This Summer's Trends

This has been an interesting season so far. The weather has been a challenge, which has made avalanche conditions a challenge, etc...

Well, it finally looks like summer is here and the climbing is in really good shape for this time of year.

This spring was much cooler than normal. That caused the snow to not melt as fast. At the end of February, we were hovering at about 75% of normal snowpack at Paradise. Then the cool weather hit. By 4th of July weekend, we were at 200% of normal snowpack!

Indeed, the glacier monitoring program found almost 1.5 meters more snow at the upper stake locations than normal for this time of year (7.5 meters instead of 6.0).

Everyone can remember the cycles of snow and avalanche conditions we were getting in June! Crazy, but not entirely unprecedented.

Summer has arrived. Temperatures are up. The snow is consolidating. The climbing has been great.

But wait, there's more!

There's still a lot more snow than normal for this time of year on the upper mountain. Typically, each route "peaks" in its usage at a particular time. The non-standard routes like Liberty Ridge peak mid-June, while the DC and Emmons peak later in July and even early August.

The added snow and cooler conditions this spring and early summer has allowed snow to linger on the non-standard routes longer than normal. This has pushed thegood snow/ice conditions we need to climb these routes into a time of year when there's better weather.
Take a look at this graph of this year's Lib Ridge usage:



The one consistent report from last week was that although there has been plenty of snow on the upper mountain, it has been loose and unconsolidated. This is often the case early season during high freezing levels / temperatures. Always evaluate your own avalanche conditions. Many a party has been hit by early summer, loose-snow,sun/heat affectedavalanches in Fuhrer Finger, the Turtle, Disappointment Cleaver, etc..
Also, just a few interesting trends. Here's a graph of the last 3 seasons of climbing use up to mid-July. You can see that during the snow/avalanche cycle in June that usage this year wavered in mid-June. However, climbing is strong and we are on track to have one of the biggest years ever.

One other point to remember is that even though it may be cloudy down in the Puget Sound, it often may be clear up at high camp with beautiful climbing conditions. Look at the NWSforecast discussions for Paradise (http://www.weather.gov/and type in Paradise, WA). At the bottom, you'll find the link to the forecast discussions. If they are mentioning things like on-shore flow and marine layer / push, then it is likely that the cloud tops are 7-10 thousand feet. These are usually stable conditions that indicate great climbing.
Don't let those clouds keep you from climbing!

On Notching, or the Joys of the Hole Saw

This might surprise some of you, and it was certainly a surprise to me, but my favourite thing about the framebuilding experience so far has been learning about all the machines in Mike Flanigan's shop. I have never been into this sort of thing before, preferring to use the simplest tools possible for DIY stuff. The "shop atmosphere," with its various lathes and saws spinning menacingly, has always confused and intimidated me. I am not sure what changed now. Maybe the part of my brain that's responsible for this kind of stuff is just now maturing, but suddenly I am like a kid in a candy store. The machines are super-useful, physically easy to operate, and are proving to be excellent teaching tools when it comes to mechanical concepts I find difficult to grasp.For example: notching!






Building a bicycle frame is mainly about joining together pieces of tubing, which involves a lot more work than merely brazing or welding the joints. For instance, before the tubes can be joined they need to fit together properly.






Think about it: When we get a tube, its edge is cut straight across. But if we want that edge to join the rounded surface of another tube, weneed to sort of scoop out the center of that opening, to scallop it. This is what's called notching - also known as mitering or coping.






And because the tubes join at an angle that is almost never 90°, the notch must be done asymmetrically, to fit the precise angle. In theory, I understood the concept, but in practice I had a hard time imagining concretely how this was to be done. How were builders able to determine the shape of the scalloped edge with such precision and draw it on the edge of the tube? Too embarrassed to ask this question, I tried to read up on it. Unfortunately, the more I read, the more confused I got.






But the mystery was cleared up in a matter of seconds once it was time to notch my own tubes. Mike has what's called a horizontal milling machine, which can be fitted with all sorts of tooling - including hole saws of various diameters.






A hole saw is literally a round saw that makes holes in things. They are available in a variety of diameters. You choose the saw that matches the diameter of the dominant tube - the one to which you will be joining the tube you want notched.






After attaching the correct saw and installing the to-be-notched tube in the clamp, you then set the angle of the joint, according to your bicycle frame's geometry.






