If I Die While Biking

Another of us was lost a few weeks ago. Another ghost bike placed. Another voice silenced. And it got me to thinking. I'll try not to let this get too depressing. As bleak as the statistics are, it's an unlikely scenario.

I don't even know if I'll ever bike again. I'm having some pretty significant health challenges. I'm just not sure it's in my future, but I remain hopeful.

I don't want some gaudy floral display beside the road. I don't want a modest wooden cross to mark the spot. If I die while biking, get a ghost bike and chain it near the spot. It better be a pretty, girly thing, not a nondescript road bike. Stick a basket on the front and put a couple colorful fake flowers in it. I want everyone who sees it to know not just "some cyclist died here," but "lady cyclist died here." I want them to think, "that could've been my sister, my wife, my mother, my friend."

Something like This. Girlier, if Possible.

To my loved ones: Attend whatever shindig the cycling community puts together. Let them support you, and support them in return. When one of us dies, we all think of our mortality, even if we didn't know the person. We're all thinking, "that could be me."

It may be hard, but do what you can to encourage more cycling. The more of us there are, the safer we all are. Remember that cycling didn't kill me; poor infrastructure, poor driving, or both probably did. Yes, serious crashes can happen without a person driving being involved. But if I'm actually dead, it's probably because I collided with a person driving (only 16% of  fatal or serious crashes reported to the police in England don't involve a collision with a person driving).

Support efforts to create infrastructure that prioritizes safety for vulnerable road users, even if you think it could add minutes to your commute or inconvenience others who drive. (Actually, most measures don't add significant vehicle delays). Isn't my life worth your inconvenience?

There'll almost certainly be video evidence. Use it. Sue the everliving fuck out of whatever jackass killed me. Or work to change the thing that led to my demise.

Lastly, no matter how I go, throw yourselves a bitchin' party. Get the good food. Get the good booze. Hire a good band. Party like it's my last day on earth. I'd be there if I could.

Trip Report: Joe's Ride - Olney, MD

Bottom Line

Fun, inexpensive party ride. Not a race - all riders expected to start together. I'll add this to my list of annual rides - it's a great way to start the season - but there are some things I hope will change.

The Five Ws

• Joe Sanford died of brain cancer at 10 years old. 
• Rides (45K, 30K, 10K) and a stride (5K). The 45K and 30K were $25, the 10K ride and 5K walk were $10, and there was a free kids' bike rodeo.
• 2018 date was April 28 (reportedly earlier than in previous years). 
• Start and End at Oakdale Emory Church - 3425 Emory Church Rd, Olney, MD.
• The event is in memory of and benefits children in the Olney community who have died. Proceeds go to the Joseph Patrick Sanford Foundation.
• Here's a link. 

What to Expect

The longer rides (30K and 45K) started at 0700. Seemed like fewer than 50 riders, maybe 35 or so. The scene is a party scene - there was a DJ, a couple of vendor booths, and a light breakfast. Check-in was super-smooth. I gave my name and they handed me my swag (a t-shirt, a tote bag, and a water bottle among other things), though the organizers had encouraged riders to have registration info - a QR code - ready.

We all set out after a brief prayer. The majority of the route in the beginning was roads that had been closed for the ride. After the 30K riders split off, roads were mostly lightly trafficked. The route was very well marked with the kind of signs you stick in the ground.

There were a LOT of farms, some woods, and some residential areas on the route. One house early on the route had people on the porch cheering us on. It was rolling hills throughout, with beautiful scenery. The day was really foggy, but that added to the beauty. There was one support stop, where the 30K and 45K diverged. Most of the roads were a little chewed up and in need of a fresh coat of asphalt, but that's to be expected this early in the season and on a rural route.

I got to see a beautiful woodpecker, wings out-stretched, fly in front of me. He was big - I had never seen one that close. The colors were unreal, like God went a little overboard with the Instagram filters. I wish I had a picture to share. Warning, though, farms in spring smell like, well, about like you'd expect. If you can abide the occasional smell of a freshly-fertilized farm, maybe stick to the trails around DC?

