Did you know that there is a Caltrans proposal to install bike lanes on El Camino Real? This would be only between Menlo Park and Mountain View. That is still a significantly long section of El Camino with very dense traffic. I was stunned to read about it here. The proposal is actually quite tame in one respect: these are not protected bike lanes, only your typical painted green lanes. In another respect it’s quite radical: the parking on El Camino will all be removed to accommodate the new bike lanes. The article in the Palo Alto Online mentioned that there was some skepticism of the proposal. But surprisingly it was from the bicyclists, mainly that if bike lanes are going in then they should be protected since the speeds on El Camino are usually well above the posted 35-mile speed limit. The business owners usually bemoan the loss of parking spaces caused by a bike lane but in this case owners along El Camino seem to be in favor of bike lanes because they anticipate that foot traffic will actually be better for them.

Cycling in the suburbs is a mixed bag. Side streets can be quieter but arterials can be scary for cyclists especially if they don’t have bike lanes or decent shoulders, and El Camino is most definitely an arterial. Also since suburbs are designed for cars you have a lot of car traffic whereas in SF one would walk or take Muni. El Camino is a big thoroughfare spanning from Colma all the way down to Santa Clara. To my recollection there has never been a club ride that did more than cross El Camino because cycling on it is unpleasant, busy, and requires full attention to the traffic. Recreational cyclists on the Peninsula don’t use El Camino unless they have to and in many places there are much quieter and less dangerous side streets.

Has there ever been a club ride that used El Camino? Not to my knowledge. Why would you want to ride there? If we head down from San Francisco to points south we’re better off taking Highway 35, which also has fast traffic, the Bay Trail, or Alameda de las Pulgas.

Even with bike lanes it is difficult to imagine what cycling on El Camino would be like other than unpleasant. It will still be full of traffic, lots of stop lights, and the concommitant automobile exhaust, noise, and distracted drivers. When I lived on the Midpeninsula there were plenty of times I rode on El Camino simply because it was the fastest and most direct route. What may be unpleasant for recreational cycling often fades into the background and becomes less significant when you’re running errands.

I recall two memorable experiences cycling on El Camino when I lived in Palo Alto in the 1970s. In those days I didn’t own a car and did all my errands by bike including taking my recycling to the collection site in a Cannondale Bugger—yes, that was its real name—trailer. One time I was running an errand by riding on El Camino when I was stopped by Palo Alto cops in a squad car for riding in the vehicle lane instead of the parking lane, which only intermittently had an empty set of spots. I told the cops it didn’t make sense to ride in the parking lane when there wasn’t a parked car and then pull out into the moving vehicle lane when there was since that was dangerous. Cars wouldn’t see me and wouldn’t be expecting me to enter. Plus, I’d be weaving in and out a lot. The cops wouldn’t have anything of it: “You have to ride next to the curb. You either do it or you get a ticket.” What a stupid, uninformed response. But what do you expect from cops? The last thing they know is the law especially as it pertains to cycling. So I meekly said I would and as soon as they moved on I went back to taking the lane as was my right. By the way this occurred in the days when Ellen Fletcher, who was a fierce cycling advocate in Palo Alto was just beginning her long battle to improve cycling in Palo Alto. Perhaps today I wouldn’t have had to deal with such ignorant cops because of her.

My second memorable experience was much more pleasant. Two friends and I decided to ride up Mt. Hamilton from Stanford. We left very early on a Sunday morning and took Foothill Expressway south and eventually to El Camino Real. It was early enough that El Camino was almost devoid of cars. It was great! I had never seen El Camino so empty. It gave me a glimpse of what it might have been like to cycle on the Midpeninsula before cars became de rigueur.