And that's it. As you turn the crank, the hole saw makes its way through the edge of the tube and notches it. Basically the saw forces the shape of the dominant tube through at the correct angle. Watching this happening I experienced a sudden flash of understanding and it was immensely satisfying.




Of course, by far not everyone who builds bicycle frames has this type of machine handy, and the low-tech notching method involves using lugs to make guide marks, then a hacksaw to make the cut.But even if I never have access to such machines again, operating them has done me more good than I can express.






I love the clean look of a notched frame; the way everything fits together perfectly and makes total visual sense before you get it all filthy with flux and leaky brazing marks. But also, watching the tubes fit and actually getting how and why they fit is wonderful.My head is bursting with the sudden understanding of concepts I've previously struggled with, and that is an exciting feeling to have. Whether it's framebuilding or any other subject-matter, it is never too late to learn new things.

Lake Superior Ice - Last Call

Above: "Winter sunset on Pancake Bay"

As much as I hate to admit it, the ice season on Lake Superior is already over. These were the last ice images I was able to capture along the Lake Superior shoreline this year. Only a few days after these images were made, virtually all of the ice along Lake Superior's Minnesota north shore was gone. It just got too warm too early for the ice to hang around. March is usually the best month for ice on Lake Superior, but this year that just isn't going to be the case. At any rate, this weekend was a great weekend for photographing ice. My friend Roger and I had great fun photographing the ice over the weekend. And, thanks to the above average temperatures, we were actually quite comfortable (re: NOT freezing!) when we were shooting this weekend.



Above: "Crystal Blue", arguably my favorite ice image of this past winter. The center column on my Gitzo tripod actually came in quite handy for creating this image, since I had to get the camera very low to the ground to get the perspective I wanted for the shot. It was also quite tricky to set up, as I was on the slope of a rock that was covered in ice! Below: My tripod setup for capturing the "Crystal Blue" image. (Tripod image captured using my Canon G11 camera).



The above images were made at sunset, the two images below were made at sunrise the same day. We were exploring Red Rock Beach looking for some cool ice formations to photograph at sunrise and were about to give up when I found this small hole in the ice along the shoreline. This little "ice window" was only about a foot to a foot and a half tall, and I spotted it with just enough time to scramble down to it and get a shot of the sun just as it was beginning to poke up over the horizon.



Above Left: Icy Dawn

After the best of the morning light was gone, we walked out to the end of Red Rock Point and just did some exploring. Almost all of the ice was gone from the point; only a few small patches remained. At one point while walking around on the point I looked up and saw Roger sitting on the rocks, enjoying the view of the lake. I couldn't resist making this image of him enjoying the view.

Below: "A Superior View"

Tombstone Tuesday :: Malcomson Family

The topic for the premier edition of the Graveyard Rabbits Carnival is "exceptional finds - share with us those rare and unique cemeteries, gravestones, monuments, memorials, inscriptions, etc."

This post is going to do "double duty" by being my "Tombstone Tuesday" post this week as well as my contribution to the Graveyard Rabbits Carnival.

McKay Cemetery in Craig Township, Switzerland County, Indiana is located on Patton Hollow Road approximately one mile North of State Road 56. It is the resting ground for several of my Wiseman and Bray ancestors. While taking pictures there last November, I also took some pictures of some of the more "interesting" stones. As far as I know, the Malcomson family is no relation to me. The monument stands about six feet high and I think it is made of poured concrete. As always, click on the images for a larger version.

Engraving on the South side of the monument:
JOHN S. / DEC. 29, 1842-APR. 24, 1914
EMILY J. HIS WIFE / MAY 10, 1842-JUNE 11, 1919

Engraving on the North side of monument:
(across the top of the scroll) MARY E.
DAUGHTER OF / J.S. & E.J. MALCOMSON /MAR. 28, 1878-SEPT. 3, 1897
DELLA B. SMITH / JAN. 3, 1868-JULY 9, 1902

Seven year old John Malcomson was found in the 1850 census in the household of William and Jennet Malcomson in Craig Township, Switzerland County, Indiana. In 1860 he was 17 years old and listed in the household of Jennet Malcomson. John was 28 years old in 1870 , the head of his household, with real estate valued at $2400 and a personal estate of $2600. Also listed with him in Craig Township was 28 year old Emily, 4 year old Pearly and 2 year old Della.

John and Emily Malcomson were also living in Craig Township in 1880, 1900, and 1910. John's occupation was listed as farmer, and, their children, according to these census records, were Pearlie, Della, William J., Justi T., Mary, Frank B., and Edna G.

