I've been wondering about the upper mountain. It must be snowing up there today, because the temperatures are much cooler here in Longmire. The Camp Muir and Paradise weather stations are both offline... Perhaps they are casualties of the intermittent disruption of power, phone and internet. I do know this: there was 7 inches of snow on the ground at Paradise yesterday, and I can see a snowline at 3,500 feet today.
I am also wondering about all that rain on the glacier. I have a feeling that at some elevations, the rain turned the glacier into hard/bulletproof ice when the temperature dropped. Here is the Nisqually Glacier from the air, taken on Wednesday.
It has been raining steadily today, but the river flow and currents have remained normal. Access to the backcountry and mountain is dependent upon repairing the park's infrastructure. A lot of cranes, dozers, and dump trucks will be needed to re-sculpt the land for roads and sewer systems. Like today, I saw a large crane moving rock in the Nisqually River in order to help protect a historic cabin, road and treatment plant. But it's not everyday you see this sort of thing in a national park.
There was another spate of articles online at MSNBC and in the local papers about the park closure and flood damage. The big pieces were in the News Tribune, Seattle Times and the Yakima Herald. In the meantime, let there be colder temps and stable weather.
Absence to love is what wind is to fire. It extinguishes the small; it inflames the great. ------ Roger de Bussy-Rabutin
Friday, January 28, 2011
Thursday, January 27, 2011
Fall Turns
There's been some great skiing on the Muir Snowfield this fall so far. Between storms, and those 'tweens have been small, there have been some good snow conditions for skiing. I last went up to Camp Muir on Friday November 2nd. All those gargantuan suncups have been filled in. Ski penetration has been pretty nice at less than 5 cm in most places so skinning up was fast.
I've taken the webcam down for the season. Although we did get it working again, it's just too much to maintain in the winter, so we'll save it for next season.
Public shelter is open, but it may be snowed in when you get there. Expect to shovel out the entrance. Could take a long time and you may be exposed to the wind while you're digging (and tired and cold)...
A toilet is open near the public shellter, which may need to be dug out, too.
Remember a few things this winter:
-Get a forcast from the NWAC before you go.
-If overnighting, remember a permit, a pass and to park in the overnight area at Paradise.
-Pack for contingencies, such as getting stuck out for an unplanned overnight.
I've taken the webcam down for the season. Although we did get it working again, it's just too much to maintain in the winter, so we'll save it for next season.
Public shelter is open, but it may be snowed in when you get there. Expect to shovel out the entrance. Could take a long time and you may be exposed to the wind while you're digging (and tired and cold)...
A toilet is open near the public shellter, which may need to be dug out, too.
Remember a few things this winter:
-Get a forcast from the NWAC before you go.
-If overnighting, remember a permit, a pass and to park in the overnight area at Paradise.
-Pack for contingencies, such as getting stuck out for an unplanned overnight.
Wednesday, January 26, 2011
Sharing Space with Pedestrians
As cyclists, when we are not sharing the roads with cars we often share space with pedestrians: mixed use paths (MUPs), off road trails, certain types of crossings, even the road itself in areas with no sidewalks. To new cyclists this usually seems like a safer option to riding in traffic, but they soon learn that mixing with pedestrians presents its own challenges. People on foot move differently than those on a bike and their behaviour can be difficult to predict. Compared to cyclists, pedestrians are less likely to keep a consistent line of travel and more likely to make unexpected stops, which makes passing them tricky. Children make sudden u-turns. Dog walkers let their canines loose. Couples shove each other playfully across the path. Joggers zig-zag obliviously with their headphones on. Even seemingly predictable walkers moving at a steady pace can stop without warning if they get a phone call or notice something interesting.These things happen.
A local woman new to bicycling once told me she was hurt and baffled to discover how much pedestrians, whom she had considered allies, dislike cyclists - not only failing to apologise, but inevitably blaming her for the near-collisions they cause. (I can certainly relate: Just earlier this week a man whose undisciplined dog lunged at my wheel as I passed them cursed at me for not being "more careful.") I think the reason for this is simply that we, as cyclists, are perceived as more aggressive because we are operating machines and moving faster than walking speed. Despite whose fault an incident is, we are seen as the dangerous ones.
