By John Allen

Be safe AND follow the law

As days become shorter and daylight-saving time ends, it is important for cyclists to remain visible to motorists, other cyclists, and pedestrians. When riding in the dark or near-dark, cyclists need to run lights for safety, and to comply with Massachusetts law.

The Commonwealth of Massachusetts stipulates that all cyclists must use a white headlight and red taillight if they are riding anytime from a half-hour after sunset until a half-hour before sunrise (MassBike).

Massachusetts requires the following equipment/visibility specifications for night riding (as paraphrased by MassBike):

• At night, the bike’s headlight must emit a white light visible from a distance of at least 500 feet. A generator-powered lamp that shines only when the bike is moving is okay.
• At night, your bike’s taillight must be red and must be visible from a distance of at least 600 feet.
• At night, your bike’s reflectors must be visible in the low beams of a car’s headlights from a distance of at least 600 feet. Reflectors and reflective material on your bike must be visible from the back and sides.

Cycling-specific lights have come a long way

In my early days as a cyclist, I had a few battery-powered lamps – but these would run down in a couple of hours. Rechargeable batteries appeared around 1980. These lights were bright enough for a taillight or a front-facing marker light when riding under streetlights, but were woefully inadequate for a headlight that would light the way on an unlit road. Tire-friction generators of the time produced somewhat more power, typically 3 watts (W) (typical automotive incandescent headlamp draws over 30 W).

The author riding his first Raleigh Twenty utility bicycle with his first lights that had rechargeable batteries, 1980 -- Photo credit: Sheldon Brown.

During the reign of the incandescent bulb, there were several initiatives to produce brighter bicycle lights, but the result was heavy, expensive, and/or finicky. A more detailed look into those issues may be found in an article on sheldonbrown.com.

Early efforts to encourage cyclists to use lights

Getting everyday utility bicyclists to use bicycle lights was an unwinnable battle for nearly a century. Street lighting and light pollution in urban areas could provide enough light so bicyclists could find their way, but not nearly enough to alert others to the presence of a cyclist, and especially not in the face of low-level glare from motor-vehicle headlamps and commercial lighting.  Use of lights was greater in countries where utility bicycling was popular, but a study in the United Kingdom, for example, showed that it was still only around 70%. In the US, it was far lower.

U.S. Consumer Product Safety Commission regulations required a front-facing retroreflector on new bicycles starting in the mid-1970s.  These regulations did little more than produce a false sense of security, reducing the incentive to use a headlight. Yet on the other hand, the law of every state required bicyclists to use a headlight (except for a few years, Massachusetts, but that’s another story). The law was not enforced. Crashes occurred that could have been avoided even with the weak headlights that were usual then.  But the burden of fault following a crash would be shifted to a bicyclist without proper lighting.

LEDs become the new standard

The situation began to change significantly with the advent of the red light-emitting diode in the 1990s. Why red? The energy level transition to produce red light is smaller than for other visible colors, and so red LEDs were available earlier. Now a red taillight was cheap and practical. It would attach to the same standard bracket that held a rear reflector, and would run for weeks on a pair of AA batteries.  It ran longer if it blinked. And so blinking taillights became very common.

Unintended consequence: many bicyclists rode with a taillight, and no headlight. Fine when a motorist is overtaking, no better for anyone in front of the bicyclist.

White LEDs eventually followed. Now a small and affordable bicycle headlamp can be just as bright as an automotive headlamp. It can be powered by internal batteries, or by a generator.

Generators in the front hub of bicycles are best – efficient, reliable, and quiet. They add so little drag that it is of no concern to anyone but a racer.  Newer ones weigh less and put out more power thanks to advances in magnetic materials. Generator-powered lights can also store energy to keep them shining for a few minutes while the bicyclist is stopped at a traffic light.

A headlight for use at night should have a flat-topped beam pattern like an automotive headlamp. In the USA, there is an entirely other class of bicycle headlights sold for mountain bikers or as daytime running lights. These generally have a round beam pattern rather than a flat-topped one. I don’t recommend these for nighttime use, for the same reason you wouldn’t want to use the high-beam headlights of a car with oncoming traffic.  More about choosing bicycle headlights is here: https://www.sheldonbrown.com/LED-headlights.html.

