The Drawing Board

I find it enormously satisfying to follow the framebuilding process from the drawing board. Maybe it is because as a painter, I have grown accustomed to "needing to know" the process that underlies the finished object.

You can always spot a painter among the crowds in a museum or an art gallery: They are the one trying to get close enough to a painting to see the brush strokes, examining the side of a canvas, looking for cracks in the paint, possibly even sniffing at it.

This habit has followed me as I explore the world of custom bicycles. In the photo above is a drawing board of a local frame builder whose work I greatly admire - the same person responsible for this lovely bottom bracket.

Interlude

Lovely Bicycle is in the midst of transatlantic displacement.
Thank you for visiting!

First Look: Sogreni Young Shatterhand

After a serendipitous chain of events last week, I picked up a Sogreni bicycle on the cheap from a local bike shop that wanted to get rid of it. At some point they used to import Sogreni, but no longer do, and this particular bicycle is a left-over demo model that was also used as a shop loaner. It is a men's "Young Shatterhand" model and happens to be my size. The bike is about 4 years old and was ridden hard over that time. I got it solely for the purpose of test riding and reviewing a Sogreni, but first it needs some refurbishment.





Sogreni is a small Danish bicycle manufacturer founded by Søren Sögreni in the 1980s. They currently offer a collection of 6 diamond and step-through frame models that are distinguished by a look I would describe as "minimalist steampunk." Lugged frames in shades of gray and silver, innovative copper accessories, and a sparse aesthetic with subtle visual quirks give Sogreni bikes somewhat of an otherworldly appearance. While the specimen I have is missing some of the components and accessories it originally came with, its essential Sogreniness has remained intact. The colour is a perfect match for an industrial chain link fence. I do not know for sure where the frames are made (according to word of mouth, Eastern Europe), so I've asked the manufacturer and will post their response when I receive it.





When I took possession of the bicycle, it had no seat post or saddle, the wheels were untrue, and the rear hub was not entirely functional. I have since installed a seatpost and a light brown Selle Anatomica saddle. The Co-Habitant trued the wheels and adjusted the hub enough to make the bicycle ridable.





We've also replaced the super-tall original stem with a more standard one, as I could not manage the handlebars being that high. Other than that, everything shown is as-is.





I am particularly glad that the leather grips, while scuffed, have survived and remained with the bicycle.






The fully lugged frame has a 52cm seat tube, a subtly sloping 54cm top tube, and 26" wheels with fat knobby tires.





The geometry is roadish, with steep angles and a moderate wheelbase. Sogreni describes it as a road frame with upright handlebars and mountain bike wheels. There is no toe overlap on the 52cm size bike.





One quirk that is immediately noticeable when looking at this bicycle, is the gap between the tire and the fender. This seems to be an intentional design element, because even the models with larger wheels have this gap.





My first thought upon seeing this was "Great, looks like there is room here for Shwalbe Fat Franks!" But on closer inspection I don't think the fork is wide enough.





The flat fenders, while visually interesting, also present a challenge for mounting a front brake caliper, which the bicycle currently lacks. After some research we've figured out that a 1990s style BMX brake will probably work and I'll be getting one soon to try it.





Until then, the bicycle is coaster-brake only, and I will write about the experience of that in Boston traffic in a separate post. The rear hub (a single speed Shimano)has problems and is visibly beat up. We are not sure what happened to it or of the extent of the damage yet, but the gist of it is that the hub displays "fixed" characteristics and the cranks rotate forward even while coasting. This comes and goes spontaneously and to different degrees. The coaster brake function seems to work fine, but I am cautious riding it nonetheless.





Well, that is all I have about this bicycle so far. I would like to get a front brake on it and take it on a couple of longer, faster rides before commenting on the ride quality. For now we will keep working on the hub and see how that goes. A Sogreni in the US is a pretty lucky find and I look forward to getting to know it.

