Big and Little

Our smallest horse, Stormy, who is a bit to big to be a true Miniture Horse, and our biggest horse, Sunny, is isn't really all that big compared to BIG horses. And our Border Collie, Tuffee

Walk Way

On the main trail to the very tip-top of the Sandia Mountains is this paved walkway with handrails for safety. It was very windy on the day we were there and the railing and it was necessary for me to hold onto the railing. Others weren't but I needed to.

Ad from The 1953 Wilson High School Yearbook

Bicycle Bans in Parks and Cemeteries

A number of public and private parks in the Boston area do not permit bicycles on the premises. Some cyclists complain about the ban, because the green spaces make for pleasant and convenient shortcuts through congested parts of town - for instance, thePublic Garden and Harvard Yard. Others find it perfectly reasonable that some parks are reserved for being enjoyed at walking pace. I am mostly in the latter camp, and so it did not bother me to learn that the historicMt. Auburn Cemetery I planned to finally visit this weekend did not allow bikes.





Amorbid paradise of Victorian design known as America's first garden cemetery,this enormous park offers visitors miles of roads andwinding trails. There are ponds, botanical gardens, wild woodsy areas, birdwatching opportunities, and a number of remarkable architectural landmarks. Although the cemetery is still active, the administration promotes it as a park andencourages both local visitors and tourists. A brief list of rules asks to be respectful and refrain from activities such as picnicking, sunbathing, jogging and cycling. However, as I learned during my visit, motor vehicles are allowed. The ban on bicycles is not part of a vehicular ban, but a recreational one, whichputs things in a different light. What of those who use bicycles for transportation? The reasoning behind cars being permitted, is that it can be challenging for the average person to explore the vast grounds on foot. The noise and exhaust fumes the cars produce, as well their effect on the pedestrian visitor experience (those walking must stop and move aside in order for a car to pass on the narrow roads) are all excused to accommodate their transportational function. Would bicycles really be more of anuisance? It seems to me the logical and fair solution would be to either close the park to vehicles entirely (except for maintenance work and funeral processions, of course), or to allow both cars and bicycles.



Rules regarding bicycles in parks are a reflection of cultural perceptions. Are bicycles inherently offensive in a cemetery because the very sight of them suggests recreation? Or are they legitimate vehicles that - unlike cars - will help protect the tranquil nature of the grounds, flora and fauna?

A Country Ride in 49x16 Gearing...

We've finally set up my fixed gear bike, and the build came out much spiffier than I initially planned. Concerned citizens saved me from putting cheap components on a nice frame and I was able to get good deals on a very nice crankset and wheelset. One tiny problem however: the crankset has a 49t chainring and the wheelset came with a 16t cog, so the bicycle is geared insanely high. I decided to keep the cog and replace the chainring, most likely with a 44t. But that has to be special ordered, and in the meantime I really wanted to ride! Opinions are split on whether it is wise to ride on the road in such a high gear, but the consensus is generally "no." Having tried it, I agree - though it wasn't nearly as bad as I anticipated.

Riding in traffic was fine: It was not difficult to start at intersections, and to stop I simply used the brakes. Braking with my legs would have been out of the question after accelerating, but with good brakes this isn't an issue. I then went on a 20 mile ride on the Minuteman Trail, which is pretty flat but with a sustained upward/downward incline depending on the direction of travel. The gearing was doable. I felt it in my leg muscles, but not in my knees, and was fine the next morning. But while doable, it wasn't much fun - in the sense that I prefer to cycle at a high cadence and most of the time that wasn't possible in this gearing. It was exciting how fast the bike accelerated on flat stretches, but the upward inclines felt like walking up an endless staircase. It was neat to experience just as a way of physically understanding how different gear ratios work in fixed gear, but I would not want to ride that way on a regular basis.

On my previous bike the gearing was 48x18, which felt slightly too low toward the end. So I am thinking 44x16 on this one should feel just about right. The bike is great and I am looking forward to many country rides in an appropriate gear in the coming months. Don't know why, but it feels really good to ride fixed gear when it's cold outside!

Honey Cyclocross: Sweetly Different

Aside from their obvious use for cyclocross racing, 'cross bikes can be a good choice for unpaved riding - something I've been apparently doing more and more of in recent weeks. So I wanted to try one and compare the experience to the 650B road-to-trail type bikes I've been riding thus far. Ride Studio Cafe's manager Patria offered her personal steed - a women-specific, true cyclocross racing machine from Honey Bikes. Patria and I are similar in height and we use the same pedal system, which makes it very convenient for me to try her bikes. One day when she wasn't riding it, I took the Honey out for a spin.






