Pinto Horse

Zorak?

(Click for extra-large version of beady eyes.)

Do you suppose praying mantids have religious disputes?

Is there a pope of European mantids, and if so, have mantids in Islamic countries declared jihad against him?

Chinese mantids - was there a Confucius among them? Are Indian mantids divided into Hindus and Sikhs?

And, are the Carolina mantids likely to be fundamentalists?

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Cool pics of Flower mantids: here, here, here, here, and here.

I just have to throw in the bizarre Wandering Violin mantis.

Crud Road Racer Fenders

My long-suffering Francesco Moser roadbikeis now sporting some fenders. A 1970s racing bike that originally came with tubulars, the frame has very tight clearances, and the rear brake bridge is particularly low. Even with 23mm tires it will not fit conventional fenders. That is why I wanted to try the Crud Road Racers - described as "mudguards for race bikes with minimum clearances." These fenders are rated to fit bikes with 4mm of clearance under the brake bridge. The Moser has just barely that.






Crud is an English company, and according to the packaging information the fenders are manufactured in Yorkshire, UK. Crud has recently become a sponsor, but the fenders pictured are mine and not a complimentary sample. My discovery of the Road Racers is owed to local randonneur Pamela Blalock, who uses them on her main brevet bike and prefers them to other fenders she's tried. Pamela describes the Cruds as highly durable, easy to install and remove, and extremely lightweight - a combination of characteristics that appealed to me. On a pure roadbike with narrow tires, I do not want permanent fenders. But I do want the option of installing them on occasion. While temporary clip-ons exist, they are flimsy and do not provide adequate coverage. The appealing thing about Crud is that they are real, full coverage fenders with the same easy on/off versatility.






Being entirely unfamiliar with Crud fenders to start with, it took us some time to understand how they are put together and what the installation procedure is. There is a brief instructions manual and an online video that might be a good idea to watch before starting. But once you know it's done, I would say the process should take 15 minutes tops.






The installation does not require any tools, and it does not require the hand strength to use real tools. Everything is affixed by hand using moderate pressure, with a combination of the plastic bolts, zip ties and rubber bands included in the kit.





The fenders are modular - the blade in 3 parts, plus the stays - making them easy to store and transport.






To install the fenders, the fork/stay attachment points are first installed using the double rubber bands provided. The fender is then partially assembled, slid under the brake bridge, and then the stays are attached to these points.






This is the attachment point for under the brake bridge. On some bikes it might be necessary to deflate the tire or remove the wheel to do this.






And here is the screw connecting the different parts of the blade.






Zipties are used to affix the fender to the brake bridge.






And also to affix the rear fender to the seat tube, above the front derailleur.





At the point where the fender attaches to the seat tube, there are two sets of holes that the zip-tie can go through, and we managed to tear one of them when adjusting the fender, so be aware. This point of attachment should be the last step, after the fender's position is set.







This part of the fender provides extra coverage. The clearances are tight here and it's close, but does not interfere with the derailleur.





As part of the installation,Crud provides these fuzzy adhesive pads to guard the tire from rubbing the fender directly.






Here they are peaking out from the sides.




The rear of the front fender is very close to my toe, but there does not seem to be overlap with my feet strapped in.





The front part of the front blade is a little skimpy compared to the rest of the fenders, but otherwise the coverage they provide is excellent.






Aesthetically, I think the Cruds look elegant and appropriate on a racy roadbike. When fitting bikes like this with fenders, the classic ones don't really look right and the clip-on ones are extremely ugly. To my eye, these look just right. And if you want to make them fancy, they can even be painted.





The clearance under the rear brake bridge on my Moser is only borderline adequate for these fenders and I am still deciding whether it's a good idea to use them regularly. But I will definitely use them on my new roadbike, where the clearances will be sufficient.



If the fit is right, I think the design is great for road/racing bikes that have tight clearances and no eyelets, or where you simply do not want the commitment of metal fender installation. While I can't speak for the fenders' durability at this stage, I am pleased withtheir full coverage,easy installation and removal, light weight, and subdued appearance. More pictures here.

Ultraviolet 25 Coolum Cave Queensland Australia

Big long moves to good holds and exposure to burn. Nothing too technical, just keep hanging on untill the top.





Photo: Phil Box

What Tan Lines?

thanks to PL for the leg modeling!

This summer I've received some emails from readers asking for suggestions on how to get rid of tan lines from bicycle shorts. The women I ride with sometimes discuss this as well. Some say they actively try to cultivate cycling tan lines, seeing them as a source of pride and part of their identity as road cyclists. Others say they dislike tan lines, because they look unflattering when wearing skirts and bathing suits. For me, it's more about the attention they generate and feeling branded: I've had stares and questions from cyclists and non-cyclists alike that I'd rather avoid.