Do you know the difference between a road and a roadway? Yeah, I didn’t think you did. I certainly didn’t pay attention to such esoteric nuances until I learned that I didn’t have to ride in the gutter all the time. I used to ride to the far right of the road almost all the time, squeaking by with just the thinnest shaving of pavement on my right. Partly I was being overly courteous (some of you may say fearful) to motorists and partly because I had a fundamental misunderstanding of traffic law. What does the law say? Let’s take a peek at the California Vehicle Code, specifically Division 11, Chapter 1, Article 4, §21202:
Any person operating a bicycle upon a roadway at a speed less than the normal speed of traffic moving in the same direction at that time shall ride as close as practicable to the right-hand curb or edge of the roadway except under any of the following situations…
The part that we probably all understand is the ‘less than the normal speed of traffic’ ie. if you are going at the “normal speed” then you don’t have to ride on the right—you can ride wherever you want in the lane including the middle. Of course ‘normal speed’ depends on point of view. For a driver the normal speed is going to be whatever speed they want to go—who cares what the posted speed says! But generally if you can keep to the posted speed limit—25, 30, 40, whatever—you’re not committing an infraction by riding in the lane and any motorist who gives you grief over that is just being an impatient ass.
The rest of the verbiage seems crystal clear—ride as close to the right as is practicable, right? Well, maybe not. The part of the above paragraph that most people misunderstand—both motorists and cyclists as well as most police officers—is the word ‘roadway’. It turns out that in traffic law a road or highway and a roadway are not exactly the same thing even though we may use all those terms interchangeably in everyday life. A road or highway is pretty much what you think it means: it’s some kind of path open to the public and used for vehicular travel. So a trail is not a road (not used for vehicular travel) although a fire road (= “double track”) is albeit not paved, as long as it’s open for public use. A street is a road since it’s used for vehicular travel and it’s available for public use. However a roadway is slightly but critically different. The CVC Division 1, §530 defines it as follows:
A “roadway” is that portion of a highway improved, designed, or ordinarily used for vehicular travel.
In other words the roadway is only a part of a road, the part that is ordinarily used for travel. The roadway thus excludes the shoulder, parking lane, and sidewalk but not a bike lane. The roadway is just the lane(s) of travel, period. If you see a white solid line on the right side of the road, this indicates the right edge of the roadway. (However there isn’t always a white line on the right.) As cyclists we are to ride as close as practicable to the right-hand curb OR the edge of the roadway, ie. you need to do one or the other but not necessarily both. You do not need to ride as close as is practicable to the curb as long as you are on the right edge of the roadway. Since the roadway excludes the parking lane and shoulder, you only need to ride on the right side of the rightmost lane. If there is a white line marking the right edge of the roadway, then you ride to the left of the white line, not the right of it. Doing the latter places you in the shoulder of the road, which is not part of the roadway.
Not riding in the parking lane seems common sense to me. Although riding in the parking lane may keep you further away from moving cars, when you have to merge into the normal lane of travel because of a parked car, you are increasing the chance of being hit from behind since following cars are not expecting you to move into “their” lane and thus haven’t moved to the left to give you the minimum three feet of passing room. Yet a Palo Alto police officer, irked that I was “blocking” cars, threatened me with a ticket when I refused to ride in the parking lane of El Camino Real (which has multiple lanes, by the way) when I insisted on staying in the right lane. I moved into the parking lane until he disappeared up the road and then resumed riding in the right lane of the roadway. Of course, I’m not rigid about this. If the parking lane is empty for a long way, I have no qualms about using it for my safety; I just plan to merge into the roadway early enough so that cars have plenty of time to see me. (I also signal my intentions.)
The real problem for cyclists isn’t the law per se but drivers’ ignorance of the law. When we ride on the right side of the roadway, drivers become irked that we’re not riding as far to the right of the road. It’s no surprise that such nuances are lost on the general public. Although this technical difference is alluded to in the DMV Drivers Handbook (p. 77) it is not explained. What is covered in the Handbook is an explanation of the exceptions that allow cyclists not to ride all the way to the right of the roadway such as the presence of obstacles, right-turn only lanes, and when the lane is too narrow for a bicycle and car to travel side-by-side. The difference between the roadway and the road should be laid out in plain English so that drivers (and cyclists and cops) are educated about the legally allowable position for cyclists on roads.
Of course this wouldn’t end punishment passes, verbal abuse, leaning on the horn, or getting sideswiped. But it might reduce the amount of road rage focused directly on us. Despite the best education—and no, the DMV Handbook hardly constitutes sufficient “education”—there will always be a subset of drivers whose attitude can accurately be characterized as auto supremicist: cyclists don’t deserve to be on the road regardless of how the laws are written and if they use the roads, they do so at their own risk since they should have no rights. Oh, and they should always get out of the way of motorists if they want to stay alive. As an example we have a neighbor who confronted us once when we were riding up the steep, narrow road to our house: “Bicyclists shouldn’t be allowed on these roads because they’re too narrow!” (= “You’re blocking our cars!”). At first I was stunned by his attitude—hadn’t he read the law or taken a DMV exam to get his license? Didn’t he know how to pass a cyclist in a car? Should we have expected anything less from such ilk than convenient rationalization of violence or bullying towards cyclists—“he deserved it”, “he was so entitled he thought he could take half the road”?

