Not the Moon

The big white spot is not the moon. It is a snowflake as it comes down. The other dots are not stars but more snowflakes.

An Indentured Servant and the Farm Upon Which He Lived

Berks County, Pennsylvania was the home of at least six of my ancestral families: Alder/Alter, Daniel/Daniels, Forster/Foster, Hoffman, Irion/Jerion/Yerion, Lederman/Leatherman, and a possible seventh lineage: Schädler/Schedler.



A total of five days was spent in Berks County earlier this month and on portions of several of those days I roamed around the back roads of Berks and neighboring Montgomery county. The area was MUCH hillier than I had thought it would be with sometimes narrow and usually winding, curvy roads. As a result, it always took me twice as long to get someplace as I thought it would. It was especially pretty with the leaves changing color, in spite of the dreary, wet weather.



One of the "family sites" on my list to visit was the Homestead of David Kaufman in Oley Township (seven miles east of Reading) in Berks County. David Kaufman is not one of my ancestors but he was the "master" of one of them.



My research on the Yarian family began in 1985 when my mother and I went on a trip to Pennsylvania. Considerable information has been gathered over the years which has been enriched by the work of other researchers.



The earliest publication I discovered was a small typewritten manuscript titled "Some Descendants of Mathias Jurian 1702-1763" by Miss Cecil H. Smith. It wasn't documented but it certainly provided lots of clues. The first Yarian researcher that I made contact with was Lowell Yarian who lived nearby in Warsaw, Indiana. He was retired and he and his wife traveled the United States gathering information on anyone named Yarian. One side of his RV was lined with 3-ring binders full of family group sheets. He passed away in 1998 and I've often wondered what happened to all of his research papers.



James Weaver published "The Yerian-Yaryan Family: Mathias Jurian and his Descendants in America" in 1989 (though I didn't discover it until a few years later). I also made contact with Carl Bennett in .. and learned that he was the provider of much of the information in Weaver's book.



The immigrant ancestor is Mathias Jurian who arrived in Philadelphia on October 11, 1732 "Forty two Palatines, who with their families... were Imported in the Ship Pleasant, James Morris Master, from Rotterdam, but last from Deal..."





Matthias Jurian made his mark "M i" as shown on List 27B from Pennsylvania German Pioneers (Strassburger & Hinke, 1934)






On List 27C his name (2nd name in left column) is written as Mathias Jeryon or Ieryon.


Since the publication of Weaver's book in 1989, church records of Tuttlingen in Talheim were found by other researchers that showed that Matthias Irion was married January 29, 1731 to Maria Magdalena Pfister. It is presumed that Magdalena was one of the 102 women and children on board the Ship Pleasant.



The "Biographical & Historical Cyclopedia of Indiana and Armstrong Counties, Pa." (pages 617-618) includes a biography of William Keppel and mentions his grandfather, it states "Daniel Keppel (grandfather), was born in this State in 1787, and died in 1824. He married Elizabeth Yearyan, a daughter of George Yearyan, of Westmoreland county. [Lists their 12 children.]... George Yearyan (maternal grandfather) was a "redemptioner," and was brought to this country by David Kaufman, a farmer, for whom Yearyan worked for three years to repay the amount of money his passage had cost. At the end of these three years' service he received from Kaufman a horse, a saddle and bridle, and two suits of clothes. His wife was a Miss Williams, of Welsh descent."



It was always suspected that it was actually Mathias Irion, the father of George, who was the redemptioner - baptismal records of Johann Casper Stoever show that John George, son of Mattheis Jergan of Oley was born October 18, 1733 and baptized December 10, 1733.



In October .. another Yerian researcher, Margaret Sopp, posted a message on GenForum that she had located the indenture for Mathias Jrion. Of course, at that time I was off researching other family lines and it wasn't until nearly a year later that I learned of this find from Carl Bennett. In the GenForum post, Margaret doesn't tell how she located the indenture but Carl forwarded the letter he received from her regarding that find - it's a really neat story.

It seems that Margaret was an active contributor to one of the surname lists on Rootsweb. One of the other subscribers was Ken McCrea who was going to be leading a research group to Salt Lake City. Margaret signed up for the group and in the process of preparing for the trip mentioned the Yerian surname to Ken who was also a frequent lecturer giving talks on immigration, among others. As part of his immigration talk he discusses indentures, of which he had only ever seen one, and he uses it as an example in his lectures... and yes, it was the indenture was for Matthias Jurion!