Two Bridges

It is exciting to see new things happening in an old city, especially when these developments change the dynamic of the landscape completely. The Peace BridgeinDerry/Londonderryis so named for connecting different parts of the city that have historically been divided due to the religious and political conflicts that have plagued Northern Ireland in years past. And the fact that it is a car-free bridge for walking and cycling adds an additional layer of symbolism: Unlike motorists, the pedestrians and cyclists crossing are unshielded by anonymity. It is the ultimate gesture of mutual trust and connectedness.Along the river bank, a new bicycle path is being built that will link this bridge to another further down the river for an even greater sense of unity.






I have never been to Derry prior to the construction of the new bridge. But as a first time visitor I cannot imagine it not being there.Not only do the modern shapes of the contemporary structure harmonise with the historical buildings in the background (from some vantage points, the bridge even appears to "hug" the old city center), but its usefulness and influence on local culture were apparent.






People walking and riding their bikes, some in a hurry and others strolling with newspaper in hand while enjoying the view - the city feels alive and my impression is that this liveliness is recent.Walking through the city center early on a Sunday morning, my impression was that the city was waking up in more ways than one.




Being in Derry, I truly felt it as a living organism in the process of transition. The city wants to be vibrant, it is on the verge of it. The air is electric with change and potential. It is an exciting place to be while this development is happening.





As a funny contrast to the Peace Bridge in Derry, I had earlier visited theCarrick-a-Rede Rope Bridge on the Antrim coast. In decades past a precarious bridge built forfor local fishermen to crossfrom a tiny rocky island to the mainland, it is now a tourist attraction.For a fee of£5.60 you can cross the bridge, circle the island and come back.






The tug of war between this being a tourist attraction for which an admission fee is charged, while still being part of nature and therefore inherently dangerous, is interesting to observe.






Not all who attempt to cross the bridge are able to, as it sways and feels rather unstable. And so in a sense it is also a test of courage - accentuating differences between those who attempt to cross it. Some grasp the rails in a panic, others dance across mockingly. I am told that once the coast guard had to be called because a tourist had a panic attack on the other side of the bridge and could not cross back.









Most visitors get to the Carrick-a-Rede Rope Bridge in a car. There is a huge car park by the road, next to it a tea house. From there a scenic path leads down to the bridge itself. The path is maybe a 15-20 minute walk, downhill, with beautiful views throughout. I had gone there in late afternoon and the last group of tourists was still about. Walking down the path, one woman said to her husband "My God, why couldn't they make this thing closer to the parking lot? This is ridiculous!"




That is my story of the two bridges.

Jonas Joslin Sr. :: 1822 Land Sale to James and Jonas Jr.

On January 10, 1822 Jonas Joslin Sr. and his wife Ruth sold 100 acres of land for $800.50 to James Joslin and Jonas Joslin Jr. with an important clause that gave them (Jonas Sr. and Ruth) use of the land during their lives. This would seem to indicate some degree of relationship between Jonas Sr. and Ruth with James and Jonas Jr. This was the same land that Jonas and Ruth had purchased for $1,050 on October 20, 1818. The record can be found in Delaware County, Ohio Deed Book 5, pages 526-528.



[page 526]
Jonas Joslin
To } Deed
James Joslin & Jonas Joslin Jr

This Indenture made and concluded this 10th day of January in the year of our Lord one thousand eight hundred and twenty two by and between Jonas Joslin & Ruth his wife of Delaware County in the State of Ohio of the first part and James Joslin & Jonas Joslin Junior Witnesseth that the said Jonas Joslin & Ruth his wife for and in consideration of eight hundred Dollars fifty cents to them in had paid or secured to be paid the receipt whereof is hereby acknowledged

[top half of page 527]
527 } given granted bargained sold released conveyed confirmed and by these presents give grant bargain sell release convey and confirm unto the said James and Jons Joslin Junior and unto their heirs and assigns forever a lot of land viz; lot number sixteen in the west tier of lots in the fourth section of the third township in the nineteenth range of the United States Military lands and within the said county of Delaware and supposed to contain one hundred acres more or less To have and to hold the above described premises with all the privileges and appurtenances thereunto belonging or in any wise appertaining unto him the said Jonas Joslin Jr and James Joslin and unto their heirs and assigns forever and the said Jonas Joslin & Ruth his wife for their heirs executors and administrators covenant and promise to and with the said James and Jonas Joslin Jr their heirs and assigns that they are lawfully seized of the Premises aforesaid that they have good right and full authority to sell and convey the same in manner aforesaid and that the said Premises are free and clear from

