Sunday, August 2, 2015

A gigawatt of solar panels

To become fully self-sufficient in our energy production, we need to more than ramp up our use of solar energy. Double isn't good enough, nor is 10x. Maybe not even 100x. No, we need to start thinking in terms of gigawatts. The capacity of commercial power plants, be they nuclear or fossil fuel or hydroelectric dams, is measured in GW.

I am not here to argue climate change or the relative pros and cons of various generating mechanisms, concern over low sun angles in the winter, or the rather obvious problem of the sun not in the sky half of the day. Rather, how big an array would you really need to start thinking in terms of GW, in a metro area the size of Pittsburgh?

Start with a real product, a solar panel made by Sharp, model ND-F4Q300. Each panel can put out 300 watts. It's about 1x2 meters in size and weighs 50 pounds. I won't discuss price, as any major generating plant would cost in the billions of dollars to design and construct. If we end up spending a billion here, too, that's reasonable, but irrelevant for the current question. At least not yet.
My initial idea was to construct a large roof over an interstate highway, and mount the panels on that. Ignoring the problems inherent in building a shed of that size, assume it's possible. I am trying to visualize the scale of a structure big enough to generate 1GW of power. It does not need to be a roof over a highway, but that is the model I will use here.

Start small, let's say a kilowatt. At 300 watts a panel, that would require four panels -- 1200 watts total, building in some buffer to account for clouds and low sun angles. For purposes of estimation, this is close enough. A panel array 4m wide and 2m high would thus give us a kW. Single house residential roof installations usually consist of a few of these, some multiple of 1kW, depending on the size of the roof and the depth of the homeowner's pocket. We should have 10,000 of these, but in addition to, not in place of, the GW-scale installations, as there will certainly be tens of thousands of homes and businesses without their own installations. The power they use has to come from somewhere.

Back to our highway roof idea. A typical interstate highway is two 12-foot lanes and a 12-foot shoulder, both directions, with a 36-foot median, and 50 feet of "clear recovery zone" on either side -- space free of trees, light poles, large road signs, and supports for big solar roof structures, so you won't get killed if you fall asleep at the wheel and drift off the road. Total, 208 feet of space between roof supports. Again, not that we would actually build this thing, but how much space does that give us to mount some solar panels? 208 feet is about 63 meters. Assuming a simple trapezoidal cross section, let's say that would give us about 40 meters horizontal space on the roof to work with. Rearrange our array to be 1m wide and 40m long, that's 20 panels. So, 1m of expressway distance would let us generate (300 watts x 20 panels) 6,000 watts, or 6kW, about what's needed to power one house.

Now let's play with numbers. Ten meters of expressway distance, 40m across, is 60kW. That's roughly the size of a gas station or small suburban strip mall parking lot, or the building's roof. We have lots of those around. That's a perfectly manageable size. A city the size of Pittsburgh probably has 1,000 such locations, be they roofs of existing structures, or adjacent parking lots that could accommodate a 10x40m panel array. Do the math; that's now 60 megawatts. Together with the previously mentioned private residences, we are now only one order of magnitude removed from that GW.

Meanwhile, back at the interstate, let's lengthen that roof to 100 meters. Imagine now an airport hangar, not that you would put a solar array on one, but a building big enough to house a full-size jet is going to be on the scale of 40x100m. That size of an array would generate 600kW. That's enough juice to support a small neighborhood's summertime air conditioners, typically 3kW apiece, and changing that sunshine to go juice exactly when those 200 A/C units are running. This is roughly the size of a school building or small industrial building in a suburban office park, or its adjoining parking lot. Pittsburgh has hundreds of these types of spaces.

Not big enough yet, though. Make the array a full 1km long and 40m wide. Six megawatts. That can power a small town. If it was square, it would be 200 meters on a side. In terms of scale, think of shopping mall, hospital, or stadium parking lots. We have dozens of these in Pittsburgh. Building a solar roof over them is a lot easier to manage than building one over an interstate highway.

Let's change the multiplier here. How big an array to get to 10MW of generating capacity? At 40m wide, you would need 1,550 meters of highway roof, or a square 380m on a side, still in the scale of a stadium or regional shopping mall. A human can still stand in one spot and see it all, and moreover, nothing below it needs to change. Ross Park Mall's parking lot would do exactly what it does now, sit 80% empty 95% of the time, but require a lot less wintertime snow removal, and shoppers would not have to worry about being caught in a summer thunderstorm on their way into or out of the mall.