A copy of the indenture can be found on the genealogy site of Carol Diane (Holland) and David Paul Knight. Additional information is also posted there on Matthias Irion.



My transcription, below, differs somewhat from that posted by Margaret Sopp.

This Indenture made the first day of November In the year of our Lord one-thousand

Seven hundred & thirty two. Witnesseth that Matthias Jrion late of Durlach in Germany ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ for & in Consideration of the Sum of Sixteen Pounds & Nineteen Shillings lawfull money of Pensilvania [paid for] his passage from Holland to Philadelphia in the province of Pensilvania of his own free & Voluntary Consent Doth bind himself a Servant unto David Kaufman of Oley in the County of Philada & province aforesaid. To serve him his heirs Execrs Adminrs or assigns from the day of the date hereof the full Term of Three years & Nine Months ~ ~ Thence next Ensuing to be fully Compleat & Ended During all which sd Term the said Servant his sd Master his heirs Execrs adminrs or assigns faithfully and honestly shall serve and the sd Master his heirs Execrs adminrs or assigns During the sd term of three years & nine months ~ ~ shall find & provide for the sd servant sufficient Meat Drink apparel washing & lodging fitting for a servant during the sd term and after the expiration of the sd term give the sd Servant two suits of apparrel one whereof to be new ~ And for the true performance of all & Every the sd Covenants & agreements Either of the sd parties binds himself unto the other firmly by these presents. In witness whereof they have Interchangeably herunto set their hands & seals. Dated the day & year first above written ~ ~ ~ ~ ~ ~ ~ David Kaufman

Sealed & Delivered In the presence us us } John Astancad [?]Jnr [and] Henry Pastorius

In 1958 the Kaufman farm was included in an "Historic American Buildings Survey" by the National Park Service (HABS No. 1042), which provides a description of the house and also states "The buildings on the Kaufman farm are the finest complete known example of a Pennsylvania-German farm group in the Oley Valley." A second survey report (HABS No. 1059) includes several photos of the barns taken in 1958.



In 1983 the entire township of Oley was included in the "Oley Township National Register Historic District Survey." An article I found in the Reading Eagle dated November 7, .. showed that the David Kaufman farm was still owned by a descendant and had been continuously owned by a family member for 275 years - since 1727 when the farm was established.



In .., Carl Bennett sent me a more extensive survey done by the Pennsylvania Historical and Museum Commission. I have not found this document online. The report was dated March 30, .. and stated that the farm had passed out of the hands of descendants. It went on to say that the "Current owners are conducting a comprehensive maintenance, preservation, and documentation project with the objective of preserving the integrity of all historic elements of the property. Restoration consultants are carefully inspecting and analyzing construction elements and techniques to determine the history of each building and collecting and interpreting archeological findings. Their goal is to provide for the future establishment of a museum that will depict an historic Oley Valley family farm of the eighteenth and early nineteenth centuries."



The "Manor House" was constructed circa 1763 but "Two of the barns David built still exist; the stone ground floor barn mostly original and the log barn, altered after the wooden members of this building burned and were replaced by a frame barn on the same foundation."



Jacob Hill Kauffman, the 3rd generation to live there, owned the farm from 1804-1843. "He took down the original log house and replaced it with the existing stone cabin at a higher elevation. He designed the new cabin to be nearly identical in dimensions, making it possible to remove structural elements of the cabin and reuse them in the stone house. He used the summer beam, the fireplace lintels, and the floor joists."



It is possible that Mathias Irion had a hand in the construction of the older barns. Even if he didn't, it was still exciting to visit the area just knowing that he had lived on the farm for a few years. There did not appear to be anyone at home so I stopped the car alongside the road and took the photos below without going onto the property.






The west side of the Manor House.





The Manor House from the front (south side).








I could be wrong, but I think the larger of these two buildings is the Stone Cabin built in the 1800s that used some of the elements of the original log cabin. The smaller building is the spring house.












Photos of the Kaufman farm were taken on October 4th and October 9th, ...




Mathias Irion is my 6th great-grandfather.The surname has been found in records under numerous variations but descendants in my line adopted the spelling of Yerian or Yarian.