After the ride (it took me about 2 hours do do the 28 mile/45K) it was a party scene. Line dancing, talking, eating. I kind of wanted to do the Wiggle and the Macarena, but that part wrapped up by the time I got my bike shoes off and my slides on.

It seems like this is really a community event. I saw a lot of riders riding back home after their ride, and there was a lot of surprise when I said I was from Odenton, about a 40-minute drive away. One person said, "Oh, I've heard of Odenton..." Sometimes, I felt a little out of place - not from there, don't have a kid with cancer, didn't suffer the loss of a child, don't know Joe Sanford. I wanted to ask, "Am I the only one here who's just here for the ride?" but it seemed a callous thing to say.

Some Drawbacks

From most significant to least significant:

No cue sheet. Organizers assured me that I wouldn't get lost, as the route was well marked (it was, mostly) and that others on the ride would help me find my way, if I got lost (so, a group of four of us all ended up lost together, but not badly. There was either a sign missing, or a confusing sign, or one we all missed near the end of the ride. We ended up biking along a busy highway for a short distance, and then turning left off of said busy highway. It was dangerous and scary, but we all made it).

There was SAG, but no one gave out the SAG number. "If you need SAG, just wait, the car will be driving around on the route."

Balloon release. I know - this isn't really ride related. I'd love to see the organizers ditch the balloon release. Cuz, you know, wrecking the environment in loving memory of those who aren't around to see it wrecked... not cool. Plant a tree or release butterflies or something. Grief is real, losing a child is tragic, but there are better ways to honor that memory.

Registration. Registration wasn't through Active.com, but through SignMeUp. The technical process - navigating SignMeUp and PayPal and such - was kind of a pain. The other option was a snail-mailed registration sheet and a check.

No Gatorade or EnerGels - okay, this isn't even really a draw-back; I just thought I should warn you. There were delicious bagels and coffee at the start, and, c'mon, 28 miles. Do you really need Gatorade or EnerGels for 28 miles? No. Just fill the two water bottles you have on your bike, you'll be fine.

NICA and Maryland Interscholastic Cycling League Information Night

I attended the National Interscholastic Cycling Association (NICA) information night on 20 January 2018 at Crofton Bike Doctor. Here are my notes.

NICA and its Maryland League

NICA focuses on making mountain biking fun for children in grades 6-12. Their values emphasize inclusiveness and positive support for physical, mental, and emotional health. Their program places a high value on safety and risk management.

NICA is a huge organization, and it is growing, as is the sport of mountain biking. They have 22 leagues across 21 states. 10,826 student athletes, and 4,389 volunteers. Leagues typically double in size between the first and second years.

The league being launched in Maryland, the Maryland Interscholastic Cycling League, will need adult volunteers as well as student athletes. A leadership commission has already been established, and includes cycling leaders from around the state. There is also an aggressive fundraising campaign. While most of the revenue will come from race registration, race registration will com after the need for funds to start. The Maryland Interscholastic Cycling League is a brand new 501(C), so donations are tax-deductible.

Practices and Competitions

Each student athlete who wants to compete can. There is no "bench," no try-outs, no cuts. All are welcome. Each competitor who finishes the course earns points for their team, even the slowest competitor.

Competitions are on single-track courses. Passing is done safely, and the focus on risk management means there are no overly technical courses - no biking along cliffs, no jumps, no drop-offs. The goal is to make competing fun for everyone, even brand-new cyclists. The challenge is often in how fast an athlete can complete the course.

Practice venues are determined by a team's coach or coaches. Not every practice will be a ride through the woods. There are lots of skills that can be honed in a field. Requirements focus on inclusiveness. There is no minimum number of practices per week and no maximum, but coaches are trained in risk management and are therefore wary of over-working student athletes.

Competitions are huge events. Often, 1,000 people arrive to compete, volunteer, or observe. Some competitions have to be in locations that not only offer a course without too many technical challenges, but that also have parking for hundreds of vehicles and nearby camping available. Competitions aim to be weekend-long events, with set-up on Friday night, non-competitive rides and further preparation on Saturday, and competitive events on Sunday.

