



The impact was not strong enough to knock the bicycle over, but it did happen - and the driver kept going until forced to stop at a red light. We caught up to the driver, and my friend quickly took a cell-phone picture of the license plate - at which point the driver stopped the car and came out, expressing annoyance. My friend said, "You hit me with your car." The driver replied, "Well, you should have been more careful!" (More careful? We were cycling in a straight line in broad daylight!) At that point my friend took out their phone and called the police - telling the driver that they were going to file a report. Bewildered ("The police? But you're fine!") the driver got back in their car, pulled over to the side of the road, and we all waited.



The officer arrived and asked whether anybody was injured and whether there was any damage to the bicycle. When we replied in the negative, the officer seemed confused: "So there is nothing to do here then." We repeated that the driver hitmy friend with their car, to which the officer (politely) replied, "Well, if nobody was injured and there is no damage to your bicycle, that's not a crime. That's an accident." He then proceeded to file a report of the "accident," stressing verbally that there has been no injury or material damage. Both my friend and the driver gave testimony, and I gave testimony as a witness. We were then informed of where and whenwe could pick up a copy of the report,and everyone went their separate ways.



And this brings me to my question. Is it correct, that unless a driver actually injures a cyclist or damages a bicycle while hitting them, then hitting a cyclist in itself is not illegal? That is basically what the officer was telling us, but it does not sound right to me. What about the "passing no closer than 3 feet" rule? If a driver hits a cyclist while passing, does that not automatically mean that they were closer than 3 feet? The driver was unapologetic about what happened, and did not deny that they saw us prior to hitting my friend's bicycle. Yet the officer did not even ask the driver why they did not pass us at a safer distance. Perhaps what the officer meant to express, was that there was no way to determine what actually happened without video cameras or tangible evidence (such as injury or damage to the bicycle) - but his words did not come across that way.



Regardless of the outcome, I am glad that my friend filed a report. As I understand it, these things get entered into the DOT statistical data, and can lead to the development of safer infrastructure on that street if enough such incidents are reported. But I remain confused about what type of collision between motor vehicle and bicycle constitutes an illegal act versus what constitutes an accident. Can any of the cycling activists out there fill me in?

Look Up

quilted sky


waxwing ornaments

An Oldie but Goody Brompton

Do older Bromptons qualify as "vintage" bikes? With production dating back to the late 1980s, many would consider them too young for that status. But to me, the vintage vs modern distinction is more about a bike's feel than birth year. Vintage bikes just have that that special something that sets them apart from modern ones - even if the looks are similar. In that vein, I would consider the gem of a bike I am riding in Northern Ireland vintage: A first generation Brompton built in 1993,loaned to me by local collector Chris Sharp.Back home I ride a Brompton as well, so in a way it was a seamless transition. All the more reason the differences are so noticeable.





And one major difference is fit. Early Bromptons were a bit less stretched out (shorter "unitube") than the ones in current production. The change was made in 2004, when an extra 20mm were added to the length. For me, this makes the older bike a better fit than my own. Riding it feels like someone has magically shrunk my bike ever so slightly, putting me in a more natural position.





Another difference is the ride quality: The older bike feels "softer." I wonder whether a change to the tubing was made at some point. The wheels or other components could also be responsible for the difference in feel.





Notice, for instance, the bar across the handlebars. These were added to the early Bromptons as stiffeners: The early production bars were too flexible, known to occasionally warp or break.





The fold of the older bike is the same, with the exception that the rear triangle does not lock in place when fully unfolded (the rear frame clip was introduced in 2007). This makes it more difficult to pick up and carry or even move the bike in an unfolded state; the rear starts folding under as soon as it lifts off the ground.





The components are a bit outdated - with bottle generator, not too strong halogen lights, an older drivetrain, and brakes not as grippy as modern ones. But everything functions smoothly and has held up well after two decades of frequent use.






The older drivetrain works excellently and is pretty interesting. The hub is a "Sturmey Archer 5 Star Gear System," controlled via dual shifters. The way this is explained to me, it is actually two hubs in one: a 2-speed, controlled by the left shifter, and a 3-speed, controlled by the right shifter. The resulting gearing is a 5-speed rather than 6, because one gear (neutral) is redundant.






While Brompton did not offer a lowered gearing option in 1993 as it does now, it was possible to achieve this aftermarket by replacing the chainring on the Stronglight crankset, which is what the bike's owner did here. The gear range works nicely on hilly terrain, including on the 10% pitch I encounter on the way home from town.





One surprise to me was that this bike came with a front block: I hadn't realised the first generation Bromptons already had them. The block looks identical to the one on my own bike, so it should be compatible with current production bags and baskets. But the bag on this bike is original.