[bottom half of page 527]
all encumbrances. And Further that they the said Jonas Joslin and Ruth his wife their heirs executors and administrators will well warrant and truly defend the premises aforesaid unto the said James and Jonas Joslin Jr. and unto their heirs and assigns forever against the lawful claims of any persons or person whomsoever except a reservation of the use of the above described premises during our lives. In testimony whereof the part - to the first part here hereunto set our hands and seals the day and year above written.
Jonas Joslin {Seal}
Ruth Joslin {Seal}
Signed Sealed and Delivered in presence of}
Nathan Carpenter}
Sophia Weaver}

The State of Ohio Delaware County}
Personally appeared before me Nathan Carpenter one of the Justices of the Peace in and for said County the within names Jonas Joslin and Ruth his wife Who she being first examined separate and apart from her husband both acknowledged

[page 528]
the foregoing instrument to be their free act and deed for purposes therein mentioned Given under my hand and seal this
Nathan Carpenter JP {seal}
Reced & recorded this deed Feby 14th 1822
J A Hughs Recorder Del Cty

Refurbishing Vintage Bicycles: Different Perspectives

[Manfred Dittler collection, image via waffenrad.at]

It has been so nice to see more and more people revamping vintage bicycles over the past several years, riding them, and sharing pictures with others. Seeing vintage bikes actively ridden and lovingly cared for feels as if history is "interacting" with our contemporary lives - reestablishing a sense of continuity that has been ruptured in many ways over the past several decades. But as the use of vintage bicycles grows more popular, it is worth noting that not everybody holds the same views on refurbishing them. For me, discovering these differences has been educational, and I will try to describe some of the approaches I have come across:



[Panther Damenrad, image via waffenrad.at]

The Full Restoration Approach

To "restore" a bicycle typically implies bringing it back to its former glory inasmuch as possible. If the bicycle is not in great cosmetic shape, then this may include re-painting the frame in a colour painstakingly matched to the original, finding new-old-stock original decals or replicas, and taking the trouble to locate well-preserved versions of the components and accessories, if the original ones cannot be cleaned up sufficiently well. The end goal is for the bicycle to resemble as closely as possible what it looked like when it was sold as new - be it the 1970s or the 1910s.



[Manufrance Hirondelle, image via collectvelo]

The All-Original Approach

In direct opposition to those who restore bicycles, are those who prefer to keep them all-original - meaning in whatever condition the bicycle was found. The reasoning behind this approach, is that a vintage bicycle is a piece of history and should be preserved in its found state. Some who adhere to this method will clean up the components and frame as much as possible - as long as it does not involve repainting or replacing anything on the bike. Others will take things to the extreme and literally leave the bicycle as is - including any dirt or rust that has accumulated on it. Somewill perform repairs, as long as the components remain original; while others believe that if the bicycle is not ridable without repairs, then that is how it should stay.



[somervillain's Shogun touring bike, image via lovely bicycle]

The Period-Appropriate Approach

This approach is somewhat similar to restoration, but is considerably more relaxed and is done with the intent for the bicycle to be ridden, not collected or exhibited. Those who prefer this method, typically clean up and refurbish the bicycle in a way that keeps its appearance period-appropriate without going so far as to replicate the original components, accessories and colour scheme. For example, the bicycle above has been repainted a soft blue - a traditional colour choice for vintage touring bikes, but not the original frame colour. The components selected are also traditional for the time period the owner wanted to evoke, but they are not the components that originally came with this bike. The period-appropriate approach is popular among those who want the bicycle to suit their tastes and riding style, while still paying homage to the era from which it came.



[Motobecane Super Mirage, imagevialovely bicycle]

The Updated Remix Approach

Some cyclists prefer to fit vintage frames with modern components - either in part or entirely. The reasoning behind this, is that while they may prefer the looks, ride quality, craftsmanship and other aspects of the older frames, newer components tend to be more comfortable and more convenient. This can include anything from using a modern style of handlebars, brake levers and cranks, to fitting the bicycle with clipless pedals and new high-tech lights. While the newer components are not even remotely original or period-correct, some owners will attempt to make the overall look of the bicycle harmonious. To others this does not matter so much, and they regard the vintage and modern mix as purely utilitarian. If I had to classify the current fixed gear modification trend (whereby parts of the frame are filed off and the bike is fitted with super-modern wheels and colourful components), it would go in this category as well. The degree of consideration that is given to the original frame is up to the owner.



