Beachcombing #1

Padre Island National Seashore
Corpus Christi, Texas
February 17, ..

Prairie Dog

This prairie dog figurine came from Prairie Dog Town some where on the road between Pampa, TX and Amarillo, TX. In about 1955 my mom, my grandmother, and I made the trip from Pampa to Amarillo about once a month or more often when I mom was pregnant with my sister. We were living in Pampa and the Air Force base where my mom had to go for her appointments was near Amarillo. My dad was stationed in England at that time. The Prairie Dog Town made a nice stop for all of us. There was a cafe, gift shop, and a fenced area out back that was full of prairie dogs for the guest to watch as they went about their prairie dog lives. They were feed by the people that ran the place and were a great attraction especially to me. For those that don't know a prairie dog is not a dog, they are a rodent (rat) but are cute. They dig long tunnels through an area that becomes the dog town. When one of them is startled it will stand on it's hind legs give a sharp squeak and dive down the hole with all the others then doing the same thing. They are also very dangerous to livestock and people who have stepped in their holes and broken legs. At one time there was a bounty on them over most of the southwest. We have a few out here on the desert near where we live. They are so leery of humans I have never seen one but have found the towns with the many holes leading to the tunnels.

Padre Island Sunset

Padre Island National Seashore
Corpus Christi, Texas
February 16, ..

Bells Are Ringing, Car Doors Flinging... Holiday Time in the City

Just as I start to think of myself as a seasoned transportation cyclist, something happens to throw me off my game. Yesterday I had one of the most stressful rides ever. It was a 10 mile route out to the suburbs that passed through several town centers. Despite it being the middle of a work day, traffic was unbelievable and I kept trying to figure out what was going on. Then it hit me (almost literally - as two car doors swung open simultaneously directly in front of me and a pedestrian jumped into my out-of-the-doorzone line of travel at the exact same moment): It's holiday shopping time and people are on their lunch breaks.



Don't get me wrong: I am glad to see so many shoppers patronising establishments in their local town centers instead of going to the mall or shopping online. I've heard campaigns on the radio promoting local holiday shopping, and I am certain that I am seeing more of this trend now than in previous years. The lively community feeling seems to be returning to places where it had been absent for years; it's fantastic. But assuming that most of the holiday shoppers are indeed local (why else would they visit tiny stores selling things like bespoke stationery, knitting yarn, baby clothing, and jewelry crafted by women who teach at the local arts center?) it is ironic that they choose to drive. Parking alone must eat up a good portion of their lunch hour, which probably explains why they run in and out of the shops like mad, swing open their car doors without looking, then shout in irritation at cyclists like me merely for being there and almost getting killed by them. They would probably be happier if they walked, as would the rest of us. I know that some town centers have considered banning parking or car traffic during peak shopping times, but there is resistance from business owners - who believe this will deprive them of customers.



Anyhow, I write this not so much to complain, as to warn those who are new to cycling during the holiday rush: Be careful out there and take alternative routes if possible. After almost getting doored for the nth time, finally switching to a trail for the last portion of my return trip was a welcome relief. Peace and quiet and dirt and gravel and no swinging car doors: I'll have that on the rocks, please. And I'll walk or ride to do my holiday shopping.

Go-Anywhere Gearing: SRampagnolo Drivetrain with 'Frying Pan' Cassette

For the past few weeks I've been riding with an experimental drivetrain on my main roadbike "Desdemona" (a Seven Axiom S).The goal of this drivetrain was to achieve very low (sub 1:1) gearing, for hilly long distance cycling, including brevets. There are several ways to get that kind of gearing, some of which I've tried in the past with mixed results. The tricky part is not the gearing in itself, but achieving it with a modern (i.e. integrated shifters), lightweight road drivetrain, while keeping everything working smoothly. At the moment no road group from Campagnolo, Shimano or SRAM is designed to handle gears quite this low, so modifications are needed.