All events are optional. Being on a team does not mean you have to go to every competition or every practice. Going to a competition does not mean you have to arrive on Friday night - if you can only make the competition on Sunday, you would be welcome.

Venues being examined for the 2018 season in Maryland are Fair Hill, Rosaryville State Park, Schaeffer Farm and Button Farm, and Brunswick. Dates of competitions will be finalized by the end of February.

Volunteering

There is a lot of support through NICA for adults who would like to help out with a team or with the league. While there are requirements for coaches, there is an opportunity for those who would like to try it out once without going through the qualification process. There are also opportunities to volunteer that do not involve getting on a bike. There is a leadership summit which will provide everything needed to become a coach. The cost of the summit is $90.

Coaching will require, among other things, a background check, a brief course in risk management (provided by NICA), and concussion training. There are levels of coaching, but for the first year, the teams can only be level one teams, so the coaches need only be level one coaches.

Teams

Teams are encouraged to be associated with a school, but there are also composite teams that include student athletes based on their geographic location or on other bases.

The required ratio of students to qualified coaches is 6:1.

Team dues are optional and there are very soft rules on how a team can function. The one hard and fast rule is that teams must have a team uniform. But even this is flexible - the uniform can be as simple as matching tee-shirts. NICA is negotiating with Hill Killer Apparel for helping teams design and produce uniforms.

Key Dates

• March 17-18: Leaders' Summit
• April 1: Registration and beginning of pre-season - teams meet informally
• July 1: In-Season - teams meet regularly for practice and conditioning
• September-October: Race Season - there will be 4 races in Maryland during the 2018 season. Typically there are 4-6 races in a season.

More Information

Visit www.marylandmtb.org to sign up for the Single Track Times.

Follow Maryland Mountain Bike on Facebook, Twitter, and Instagram @marylandmtb

Changing My Definition of Femininity - An Ode to My Bike

When I first met her, I thought she was beautiful. I didn't know what kind of bicyclist I would be. Roads? Trails? Three miles a week, or more than that? I didn't know. But this bike... She was purple, with a step-though frame, and flowery vines painted on. Anyone who saw this bike would know it was a woman's bike, no question.

Few things give me as much joy as dismounting. I slow way down, pull one leg through the frame to sit side-saddle, then hop off and start walking. I imagine that I'm a slip of a girl - light and lithe, like a fairy princess - gently tripping along the ground. I always stick the landing, but... Well, at 5'9" and almost 200 lbs, I am nothing like a fairy princess.

I started taking longer and longer rides, working from "Whew! Three whole miles!!" to a 7-mile commute, then a 10-mile weekend ride, then 20 miles, then 30, and then I did a metric century (100km, or 62 miles). I started biking to work, and got panniers to put on her rack so I could carry my work clothes and towel - yes, my commute is far enough that I have to shower when I get there.

Gradually, I came to realize this was the wrong bike for most of what I do. She's heavy and bulky. And while her geometry allowed me to bike in a dress and maintain some modesty, it's not even slightly aerodynamic. I knew I needed a road bike - something faster, with more room at the top of the gears. But I loved my step-through frame. No road bike would have that, and I was bummed that I'd have to give it up.

My marvelous local bike store (Crofton Bike Doctor) set me up with a bike someone had traded in - a Specialized Ruby. A carbon frame with a nearly horizontal crossbar, pedals you have to clip into, and drop-down handlebars like a ram's horns. She's not a very girly color. But she is slender, and light, and nimble. And she's fast and strong. This bike wants to go uphill. She wants to beat the motorized vehicles on the downhill... and she gets much closer than my hybrid ever did.

With my hot pink helmet, my hot pink-trimmed biking shoes, and all the flowery, girly-colored spandex I can find, I think we're still feminine enough.

It's Different When They're Yours

"How was your day?" I asked my 14-year-old, as I settled into my chair.
"Meh." She shrugged and I sighed. Right. Open-ended questions.
"How was your commute?" We both ride our bikes to get where we're going. I do so when the weather's nice and it's not too much of an inconvenience. She does it every day, unless we offer her a ride in the car. That doesn't happen often. For her, biking means freedom and speed.
"Oh, my God! I was coming up to this crosswalk, so I slowed down, and this guy in his car on his phone almost..." I had opened the floodgate.

