The World of Vehicular Cycling

I have been feeling pretty comfortable cycling with traffic. The Pashley Princess is so sturdy and reliable, that I feel more like a small car than a bicycle, which gives me the confidence to behave like a motorist. I have always been a nervous driver, but interestingly, I have not had the same anxiety while cycling.

As I began to cycle in the city, I quickly realised that many ideas about cycling I'd held since childhood were counterproductive. Reading up on the topic, including the iconic Effective Cycling by John Forester, has confirmed this. The biggest example, is the false belief that riding on the sidewalk and on the opposite side of the road (in order to "see the oncoming cars") are safe alternatives for beginners who do not feel brave enough to cycle with traffic. I wish there was a way to communicate to the public what an extremely bad idea it is to do these things. The sense of safety they give the beginner is a dangerous illusion, since there are far more opportunities to get hit by a car this way than by cycling with traffic and obeying motorist rules. If you are new to cycling, please have a look at this website for a to-the-point analysis of the kind of behaviour that leads to accidents.

Given the option of using perfectly designed segregated cycling facilities, I would gladly do so. But the reality in North America today, is that vehicular cycling is a de facto necessity, since no proper cycling infrastructure exists. For that reason, I think it is crucial for cyclists to learn the rules and do it properly. A pretty skirt, high heels and a basket will not save you from the dangerous situations that misinformation and lack of skill can create.

Road Trip for the Country Bumpkins

The other day Nathan and I drove up (and over) to Clearwater. On the way back, I missed the exit for the interstate so it took me through downtown Tampa instead. I am not sure if we have ever been in this particular section of Tampa. I saw some new buildings there that were really cool. Since it was very busy traffic wise, it allowed for me to take my phone out and snap a few pictures at each stoplight.



I didn't realize how funny this probably looked to others, me sitting in my huge truck snapping pictures of building like I'd never ventured into the big city before. Then I noticed people just staring at me like what on earth is she doing? I started to feel a bit self conscious. Not that this stopped me you, but I did want to add a disclaimer to my activities. At one light, I almost rolled down my window to let the girls in the car next to me know that I see cool buildings all the time. My picture taking was not an indication of me not being exposed to things, but rather my neurotic need to photograph everything no matter where I am.



You gotta admit, this is a pretty cool building, right?



I decided not to worry about it and just take my pictures.



Living the life in interesting Florida!

A critical look at crampon fit and design (repost)

I wrote thisAprilof . With the current thread on "your crampon fit" I think it worth revisiting for anyone that hasn't seen it.



Jan



In the past8 months we have seen the situation get worse not better imo. Scarpa delivered both the Phantom Ultra and the Phantom 6000, the late summer and fall of . Exceptional boots no questionbut with some of the lowest profile soles in mtn boot history. The Phantom Guide is not far behind them.Scarpawasn't the only ones off the charts on innovative boot design last year.



Next week is the Winter OR Show. Products displayed there will first be delivered in the fall and winter of . It will be interesting to see what is new this year. At the moment the only company I know working on the issue is Black Diamond who has a new bail (and a new mono point crampon!)in the works.























April



There are many different crampon manufactures. I am not so much interested in manufacturer or style of crampon as I am in the actual boot to crampon interface, in other words the "fit" of the crampon.



If you have ever lost a crampon on technical ground you know the surprise and general helplessness that goes right along with it. That is if you live through the experience.



I've only done it once. For the sake of documentation I was attempting to show a novice climber what not to do and some how literally kicked my right crampon off. As I watched it tumble down the waterfall I too started to topple over and slide.



The only thing that caught me was the dumb luck of catching my tool's pick on his buried pick as I went buy. Thankfully his placement held and I didn't knock him off as well. Other wise? It would have been a 500'+ foot tumble and most likely death, certainly serious injury.



Humbling and just as sobering. I had soloed some difficult terrain in those same boots and crampons. To this day I am not sure if my set up was bad or just my adjustments on the straps.



I was damn lucky and it cooled my jets for soloing (or just climbing) ice for awhile.