A hybrid drivetrain means that the parts making it up (cassette, derailleurs, crankset and brake/shift levers) are not all from the same manufacturer or group.Since modern road groups are designed for all the parts to work together, modifying or mixing them is generally not advised. That said, there aretwo general methods of doing so in order to get low gears. One is to keep most of the group intact, except for the crankset - replacing it with either a triple, or a double with much smaller chainrings (either way, inevitably foreign to the group). The other is to keep most of the group intact, except for the cassette - replacing it with a wider touring cassette (and long cage derailleur to accommodate). Speaking purely for myself, I have not been 100% happy with what happens when a modern road group's native crankset is replaced with a foreign one. So this time around, I opted for the other method.After 600 miles, what impresses me is that, in addition to being useful, this is also the least finicky hybrid drivetrain I've tried to date.





The setup here is a "SRampagnolo" hybrid. We've kept the front end of my bike's native Campagnolo Chorus drivetrain (50/34t crankset, front derailleur and 11-speed ergo levers), but used a SRAM 10-speed 11-36t cassetteand a SRAM X9 long cage rear derailleur.





A Jtek Shiftmate (model #4 I believe) makes the SRAM 10-speed cassette compatible with the 11-speed Campagnolo levers. You can read all about this neat little converter here. Obviously, if you are starting with a SRAM or Shimano drivetrain, your setup will be different. Going with all-SRAM should be the easiest, because, as far as I know, their road and mountain groups are compatible. Shimano I am less sure about.







The decision to go with the SRAM X9 long cage derailleur was made, despite some reports that the new SRAM WiFli road derailleur (designed to handle up to a 32t cog) can in fact handle a 36t. Seven's Rob Vandermark tested the WiFli with the 11-36t cassette, and was not happy with the outcome. That was good enough reason for me to go with the X9.




As far as functionality of the drivetrain, there is not much to say other than "It works." The entire range of cogs, from 11t to 36t, is usable in both rings. Cross-chaining has not been a problem in either combination (the derailleur does not explode in big-big and the chain does not go slack in small-small). Chain drop has not been a problem.The fact that the shifters are 11-speed while the cassette is a 10-speed is not noticeable. The Jtek converter works flawlessly and does not call attention to itself. After 600 miles of using the entire range of gears and switching between big and small rings constantly (including under load, and including when cross-chaining) I have not yet dropped the chain, gotten the chain stuck between rings, or even mis-shifted. In all ways, the drivetrain functions as smoothly as it did when the original groupset was intact. To be honest, even in the best case scenario I did not expect it to work quite this well.





As far as usefulness of the gear range, this too has exceeded my expectations. The cassette is spaced asymmetrically, so that the smaller cogs are closer together and the bigger cogs wider apart. The exact combination is:11-13-15-17-19-22-25-28-32-36. With the 50/34t compact double, this combination almost feels like having two separate cassettes at my disposal: One for fast rides and the other with bailout gears for climbing either very long or very steep hills (or both!). Normally, I find myself riding in the big ring, in the middle of the cassette. One unexpected outcome of this, is that the setup encourages me to use bigger gears - something that has proven helpful over the past weeks of learning different climbing techniques and trying some interval training on flats. I was so focused on getting the low gears I wanted, it did not occur to me how much I would appreciate having the really high gears as well.The small cogs are not quite as tightly spaced as they would be on a racing cassette, but they are tight enough for me.



And of course at the low end of the range, the sub 1:1 ratio offered by the 34/36t combination is a dreamy bailout gear - especially considering how lightweight my bike is and how nicely it climbs in general. This end of the spectrum does come in handy on long rides over steep hills. For paved riding, this is now truly a go-anywhere bike.



While I expected the wide spacing to feel like a compromise, in practice it doesn't. On my dirt road bike, the spacing is tighter with a 12-29t Campagnolo road cassette. While my low gear on that bike is very similar to what is described here (28/29t with 650B wheels), on the high end it maxes out at 42/12t. I notice this more than I notice the difference in cog spacing.To be able to fly in 50/11t with my legs on fire and the next day spin up a vertical hill while humming happily in 34/36t,on the same bike,is, like, wow.



On the downside, the wide cassette does mean a bit of extra weight in the rear coming from the bigger cogs, long cage derailleur, extra chain length and Jtek pulley. Around 200-300g is the difference between this and my original drivetrain. Holding the bike up in my hands, it does tip to the rear a tad now, whereas before it was a masterpiece of perfect balance. In motion, I do not feel the extra weight. And whether it's bike related or not, my average speeds over the past few weeks here in Northern Ireland have been faster than previously. I really feel that I have the best of both worlds now with this bike.Since this is a temporary setup (an experiment for Seven Cycles, as much as for me - they may offer this option on custom builds in future), a different rear wheel was built for the purpose of testing it. I still have my bike's original Campagnolo wheel, derailleur and cassette, and can get my old setup back fairly quickly. But I think I will end up keeping this one, at least for the time being.