The task before us—besides survival—is huge: to change the culture around transportation. Rome wasn’t built in a day and the effort to end auto supremicism is certainly going to take longer. But the first step is to stop “moving to the back of the bus”—you have a right to ride on the roadway (pun intended), so exercise your right.

As you know we continued to offer club rides despite the winter CoViD-19 surge and the December statewide Stay-At-Home order. Some board members had a discussion about this prompted by the news that Western Wheelers ceased club rides in early January when Santa Clara County informed them they could no longer have gatherings. You may be wondering the same thing: how could a club like Different Spokes have continued to host club rides, which involve gathering, when all gatherings supposedly had been banned?

A little history: since last March every local cycling club—that I could think of—either explicitly stopped club rides or emptied their ride calendars (leading me to conclude that despite no announcement they too were not hosting rides). In June San Mateo County got a variance from the State that allowed outdoor gatherings up to 50 people. Suddenly group outdoor recreation was now licit in that county. Western Wheelers quickly reactivated club rides just in San Mateo. When Santa Clara also allowed outdoor group recreation, WW, which is based there, reopened rides in their home county as well. Thereafter other cycling clubs followed suit in their communities. (Some of those clubs were in counties that hadn’t yet allowed group outdoor recreation but some clubs did it anyway.) Several of the larger clubs in the Bay Area reopened—Fremont Freewheelers, Almaden Cycle Touring Club in San Jose, Grizzly Peak Cyclists in Berkeley, Sunnyvale Saratoga Cycling Club. There were also large cycling clubs that didn’t reopen, including Marin Cyclists, Valley Spokesmen in Dublin, Davis Cycling Club, and Sacramento Wheelmen and have continued to eschew group rides. We decided to reopen.

The restart of group cycling was initially prompted by San Mateo and Santa Clara Counties allowing it. But it really gathered steam when the State switched to the State Plan and the color tier system—ie. the State Blueprint For A Safe Economy—to give guidance to all counties. This was helpful because when each county had no choice but to implement its own pandemic plan, we ended up with a confusing patchwork or regulations. The new tier system meant that counties could just adopt the state rules instead. Some Bay Area counties eventually did exactly that including Alameda and Contra Costa whereas others continued to draft their own more restrictive plans such as Santa Clara and San Francisco.

The import of this has to do with (a) what was considered an allowed gathering in a county, and (b) how governmental bodies viewed cycling clubs. Although never explicitly stated, governmental bodies viewed cycling clubs the same as informal social groups unless they had a business license or non-profit status. Clubs without formal legal status were then subject to general restrictions on gathering. But clubs that had legal non-profit status were treated the same as businesses and hence their gatherings were subject to the regulations in the State Blueprint, which devotes the bulk of its attention to which businesses may operate and how they can operate. In other words for clubs that didn’t have some kind of business or non-profit status, their gatherings were treated no differently rulewise than just a group of friends or neighbors who were hanging out together. It didn’t matter if your club had a professional-looking website and snazzy kit: if you hadn’t bother to file for non-profit status (or perhaps your rides were not sponsored by a local bike for-profit cycling business), your club’s rides were no different than a generic gathering and hence subject to all the regulations—e.g. pod size, limited number, limited number of households, etc. Under the December emergency order their gatherings were purely social gatherings and were banned. You’d be surprised how many cycling clubs were in this situation. There was even one local cycling club that subsequently entertained the idea of becoming a religious organization/church in order to offer rides presumably because they didn’t have business or non-profit status.

In late summer and early fall, counties were allowing some social gathering either by requiring social distancing and face coverings, limiting the maximum number who could gather, requiring closed pods, or other such devices. Businesses were also required to do similar things for their patrons and employees, eg. by limiting the number who could enter an indoor business or work in a space. But the regulations for social gatherings and business gatherings were not necessarily the same with the latter spelled out both in the State Blueprint and in specific county regulations (if the county wasn’t following the State plan).

Last summer when non-profit organizations such as Different Spokes, Grizzly Peak Cyclists, or Western Wheelers looked at the State Blueprint For A Safe Economy for guidance, there was no obvious category for us. At that time the only category that even came close was Outdoor Recreation and RV Parks and we, as well as several of our fellow cycling clubs, ended up following those guidelines in terms of how we conduct our club when we’re in counties that have adopted the State Plan. San Francisco County was one of the counties that wrote its own plan and it has never clearly categorized us. The only business category we seemed to fit in is Gyms and Fitness Clubs; I’ve confirmed this with the SF Department of Public Health. One of the compliance requirements to operate in SF is to create and make available to the public a health and safety plan, which we have done. This is no different than for any other business in this category operating in SF. When the December emergency stay-at-home order was announced, all gathering outside of your immediate household was supposed to cease. But ‘gatherings’ such as outdoor fitness classes were still allowed. Why? Because the rules for business ‘gatherings’ were not the same as for purely social gatherings.