It doesn't help matters that pedestrians might not hear a cyclist's approach, or might not know how to react even when they do. In my 4th year of riding in Boston now, I have still not found an ideal way to gently warn those on foot of my presence. If I ring my bell, they might freeze or panic. If I say "on your left" they might instinctively jumpto the left. If I say "excuse me" they might misinterpret this to mean "get out of my way" and get offended. And if I say nothing at all and don't ring a bell, they might move into my line of travel at the exact moment I try to pass them. No solution is guaranteed to work.
When sharing space with pedestrians, I have now simply learned to accept the inherent unpredictability of it; the need for vigilance and reduced speed. Iexpect inconsistency, especially when children are involved. Ipass carefully and never assume my approach is heard or understood. I am mindful of dogs even if they appear to be on a short leash (those things are sometimes expandable). When in doubt, I slow to a crawl or stop altogether. And I do not enter into altercations: If a pedestrian at fault fails to apologise or even shouts at me, I just let it go.While these incidents can be frustrating, I try to keep in mind that as a cyclist I am the fast and scary one; I am the one who is operating a machine.
When I voiced this philosophy to the woman who'd complained of being disliked by pedestrians, she pointed out that cyclists are no less vulnerable in a collision and therefore such a distinction is unfair. Maybe so, but I don't think it's a matter of fairness. I suspect that pedestrians' response to cyclists as "fast machines, therefore dangerous" is a visceral one. Should parents be taken to task for not supervising their children and allowing them to run across the path? Should dog walkers be reported for not obeying the leashing laws? Maybe, but on some level that seems petty to me and I just don't see it making a real difference. The only reasonable solution, in my view, is to separate the infrastructure and not group pedestrians and cyclists together. Until then, we must make do with what is available, cycling responsibly and cautiously in the shared space.
Bike Fit, How Does It Work?
Preparing my roadbike for the first skinny tire ride of Spring, I realised it's now been over a year since I've had it. And, looking at the somewhat unsightly spacer poking out above the stem I realised something else: My road position hasn't changed over that time. That bit of steerer was left uncut in case the handlebars turned out to be too low for comfort, which did not happen. The spacer below the stem has remained in place as well. Considering that prior to a year ago my position was in constant flux, it's nice to finally feel settled in.
Alas, this has not given me any great insights into the topic of bike fit.I have seen huge variations in the positions of people I ride with, each of them apparently suiting the rider just fine.I have also been exposed to a number of fit philosophies - each yielding a different conclusion about the size and setup of the bike I ought to be riding.Seasoned cyclists often advise new riders to "have an expert fitting." But depending on which philosophy the fitter subscribes to, results will vary.
Since my bike is a Seven and Seven Cycles are known for their fit methodology, I am occasionally asked to describe the fit process I went through. While I don't think my experience was typical, this seems like a good occasion to share it, so here goes:
When I first tried a Seven demo bike two summers ago, they set it up to match the position of my own bicycle. At the time, I was riding a bike with a long top tube, short stem, handlebars slightly above saddle height, and saddle pushed back to slacken an already relaxed seat tube even further. Setting up the demo bike to match mine was contrary to what I had expected going into the test ride. But Seven's Rob Vandermark suggested I start from a point of familiarity. Set up in this manner, the Seven felt good, and with the fit already familiar I could focus on its ride quality and speed. But this was a long term demo, and when I began taking part in fast group rides that summer I found myself squirming around: bending my elbows dramatically and scooting forward in the saddle. When I communicated this to Rob, he suggested some small changes, including moving the saddle forward and lowering the bars. When this adjustment was made, it felt like a step in the right direction. Eventually I was riding the bike with a straight seatpost and the handlebars placed as low as the frame would allow. It still wasn't quite right, as the frame was simply too large. But it felt better than my previous position.
Later that Fall, I built up a small vintage racing frame with modern components, based on the ideas of fit I picked up from the summer's experience. This bike had a short top tube and long stem, and handlebars just below saddle height. Though I sensedit could still use some tweaking, overallI wasnowvery pleased with my position. When I decided to buy a Seven for the coming spring, I came in with this bike and was measured again, as well as observed and asked questions while I rode on a trainer. The kind of things that were examined and discussed were: my cadence, where I keep my hands on the bars, how much time I spend out of the saddle, my back and shoulder position, the position of my feet on the pedals,and lots of other little things that I no doubt missed. Moreover, this was also the time I became involved with the Ride Studio Cafe cycling club (a Seven Cycles dealer) - taking part in their group rides and loitering in the shop. So my formal fit experience was no doubt supplemented by their getting to know me and my riding style.There is talk of a famous 50 page questionnaire that Seven customers fill out, but I have never seen such a document; I assume it was filled out on my behalf during and after the fitting session. I did sign off on a build form in the end, and hoped for the best.