I pasted what I hoped was a mildly concerned look on my face as I listened to her talk about her near-miss. Some one wasn't paying attention and got way too close, drawing the ire of the crossing-guards and a lecture. I reviewed traffic patterns with her - people biking are safest when they behave in traffic like people driving, but that can be difficult to do if you've never driven. She was where she should have been, doing what she should have been doing. It was like any other near-miss, only it wasn't, because it was my daughter.

I knew a few things immediately. 1) No, I couldn't go kill someone. 2) Of course she would ride tomorrow (I reminded myself that this was a good thing). 3) We couldn't tell my husband.

When I started biking more, I would come home after a ride, still hopped-up on adrenaline. My husband would ask how my ride was, and I would recount all the details of whatever incident could have put me in the hospital, but didn't.

I should tell you, my husband is an avid runner. He's had his own near-misses. He's supportive of my biking to a fault; he knows how important his running is to him. He also knows about drivers and attention and infrastructure for anything other than cars.

I would watch his face as I vented my anger at the person driving. The carefully controlled, mildly concerned expression, the shrug, and the "Yeah - drivers. You'll have that" comment. I could tell, though, that he didn't like it. I had put him in a tough spot. He couldn't tell me not to ride; he knew riding on the sidewalk wasn't an option for me (it's not legal here and is rarely a safer, much less a more enjoyable option); and yet...

Eventually I stopped sharing my stories. If pressed, I'd say something like, "I just need to review some footage from my ride." I ride with a Fly6 - it captures video of things going on behind you while also acting as one of the best tail-lights I've ever seen. Sometimes, the close-call isn't as bad on video as it was when you were riding. Or that's what you can tell yourself.

How can you protect the people you love and allow them their freedom? Where's the balance point?

When my daughter turned 15, she started a new job about three miles away. She could ride her bike, though, unlike her route to school, her route to work would take her along some of the busier streets. I upgraded her lights. We talked about the importance of paying attention and route options.

Her dad said we'd drive her home at the end of her day. I insisted her lights were good enough. He insisted we'd pick her up. As the days got longer, I insisted that it wouldn't even be dark when her shift ended. He insisted we'd give her a ride.

Her birthday isn't until the winter. But maybe, for my birthday, I can get her her own Fly6. Maybe the newer, more expensive, front-facing Fly12 to go with it.

A Lesson in Control and Release

I found myself praising my daughter for learning a lesson in lane control and release, but it was really that she taught me the lesson. (Spoiler alert; no daughters were harmed in the making of this blog post.)

Most sites seem to call this "lane control" rather than "control and release," but what often happens over the course of a ride is both control and release. A person on a bicycle takes the middle of the right lane - rather than riding on the very outside edge - in order to control traffic behind them. When the lane widens, or a shoulder or bike lane are added to the lane, the person on a bicycle can move over to allow traffic behind them to pass safely.



In Anne Arundel County, bike lanes, shoulders, choke-points, and narrowing occur at random. The bad news is that people on bicycles sometimes have to take an aggressive stance to prevent people in automobiles from trying to "squeeze by." The good news is, it probably won't be long before the bike lane or shoulder magically reappears. (This is all bad news for people on bikes, who don't appreciate disappearing bike lanes or random choke points like the one below.)


An example of an AA County choke point. It's supposed to "calm traffic," but doesn't actually impede automobile traffic in any way, and is the opposite of "calming" for people on bicycles.

One road in particular tends to suffer from narrowing and widening lanes, as well as drivers in a hurry. In places, the shoulder can be measured in millimeters, while in other places there's a shoulder wide enough that it might be another lane (though it isn't marked as such). In much of the road, the lane is too narrow to safely be shared, but just wide enough to be tempting.

It was in this section that my daughter tried - unsuccessfully - to control the lane. She was passed by people in cars trying not to cross the double-yellow, because there was oncoming traffic.