So that puts non-profit organizations such as Different Spokes in an interesting situation: our club rides are, in everyday language, certainly social gatherings. But because we are a non-profit organization, San Francisco’s CoViD-19 health orders allowed us to continue offering our “outdoor fitness classes”. We continued to offer club rides legally. But should we have?

Not only does this seem contradictory (but then again many things in the law seem contradictory to us lay folk, who don’t understand how subtle differences are finessed!) but it seems to belie common sense: if you want to stop community spread and you think it’s due to people gathering, then you should stop all gatherings, period. But a critical difference is that the allowed business gatherings are supposedly under the supervision of the business: the fitness club staff (= ride leaders) makes sure that class participants follow appropriate social distancing, masking, etc. There may be no such mandated oversight at informal social gatherings. That seems to be one of the reasons that club rides were and are okay—they’re part of a business practice and supervised according to county or state rules—and not treated like informal social gatherings where anything goes. The concern seems to be that informal social gatherings are major transmission sites because people don’t actually follow best practices for preventing infection. So they have to be squelched. Does that mean that ‘gatherings’ as part of a business operation are therefore safe? No. I’m sure plenty of businesses with ‘no mask, no service’ signs continue to do business with people who don’t or won’t wear a mask. They may not care to enforce the rules for fear of alienating their patrons; have indifferent, ignorant, or fearful staff; or they just need the money. Not too long ago I was in a supermarket where a customer was “blow holing” (had a mask on his face that didn’t cover his nose) and the woman at the bakery counter went about her business to sell him his morning coffee and bagel without ever asking him to cover up properly. At another supermarket I saw a group of employees convening in an aisle and at least two them did not have any masks. (!)

So was our continuing to offer club rides merely self-serving? My normally cynical self leans towards “Of course!” But the leaders of our pandemic rides have been dutiful in enforcing compliance with the club HASP. I had a discussion with the leader of another local club that was grappling with the same issues and we had come to a similar conclusion: people are out riding in groups regardless of the pandemic and many of those groups don’t have masks or other protocols to protect their participants. When people come on our club rides, they’re told exactly what they need to do to ride with us or they have to exit the ride. In that way our club rides are safer than the ad hoc social gatherings we see on two wheels. Think of it as a kind of harm reduction: if you think solo cycling is safe and group cycling unsafe, consider properly supervised group cycling as a lesser evil. Some clubs might be very laissez-faire when it comes to enforcing safety. But if you offer the kind of pandemic rides we do, then it’s hardly evil at all and may in fact be a good as riders internalize safe pandemic riding habits and then consider them “normal”. If the pandemic worsens due to perhaps the new SARS-COV-2 variants, then a real lockdown is surely in our near future—not the ‘lockdown lite’ we keep getting told is a lockdown but something more like what was implemented in Wuhan, Italy, or Spain last spring—and if that is the case then our rides will be shut down for realz. But so will many other businesses that have also been given a pass since the State started reopening last May.

Although I wear a face mask when cycling, I’m not sure why. There are two rationales for wearing a face mask: so the user doesn’t get infected, and/or so others don’t get infected by the user. Medical grade face masks are the only ones designed with preventing infection. Some N95 masks have exhalation valves to make them more comfortable. These allow one’s breath to be released from the mask easily since the original purpose of the N95 is to prevent the user from being infected, whose breath is presumptively not the vector for infection; these are obviously useless for protecting others from the user, ie. for ‘source’ control. Since most of us are not able to get medical grade face masks in order to spare the limited number for front line workers who need them, we are left with less protective non-medical grade masks and ad hoc face coverings. The figures I’ve seen are that single layer face coverings block about 17-20% of infectious particles. (Presumably N95 masks block about 93-95%.) Still that’s 17% protection versus nothing at all.

Using a mask to prevent infecting others: that’s an interesting turn on motivating compliance because normally you motivate people to do something by showing them how they benefit from it, not how it benefits others. Why should I wear a mask if it is primarily to protect others but does little good for me? My motivation to use one will be even lower if I think I’m not infectious because then it would not only be of no benefit to others, since I can’t infect anyone, but it’s of little benefit to me plus being uncomfortable. This guts both rationales, my self-interest and protection of others. When I see people walking around SF without a mask in the crowd, I suspect that may be behind that person’s behavior. Not having the ready availability of better masks makes it difficult to argue they’re for your benefit, which might increase compliance. I’d wear a N95 mask almost all the time if I could get one with exhalation valves. But I can’t.