The Brompton: an Owner's Impression

A few months ago we became owners of Brompton folding bikes. I am still surprised and a little embarrassed by how much I like my bike. Why that mix of emotions? Well, because I cannot really take credit for this purchase or for the specs - it was mostly the husband's idea! Don't get me wrong: I've been admiring the Brompton for years and have written about it here wistfully. I've even taken one on an extended test ride last summer. In the end I was not convinced that I actually needed or wanted to own a Brompton. But my husband was, and he argued that it made sense for us to both get them at the same time. Since he felt strongly about it I ultimately agreed, though remained nervous that my use of the bike might not justify the purchase. I now ride the Brompton nearly every day. Funny that something I was not sure I needed can now feel indispensable.






Designed by engineer Andrew Ritchie, the Brompton is a British folding bicycle that has been in continuous production since1987 and has remained largely unchanged since. You can read about the history here. There are many folding bikes on the market these days, but the Brompton is said to offer the most compact and easiest fold, with the durability and speed of a full-sized bike. The Brompton has 16" wheels and a hinged "unitube" frame. The construction is brazed steel, with the option of titanium extremities (fork and rear triangle) occasionally available via special order. The bike is optimised to carry a front load with low-trail geometry. The frames are hand-made in Brompton's factory near London. The wheels are built in Wolverhampton. Components are sourced from a variety of manufacturers including Sturmey Archer and SKS, 80% of the components being Brompton-specific in design. A selection of colours, handlebar setups, gearing options and accessories is available.





Our bikes ended up being identical except for the saddles and seatposts. The model is the Brompton M6L-X. This is code for the bikes having upright handlebars, fenders, 6 speeds, and titanium extremities. The finish is raw lacquer. The tires are Schwalbe Kojaks. The bikes are fitted with SON/ Lumotec IQ Cyo dynamo lighting. The Ti and SON specs were to save weight, improve ride quality, and have the best available lighting system. The raw lacquer we chose simply because we both love the look. Going with the 6-speed gearing option and choosing the lowered (-12%) gearing was a decision based on the advice of Todd from Clever Cycles in Oregon, who has toured on his own Brompton extensively. We did not want to make our bikes touring-specific, but we wanted the option of riding them in hilly areas.



We chose the M-type model, because we both prefer upright handlebars when riding for transportation. Since handlebar height is mostly non-adjustable once you choose the model, the rider's positioning on the bike depends on saddle placement. I am just under 5'7" and with the M model my handlebars are almost 2" above saddle height. He is just over 6' and his handlebars are ever so slightly below saddle height, for a more aggressive position.





As far as accessories, we share a shopping basket and each have a Carradice City Folder front bag. The shopping basket is a big, open container with handles. The Carradice City Folder is a large office bag, with a padded laptop compartment, plenty of room for other things such as books, clothing and camera equipment, and two rider-facing pockets each large enough to fit a water bottle (or coffee cup!). I have lots more to say about this bag and will post a review soon. But no matter which Brompton bag one chooses, the system is easy to use. A front block must be installed on the bicycle's frame, and the bag or basket simply clicks onto it via an internal rack-like frame structure.The attachment system - consisting of the block, the "socket" that accepts the block, and the rack-like frame that extends from the socket - is rigid and solid. The bag does not budge once attached.We opted not to install rear racks, figuring the front bags - supplemented with saddlebags when necessary - would meet our needs. We can always add rear racks later if we feel it necessary.





Not to overstate the obvious, but the Brompton is a very compact bicycle. It can be folded to different extents, including the "sit" fold that stabilises the bike as a kickstand would, the "shopping cart" fold that allows it to be rolled around by the handlebars (with basket attached, the bike turns into a shopping cart), and the complete fold shown here. After some practice, it takes me less than a minute to do the complete fold.The small fold makes itsuitable for travel like no other folding bike.



The compactness isn't just for travel and multi-modal commuting. The bike is light (compared to other city bikes) and easy to carry in and out of the house even in its unfolded state, which is especially practical for city dwellers who live up several flights of stairs and for those who wish to keep their bike in their office instead of parked outdoors for hours in an unsafe neighbourhood. I very rarely do multi-modal commuting unless I am traveling, but I still find the compactness useful for these reasons. Somehow, a small bike is an easy bike and I am enjoying this much more than I anticipated.