Visually, I admit the huge cassette does not exactly look elegant. The local roadies here have quickly dubbed it "the frying pan" and I've adapted the term affectionately. I may not be able to fry eggs on it, but I can can go far and I can go fast. Now we're cooking!

California Poppies

A pair of California Poppies in mid-May, 2006.

Mt. Rainier, Little Tahoma

Another wet weekend forecast for Mt. Rainier caused us to change our plans from a three day climb of the Emmons Glacier to a one day attempt on Little Tahoma. We spent most of the day walking on snow. Dave and Brad crossing over Fryingpan Creek.
Brad, Mark, Doug, Norm, Collin (and Dave) almost to Summerland. Little Tahoma is in the background. Our view of the summit did not last for long. Collin and Norm nearing Meany Crest and the Fryingpan Glacier.
After going up the Fryingpan Glacier, we crossed a ridge to the Whitman Glacier. The five tiny dots are climbers from our group heading up into a lenticular dome (with GPS units on).
Mark, Dave (Doug, Norm and Collin) at our high point of 10,300'. Unsafe conditions and worsening weather made us turn around 800' from the summit.
Mark was able to ski about halfway back to the car. We enjoyed great views of Fryingpan Creek beside the trail. Although we did not summit, it was still good to spend the day outside exploring another part of creation with friends.

Glacier

Here is more of an close up of the mountains. You can see the snow and a glacier almost right in the middle. It is the closest I could get to the glacier at this time. According to a sign at the viewing center there are more than 60 active glaciers on the mountains that are in Olympic National Park.

The Geldings

Tucker and Caesar are Desi's geldings. Tucker is a big boy. The tallest and heaviest of the horses.

Christmas Tree and Village

My artificial Christmas tree had lived out it's life and as it was throwing plastic pine needles all over it went to live in the trash. This year I said I wasn't having a tree since I didn't want to buy one but I thought it might be nice to decorate some of the large house plants I have. The larger tree is actually a ponytail palm plant or an elephant foot plant. The 'foot' is hid under the sheet I wrapped around the base of the plants. The other tree is a drecina houseplant. I did hang a few tree decorations on them as well as wrapping lights around there trunks and the pots. Of course I had help from the cats.






I added the snowpeople, some stuffed kitties, bears and moose and St. Nick behind the tree. Twinkie thought she should live up to her name and twinkle with the lights.




I have been collecting some of the Christmas village house for some years now. I set them on a table along with the horse and sleighs and drapped lights around the table. I have the ranch house, barn, post office, lighthouse, castle, and coffee shop.







Wiley our black cat decided he had to be part of the decorations.

Wild Flower

I see these little wild flowers frequently out Don't know their official names.

Rerun

With all the construction going on up there in Friendship Height's, it's comforting to me to see Rodman's still going strong at 5100 Wisconsin Avenue. It started in 1955 as a drugstore; today it's a landmark, an institution, I'd even call it a phenomenon. As Arlo Guthrie said in Alice's Restaurant- "You can get anything you want," but there is a minor drawback or two.

The first problem with going to Rodman's is getting out of there. You might go in for one quick thing like LU's Cinnamon Sugar Biscuits which Safeway doesn't carry anymore, but there, just as soon as you walk in, are fireworks at the door- 30 percent off now right next to the BBQ sets and the Toblerone bars. This is the back entrance which is a narrow, one-cart aisle created by stacks and stacks of food: jars of tomato sauce, olives, chutney, baby clams, BBQ sauce, wine, vinegar, sardines, curry paste, Parmesan cheese and stuffed peppers-(wait is that a topping or a side dish?) jams, marinated artichokes, and olive oil. OK, now I'm actually IN the store and officially past "the entrance".

The second problem is which aisle to run to first- the beer? Wine ? Snacks? Look- there's those Italian cookies- the ones in the big red tins- Lazzaroni's- they have the wrappers you can light on fire and make a wish on when they rise to the ceiling. And those weird chocolate cigar type cookies someone bought for us in Greece once, not to mention digestive biscuits, whatever they are, and those cinnamon things I just remembered I came in here for.