When I got the new bike, it fit differently than anything I had ridden previously, but I was left with no doubt it was the "right" fit for me. There was a sense of everything falling into place. My hands knew where the hoods were and plopped right down; my legs felt integrated with the cranks and pedals. I didn't question any aspect of the positioning. Any other roadbike I've ridden since, I try to adjust to the same specs. Depending on a bike's size and geometry, it doesn't always work - but the closer I can get it, the better it feels to ride.
And by better, I don't mean abstract notions of "position X will make me faster/ more comfortable than position Y." Neither do I have a template in mind of what constitutes proper road fit or of what looks correct. Rather, I mean physically better - proven through personal experience to feel both more comfortable, more efficient and less fatiguing. I notice, for instance, that contrary to one popular narrative, my back hurtslesswith the handlebars set a bit lower. And contrary to another, my legs feel better with the saddle at a steeper, rather than a slacker angle over the bottom bracket. I don't presume that the same holds true for every rider and for every style of riding, but I can't ignore evidence of what works for me.No doubt in the future, my position on the bike will continue to evolve. At what point and in which direction I don't know yet. But for now it might be safe to cut down the extra bit of steerer - affectionately referred to as the "sternum puncher" by some of my riding friends.
Funny thing: I know about half a dozen female roadcyclists who are almost identical to me in size and who all do similar types of riding. When we try each other's bikes, hilarity ensues: The fit is all wrong. Yet we each find our own positions comfortable. And all of us have had expert fittings.
As these things go, I sometimes get bike fit advice from strangers when I am out and about. It is split pretty much evenly between (a)"Your setup is way too aggressive," (b)"Your setup is not aggressive enough," and (c)"That bike is set up just right!" I have a feeling that no matter what my bike looked like, this distribution would remain about the same.
Saturday, January 22, 2011
Wordless Wednesday :: The Georgia Guidestones
The Georgia Guidestones in Elbert County, Georgia March 14, ..
Copyright © .. by Rebeckah R. Wiseman
Copyright © .. by Rebeckah R. Wiseman
Mesa Verde :: Spruce Tree House
The third cliff dwelling that I visited while at Mesa Verde was Spruce Tree House, which does not require a ticket as it is a self-guided tour. Rangers are on-site at all times to answer questions and keep and eye on visitors.
It is the third largest of the cliff dwellings and contains about 130 rooms and 8 kivas (kee-vahs) built into a natural alcove 216 feet wide at its greatest width and 89 feet at its greatest depth. It is thought to have been home for about 60 to 80 people.
The black areas on the underside of the rock were caused by smoke from the fires they used to cook with and keep warm.
It is the third largest of the cliff dwellings and contains about 130 rooms and 8 kivas (kee-vahs) built into a natural alcove 216 feet wide at its greatest width and 89 feet at its greatest depth. It is thought to have been home for about 60 to 80 people.
The black areas on the underside of the rock were caused by smoke from the fires they used to cook with and keep warm.
A Day in the Picos de Europa: Espolon del Agero ("Agero Spur"), 6a (5.10a)
(Photo: Mount Agero, seen here in the afternoon after the morning fog cleared away.)
It has been several years since I've used a guide for clmbing.
My experiences with guides have always been very professional, educational and satisfying. But these experiences were all in the United States. And the guides spoke the same language I did.
Last week in Spain, in the Picos de Europa, I didn't know whether I could expect the same sort of experience.
I had never planned on climbing there. The Picos were not a part of my climbing dreams. Until recently I'd never heard of these mountains. They are largely unknown to American climbers.
Oddly enough, my wife Robin made it happen. She'd planned a family vacation in Northwest Spain for the whole family: the two of us plus the kids. I was passively, notionally involved but really I left the details to her. She picked the locations in Galicia where we'd spend the first week of our trip. As she looked into Asturias and learned about the Picos de Europa, she knew we'd love the place and decided we should spend several days in the region. She wanted us to go hiking in the area as a foursome, which we did. (It is a hiker's paradise.) But she also planned things so I could take one day apart from the family and go rock climbing on my own. I don't know many non-climbing spouses who would do something like that. That's just the kind of generous person she is!
