Friday, November 15, 2019

Bicycle Tree Planting with Friends of Trees

Last Saturday Christine, our friend Sally and I joined up with some other folks from Friends of Trees to plant some trees here in Eugene. One of the super cool things about Friends of Trees is that while they do have a couple of big trucks for tree and equipment hauling, they try to do as much as possible with as few motor vehicles as possible. So, in addition to having volunteers carpool to planting sites, they also have a bike-based crew of volunteers. Naturally, Christine, Sally, and I were part of the bike crew.

I can say that things went off without a hitch and that's literally true. Friends of Trees recently moved their office and in the move they mislaid the hitches to the big platform bike trailers they usually use. Fortunately, Sally had her Burley Travoy and I had my little Allen Yoogo Cargo Trailer so we were able to haul the shovels, buckets and other tools to the various planting sites. Christine carried some tools in her Allant's bike basket and the hard hat in her pannier. The trees and mulch were dropped off ahead of us at the sites by one of the cargo trucks. Next time, the entire operation will be done by bike.

On this particular Saturday all the planting sites were ones requested by various local home owners. Friends of Trees also works with the city planting trees in different public spaces. Home owners also get tree care information and several years of follow up visits by Friends of Trees for pruning and other health checks as the trees grow.

The post pounder is a surprisingly heavy tool that allows even a fairly small person to pound a stake into hard ground. It also is easy to get carried away with the post pounder and catch it on the edge of the stake and have it bounce up and smack the person holding it right on the top of the skull. Hence, the hardhat.

Erik Burke is a certified arborist and the Eugene Director of Friends of Trees. Christine and I first met him when we attended a local tree walk that he was leading. Erik's knowledge of trees is vast and his passion for them is obvious in everything he does.

Christine got to try her hand at the post pounder.

Sally hauled an amazing amount of stuff on her Travoy. The empty tree and mulch buckets weren't heavy, but they were awkward.

In general we had a great time planting trees but it's hungry work. Unfortunately, the bike crew wasn't as speedy as the truck crews and by the time we got to the post-planting potluck most of the food was gone!

Next time, we'll bring snacks.

Keep 'em rolling,


Thursday, November 14, 2019

100 Good Bike Books

A few years ago (OK, maybe more than a few!) I put together a list of 50 good bike books and then a week later I published a list of 50 more good bike books. For convenience, here are links to both of those lists:

I stand by the contents of those lists, but I'm sure there many other fine bike books I'm missing. So if there is a favorite of yours that you think should be on the next iteration of the list, make a note in the comments or send me an email.

Keep 'em rolling,


Friday, November 08, 2019

Schwalbe Tire Levers

Over on the iBOB list, Joan has nice things to say about Schwalbe Tire Levers. Joan notes how the clip mechanism of these levers helps you lock down the section of tire that you already have seated and then you can use the third lever to get the last section of the tire onto the rim. She also notes that the tip of the levers is quite thin, which also is a great help for those tight tire/rim situations.

Over the years I've certainly had my share of punctures and I've used a wide range of tire levers. I can confirm Joan's high opinion of the Schwalbe Tire Levers, they really do a good job in tight situations.

Thursday, October 10, 2019

Thinking About Socks and Alpacas

I was going to start this post by stating that like most folks, I don't spend a whole lot of time thinking about my socks. While that's certainly true most days, I realized that there have been times in my life when I've thought a whole lot about my socks. These have usually been times when I've been miserable or, more importantly, times when I've been planning ahead to avoid misery.

Allow me to explain.

I have, at various times, done things that push me beyond my comfort zone. These include things like riding my Bike Friday from London to Edinburgh and back, or riding a fixed gear bike from Issaquah to Minnesota, or being the first person to ride a single speed bike from Port Roosville, Montana to Antelope Wells, New Mexico. On these and other adventures of varying degrees of stupidity, I've considered my socks carefully. When you are traveling light, you want the gear you bring to be up to the job.

On most of my adventures, I bring wool socks. In general, I'm a fan of wool. It's warm when wet and while some folks are allergic to it, I'm not. Over the years I've written quite bit on this blog about the virtues of wool, so I won't bother to repeat that here. Instead I'm going talk about something better than wool socks: alpaca socks.

Brain Davis apparently thinks more about socks than I do. I first got to know Brian through the internet and his nifty Fix It Sticks. Since then Brian and I have kept in intermittent touch and he's gone on to create several other products including the Weatherneck and the BackBottle. His latest project is a pair of socks made from Alpaca fiber. He sent me a pair to check out and I'm impressed. Well, impressed enough to do this blog post. They really do seem better than regular wool socks. Brian explains it better than I do, but they really are warm, not itchy, not stinky, and very comfy. I suppose you could say I've been bribed with socks, but a bribe only works if it's something of value and by gosh these socks are valuable. They've earned their spot in my kit for my future adventures.

