The Estate of John Rupert :: Bill of Sale

The will of John Rupert dated October 17, 1828 was admitted to probate in Columbiana County, Ohio in August of 1831. Below is “A Bill of the Sale of the goods and Chattles of the estate of John Rupart Deceased September 24, 1831"





First Page of Sale Bill. Estate of John Rupart. Packet 1439. Family History Library microfilm 2032592.

Byors Names Philip Ehrhart James Lindismith Wiliam Wiliams Joseph Hartsoch Moses Buck Joseph Hartzoch Daniel Lindismith George Turnblon James Mcquilkin David Stroup John Nettner Isaac Hesting Anthony Sanders George Crubaugh Anthony Sanders John Carry George Tumblen John Hrisinger John Hartman Daniel Hrisinger Samuel Hoffy George Crubaugh Daniel Hrisinger John Hrisinger Joshua Copland Philip Ehrhart George Ehrhart George Ehrhart Samuel Hoffy George Ehrhart George Ehrhart Moses Buck John Jackson Benjamin Myres David Ehrhart	Articles sold a basket of sundries a basket of sundries 3 sickels sundries sundries Pinchers a lot of Crocks a lot of crocks a basket one Churn one fork & hoe one madock one sythe shoufle & ax 1 Saddle 1 Cettle 1 bake kettle 1 tub 1 barrel one tub bee gum 1 Salt barrel lot of Corn 1 Bake kettle lot of Chains lot of Notions lot of Ladles lot of puter Dishes 2 plates puter plates Sundries one lot of Hogs one Cow one Heifer 25 bushels of Corn	D C 0.28 0.13 0.11 0.12 ½ 0.15 0.12 ½ 0.06 ¼ 0.18 0.25 1.76 0.51 1.11 0.42 0.31 ¼ 7.45 2.25 1.17 0.66 1.15 0.92 0.06 ¼ 2.00 0.26 1.01 1.71 0.83 1.03 2.39 0.41 2.09 0.38 20.06 ½ 14.00 6.13 ½ 3.50

Second Page of Sale Bill. Estate of John Rupart. Packet 1439. Family History Library microfilm 2032592.

Byors Names Joseph Hartzoch George Tumblin David Ehrhart David Ehrhart David Ehrhart David Ehrhart Morits Miller John Hoge Peter Beal John Nettner Samuel Hoffy Jacob Brunner Peter Spinhern Henry Atterhold Sr Henry Crossgrove John Nettner John Hoge John Hartman Peter Spinhern James Mcquilkin Morits Miller Joseph Quin David Ehrhart John Jackson Henry Stall Josehs Quin Joseph Hartzoch David Ehrhart John Hoge George Burnworth Joseph Evens Jacob Lindismith George Burnworth John Hartman Anthony Allibaugh Anthony Allibaugh Joseph Huens	Articles sold one windmill one hay fork one barrel one tun & half hay lot of wheat 21 bushel lot of Rye 12 bushel at 25c one Real one spinning wheel one big wheel a lot of spoons a lot of plates a lot of Dishes a lot of Dishes sundries Candle moles 2 lamps Coffy pot one sausage stuffer sundries 1 frying pan sundries a pare of cards 1 hachet 1 Cow bell Knives & forks old Close a Pare of stelyards 2 Cups 1 small bucket 1 strainer 1 Bucket 1 adds 1 Bucket & mug 1 Lantern 3 Crocks 2 Crocks 2 Crocks	D C 9.00 0.23 0.12 ½ 4.05 10.92 3.00 0.45 1.58 1.10 0.41 0.03 0.07 0.12 ½ 0.30 0.26 0.27 0.28 0.18 0.40 1.14 0.18 0.29 1.65 0.75 0.19 0.6 ¼ 1.51 0.6 ¼ 0.27 0.10 0.18 0.79 0.27 0.39 0.15 0.07 0.11

Third page of Sale Bill. Estate of John Rupart. Packet 1439. Family History Library microfilm 2032592.

