A Year Gone By :: in Review

Well, the year .. is almost history. It's been a great year for me for research, though not so much for blogging. With only 112 posts published, it's been the "worst" year since I started blogging. In fact, this is my first post for December! No excuses, really, but what I've "discovered" is that when I get involved with a project (be it actual research, transcribing documents, or simply standardizing my database) I tend to get really involved - to the point of doing little else until "that project" is completed. I must admit, I have missed the blogging...



January found me traveling westward from Louisiana where I had spent the holidays with extended family. Highlights for the month were a short stop at White Sands National Monument, a meetup with a blog reader who turned out to be a distant cousin, a two-week stay at Lake Havasu City where there was a hot-air balloon festival and where I developed a naming scheme for organizing my digital files.






An Arizona Sunset. January 12th.


February was spent in Salt Lake City where RootsTech was on the agenda. I must admit, I was a little disappointed with the conference but enjoyed seeing old friends again. Of course, there was The Library that was calling my name for the entire month! Among other things while there, I began writing the series on the Hoffman-Huffman family of Ohio and Pennsylvania.



After a few days in Death Valley I made one final stop before heading back to Indiana in March. May came all too quickly along with the NGS Conference in Cincinnati, which was absolutely fantastic. The sessions were (for the most part) outstanding, and being with like-minded friends was priceless.






The Grand Canyon looking north from Desert View. March 15th.


A short sojourn into Kentucky looking for the land of my Bray ancestors, then it was back to Indiana for a few more weeks. In early July I was notified that a seat had opened up in Thomas Jones' class at the Genealogical Research Institute of Pittsburgh - I had been put on the waiting list in February when I was unsuccessful in registering - and was asked if I was still interested in attending. Of course, my response was a definite "Yes!" and I was shortly on my way to G.R.I.P. and what a "trip" it was - one of the most challenging yet exhilarating experiences of my genealogy journey!



I had thought that I might spend a week in Pennsylvania doing on-site research but after a week at G.R.I.P. my brain was fried. Instead, I returned to Indiana for a few weeks to assimilate what I had learned and to prepare a bit more to research those Pennsylvania Ancestors.



In August I spent about 10 days in Huntsville, Alabama helping a cousin who was recovering from surgery. While there, plans were made with another cousin for spending a few weeks in Maine. A couple days of research in Pennsylvania on the way there, a few more days afterward, a visit with my aunt and cousin in Maryland, then a few more days in Pennsylvania and I made it back to Indiana just in time for the Midwest Geneabloggers .. Fall Meetup (link to Tina Lyons' post) on October 13th.






Northern Maine. September 25th.


Since then I've been looking for more Hoffman and Switzer and Rupert descendants, and found quite a few of them too! But most of the last month has been spent on "cleaning up" and standardizing my genealogy database in preparation for uploading it to ancestry.com or some other online tree site. It's been somewhat tedious and very time consuming. Sources still require a great deal of work and I'm beginning to think that this "clean-up" work could go on for ever!



It has been an interesting and rather satisfying year. A mixture of travel and research and a little of both combined. What could be better?

Funny face, I love you!

This has to be one of my favorites (it's been cropped and enlarged to show their expressions). On the back is written: "Grandma with Phyllis Phend & Francis Palmer. They each weigh 20 pounds & my arms are nearly broke." The "Grandma" in the picture is my 2nd great grandmother Malissa Joslin Brubaker Bower and she would have been about 74 years old at the time, which I estimate to be the summer of 1923.

August 1972 at the San Diego Zoo. My brother, Jack, got tired of me taking his picture. Just as I was about to snap one more, he decided to hide behind the booklet he was reading. I like how his ear and hairline blend in with the picture of the monkey (or baboon or whatever it is). Of course, this could be one of those instances where it is only funny if you were there ;-) but we always get a good chuckle out of it. And there are other good memories that go along with it too. We were both in the Navy, he was stationed on the West coast and I was on the East (at Bainbridge, Maryland). We both took leave and met at home in Indiana then he and I drove back to San Diego together. We were young, we had fun.