I have never seen mentions or even pictures of the original front bags before, so I thought this might interest Brompton enthusiasts. Made of a thin lightweight canvas, the bag is about the size of a small rucksack. Zipper closure in the front, with two zip-up pockets in the rear. Blue, with red thread and zippers. Small red logo on the front. Not much structure to it, so there has been some sagging and stretching over the years. But aside from the stuck front zipper, the bag is perfectly intact and functional.





The rear rack is also pretty useful. The integrated bungee cords have remained firm after two decades of use, and hold parcels secure over bumpy roads. I don't have a rear rack on my own bike, but this older one looks the same as the new ones I've seen.





I am staying in a rural area here. When I need to go into town for errands, I get around on the Brompton. It's a 7 mile round trip, with an uphill stretch and a gentle descent in each direction. This bike has been the perfect little vehicle so far: swift, compact and comfortable, with plenty of carry capacity. The handling is pretty much identical to my own Brompton at home, as is the easy ability to throw stuff in the front bag. It's neat how littlethe basic design of the Brompton has changed over the years. Any tweaks along the way have mostly been been improvements, such as component upgrades and stronger hinges. But I must admit, I will miss the way this older Brompton fits me, as well as its "vintagey" ride quality.



Any owners of early Bromptons out there? Curious what you think of them compared to the newer versions.

Rural Cycling: Fantasy vs Reality

Though fate has been such that I've spent most of my life in cities and suburbs, I have always been drawn to rural areas. When I first started working after grad school, I finally got my wish and lived in the rural North for two years - but for logistical reasons this could not last, and we subsequently moved to Boston. Still, I continue to dream of long country roads, of creaky farm houses surrounded by unruly gardens, of moody seascapes with not a housing development in sight, and of miles of dense forest stretching as far as the eye can see. This is probably what drives my interest in touring, and I use my bike to get out of the city every chance I get.

On Memorial Day we rode through the hilly country roads of Lexington, Lincoln and Concord. It is so nice there, that my rural fantasies flared up again big-time. Oh to wake up in my farmhouse (modestly sized, white clapboard, mansard roof), get the bike out of the barn, and cycle 20+ miles along a pastoral landscape to the nearest town on errands... I get overwhelmed just thinking about it!

But how realistic is cycling for transportation in a rural area? According to the Co-Habitant, my dreams will be crushed by harsh reality if I actually get what I want. He reminds me how far away everything is from everything else. He reminds me that in Northern New England winter can last from mid-November till April and in many areas it is impossible to get around without an all-wheel drive motor vehicle. He reminds me that cars do not uphold the speed limit on those picturesque winding rural roads, and points out that narrow road + blind turns + trucks speeding along at 60mph = bad news for cyclists. Plus, when it gets dark in the countryside, it gets really dark - pitch black! Will I be able to deal with that?

I agree with all of these points if I stop to think about it. Yet, I continue to depict myself as a rural cyclist in my mental picture of the "ideal future". Is it pure fantasy? Will I be longing for the bike lanes and the urban landscape of Boston when living in my farm house in the middle of nowhere? I do wish there were more websites out there that focused on rural cycling, so that I could form a better idea of its practical aspects. The cows refused to share their honest opinion.

The 'Lady's Bicycle': Descriptive, Offensive, or Merely Obsolete?

[an unsuccessful attempt at parody]

There has been some discussion lately about how appropriate it is to refer to diamond and step-through frame bicycles as men's and ladies' bikes. After all - gender roles are flexible these days, women are no longer expected to wear elaborate skirts, and a low standover height can be convenient for everyone. So why use gender specific terminology? Am I just intentionally being quaint?



Well, not exactly. You see, when a bicycle model exists in both diamond frame and step-through designs, the latter is usually not just about lowering the standover height. It is also about taking the female anatomy into account. For example, have a look at the pictures below and see whether you notice anything interesting.



[image via Gazelle USA]

These are the Oma and Opa versions of the current production Gazelle Toer Populair bicycles. If you look closely, you will notice that the Oma on the left has a considerably higher headtube than the Opa on the right. This is done in order to set the Oma's handlebars higher, so as to accommodate the typically shorter torsos and arms of female cyclists. The bikes are named "Grandma and Grandpa," because they are, in fact, gender-specific. The expanded headtube tactic is used by many manufacturers on their step-through models, while others use the alternative tactic of shortening the virtual top tube. Either way, more often than not the step-through version of a given bicycle model is designed for the female body. This is not to say that men cannot or should not ride step through frames, but only that step-through frames are typically optimised for female proportions.