Either way it is not something I ever want to repeat.





Not everyone will recognize the crampons in the picture. But in 1980 they were one of the models that were putting up the first of the WI6 routes. They were a rigid model by SMC. Chouinard's rigid design while revolutionary always had a durability/reliability issue. The earliest clip on Salewa/Chouinards were the crampon of choice for many of us who disdained the weight of Lowe's Footfang. Foot Fangs were a quick glimpse into the future of crampon and not all of it was good news imo.



Back then we used Beck neoprene coated nylon straps (also sold by Chouinard) to hold the crampons on. Clip on crampon bindings were still new to climbing. While that turned out to be a great idea 10 years years later. (mid 1980s) I had seen two different brands of a single crampon with the early clip on binding still attached before we hit the first ice field on the Eiger in '78. Crampons sitting in the rumble mid way up a big north face gives one a moment to pause and consider the consequences of that gear choice.



Part of the fit process on the older crampons (not Foot Fangs however) was to adjust the crampon to the sole pattern of the boot. And most importantly it seemed to me was to make the fit tight enough that you were unlikely to loose a crampon if you broke a strap or a crampon post.



The more rigid the crampon and boot interface the better the combination will climb. Actually let me go farther in that comment, the more rigid the boot sole and the more rigid the crampon the better the combination will climb on pure ice given a solid interface between the boot and crampon.



Looking at currently available equipment with 7 pairs of La Sportive boots (Spantik, Baruntse, Batura, Nepal Evo, Trango Extreme Evo, Trango Ice Evo and the Nepal Evo GTX all size 45) and 4 different brands of crampons ( Camp, Black Diamond, Petzl and Grivel and 7 models) ) it is interesting the observations you can make on crampon fit and how the difference in boot construction even between models in the same brand affect that fit.













































With the popularity of mixed climbing I am actually shocked at the sloppy interface between boot and crampons across the board. I don't claim to be a "M" climber but I understand how to hook a tool on rock and what it takes to climb at Hafner or on hard alpine mixed.



If you weigh in at 125 and have a size 7 foot not a lot is going to ruffle your gear if it is fit right. Hit 200# and have a size 12 foot and you can easily do things to a crampon that a 125# M12 climber has yet to dream of. An example is a front bail that turns into a shock absorber and can literally bounce off the lip of a boot. That might get anyone a little cranky. Add to a bad design, as a way to fix, the other bad design...with bail "laces" and you go from bad to worse.



I replace the Grivel "round" bails with something else and simply cut the additional retaining straps off the front bail of the BDs.



On the mixed terrain pictured below I noticed more than once I was climbing on the "ring" of a Grivel front bail. Not a comforting feeling. Just as bad I think is the large diameter wire and over size bails that BD uses. Bails hitting rock before your crampons do is a bad thing. Yes most every boot will fit BD crampons but precise they aren't. Of the three big manufactures only Petzl seems to have the front bails fit squared away. But then Petzl has the only front bails I know of that break. So may be "squared away" is a not really the right word. Crampons need to stay on the boot. Black Diamond has never had a breakage problem. I'll take reliability first, thank you! Everything is a trade off. And that is just a quick look at the front bails!



DT photo credit to DanielH and DaveB.







To be fair the crampon manufactures are hamstrung when it comes to boot fit. What is really needed is a DIN norm for rigid soled climbing boots. Then every crampon manufacturer would know exactly what they have to design to/with. After all the hard-goods guys are only half the real product on ice/mixed. You have to clamp a crampon to a boot sole to make a usable tool. I have 7 pairs of boots, all the same size and from differentmanufactures. None of them fit the crampons I own exactly the same. Imagine the nightmare the crampons manufacturers go through every season as the boot technology and sole profiles change. Is it no wonder they build on the conservative side?



I'll repeat myself. We need a rigid sole mountain boot DIN norm.