Contributed to the 6th Edition of Smile For The Camera :: Show us that picture that never fails to bring a smile to your face! An amusing incident, a funny face, an unusual situation. Choose a photograph of an ancestor, relative, yourself, or an orphan photograph that tickles your Funny Bone. . .

Beachcombing #1

Padre Island National Seashore
Corpus Christi, Texas
February 17, ..

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.

Soda Damn

This little weird natural damn is called Soda Damn and is just above the town of Jemez Springs, NM. Don't know who the people in the photos are but I thank them for being good photo models.

Rain, rain, and more rain

By Saturday the ice went from great to unsafe. Joel Torretti, Josh Hurst and I made the best of poor conditions. Josh came all this way to climb so we did. We even put him to work. We decided to equip a new line at Upper Meadow Amphitheater. A short ice start leads to steep roof climbing, from there leave the rock, punch the curtain and finish on the last 15' of the ice pillar to the top OR continue left passing 1 more bolt to the left hanging curtain. Despite a single attempt by Josh and numerous attempts by Joel and I the line still remains unclimbed. (Josh was feeling under the weather with a head cold and busted ribs from a fall on Caveman extension the previous day). If he weren't in bad shape I'm sure he'd fired the line with little trouble. The line is strenuous and powerful. When completed it could be the hardest mixed route in SWPA. With all the rain in the forecast I doubt the finishing ice pillar will still be upright, thus rendering a true ascent impossible until ice reforms at the lip. Dont let that deter you. The route stays day and can be worked on rain days. Keep the season alive, go give it a go. Today we went back to work the line some more and possibly equip another. Instead we were lucky enough to witness a very cool natural event. As the morning temperatures rose an ice dam broke further upstream. The small, tame Meadow Run became quite intimidating in less than 2 min. We quickly gathered our gear and headed for higher ground up in the ampitheater. we sat and watched in amazment. Large ice debris and class five rapids lasted for 20-30min. then slowly the water receded. Quite a cool thing to see happen. Even though it was warm and rained we still had a great weekend, climbed hard and laughed most of the time. (Hope your ribs are feeling better Josh)!

Gunks Routes: Commando Rave (5.9) & Dat-Mantel (5.10b)

(Photo: Maryana starting the crux section of Commando Rave (5.9).)



Last Sunday was a gorgeous day, with highs in the mid- to-upper sixties. In other words: sending weather. High season, baby!



I was meeting up with Maryana for the first time in a while. She had been forced to take an eight-week break from climbing because of a cycling accident in the city, which had left her with several fractures in her back. This was a heartbreaking blow for her, coming as it did right in the middle of a great climbing year. Before the accident Maryana had led some truly impressive Gunks 5.10's (like Birdcage, for example). But now she had to rebuild. I was climbing with her on only her second weekend back in the climbing game.



We started with a nice warm-up. I led both pitches of Son of Bitchy Virgin (5.6) in one, running it all the way to the GT ledge. I'd never done the first pitch before. It is okay, but after the initial 5.5 overhang there isn't really much to recommend it. I think the second pitch is quite nice, but it is better approached via the Immaculate Conception variation.



After our warm-up Maryana did an excellent job leading Dry Heaves, a challenging 5.8. Then I got down to business with one of those 5.9's I still hadn't gotten around to: Commando Rave.



Dick Williams suggests in his guide book that Commando Rave is a polarizing climb. He says some love it and some hate it. I guess the hate springs from the lack of pro before the crux. The climb begins with some nice moves up a seam. Then comes an unprotected thirty-foot (!) traverse, but really this traverse is so easy it is barely fifth class. For most of it you are basically walking on a sidewalk. And about two-thirds of the way across I actually got a big blue Camalot in the crack at my feet. After that the rest of the way was well-protected.