Mother Natures Whims

All the morning glories I grew this year were volunteer seeds that had fallen from last years plants and been planted by the whims of mother nature. These photos show the same area there were growing in last year and most of those were also volunteer seed plantings. This landscape design by mother nature couldn't have been better. The plants formed a pathway up to the patio and the plants in front of the patio grew in a nice circle around the first post. The plants by the middle post climbed up, round and around and managed to grab hold of the last years gourds that were hanging from the roof line.
But! Now all those morning glory plants, as well as the marigolds, zinnias, and tomatoes are now gone. We pulled them out today, scattering seeds hither and yon. We have plans to enclose the patio making it a sunroom. But it probably won't be done by next spring when the morning glories start growing again.

Musings on MUSA Knickers

Musa is a Rivendell house brand that stands for "made in USA." Under this label, Rivendell produces a line of clothing and accessories, including theknickers and pantsthat are designed specifically for cycling, but are described as being wearable "anywhere when formal wear isn't called for." The Co-Habitant ordered both the knickers and the long pants over the summer, because he was wearing out all his regular pants on long rides, and he thought these would be more durable. He immediately loved them and kept recommending them to me - until I finally bought a pair of knickers myself a couple of months later. Our impressions of this product are somewhat different, and put together they will hopefully be informative for both genders.



Made of lightweight, breathable, and durable nylon, the Musa knickers work well for cycling, because they feature a roomy gusset in the crotch area, adjustable-width cuffs with velcro straps, andreflective strips.



The adjustable waist closes via one of those nylon belts and plastic buckles you see on hiking pants.



The pockets are deep and cut in a way that stuff doesn't spill out of them while cycling - a useful feature for those who like to keep small items on their person while on the bike.



The Co-Habitant normally wears pants with a 34" waist, and the XLMusasfit him well. They are relaxed, but with a tailored look to them.The cut is flattering to the male body.



The pants and knickers are currently available in olive, gray, black and blue. The Co-Habitant has the olive knickers (pictured) and the gray long pants. The knickers he wore mostly over the Summer and early Fall; the pants he continues to wear now, including off the bike. His feedback is that hisMusas are extremely comfortable and useful. Not only does the seamless gusset protect from chafing during long trips, but the pants regulate temperature well in both hot and cold weather, and are a lot more durable than the trousers he wears off the bike (one problem with cycling long distance in regular clothing, is that the clothing can get ruined from rubbing against the saddle and from sweat). For those men who do not want to wear tight, padded cycling shorts, but want something cycling-specific that looks decent off the bike, these are a good option. I do not quite agree with Rivendell's description of them looking like "normal" pants. They are definitely quirky. But I find this particular quirkiness attractive.



Moving on to my own experience with the Musa knickers (and in case you are wondering - no, we do not wear them at the same time!), my main reason for buying them was the gusset. I cannot ride a roadbike for more than 20 minutes while wearing anything with seams along the crotch, and finding pants without seams in that region is not easy. So seeing how happy the Co-Habitant was with his Musas, I finally ordered a pair for myself. Rivendell describes these knickers as unisex and has a size chart for women. Going by the waist measurements on the chart, I initially ordered an XS. However, I could not pull them on over my hips, so I exchanged them for a Small. The Small went on over my hips fine, but fit me overly loosely petty much everywhere else.



Sometimes a loose fit can be flattering, but with the Musa knickers luck was not on my side. The sagginess in the butt distorts the shape of my body in a way that just doesn't look good, and extra material bunches up around my inner thighs.



The knickers are also overly loose in the front. It is as if the fabric won't lie against my body right - bunching up in all the wrong places. This leads me to conclude that the pants were simply not tailored with a female waist-to-hip ratio in mind. While I am not the curviest woman in the world, I do have a narrow waist and comparatively wide hips - a combination that makes it difficult to get the sizing right.