Of course, I am taking advantage of the fold as well. We have not owned a car for close to two years now, and it hasn't been simple to travel with two full sized bikes. The Bromptons will fit into any Zipcar without requiring bike racks or an oversized car, and they can go on any train, even at the most crowded of times.





But what surprised me about the Brompton was not the compact fold, which I'd already known about. It was the features that distinguish it as a bike, not just as a folding bike. For instance, I had not fully understood previously how well it works for riding in everyday clothing. My positioning is upright. The frame's unitube is so low, the bike is essentially a step-through - no more difficult to mount/dismount than a loop frame. It has fenders and even tiny mudflaps. The wheels are so small and far down that even without dressguards my skirt doesn't go anywhere near the spokes. The crankset has a built-in chainguard, which is not an enclosed chaincase but good enough. The quick-release seat post is great for wearing shoes with different heel heights: Instead of setting my saddle for the flattest pair of shoes I own and then feeling as if my knees bend too much when I wear heels, I can simply adjust the saddle to whatever height I want for every ride.I can wear any outfit I want on this bike and not feel limited.



Then there is the cargo capacity. The Brompton can carry a surprising amount of stuff in the front, with no detectable impact on handling. I can carry all of my camera equipment - medium format clunkers, flash units, whatever - on the bike in a way that feels stable, safe and comfortable, not precarious or dis-balancing. Ditto with art supplies - heavy paint, primer, stacks of wooden panels. No problem. It just works and my balance on the bike is not affected. Essentially I now own a cargo bike that is sufficient for my needs.





When considering the Brompton, I worried about the handling and ride quality. I ride my bikes a lot. The kind of work I do, I don't just go to an office in the morning and back at night; I might ride from place to place all day and some of my destinations are 10+ miles apart. For that reason, a bike that is easy to transport but does not ride well is useless to me. When I test-rode the Brompton, its handling struck me as peculiar (the front end felt weirdly wobbly) and I was not sure whether I'd be able to get used to it. Even after a couple of days test riding it, I remained unsure. It took me about a week of owning the bike to truly get used to it, but once I did I started to prefer the handling over other bikes - especially in the city. The Brompton is easier for me to maneuver through tight spaces, easier to U-turn than other bikes, just somehow easier to handle all around. I no longer feel the "weird wobbly" sensation. When I later learned that Bromptons have low trail, it made sense.



It is a common complaint that small wheel bikes feel harsh. I was concerned about this, and together with the MTB-style hand position of the Brompton's handlebars, it just seemed like asking for trouble. I have nerve damage in my hands and am usually unable to ride in this hand position, especially if a bike's ride quality is harsh. I could just imagine my hands going numb after 10 miles (it has happened on other bikes after much shorter distances). However, I have experienced no problems with harshness or numbness on the Brompton, and do not know how to explain why not. I do not think it is attributable entirely to the Ti bits, but it could be the combination of that and the geometry. In any case, my longest single Brompton ride so far has been 45 miles (sandwiched between two 30-mile days) and I have yet to experience any discomfort so far.





As far as speed and the bike's ability to tackle hills, I would describe it as being more like a roadbike than a city bike. That does not mean it is quite as fast as a roadbike. But with the lowered wide range 6-speed gearing it can handle the same type of terrain. It takes me longer to climb on the Brompton, but I can do it, even with my decidedly upright position. Opting for a model with lower handlebars (the S-type) would have made it even more aggressive.





Finally, the Brompton has done better than I imagined it would off road. The handling feels intuitive on dirt and gravel, and the Schwalbe Kojak tires feel wider than the 32mm they are. The small size and the low step-over on the bike somehow makes me feel as if I'll be able to bail easier in the event of a "wipeout," which in turn makes me more confident. The most challenging off road ride I have done so far has been on the Brompton.