In the months leading up to the trip, I looked into finding a climbing partner in the Picos. There weren't many resources (in English) for finding a climbing partner. I did some web searches but did not stumble on any guide services with English-language web sites. I posted queries on both rockclimbing.com and mountainproject forums but got no responses, either about potential partners or a guide.
Eventually I decided I would just find a way to hire someone. This would be simpler-- I wouldn't have to bring much, just my harness, shoes and helmet. It was unlikely I'd find a partner for just the one day any other way. I asked my old partner Greg about the guides I knew he'd used when he was in Chamonix. He put me in touch with a reputable guide, an American that he'd used over in Europe. Greg's guide wasn't planning on being anywhere near the Picos in August but he put me in touch with Kjeld Andreasen, who co-founded a service called ATG out there that offers guiding not just for climbing, but also caving, rafting, mountain biking, and other adventure sports.
Kjeld immediately contacted me by email and when I told him I was looking for long mountain trad routes in the 5.9 to 5.10 range he said, in perfect English, that he knew exactly what I was looking for and that I would love the Picos.
As the appointed day approached my biggest worry was the weather. We'd had a mix of rainy and sunny days in Galicia and temperatures that were a little cool for August. On the day before my planned climbing day, we'd arrived at our hotel in Arenas de Cabrales to find overcast skies and mountains shrouded in a damp fog. We'd gone ahead and done an afternoon hike with the kids despite the weather, and been immediately amazed at the beauty of these mountains. We were instantly in love with the Picos, even in the fog.
That night I spoke to Kjeld. He had hoped to take me out personally, but he had bad news: he had just broken his ankle in a motorcycle race.
But I was not to worry, he told me. He had set me up with one of ATG's guides, Fernando Zamora. He said Fernando spoke English well, and that they had talked about good routes for me. Fernando knew what I was looking for and had a few options in mind, one of which was easier, and the other more difficult, depending on how “eager” and “enthusiastic” I was. Then Kjeld chuckled. I wasn’t sure what to make of the chuckle.
I told him I was well known for my enthusiasm.
The next day dawned sunny and bright, although with fog still surrounding many peaks. It was much clearer than the day before, giving Robin and me our first real look at the full beauty of the Picos. We drove to the appointed meeting place in Potes and marveled at the giant formations so close to us on either side of the road. The forecast still called for potential rain in the afternoon, but I was hopeful I could get a good day in. (We learned over the course of our stay that the weather forecast is pretty meaningless in the Picos.)
We met up with Fernando at 9 a.m. in a parking lot in the middle of Potes, where we learned his English wasn’t really so hot. But as Robin told him (in her broken Spanish), his English was surely much better than my Spanish! I’m terrible with languages. After a week in Spain I could still barely order coffee or beer.
Fernando told us in a mixture of Spanish and English that he thought we’d have a good day, but that we should do routes not too far up in elevation, because of the potential for bad weather later in the afternoon. It seemed very reasonable to me. He told Robin to expect us back in the lot about 4 p.m., and then we were off.
On the way to the climb, Fernando and I communicated to the extent we could about my climbing history. I realized after a few questions that he was trying to figure out what I was capable of. He asked me how long I’d been climbing (5 years), and if I had any experience with long mountain routes (a little but not much). Eventually, and I don’t know how this happened, he got the idea that I knew what I was doing and that he could take a chance on me. He told me he’d been planning to take me up a very nice, long route that is pretty easy, but that he’d changed his mind and decided to take me up a similarly long route that is even nicer, but also harder. He said it was rated 6a, which I later learned is considered equivalent to the American/YDS grade of 5.10a. At the time, I didn’t know what 6a meant, but I told him I was game to try whatever route he wanted.
We drove about 8 kilometers north out of Potes, to where Route 621 crosses the Deva river and the first sign for the town of Lebena appears. Suddenly Fernando turned to me and said “This car, it is good.”