I'll let you decide what is a good front bail/crampon fit for your style of climbing and what is not. My answer was to add Petzl bails to my BD crampons for a better fit and trust in the Petzl spiel that their bails are now reliable. It is a trim set up that fits all my boots well and drops a few oz. in the process.

















There is nothing easy. cheap or guaranteed in all of this. I understand that. But I also get to point out the bad designs and ask that it be done better. More of us should! Speak up!



















These are just shots of the front bails. While some front bails might not be the best set up, we should also be looking at the bottom of the crampons. To be specific just what the crampon covers on the bottom of the boot.



















Most of us don't want to be climbing in "fruit boots" with no heel piece and only front pointing. It is a good direction for design to get lighter gear as long as we don't forget its real use. As important as the attachment system is and how much clearance the bails have from the boot, the real reason we use crampons is to "stick" us to ice and snow. How many points you have going down is even more important as those going forward if you want to climb with the least amount of effort on difficult terrain.















To my way of thinking the more down points the better. I'd rather have the weight and additional of traction that is the end result of skipping down points in a design. To lose weight, crampons have also lost "sole". By that I mean the crampons have lost surface area on the front half of the crampon generally. Less and less of your boot is being covered by the crampon. A quick look at the old Chouinard/Salewa rigid shows a crampon that almost perfectly covers the entire sole outline of the boot. Makes climbing on the crampon precisely, a lot easier.







More importantly we use a alpine/ice climbing crampon to "cut" steps when you want to rest from a front pointing position or help clear out a chopped ledge by kicking. How the down points are positioned and how many of them are on the crampon define how you can use your crampons to accomplish "cutting". Down points facing backward tend to skate your foot off when driving the foot forward with power to "cut" and don't allow you to kick efficiently to clear a step or a ledge.



(My perspective from Jan is there are some really messed up crampon designs from all the major players. It is like the knowledge simply dissappeared as to what is really needed here)



The next selection of pictures is a grab bag of old and new crampons. Double click the photos and take a look at the difference in boot sole surface area coverage, the number and location of the down spikes and their obvious resulting traction or lack of traction.



















































































































































































The difference between lever lock heel bails is small but not without need for comment. Black Diamond and Grivel use a fairly large plastic lever. Both are comfortable on the back of a soft boot like the Trango Series from Sportiva. The Petzl lever? No so much. Painful in fact. Bad enough that I don't use the Petzl lever on anything but the heaviest boots. Nepal Evos and my dbl boots don't have an issue with the Petzl levers but I can't wear them on any of my Trango Series boots. It is just too painful.



Grivel and Black Diamond also use their retaining straps to give an extra safety feature by locking the levers in place with the added leverage and a tight strap. Not Petzl however. Hard to image a worse design for a crampon lever lock than what Petzl uses. Not only is the lever hard to get off when required but the retaining strap will"retain" the crampon only if you are extremely lucky. The "safety" strap DOES NOTretain the lever against your boot. Take a look at the last picture in the next series. The lever down is with a TIGHT safety/retaining strap in place and you can still flip the lever into a down and unlatched position. Both Grivel's and Black Diamond's heel piece will retain the lever in the correct up position until that "safety strap" is unbuckled orcut completely into. It is a simple leverage issue. Petzl missed that. Black Diamond and Grivel did not. Weak......on Petzl's part. However you can fix the Petzl rear bail to make itmore reliable. You'll have to cut the adjustment ball on the top of the lever and then thread the safety strap through the top of the flip lever. Solves the problem but why are we required to fix it?



Their is an easier answer. Thankfully both Black Diamond and Grivel heel levers and locks will fit easily on the Petzl crampons. You can order up a pair from BD's customer service for a small fee and they snap right on.





























With miles of ice climbing it is easy to look both backwards and forwards. The majority of pure ice lines were climbed with basic boots, ice tools and crampons. Some times I laugh at what we are using now and not in a good way. Most pure ice lines could be climbed with a club with a nail through it and hob nails.