Of course, one could ask: Why confound gender-based anatomical differences with preferences for standover height? After all, some women may prefer diamond frames, while some men may prefer step-throughs. That is where statistics and market research come in. Most manufacturers cannot afford to make two versions of diamond frames and two versions of step-through frames within the same model. And statistically, women are considerably more likely to wear skirts and are thus more likely to prefer a step-through transportation bike. Therefore, it makes more sense to optimise the step-through design for the female anatomy, while optimising the diamond frame design for the male anatomy. Naturally, there will be some females who prefer the diamond frame and some males who prefer the step-through. Furthermore, not every woman has a short torso and not every man has a long torso. But when it comes to manufacturing decisions, it's all about tendencies and probabilities - not about individuals.



And speaking of statistics, perhaps we could indulge in another poll (a weekly tradition?). No purpose for this other than my own curiosity, and possibly yours:









In my own vocabulary, I use terms like "lady's bike" or "woman's frame" when I am referring specifically to the bicycle's suitability for females - be it anatomically, or in terms of their ability to accommodate skirts. On the other hand, I use terms such as "step through," "loop frame," and "mixte," when I am describing frame geometry. And while some worry that referring to bicycles as "women's bikes" makes them seem inferior or less valuable, I am not on board with that line of thinking. After all, what is considered "standard" frame geometry in the industry, is in fact optimised for the male anatomy. We are female, we are wonderful, and we need bicycles designed for us. To me, that is neither offensive nor obsolete - it's just common sense.

Correcting Mistakes :: Elsie and Charles Wiseman

Being human, we all make mistakes. Once the errant data is posted "out there" on the World Wide Web it can't be taken back. And then it gets propagated by others researching the same family. What do you do? If you wait to post anything until your research is "completed" then the chances are good your research will never be seen by anyone else. Dear Myrtle has a post this morning about Correcting Mistakes in your genealogy research. It's worth your time to read it.

My Tombstone Tuesday post earlier today is a case in point. The inscriptions for my dad's parents Elsie Shuder and Charlie Wiseman show that they were both born in 1886. And that was what was recorded by my cousin in the papers that I received from her years ago. I haven't done all that much research myself on my Dad's lines because my cousin spent quite a few years researching the Wiseman and Shuder lines. I'm not laying any "blame" on her, after all, I entered the date in my database without verifying it, and that's what was on the tombstone so it had to be right!

Anyway, as I was going through some of my cousins papers last year I noticed that there were no copies of the marriage application or death records for Elsie and Charlie. So, I ordered them and discovered that for both of them their year of birth is 1885, not 1886.

A search on WorldConnect for Elsie Shuder, born 1885, returned no results. A search for her born 1886 turned up 12 databases, all of which (including mine: rwiseman_bray) give her date of birth as 18 Aug 1886. A search for Charles Wilson Wiseman, born 1886, returned 14 results. The 13 entries that are for him all give 20 Sep 1886 as his date of birth. Someday, if I get ambitious enough, I might contact the contributors of those other databases or perhaps add a post-em note to their entries for Elsie and Charles. A second issue with Charles is his date of death. My cousin had it as February 4, 1943 but his death record shows that he died on January 28th.

In an ideal world, I would update my WorldConnect database immediately, but for a variety of reasons, it isn't likely that I will be doing that anytime soon. To me, this isn't "critical" information. Important, yes, but not critical. It doesn't involve a connection to the wrong lineage or anything major, so what I've done is add post-ems with the correct information. (You do read post-ems on WorldConnect when you see them, don't you?) As soon as this is posted I'll edit the post-ems to include a link here so people can see the documents for themselves.

As always, click on the images below to view a larger version. . .

Marriage Application, Charles Wiseman and Elsie Shuder. March 1, 1906. Kosciusko County, Indiana (Book N Page 224)

Death Certificate, Elsie Shuder Wiseman. February 3, 1926. Indiana State Board of Health (Certificate 5058)

Death Certificate, Charles Wiseman. January 28, 1943. Indiana State Board of Health (Certificate 3636)

Last day of the rally

Today was the last day of the rally. We all ate breakfast together, which was really neat. There is something about sharing meals with people that it very bonding to me. We left right after breakfast so we could get over to Clermont as soon as possible. We enjoyed meeting so many new and very interesting people and we are excited that many of them will be with us this next week too!



On top of that, we have Austin's birthday coming up and our travel buddies are heading down to Florida. It is looking like it will be a great week for us!



Living the life in Florida!

Valentine and Anti-Valentine Give-Aways

It has been pointed out to me via email by a helpful reader that I forgot to commemorate St. Valentine's Day with a give-away, a cocktail recipe, or at least a ridiculous post. Well, to tell you the truth, that's because I am not big on celebrating it. Exchanging gifts and going out to "romantic dinners" on a prescribed day feels forced to me and I prefer to just ignore the whole frilly pink business of it. But you are right: That's no reason to deprive my readers of a give-away. So, I will offer a little something both to those who observe Valentine's Day and to those who do not.