Before I had time to wonder why he was telling me this, he turned off onto an extremely steep, narrow road that headed upward towards a large mountain (which I later learned is called Agero) sitting directly above Lebena. The pavement soon ended, and the road turned to dirt. It seemed our first thrills were going to come on the drive up. After a week in Spain I’d become accustomed to driving on narrow, curvy roads, but this one was crazy, barely wider than his small pickup, twisting and turning past tiny farms and houses. I couldn’t imagine driving on this road myself, and it’s unlikely I could ever find my way again on it even if I were willing to. Fernando made several sudden turns at various unmarked tiny intersections, going ever upward towards the mountain. Suddenly a gravel parking area, big enough for two cars, appeared. He gingerly found a way to squeeze his truck into the second space.
We had arrived. Fernando told me that by braving this road we’d saved ourselves an hour of hiking.
(Photo: Agero upon our arrival at the base, shrouded in fog.)
He instructed me to put my harness on at the truck. I had brought a small Camelback pack with water and a little food but Fernando told me he preferred it if I left all that behind. He handed me an even smaller water pack (cyclist size) that he wished me to carry.
For his part, he carried a rack of only 6 cams (Camalots .4 through # 2, plus a yellow Alien) and a similar number of quick draws/shoulder-length slings. That’s it. Nothing else. No nuts, nada. A couple locking carabiners. I have long known guides to carry less gear than the rest of us, but still I was surprised at just how little Fernando was bringing.
The mountain was right across the road from the tiny parking area. I thought we had arrived at the base of our climb, and I tried to engage Fernando in a discussion about belay commands. But he told me this wasn’t necessary, since we weren’t using the ropes just yet. Then he started up the rock, and I realized there was a cable attached to the rock heading upwards and to the right. This approach pitch was apparently going to be my first via ferrata. Fernando attached himself to the cable with a sling; I went ahead and used my Metolius PAS, with Fernando’s approval. It was hardly necessary, but there were a few exposed spots. Periodically, as he would throughout the day, he would ask me if I was "good," to make sure I was comfortable with whatever we were doing.
(Photo: Ascending the via ferrata approach pitch.)
After the via ferrata pitch we headed left for another approach pitch, this one probably third class, without any cable or need for one. It follows a faint trail up a dirt path with occasional rocks to the main wall of the formation.
We were already high above the towns in the valley, and finally ready for the first real pitch of climbing, on what I later learned is a classic 9-pitch (if you don’t count the two approach pitches) route called Espolon del Agero ("Agero Spur").
Fernando flaked the ropes (9 mm doubles) and talked to me about belay commands. He didn’t use the terminology I would use, but I understood what he wanted. He told me when he reached the end of the climbing he would say "open the system," and that I should not climb until he said "you go up!" In an effort to help his future business with English speakers, I tried to explain the terms "on belay" and "off belay," but I don’t think much of what I said got through. It didn’t matter. I knew what he meant and the system was the one I was comfortable with.
(Photo: At the crux of pitch one.)
He climbed the first pitch, telling me as he left that it is the hardest one on the route. He didn’t seem concerned with whether I could belay him properly. I soon learned this was because he didn’t really need much of a belay. He placed hardly any gear. In fact he probably soloed at least the first 60 feet, passing what I later found to be the first crux of the pitch without a single piece. Eventually he put in a piece and clipped a fixed piton (this route has lots of old pitons) before telling me he had reached the hardest section. Then he was quickly through it and it was my turn.
(Photo: Climbing pitch one.)
I was nervous. This was my first time climbing on limestone, and I didn’t know how it would feel. I also didn’t know what kind of hard climbing to expect. If we were talking about overhangs or a few thin face moves, I’d be right at home. If, on the other hand, I was going to be expected to climb a jam-crack for 100 feet or do a hard slab-climbing pitch, I could end up humiliated.
I needn’t have worried. The climbing felt very familiar to me.
The rock was featured with cracks, mostly vertical in orientation, but horizontal often enough for my taste. Lots of pockets as well. And the way the rock was formed was very Gunks-like in one respect: incredibly positive edges tended to form along the cracks. A steep face might appear impossible, but then a crack would turn out to provide the most awesome jug, sidepull or undercling. And I loved the texture of the limestone. It was so grippy, I felt I could put my toe on the smallest dimple; even rounded corners could form positive handholds.