Anyhow, like most of his ventures, Brian is Kickstarting this one. I know he'll succeed because they're good socks and he's a smart, hardworking guy who delivers on his promises. Here's a link to his Kickstarter campaign:

Wednesday, August 28, 2019

Solar Nomadics

I've been devoting a good chunk of my energy these days into a little venture I'm calling Solar Nomadics. You can read a bit about it here:

Kent Peterson

Saturday, August 03, 2019

Watching my Watts

Alan Scholz recently gave me a new KT-LCD6 display console for my ebike. It’s a bit bigger than my old KT-LCD5 console, but it shows me a few things that my old display didn’t. In addition to the usual speed, average speed, trip distance and total mileage, the new console also show me the current temperature, my cadence and the number of Watts the motor is consuming.

The temperature sometimes reads a bit high if the bike has been sitting in the sun, but once I’m rolling it seems to be pretty accurate. I couldn’t find an explicit way to select Celsius or Fahrenheit for the degree display, but if you select kilometers for your distance measurement the console assumes you’ve bought into the metric system and will display the temperature in Celsius degrees. If, on the other hand, you measure your distance in miles, the console figures that you are one of those quirky Americans who still measures the temperature in Fahrenheit degrees.

The cadence reading tells me what I already knew, that I tend to spin in the 80 to 90 RPM range. It’s a habit that got drilled into me early on. Several years of fixed gear and single-speed riding expanded my cadence and power range so I can comfortably grind up hill and spin down the other side, but given multiple gears and choice I tend to settle in around 85 RPM. With my ebike I often leave the power level set at three (out of five) but I use the gear shift quite a bit to keep my spin rate and effort in the same comfortable range as the terrain or winds change.

The Watt reading is the one I’ve found the most informative. While articles like this one:

provide a good explanation of Watt Hours and try to inject some reality into the often inflated world of ebike range claims, the truth of the matter is people ride ebikes in a wide range of ways and the phrase “your mileage may vary” is very, very true.

Take for example the “real world” estimate of 20 Watt Hours per mile. Even before I got the Watt Meter, I knew that I wasn’t that many Watt Hours. I knew this because of math. I have a 36 Volt 12.5 AmpHour battery on my bike. Since

Watts = Volts * Amps

My battery’s capacity is 36*12.5 or 450 Watt Hours. Taking the 20 Watt Hours per mile estimate, I should expect 450/20 or 22.5 miles of range. But I was regularly going 50 or 60 miles before my battery meter would read ¼ full and then I’d charge it up. Alan told me he was getting similar results. Obviously, we weren’t using 20 Watt Hours of electricity to go a mile, something else was happening. Getting mileage like that would indicate that Alan and I regularly use more like 6 or 7 Watt Hours to go a mile.

There are several factors that contribute to our better than expected numbers. First off, Bike Fridays, even with the added weight of motors and batteries, are lighter than most other ebikes. A lot of ebikes are heavy and frankly not much fun to ride with the motor off. They need their motors to overcome their portly design. My Bike Friday, with the motor off, still rides like a bike.

Second, both Alan and I are what I call “fit old codgers.” I’m sixty and Alan’s a few years older. We’ve been riding bikes for years. We don’t want electric motorcycles. When we get on a bike, we expect to pedal and we do. We’re willing to have the motor help a bit, but we still tend to do the majority of the work involved in keeping our bikes rolling down the road.

Finally, Alan and I both live, work, and shop in the relatively flat Willamette Valley floor. When we do go out on spirited weekend rides in the hills or carry touring loads in the mountains, we wind up using more Watt Hours. But even then, we both find we do quite a bit better than the pessimistic 20 Watt Hours per mile estimate.

I’ve found riding with the Watt Meter to be quite informative. The motor provides most of its kick when I pull out from stop lights, that’s when the Watt number climbs. When it comes to maintaining cruising speed, I can see that as I push a higher gear, the motor draws fewer Watts. And, of course, when I’m coasting or in a tuck going downhill, the motor doesn’t have to do anything.

I find myself doing a bit of mental math, calculating Watt Hours per Mile as I go along. If the meter is showing 100 Watts and I’m doing 16 miles per hour then 100/16 equals 6.25 Watt Hours per mile. If I’m climbing a hill at 8 miles per hour and the motor is drawing 120 Watts than I’m using 15 Watt Hours per mile. Going down the other side of the hill, I’m using zero Watt Hours per mile.

The Watt Meter lets me see how adjusting what gear I’m in or what power assist level I’ve selected affects my range. I’ve always been more interested in going far as opposed to going fast, so I find myself trying to minimize the motor’s contribution and maximize my own. But I have found that for my commute, if I have the assist level set to 2, I average about 13 mph while drawing 80 Watts. If I punch the assist up to level 3, my average speed climbs to 16 mph while the Watt draw is 100. Running the numbers on this I get:

80/13 = 6.13 Watt Hours per mile to go 12 mph


100/16 = 6.25 Watt Hours per mile to go 15 mph

I find the small decrease in mileage to be worth the extra three mph. At levels 4 and 5, however, the power consumption is quite a bit greater. Wind resistance increases exponentially with speed, so moving at greater speed takes quite a bit more power. For myself, I virtually never use the higher power settings. I also tell customers that the higher settings (4 and 5) are designed to spin the motor fast, not really provide more power. When climbing, you are going to be going slow and the lower settings (1 through 3) will be more efficient in terms of helping you out. As Alan says “it’s an e assist, you’re still going to be getting a workout climbing a hill.”

