Virginia Living Museum

The last two times we were in this area, we said we wanted to visit the Virginia Living Museum. We drove over one weekend day just to find out they had already closed by the time we arrived. Since I was in recovering mode and couldn't do a whole lot of physical activity, we figured today would be a great day. We were not disappointed in our choice.



I'm not sure how to describe this place. It is part museum and part zoo would be as good of a description as I can come up with. The outdoors area has an area with water and boardwalks.





There are many animals out here to see.



The inside area is part museum displays and interactive learning fun and then has more animals too. Their website says they have over 250 animal and plant exhibits there. They also have a planetarium which we did not visit. We loved this place!



On a side note: the pictures are not great in quality or number because I only used the camera on my phone to take them. I could not bear the thought of lugging the big camera around today. I stupidly thought when they released me and said no restrictions beyond heavy lifting that it meant I would be up to doing anything but heavy lifting. Uh...no. I really was shocked how sore and tired I was after surgery. So this was a short trip and a laid back trip for us, due to my body telling me it did indeed have some restrictions!



Living the life in Virginia!

The Unicrown Fork

Those who have been reading this blog for some time, are no doubt familiar with my rants against unicrown forks. "The bike is nice... if it weren't for that unicrown fork," and so forth. When the topic comes up, some agree, others question my fixation on this detail, and others still want to know what a unicrown fork is. Now that I am temporarily living with a unicrown forked bike, the time seems right to elaborate.

A vey basic primer in bicycle fork construction: A traditional fork on a traditional lugged steel bike is made up of two blades and a crown, whereby the blades and crown arebrazed together - just like the tubes and lugs on the frame itself. There are many fork crown designs in existence, but the general concept is the same. Now, a unicrown fork is constructed differently in that there is no crown. The two fork blades are bent towards each other at the top, then (typically) welded together at the steerer tube. A unicrown fork is simpler and less expensive to make than a lugged crown fork, which is why it has become so ubiquitous among contemporary bicycle manufacturers.

For some time now I've been trying to figure out the history of the unicrown fork, and I keep reading about the first mountain bikes, BMX bikes, and the quest for rigidity - suggesting that its origins were in the 1980s. But then I see antique bicycles- like this ancient Sterling pathracer at the Larz Anderson show last summer - which to me look like they are sporting hundred year old versions of unicrown forks. I have also seen what I can only describe as antique crownless flat-top forks - which appear to be similarly constructed, but are squared-off, rather than round. Would someone care to educate me on their history?



The thing about unicrown forks, is that I don't actually dislike them per se, at least not in of themselves. What I dislike is when they are incongruent to the overall design of the bicycle. On a welded frame, a unicrown fork looks perfectly natural - integrating harmoniously with the bicycle frame. Just like I prefer lugged frames to welded frames, I similarly prefer lugged forks to unicrown forks. But objectively speaking, a unicrown fork looks fine on a welded frame - like on the D2R Boogie above.



Unicrown fork on a welded DBC Swift, also looks appropriate. The frame joints and the unicrown fork match, and all are filed equally smoothly.

Unicrown fork on an ANT mixte. Now, if I were getting an ANT, I would opt for his segmented fork or his dual-plate crown fork - just because I prefer those styles and they are kind of his specialties. But I don't think there is anything inherently wrong with ANT using unicrown forks on TIG-welded bikes - again, the overall design is harmonious.



The only time a unicrown fork actually bothers me, is when it is attached to a lugged frame - which is done quite frequently nowadays. Azor/Workcycles puts unicrown forks on their lugged frames, as do Batavus, Velorbis (balloon tire models only) and Abici (above), just to name a few. The reason is most likely a cost-cutting measure, undertaken perhaps with the hope that most customers simply won't notice. And it bothers me, not because I think that unicrown forks in themselves are "bad," but because I feel that a traditional lugged bicycle - especially when the manufacturer takes pride in describing it as such - calls for a traditional lugged fork. When the frame is lugged but the fork is not, the overall look of the bike comes across as disjointed to me; it doesn't "flow." It's only my opinion, but I think it's a fairly simple and logical notion as far as design goes.