What we have now for ice tools, boots and crampons makes ice climbing trivial in comparison to 30 years ago technology. The newest ice climbing gear is stellar in comparison so while I may sound like I am simply bitching, I am not. Ice tools are amazing these days. I am the perfect example of just how good they are. No question I am climbing harder ice now than I ever have because of the current hand tools. But boots and crampons have fallen behind the advances in ice tools. And in many ways boots and crampons have fallen behind some of the 30 year old technology! My 30 year old plastic boots and chromoly crampons will climb pure ice as good or better than anything available currently and they weight LESS!



Lucky for the manufactures that almost any crampon will work, as will almost any boot.



Call it a wake up call to the industry. And a invitation for you to join me in asking for better products. If nothing else take a critical look at your own gear and sort it out as required.



I'd like to see lighter weight boots and lighter weight crampons. Both with better over all traction all the while keeping the ability to front point with less effort. I'm not asking for much :)



To do that it is going to take a rethinking of basic designs and may be a critical look back to look forward.

Death Valley :: Mesquite Sand Dunes

Located in central Death Valley near Stovepipe Wells, the Mesquite Sand Dunes are surrounded on all sides by mountains, they are essentially captive within a 14 square mile valley. The highest dune rises to a height of about 100 feet. The wind and shifting sands alters the scene daily. These photographs were taken over several days at different times of the day.


For perspective, there are people walking on the dune on the right side of this photo.

Talk to Me About 'Off Road'...

Almost every cyclist I'm friendly with loves to ride off road. And when I admit that I don't love it so much, the reaction is that of dismay. "What? But you like Rivendell! But you write about randonneuring! But you showed so much promise cycling on those scenic beach trails!" Well yes... And yet I prefer pavement.



Of course, everyone has their own ideas of what "off road" is. For some, anything that's not paved qualifies. For others, only the really treacherous, narrow trails are worthy of the label. I tend to use the former definition, but often get corrected ("Oh, well that's not off road; that's just dirt roads!") - which of course only makes me feel more of a sissy. I can handle fire trails if they are packed dirt with occasional pebbles and roots, but I draw the line at loose gravel that slips out from under my tires, and trails fraught with large rocks and ditches that I need to navigate around at speed. It feels unsafe, and when I feel unsafe no amount of romantic photos or assurances that "it'll be fine!" from ride companions can induce me to go on. Maybe it'll be fine for them, but I need to think for myself and my brain screams "don't do it; you'll perish!"



But maybe I exaggerate. When we were in Rockport last weekend, the Co-Habitant lured me onto some trails ("we'll walk our bikes to the water") and I ended up riding on 23mm tires over dirt and gravel. I've also found myself intentionally taking my bikes on unpaved parts of local trails lately, maybe to test the waters.



As August approaches, people are talking about the D2R2 (Deerfield Dirt-Road Randonnée) - a notoriously hilly, strenuous ride through Western Massachusetts and Vermont, held entirely on winding dirt roads. I considered trying to do the "easy" (40 mile) route, but based on the stories I hear even that might be out of my league. It would be good to read a ride report from someone whose comfort zone is similar to mine, to get an accurate idea of what it is really like.



But wait a minute, why would I even want to go to something like the D2R2 if I don't enjoy cycling off road? Maybe because I want to like it, or keep hoping that I'll like it if I just give it another chance. There is so much beauty that can't be seen from paved roads, and it's a shame to miss it. Now if only I could learn to climb and descend on loose gravel without panicking and getting off my bike immediately!

Breathtaking White Peonies

Temple Square Gardens – Tuesday, June 7th

More New York Landscape

On The Road

Wow, here it is, September 6th already. It's been two weeks since my last post and the time has, quite literally, flown by!

After a few very long and hectic days (and nights) of packing, the apartment was vacated on August 30th - - It was 11pm when I got to my friend's house and 6:30 came around awfully quick the next morning! After my doctor's appointment in Fort Wayne on Monday, I finished going through the last bit of stuff deciding what to take and what to store. We worked a while on installing curtains in the van and after several unsuccessful attempts, came up with something that will work, I hope.