One could argue that if everyone just took care of themselves—by wearing a face mask to lower the risk of getting infected—then not only would we be helping reduce COVID-19 in general but we’d be motivated to do so because it would be in one’s self-interest. That would be an easier sell, wouldn’t it? But we can’t get good masks, so the only way to appeal to self-interest is to argue that ad hoc masks do protect you from infection, which is a weak argument given how poorly they’ve been shown to perform. Trying to elicit mask compliance by appealing to community interest may work for some but it’s a really hard sell for many people because, well, selfishness and egocentricity.

Of course a flaw with the current rationale—wear a mask to protect others—is that if you think you’re not infectious, then there is no motivation to wear a mask yet you might be infected without realizing it. You’re only as non-infectious as your most recent physical encounter, right? It’s like the old mantra about HIV and sex: your HIV status can change after any sexual encounter. You might not have the coronavirus today but who knows after that last trip to Safeway? Your basis for believing you’re not infected may or may not be well-founded and it is only grounded on your self-perception.

But the way it is supposed to work is that we all agree to mutually help each other by all masking up. That is, I get some protection from you if I give you some protection in exchange. Everybody accepts some responsibility and inconvenience so that everybody can be protected. If I walk down the street without a mask and I encounter someone else without a mask, how can I expect them to protect me if I won’t do the same for them? This is probably a motivation behind ‘mask shaming’—calling out people and publicly shaming them for not wearing a mask. Those not wearing a mask have a duty (to us) to wear one and we shouldn’t let that slide since they’re potentially prolonging the epidemic and the inconvenience to me.

If one were sociopathic, then assisting others without getting something in exchange is completely nonsensical since other people’s wellbeing is irrelevant, only one’s own. But most of us are not sociopathic and we do care about other people, which is an important reason why people do wear masks. Another reason people wear masks is blind obediance: I’m supposed to wear a mask so I’ll do so whether it’s because I don’t want to be shamed or called out or because I just want to fit in and be ignored. This is the effect of authority, which as we have seen with Trump can work in the other direction to, ie. if you do something only because someone with authority tells you to do it, then you’ll change your behavior when said authority changes their mind about what you should do, such as Trump’s disparagement of masks.

But there is a positive side to blind obediance. When you ask people to use their judgment in deciding when to wear a mask in public, you’re assuming that their judgment is sound. Mandating blind obediance requires less judgment—you either comply or you don’t: wear a mask, period. During the height of the quarantine isn’t that why the Italian police stopped everybody who was outside? “Oh I’m tired of being inside. I’ll just go out for a little walk.” They knew that people wouldn’t comply unless forced to do so. People always find a self-serving reason why they should be excused from the rules.

Of course wearing a mask to reduce infection presupposes that there is a likelihood of becoming infected. This is where things get even murkier. The evidence to date—which is subject to change since the novel coronavirus is so new—is that COVID-19 spreads primarily, nearly exclusively, in indoor environments with prolonged exposure. The number of suspected infections in a Chinese study due to an outdoor encounter was less than one out of over 7,000 cases investigated. What that suggests is that we should be more concerned about indoor settings and focus on mitigating transmission there rather than on outdoors. Although outdoor encounters can lead to infection, the risk is very, very low compared to indoor transmission. We should be much less concerned about wearing a mask when cycling outdoors. This is probably why the counties say we are not required to wear a mask when exercising outside.

Why did SF announce a 30-foot rule for wearing a mask? It probably has nothing to do with 30 being a critical empirically-based measure, or a ‘magic’ number, and more to do with a lot of people not bothering to mask up when walking on city streets even when passing other pedestrians. In other words this has nothing to do with epidemiological evidence and more to do with social psychology: the six-foot rule gave people permission not to mask up until someone was very close. But it’s a hassle to mask up and down all the time so some people weren’t masking up at all. Now with the 30-foot rule you’re in effect asked to wear a mask virtually all the time when outside even though the risk of infection while outside is estimated to be about twentyfold less than indoors. From what I’ve seen in SF since the new mask order compliance has really increased even among those in less busy areas such as Twin Peaks. Yet just the other morning I saw plenty of people walking on Market Street without a face covering or even one at hand.