Byors Names George Ehrhart Daniel Lindismith Mores Wees Mores Wees David Ehrhart David Ehrhart Jacob Kneper Phillip Fox George burnworth David Rolitson David Ehrhart John Himadinger George Borone John Gamble John Gamble John Hymdinger George Ehrhart David Ehrhart George Ehrhart George Ehrhart Thomas Ball Mores Miller George Ehrhart George Ehrhart Joseph Huens George Ehrhart Mores Wees	Articles sold 1 Bake kettle 1 tea kettle 1 pot 1 bag 1 looking glass 1 Barrel 2 barrels 3 Baks 1 trunk 1 saddle bags 12 Bushel of Rye 1 trammel 4 Bushel wheat 1 tramble 1 half Bushel 1 Barrel Shoufle & tongues 1 Bottle 1 slew kettle 1 coffy mill 1 Bed 1 block 1 table 1 Chest 2 Cheers 2 Cheers 1 Bucket	D C 1.03 0.42 0.06 ¼ 0.79 1.02 0.19 0.25 0.31 0.16 0.06 ¼ 3.48 1.50 3.28 0.67 0.50 1.00 0.51 0.13 0.50 0.26 4.08 2.26 0.62 ½ 0.36 0.49 0.40 0.10

Huntington....

Mt Huntington's, North face on the left, French Ridge aka NW Ridge center and the West face with theHarvard Route on the rib and just out of sight on the far right side, the Phantom Wall. Phantom Wall was first climbed by Jay Smith and Paul Teare on their third attempt in 1991. It has not had a second ascent despite a number of strong attempts.



More here:

http://www.alpinist.com/doc/ALP14/climbing-notes-tackle

http://www.climbing.com/news/hotflashes/huntingtonapp/





Mark Westman kindly allowed me to post his hi-def picture of the right side of the West face of Huntington. The Harvard Route takes the left hand spur in this picture. Phantom Wall is directly above the climbers. "Jared Vilhauer and Tim Dittmann making an attempt on the Phantom Wall last Saturday". Make sure you dbl click both photos for full effect. Thanks Mark!



"

Dried Leaf in Snow

I found this little redbud tree leaf trying to hang on to it's tree in the snow and wind yesterday.

Soma's Fab in 650B! A Test Ride of the Buena Vista Mixte

Last week I had the pleasure to extensively test ride a Soma Buena Vista mixte that our fellow bicycle-obsessionist Somervillain has just built up for his wife. This test ride was a rare opportunity that I gladly seized. First off, Soma only sells frames and not complete bikes, so finding a way to test ride their models is difficult. Moreover, this mixte is an especially rare specimen, as it is built up with 650B wheels. And finally, I was allowed to borrow the bicycle for an entire day - which, of course, was much more informative than a brief test ride. I hope this will be of use to those considering this bicycle.





Soma Fabrications is a small manufacturer of bicycle frames and components based in San Francisco. Their Taiwanese-built frames are steel and more or less classic, with modern elements. The Buena Vista model is a TIG-welded mixte with twin lateral stays, available in four sizes from XS (42cm) to XL (58cm). It is a versatile frame with "sports touring" geometry that can be built up either as a roadbike or as a city bike, either with a derailleur or with an internally geared hub, and either with 700C or with 650B wheels.





Though a 700C build is by far the more typical, Somervillain fitted this bicycle with 650B wheels. The 650B size allows for wider tires - specifically the fantastically cushy Grand Bois Hetres, which make for a very comfortable ride. Soma specifies a maximum 38mm tire width for 650B wheels on the Buena Vista, but their estimate is overly conservative: The 42mm Hetres fit fine, including fenders. That is a useful piece of information for those who like wide tires and are choosing between, say, the Soma Buena Vista and the Rivendell Betty Foy. These two frames allow for the same tire width.





An additional benefit of using 650B wheels on the Soma, is that it is a useful trick to eliminate toe overlap - at least on the 58cm frame. Keep in mind also that when you put 650B wheels on a frame, you can go with a larger size than what you normally ride. While a 58cm frame is usually too big for me, I was able to fit this one because of the 650B wheels.





The Buena Vista is available in white or graphite, and this bicycle is obviously the latter. The graphite is a dark silver colour with some depth to it, not unlike a Tahitian pearl. The Soma headbadge and decals are embellished with splashes of red, which I think complements the frame nicely.





Gray and silver frames can be tricky to accessorise, and personally I prefer them paired with warm tones. This bicycle is fitted with all black accessories, which gives it a sporty/stealthy look. Ultimately, these choices are a matter of personal taste.





The Buena Vista frame is mostly welded, with the exception of the lugged fork crown and a few lugwork-like details - such as the connector between the stays and the seat tube.





The welding is relatively clean, though not quite as clean as on the Surly frames we recently examined. I think that welding marks are more noticeable on a mixte than on a diamond frame, simply because there are more joints to connect.