Do you care what kind of fork your bicycle has? What do you think of unicrown forks - in of themselves, and in combination with lugged frames?

Roadbike Shopping Complexities

I've mentioned before that I've been shopping around for a road/racing bike since last May, and that I hoped to write about the process once I bought one. With Spring just around the corner, I am getting emails from readers who are going through the same ordeal and feeling lost, wondering whether I plan to post a guide of some sort. The quick answer is "no." I am sorry to disappoint, but I can offer no helpful advice on this topic at the moment.




Many roadbike shopping stories I hear or receive from readers are very similar to my own experience. It starts with a decision to buy a roadbike. Nothing unusual - a fast modern roadbike for paceline rides, group rides, and so on. So at first you're thinking "Well, since I don't necessarily want anything 'lovely,' this should be easy. There are bike shops filled with roadbikes and nothing but roadbikes after all." And optimistically you head to these bike shops... only to discover that there really aren't as many options as you thought.




Most guides to buying a new roadbike will tell you that fit is the main thing, and that once you have that down everything else will fall into place. Okay. So I've been fitted by several different professionals now, with the consensus that I have fairly standard proportions for a woman of my height and that I require a road frame that is52cm x 53cm or thereabouts. It is not difficult to find a stock roadbike with these dimensions, so in theory I should be all set. In practice however, there is much more to it.




For one thing, there is the dreaded toe overlap. I do not want to spark a debate on this topic yet again, so let's just say that some cyclists dislike TCO and leave it at that. I happen to be one of those cyclists, and it is not easy to find a stock frame in a small size that does not have this issue. So even though the right frame size is easy enough to find, the right frame size with no TCO limits the pool of available bikes considerably.




But a much larger issue that tends to be glossed over in bike shops, is that roadbikes don't all handle the same and don't all have the same ride quality. These factors are important to me. I would be miserable on a bike with a harsh ride or on a bike that I cannot control on turns. Realistically, I need to test-ride a roadbike for at least 20 miles on hilly terrain in order to determine whether I am comfortable with it - essentially, I need to simulate the sort of ride I would normally be doing on the bike.And that is usually not possible.




Apparently many bike shops expect you to test ride a bicycle either in their parking lot or around the block. At most they expect a test ride to be a couple of miles. Taking a bike on an actual 20 mile ride? In my experience, only a handful of shops will allow this, and those shops tend to be high-end with expensive bikes.




An additional problem for me personally, is that I cannot use Shimano STI levers - what the vast majority of demo roadbikes in the vast majority of bike shops are fitted with. There is something about the shape of Shimano STIs that my hands don't like, and I cannot safely brake on a bike with these levers. This limits me severely on the bikes I am able to test ride, even if I am allowed to take them on a long ride.




The problem of testing before buying is also what made me wary of going custom. Framebuilders are wonderful, but no matter how much you communicate there is no guarantee that the bike they make will feel and handle as you want it to. Very few framebuilders offer demo bikes, and most of us are not lucky enough to have acquaintances whose custom bikes we can try. A blind purchase of a custom roadframe seems risky to me - especially if you are relying on it for a particular date/event and do not already have a roadbike to fall back on if something goes wrong (or takes longer than expected).



Going semi-custom, building up a stock frame from scratch, or refurbishing a vintage frame with new components, similarly involve risking the unknown, albeit at a lesser cost.




So what solution am I proposing? Well that is just the thing, I am not. Ultimately everyone will need to find their own solution and for many that will involve trial and error. Not everyone is sensitive to a bike's ride quality and handling. Not everyone cares about things like toe overlap. Individual preferences and skill levels play into it a great deal. As does simple luck. Some get lucky and buy a roadbike they are comfortable with on their first try. And reading this, they will no doubt think I am overcomplicating things. But others will face one frustration after another, and may even give up roadcycling as a result of not finding a bike they are comfortable with. If you find yourself in that category, I can only encourage you to be patient and not give up. Try to identify the problems you are having with your current bike or with the bikes you are trying in stores. It may, after all, be something as simple as trying a different brand of levers you never realised existed.