Back to cycling with a mask. To date there is little evidence that wearing a mask while cycling outdoors is providing protection for anybody. As research data has come in, indoor transmission is turning out to be the culprit. Outdoor transmission is much harder to accomplish because of air dispersion and virion degradation severely diminishing the concentration of infectious material. The other factors for infection, distance and exposure time, are usually—but not always—insignificant when cycling—just don’t linger near anybody and maintain social distance. On group rides that’s apparently harder to do; I’ve observed groups rides where participants are bunched up at stop lights or cyclists are pedaling down the road in a tight paceline. Keep in mind that mask use is secondary to social distancing. If you maintain social distance especially outdoors, then mask use becomes redundant.

Despite knowing all this I continue to wear a mask while riding. Perhaps I’m being irrationally risk averse. But masks, like everything else, are signifiers and in this situation they are symbols of cooperation. It may be irrational to stop at a stop light when there is no traffic but drivers do it most of the time, probably from a combination of habit, internalization, fear of a ticket, and cooperation. Those who do not might be reckless…or they might be making a rational decision: no traffic, no cops or cameras, so why should I stop? If masks are primarily for others’ protection, then wearing a mask sends a signal that I am cooperating even if the actual physical function of the mask is near useless. In essence the symbolic function of a mask—as in stopping at a light—is ‘you don’t need to fear me’, which is interesting because we usually think of wearing a mask as ‘I’m afraid of getting infected by you.’ But wearing a mask while cycling when no one is around? That doesn’t make any sense at all. No one is in danger of being infected and you aren’t signifying to anybody (except yourself). However you may want to have a mask ready, say pulled under your chin, in case you unexpectedly have close encounters with others. Or, you may want to wear a mask all the time in case of situations such rounding a corner on a trail and finding yourself next to a hiker. Do you have time to pull that face covering over your face? Maybe not. Wearing a mask all the time means you don’t have to think or take action should someone suddenly approach you.

Wearing a mask while cycling is often uncomfortable especially over here in the East Bay in summer when it can get quite hot. Road cycling culture puts a strange value on suffering. It’s often elevated to mythic status, hence ‘epic’ rides and ultra-long distance efforts like Everesting, centuries, double centuries, Dirty Kanza, Alpe d’Huez, you name it. The discomfort and inconvenience of wearing a face mask for two hours on a ride can be more daunting to cyclists than the prospect of riding a hundred miles. I’m not sure what to make of that except that perhaps it’s only suffering of a specific sort or suffering of one’s choosing that has positive status. Of course real suffering is often something over which you have no choice of in life; it can be unexpectedly thrust upon you and you just have to deal with it, whether it’s a bad reaction to chemotherapy, getting mangled in a high speed car accident, or the dentist not having used enough anesthetic on your root canal. In any case wearing a face mask seems rather minor as far as ‘suffering’ goes and yet elicits strong refusal. Is it because the minor discomfort of a mask is such a gigantic buzzkill that cycling really becomes pointless? That is, mask discomfort nullifies all pleasure of riding, and the point of riding is to have pleasure, so what’s the point of wearing a mask? Perhaps it’s because it’s optional to wear one. If I don’t have to wear one and it’s uncomfortable, why would I wear one? In my experience just slowing down can make wearing a mask while cycling less unpleasant. If that’s true, then why don’t cyclists just slow down and use a mask? Maybe it’s because they don’t want to have to slow down, ie. compromise how they ride.

One way to deal with discomfort is to reframe its purpose. Suffering for a good reason often is incentive enough. Isn’t that why some people ride from SF to LA? For some it’s fun and maybe a challenge. But for others it’s simply a grueling masochistic effort. It’s all about the purpose that can help one endure, hence ride 545 miles in a week.

Perhaps wearing a mask can be reframed as a training tool. I’m curious about the amount of carbon dioxide one rebreathes when cycling with a surgical mask. Why? Because breathing in air with a reduced amount of oxygen is one way to stimulate red blood cell production, hence high altitude training or using a hypoxic chamber, ie. an altitude tent (some of which simulate high altitude by reducing oxygen and replacing it with nitrogen). If it were significant enough, one could eagerly wear a mask in hopes of increasing one’s RBC to go faster. Maybe the racers (or wannabes) would embrace using a mask!

6/24/20 Update. Here‘s an interesting and slightly different view on face coverings that ties into my comments about signifiers. His comment about tolerating the discomfort of a face covering because he respects others resonates.