When I bike this road, I always remind myself to put on my big-girl pants, steel myself, and take that lane. People in cars on this road will always try to share the lane with me if I don't take all of it, and that's a pretty bad situation for a person on a bike to be in. (Check out that first link in this post. No, really. It won't take long, I promise. Here it is again.)

My daughter's experience is one I've had. While I was busy clucking my tongue that she had to learn that lesson the hard (thankfully, not the hardest) way, I forgot that I was still learning it, too. Sometimes it's helpful to hear someone you love talk about a shared experience. It's a reminder to do what you need to do to stay safe, and validation that you need to do it. Thanks, Daughter.

On Accidental Saints

Last year (2015, for those keeping track) at Lent, my church picked two books for the Lenten book group. One was Accidental Saints, by Nadia Bolz-Weber, and the other was Desmond Tutu's Made for Goodness. Well, I was in college up to my eyebrows, and the book group ended up not having its last meeting, and I got severely behind in my reading. I didn't pick up either book again. Here are my first and last posts on the books.

The rest of this has spoilers, so, if you're not into spoilers for Accidental Saints, you should stop reading here.

So, now that college is all but over and I have more spare time, I went ahead and finished Accidental Saints. You can check out my review on GoodReads, but I wanted to add something that really struck me about the last 3/4 of this book. It was the chapter that dealt with Nadia's friend Bruce's drunk driving accident.

Nadia had befriended Bruce, a Bishop in the Lutheran church, whose wife was dying of cancer. Some years later, something bad happens. Nadia writes,

"In a brief exchange on instant message, I learned that, two nights earlier, Bruce got behind the wheel of his car with what tests would later show to be a higher than legal blood-alcohol level, lost control, and hit and killed a fifty-two-year-old mother of three. And by the time I found out, from my luxurious room in a resort in Mexico, Bruce was sitting alone in jail."

This chapter so spoke to me. I still often think of my bishop, who also got behind the wheel of her car with what tests would later show to be a far higher than legal blood-alcohol-level, wasn't paying attention, and struck and killed a 41-year-old father of father of two.

It was hard to know what to pray for - Tom Palermo, his family, and cyclists everywhere, or my suffragan Bishop Heather Cook, her family, and prisoners everywhere. Of course I prayed for all of the above. I wrestled with anger at the bishop, I wrestled with disappointment in a church leader, I worried about the divide this might drive between often liberal-atheist-cyclists and drivers and the church.

Nadia talks in this chapter about the need for mercy and the remorse Peter must have felt as he swam up to Jesus and proclaimed three times that he loved him. She writes, "We simply have to cling tightly to the truth that God can redeem it." I'm still struggling with that one.

I know Jesus being resurrected is supposed to make it all okay - that the resurrection makes everything okay. It washes away all our sins - as Nadia might say, mine, yours, Heather's, Peter's. But that's hard to swallow. It's hard to not still feel a little angry and a little lost and a little heartbroken.

On the Narrow-Highway Exception to Maryland's 3-Foot Law

This is the letter I just wrote to Senator Jim Rosapepe and delegates Barbara Frush, Ben Barnes, and Josaline Pena-Melnyk about the need to get rid of the narrow highway exception to Maryland's 3-foot law. BikeMaryland's article outlines it pretty well, but it's important for individuals to speak out, in addition to the wonderful work being done by BikeMaryland and BikeAAA.

Dear Senator Rosapepe,

Getting rid of the narrow-highway exception to the 3-foot law will protect bicyclists in the short and long term, and help to defuse the tension between the bicycling community and the driving community.

My route to almost everywhere requires me to ride on Annapolis Rd between Arundel High and the traffic circle, then on Odenton Rd between the traffic circle and the MARC station.

Both of these roads fall under the "narrow highway" exception for bicyclists. Vehicles aren't obligated to give me a safe passing distance, and usually don't. Both the high school and the MARC station are destinations one would expect for bicyclists traveling to school or work.

As a motorist, I am aware of the inconvenience to motorists by the presence of a bicyclist. As a result, I prefer to ride to the right of the lane, so that motorists can pass when it is safe. When motorists pass too close - as the current law allows - I ride in the middle or left portion of the lane. Preventing motorists from passing too close is safer in the short-term, but I worry about the ill-will it engenders.