The Huffman/Hoffman Kinexxion :: John & Dietrich

As mentioned in my previous post, the father of Susannah (Huffman) Berlin was found to be John Huffman. Based upon cemetery transcriptions in the “Henry R. Baldwin Genealogical Records” published in 1963, his date of birth was November 1779. On page 131 it states that the transcriptions were taken on June 21, 1907 for Washingtonville Cemetery in Green Township, Mahoning County, Ohio. Washingtonville actually lies partly in Mahoning County and partly in Columbiana County (Mahoning was created from Columbiana in 1846). The record shows that John Hoffman was “born 1779 died Feb. 8, 1860 age 80 years 3 mos.” and his wife Catharine was “born 1780 died Feb. 10, 1857 age 77 yrs.” with a notation that she was “age 77 yrs. 10 mos. 10 days given in another notebook”.



Other researchers with whom I've had contact, as well as numerous online family trees show that John's parents are Detrick and Susannah (Alder) Hoffman. Of course, there are no or few sources provided in those online trees. John was reportedly born in Berks County, Pennsylvania. He was married to Catherine Coy on October 24, 1801 in Washington County, Maryland. Catherine's sister, Mary, was also married in Washington County, Maryland - on November 19, 1803 to Michael Huffman, reportedly the brother of John.



But there is a slight problem with the presumed parentage of John Huffman – one that other researchers I've been in contact with in the past did not mention - and this is where my heart sinks and my stomach gets tied up in knots - In looking at deed records, tax lists, and census records for Columbiana County, I found that there was more than one man named John Huffman/Hoffman living in the county during the same time period, 1808-1860.



Tax lists prior to 1816 are not available at the Family History Library. However, volume 1 of “Index Ohio Tax Lists 1806-1810” edited by Ronald Vern Jackson has the following entries in Columbiana County for the Hoffman surname of various spellings (Hoffman, Hufman, Huffman and possibly Huffan). The township was “Not Listed” except in 1808 when it was given as Springfield. The index does not provide any other information so there is no way of knowing, without looking at the originals, where the land was located or even if there were absentee landlords. Just because they were taxed on land doesn't mean they were actually living there.

1807: Detrick p5

1808: Derick p63*, John p62*

1809: Oedrick p13, John, p11, John, p12, Nicholas, p12

1810: Derrick, John p24, John p27, Michael, p27

On December 19, 1807 Michael Hofman purchased 101 acres in S10 T16 R3 (Green Township) from Daniel Ruigle and his wife May (v1 p316). All parties were of Columbiana County. This land was sold on April 27, 1819 by a Sheriff's sale to David Coy, John Clinker, Daniel Coy, Nancy Coy & Susanna Coy for a judgment of debt and damages. (v5 p418).



The first land record I found for Detrick Huffman was on March 6, 1809 when he purchased 81 ¾ acres in the NW 1/4 of S12 T15 R3 (Salem Township) from Christopher Bair and his wife Susana (v2 p28). He owned this land for the remainder of his life.



How many John Hoffmans were there? Two? Three? or more? It's hard to say for sure...



On the 8th of March 1808 John Hoffman of Washington County, Pennsylvania purchased Lot 189 in the town of New Lisbon from Gideon Hughes and his wife Rebecca (v1 p349). Three years later, on March 10, 1811 John Huffman and his wife Elizabeth, of Washington County, Pennsylvania sold Lot 189 in the town of New Lisbon to George Huffman (v3 p346).