But fit and sizing issues aside, the Musa knickers do have a number of features I find useful. The gusset is huge and there is not a single seam between me and any part of the saddle, which is excellent. The nylon material really is very light and breathable, as well as wind-resistant, mildly water resistant and fast-drying. The fabric does not pill or degrade after prolonged contact with the saddle - and having worn through several pairs of leggings and shorts over the past year, such durability is welcome. The pockets are staggeringly deep - though the feature is wasted on me, as I prefer to cycle without too much stuff in my pockets. The expandable width cuffs with velcro closure are clever, if a bit finicky (I had to redo mine a few times to get them to feel right). As other owners of these have noted, the pants were shiny and slippery in the beginning, but this went away after a few long rides.



All in all, the Musapants and knickers are excellent if you want to wear something comfortable and durable on a roadbike, and if you are male. If you are female, consider the issues with fit and compare how the pants look on a male vs a female body. For me, the gusset and other positive features are worth it - but only because I found no better alternatives. And I would never wear these knickers in a context other than on a roadbike, which does diminish the value of what was meant to be a "wear them anywhere" design.

Nikau Palms

Nikau Palms native to New Zealand but growing in Balboa Park.

Laura's last free days

Well I'm sad to report that my faithful climbing partner has decided to become a full time student starting next week. This leaves me well... needing partners. This was her last free week to get out and climb as much as possible, not an easy task given the current weather trends. Today we made the best of things (again) and since she's never been to Rattlesnake Rocks, we decided to hike there and make a day of it. We had fun climbing the short, but challenging routes. Here's a few highlights of Laura involved in some "mixed" action today. (If you look closely there is a wee bit of ice located in some of the cracks) This may be the closest thing Laura gets to winter climbing before school starts. Best of Luck in school Laura, you'll be greatly missed as my daily partner.

Laura making some moves

Ride Prep Numerology

With snow still on the ground and brevet season upon us, New England riders are frantically counting weeks, playing with numbers, and putting together training plans. While I am not interested in long brevets, I would like to trythe local Populaire, which is coming up in 4 weeks. A Populaire is a self-supported ride of around 100K (65 miles). Normally I would not be doing anything special to prepare for that kind of distance, but we've had a tough winter, and I am out of shape compared to this time last year. The situation is made more interesting by the treacherous pseudo-proximity of the start. The start of the local brevets is close enough to make it embarrassing to drive or hitch rides to it, yet far enough to add significant milage to the brevet distance. For me, riding to the ride will turn the 100K into 100 miles when all is said is done. So here I am, back on my roadbike and praying it won't snow again, as I engage in some ride prep numerology.



How does one prepare for a 100 mile ride? The topic is pretty well covered by riders with far more experience than me, and when readers ask me this question I normally refer them to other sources. For example, this guide by the Blayleys is a good place to start.



Generally, the guides and training plans stress the importance of building up the milage gradually - recommending anywhere between 4 and 10 weeks to work up to the ride, depending on your fitness level. As far as distance, a common theme is that you should be able to do the milage of the ride you're training for in the course of a week. In other words, if you are aiming for a 100 mile ride, you should be able to ride 100 miles a week.



This advice works for a lot of people. But it helps to know yourself as a rider when applying it to your own training. For instance, from experience I know that I can do 100 mile weeks more or less effortlessly, yet still be unprepared for a 100 mile ride. To get from a place where 50 mile rides twice a week (or even three times a week) are fine to doing 100 miles in one go is difficult. Interestingly, most riders I speak to report the opposite experience: It is hard work building up to 50 miles, but once they pass that mark things get incrementally easier. For me, it gets incrementally harder.



For someone like myself, it makes more sense to focus not so much on building up the weekly milage, as on building up the milage of individual rides. And a good 4-week training plan (starting from some, but not much riding) might look something like this:



Week 1: 20-20-40-20

Week 2: 50-50

Week 3: 60-40

Week 4: 70-30



Some might feel that if a rider is capable of following this schedule, then a 100 mile ride should not present a challenge to begin with, but it just goes to show how different we all are. Getting to know my strengths, weaknesses, and the patterns I follow when getting into riding shape, has been educational - and I am just scratching the surface. I would love to ride the Spring Populaire (on the clock this time!), and I hope the numbers - and the weather - work in my favor.