The crux is really fun. You angle up and right through some overhangs to a left-facing corner. The hardest bit comes as you reach the end of the roof at the corner. You have to hang in to place a bomber piece, and then it takes a balance move out right to escape the corner and reach up to the good hold.



Once through the crux the belay tree is just a couple of moves away. Commando Rave is good, featuring a solid 5.9 crux. It is a quality quick tick, and totally worth doing. It isn't amazing, and it certainly isn't bad. I really can't imagine loving or hating it.







(Photo: Heading up to the big roof on Dat-Mantel (5.10b).)



I felt pretty good about Commando Rave, and afterwards thought I might get another quick tick, this time of a 5.10. I jumped right on the nearby Dat-Mantel.



This was a climb I'd aborted leading with Gail. On that occasion I was just getting up to the roof when I realized I needed some big gear I'd already used below, and then it started raining. After abandoning the lead I sent it pretty easily on toprope on the first try. Pissed to have found it so easy, I resolved then to try to come back and get the redpoint on lead before was out.







(Photo: Getting ready to attack the roof on Dat-Mantel.)



This time, on lead, I wouldn't say it went easily, exactly. I fumbled about a bit before figuring out how to reach the bomber horizontal above the roof. Then I was psyched to place two good cams above the roof, one for each of our double ropes.



I got set to throw a heel and pivot over the roof....



And it worked out. It took a few tries. It wasn't pretty. I remember standing right up over the roof when I did it on top rope. On lead, by contrast, I ended up basically pushing my whole leg and hip into the rock before I could pull myself over the roof. But I never weighted the rope, and I made it! I'll gladly call it a victory and put it in the bank.



Dat-Mantel is a good introductory 5.10. The crux is short and the pro is great. You should be careful as you figure out how to reach the horizontal over the roof. There is good pro at the back, where the roof meets the wall, but until you can plug that horizontal over your head a fall will send you down onto the slab.It wouldn't bea dangerous fall, but it would be unpleasant. Once you get your fingers in the horizontal, however,there are great placements left and right, and you can try the roof move over and over again without falling onto the rope.



After Dat-Mantel my day was as good as done. With a new 5.9 onsight to my credit plus a successful 5.10, I was content to coast. Maryana proved herself to be the comeback kid, leading two more hard 5.8's: the wonderful first pitches of both Carbs & Caffeine and Airy Aria. I then got to end our day by combining the beautiful second and third pitches of Airy Aria into one lead, a fitting finish to a glorious day of climbing.



I love sending season.

My Genea-Mecca Sojourn is Coming to an End

After six weeks in Salt Lake City, I'll be leaving Sunday morning. It has been a satisfying and frustrating experience. Although no breakthroughs have been made, more documents have been gathered that add to the understanding of some of the ancestors. Of course, some of those documents have generated more questions - a few which will likely never be answered. But that is the nature of genealogy and family history research, which is a seemingly never-ending obsession.



In addition to research at the library, I've also been working on cleaning up my Legacy database. It is a slow and tedious process but I'm starting to have a good feeling about it. There is still a lot to be done with it but there is light at the end of the tunnel. One of the benefits of this process is that some of the "holes" in my research have been identified and I was able to obtain a few of those missing documents here in Salt Lake City.



One of the highlights of my visit here was being able to spend some time with Denise Levenick, The Family Curator. Denise was here for five days, coming a few days prior to the Utah Genealogical Association's Spring Conference where she was the keynote speaker and gave several presentations. It was a very nice change of pace to have someone to bounce ideas off of and just talk about stuff.





One evening, A.C. Ivory joined us for dinner at The Garden restaurant on the 10th floor of the Joseph Smith Building. Lots of laughing and talking - and we also enjoyed the sunset over the valley!







What's up next?