On April 14, 1808 John Hoffman purchased 155 acres in S6 T8 R1 (Unity Township) from John Snook and his wife Catherine. All participants were “of Columbiana County” (v1 p382). On the same day, John Hoffman and Elizabeth his wife of the county of Columbiana, sold that land to John Whitmore (v2 p463). Columbiana County marriage records show that a John Hoffman married Elizabeth Shnok on May 26, 1808 (v1 p37). Several online databases show her name to be Snook. Anyway, the marriage was a month after the sale of land so it can't be the same John and Elizabeth. It could be the John and Elizabeth who were of Washington County, Pennsylvania in the March transactions. There were additional purchases by a John Hoffman in Unity Township – he was taxed on 85 acres in the NE 1/4 of S6 from 1816 through 1833.



June 4, 1808 John Hoffman purchased 160 acres in S36 T16 R3 (Green Township) from John Roller and wife Catherine, all were of Columbiana County (v1 p404). On the same day, John Huffman and Catharine his wife sold a portion of that land to David Coy “said section was confirmed to John Hufman by John Roller and his wife Catharine by deed dated June 4, 1808... the part now sold... containing 60 acres (v1 p399). David Coy was a half-brother of Catharine.



On August 24, 1811 John Hoffman of Columbiana County purchased 17 acres in S31 T9 R1 (Springfield Township) from William Chain and his wife Nancy (v3 p12). In 1819 Adam Hoffman purchased 124 acres in that section. In 1822 Jacob Hoffman purchased land in that section. In 1823, Adam Hoffman sold his 124 acres to John Hoffman. In 1826, John and Elizabeth Hoffman sold 60 acres to the five children of Henry Harmon and 64 acres to Christian Hilt. In 1828, John Hoffman (no wife listed) sold 6 acres to Jacob Hoffman. And there were other transactions by Jacob and John Hoffman in this section... it makes your head spin!







In 1846, Green Township and Springfield Township became part of Mahoning County. From the map above you can see that Springfield township is directly north of Unity, while Green Township is directly north of Salem. The land of John & Catherine was in Green Township north of Washingtonville while Detrick's land was in section 12 of Salem Township on the south side of Washingtonville. This places them in relatively close proximity to each other but does that mean that Detrick and "my" John are father and son?



To be continued... see The Huffman/Hoffman Kinexxion :: Detrick

Riding in a Winter Wonderland

On Sunday, we had a truly beautiful winter day. Because the blizzard hit Boston on a weekend, the snowplows were not as active as they would have been during the working week. For the first half of Sunday, the entire neighborhood lay covered in a blanket of pristine white snow, and only around lunchtime did people begin emerging from their houses to reluctantly shovel their driveways.

Despite being down with a minor cold, Velouria could not sit still in the blizzard. Stir-crazy in our small apartment and desperate to feel the fresh snow under her tires, she begged me to come out just for a bit, at least to give it a try. How could I resist her charms?

She posed for me next to the fence while I photographed her this way and that. A kickstand was not necessary, because the foot-deep snow enveloped her wheels and functioned as a bicycle rack. With her black frame and cream tires, Velouria was stunning in the snow. The aesthetic experience of seeing her thus even made up for carrying her down the front stairs - which had been semi-visible when the Co-Habitant left for work several hours earlier, but were now completely buried in snow. With the bike in my arms, I slowly extended my toe and felt each step under the snow before proceeding onto it. With the 40lb DL-1 this was doable, but I would not have been able to execute the same maneuver with the heavier Pashley.

The snow was still falling as we prepared to head out, quickly covering the saddle with a thin layer of powder.

Upon Velouria's advice, the voyage I chose was an easy and safe one: a trip to a grocery store that is just a 6 minute walk (3 minute ride under normal conditions) from our house via a secret route through dead-end back streets. There would hardly be any cars there, and if I found myself unable to ride I could just walk the bicycle the rest of the way to the store and back.

I took my camera along and had grandiose plans to stop every so often and photograph Velouria against the backdrop of various winter scenes. However, the visibility was so poor and the snow so... snowy, that getting off the bicycle to pose it became the farthest thing from my mind once we were underway. Instead I offer you views of a few landmarks.