Tire Chains - Remember this winter!

The regulations at the park have changed over this last summer to be consistent with WA State mountain pass chain requirements.Here's the deal simply stated: You need to have chains in your car when you come into the park - even if you don't use them and the posted restriction is "snow tires advised".The reason for this is that the road conditions rapidly change during a snow event. So even if you drove to Paradise in the sunshine, when you leave there may be 6 inches of snow on the road.And if you have a 4x4, remember that actual tire restriction is "Tire Chains Required - 4 Wheel Drive with approved traction tires OK - 4 Wheel drives must carry chains".This carry chain requirement for 4 wheel drive vehicles is likely to be enforced at chain-up stations.Here's the tire restriction FAQ off the NPS.GOV website. Tire Chain Requirement - Frequently Asked Questions

Mount Rainier National Park Tire Chain Requirement: All vehicles are required to carry tire chains when traceling in the park during the winter season (November 1 - May 1). This requirement applies to all vehicles (including four-wheel-drive), regardless of tire type or weather conditions.Tire Chain Requirement Frequently Asked Questions Where and when do I need to carry tire chains? Between November 1 and May 1, all vehicles in Mount Rainier National Park are requuired to carry tire chains. This requirement applies to all vehicle types in all weather and road conditions. What about sunny days? The chain requirement applies to all vehicles and all days between November 1 and May 1, regardless of weather and road conditions. Weather in the park is notoriously quick to change, and sudden storms can appear with little or no warnng. Why do I need to carry tire chains? A set of chains in every vehicle means that every vehicle is prepared and equipped for changing winter weather conditions. Drifting snow and whiteout conditions can occur at any time. Having chains available in the event of a storm will give each driver an extra margin of safety, allowing the road to remain open longer even when conditions are changing. What if my owner's manual tells me not to install tire chains? The requirement to carry tire chains applies to all vehicles, regardless of make or model. Vehicle manufacturers that caution against traditional metal tire chains (e.g. Subaru) do market cable chains that are specifically made for their vehicles. Cable chains can be a good option for vehicles with limited tire clearance. What if I have a rental car? Tire chains are required on all vehicles taveling in the park, including rental cars. However, some stores may accept returns of unused chains. I have a 4-wheel or all-drive car- do I still need to have chains? Yes. Four-wheel drive and all-wheel drive vehicles must carry chains. While vehicles with all-wheel-drive capability and approved traction tires do have enhanced traction, during the most extreme conditions this not sufficient for safe vehicle operation. Chains provide optimal traction in the most challenging road conditions. Mount Rainier National Park requirements are similar to Washington Administrative Code (WAC) 204-24-050, which states that, for vehicles under 10,000 gross vehicle weight: "When "chains required" signs are posted, all wheel drive vehicles shall be exempt from the chain requirement when all wheels are in gear and are equipped with approved traction devices as specified in WAC 204-24-020 provided that tire chains for at least one set of drive tires are carried in the vehicle." Washington State Law does not require motorists to carry tire chains over the major mountain passes- why is it different here? During extreme weather conditions, Washington state does require chains, even on all-wheel and four-wheel drive vehicles, as noted above. In addition, Mount Rainier's roads are unlike most of Washington's in a variety of ways. At 5,400 feet above sea level Paradise is significantly higher in elevation than most of Washington's highway passes and roads. Furthermore, Mount Rainier's roads are scenic park access roads and are not intended to be as wide or have as many safety pullouts as a state highway. Is there anything I can use instead of chains? Cable chains are typically thinner and lighter than traditional tire chains and may be more easily installed. We recommend checking with your local mechanic or tire store. Is there anywhere I can rent/buy chains? Tire and auto parts stores normally carry tire chains. Purchase chains from a business in your local community and practice installing them before you come to the park. Tire chains are available for rent at:Whittaker Mountaineering 30027 State Route 706 E Ashford, WA 98304 (360) 569-2142 whittakermountaineering.com Several Ashford stores carry chains in limited sizes: Ashford Valley Grocery 29716 State Route 706 E Ashford, WA 98304 (360) 569-2560 Suver's General Store (SUV and Truck sizes) 30402 State Route 706 E Ashford, WA 98304 (360) 569-2377 Chains are also available in Eatonville and Morton: Eatonville Auto Parts- Napa 105 Center Street East Eatonville, WA 98328 (360) 832-6272 Ed's Mortan Auto Parts- Napa 184 W Main Street Morton, WA 98356 (360) 496-5141 Practice & Safety Suggestions Before coming to the park try out the chains on your vehicle to ensure they fit. Practice chaining up at home, were it's dry, which will save time in cold and wet conditions. Ensure your vehicle is in park and the parking brake is set before working around the wheels.