While my husband does not have as many miles on his bike as I do on mine, he has been commuting on it more or less daily, with his 3-year old Pashley Roadster now an inclement weather/ winter bike. Like me, he likes the Brompton's handling and ride quality more than he expected to, and the more he rides it the more he likes it. He is also very happy that he can easily keep the Brompton in his office and take it with him everywhere he goes. He hates leaving his bike locked up outside, and now he does not have to. The Brompton has little wheels that allow it to be rolled around in "grocery cart mode," but when grocery shopping he often just rolls the bike in unfolded, piles food into the basket, and checks out and rides off, without anyone objecting (not all stores permit this, but the one next to our house does).Like me, he is impressed by the front load system - its carry capacity, simplicity, lack of extra weight and bulk, and low to the ground positioning. He agrees that carrying weight on this bike has noeffect on steering or handling. He likes how the bike rides off-road. They've been resurfacing streets in our neighbourhood, leaving stretches of road without asphalt for days, and the Brompton rides nicely over the baselayer. He finds the bike maneuverable, easily able to make sharp turns and go around obstacles, hop curbs (I can't vouch for that one). In a general sense, what he likes is that performance-wise the Brompton does not feel to him like a compromise compared to a full sized bike. The one exception he is not crazy about, is the downhill handling - which he says is "more fun" on his full-sized bikes - though personally I do not feel that way.






One unexpected outcome of owning the Bromptons, is that we feel well-matched on them in terms of riding style. We are finding that it's easier to ride together on these bikes than either to go roadcycling or to ride our full-sizd city bikestogether. So after a break of many months we've started doing recreational rides together again. The Bromptons handle hills well enough for us to do the same routes as we would on roadbikes, only slower. Now we ride side by side and talk more than we ever used to. I am not sure what about these bikes is causing this harmony exactly, but possibly it's the handling.





As far as the Brompton's drawbacks, the main one for me is that there are times when I find carrying it around inconvenient. At over 20lb, it is not exactly a light bike for someone of my size to carry casually in one hand for prolonged periods of time, and it is not always practical to deploy the easy-wheels and roll it around (some shops and offices won't allow it). The good news is that after being forced to carry it frequently during my trip in Ireland, I now have more upper body strength and can deal with this better than I used to. Still, I do not see the Brompton being my sole transportation bike; I need a full-sized bike to supplement it for times when I prefer to leave my bike outside. Right now I ride the Brompton most of the time, supplementing it with my vintage Raleigh when I need a full-sized bike. I know there are debates as to whether it's okay to leave a Brompton locked up outdoors, and maybe some day I will feel comfortabledoing that. But at the moment I do not.



As far as quality, malfunctions, and things of that nature, it is probably too early to tell. Both of us had issues with seatposts slipping when we first got the bikes. In my case, simply tightening the clamp resolved this (the quick release is harder to use now, but still doable). The husband uses an anti-slip paste in addition to having tightened the clamp. During my stay in Ireland, my gears went out of adjustment and a couple of clamps rattled loose, possibly during one of my off-road rides. Chris Sharp of the VCC Northern Ireland (who owns a Brompton as well) was kind enough to re-tighten everything for me. He tells me this is not uncommon in his experience, and that he uses Loctite or similar on his own bike.





A less serious complaint pertains to how much of a spectacle riding the Brompton is. I am a fairly private person in real-life and these bikes garner a lot of attention. Crowds gather to watch me fold and unfold the bike. Children point and shout "Mommy, look!" as I ride by. Strangers approach to ask what the bike is, then ask to spell it and actually write the name down on a little notepad. It can get out of hand, and of course when the two of us are riding the bikes together it is even more of a sight.



Then there is the "clown bike" aspect of it. While I find the Brompton to be adorable, in a cartoony forest animal kind of way, I am pretty sure that I look ridiculous riding it. Unfortunately I have lost all sense of perspective at this stage. Worse, I really don't think I care.





So here I am, riding my lovely weird little folding bike and enjoying it very much so far. Other than using my own saddle, I have not made any modifications yet and am even using the stock foam grips without issue. At some point I will think of something to personalise my bike, but it is not a priority at the moment.



As a bike that's a mechanical curiosity, the Brompton invites elaborate technical analysis, but I've tried to steer away from that here. While I appreciate that aspect of the Brompton, it is only one of the things that attracts me to it. I like it not just for its multimodal commuting and easy-travel properties, but as a regular bike. That is what I most wanted to communicate at this stage.