The horizontal dropouts are what makes the Buena Vista frame compatible with both derailleur and hub gearing. There are braze-ons for both racks and fenders.





The wheelset is from Velo Orange, built around a Shimano Nexus 8-speed hub.





This particular twist shifter is unobtrusive and easy to use.





The Nitto Albatross handlebars are set high with the help of spacers - the stem being threadless. Vintage Shimano levers activate the long-reach caliper brakes.





Close-up of the Velo Orange threadless stem with spacers.





Brooks B17 saddle.





Battery-operated CatEye headlight, attached to the fork blade via a DIY mount.





Spanniga Pixeo tail light, attached to the rear fender.





Brass bell mounted on the unused downtube shifter boss.





Vintage Takagi crankset, chosen for its ability to accommodate a Porteur-style chaincase that this mixte may be fitted with at a later stage.





Pletscher double-legged kickstand.





Burley Moosehead rear rack, necessary for attaching a "trailercycle."





And a set of Axiom panniers, mounted permanently to the rack. Velo Orange fenders and Planet Bike mudflaps finish off the build.The total weight of the bicycle with this build is 28lb not including the rack and panniers, and 35lb including them. The significant difference is due to the hefty nature of the proprietary Burley rack, which was a must as Mrs. Somervillain will often commute with one of the children.





This particular Buena Vista was built up as predominantly a transportation/ utility bicycle, to be ridden mainly within greater Boston - while at the same time offering sufficient versatility to handle longer, recreational rides. Hub gearing was chosen for ease of maintenance and an upright posture was chosen for comfort - with the mixte's roadish geometry still offering sufficient speed and maneuverability.





I was in possession of this bicycle from 8:30am until 5:30pm on a weekday. During this time I rode it for transportation to various destinations, then took it on a 12 mile ride along the Charles River Trail towards West Newton and back. All together, I probably rode the Buena Vista for a total of 17 miles.



Based on Soma's online description, I expected the handling to be aggressive - but it was not. It did not handle like a "converted roadbike" as some mixtes do, but like an actual upright city bike. Given that I had the saddle lower than Mrs. Somervillain, the handlebars were too high for my taste and the front end felt lighter than I like. Still, I felt safe and confident riding this bicycle in traffic right away. The Buena Vista was maneuverable and responsive - but easy to control, and predictable. The frame felt stiff-ish, but the wide Grand Bois Hetre tires took the edge off, making for a comfortable ride on and off road. It must also be noted that this bicycle was put together impeccably - which greatly contributed to my feeling of safety and comfort on it.





As far as speed and hill-climbing go, I must say that I felt somewhat limited by the overly upright posture and the hub gearing. On flat terrain, I had trouble finding a "perfect" gear on the 8-speed hub and kept shifting back and forth. On hills, I thought the bicycle lost its momentum quicker than is typical for a bike with roadish geometry, and I had to downshift sooner and more frequently than I expected. Perhaps I am simply accustomed to mixtes that are set up more aggressively, or perhaps there is something about these multi-speed hubs that I find inefficient in comparison to derailleurs. But given how tamely this bicycle handled, I found myself wishing it were a loop frame - so that it would be more comfortable to mount and dismount. At the same time, given its mixte construction, I found myself wishing it were more aggressive, so that I could cycle faster long distance. In a way, I felt like I was neither here nor there - though I imagine others might describe this very same feeling as "the best of both worlds." Of course, it is entirely possible to fit the Buena Vista frame with a derailleur and to opt for an aggressive handlebar set-up, if that is what the owner prefers.



I have test ridden only two other modern-production mixte bicycles besides theSoma: the RivendellBetty Foy and the TrekBelleville WSD. The Trek is not even in the same universe, and on just about every level I can think of the Soma is a better bike. TheRivendell, on the other hand, is a more comparable bicycle, and I even test rode the Betty Foy in the same frame size and with the same wheel size as the Buena Vista. Though over all, the Betty Foy is a more comfortable ride, the difference is not as great as I had anticipated. The Buena Vista is a bit harsher on bumps, and the stepover height of the mixte stays is a good inch or two higher than on the Betty Foy of the same size. But otherwise, they did not feel like radically different bicycles.