I got through a couple 5.8-ish cruxy moments in the first pitch, shaking my head that Fernando had climbed through this same territory without placing any gear. Then I confronted the real crux of the pitch, a steep corner/slot with a finger crack at the back. I stood there, thinking of it as a test. If I could do these moves, Fernando would know I could do the whole climb. If I couldn‘t do them, what would happen? Would he try to pull me through it? Would we bail off the route and do something easier? Either of those possibilities was very unappealing.
The crack gave good finger locks. I placed the fingers of my right hand in one direction, my left in the other. Pulling outward in opposite directions (a move known as a Gaston but which I always think of as "forcing open an elevator"), I committed to moving my feet up, then got a better hold with my left hand. It was still steep, but then the holds improved. The crux moves were strenuous but the sequence was blissfully short. I got through it just fine.
When I arrived at the belay Fernando seemed overjoyed.
“You!” he said. “You are a professional! You are a very good climber!”
I was very happy, too. I had passed the test. I was also impressed at Fernando’s trust in me, a total stranger. He knew this was the type of climb I wanted, but he didn’t know ahead of time if it would work out well, or instead turn into an epic with a whiny, incapable client. He took a chance on me. He could easily have taken me up something easier and I wouldn’t have complained. Instead he gave me precisely what I’d asked for, a long route in the mountains at the upper limit of what I could do.
After this first pitch I relaxed completely. We were going to have a very good day.
(Photo: Fernando atop pitch one, with the fog already clearing.)
The rest of the climb unfolded smoothly.
Pitch two was an easier pitch up unremarkable territory.
Pitch three started out easy, but ended in another steep corner similar in size and difficulty to the one on the first pitch.
(Photo: Fernando shooting a photo of me from the end of the crux corner on pitch three.)
As we got higher, the day got clearer and hotter, and the peak, which was shrouded in fog at the start of our day, emerged into the bright sunshine.
(Photo: Emerging from the steep crux corner on pitch three.)
Despite what Fernando told me about the difficulties of pitch one, I later learned that pitches four and five are generally considered the crux 6a pitches of the route.
(Photo: Heading up the wide stemming section on pitch four.)
Pitch four is short, ascending a technical stem corner using wide-split legs. I thought it was really fun, but I didn’t think it was actually terribly demanding. I hate to be that guy who says "in the Gunks this wouldn’t be considered so hard," but in this one instance I am tempted. And let’s face it, I am that guy. I wanted to bring Fernando to the Trapps and have him climb Ants’ Line (5.9) or maybe Simple Stuff (5.10a, which I’ve never done), and ask him how he thinks they compare.
(Photo: Standing at the belay for pitch four.)
Pitch five was the actual crux for me, and on this particular day it seems it was for Fernando too. He did the early hard bit, ascending an arching crack which provides great hands but no footholds at all. Then he moved to the right onto the steep face and got to what looked like a committing layback move off a side-pull. He started to move up, grimaced and stepped down a couple times. This was the first time I’d seen him hesitate all day.
Then he called down and apologized, saying he was having trouble because he’d broken his hand a couple weeks before.
I quickly decided he couldn’t possibly mean what he’d just said. There was no way he was climbing on a broken hand. Right? (I figured out later that he believes he strained a tendon.)
(Photo: In the steep, exposed face-climbing on pitch five.)
Eventually he did the move and finished the pitch. It was my turn.
The early moves up the arching crack were tense. There really are no footholds at all for this rising traverse, but the texture of the limestone is so good, I felt my feet were stuck to the wall with glue. And Fernando had really done right by me, placing pro at reasonable intervals for my benefit along the traverse, the one place in the route it actually mattered. After this I got to the steep face, which Fernando had described to me as "impresionante." I didn’t know what he meant when he said it but as I made the moves I realized he'd meant "exposed." I was above a drop of several hundred feet.
(Photo: Belaying pitch five. Above me you can see the curving edge that is followed up and right, with smearing feet.)
I didn’t have any trouble with the sidepull Fernando had struggled with, but the holds above weren’t as good as I hoped they’d be. I still needed to move right and up to finish the pitch, and I suddenly felt for the first time all day that I was about to peel off. I was barely hanging on.
But I had to freeze when Fernando said "stop!"
I looked up, startled, to find he was pointing his camera at me. "Facebook!" he said.
Urg, not right now, I thought. I finished the pitch and the hard stuff was over.