Oh, and they have Lady Grey Tea. Safeway doesn't seem to stock that anymore either. Fritos, Doritos and crystallized ginger. I don't what to do with it, but I'm intrigued. Squirt bottles of Kalamata olive puree under a sign that says "dessert toppings". (whoops) And something that looks like shrunken heads over there in the produce aisle turns out to be celery root. Celery root? Lemons- what a deal. Does anyone need a scratch off ticket? A baguette would be good for later. And do I have enough tuna?

Over in the beverage aisles, I was befriended by DC native, "Hoppy Dave" who educated me as best he could on the amazing variety of beers he stocks-a happily bewildering experience that almost involved me getting a second cart. (Warning-one cart is bad enough in there- something akin to navigating a Hummer through the back streets of Georgetown.) By the time he was finished with me, my cart was full of stuff I'd never heard of, but couldn't wait to try-including Bell's Batch 8,000, a commemorative ale which only gets made every 8,000 years. ( I might be wrong there, but my head only holds so much info.) He also filled me in on my high school teacher, Bob Tupper who went on to produce Tupper's Hop Pocket Ale, an excellent adult beverage courtesy of Old Dominion Brewery which, Dave tells me, has been bought now by Budweiser. What? That's why there was no Tupper's in sight as The Tuppers have decide to find a new brewery. Meanwhile, the customers ran in and panic bought all the stock.

Now I've solved the problem of leaving Rodman's. My cart is full, and so is my head. But I didn't even make it downstairs to the other floor where the household products are, the small appliances, toys, school supplies, and oh, yeah, it is Rodman's Drug after all. Don't forget the pharmacy and the vitamins....next time.

Thanks, Dave.

Rustic Montana Barns

Sunday, September 18th - - While traveling back north on state road 541, along the Montana Bale Trail, I saw these two barns near the road and just “had” to stop. I love the colors on the weathered siding, especially on the barn on the left. The sun was playing hide and seek with the clouds and a brisk wind was blowing...

Looking NorthEast

From the Crest of the Sandias you can see Albuquerque but can look off to the northeast also.

Dynamo Lighting Kit for Roadbikes

While I am generally a huge fan of dynamo lighting, I do not have it installed on what is currently my only roadbike. My plans for the bike did not involve significant amounts of night-time cycling; it was not meant to be a touring or randonneuring bike. For occasional riding in the dark I do have an excellent rechargeable battery headlight that lasts for hours and attaches easily to the handlebars. And I have an equally good tail light that attaches to the back of my saddle wedge tool bag. To install a dynamo hub wheel and lights on this bike would have added unnecessary weight and expense to the build.




I felt pretty good about my bike's lighting setup until I found myself wanting to join an overnight ride. Initially I thought that my super duper rechargeable battery headlight would last through the night. But when I did the math it became clear that it would not; I would need to add a second headlight and to bring several sets of spare batteries. Even at the height of summer an overnight ride in New England means 8+ hours of riding in the dark - and not the kind of milky suburban dark where you can leave the light on a low setting to conserve battery life; proper boonies dark that requires a powerful headbeam. I talked to the others doing the ride, and they all had dynamo lights. Now I felt foolish for not having a bike with appropriate lighting. But at the same time, how often would I do rides like this?






I was discussing this with local cyclist Pamela Blalock and she offered to lend me her mobile dynamo setup: a spare front wheel with a dynamo hub, and lights that are easy to attach and remove. With this kit, she can turn any 700C wheeled roadbike into an overnight bike. Extremely grateful to Pamela for the offer, frankly I was also skeptical that it would work out. To me, dynamo lighting was something that gets permanently installed - not attached and removed on a case by case basis! Furthermore, my bike has no fenders, no racks, no braze-ons. Could the lights be attached securely? I was worried that the installation process would be tricky, and that in the end something would end up falling off, disconnecting, or malfunctioning.




To my amazement, the installation process took mere minutes. The front wheel switch was seamless and soon my bike was sporting a dynamo hub. Then the headlight was attached to the brake bolt, as shown in the first picture. A thin cable runs straight down from the headlight to the hub, easily secured to the fork with a piece of tape.