The next order of magnitude gets more difficult to envision. To generate 100 megawatts, our interstate would be covered for 15.5 km of its distance. For Pittsburgh, that would be as if I-279 was covered from Allegheny General Hospital all the way up to Camp Horne Road, or the Parkway East from the Squirrel Hill Tunnels to the Turnpike at Monroeville. A square would be 780 meters on a side. The Mall at Robinson takes up about that much real estate, considering both building and parking lot.

To get to that GW, though, we go up one more order of magniude. The highway roof idea is now 155 km, or roughly I-79 from Cranberry to Erie. A square is 2.5 km on a side, covering an entire village the size of Crafton. Even to me, that sounds challenging beyond comprehension.
But we don't have to do that. Add up all those other things I mentioned:
* 10,000 residential rooftops at 5kW each
* 1,000 gas stations at 50kW each
* 100 schools and office parks at 500kW each
* 50 big parking lots at malls, stadiums, hospitals at 1MW each
* 10 entire malls or similar huge, coverable structures at 10MW each

Each of them is generating a piece of the puzzle: 60 MW here, 100 MW there, it adds up. Rough numbers, the above is at about 300 MW, not quite 1GW but getting closer in magnitude. We could be building them all, bit by bit, but at orders of magnitude greater speed. We're not. What we're doing is incremental, at best, and at worst, we are making it difficult for ourselves. That residential solar tax credit expires 31 Oct 2015.

Here is where things get interesting, though. We've been here before, three times, at least. About 1830, enough little demonstration projects for steam locomotives and railroad trackage had been constructed to allow some visionaries to dream, and put those dreams into action. Hardly a generation later, we had built railroads to connect every city, and were well on our way to connect oceans. A generation after that, that was where all the money was -- railroads, and the steelmaking to support it all. The second and third biggies happened at once -- automobiles and electric power, both just after 1900. The amount of infrastructure to be built, and the support industries that grew up to feed them, and be fed by them, drove our economy like gangbusters for 100 years. Can we please learn from our own past success?

Getting to GW-scale power generation will not be easy. Putting roofs over entire shopping malls will require lots of everything -- engineering, construction, manufacturing, legal. But we can do this. Every major metropolitan area in the country will face a similar need for the same reason. Pittsburgh will need its own GW generator, so will St. Louis, Salt Lake City, Pensacola, etc. It might be easier to generate farther south, but it's also warmer, so more constant draw from A/C systems, too.

However, I have understated the need. Since the sun doesn't shine at night, we really need to double what I stated above. We need the first GW to run the A/C in the daytime and a second GW to run a set of pumps to refill the reservoirs to run the turbines to generate the juice to run the lights at night. It's all a mere matter of how many GW capacity can we build, and how soon?

We will need lots more electricity than we do now, as car fuel moves from fossil to electric. Recharging your Tesla while you are at work is a great idea, but the juice has to come from somewhere. May as well be solar.

Saturday, August 1, 2015

Rescue angel

[retooled a bit from the original Facebook post]

The short version: I decided to bus home after the Critical Mass ride. A charity race had Liberty Ave & every cross street closed, so every bus route is detoured. Of course I missed my 12, but so did two young women who were already confused without the detour. Rather than wait 59 minutes for the next 12, I arranged with my wife to pick us all up in WView, and drive them to their car, six miles away.

*

So this is really a story about how I gained the trust of two 20ish women to get on a strange bus with a strange man who called his wife to come rescue them. If you were in their shoes, would you have done the same? But they did so without any pressure from me. Perhaps it was the interchange of "When is the next bus?" "Um, 59 minutes from now." Possibly it was because, with a helmet and a mirror on, pushing a bicycle, with a laptop strapped over my shoulder, I didn't fit the profile of the flesh-eating monster.

What actually happened was, I pushed the bike across Liberty, and saw that there was no queue of would-be bus riders at the stop. The two women, who were dressed very very nicely, as if they'd gone to a symphony concert or some such, were staring at the detour sign zip-tied to the post on the corner of Liberty and 7th Street. I poked my head around the side of the sign, gave it about two seconds' glance, murmured something about "Oh, they're doing that, OK", and started off to the detour stop. 