(Photo: Belaying pitch six or seven.)
After two more easy pitches, the 5th class climbing was over as far as Fernando was concerned. For two full rope lengths to the top, Fernando instructed me to feed him the rope but told me not to put it through my belay device while he was climbing. He put me on some kind of body belay when I climbed each of these pitches behind him. Although he had climbed them without the benefit of a belay, I thought there were a handful of fifth class moves in these two pitches. Some people might not feel comfortable without a better belay, not to mention an anchor. I don’t know if the AMGA would have approved of Fernando’s approach to these final pitches, but I felt secure enough.
At the top we enjoyed the splendid view on what had turned into a gorgeous, sunny day. Fernando told me we’d finished more quickly than he’d expected by an hour, and he confirmed my suspicion that he’d really rolled the dice on me at the beginning. He said he’d normally never take someone on this route on his first day with that person. I guess something in our conversation had made him understand that I wouldn’t be a disaster for him, and that I’d really enjoy this route. I’m really grateful to both Fernando and Kjeld for giving me such a fine day in the mountains.
(Photos: On top of Agero.)
As I enjoyed the walk-off down the beautiful gully next to Agero I wondered if I’ll ever get back to the Picos. Before we left the area I bought the Adrados guidebook (which is in Spanish), a huge tome which contains select highlights of the region. I purchased it as both a souvenir and a motivator. If I look over it enough maybe I’ll stay motivated and find a way to come back some day.
And by then maybe I’ll learn how to order a beer in Spanish with confidence.
(Photos: Heading down.)
Friday, January 21, 2011
Plant Life at White Sands
I was amazed at the variety of plants and vegetation that survive in the dunes of White Sands National Monument. The dunes are constantly on the move, engulfing everything in their path and then slowly uncovering them again. Certain plants have adapted to the environment and manage to survive a little longer – as the sand covers them they grow taller, but when the dune moves on and leaves them exposed they can no longer support their tall growth and then they crumble and die. These are but a few of the plants I saw...
There was seldom an expanse of the dunes (close to the road) where there were no human footprints. I walked as far as my legs would take me before the knee began hurting and then turned back. There were other footprints in the sand besides those of us humans - - these prints descended the high dune to the ground about 30 feet below and at a very steep angle! Was it a kit fox? They have adapted to the environment by being very small, no more than 5 pounds. They seldom show themselves during the daylight hours.
All photos were taken on Friday, January 6th, ...
There was seldom an expanse of the dunes (close to the road) where there were no human footprints. I walked as far as my legs would take me before the knee began hurting and then turned back. There were other footprints in the sand besides those of us humans - - these prints descended the high dune to the ground about 30 feet below and at a very steep angle! Was it a kit fox? They have adapted to the environment by being very small, no more than 5 pounds. They seldom show themselves during the daylight hours.
All photos were taken on Friday, January 6th, ...
Wednesday, January 19, 2011
A Look at Kinn: the US-Made Midtail
Before setting off abroad earlier this summer, I had a chance to glimpse the much talked about Kinn - a new midtail utility bike manufactured in Portland, Oregon. Today being the 4th of July, it seemed like a good time to share my initial impressions of this US-made machine.
Relatively new to the scene, "midtail" bikes are characterised by an extended rear end that is longer than that of a conventional city bike but shorter than that of a full-on longtail cargo bike. In , Yuba released the Boda Boda midtail (featured here) andKona introduced its MinUte midtail. At around the same time, following two years of prototyping, Kinn unveiled the Cascade Flyer.
Kinn describes its mission as to be "big enough for family and small enough for you."The company's name is a double reference: to kin, as in family, and to kinetic, as in motion. Designed by founder Alistair Williamson, the frames are manufactured in small batches (around 100 per year) by the Zen Bike Fab. The racks are fabricated at ADX. And the wheels are handbuilt at Sugar Wheelworks. All of these are Portland, OR establishments, so the company keeps it very local indeed. An interesting article on the development and prototyping of Kinn Bikes is worth having a look at here.