The current Bay Area counties shelter in place orders require in some situations that face coverings/masks be worn and in others it just recommends that they be worn. [Note: But LA County now requires everyone to wear a mask whenever outdoors.] For example masks are required when entering enclosed places of business and government offices. Face masks are not meant to replace social distancing but to complement it. Are you required to wear a face covering or mask when you’re cycling? No, county health officers just recommend that you do. However you are asked to carry a face mask with you in case you need to enter a business or office or when you simply cannot maintain social distancing.

When you’re cycling on streets social distancing from other road users is usually no problem except when you’re passing or being passed by other cyclists or at stop lights/signs where you encounter other stopped cyclists. You may also cross paths with dog walkers, joggers, skateboarders, and walkers using the street. Conversely there may be times when you need to use the sidewalk. If you ride on multi-use paths (MUPs) they may be so crowded with other users and/or not wide enough for you to be six feet away from others. Depending on where you ride and the time at which you ride, you may want to wear a mask in order to prevent transmission.

Regardless of the shelter in place order you’re probably not crazy about the idea of cycling with some kind of face mask. Roger and I have been riding with face masks for weeks now and we have some real world advice if you decide to try it.

First, masks of any sort will unavoidably be less comfortable than riding without one. If you’re looking for a face covering that has no downsides, you aren’t going to find that unicorn. If you can’t deal with an increased level of discomfort—and fogging if you wear eyeglasses—then don’t wear one or at least don’t wear one in certain cycling situations. After all you’re not required to wear one while cycling. Second, there will probably be an adjustment period—there was for us—and you may find that if you keep wearing a mask, that your perceived discomfort will diminish or disappear. Third, be clear about why you’re wearing a mask. If you feel that wearing a mask outside is overkill, you’ll probably dump the mask in short order because your commitment to it was shaky to begin with. But if you think that wearing a mask is going to provide you and others with protection or because its symbolism is important, then you may find yourself wearing it more often or tolerating it longer.

I’ve tried four of the six following face coverings: (1) handkerchief, (2) thin neck gaiter/buff, (3) surgical mask, (4) N95 mask, (5) Respro sports mask, and (6) ad hoc face masks. I haven’t tried a handkerchief (or t-shirt, cotton shirt, etc.) simply because I don’t need to use something improvised. But my strong suspicion is that a handkerchief would feel very similar to the neck gaiter I’ve been using. We also have no real world experience to share about ad hoc face coverings since we’re using one of the others. Just keep in mind that the homemade fabric face masks you see these days are going to vary in design, fabric, shape, and durability—they aren’t standardized. Of the four others the most comfortable I’ve found is the thin neck gaiter (also called a buff). Mine is a thin elastic cloth tube you pull over your head. Its intended use is for cold weather as a neck warmer cum balaclava cum head scarf. It’s easy to pull up or down depending on conditions and I can double the fabric for “extra protection”. It’s surprisingly easy to breathe through and my glasses fog up less than with the surgical mask. I can wear this while riding even when climbing up Pinehurst (ie. when gasping and dying). The main problem right now is that the weather here in Contra Costa is getting to be too warm for a neck gaiter. If you live in SF or coastside, maybe it would be tolerable for this summer. But for now I can’t wear it now that daytime temperatures are warming up significantly. One minor complaint is that it tends to slip down. But I can hike it up and it’ll stay in position for a fair amount of time even when swiveling my head to look around.

I’ve been wearing a surgical mask most recently as the weather has warmed up. The biggest issue is being able to get surgical masks since they’re as rare as hen’s teeth. Surgical masks work better for warm weather because they’re still thin and don’t cover as much area so you can stay cool. They’re also easy to put on and take off, and if you need to temporarily remove it you can just slip it down your face and easily pull it back up since it’s retained by handy ear loops. But the material around your nose and mouth is thicker than a buff so making it harder to breathe. Instead of your exhalation going through the fabric, you’ll find it’s mostly contained and so you’re rebreathing more of your exhaled air. Oh, and if your breath is foul, you’ll be the first to know. If you wear glasses, you’ll likely find that fogging is an ongoing issue. That warm, humid exhaled air tends to be moved to the perimeter of the mask since there is less resistance than going through the fabric. And a lot of that goes up into your glasses. Be prepared for fogging especially when you stop—you’ll probably want to pull the mask down for a sec to let the exhaled air clear. Its symbolic function aside it’s not clear to me that when you’re breathing hard a typical surgical mask is providing much protection to other people because a lot of your exhalation is being forced out the perimeter of the mask. If you attempt to make the mask for comfortable by, say, creating a channels to the side, then you’re venting a lot of your breath completely unfiltered into, say, that 7-11 you just entered for a snack.