But I heard one of them say something about the 12A, a bus route that has not existed since 2011, so took a look over my shoulder as I walked away. They were still staring at the sign. This told me that they were well and truly lost. So I turned around, walked back the 15 feet, and asked, "Where are you trying to get to?" "Showcase Cinema." [Note: That park & ride lot hasn't been called that in about two years, and for that matter, the cinema itself is now closed.] This meant they were trying to catch the same bus I was, so needed to go to the same detour bus stop as me, so I told them that, and they willingly followed. Their fundamental problem was that they didn't know which direction to walk to to get to 7th Street and Ft Duquesne Blvd from that spot, and I did. It's only about two blocks away, but with sidewalk caf├ęs blocking foot traffic and streets partially closed (people and cars coming out of a parking garage were competing for space on 7th), it was confusing even beyond trying to navigate the distance. 

Turns out, we should have figured out all the details about 30 seconds sooner, as I saw the bus turn off of Ft Duq Blvd onto the 7th St Bridge just as we approached the other side of the street, too far away to run or even wave it down. That close. They didn't realize the fix they and I were now in, so I had to explain it. My mind was also trying to figure out multiple Plans B, not only for myself but for them. I wasn't really stuck; I could have biked home, if push came to shove. But they couldn't, and I wasn't going to leave them hanging. They had two options: Wait an hour for a bus in high heels and 85-degree heat, or possibly I could call my wife to pick us all up in West View, which is six miles from the P&R. I explained the plan, and that the 8 Perrysville would be along in only about five minutes, so they went with it.

They didn't know fares, they didn't know when to pay, they really had very little information, but were trying to use the system. 

I rather enjoy being the rescue angel. Actually, Spouse Taxi Service was the rescue, I was just the booking agent, and I needed the service myself.  

Moral of the story, it doesn't take too much work to be a nice person. It really does help when you go out of your way to help other people, and the way to do that is to have information, know what the options are, and have all the resources readily available: phone, spouse, car, time. 

Sunday, July 26, 2015

Old, nationalistic grudges

One day in 1985, I took my Toyota in for some routine work. While waiting at the counter, another customer, retirement age, said "Toyota, huh? Damned Japs. I won't own one! I blew more Nips out of the sky than you could shake a stick at. Didn't get them all, though. One got my brother on Okinawa in '45. Lost a good friend on the Arizona in Pearl Harbor, too. Never forget Pearl Harbor!"

I don't remember what, if anything, I said in response. It doesn't matter. But I thought later, wow, to be still carrying all that anger, 40 years later. It left a mark on me. Remember Pearl Harbor. Remember the Maine. Remember the Pueblo. The Alamo. The Lusitania. All of them got us into or carried us through one war or another.

And now, remember 9/11/2001. Remember it how? Remember it why? And increasingly, "Remember it? I wasn't even born yet!" Think about it. It's 2015. Unless you are already in your mid-20s, it was already history. Anyone not already in college will have little to no recollection, let alone understanding, of what happened that day, and instead have only experienced its after-effects. Continuous war. Threats of terror attacks. Constant security theater. And increasingly, demonization of an entire religion and an entire region of the globe.

Is this right? Why are we raising a generation to hate and fear Islam, and everyone and everything in the Middle East?

We can and should have a separate discussion about what spurred the 20 terrorists on 9/11, but that is not relevant here. Just, do we need to be like that Jap-hater from 30 years ago? I say no.

Sunday, July 19, 2015

Unfinished, working title: Grousing again about motorcycle parking

This started off as a Facebook post, preceded a few days by a series of tweets on a field trip, but I will transmogrify it into a semi-intelligible blog post.

Topic: It's still difficult to park a motorcycle downtown after 7:45 a.m. on a nice day. I posted about this last year, but nothing has changed, and it's not on anybody's radar, and needs to be.

I've already said I want to see these dozen metered car spaces on Fifth Ave by the free motorcycle parking become metered motorcycle-only parking, while also keeping the 50 free m/c spots under the bridge. I'd like to see that happen in 2015. The next thing I want to see happen is to take that lot across Fifth, currently Somebody's Fenced-In Gated Lot, evict them, take it over, and make _that_ motorcycle-only parking, probably free. Also with a lane across it so cycles can get to outbound Forbes easier.

Just so we're clear on the area we're talking about, here is a Google Maps link to the area in question.

There's a kindasorta sidewalk from Fifth to Diamond now, but then you have to go the wrong way on Diamond for 100 feet to get to Shingiss St, which gets you to Forbes without having to deal with the fustercluck of 6Av/Diamond/Forbes/Liberty Bridge. A nice simple path across that lot from the m/c area on 5Av would solve all that.