For those who do not wish to cultivate obvious cycling tan lines, one solution is to alternate bicycle shorts of different lengths. Assuming that you are not a racer who is required to ride in a specific kit, yet ride often enough to justify owning more than one pair of shorts, this method works pretty well. I now own three pairs of shorts, each from a different manufacturer: One hits just above the knee, the other half way up the thigh, and the third somewhere in between. I make sure to rotate them, while also doing my best to regularly apply sun screen. The result is a very gradual colour-fade from the knees up instead of a harsh tan line. The leg model above is sporting a similar look, though a little more crisp than mine.




If you've already got the tan lines and need to quickly get rid of them (say, for an event), try makeup. Buy liquid makeup in a shade that matches the tanned area and apply it to the untanned part - reducing the density as you move upward. A friend of mine did this when she had to wear a short bridesmaid's dress (the bride said the tan lines would ruin her wedding photos). It works, though will smear on the underside of your hem a bit. Spray tan would also work if you need the effect to last longer, though makeup tends to look more natural.




What's your take on tan lines from cycling shorts? Are you bothered by them, pleased by them, or does it not matter? I admit that I've identified other cyclists by their tan lines... though I try not to stare!

Early Winter Wonderland on the Arrowhead Trail

More than a foot of snow already blankets the landscape along the Arrowhead Trail in Northeast Minnesota on November 23, .

Budweiser Clydedale Horses

A day or so before I let for Las Cruces I saw on Facebook where a friend of a friend had seen the big red trucks with the Budweiser Clydesdales going down the freeway in Oklahoma so I checked their website to see where they were going and a mircle. They were to be in Las Cruces at the same time I was with a stop in El Paso, Texas for Thanksgiving parade. Dustin and I got in a quick trip to a mall where the horses would be on display for a few hours one afternoon for the public to see and photograph. That is me in the hat and pink shirt. It was very crowed but I expected that. you could get up near the horses for photos. Had to say back 5 feet and lots didn't seem to know how far 5 feet was. Then they would drive the horses in a big circle around the parking lot and the trucks, then stop for more photos.





I love this one. One driver looks bored, maybe napping, as does the dog and the other driver is yawning.







































































































From the back of the wagon.






















Big feet.

Dynafit's Cho Oyu and Nanga Parbat for Fall

Last Winter's OR show in SLC had a few things that really interested me. A few of them I was really chomping at the bit to get on and get them outside to play with. While at least a little bit connected and knowing who to ask, doesn't mean you will get what you want no matter how much cash you happen to have. And I am always strapped for cash forthe "want items".



Super stoked to get into the Scarpa Maestrale RS ski boot and the Rebel Ultra early on. Getting to ski on the new Dynafit Cho Oyu and Nanga Parbat has been harder. The Cho Oyu was available at the Vertfest locally for demo. Anyone could hook up that ride!And many did .Pretty awesome really. But the Nanga Parbat wasn't to be seen there. Or here :(



There is a magic number in lwt touring skis I look for. That is 1000g per ski. Many race skis will come just under that number but very few "real" skis will. My Broad Peak and GTRs (167cm and 168cm respectively) are just over in the 1150g range. Light and still, almost, real skis. Good enough for me anyway in any condition I really want to ski.



The Cho Oyu is listed by Dynafit @ 1080g in a 174cm. My demos came in at 1192g per ski. Still doing really good for a slightly wider ski and short 174 compared to the 167/168 skis mentioned previous.



"Dynafit sez:Despite the wide geometry of the ski, the weight is only 1080grams and is thus perfect for deep snow as well as mountaineering and ski expeditions. The Cho Oyo offers a new 3-D flex-tip design and a micro sidewall construction to achieve optimum weight reduction. With ‘scoop’ rocker, triple radius, a paulownia wood core, and new carbon speed stringers for the Cho Oyo. CHO OYO Available length of skis: 174,182,191, MSRP $799.95"



Broad Peak is a 112/74/96mm ski

Cho Oyu is a 124/88/110mm ski













The Nanga Parbat is a 116/80/84mm ski and advertised at 1000g












No question I want to get my hands on the Nanga Parbat, But while doing the research for this blog piece I realised that Dynafit is still making the Broad Peak. It just isn't being imported to NA now.



Hummmmmm. Hate to do it but this is likely agoodsource for theBroad Peak and other Dynafit skis no longer imported to NA. http://www.telemark-pyrenees.com/en/






2014 Dynafit offerings




Sorry, I got distracted there on what is and isn't easily available in the US and North America.I really like the Cho Oyu. It is very light for the width and it skis very well. Up front I really didn't know what to expect on this ski. I took my 178 cm La Sportiva Lo5s and the Cho Oyu for some booting and short gullies at Crystal. All skied in a pair of TLTs Ps.