Surgical masks have very little structure and are flimsy. My neck gaiter has enough elastic that it’s pulled against my face and doesn’t move around. But surgical masks, which are not intended for exercise, just can’t handle the volume of air I’m moving when cycling anything above an easy pace. When I’m breathing harder the material is sucked tightly into my nostrils or my mouth making it very difficuilt to inhale. If you’re in a headwind the fabric is pushed even more closely against your orifices. There are workarounds to make a surgical mask less impeding. You can wear it more loosely (for example, by hoisting the lower edge up so that it doesn’t cover your chin and forms a tent over your face). It may take some experimentation to find the best way to shape the mask so that it doesn’t block your breathing. Since it has little inherent structure whatever shaping you’ve done will be (disappointingly) temporary. In order to give it more structure I’ve played around with taping and stapling a bag tie on the inside of the mask in order to create a shaped ‘tent’ similar to that of a N95 mask. This doesn’t compromise the filtering function (much) since the perimeter of the mask is still against your face. A surgical mask, if you can get one, is so small that it’s easy to carry with you on a ride.

An N95 mask theoretically provides more protection but that protection comes from forming a tighter seal around your face. I found that the N95’s structure and shape were better than a surgical mask but breathing was much harder at effort and the overall experience was much less comfortable. At least the material isn’t sucked into your nostrils or mouth, so you’re drawing new air from the entire surface area of the mask and not just the tiny area covering your nostrils. It’s also a lot warmer. Anything above an easy pace was progressively less comfortable. Some N95 masks have exhalation check valves. (Respro masks do too.) They are more comfortable because your exhaled breath can more easily be vented rather than being held tightly in the mask. Technically exhalation valves defeat the purpose of containing your respiratory droplets from possiblly infecting others. On the other hand, ad hoc face coverings and surgical masks are also inherently leaky. So it’s all rather academic. (In this case I mean literally academic since little research has been done on the comparative efficacy of ad hoc face coverings—I’m only aware of one study.) In my experience I have less fogging than with a surgical mask but it’s not completely gone. It probably has to do with the seal around the edge of the mask. We’ve seen almost no N95 masks being used by other cyclists and the ones we’ve seen have all had exhalation valves.

Respro is a British cycling face mask company. Their products are aimed at cyclists who want to avoid inhaling air pollution but they make a range of masks now including the Bandit, which is essentially a sophisticated handkerchief! Unfortunately Respro has been hammered by the COVID-19 pandemic in the UK and can no longer manufacture enough for domestic sale let alone internationally. I happen to have one that I picked up in the UK years ago. You can read about my use of it during the 2018 Camp Fire here. This fits even more tightly around your mouth and nose than an N95 mask—it forms a great seal. It’s also surprisingly easy to breathe through. Why? I’m not sure but the large surface area of the filter probably helps. It has exhalation check valves like some N95 masks—the valve ports open when you exhale and close when you inhale, so it’s easy to exhale and your mask doesn’t fill up as uncomfortably with warm, humid air. The filters are replaceable too. But as I mentioned previously it’s warm (being made of neoprene rubber doesn’t help) and although easier to breathe through it’s less comfortable than a (structured) surgical mask. You won’t want to do any prolonged, hard efforts while wearing a Respro. They’re also pricey—about $40-plus. And like N95s you can’t find any for sale right now.

Bottom line: If you’re going to wear a face covering, it’s probably going to be ad hoc since N95 and surgical masks are hard to find. You’ll do better with a thin fabric that is elastic so that it fits somewhat tightly over your mouth and nose and doesn’t get sucked in when you inhale. That’s why a buff/neck gaiter works so well. So either a thin buff or ad hoc face covering. If you can get surgical masks, that would be my second choice especially if you play around and add some structure to it so that it forms around your orifices more like an N95 mask does. An N95 mask is, in my opinion, not only overkill but much less functional for recreational cycling above a casual pace. The Respro—did I mention you can’t get one?—is similar to the N95 despite its many positive attributes. For easy cycling any of them will do. But if you’re going to go harder (and I mean just a bit harder, like anything above zone 2 training), you will likely have to go through an adjustment period.

Bottom-bottom line: now, why are you wearing a face mask when you’re riding?? Oh right, because sometimes you CAN’T avoid getting close to others such as on shared use paths, trails, and crowded streets. Just pull that baby up over your face and your spew won’t go all over them (and hopefully, vice versa).

If you can’t get an N95, surgical mask, or Respro, what do you do? For neck gaiters check these out at REI.

For ad hoc face coverings, here are some manufactured examples.