Nomic mods?

A number of climbers have asked about modifying the original Nomic to change the umbilical attachment point like the new generation. The following is from a post I made on a climbing forum last winter after the OR show in SLC.





One of the new features Petzl has incorporated into the newest Nomic and other tools coming out the fall of is a way to add an umbilical attachment leash without it being under your hand while climbing.

Basically what they did is drill a hole through the aluminum section the protrudes into the pommel and then mill some of the Delrin pommel away to fit sling material down both sides and out the pommel. What Petzl showed at the OR show was some pretty thin cord (2mm or something like it). Not enough for my liking, thanks. So I did the same with a thicker diameter cord that would take something more than body weight. I have been using 4mm cord that tests at 900#

Easy mod to do to the old Nomic with a hand drill and a file if need be. I used a hand drill and a mill. Much cleaner answer than what I have been using.

Original attachment




Cut Pommel



Additional 5mm hole drilled.



both sides are then counter sunk and a new cord added







New cord slotted in the pommel, "New" Nomic!








After looking at this more closely I find it hard to believe that the new Nomic pommels with the serrated "spike" won't retro fit the old tools.

While looking at the new tools (all prototypes) and taking them apart at the OR show my guess was the old Nomics will take both the new picks and the new Pommel. Although Petzl originally said no on both, my Nomic pick/hammer fit their newest Nomic (I actually fit it to their tool)...but like I said they were prototypes at the OR show. I'll have mine shortly and will up date this blog entry when that happens.

More on the use of 4 and 5mm cord.

From an earlier BD email exchange last winter when I asked about the issue of the small BD biner (worried about the sharp edged proto types that I was using. The new Production stuff has much better and rounded edges) on 4 and 5mm cord laced to Nomics with a BD Spinner umbilical.

Black Diamond said:
"Just tested this to 800lbs (single leg). No damage to the 4mm cord or our steel clip (production quality with more tumbling to the part); the bungee webbing breaks first. Then pull tested our steel biner clipped to 5mm cord, this went to 1600lbs before the cord broke."

I would also make sure to use a knot like a dbl Fisherman's in drop form instead of an Over Hand which is typical and much weaker (30% less or more?) in this application. And something like half of the original tensile strength of the rope! Easy bet the cord broke at the knot no matter what knot he was using. But worth hedging your bets here for several reasons. But 4mm seems a good compromise for size (getting it under the pommel or in your hand) and strength. Hanging on a tool is not a dynamic load. Fall far enough and require static cord and webbing to take the dynamic impact load and you'll blow through 5mm or the webbing easily.


Either way I think the newest leash attachment is a good improvement on the tools...and worth doing on the older ones if you are so inclined. It isn't much work and I don't see a down side.


For those that asked. New Nomic picks (if they are cut for the hammer) will fit the old Nomic heads with a spacer...a simple washer will work there for a spacer. If they are not cut for the hammer the pick will bolt right up as normal.

From the prototypes shown at OR this winter the Petzl hammer and adze will not work without cutting up your old head a tiny bit. They were prototypes but I suspect very close to what we will see as production.