All in all, I found the Soma Buena Vista to be a solidly constructed, versatile frame with comfortable geometry and all the accommodations necessary to turn it into almost any sort of bike you wish. I like the proportions of the 58cm frame with the 650B wheels, though cannot speak for the other sizes. I like the multitude of braze-ons and the wide clearances that allow for my favourite tires. I like the rich graphite frame colour. On a mixte with such classic lines, I dislike the welding and the threadless stem, and for me personally this is a dealbreaker - but I recognise that this is a matter of taste.The Soma Buena Vista frame can be found starting at $400, and a complete bike with a build equivalent to the one shown here could cost as little as $1,200 (see here for the complete build). While everyone's idea of what constitutes "good value" differs, this could certainly fit the bill. More than anything, I recommend this bicycle for those seeking an economical way to build up a bike with 650B x 42mm tires. In that sense, the Buena Vista is a rare and excellent find.

Workcycles Bakfiets Long

A year and a half ago I tried a Bakfiets at a friend's bike shop in Vienna. These iconic Dutch cargo bikes are available in two lengths and the one I rode then was the short version. Now a bike-friend in Boston has acquired the Bakfiets Long, and I've had a chance to ride that as well. Aside from the larger size, I was curious how a bike like this would translate locally. Compared to the center of Vienna, our part of Boston is both hillier and less bike-friendly. Would I feel comfortable mixing it up with car traffic on a bike like this? What about cycling up the inclines I regularly encounter even on shorter commutes? These are the aspects of the bike I mostly focused on this time around.







To recap: The term bakfiets (plural: bakfietsen) literally translates to "box bike." The modern incarnation of this front-load hauler was designed by Maartin van Andel of bakfiets.nl. Those machines branded with the Workcycles name have been outfitted with upgraded components by the Amsterdam-based concern, but are essentially the same bikes (you can read about the Workcycles version of the bakfiets here). The steel frames are manufactured and powdercoated by Azor. Prices for complete bikes are in the $3,000s range, depending on options.






A handsome plywood box sits low upon the extended frame, between the rider and the 20" front wheel (the rear wheel is 26"). There are essentially two head tubes, connected by a linkage system.In my previous write-up readers requested shots of the steering linkage, so I made sure to get them this time.





Here you go.





And here. And here.







As the rider turns the handlebars, the steering is activated through the linkage and the front wheel turns.








Like most traditional Dutch city bikes, the bakfiets comes equipped with fenders, a full chaincase, dress guards, and a rear rack.






Dynamo lighting with standlights is included, front and rear,






as well as enclosed roller brakes and hub gearing (Shimano Nexus 8-speed with twist shifter).





The 4-point Stabilo parking stand supports weight evenly.







The handlebars are mildly swept back.






The long cargo box is about 100cm x 60cm at its widest points, tapering from back to front. It is rated for 80kg (176lb), in passengers or cargo.






Many of those who purchase these bikes do so to transport small children. There is a little folding bench in the box for this purpose. The bench fits two, though the box itself is rated to fit 4 (I believe a second bench can be installed for those who plan to do this).






The bakfiets can also function as a work bike, hauling anything from huge loads of groceries, to heavy industrial supplies. In Europe I have seen these in use by professionals such as florists, caterers, construction workers, and sculptors, just to name a few. For those who use the bike in that capacity, a waterproof cargo cover is available. Unlike the structured, canopy cover for transporting children, the cargo cover stretches flush over the box.






The bakfiets owner - known online as "cycler" - has had it for just over two months now and uses it about twice a week as a supplement to her main city bike. On her blog, Biking in Heels, it has been a sort of recurring joke how much stuff she'd often end up carrying on her bike - thinking up various creative, but sometimes precarious ways to secure it all. After years of this, cycler decided to take the plunge and buy a cargo bike. She test rode a few and felt immediately at ease with the Dutch front-load model. So bakfiets it was. She ordered the bike directly from Workcycles in Amsterdam, powdercoated silver and dark orange to her specs. In fact, its purchase is partly to blame for inspiring her to ...drumroll... open up her own local bike shop. But more on that another time.






I've ridden cycler's long bakfiets twice so far. First in her presence on some neighbourhood MUPs. On a later occasion I took the bakfiets away and rode it on my own along my local commute route, mostly on streets without bike infrastructure.