Reflectors are the law, too

Recently updated Massachusetts law states:

“During the period from one-half hour after sunset to one-half hour before sunrise, the operator shall display on each pedal of his bicycle a reflector, or around each of his ankles reflective material visible from the front and rear for a distance of six hundred feet, and reflectors or reflective material, either on said bicycle or on the person of the operator, visible on each side for a distance of six hundred feet, when directly in front of lawful lower beams of headlamps of a motor vehicle.”

A rear reflector works by shining light back in the direction it came from, and works quite well for the drivers of overtaking motor vehicles. A taillight can go out without your knowledge. Many small LED taillights these days do not include a retroreflector, so you will need a separate one. I prefer a large, amber, automotive one rather than the small red ones that come on new bicycles.

The author riding another Raleigh Twenty in 2024 with an Ixon Core IQ2 USB rechargeable headlight. On the rear is a Chinese Vistalite"blinkie"  clone, which runs for weeks of nighttime utility trips on a pair of AA batteries and includes a retroreflector.

Don’t skimp on safety

This equipment comes at a price. And with lack of law enforcement, and nonchalance, many bicyclists still ride without lights. Notably, though, many e-bikes come with lights in the standard build.

Of course, equipment is only part of the story of how to be safe, but it is an important part, so don’t skimp!

By Norma Loehr

Town you live in?

I live in East Boston; I  grew up in Manchester, NH.

What led to you joining CRW and what do you enjoy most about being a member? 

I joined CRW because I really enjoyed group rides and being able to socialize on and off the bike with folks who share the love of cycling. 

What is your best advice for a new club member? 

Don’t be intimidated by those who look and act like they are an advanced cyclist. One can learn from experienced riders but in the end we are all here for the same thing, and that is to ride.  

When did you become a Ride Leader?

2021 riding season.

What led to you becoming a ride leader? 

I think all cyclists, especially those new to the sport, need a welcoming smile from an experienced rider who has their safety in mind and can provide a well-thought out and fun route to ride. 

What types of rides are you planning on leading? 

I lead primarily gravel and as I age, not the soul crushing +10,000 feet of climbing rides. The sport is full of people looking to get to the finish first or get to the summit before everyone else. Life is short and we need to take the time to appreciate the landscape and each other's company. 

How long have you been cycling, and what initially got you interested in the sport? 

I got into cycling in my early 40’s after a few years of being a mid distance runner and enduring injury after injury. I started going to spin classes as physical therapy and fell in love with the motion and how it made my body feel.   

What is your favorite thing about cycling? 

I believe that cycling can be a great social equalizer and it allows people from all walks of life to participate and enjoy the comradery of the sport. I love that there are so many subcultures within the sport, that one will always find their niche. 

How many miles a year do you typically ride? 

Anywhere from 4,000 to 5,000 miles.

What is your greatest cycling accomplishment?

I love urban riding and the fact that I have ridden all around Boston, New York City, Washington DC, Philadelphia, Chicago, Miami, Phoenix, Los Angeles, San Francisco, Seattle, and Montreal is a great source of pride.    

What is your favorite road or trail to ride on?

This year I rode the Cross New Hampshire Rail Trail and I really enjoyed it! 

What is your favorite route to ride? 

CRW’s “Dirty” Battle Road Route. I have met some amazing people riding that route over the years.

What is your favorite post-ride food or drink? 

Beer that quenches your thirst…Nothing quite like drinking an ice cold Miller High Life after a long hot summer ride!

You can read more about Hermin in his interview with Hanna Ali of the WBUR Weekender, Boston's Saturday Morning Newsletter.

***SHARE YOUR RIDE PHOTOS WITH CRW!***
Email them to: media-share@crw.org

Chilly morning rides...and the rewards!

Following the completion of the voting process for the CRW Board, I have the honor of officially announcing the results. John O’Dowd earned a three-year seat on the board.

Thanks to all CRW Members who voted in the election and giving John 168 votes.