[Jeunet porteur, image viasomervillain]

Over the past two years, I have spoken with vintage bicycle owners whose approaches run the full spectrum of these categories, and have at times been amazed by how strong views on this topic can be. Restorers are criticised for recklessly altering pieces of history. Those who keep vintage bikes original are criticised for not giving the bicycle a chance to "live again". Those who take the trouble to set up their bicycle in a period-appropriate manner are perceived as obsessive "retrogrouches." And those who put modern components on vintage frames are accused of butchering or "not caring enough" about vintage bikes. Personally, I can see the benefit in all methods, and I think that quite a lot depends on the bicycle itself - how rare and historically significant it is.The Co-Habitant and I have used the "updated remix" approach at least to some extent on most of our vintage bikes - but none so far have been historically valuable. What is your take on this, and what approaches have you used on your own bikes?

Everyone Wants Stability

In discussions of a bicycle's ride quality, one thing that always comes up is stability. We want a bike that is stable and we complain when it is not.Of course the problem with "stability" is that the concept is largely dependent on our skill level and cycling background. Those who are unaccustomed to riding roadbikes will often find them unstable at first, while those who ride roadbikes exclusively will often find upright bikes unstable. This does not mean that either is actually unstable, but rather that the two cyclists are used to radically different means of weight distribution. Similarly, what's "unstable" to one cyclist can be "responsive" to another. It seems that perception of stability has at least as much to do with the person riding the bicycle as it does with the bicycle itself. How useful is it, then, to tell a salesperson or a framebuilder that we want a bicycle that is stable? And how useful is that term in reviews? Clearly we need further qualification.

When I talk to new cyclists who are uncomfortable operating their bikes, instability is often cited as the problem: It can make a bicycle difficult or scary to ride, making the cyclist feel not entirely in control. In the process of teasing out what exactly is meant by this elusive concept, I've identified a number of distinct points that I would like to share, and see what others think:

Starting from a stop

Some bicycles are described as shaky when starting from a stop, as if the front wheel is wobbly and wants to turn just as the cyclist is trying to get the bike rolling forward. This is a complaint I hear a lot from women about vintage mixtes that came with dropbars, but have been converted to upright bikes and also, interestingly, about classic Dutch bikes. The feeling is sometimes referred to as "light steering" or a "light front end," and has to do with a complicated combination of the bicycle's geometry and the height of the handlebars. With some bikes, I have found that lowering the handlebars helps - in particular when it comes to the mixte conversions - but ultimately it is a matter of getting used to it. Some cyclists do get used to it, but others can't and feel inherently uncomfortable with the bike.

Cycling at slow speedsSimilar to the above, only extended to cycling at slow speeds: The bike wants to weave (i.e. feels "squirrely" or "twitchy") when the cyclist attempts to ride slowly, making it difficult to control. Aggressive roadbikes are known for this quality, but cyclists report the feeling about some upright bikes as well (albeit often they are upright bikes that are roadbike conversions). One thing I have found useful when riding bicycles like this at slow speeds, is to pedal in slow motion while feathering the brake, instead of coasting. I would be interested to know whether this works for others.

Cycling at fast speeds, downhill

When riding at fast speeds, and particularly downhill, some cyclists are alarmed to notice that the font end of their bicycle will begin to vibrate in the region of the stem and handlebars. Assuming that nothing is loose on the bike or mechanically wrong with it, this is known as "shimmy" and there are ongoing debates regarding what causes it, whether it's a problem, and whether it is even a real phenomenon. This is something that a cyclist either gets used to, learns to avoid by abstaining from high speeds on that particular bike, or deals with by getting a different bike.

TurningWhen cyclists describe a bicycle as unstable on turns, they can mean a number of things by this. One type of complaint is that the bike turns too aggressively or, "too much," overreacting to the turn. Another type of complaint is the opposite: that the bike keeps trying to straighten itself while the cyclist is still continuing the turn. Either of these qualities can make turning stressful, with the cyclist struggling to make the bicycle follow the course they would like it to follow. How to deal with this, other than developing handling skills in line with the bicycle's tendencies (or getting a different bike) I cannot say.