As a cyclist, I need the protection of the 3-foot law. I need to know that motorists will respect my need for safety by waiting until they can leave a safe passing margin, and that I don't have to take actions which would seem aimed at angering drivers in order to achieve my short-term safety.

Getting rid of the narrow-highway exception to the 3-foot law will protect bicyclists in the short-term and in the long-term, as motorists learn that leaving a safe passing margin is not the "polite" thing to do, but the legal thing to do.

When motorists understand that laws prioritize bicyclists' safety, they will be less likely to take cyclists' presence on the roads as a personal affront. They will be less likely - I think - to succumb to rage against an individual cyclist. Getting rid of the narrow-highway exception will be good for motorists and cyclists.

Thank you for your consideration of this important issue.

In peace,

Jennifer A. Carson

The Big Deal About Some Washington, D.C. Bike Lanes

If you're following me on Facebook, you've already seen most of this. This post lays out the background information, both sides of the argument, and my stance in it.

The Current Situation:

There are bike lanes all around this piece of Washington, D.C., but few that connect the areas with a lot of bike lanes to the areas with few bike lanes, and fewer continuous north-south bike lanes nearby. The marker is for New York Ave. and 6th street, northwest. Solid lines are bike lanes, dotted lines are "bike-friendly streets" - places where Google has noted there are bicyclists, though I question their equation of large numbers of cyclists to "friendliness." 6th street is like a bike-lane desert.

In 2014, 12 bicyclists and 16 pedestrians were hit along the stretch of 6th street under consideration, and 14 bicyclists and 7 pedestrians were struck along the portion of 9th street under consideration, according to FOIA data cited by the Washington Area Bicyclist Association (WABA). So, bicyclists and pedestrians do use the street, but not safely.

On 6th street and M street (jut north of the marker on the above map) is a large church of long-time congregants, the United House of Prayer. The New Bethel Baptist Church is at 9th and S. Northwest D.C. has seen a lot of gentrification.

The United House of Prayer enjoys street parking, where about 75 cars can park diagonally on Sundays. The proposed changes to 6th street would allow only parallel parking, meaning the loss of an unknown number of parking places.

The Proposals:

There are four proposals for adding bike lanes to either 6th or 9th streets in northwest Washington, D.C. They all allow for some street parking, at least at "non-peak" times, which would presumably include Sunday mornings.

Here's my favorite proposal, which provides for protected bike lanes in each direction, two or four lanes of travel (four in peak times), and 2 lanes of parking during non-peak times. The plan for 6th street north of New York Avenue looks the same as this, which shows 6th south of New York Avenue:

The Conundrum:

Gentrification has forced many of the congregants to the suburbs. The churches may see a concerning situation where congregants are far from their church and have trouble parking once they get there. They are arguing that this loss of parking impinges on their freedom of religion.

The city has adopted Vision Zero, which aims to eliminate traffic deaths. Protected bike lanes are a major portion of this vision.

The Washington Area Bicyclist Association (WABA) asserts in their post on the recent public meeting that while concerns about gentrification are valid, using the proposed bike lanes as a proxy for this argument is inappropriate.

My Stance:

As Christians, we are told to protect the vulnerable. This extends to vulnerable street users, such as bicyclists and pedestrians. The benefit of being "strong" (in the majority, supported by your environment, and physically secure) is that you can afford to help the weak. As Christians, we are commanded to do so, even at the expense of our comfort.

As Christians, we are told that we are the stewards of our environment. While biking isn't free from environmental harm (tires are a petroleum product), it is more responsible than driving. As Christians, we should be encouraging bicycling and walking as means of transportation.

As Christians, we are told to love one another, above all else. The importance of community and inclusiveness is reinforced through scripture. Our public policies and behaviors should reflect these values.

Unfortunately, the behavior of the those representing the churches at the public meeting did not represent Christian values. Besides holding their right to park above others' right of physical safety, they shouted down and cat-called opposing viewpoints.

I hope that should my church find itself in a similar situation, that we will demonstrate the Christian values we claim as our own.