The Kinn's frame and fork are welded chromoly steel, designed around 700C wheels and up to 50mm tires with fenders. The geometry is characterised by 72° head and set tube angles, a low bottom bracket and a high trail front end. The frameset is available in the "robin's egg blue" colour shown and two sizes: The Small/Medium fits riders 5'3" - 5'9" and the Medium/Large fits riders 5'8" - 6'2". The standard component build includes Avid disc brakes, a choice of a 9-speed derailleur (Shimano Alivio) or 8-speed internal hub (Shimano Alfine) gearing, fenders, chainguard, city pedals, kickstand, and Velo Orange Milano handlebars with cork grips. Complete bikes are estimated to weigh 34lbs-38lbs, depending on size and build. Prices start at $1,950 for complete bike with derailleur gearing, and $2,200 with internally geared hub. Detailed specifications can be found here.
The integrated rear "multi rack" is rated for 130lb carrying capacity. The pannier rails are designed to fit two panniers on each side (or one on each side if the rack is fitted with a child seat). The rack features a long bamboo deck (21” x 5.5”), hidden lockable toolbox, a platform that integrates with the Yepp child seat mount, built in footpeg mounts. The child seat and little passenger bars (shown) are available as extra accessories.
The bamboo platform is modular: The front part swivels out of the way for the child seat mount. The rear part opens to access the lock box.
I have only done an introductory test ride on the Kinn so far: Around 4 miles, with a single pannier in the rear. Now, I do realise that Kinn's literature focuses largely on child transport. In fact, when Kinn offered me a test ride, I wondered whether I was the right person for the task. I do not have kids and do not plan to cycle with other people's children on board for the sake of a review. They still wanted me to try the Kinn and see what I think of it as personal transport - so those will be the parameters of my impressions. The bike is also available for other locals to try with their own kids on board (at Bicycle Belle in Cambridge/Somerville, MA), and I will later collect their impressions.
As far as my own first impressions: What I liked most was how the Kinn rides. It is distinctly un-cruiserish and un-cargobikish; a fast, responsive, "sporty" bike. Part of that is the positioning: The handlebars are intentionally set lower than those on bikes like the Xtracycle and Yuba, the stem is long, and the front end geometry is pretty tight (notice the way the downtube curves around the front wheel). I like the low bottom bracket and the quick, yet stable feel of the steering. The Kinn is not meant to be a relaxed city bike, but something a bit more aggressive. The ride quality over bad roads was great as well, even with the 35mm tires the demo bike was fitted with. It was simply a fun bike to ride that did not feel like a cargo bike.
For a transportation bicycle, the Kinn's frame is a little tight for my taste. The sloped top tube is too high for me to step over (it is higher than the Xtracycle Radish, or a typical mixte frame), and my toe rubbed the fender a couple of times on slow tight turns. I would love it if the bike's ride characteristics could be retained while providing a little more toe clearance in the front and a lower standover height. An obvious solution would be to go with a smaller wheel size - though I understand that they went with 700C intentionally, aiming for a roadbike type feel.
As far as cargo capacity, the Kinn is visibly shorter in the rear than a typical longtail (shown here next to the Xtracycle Radish). It does not come with any sort of dedicated carry system: You strap things directly to the rack as you would with a regular bike. The rear rack is an intricate design, with lots of rails and support stays onto which cargo could theoretically be strapped. One thing I wonder, is how two full-sized panniers can fit on each side of the rack, as claimed, since the one I used took up most of the dedicated pannier railing. I will experiment with this some more.
Walking and parking the Kinn in the city felt entirely like dealing with a regular sized bike. When an extra degree of compactness is desired, the front wheel can be turned all the way around to fold into the frame (like so), making it compatible with bus and car racks.
The Kinn Cascade Flyer is an intriguing specimen that I look forward to examining further once I am back stateside. The compact design that still offers more carry capacity than a typical transport bike is of obvious benefit to city dwellers who do not want to lock up a cargo bike outside. The invertable front wheel is a useful feature for those who take their bikes on city buses. And for parents who like a sporty ride, the Kinn's rack is rated to carry a kid up to age 12.
Finally, it is impressive that Kinn has managed to produce this bicycle locally at the current price point. They are soon planning to launch a Kickstarter campaign for Kin 1.1 (the next batch will have a few minor modifications) to help fund the continued manufacturing of these bike in the US - I will keep you posted.
If you are in the Boston area, this bicycle (including child seat) is available to test ride at my neighbourhood's new bike shop, Bicycle Belle. I will post a detailed review in August.
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