Van Nicholas: 'Dutch Bike' Redefined

Over the winter holidays I hosted a rather unusual guest from overseas - a titanium Dutch bike. Van Nicholas is a small Netherlands-based manufacturer of titanium road, touring, mountain and cyclocross bicycles. A reader suggested I try a Van Nicholas after I reported enjoying other Ti bikes, and thanks to him a test ride was soon arranged. What made Van Nicholas particularly noteworthy, I was told, is that one of their models - the Amazon - made for a uniquely comfortable transportation bicycle, combining aspects of the workhorse utility bikes Holland is known for with the special properties of titanium. Add to that a couple of fancy features afforded by modern technology (a 14-speed Rohloff hub and a belt drive), and the Van Nicholas Amazon seemed very interesting indeed.


Based on my understanding of the sizing, I asked for a 54cm bike. The bikes are customizable, and so I also asked for it to be fitted with swept back handlebars, a leather saddle and flat pedals. The American distributor (EU Cycling Imports) sent the demo model to the Ride Studio Cafe in Lexington MA, and they put the bicycle together for me. I took it home to test ride and brought it back two weeks later, after which the bike was returned to the distributor. It should be noted that the Ride Studio Cafe carries a certain local brand of titanium bicycles, which is technically a competitor of Van Nicholas. But this did not seem to bother anyone and the RSC displayed the Van Nicholas right on the sales floor along with the Seven bikes for customers to admire. It was a treat to see two different titanium brands side by side.






Van Nicholascame into existence 12 years ago and was founded as a brand in 2006. The frames are designed in Numansdorp, Netherlands, built in the Far East (I was not told which country), then finished, assembled and tested back in the Netherlands. The titanium tubing differs in thickness and composition based on the frame model and size. The Amazon is made with stout tubing, designed for touring and for supporting heavy loads. The frame is unpainted, with a brushed matte finish. The headbadge is chemically etched into the frame. Components that come standard with the build are high quality. The stem, seatpost and seat collar are also titanium, branded with Van Nicholas insignia.





The tiny titanium bell is pretty impressive. I forgot to ask whether they sell some of these Ti parts separately, because I certainly would not mind a titanium seatpost and bell.






The manybraze-ons for cable routing keep the cables very neat, which is a good thing because there are lots of them thanks to the Rohloff hub. There are also braze-ons for racks, water bottle cage bosses, and everything else one would expect from a touring frame.





The fork that comes with the bike is carbon fiber, labeled "VNT Elements" - a house brand I think.There are cantilever/v-brake bosses on it, which sort of horrifies me even though I know this is not uncommon nowadays (but how does the carbon fork withstand the force of the mighty v-brake?..).





Special dropouts that can be split apart for the belt drive and also accommodate the massive Rohloff hub, with a built-in mount for the "belt keeper" that prevents the belt from slipping in snowy and muddy conditions.





Brooks Swallow saddle with titanium rails, FSA Metropolis handlebars,Rohloff twist shifter and Brooks leather washer grips. The brown leather accessories warmed up the titanium frame and I found the combination appealing. The handlebars are a modern take on the classic upside down North Roads and this added a touch of an almost vintage look to the whole thing.





When I first saw the bike, more than anything I was overwhelmed by all its bells and whistles. A titanium frame, a carbon fork with canti mounts, a Rohloff hub and a belt drive all on the same bike? It was a lot to wrap my head around. I am glad that at this point I'd ridden several other titanium bikes, and also another bike with a belt drive - so that at least all of these elements were not simultaneously new to me.





The Rohloff hub was the one feature I had not tried before. On first impression I immediately disliked it, because it made the bicycle ridiculously rear-heavy. On a lightweight titanium frame this was especially noticeable: I'd pick up the bike by the top tube, and the rear wheel would pull it backward like a ball and chain. I am not a fan of multi-geared hubs, and anything beyond a 3-speed I usually find annoyingly inefficient. I could already anticipate the same happening with the Rohloff: At such a monstrous weight, surely the 14 speeds with the alleged 526% gear range were a gimmick that in practice would not live up to the numbers' promise.



Taking the bike on its maiden test ride, I headed straight for the hills of Lexington MA to test this hypothesis. And my hypothesis proved to be incorrect. I approached a long, unpleasant hill and was able to climb it at a leisurely pace by utilizing the 3rd and 2nd gears. I did not feel the bike's rear-heaviness whilst in motion and spun without getting out of breath or even especially exerting myself. If I lived in a seriously hilly area, I could travel to work like this in ordinary clothing without getting sweaty. Later I rode the bike to my art studio, which is also on top of a steep hill, and in 4th gear I did not feel this hill at all. The Rohloff hub is heavy and that has its drawbacks, but I found the range of gearing it provided to be very satisfactory and on par with my derailleur-geared bikes. I am wondering now to what extent the performance of the hub in this case had to do with its interaction with the titanium frame. On a heavier frame, would it still get me up the same hills? This question remains open, so please keep in mind that my experience with the Rohloff so far is limited to this specific bike.