The coast of California will be my next stop, for about a week of "just relaxing" then I'll be meeting up with some of my Joslin cousins in Missouri in mid-May. After that, I'll be returning to Indiana to "settle down" into a somewhat "normal" life - whatever that is!



G.R.I.P. is on the agenda in July. I'll be attending "Your Immigrant Ancestors’ Stories: Writing a Quality Narrative" with John Philip Colletta and Michael Hait and in August I'll be going to the FGS Conference in Fort Wayne. I'm looking forward to seeing some of genea-peeps again and soaking in some knowledge that will, hopefully, help with the research process.

Rivendell Sam Hillborne: 2 Year Review

It has now been nearly 2 years since I began riding my Rivendell Sam Hillborne and it seems a retrospective is overdue.Myinitial reviewof the bike was written in the Fall of after 6 months of ownership, and it was basically a celebration of what this bicycle did for me over the course of that time. I had not been able to master riding a roadbike with drop bars until I got the Sam, and so this bike opened up a whole new world to me and made me very happy. Two summers later, I am a different cyclist than I was back then, and my main roadbike is currently a racing bike with skinny tires. So while the Rivendell Sam Hillborne has not changed over the time I have owned it, my perspective has changed dramatically and it is only natural that this review will reflect that.




In its essence the Rivendell Sam Hillborne is a road-to-trail bicycle optimised to fit fat tires and to carry a good amount of weight. Smaller sized Sams are designed for 650B wheels and larger ones are designed for 700C wheels. The frames are made with cantilever brake bosses, eyelets for fenders and racks, braze-ons for two water bottle cages, a kickstand plate and a pump peg. The lugged steel frame is built with oversized tubing that is somewhere in the middle on the heavy-duty scale as far as Rivendell models go. A good way to describe this bike would be as a touring bike with off road capacity. It can also be set up as a transportation bicycle, since it can be fitted with either drop or upright handlebars. The current price for a Taiwan-built frame is $1,050 - almost half the price of most other Rivendell models. It is worth noting that "back in the day" when I got the bike, it was the pre-2TT era and this model came standard with just a single top tube. Now the larger sizes have double top tubes.







The frame geometry is relaxed(71.5° seat tube angle) and "expanded," with a 6°sloping top tube. The Rivendellian concept of an expanded frame is the exact opposite of what in standard roadbike speak is known as a compact frame. A compact frame's sloping top tube is designed to have lots of seatpost showing and the handlebars low. An expanded frame's sloping top tube is designed to have little seatpost showing and the handlebars high. Unless I am completely misunderstanding these ideas, the compact frame and the expanded frame are in fact one and the same, only the sizing is determined differently. According to the compact philosophy, the size of the bike is determined by the top tube's virtual intersection with where the seat tube would have been, had the top tube been level. According to the expanded philosophy, the size of the bike is determined by the actual seat tube length. As such, by Rivendell's standards my Sam is a 52cm frame, and it is the size they recommend for a person of my height. However, a compact geometrist would consider my frame to be more like a 56cm given how tall the headtube is and how long the top tube (57.5cm).






Have I thoroughly confused some of you? Think of it this way: Rivendell's sizing guidelines assume that the rider wants their handlebars at or above saddle height. If that's what you want, go with their sizingguidelines. But if you want a more aggressive position with handlebars below saddle height, go smaller. Given my current riding style, technically the bike I own is now too big for me to set up exactly as I would prefer (ideally I'd like a longer stem and the bars several cm lower). On the other hand, Rivendell's philosophy is what enabled me to learn how to ride with dropbars in the first place. The fit and geometry of this frame size worked well for me two years ago and I was thankful for it.