I extend my heartfelt congratulations to John and his continued presence on the CRW Board of Directors.

Warm regards,

Barbara Jacobs, Secretary, CRW

Dear CRW Members,

As we enjoy the peak of our cycling season, we're excited to share the latest standings in our 2024 Ride Leader Incentive Program. Your enthusiasm and dedication continue to make our club vibrant and active!

Reminder of Contest Categories:

• Most Recurring rides led
• Most Non-recurring rides led
• Most Recurring rides co-led
• Most Non-recurring rides co-led

Top performers in each category will receive gift cards and free CRW memberships at the end of the season. Board Members are not eligible for gifts or free membership.

Get Involved!

There's still plenty of time to climb the leaderboard or start your journey as a ride leader. Every ride counts, whether it's your first or fiftieth! Check the CRW calendar for opportunities to lead or co-lead rides.

Remember:

• Rides must be listed on the CRW Ride Calendar to qualify
• Only completed rides count
• We appreciate leaders of all experience levels

Thank you to all our ride leaders for your commitment to CRW. Your efforts make every ride special for our members.

Happy cycling, and we'll see you on the roads!

***SHARE YOUR RIDE PHOTOS WITH CRW!***
Email them to: media-share@crw.org

CRW Members enjoying a beautiful day on Martha's Vineyard. Special thanks to Erik D'Entremont and Melissa Quirk for leading!

• Hermin Miranda, CRW Ride Leader, was recently interviewed by Hanna Ali of the WBUR Weekender, Boston's Saturday Morning Newsletter.  The article was published on September 29, 2024. Check out the article: "Gear up for a good ride: How and where to safely bike around Boston with pals this fall."
  
  
• On September 15, 2024, Moira McCarthy from the Boston Herald wrote "Looking for the perfect fun Bay State fall experience? It’s in the bog." This article promotes the upcoming CRW Cranberry Harvest Century.

The 2024 CRW Board election is approaching. All club members in good standing are encouraged to participate in this process, regardless of their experience level or length of membership. This is great opportunity to get involved and shape the future of our club.

Seats available:

• 3 Board seats: 3-year terms from Jan 1, 2025 to Dec 31, 2027.

2024 election timeline (additional details below):

• Oct 5, 12:01 AM: Online voting opens
• Oct 10, 11:59 PM: Online voting closes
• Oct 13: Results verified and announced
• Jan 1, 2025: New Board Members take office

Voting eligibility:

• All CRW members in good standing as of Aug 31, 2024 may vote.
• Confidential ballot, vote for up to 3 candidates.

To become a candidate:

1. Eligibility: You must be a CRW member in good standing as of Aug 31, 2024.
2. Learn more: Read the CRW Bylaws.
3. Declare your candidacy: Update your member profile to self-declare as an Active Candidate. Submit a Statement of Candidacy by September 20, 2024 explaining why you want to serve on the Board. Make sure you have a photo in your profile.
4. Attend the "meet and greet": Come talk with club members about your vision for the future of CRW at the optional Meet the Candidates online forum.

Learn about the candidates:

• See Candidate statements.

Questions?

• Please contact us at election-manager@crw.org

By Barb Taylor, CRW Member

CRW hosts many different rides that cater to various types of riders. Ride descriptions generally list the ride pace(s) supported  on that ride. For example, Bike Thursday rides are designed for "cyclists that enjoy riding at a slower pace of between 10-12.5 mph". The Mighty Squirrel ride description states "the pace will be defined by who shows up and how fit the group is." The Cranberry Century on Oct 13, 2024 has at least 11 different supported pace groups across the 4 ride distances!

Most Ride Leaders ask riders to declare their "Ride Speed" on the registration form:

The information you post there is used by the Ride Leader to make sure riders are well-suited to their ride, and when appropriate, to plan for different pace groups within the ride. For this reason, it is important that riders know their ride speed, or "average pace".

So...how do you decide which Ride Speed (pace group) to join?  A seemingly simple question that is actually very nuanced.

When I joined CRW, I was not sure how to answer this. Should I check the box based upon:

• overall average pace? (spoiler alert: yes!)