"No Outlet" - Hah! Perhaps not for cars, but for a bicycle the gaps between fences will do just fine.

Arriving to the grocery store via the back parking lot.

At this point I will give you my ride report: Basically, my biggest problem was visibility, or rather, the lack thereof. These pictures do not really capture how difficult it was to see in front of me as I was cycling, but the falling snow obscured my vision completely. In these back alleys that was okay, but I cannot imagine cycling on real city roads in these conditions. As for the bicycle's behaviour... It was fine. Granted, I was so paranoid about falling, that I cycled very slowly and made ridiculously wide turns. Riding through the snow in this manner felt similar to cycling on the sandy fire trails on Cape Cod, only slower.

I did not experience a sense of slipping on the snow while going straight or while making turns, but again, I was intentionally cycling very slowly. The tires on my DL-1 are the Schwalbe Delta Cruisers, 28" x 1 1/2". By the time I returned home from the grocery store (having purchased a bag of raw cranberries and some chocolate), the snow had made its way into every single crevice of the wheels, covering the spaces between the spokes and dress-guard cords.

If you click to enlarge the picture above, you can see that the snow also made its way into the gaps around the brakes. This is a problem not just for bicycles with rod brakes, but for any bicycle with rim brakes. The snow lodges itself in between the rim of the wheel and the brake pad immediately, increasing stopping time considerably. Because I was cycling so slowly, this did not really matter; at that speed I could stop the bicycle by merely putting a foot down. But if you plan to cycle with anything resembling normal speed, I think drum or disk brakes are the only solutions that will provide adequate stopping power.

This short but beautiful winter adventure was more than enough for me and Velouria. We were happy to return to the warmth of our home - both of us trailing lots of snow. That snow on the saddle accumulated during the time it took me to drag the bicycle up the front stairs. If you don't want snow on your leather saddle, consider swapping it out for a vinyl one for the winter. For me, a little precipitation on the leather is okay though.

I did experience a panicked sense of remorse when I saw the extent of snow accumulation on the bicycle once we got home, and the next 30 minutes after this photo was taken were spent with a rag, frantically wiping off the moisture. I have been assured however, that the snow in itself is not bad for the bicycle; it is only the salt that is damaging. Thankfully, the roads had not been salted yet at the time of our ride. Velouria enjoyed the refreshing tour through our local Winter Wonderland. She is up for doing it all again - as long as I promise to go slowly, keeping her rod brakes in mind.

Roadrunner & Horned Toad

This is the full view of the roadrunner with the horned toad climbing up the tree truck.

Upright Mammals

Upon returning to the city and getting on my Gazelle again, I was surprised by how different the cycling experience felt from being on my Rivendell.



Normally, I ride both bicycles regularly, so the switch back and forth does not feel remarkable. But after having cycled solely on a roadbike for three weeks, I almost felt as if I had to forcefully uncurl my spine as I transformed from a quadruped to a biped.



While we were away, the Co-Habitant teased that I would get accustomed to using a roadbike for transportation and would probably just keep doing it when we got home - after all, it's faster. But it soon became clear that when it comes to upright bicycles, absence made the heart grow fonder. (Now, if I can just stop trying to use the non-existent bar-end shifters on my poor Dutch bike!)



I think that as upright mammals, we are accustomed to seeing the world from the vantage point of bipedalism and we feel the most relaxed when adopting that posture.It is only natural that people prefer to remain upright when moving through their environment - whether on foot, or on bike, or on public transport. While upright bicycles may not be appropriate for sport or long distance travel, their importance in the realm of "normal cycling" cannot be overstated. Most people considering a bicycle for transportation do not see themselves as "cyclists". They want to be their usual selves, except on a bike. I think the ability to remain an upright mammal is crucial to retaining one's inherent sense of self while cycling for transportation.