Currently my 52cm frame is fitted with a 70mm stem, a zero-setback seatpost, and bars 1cm or so below saddle height. The bike is set up with a Shimpagnolo drivetrain with a triple crankset, a 9 speed touring cassette and Veloce ergo levers. The 650B wheels were built with a dynamo hub in the front, which powers the headlight and tail light. The tires are 42mm Grand Bois Hetres. The bike is fitted with VO Zeppelin fenders, a Nitto front rack, and a large Ostrich handlebar bag. I also have a Nitto Campee rack with lowrider attachments that I use during loaded trips, but it is not part of the bike's usual setup.I use Power Grips as foot retention. This setup was arrived at gradually, but has remained stable since the middle of last summer. The complete bike weighs around 30lb, give and take depending on how it is set up.There is no toe overlap.






I am very pleased with the aesthetics and the construction quality of this bicycle. Rivendell is one of the few manufacturers that designs its own lugs instead of using commercially available lugsets, which I find really cool. You can see my close-up shots of the lugwork here. The frame is finished beautifully, with no imperfections. There is a couple of small chips in the paint after two years, but they are not noticeable unless you know where to look. I love the c. shimmery moss-green of my frame and the dark gold accents. I like the design of the headbadge and the decals. I like the fork crown design on my frame, which is slightly different from subsequent fork crowns on the same model (see the comparison here). I do not mind the6° top tube slope, though if given a choice I would prefer a level tube.




As far as weight, I do wish the bike were a bit lighter while retaining the characteristics that make it what it is - namely the fat tires, fenders, rack, handlebar bag anddynamo lighting - none of which I am willing to give up. However, I recognise that the 30lb range is a fairly typical weight for bikes of this style, built up in the same manner.










I will take a deep breath at this point and tackle the subject of speed. Over the past year, I have been test riding some racing bikes and a lightweight randonneur, and being that the Rivendell Sam Hillborne was my only basis for comparison at that point I described those bikes as "faster" than the Riv. The biggest difference I feel between the Sam Hillborne and the racier roadbikes is the acceleration: the Sam is not as quick to take off from a stop and not as quick to accelerate. All that said, I think it's important to note that those comparisons should be considered in context. The Rivendell is slower than racing bikes, because it is not a racing bike. It is a heavier, more relaxed machine, designed to perform a different function.It is reasonably fast for a touring bike.






When it comes to handling, my favourite characteristic of the Rivendell Sam Hillborne is that it is stable and intuitive. In describing test ride reports often I'll mention that such and such a bike takes getting used to before it starts to feel "normal." By contrast, the Sam Hillborne does not require getting used to; it's intuitive from the beginning and remains so. Everything feels safe, neutral and predictable. It is stable at slow speeds and it is stable at high speeds. It is stable uphill and it is stable downhill. It turns easily and does not need to be "forced" to corner. Neither does it "over-react" on turns. The wide tires on my bike further enhance the stability, as well as contribute to the cushy ride quality. Once you've ridden on 650Bx42mm tires over pothole ridden roads and dirt trails, it is difficult to forget the ride quality.




My favourite rides on the Sam Hillborne are those best described as "exploring." Unstructured, rambling, with no time constraints or ideas about optimal speed. With my camera in the handlebar bag, a book, some food, maybe a notebook, a pen and some extra clothing, the bike feels likehome away from home.





And perhaps the most definitive characteristic of the Sam Hillborne is its ability to carry weight. As I've mentioned previously, I ride this bike with a full handlebar bag and experience no adverse effects on speed or handling. The bike just does not care.





When we went on vacation last summer and did not want to bother renting a car, I carried most of our (2 weeks' worth of) thingson the Sam and it was great fun. Carrying weight on a bicycle is not merely a matter of attaching racks and strapping stuff on. Not all bikes do well under a front and/or rear load, and not all bikes have the proper clearances to carry panniers. The Sam Hillborne was designed specifically for things like this, optimised for the culture of "bike camping" that's so popular with Rivendell owners. The front end seems insensitive to properly supported weight, the chainstays are long enough for panniers without heel-strike, and the frame's tubing is robust enough to handle the weight itself. It is really a shame I do not take advantage of these characteristics more often.