• the top speed that I like to ride at? (no) 

• the speed I like to ride at on comfortable flat roads? (logical and tempting, but no)

CRW, like most other cycling clubs, expects you to join a group that is reflective of your overall average pace.

So knowing your pace - and how to define your pace compared to ‘others’ -  is helpful, as it sets expectations on who could be a good ride partner, which rides and pace groups to join, and how hard you may have to work (or not) on any particular ride.

However, ‘average pace’ is also very nuanced.  Up hill, down hill, in a group, including/not including stop lights - pace varies a lot even within a ride - and the ‘average’ pace really depends upon what parts you decide to include as your total.

How do I figure out my average pace? Bike computers or activity watches

Most cyclists use a bike computer which can log and track your rides (and link to Strava) as well as calculate your average pace for each ride.  

After a few rides, especially if done on the same route, your Strava or computer ride log will give you a sense for what your ‘average’ pace is on that route. That is a good baseline for judging how fast you’ll be on other rides, when you consider and compare who you’ll be riding with and how hilly and long the course is.

Note #1: As you figure this out, you may want to start and stop your computer for just the group ride or section that you want to track vs the whole time you are on your bike (which may include a meandering warm up as you bike to and from the ride start).

Note #2: There is a feature on most bike computers to NOT include non-moving time (e.g., stop lights or coffee stops), which most cyclists use.

This is what you should use - your Strava or bike computer average - when asked ‘what is your pace’!

Now, this value may seem slower than you would expect because you know that when you’re on a nice, flat country road, you can comfortably zip along at a speed of X, which is higher than what Strava says is your average.  But no course is a 100% flat and there will be slow uphills to bring your average down - sometimes by a surprising amount. Regardless, use your Strava average as your default baseline.

No bike computer?

Well that’s a bummer…you should get one. In addition to keeping you on-route, most bike computers track your ride stats, and let you upload your rides to Strava or other online app, which is better than just following your friends. But if not, you can use your phone or an activity watch (like Apple Watch or Garmin) to track your pace.

[Side note: CRW's Rider Guidelines require that each rider has their own source of navigation; a bike computer is a great option, rather than using your phone or cue sheets].

If you don’t like looking at data or ride logs, well…ask your friends that you ride with. Or pay attention to your speed when you’re feeling comfortable on a flat road and decrease that number by a few mph to estimate your average pace.  For example, if you usually ride 14 mph on a nice flat road, I would estimate on a not too hilly course, your average pace is probably 10-12 mph.  

OK! I know my average pace! Now what?

Register for a ride that matches your pace! If  you're not sure if a ride offers your pace group, contact the Ride Leader for more info.

Once you are on the ride, the supported pace groups will do the best they can to maintain an average pace. That means they’ll be faster going downhill or along the flats, and slower going uphill. Expect variation throughout the ride and expect to go faster than the ride range on flat road. Picking the right pace group will ensure you’re riding with the right group, at the pace you expect.

Reassess your average pace from time to time. Injury and time off the bike may see it decrease. Towards the end of a busy riding season, you may find your pace has increased. This is a great way to track your fitness gains!

By John Springfield, CRW member since 1973

 “Hey, John, let's ride our ten-speeds to see my aunt in Owendale.”

“Gee, Larry, that's a long way...How far do you figure?”

“About a hundred miles or so...”

It was the summer of 1964. Larry and I were teenagers. We didn't know it then, but our ignorance and great stamina were our best assets. I got my 10-speed in 1963, and he in 1964. Before we bought lightweight bikes we rode clunky single speeds all over the place. One ride was 40 miles. So, 100 miles seemed to be doable.

“Okay, let's do it.”

We rode north from Detroit, mostly on M-53. We left early in the morning (6:00), hoping to make it by nightfall. It turns out we made it by 2:45 pm.

We spent two overnights in the tiny town of Owendale (population 200). The highlights were visiting a local swimming hole and playing pool in the bar. Larry assured me nobody would hassle us in the bar. He was right.

We returned home the same way we came. But now we were seasoned bike tourists.

I was hooked.