Rough surfaces

To some cyclists it is important how stable a bicycle feels when going over rough or uneven surfaces. While wide tires play a role, at least to some extent this seems to be also about the bicycle itself - with some bikes seemingly "unfellable" off road or over potholes, while others relatively easy to wipe out on, especially for novices. In the realm of upright city bikes, there is an increasing number of manufacturers (Pilen, Retrovelo, Urbana) infusing classic transportation bicycles with mountain bike characteristics in a way that works well in this context. Converting an old hardtail mountain bike to an upright bike can work as well. Upright roadbike conversions on the other hand, tend to be problematic in this respect - particularly for beginners.

Tire widthWhether on smooth or rough surfaces, I have noticed that tire width can have a lot to do with a novice cyclist's perception of a bicycle's stability: Narrow tires are simply more difficult to balance on across a wide range of circumstances. If the bicycle's clearances allow for wider tires, this is an easy way to improve the feeling of a bicycle's stability.

Cycling with a loadFinally, whereas a bicycle might feel perfectly stable unloaded, some notice that introducing weight in the front basket or on the rear rack can disrupt that stability. Most of the time, this happens with a front rather than rear load: the bicycle begins to weave or wobble if the front is overloaded. There can be a myriad of causes for this, and subsequently a myriad of ways to deal with them. Generally speaking, carrying weight lower on the bike (i.e. not mounting a basket on the handlebars) is said to improve stability. But some bicycles are just not intended for a front load no matter what.

While it might be difficult to express what we mean by stability, breaking it down into specifics can be helpful - both in communicating with others and in gaining more insight into our own preferences. In attempting to understand the nuances of ride quality, it continues to amaze me how the same idea can be echoed by so many people, yet mean something slightly (or even not so slightly) different to each. Does a novice who finds their bicycle unstable need a different bike, or merely wider tires? Could be either.

Wild Woody Fun

Earlier today, Daryl and his crew, or as my MIL says "Daryl's" and Austin went to visit the Cherokee Nation. I'm hoping Austin will blog about it since I wasn't there so I can't. When they returned back to our campground, they invited us to do some Go Kart racing.



Nathan was hesitant, and I suspect that is because I have won every race we've had in Go Karts since we got married. He says it is because I am lighter. I had no idea that being lighter makes you a better driver, but he is the engineer so there ya go! Daryl and Diana are hard to turn down though. And they know just what to say/do to make it work. So off we go! (thank guys!)



On the way into the racetrack, the crew stops for a moment of silence. Or awe. Or wonder. Or something.

Because there is some crazy person detecting device here. Nathan always says you can't fight with crazy, because crazy always wins. I see now why. I mean who could beat someone who is willing to do this. Willing and actually PAY to do it. I forfeit right now. You win!

Now we're off to the track. Let's get ready to rumble!

We do the first race. I ride with Josh to help offset that lightness factor that Nathan worries about. That and Josh asked me to ride with him, and I can't tell Josh no. Daryl and Lauren ride together. Everyone else rides alone. I don't know much about the singles, because they left way before us so it was just us doubles fighting for the lead. We won't discuss this race. Let's just say I came in dead last. Hmmm....maybe there is something to that lightness factor. We still had fun.



We take Josh over to the little guys track, so he can drive his own car. He loved how I drove, but he wanted to do his own thing!



Josh was made to race cars. He's a thinker. He's independent. He is a risk taker. And he knows the important rules like let the cute girl pass you because you can lap her later, but never ever let the other boy pass you. If he does, pass him right away.

If the other boy gets upset...well, that's just part of the game.

In this game, you just gotta do your own thing. Josh takes first place. Further supporting Nathan's theory. The other boy cried a bit. Which broke my heart. But not so much that I didn't high five Josh for beating him.



The kids all want to do one more race on the big track. The adults want to take pictures. It's a fair deal. Josh and Aric just do their thing. Austin beats up on girls. Lauren is all by herself. I understand that, because she drives like a mad woman. She tried to make me spin out in the race I drove/lost. Not once. But twice she did this. She's fierce!

At some point Aric tries to lap Austin. Austin doesn't let him. They are content to do this for a few laps. Aric bumping into Austin. Austin letting me know that they've got nothing on him. Then they catch up to Lauren. It's the end of the race. She's in front. She doesn't understand the concept of "they already lapped me a few times". She just knows..she is in front. She won!

My guys are so gracious, they let her believe she won. Now that's real love. Of course, once you are married...it's a whole different tune. You only win if you win. And it's still real love. Just a different kind.



Living the life in Tennessee!