On both occasions, I arrived on my Brompton folding bike, which I typically ride front-loaded, like a mini cycle-truck. In a sense, switching to the bakfiets felt like riding a much larger and heavier version of the same bike. Of course in many ways they are wildly different - but the front end handling is not dissimilar. Particularly with less weight in the front, the steering is quick and light, requiring a gentle touch. Once you get used to that, the bike feels natural and intuitive to control. When making turns or adjusting its line of travel, the bakfiets is surprisingly nimble. Having the front wheel so far in front does feel disconcerting at first, but becomes natural once you get used to it. Some riders report that the linked steering takes getting used to, but I did not feel any effects specific to the linkage system. Others have described that the bike does not lean easily on turns, but I find that it leans fine. Overall I suspect that a rider's first reaction to the bakfiets depends on their riding style, inherent sense of balance, and the kinds of bikes they are already accustomed to. Some find it intuitive right away, others need practice.






The seat tube angle on the bakfiets is quite relaxed and the handlebars high, placing the rider in an upright position. But the "cockpit" is not as tight as it is on some Dutch city bikes (i.e. the handlebars are unlikely to hit your thighs on turns). A low bottom bracket combined with the slack seat tube allows for full leg extension while pedaling and easy toe-town stopping while remaining in the saddle.




One thing that is consistently said about the bakfiets is that it feels weightless in motion even when loaded, and I think that's an accurate assessment. The bike is not fast, but on reasonably flat terrain it is easy to propel forward, without any sensation of pushing or struggling. It just kind of floats as you pedal, boat-like. Henry of Workcycles attributes this quality to weight distribution: Because the box sits behind, rather than over the front wheel and fork, the weight is kept very low to the ground and does not affect steering. With a design like this, the weight is effectively part of the downtube.






With a large heavy package and some other items thrown into the box, I rode the bakfiets on a 4 mile loop along the Cambridge/ Somerville line, mixing with car traffic most of the way. As far as stability - both in motion and at starts and stops - I did not experience any problems. The bakfiets was very easy to keep upright and, steered with a light touch, it felt downright relaxing to ride. After gaining some confidence, I began to play around with the steering. It felt like the only thing that could make this bike fishtail was the expectation that it would fishtail. But really it wanted to ride where I pointed it, and was very responsive to changes in course. So even if I did make it fishtail intentionally, the wobble was easy to correct. Just a few minutes into the ride I felt like I had excellent control of the bike. Riding with weight in the box does not feel any more challenging than without. And steering the long-box version did not feel any different from my recollections of the short version.




The main difference really between riding the bakfiets and other bikes I am used to, was that I had to be cognisant of its size - mainly the width - when passing cars and making maneuvering decisions. While surprisingly maneuverable, it is simply a big bike with a wider turn radius than what I am used to (including the Xtracycle long tail). For instance, on the same street I can make a U-turn on the longtail easier than on the bakfiets - though possibly with practice I could become more proficient at the latter.




As far as hills... Geared low, the bakfiets handles reasonable inclines well, retaining its momentum and that easy floaty feel. But as soon as I tried it on a real hill (say an 8-10% grade spanning half a mile - Spring Hill for locals) - it just refused to keep going at a certain point, even in 1st gear. I have seen bakfiets owners stand up and mash on the pedals furiously to get over short hills. But on longer hills on the outskirts of town, I imagine this could get exhausting for anyone but the strongest of cyclists. Me, I would need a cargo bike that could go long distance reasonably fast and get me up a 14% grade without standing, so a bakfiets would not be the best choice. But for those whose commutes are limited to flatter, shorter routes this would not be an issue.






Over the past couple of years, I have spotted 6 distinct bakfietsen in active use around the greater Boston area. That is actually an impressive number, considering there has been no local dealer. Whenever possible, I've talked to the owners about their bikes. The general feedback is that they love the comfortable ride, the hauling capacity, and how easy it is to dump things into the box without having to secure every item. Those who have children have said their kids prefer sitting on the little bench in front to sitting on the back of a longtail (some families have both types of bikes, or have switched from one to another). On the downside, storing and parking the bakfiets can be a challenge given its size, as is maneuvering it along the sidewalk. And then, of course, the hills: "Not the best bike for hills" is the consensus.




I enjoy the way the bakfiets rides, and I think that it looks adorable. By all accounts it is a tough, all-weather transport machine that holds up well in rough conditions and retains its value well when sold used. For many it is a car replacement, which more than justifies the cost. As far as transporting substantial cargo, the bakfiets is just one of several ways to carry similar amounts of weight - the others popular options being long johns, long tails, and box trikes. Which method a rider finds preferable will depend on their circumstances - including handling preferences, terrain and other factors. As I've mentioned before, I love seeing more cargo bikes in our city, and I welcome cycler's new addition. Full picture set here.