For the tail light, a P-clamp was installed on the left chainstay. The wiring got routed along the chainstay and the top tube, secured with zip ties to the brake cable. The result was not beautiful, but neither was it flimsy. It was secure and problem-free. The positioning of the headlight and tail light beams were spot on.




Later I learned that other local cyclists employ a similar system for when they ride in the dark - a dynamo hub wheel and lights that get moved from bike to bike as needed. I would not have thought this to be a good idea until I tried it myself and experienced how easy and hassle-free it was. On a dedicated randonneuring or touring bike, it makes sense to have dynamo lighting permanently installed in a more elegant manner. But for those who want the option of using their pared-down roadbike for occasional night time riding, a kit like this can be a good solution. Pamela's setup includes a 32 spoke Velocity Aerohead wheel built around a Schmidt SON hub, a Lumotec Cyo IQ headlight and a Spanniga Pixeo tail light - though many alternatives exist.




At least here in New England, there seems to be an increasing amount of cross-over between road racing, randonneuring, endurance events, and casual long distance rides. And this cross-over is influencing how roadbikes are defined and equipped.I am still unsure what kind of cycling I will ultimately gravitate toward. But if more night time rides are in my future, a versatile dynamo setup like this is certainly worth considering.

Gunnar Bikes: the Accessible Waterford

Given the references to Waterford in a recent post, as well as the company's presence at Interbike (that's a briefcase full of head tube samples in the picture above), I wanted to bring readers' attention to a line of bicycles that I think is mighty nice: Gunnar Bikes. Made in Wisconsin, USA in the factory of Waterford Precision Cycles, Gunnar is the simpler, budget-conscious offspring of the famous custom manufacturer - named after a beloved pet dog.






Advances in steel tubing design led to the TIG-welded Gunnar line's 1998 launch, and Waterford has been producing them ever since. There are now 10 stock models available, including road, cyclocross, touring, and mountain bikes. The local-to-me Harris Cyclery is a Gunnar dealer, and recently I finally got around to test riding one of the bikes.






The Gunnar I rode is the CrossHairs model: a cyclocross bike with cantilever brakes, clearances for 38mm tires and provisions for fenders and racks. The colour is described as "burnt orange."The 54cm floor model was slightly too big for me, but doable as far as getting a sense of the bike over the course of the test ride.My interest was mainly in theCrossHairs'potential as a road-to-trail bike - for which its aggressive geometry, fairly light weight, and wide tire clearances made it look like a good candidate. Others might also be interested in it as a randonneuring bike or even a commuter, given the rack and fender possibilities.





The cleanly welded frame is fitted with a curved, steel fork with a brazed fork crown.





Eyelets for fenders.







Cantilever bosses and rack mounts.





This is the third SRAM-equipped bike I have test ridden this year (see the others here and here), and I am becoming pleasantly familiar with SRAM components.







The canti brakes are Avid Shorty, and they worked fairly well for me.





Alexrims B450 wheelset and 700C x 32mm Panaracer Pasela tires with black sidewalls.






On the 54cm bike there was no toe overlap for me (size 38 shoes, clipless pedals), with plenty of toe room for 35mm tires (but not if I were to add fenders). In conversation with Waterford, I learned that the toe clearance on the 52cm frame is nearly identical, so the same would hold true for one size down. For sizes smaller than 52cm, the clearance decreases.






Riding the Gunnar CrossHairs I found the handling familiar and intuitive from the get-go: Fast to accelerate, responsive to pedaling efforts, stable. No twitchiness and nothing weird about the handling, just an easy, fast, fun ride. The finish on the Gunnar looks excellent: extremely smooth joints, precise braze-ons, nice paint (some attractive stock colour options, as well as custom choices). Geometry can be slightly tweaked from the stock options as well, particularly top tube length. If ordering a Gunnar bike from scratch, lead time is about 4 weeks.






The complete bicycle pictured here is currently for sale at Harris Cyclery (in West Newton, MA), retailing at under $2,500. Prices will vary depending on the components used. For a US-made, handbuilt bicycle with lightweight tubing, responsive but easy handling, clearance for wide tires and provisions for fenders and racks, the Gunnar CrossHairs is worth considering for road-to-trail riding. It's a handmade-on-demand, yet available and accessible bike - from the legendary builder Waterford.