Same gullies, different skis, and the man in the mirror.


First thing I noticed was the lack of weight. Even with Dynafit rental bindings the Cho Oyu was a pleasure to haul around and boot with.



My first run was lift assisted to get a feel for the ski. It seemed a lot like skiing a Broad Peak or a 7 Summit to me. But interesting enough less swing weight. And a Broad Peak is no heavy on swing weight.



Of my quiver I thought theLo5 was the skiwould best compare to the Cho Oyu. Missed that mark by a mile even though the Lo5 is125/95/115 and the Cho Oyu is 124/88/110mm. The 178cm Lo5 is 3# 8 oz per ski. The Cho Oyu is 2# 6oz per skis. Add the fact that the swing weight is all under the boot on a Cho Oyu and you really notice the difference skiing and on a boot pack. So no legit comparison to be had there.



The 174cm Cho Oyu really skis short by comparison as well. Substantial tipand tail rocker for this size and genre of ski imo is just part of the reason. The 174cm length even in a slightly wider ski skied liek a much shorter ski for me.....clsoer to a 160cm ski in feel. They were very quick turn to turn if required.



Lou offers some observations recently on his thoughts and some good pictures of the ski's profiles.

http://www.wildsnow.com/9644/dynafit-cho-oyu-review/



But there is more going on. Part of it is the weight loss by chopping the ski up piece by piece. Not that it seems to effect how it skis spring snow mind you. Really makes me think about havinga short Nanga Parbat for the weight reduction and Spring conditions. And a longer, widerCho Oyu to ski on winter snow.






Look Ma, no tip!





And a shaved pin tail!


So no comparison of the Cho Oyu to the Lo5 in any way I can think of. But a very good ski compared to my all around Spring, andstand by, the Broad Peak. Anything the Broad Peak will do, the Cho Oyu might well do it even better. With only a 50g weight penalty and a tiny bit (may be enough) more ski under you to make a difference in weird conditions. The tip and tail rocker and pin tail are going to make a difference in rough snow conditions and soft snow as well. Much more ski under your feet than the GTR. Which is another ski I like a lot in 168 and 178 cm lengths. And a betetr compoarison then the Lo5 to the Ch Oyu.



Love to get a pair of ths Cho Oyus out with a set of Dynafit Race bindings screwed on them. With Rainier in full on corn harvest season right now you can only imagine how much I wanted to pull the demo bindings and get after it on the Cho Oyu.



Bottom line? For the most part they felt like a lighter Broad Peak to me. Some of that was good. Butthey aren't as damp as a Broad Peak. The swing weight seemed better enough(less effort) that I am commenting on it. Not a huge fan of the color or the tip shape. I know, I know, this from a guy who still wears funky head bands and Vaurnets. I really liked how much the ski weighted on the pack even with the demo binding. They were notablein a good way and light.



Both the Cho Oyu and the Nanga Parbat are offering some pretty wild, modernand lwt technology for "speed touring" skis. I have no doubt from my limited use of the Cho Oyu that either the Cho Oyu or Nanga Parbat are going tobe great ski mountaineering ski. Sad it willtake another winter season and some deep snow to comment any further. But for some winter conditions the Cho Oyu especially might really offer some unique soft snow surprises. All in a very good way I suspect. Good turns are only 4 months away if we are lucky.

Catch the Feather

This and the next two photos are of Wiley playing his favorite game of Catch the Feather. You can see a chicken feather floating down a little bit above his nose, looking like it is almost part of the plant.

How We Ride

To the delight of some and eye-rolling of others, during the first year or two of this blog I referred to riding a bike recreationally as "sporty cycling." What a funny term. Why not just call it roadcycling? Well, because it's not! Roadcycling evokes associations that I felt were not appropriate to the kind of riding I did at the time - or in fact to the kind of riding most people who just want to ride a bike for exercise are drawn to. Roadcycling is its own world, with what I consider to be pretty rigid parameters. There are assumptions about equipment, positioning on the bike, speed, and even style, that are pretty much unspoken pre-requisites no matter how friendly and open the people are. Whether described as "social rides" or "training rides," it is still a fairly specific type of riding that assumes performance-optimised equipment, advanced handling skills, and the ability to maintain what most would consider a high minimum speed. And there is nothing wrong with any of this. Except that not everyone wants, or needs to ride like that. To ultimately be on a bike with dropbars, keeping up with the local roadies, need not be an end goal. Some might truly enjoy riding an upright bike at their own pace, without feeling the need to "advance to the next level." The very idea of advancing - of cycling in order to get faster, stronger - is part of the roadcycling discourse and& need not influence those outside of it.