One final word of caution with the Watt Meter: like any gadget it can be a distraction. Don’t forget to keep your eyes on the road.

Sunday, April 28, 2019

Running an Ebike on Solar Energy: The Sheddy Kilowatt Story

Five minutes after I installed a solar panel on the roof of my bike shed it began to rain. Since this was April in Oregon, the rain was not an unusual or unforseen event and in fact the next five days were rainy and mostly cloudy. But even on those damp days my solar system managed to generate enough power to not only charge my ebike, but also my phone, Android tablet and radio batteries. After that first week, I knew that I had pieced together a workable system. It's not fancy or particularly elegant, but it gets the job done.

Sparky, my eBike, runs off a 36 Volt, 12.5 AmpHour Lithium-ion battery Since Watts equal Volts times Amps, Sparky's battery holds 450 WattHours of power. Sparky's stock wall charger plugs into a U.S. standard 120 Volt AC outlet and puts out 42 Volts DC at 2 Amps so it puts out 84 Watts in an hour. To completely load Sparky up with 450 Watts takes about five and half hours if I plug into the wall. Charging off the sun is a different story.

The hundred Watt solar panel I got from eBay only puts out 100 Watts in some theoretic, perfectly sunny world that I certainly don't live in. And even if the panel were to miraculously put out 100 Watts, it would do so only at a maximum voltage of 18 Volts. I needed to get that up to a steady 42 Volts to charge Sparky.

My first thought was to get what is called a "boost controller." This is a device which will take a variable voltage input (like what a solar panel puts out) and boosts it to a constant voltage. Like damn near everything these days, the Chinese make an inexpensive one you can buy on eBay, so I ordered one to go with my solar panel.

The device is marvelously complicated and came with a manual that had obviously been translated into English by a not too bright robot. Here is an actual paragraph from that manual:

The controller uses advance software algorithms initiative rope move, quickly and accurately tracking the maximum power point of photovoltaic panels module voltage, active tracking work at the maximum power point of the solar cell module in order to get more solar energy. Enhance the charging current and power generation.

After reading that I decided to initiative my own rope move and I went on YouTube and found some guy with a British accent who had messed around enough with one of these controllers to figure it out and explain it in such a way that even a dumb American like me could use it. Following his instructions, I set up my boost controller put out the 42 volts I needed to charge Sparky's battery.

While that system worked, the flaw in my plan quickly became apparent, I had to have Sparky parked in the shed and plugged in to get the power off the panel. The panel doesn't generate power at night and in most of the daylight hours, Sparky is at work with me. While I could just charge Sparky using the main power at work and have my employer pay the power bill, that is not at all what I wanted to do. I want to run Sparky on sunshine.

Sir Robert Watson-Watt, the inventor of radar, once said "you get one idea today, you get a better idea tomorrow, and the best idea...never." My next idea was to add an intermediate storage battery to the system and as I researched and thought my next, next better idea was to get a little integrated battery/inverter Power Bank unit. I found a good one, again made by the Chinese and available on eBay.

I also got a little recording Watt meter which is not needed for the system to work, but useful in that it tells me how much power the panel is generating and how much has been stored. The Power Bank has a little 4 LED power meter but the Watt meter gives me a clearer picture of what is going on.

The Power Bank has built-in circuitry that lets it take power straight off the solar panel, so I no longer need to use the green boost converter. The solar power, up to 220 WattHours, gets stored in the Power Bank's internal Li-ion battery. The Power Bank charges up during the day while Sparky and I are at work.

You might have noticed that the Power Bank has roughly half the capacity that Sparky does. That means that if I came home at the end of the day with Sparky completely depleted, even if the Power Bank was fully charged, I could only charge Sparky's battery half way. If that actually happened, I'd need a second day to charge the Power Bank and then transfer that power to Sparky. In practice, I'm a pretty frugal ebike rider and in a week of commuting and errands, I only use a few hundred Watts.

My typical charging pattern looks like this: I get home Friday night and Sparky is down to around 50%. I plug Sparky's standard wall charger into one of the 120 VAC inverter outlets on the Power Bank. The next morning, Sparky is full and the Power Bank is empty. I spend the weekend riding Sparky around and the Power Bank spends the weekend in the shed charging up. Sunday night I again connect Sparky to the now full Power Bank. Monday morning the Power Bank is again depleted and Sparky is ready to take on the work week at full strength.

The actual truth of things is that even with less than great weather and the inefficiencies of various intermediate batteries and inverters, my little solar system gives me more than enough power to keep Sparky humming along. In fact, I have more than enough power so I also use the power bank to keep my phone, tablet, and radio charged up. All the words and pictures in this post come are here thanks to solar power.

If you want to build a system like mine, the only two parts you really need are a Solar Panel and a Power Bank. The prices of these things tend to fluctuate. I paid about $100 for my 100 Watt panel and $131 for my Power Bank. I consider it money well spent.

Keep 'em rolling,

Kent Peterson
Eugene, Oregon