The new Petzl in cut head is to further support the hammer and adze in use. I used a similar technique to support the CT Nomic hammer without cutting the aluminum tool head and got a lower profile and better balance as advantages.

More details and photos in the link below.



http://cascadeclimbers.com/forum/ubbthreads.php/ubb/showflat/Number/947849/Searchpage/1/Main/73195/Words/new+nomic/Search/true/Re_New_Nomic#Post947849

All things Rainier...

More information about the climbing routes and access to them is starting to pour in from our vast network of contributors (you could be one too)... And from the latest reports, getting up and down the Glacier Basin trail won't be so easy this year. Today, the NPS trail-crew leader said, "My initial impressions, given the several feet of snow, is that the route will be impassable to most people and will likely require the full replacement of about one mile of trail." There's more on the Glacier Basin trail in the Updated Route Conditions.

The Seattle PI (in the Getaway Section) did a nice feature on spring access to Mt Rainier. The story covers what's happening, safety, and what visitors may expect once the park reopens. But the best part of the story is that they managed to tag this blog as "all things Rainier." Nice!

Last week, I revisited Camp Muir for the first time in three months. Things there seemed as normal as ever when it comes to spring access... However, things will be different this summer with the new guide services on the mountain. The most notable change will be that the NPS ranger station is moving to the Cook Shack (which is much more centrally located in camp). Also worth noting are the changes to what guide service will be operating out of what facility... AND that there will be a few new weatherports at Camp Muir... When the dust settles on the plan, I'll post more information. In the meantime, the reservation office has been quite busy churning out permits. If you've submitted a climbing reservation, there is a good chance that your confirmation is already in the mail. Pictured right is Seattle Times photogragher Erika Shultz, image by Mike Gauthier.

In other mountaineering news, Phil Ershler (longtime guide for International Mountain Guides) and his wife Susan recently released a book about their quest for the seven summits. In 2002, they became the first known couple to complete the circuit. The Seattle PI did a really nice piece about them, and some of the trials and tribulations, that went on behind the scenes.

Parson Jones

Parson Jones, originally uploaded by ParsecTraveller.

Redwoods are tall trees. Really tall trees. Sometimes so incredibly tall that they dwarf anything nearby...including other redwoods.

This tree is named Parson Jones, and is found in Armstrong Redwoods State Park. At 310 feet tall, it's one of the biggest trees in the area...truly an amazing sight!

Walkin' the Land of my Ancestors

With clear skies and 80 degree temps (in October, no less!) I just couldn't stay indoors today. The Crooked Lake Nature Preserve lies mostly in Whitley County on the Noble-Whitley county line about half a mile west of State Road 9.

The southern area, which I explored today, is the Lawrence Bishop Memorial Addition and is located on the south side of Little Crooked Lake, off of County Road 600N. This southern area borders the land where my 3rd great grandparents, Jacob and Malissa (Stem) Wise lived. And where her parents, Conrad and Indiana (Sisley) Stem lived on a neighboring farm.

Below is a portion of the 1889 Plat Map of Thorncreek Township, Whitley County. It shows that M. A. Scott (Malissa Ann, married Jacob Scott in 1876) owned 106 acres of land in Section 3 on the south side of Crooked Lake. This land had been purchased by Jacob Wise in August 1849. To the east of the Scott property was C. Stem, who owned 32.5 acres. Conrad had purchased 152 acres (most of that southeast quarter) in December 1853. Nowadays, the majority of their lands have been subdivided into 2-5 acre lots, several are still available for purchase. Some of the houses being built are ridiculously large, especially in light of the current economic situation.

The map below is from the Indiana DNR (Department of Natural Resources). The outlined area encompasses the Crooked Lake Nature Preserve. As always, click on the images to see a larger version. The dotted line on the right is State Road 9 and the dotted line along the bottom is County Road 600N.

A mowed path meanders along the south and east sides of the meadow. It enters the woods on the north side, weaving in and out several times before emerging into the meadow once again on the west side. This first view is looking to the northeast (from the west side of the trail).