It was a little after 4 pm Tuesday when the bicycle rack and bike were secured to the back of the van. A few minutes later I was on my way, almost. A couple of quick stops to drop off the last few items in storage, get ice for the chest, and gas for the car... I left Columbia City at 5:00 pm

My friends thought I was crazy to leave so late in the day, but I just wanted to be on my way. I also knew, from past experience, that I wouldn't be able to sleep that night. Just too hyper and stressed out. I only drove for 3 hours or so and stopped for the night on my way to southern Indiana.

The next morning I was up at 7:00 but didn't leave the motel until 10:30. The plan was to go to Vevay, in Switzerland County, and to McKay Cemetery to get some good photographs of the grave-sites of my 3rd great grandparents, Samuel and Susanna (Ball) Bray. I had previously taken pictures of the stones but they were covered with moss or lichens and the images were not legible. I knew that the stones faced west, so the best time to photograph them would be shortly after noon. It was about 12:30 when I arrived at the cemetery and, as suspected the stones were still covered with lichen and illegible. However, a little bit of water and a soft bristle brush made all the difference in the world!

Vevay is a nice little town on the Ohio River that was a major stop for river boats and packets traveling along the Ohio back in the day. Someone has commemorated that history with a fine mural painted on one of the buildings just north of the city parking lot, near the library. I should have, but didn't, take the time to find out who the artist was or when it was done.



It's a challenge to drive on the backroads through the hills and valleys of Switzerland County, but it is fun too. McKay Cemetery is situated on top of a hill on the east side of Patton Hollow Road. Isn't that a neat name? Nice and quiet, except for the dogs barking. There are three houses near the cemetery, one on the east side and two on the west, but I saw nary another soul. And though I could hear people talking occasionally, I couldn't make out what they were saying. Once in a while a car or farm vehicle would pass by, but otherwise it was pretty quiet and peaceful.

I stopped for lunch in Vevay at 3 o'clock and finally hit the road again at 3:30. A couple more hours driving and I stopped for the night at some little burg along US 231.

The next day I took US 231 south to Owensboro, Kentucky and then to US 60 the rest of the way through Kentucky and on into Springfield, Missouri. The drive through Kentucky was beautiful. It was a two-lane highway all the way and not much traffic. I enjoyed it tremendously. Crossing the Mississippi River into Missouri, the road changed to a four lane limited access highway, with parts still under construction. Somewhat desolate looking and rather boring scenery. But it was easy driving and I made good time, arriving at my destination a little after 7 pm.

More recommendations

There is always a Friday Ark over at The Modulator - go there for links to critter pictures of the week. And if you've got a blog, be sure to submit your photos too.

And then there's Caturday, a newish blog about - cats, what else! They were nice enough to include one of my recent pictures.

I know, I know, I need to update my blogroll! In the meantime be sure to check out the Firefly Forest Blog. Besides the great nature pics, I enjoyed the recent Light Trail Photographs:



And thanks so much to Gnumoon for letting me know about Pandora. You can create your own online radio stations, and "train" them to play what you like, based on your own recommendations. I'm currently building:

Karen's Alternative
Karen's Folk
Karen's Bluesy
Karen's Minimalism
Karen's Alt Country

and several more. You can build a station based on just one artist or song, or list several for an interesting mix.

Ziva & Wiley

Our new puppy, Ziva, playing with our black cat, Wiley. Check out more about Ziva at my blog, http://thepuppytale.blogspot.com/

These are The Faces of Genealogy

Henry and Susie Phend with their great grandchildren on the celebration of their 60th wedding anniversary, September 2, 1952. That's me on the left side, sitting on the ground. My brothers, Doug and Jack, are between me and Susie. Doug was 5, I was 4, and Jack was 3 years old. The other kids are first and second cousins. They are just part of the reason I “got into” genealogy.



I'm a little behind in my blog reading... and saw this post late yesterday afternoon, which explains why I'm posting this photograph, which is one of my favorites.



Due to the amazing response of the genealogy-blogging community, the offensive photo was removed from the online article.