A small local manufacturer, Honey Bikes are a sister (or cousin?) company to Seven Cycles, specialising in modestly priced, handmade steel bikes.The Honey brand is not promoted aggressively, and the aesthetics are low key.Models include road, race, cyclocross, mountain, tandem and commuter bikes - each available in sizes configured for men and women, with size-specific tubing. The bikes are sold fully built-up with a selection of component groups and stock colours, priced starting at $2,000. These are not custom bicycles and the comparatively reasonable prices are achieved by sticking to stock configurations. However, the choices for those configurations are extensive - particularly the wide range of sizes. Thecyclocross model is available in 12 sizes, ranging from 49.5cm to 62cm, measured by the top tube.






Patria's bike is a 52.5cm according to the Honey sizing system. The toptube slopes 8°, exposing quite a bit of seatpost despite my rather unaggressive bar to saddle height ratio (Normally the saddle is set up a tad higher than shown here).






There is no toe overlap for me on this bike despite the 700C x 35mm knobby tires and short top tube.






The frame has a nice flow to it and is cleanly finished; the welded joints appear seamless under the paint. For those in the know, the curvy stays and sculptural dropouts are tell-tale signs of the relationship to Seven.






The body-colour stem and all-black components give a sense of unity and flow to the overall look of the bike.






One interesting feature that is typical of cyclocross bikes, is the cable routing.All three cables - the shifter cables and the rear brake cable - are routed along the top of the top tube.






This is done so that cyclocross racers can carry their bikes more comfortably, and so that the shifter cables (normally underneath the downtube) do not get covered in mud.






Also typical of cyclocross bikes are canti-lever brakes. These Tektro cantis worked adequately for me, though I still have not found brakes that work excellently on wide tire bikes.







The carbon fiber fork is made for Honey Bikes specifically, with canti bosses.






Lots of clearance for wide tires here, I believe 40mm being the maximum width.






The tires on the bike when I rode it were Schwalbe Racing Ralph 35mm.






The SRAM Rival drivetrain and levers were new to me, but it did not take long to figure out the double-tap shifting. I can use SRAM brake levers much better than Shimano, though I still prefer the Campagnolo on my own bike.






I rode the Honey on a local dirt trail, then on the road, then finally in circles on a grass lot before returning it to its owner. It was not a long ride - maybe 12 miles total.The ride quality over rough roads was smooth and the bicycle felt pleasantly floaty. At the same time, the wide tires were amazingly stable, and I fondly recalled the reassuring go-anywhere feeling of knobbies from my teenage years. However, that is where the sense of familiarity ended. Having ridden a Surly Cross-Check before, I thought that I knew what to expect from a cyclocross bike, but this was a different animal. As far as the handling, the novelty factor dominated my impression. The weight distribution was not what I was used to, and the bike felt somehow simultaneously more relaxed and more aggressive than the roadbikes I've gotten to know. I found myself standing up more than usual, and in general it was as if the bike wanted me to ride it differently than I normally ride. What I remember thinking was: "I can tell this bike is meant for something specific. But it's not meant for me." Still, the test ride was enjoyable precisely because of the novelty factor and the challenge of understanding the handling. I felt comfortable and reasonably confident on the bicycle, yet aware that it was designed for someone with a different riding style than mine.




Unlike me, the bike's owner actually races cyclocross. She finds the handling spot on, as do other cross racers who've tried it. The Honey is certainly worth considering for those looking for a racing bike just in time for the cyclocross season.






As far as general road-to-trail type riding for the rest of us... Well, in theory the Honey Cyclocross is suitable for that as well. I noticed that the gearing on the stock drivetrains is somewhat high, so you may need to tweak that. But features such as the wide tire clearances with no TCO, the canti/v-brake bosses, the variety of sizing options, and the lightweight components, are very appropriate. As described earlier, I would say the handling is rather particular; you may want to test ride the bike first. But that is exactly what I would say about low-trail 650B bikes, whose handling feels intuitive to me but strange to others.




For a US-made frame with an elegant contemporary aesthetic and mid-tier components, the price point of the Honey is certainly appealing. I am curious about their other models, and in particular find myself wanting to try the mountain bike. Those knobby tires have really put ideas in my head. Many thanks to Patria for lending me her Honey Bike! Full set of pictures here.

is two!

Two years ago today, I wrote my first blog post, which was no masterpiece by any stretch of the imagination, but it was a beginning. So, now, can I say I'm one of the Old Timers?

It was while lurking on the blogs of those Old Timers, and being inspired by them, that I decided that, hey, I could do that too! And I'm so glad that I did. It's been fun, educational, challenging, and immensely satisfying. For me, one of the best parts of blogging has been making connections, not only with extended family, but with other bloggers and readers. There is a definite sense of community, a sense of belonging to something good, that cannot be surpassed.

In September, as part of the Genea-Blogger Games, I wrote a summary of what kinexxions is all about and just a few days ago reviewed my "best" or favorite posts of last year, so I'm not going to include another list of "favorite" posts here.

Thank you everyone for reading kinexxions, for leaving your comments, for providing help and moral support when needed, for the inspiration, and for the great research tips! It's been an interesting two year journey. It's not over. Hopefully the best is yet to come!