The Rohloff shifter took some getting used to, because if you are accustomed to standard twist shifters this one functions in reverse: For a lower gear you twist toward you and for a higher gear you twist away from you. I did not manage to get used to this during my two weeks with the bike and would occasionally shift in the opposite direction than I meant to. I was very glad however that I did not have to constantly switch gears just to ride at the pace I wanted to in the city. The 9th gear was my standard gear, and unless I ventured into hilly terrain I pretty much stayed in it. The bicycle responded very well to my pedaling efforts both uphill and on flats.



It's been explained to me how Rohloffhubs work, and apparently it is like having an internal derailleur with a double crankset. So if I understand this correctly, there is a gear at which point the mechanism automatically switches not just between the internal rear cogs, but also from one internal chainring to another. A couple of owners of older model Rohloff hubs tell me that whatever gear this happens on can be problematic - either sticking or misfiring when one attempts to switch in or out of it. I tried to figure out which gear this was, and judging by the extra grunting/clicking I was hearing, it appeared to be the 6th gear - a gear I only used when going uphill. I made a point to switch in and out of it a few times and did not experience any problems in the course of my test rides.In general, neither the Rohloff hub nor the Gates belt drive gave me any trouble over the 55 miles I spent riding this bike through the hilly countryside and stop-and-go city traffic. The drivetrain was very quiet and sort of faded into the background.






While the Amazon comes with braze-ons for racks, the demo model was sent to me without any and initially I fitted the bike with a medium sized saddle bag. There were also no provisions for dynamo lighting, and I used my own battery lights.





Later we installed a Freeload rack on the bike, so that I could transport packages and my laptop pannier. Aside from one ride done for the sole purpose of testing the bike on hills and over longer distances, I mostly rode the Van Nicholas for transportation, since that was the context in which I was testing it. Its proportions work well for this purpose. The long (456mm) chainstays allow for optimal pannier clearance; the relaxed head tube angle and long top tube prevent toe overlap with the front wheel. I wore my chunkiest winter boots to test ride the bike and there was not even a chance of toe overlap, which was great.






The handlebars, despite being somewhat swept back, are set very low and you can see that my position on the bike is rather aggressively leaned over. Ideally I would prefer handlebars that are not necessarily higher but more swept back. In other ways the bicycle fit me very well and at 5'7" I was happy with the 54cm frame size. The handling felt familiar and predictable. Not like a classic Dutch bike exactly, but like something I've ridden in the past. Maybe like a Ti version of my Rivendell, were it set up as an upright bike. For transportation cycling I like this type of handling very much.




But my favourite part of the Van Nicholas ride quality was how it felt over rough roads. If you look at the lower righthand corner of the picture above, you will notice there is a ditch in my line of travel. Unfortunately, many roads in the area where we live look like this, and often I end up riding right over those ditches and potholes, because to avoid them would be to zig-zag incessantly. The Van Nicholas was fine with this type of road surface, despite being fitted with tires only 32mm wide (the frame's maximum tire clearance is 2.35", so it is possible to fit much wider tires). I could ride through a ditch like the one you see here and feel only a distant echo without the bone-shaking feeling. As I've written before, I've noticed this same detached "echo" feeling with several titanium bikes so far, so I don't think it would be out of line to speculate that the titanium plays a role here.





On a critical note, the v-brakes were insanely strong and difficult to modulate. I was not brave enough to demonstrate this, but here the Co-Habitant shows what happens when squeezing the front brake with moderate force. We would have to mess with the brake to adjust it in a way that would prevent this, but decided to leave it alone and instead I simply used the rear brake only.





Test riding the bikebriefly, the Co-Habitant also noted that he was unable to comfortably ride it hands-free (I would not know, as I do not normally ride hands-free anyhow). The frame was a couple of sizes too small for him, but I doubt this played a role. It could be that the weight of the Rohloff hub and the saddlebag made the front end too light for hands-off riding.