Interloper

Who invited him to this meeting?!

Speed, Lugs and Jewel Tones: a JRJ Grass Racer

Still active today, Bob Jackson Cycles are a British builder of classic steel bicycles that is well known around the world. Less commonly known is the name JRJ Cycles that preceded it. Bob (John Robert) Jackson began building bicycle frames in Leeds, England, in 1935, offering track and road racing (time trial) models. Part of Chris Sharp's collection, this particular bike is a 1950s grass track racer that once belonged to Leslie White of the Maryland Wheelers near Belfast. The owner raced it into the late 1960s, achieving numerous victories in Northern Ireland. He then hung it up, and the bike remained untouched for over 4 decades. Today it is preserved in as-raced condition.






The JRJ name, headbadge and transfers were used exclusively until the 1960s, and still appeared into the 1980s after the switch to "Bob Jackson."






The transfers included renderings of olympic rings, the full name on the downtube reading "JRJ Olympic Cycles." As with other English "lightweight" manufacturers of that time, there was a strong emphasis on performance and competition, which explains the olympic imagery. "Always first at the finish!" was the JRJ Cycles' slogan on advertisements from the 1950s.






Traditionally, English racing frames from this era tended to be painted in saturated, jewel-like tones, known as a "flamboyant" finish. Not quite the same as pearlescent paint, the flamboyant colours are foil-like, resembling the look of candy wrappers. Bob Jackson had his favourite signature shades, including the red and blue on this bike. The blue leans toward seafoam, and the red is a raspberry-like crimson.






White lining around the lugs and fork crown highlights the elaborate shorelines.





The bottom bracket lugs are especially interesting - there appears to be a reinforced lug of sorts connecting the chainstays to the bottom bracket.






The frame is Reynolds 531 tubing.





Though it has not been ridden in decades, the large shimmery machine is so marked by care and wear, that it feels alive with the owner's presence and energy. Seeing it leaned against the hedge on a rainy morning, I can't help but imagine the tall, powerful youth Leslie White must have been - his back stretched flat across the 58cm frame, his hands gripping the deep track drops, his legs pushing the monstrous gear in an all-out effort around a grass track.





Grass track racing is an interesting tradition in the British Isles. In an earlier post, I mentioned how a ban on road racing from the 1890s through the 1950s led to the invention of time trials. The ban also explains the emphasis on track cycling in the UK and Ireland: Races on enclosed courses were the only kind officially permitted during this time. The grass tracks were similar to velodromes in that they were oval. However, the surface was not banked. Often the track was a multi-use field, temporarily set up for the race.Grass track racing is still done in the UK today, its popularity revived in recent years. At a grass-roots/ community level, a race like this can be organised fairly easily, wherever a flat playing field is available.






The style of races held was similar to those on the velodrome, and the bikes were fixed gear machines with track style fork-ends.






Typically the fork crown was drilled for a front brake: The rider would remove it upon arrival to the race. The tires were of course tubulars - "sew ups." Too deteriorated to hold air, the ones on this bike are original.






Also original are all the other components. Most notable among these are the English-made Chater Lea crankset and hubs, quite rare now.






The Chater Lea pedals are fitted with Brooks toe clips and leather straps.





I can make out a faint Brooks stamp on the side of the saddle, but not which model it is. The saddle is long and very narrow - measuring just over 120mm across at the widest part.







The stem and handlebars are stamped with what looks like Cinelli; I did not want to disturb the patina by cleaning up the inscription.





When talking to Chris Sharp about the JRJ, I asked whether he plans to make it ridable. He has many vintage bikes, some of them quite old and storied, and he does not shy away from using them. But Leslie White's grass racer, he wants to preserve the way it is. Having met the bike's original owner, part of it is wanting to honor him. But part of it also is the history. In person, standing near this bike and touching it... There is just something so incredibly alive and exciting about how freshly used everything looks.I can readily imagine it all: a grassy field, a gray sky, a crowd of locals gathered to watch, and the riders - a blur of jewel tones against the overcast country landscape.