What we really want to get to is parking for 500 m/c and scooters in that area under Crosstown Blvd. I don't care whose lot it is. Take it over by eminent domain, if necessary. There can't be more than 100 cars in all that space right now.

At the absolute very least, can we please have someone from the city inventory the amount of space, and estimate how many m/c and scooters would fit in this space, with an egress to Forbes as described above?

Problem is, there is parking at the end of that sidewalk I mentioned above, so you really can't get a m/c down that sidewalk, never mind the 100 feet the wrong way on Diamond to get to Shingiss. The day I did it, I had to negotiate getting my m/c around a pickup truck. Had the truck owner been there, he would have had a fit, I was so close to it. As in, leaning the m/c sideways to fit under his mirror. That kind of close.  

Earlier tweets:
* By my est, 40-50 motorcycles could fit comfortably in the curbside parking on 5Av by where m/c's park now. Only 10 cars now. @billpeduto
* Could fit another 10-15 m/c's in the dead spots of that fenced lot across 5Av wo removing a single car space.

This parking lot holds about 30 cars. Think it could hold 200 motorcycles?

And across Diamond, between it and Forbes, is another badly underutilized space, storing maybe 20 cars where we could easily fit another 75 to 100 motos.


Sunday, July 5, 2015

A month of HealthyRide bikes

Back in May, I assisted with the city's bicycle-pedestrian count, and for that, I got to try out the new HealthyRide bike rental system free of charge for a month. It went reasonably well, and I recommend the system to anyone. Here is my quick review of the first month.

When it first went online, during the May 31 OpenStreets celebration, only about 1/4 of the stations and bikes were up and running. It took most of that first month to bring all the stations online. The last I checked, 49 of 50 were up.

For short, one-way trips, the $2-for-30-minute rental works quite well. An Oakland-to-downtown trip, or downtown-to-Northside, can actually be done cheaper and faster by bike than by bus, particularly if you have to wait even a few minutes for the bus.

The bikes work pretty well. Each is equipped with head- and taillights, though they shut off when you come to a stop. I wish they had a small battery system that kept the lights running after coming to a stop. If I'm riding after dark and waiting at a traffic light, I at least need to be seen by other drivers, if not also scope out the area I am about to traverse.

Gearing is OK, but could be better. They are equipped with a seven-speed IGH (internal geared hub), so there are no external gears to grease up your pant cuffs. The range seemed geared too high for my tastes. While I did not take it up any steep hills, I did climb Shady from Fifth to Wilkins on one, and that was tougher than I expected. Note that I regularly climb Federal Street, so am no stranger to hills. 

Then there was the slippage. Not one of the bikes stayed reliably in all seven gears all the time, though some were worse than others. Worst seemed to be the mid-range 4th and 5th gears. The situation did improve during the month. I suspect that problem bikes were identified and adjusted, and I hope that this will continue to improve.

They were comfortable to ride, smooth and cushy, unlike my own bikes which are built for road travel, and so give a rough ride. These have step-through frames, so no need to throw a leg over to get on. Each has a small basket, but if you have to carry something, I recommend bringing a tote bag to contain it and a bungee to hold it in place better.

Station spacing could be better, but I think this was as much my own learning curve as anything. One station is right outside the office building where I work, but I did not figure out where the best places to turn in were on the other end, at least not without some practice. At that, I found I could sometimes make the return trip faster on foot. For anyone else, just be sure where you are going before you take out the bike.

I did mount the bike on a Port Authority bus rack once. They're heavy bikes, 38 pounds (? check that) -- not so heavy that they strain the rack's weight capacity, but heavy enough that a small or non-athletic rider might have trouble lifting it onto and off the rack.

Renting the bikes was simple. I just made sure the phone app was started as I came down the elevator, then a quick beep as I scanned the QR code, gave it a yank and was on my way. After over a dozen rentals, I never did get the knack of returning the bike quickly, though I got better with practice. In theory I should be able to roll up to a station rack, shove it into place, get a beep and a blink, and walk away. But I learned to look at the phone app and make sure the system acknowledged that the bike was returned properly. Again, practice. Worst case scenario, I could not get it to work, so had to call the Customer Service number and let them know where the bike was (e.g., locked to a nearby fence). Problem was, that one time I was a little tight on time and so missed the bus I was trying to catch. 