Me, I was very pleased with the handling and the ride quality of the Van Nicholas Amazon and would have been tempted to covet it for my own if it were not for the diamond frame. Try as I might, I am just not comfortable riding diamond frames for transportation in my everyday clothing. Yes I can do it, but I prefer not to. My long coat or skirt inevitably get caught on something as I swing my leg over to mount or dismount the bike, and I am too clumsy to handle this on a regular basis. So despite the great ride quality, the amazingly versatile Rohloffhub gearing, and the silent and maintenance-free belt drive, I ultimately feel more comfortable on my own bike. I should note that Van Nicholas does make a ladies version of the Amazon, but I find the MTB step-through frame design unbearably ugly. Looks are not everything, but the welded titanium and the carbon fork already stretch the limits of my open-mindedness and I am only human. If they managed to make a more attractive step-through or mixte option however (like this please!), I would be in trouble and would desire this bicycle very badly. Offering a dynamo lighting package would also be a huge plus on a bicycle like this - whether it is used for touring or transportation.





The Van Nicholas Amazon is a unique bicycle in that it is durable enough for year-round, all-weather transportation and comfortable on bad roads, while also being sufficiently light and versatile to handle serious hill grades over long distances. Something like this cannot be achieved without the Rohloff hub and the lightweight Ti frame, which makes its high cost inevitable. But for those who can afford it and for whom the diamond frame is not an issue, the Amazon is worth looking into.





Van Nicholasbicycles areavailable with both stock and custom options, and the full specs, geometry and other details of the Amazon are available here. More of my pictures can be viewed here. Many thanks to Van Nicholasand EU Cycling Imports for the opportunity to try this bicycle.

Fineshade round

Almost 4 miles - with Harry

Begonias in bloom

A coffee afterstocking up on bird food, thena wander round Fineshade.A muntjac crosses the path, then we spend half an hour in the hide, watching dragonflies, tits, chaffinches, squirrels, a green woodpecker and a jay. The trees are beginning to turn from the top down, the sky's blue, magic.

Some kind of 'wood-dolphin'?

From the hide

Beach Weather

Ever been to the beach on a cold, rainy day?It can be brutal. It can also, every so often, surprise you with a microcosm of serenity. Finding myself in South Boston on a wet afternoon, I stopped by Carson Beach before heading home. Some Greater Boston residents balk at the mention of South Boston beaches. Too urban. Too gritty. Too close to the airport. The water is freezing. The harbor is polluted. But when I visit the 5 mile walkable, cyclable stretch of shoreline, I see an intriguing, beautiful landscape. There are hills, fortresses, turn of the century pavilions. Views of the islands, the Atlantic Ocean and the city skyline surround. There is some difficult history in this part of town. And there are people eager to forget it, enjoying their evenings after a day of work, watching planes take off over the water. Boston-Reykjavic: 5 hours. Boston-Dublin: 6 hours. Boston-Paris: 7 hours. The rest of the world is really not that far.






But on a rainy day in March no one was watching the planes take off or sitting on the beach. The shoreline paths lay abandoned, strewn with wet sand from the latest storm.






On the boardwalk I saw an off duty policeman jogging. I saw a young woman pushing a baby carriage, adjusting the cover when the rain began coming down harder. I saw an elderly man get out of a parked car and stand in the dunes looking straight ahead, then get back in the car and drive away.








Closer to the water, it suddenly grew warmer and the wind quieted down. I stepped out onto the sand and took a few strides forward.The harbor looked still as glass.There was a breeze behind me, but not ahead of me, as if the boardwalk served as some sort of microclimate border that day.





The quality of light was different too. To my right, the sand looked beige and the water a pale gray.But to my left was a patch that almost looked sunny - warm saffron and turquoise.





The dunes looked soft and inviting,I would hardly guess theyhad been covered in snow only days earlier.






A solitary boat stood, tilted, in the shallow water. Later I learned it had spent all winter in that same spot. As I studied its curious presence, the air was still, almost stuffy. This could be a summer sunset.




But only yards behind me it was raining and some degrees colder. The shuttered up snack shack glistened in the fading light as I cycled past.





Closer to the street, the wind picked up, the tree branches groaned, the rain became insistent. I zipped up my jacket and began to make my way home, leaving South Boston - and beach weather - behind.