For the observers: A red hand-knitted hat. I have too much red yarn and it's a Valentine's theme after all, so it must be red. A second colour might be involved as well, but red for the most part.



For the non-observers: A black bicycle bell. No trace of red or pink what so ever; just liquid darkness over brass, and the promise of a shrill sound. Would look great on an all-black city bike.



To participate in the give-away: Simply leave a comment identifying yourself as either an observer or a non-observer of Valentine's Day. The 14th observer and the 6th non-observer will receive the appropriate items. You have until 6am of "the morning after" to post your comment. I will not publish comments until it's over, so you won't know what number you are until the end.

1st Edition of Smile for the Camera

footnoteMaven has posted the first edition of the Smile for the Camera Carnival. And it is a wonderful tableau depicting "Mother Love" which is the topic for this inaugural edition of the carnival. Congratulations to fM and all of the contributors for a great start to this new venture.
The deadline for submissions to the next edition is midnight June 10, .. and the topic is belles and beaus - select a photograph of an ancestor, relative, yourself, or an orphan photograph that shows a memorable wedding, courting/dating, or a photograph depicting young/old love. Additional information and instructions for submitting your post can be found at Shades of the Departed.

Blue Ice again?

I have been lucky enough to secure a steady flow of Blue Ice climbing gear to the NA market.



They offer someunique items now and more to come in the near future.



More here:

http://coldthistletools.blogspot.com//04/blue-ice-gear.html

Things are on the way

Long Commutes in the Rain

Most transportation cyclists eventually get comfortable with riding in the rain, and for me this was never particularly a problem. In the beginning, my commutes through the city were short and I mainly remember struggling with poor visibility and chaotic traffic, before getting used to it all. But as my travel radius increased, so did my exposure to rain. Some things began to matter that did not matter as much before, and I gradually made adjustments.






As far as the bike, the big thing for me was waterproofing. I carry a laptop always when cycling for transportation, a DSLR camera much of the time, and also hand-written documents. These items absolutely cannot get wet. While there is now a wealth of attractive new bicycle bags on the market, many of them are not designed to resist water beyond a short ride. For long commutes, I suggest using a touring-grade bag or one that is specifically described as waterproof. The Carradice I've been using on my Brompton for the past 5 months has been pretty good so far (for as long as 50 miles in continuous rain in Ireland - with both my laptop and camera inside), as was the Po Campo pannier I used on my full-sized bikes before that. Ortlieb bags are probably an even safer bet. Just in case, I keep a plastic bag inside for emergencies, and I always store water-sensitive items in internal compartments.






An issue for those who use leather saddles, is that these can get soggy (and, consequently, deformed) after long rides in the rain. A good saddle cover helps, and the stock one from from Brooks shown here is actually not the best example. Normally I use a thick gray one from Rivendell that fits tightly all around the saddle. It is deep, too, which protects the underside of the saddle as well. I am sure there are others that do a good job. Alternatively, there are specially treated leather saddles - such as Selle Anatomica - that claim to be waterproof.






Finally, long exposure to rain might call for additional bike maintenance. On a bicycle without a chaincase, lubing the chain is probably a good idea. And even if you're not into cleaning your bike, the debris that gathers around the brake calipers and derailleur is worth wiping off to keep everything functioning smoothly. The need for this kind of maintenance after long rides in a downpour certainly makes a good argument for internally geared hubs, enclosed hub brakes and a full chaincase. However, bikes with those features may not be ideal for hilly long distance commutes.






As far as the cyclist, clothing choices get trickier - especially if you want to ride in regular clothes and don't have the opportunity to change upon arrival. A truly waterproof outer layer is essential. But equally important is breathability, since you are exerting yourself more than you would on a shorter ride. When I started riding longer distances I discovered that my usual raincoat was neither entirely waterproof, nor very breathable. Eventually I found one that worked well - made of light, technical fabric with lots of vents and a removable hood. Rain capes may be another option, with some breathable, cinchable ones from Iva Jean and Cleverhoods recently introduced. Just as crucial as outerwear is waterproof footwear: Shoes that are fine on short rides can get soggy after 10+ miles pedaling in the rain,and you probably don't want to sit around with wet feet all day.




Of course, all the general tips for riding in the rain still apply: Lights, fenders, extra caution. On an upright bike, I don't feel like the rain is hitting me in the face as hard as it does on a roadbike, which makes things more pleasant.Once outside the city, I generally find it fairly peaceful and low-stress. Mixing ideas from transportation cycling and touring has been helpful for me and that's what I would suggest to others with long rainy commutes. Find a setup that works for you, and enjoy not being stuck in suburban rain-day traffic!