In May , just a couple of months after I touched a bike for the first time in 13 years, I rode my first 50 miles. I was living in Vienna at the time and riding around on an upright hybrid rental, up and down a short stretch of the Danube bicycle path outside of town after work. Then one Saturday, I just kept going and before I knew it I did 85km - which I hadn't even realised until I looked at the map of the area I covered later; I just knew it felt like "a lot." How fast did I go? No idea. What was my nutritional plan? None. What did I wear? A cotton tunic, leggings and sneakers. Did I look like a complete dork, puffing away on my inefficient hybrid with suspension fork, saddle too low and handlebars too high, my loose sweat-stained top billowing in the wind? To a roadcyclist, maybe. But to a regular person? I just looked like a person doing a long bike ride.





I do not know why, over the years, I have grown attracted to roadcycling and do in fact now want to get faster, stronger, to "advance." I enjoy it and do not regret the transition. But at the same time, I maintain that it is absolutely not necessary to ride a bike in this manner. Last October I was back in Vienna and did a 100 mile ride along the same route I rode in . Again, on an upright bike in regular clothing, with no training in the weeks leading up to it and no nutritional plan. I thought that maybe that kind of ride would be boring for me at this stage, but it wasn't at all. It was just different. A different frame of mind, a different style of riding. I went slowly and didn't worry. It was not about performance or timing. I was just a person, going kind of far on a bike.



Now and again I get emails from readers who are genuinely upset because they can't seem to transition from an upright step-through or mixte to a roadbike with drop bars. The local cycling clubs only cater to the latter. Their spouse rides a roadbike. They feel left out. But the more I think about it, the more I realise it just doesn't make sense to give up the sort of bike you are perfectly happy with because of some misguided notion that you "should" be riding a roadbike if you're serious about cycling. I do wish there were more bicycle clubs that catered to casual cycling, where people on hybrids and upright 3-speeds and mixtes could feel at home and within their comfort zone. I also think there is a difference between casual cycling and casual cyclists. You can be a serious, committed cyclist and ride casually. This distinction is not often acknowledged.



Roadcycling is not the only valid form of recreational or sporty cycling. There are so many ways to ride a bike, and there is no right or wrong way as far as I am concerned. How we ride depends on us alone.

Scenic Highways

When I left Coral Pink Sand Dunes State Park on the morning of May 12th it was downright cold. I stopped at a roadside rest area on US 89 about 40 miles north (and somewhat higher in elevation) and saw a few trees and plants with tiny icicles hanging off of them!


About 11 am I arrived at the visitor center at Bryce Canyon National Park. There were campsites available, but the temperature was a “brisk” 35º and I opted to continue on my way, knowing that I could return later. I also wanted to stop at Kodachrome Basin State Park, which was nearby, but not when it was so cold.

Utah Route 12, which is the highway that passes by Bryce Canyon and goes north towards Capitol Reef National Park, is a Scenic Byway. And it is quite beautiful. The little bit that I saw of it anyway. It started out rather nicely. But the sky was strange looking. The clouds were blue!

The canyons near Escalante, looking westward. The midway point between Bryce Canyon and Capitol Reef parks.

Another view of the canyons, taken 10 minutes later, looking west.

The canyons near Escalante, looking to the north. Uh, oh.

I drove into the clouds and saw no more pretty views for the next hour. It snowed. Quite heavily in some places, but the roads were clear. It snowed all the way through the Boulder Mountains.

Near the summit (9600 feet high) of Boulder Mountain the sky started to clear. Steam was rising from the road surface. It felt quite warm when I stepped out of the van to take the picture. But alas, it was just a temporary clearing. It snowed, and sleeted, and slushed most of the way to Torrey, the turnoff to Capitol Reef.

Once again, I stopped at the visitor center. The campground was full. There was BLM land nearby where I could spend the night if I wished. But it was early afternoon, the weather was lousy and more of the same was predicted for the next day. I opted to continue on my way, knowing that I could return later. At least I glimpsed portions of the scenery as the highway meandered through the park.

A check of the map showed that Goblin Valley State Park was an hours drive to the north on Utah Route 24 so I set my sights on spending the night there, which is what I did.

Shortly after I arrived at Goblin Valley, hail fell. Then it thundered and rained. Along about sunset time I glanced out the window and saw the tail end of a rainbow! Ah, Mother Nature in all her glory!

Yes, the photo is slightly out of focus, but it was such an unexpected and glorious sight that lasted only a few moments. It was there. Then it was gone.

You may think that I “complain” a lot about the weather. It's cold. It's hot. The rain. The snow. But I also frequently mention the beautiful blue skies and sunshine. Mother Nature can be fickle and even cruel at times, but you can be assured of just one thing – she is constantly changing. When you are living “on the road” the conditions “outside” are everything, you become more aware of them. The conditions affect your mood. They affect what you do and when you do it. So, yeah, I talk a lot about the weather. It's all I can do. Can't change it, though sometimes I wish I could.