Some have reported trouble with the built-in lock. The couple times I used it, I had no trouble at all. As with anything, YMMV.

I fear that learning these will be like learning the transit system for the first time. It took a bunch of tries to get the hang of making it work smoothly and knowing where to go. Similar to seeking out the best parking garage to drive to instead of having an ocean of asphalt outside every destination, as in the suburbs, there is some inherent human tuning that some people will figure out and some people will not.

Totally separate is the issue of knowing how to ride in traffic. Myself, I am quite comfortable taking a full lane of traffic, whether on a multi-lane street (Grant, Forbes, 7th or 16th St Bridges) or a one-lane-each-way street (Butler, East Carson, Wilkins). I saw plenty of edge-huggers, "salmon" (wrong-way) and sidewalk riders. The safest place is in the street and in the lane, but getting people to do that is not HealthyRide's job -- though I would hope they would say that themselves.

One mild surprise was dealing with Customer Service. Operators are bi-lingual, and their second language is English --their first being German. Expect that, and use the first couple of exchanges with the person to get your language bearings established. I had no trouble understanding them, nor they me, but German accents are not what most of us expect when calling a service number.

Last thing: Keep your 6-digit PIN number where you can access it in a hurry. Better yet, memorize it.

I recommend everyone get the app and use the system a few times, so that you can rely on it in a hurry if you have to. Going forward, I will likely use it on an as-needed basis, since I almost always have a bike in town already. The alternative is a choice of subscription plans, which I won't try to detail here. But $2 for a half-hour rental, then $2 for each half-hour beyond, is not that unreasonable, though some personal tuning might be in order. Taking one out for an afternoon could run into some money that way. I didn't investigate, as that is not a usage I needed nor anticipate needing.

All told, the system works, and is getting better as it settles in. 

Friday, July 3, 2015

Just to recap, some of the irons in my fire

Just to recap...

My goal in life is to make it possible *not* to drive. To that end, I am involved with all of the following: 

1) I regularly commute 11 miles each direction by bicycle, 12 months a year, in a four-season climate, anytime conditions warrant. I do this to show others that it can be done, then I share my experiences on social media. Learn from my experience and try it yourself.

2) I regularly commute by public transit, and document my experiences and ideas for others to use. I've been doing this for 25 years, saving me tens of thousands of dollars in the process. Learn from the information I share, so that you can, too.

3) I video my bike rides, using front and rear cameras. This shows other cyclists how to ride in mixed traffic, and documents the ways inconsiderate motorists make cycling difficult or dangerous. Learn from what I share, and do not be one of those people.

4) I lead bike rides, and participate in others, which demonstrate how to ride in traffic legally and safely. Some of these rides, in turn, help raise money for or awareness of worthy causes. As Elbert Hubbard wrote, if you would make people better, set an example.

5) My participation on the Ross Township bike-ped committee helps identify ways to make it easier to get around on foot or bike in neighboring Ross. (Though I live in McCandless, most of my daily journey is in Ross.)

6) As president of the Allegheny County Transit Council, I enhance citizen input to the staff, management, and board of directors of Pittsburgh's metro transit system. If you ride transit and wish to help, please talk to me.

7) My participation on the Amtrak Bicycle Task Force will make it possible for cyclists to take their bikes on passenger trains across the U.S. without having to take them apart first. The first such routes will be available in July. It all started by me asking Amtrak if it was possible, and was told no. Twice. But I kept asking.

8) I actively participate on the Bike-Pgh message board, sharing information about improving the riding experience for anyone cycling in Pittsburgh. Everything I learn about biking, I share there.

9) Since I also regularly ride a motorcycle, I am keenly aware of the same safety and visibility issues as faced by pedalcyclists, as well as difficulties parking as a commuter. If m/c parking was more plentiful, there would be less need for car parking, and less traffic congestion.

10) Through my participation in Toastmasters, I am practicing how to be a better speaker, leader, and communicator so that I can do all of the above more effectively.

11) Finally, since I do drive occasionally, I understand the needs drivers have of avoiding congestion, finding easy parking, and encountering cyclists on the road.

Because I use all of these travel modes and maintain all these vehicles, I am keenly aware of the comparative costs to getting around by car, bike, bus, motorcycle and on foot. No form of travel is without expense. Whether money, time, comfort, safety, luggage, or the nature of what has to be carried, I experience it all, and can speak with an informed voice about it.