In 1965 and 1966 I went to northern Michigan with the American Youth Hostelers.
These week-long tours exposed me to the inexpensive Michigan state parks. For 50 cents you got a campsite, access to a shower, and often free food from the RV campers!

In the late 1960's, I toured solo throughout Michigan and Wisconsin. I had a cheap army-surplus sleeping bag and a "tube tent". The tent was just a plastic sleeve that you ran a rope through and secured to two trees.

Later in the mid 1970's I had enough money to start staying in cheap motels.
Hot shower, no mosquitos, a TV, and a bed. What's not to like?

In 1964, I could not have imagined that I would still be touring by bike 60 years later...

----------------------------

My first ten-speed was a red Frejus "Tour de France" model. These bikes were simple, and the lugged steel frame made them rugged. The gears were shifted with levers that allowed you to micro adjust if there was any chain chatter. None of that fancy index shifting. If your derailleur and brakes were made by Campy, then you had the best. The saddle was usually a Brooks, made of leather. But I never could break mine in, so I experimented with other seats until I found a fit.

My bike was technically a racing bike, but it came with aluminum fenders.
I appreciated the fenders when it rained on my tours. It also came with tubular ("sew up") tires that had to be glued to the rims. I was constantly getting flats with these tires, so in the early 1970's I replaced the rims and tires with conventional ones.

In my teens I had no money to buy special riding shorts and jerseys, so cut-off jeans and T-shirts sufficed. No special shoes, just "gym shoes".

Equipment could be bulky. Pannier bags where often made of leather. No helmets until the early 1970's. Instead we wore little caps like the racers.

Communication on a tour depended on your ability to find a pay phone in a small town. If you were really in trouble you could always flag down a passing motorist. And you could also flag down a Greyhound bus. They would put your bike in the baggage compartment. Once my freewheel gave out, so I flagged the bus to get to a bike shop. And speaking of bike shops in northern Michigan in the 1960's, there was only one (Traverse City) that had parts for a ten-speed.

There was little understanding of electrolytes, so "the bonk" was a common occurrence after a long day. In the 1970's there was a powdered drink called "Body Punch" that you mixed with water. I used that until liquid sports drinks became common in the 1980's.

But what about adventure? Well if riding on main roads with big trucks and unknown facilities is your thing, then you had plenty of it. No bike lanes, bike paths, or rail trails. You used state highway maps, maybe AAA maps. Adventure Cycling didn't print maps until 1975.

Motels were "iffy." You showed up, and hoped they had room. I remember biking 100 miles through the Pocono Mountains, arriving at motel, exhausted. No rooms. A wedding party had rented all the rooms. I had to ride another 25 miles to find rest.

But years ago, people were genuinely curious about a lone biker with pannier bags.
In many small towns they had never seen a touring bicyclist. Now, of course, most people are not that curious. On the popular Adventure Cycling routes, bikers are an everyday occurrence.

After 40 years and 32 states, I bought my second touring bike in 2004. Still a lugged steel frame, but slightly wider and higher handlebars. Oh, and index shifters. But no special pedals. I ride with normal walking shoes.

Around 2013, I finished my goal of riding in all 48 states (That's all the states there were when I was born). And in 2019 I rode solo across the US for a second time (The first was 1976).

There are so many memories of small towns and the cafes.

--------------------------------------------------------

So in September 2024 I set off for a two-week bike tour of northern Michigan where most of my early touring took place. Starting at the northern point of Sault Ste. Marie, I biked south, mainly hugging the coast of Lake Michigan. I ended up in northern Indiana. 

Some of the towns were unchanged, but much of Lake Michigan have been developed into upscale homes. There are still a few small cottages left, but not many.

The industrial wharf area around Muskegon is rapidly being changed to high rise condos. But the little town of Empire is still the same.

At my age the hills on the northern part of the trip slowed me down. But southern Michigan is pretty flat, and much welcomed to my old frame.

So this was a nostalgia trip, but also a gratitude trip. Gone are the 100-mile days, but 50 miles is just fine.

For a daily journal and pictures, click this link: https://www.crazyguyonabike.com/doc/OldMan2024