In my view, the Rivendell Sam Hillborne is a good choice for loaded touring, bike camping trips, commuting, exploring-by-bike, and all around casual riding - on paved and unpaved terrain. To get the most out of this bike, I would definitely recommend lights, fat tires, fenders, a rack, the whole nine yards - it's what makes it special. If, on the other hand, you are looking for an aggressive lightweight roadbike for training rides, competitive long distance events and such, this isn't it and was not meant to be (Rivendell does make a more aggressive and paired down model that may be more up that alley).




I have tried to put together my thoughts on this bicycle in a way that is fair and well-ballanced. For anyone deciding whether a Sam Hillborne is right for them, I suggest reading my original review and this review (if you can stomach that much of my writing, that is) in sequence: They are both sincere and accurately describe my impressions of the same bike at different points in time.

Henry M. Jackson Visitor Center II

On Friday, October 10th, the second reincarnation of the Henry M. Jackson Visitor Center was opened to the public and dedicated to the highly regarded and revered Washington State Senator Henry "Scoop" Jackson. Funding for the original saucer-shaped visitor center (check out the image to the right - a distinct likeness of the old JVC and a flying saucer taking off into space) was guaranteed much to his hard-work and dedication, so it was only fitting that the new visitor center also carry his name. Peter Jackson (the son of Henry Jackson, not the director) spoke at the ceremony, highlighting his father's love of wilderness, his desire to protect our country's most precious spaces, and to create enjoyable ways for people to learn from and enjoy these amazing places throughout our country and this state. The ceremony drew big-wigs from Washington (D.C. that is), including the Secretary of Interior Dirk Kempthorne, Representative Norm Dicks of Washington's Sixth Congressional District, and the Chairman of the House Subcommittee on National Parks. Other distinguished guests included local Nisqually tribal elder Zelma McCloud, National Park Service Pacific West Regional Director Jon Jarvis, the aforementioned Peter Jackson of the Henry M. Jackson Foundation, Mount Rainier National Park Superintendent Dave Uberuaga, an elder representative from the Consolidated tribes and bands of the Yakama Nation; yours truly of course and another famed NPS persona, Mike (Gator) Gauthier, dressed to the nine's in his class "A" uniform, and several hundred other attendees at the ceremony.

The new 'green', energy efficient JVC II is architecturally designed to match its surroundings and the historical park style, referred to as 'Park Service Rustic'. The feeling of the building when you first enter is dictated mostly by the space, due to the height of the ceiling and massive windows that line the entirety of the wall, naturally lighting the surroundings. However, it could also have something to do with the weird climber want-to-be mannequin placed high atop the climbing display. A feeling of comfort is there too. Above you are post and beam rafters, held together with cast iron fixtures and signs made from a menagerie of dark metal and wood. Overall, I was impressed and I think the sentiment was shared by most.
If you missed the grand opening, fret not, as you will have ample opportunity to view the building on weekends and most holidays, including the winter/holiday break from December 20th through January 4th. And as has been the tradition up at Paradise for many years, Ranger-led snowshoe walks will begin at the new JVC (snow permitting) on December 20th. The two public walks (12:30, 2:30) are approximately 1.5 miles in duration and last less than two hours and are moderate to strenuous. The walks are an amazing opportunity to experience the Park and Mountain in the wintertime. The adjacent photo was taken this past winter as I was returning from one of my group snowshoe walks - a beautiful view of the old JVC at sunset.
The opening of the JVC II means one more VERY important thing....re-opening our beloved Climbing Information Center (CIC) up at Paradise next summer. The CIC will function as it did before; climbing rangers staffing the desk will issue climbing permits and sell climbing passes, provide up-to-date route and snow conditions, weather forecasts, advice and as can only be expected from climbers (and NO ONE else) when they are awake and moving at 6:00 a.m. on a Saturday - perhaps some witty banter as well. See you all on the Mountain!