I am convinced that people drive because they don't know how to do anything else, or are afraid to try. Many times, those fears are founded, and it is here that I do the most work. Taken as a whole, I am focused on removing barriers to alternatives to driving, wherever and whenever possible.

Sunday, May 31, 2015

Not caring I didn't make 500 miles

As of 7:30 p.m. on May 31, I have ridden 463 miles this month. I have no plans to ride anywhere in the next couple hours, let alone 37 miles. That's not what I do. That's not why I ride.

I do not ride to go touring. I rarely ride for charity, except to marshal rides so others can. I do not ride in the woods, other than on a trail that happens to be along where I planned to travel anyway. I often enough ride for social reasons, but really all that is is a transportation ride that just happens to be where several (hundred) others are going, too. No, I am first and foremost a commuter, a utility rider. If there's somewhere I need to go, and it makes sense to do it by bike, I will.

Ages ago, it seems, I grew disaffected with cars. I've mentioned many times before, around 1990 I had four cars on the road, and often all four cars moved in a single day, certainly in the space of a week. Keeping all this rolling stock in acceptable mechanical repair was costing me a fortune. Two died in two years and were not replaced. A third was taken out in a wreck, but I consciously chose not to replace it, as I discovered public transit was a viable, if difficult option. But from 1995 on, we were a one-car household.

Simply put, the money saved in maintaining one car instead of four allowed me to get a Masters degree, pay off the house eight years early, and put away a sizable amount for our kids' college. But that was transit savings. Bikes were not in the picture yet.

Enter a long period of unemployment. Every dollar got argued over. Every nickel was squeezed until the buffalo howled. I carefully tracked every expense that wasn't a utility bill. Quickly I realized gasoline was the most controllable expense. The bus was a simple, annual expense already built into the budget, but fuel was not. A $25 fill-up was inevitable, but every 10 days or every 15? Could I stretch it to 17? 20? I could if I began replacing non-commute trips with a bike. (She worked, I didn't, and it simply was not possible to make her trip by bus.)

The more I tried it, the more I realized it was possible to get around by bike. I shared what I knew on the Bike-Pgh message board with other kindred souls, and learned from them in return. When job possibilities did materialize, I found that the trip to and from could actually be done, many in not much more time than it took for the bus to get me there. By 2009-2010, I was trying a bike commute in the winter, and on the occasional weekend shift when the bus just wouldn't work.

By 2012, I was tracking mileage, and was thus able to see my mileage build up over time. That year, I racked up 1,900 miles. My downtown job made bike commuting as desirable as the 2011 transit service cuts made it necessary. Access to changing facilities, as in the 2009 job, made it easy to clean up after a sweaty trip in. In 2013 I rode 2,554 miles. An analysis of my bus riding habits, as tracked by Twitter, showed I would only have used $1,200 in fare, but I paid in $1,600.

By 2014, I'd learned much more about cyclists' road rights, and exercised them. This opened things up ever so much more. With a clear move away from transit, I now regularly racked up 300-mile months, with occasionally 400-mile months. By year's end, I had over 3,500 miles under me. But 500 miles a month seemed unreachable.

Come May 2015, I was commuting by bike as a matter of course, the weather was amenable to riding both ways, and of course, very few trips by bus. Every day I could bike both ways was $7.50 I didn't spend, and those savings add up. As of today, I only used $30 in bus fare all month, as compared to the $146/month the bus pass would have cost me.

The point is, transit is still very much an option. I do ride when the weather is crappy, and also when I need to work on something, usually a reading or writing project. Practice for speeches is often done on my walk to or from the bus, which makes it worth the trip.

Yet 500 is itself not a goal. It's a barometer, not a milestone. I don't "need" to "reach" a 500-mile level. If I do, it's because my riding has reached a level where that's now what I do, not the other way around, to want to hit 500 so I ride more.

Maybe next month. Maybe there will be one more group ride. (I didn't do the 15-mile Critical Mass ride trip on Friday.) Maybe there won't be a missing work day (Memorial Day). Maybe I'll go somewhere on a Saturday, when I rarely go more than a half mile from the house. Maybe I'll pick up some evening meetings to attend, which usually add a few miles to the daily tally.

In any event, 463 is still a personal best, eclipsing the previous PB by a couple dozen miles. I'll take it, and have no regrets.