So put me on a highway And show me a sign And take it to the limit One more time. Take It To The Limit, Glen Frey/Don Henley/Randy Meisner (1975)
Celebrating the finish with Recoverite in a 2013 Gravel Worlds bottle.
The Pirate Cycling League nurtures an inclusive, grass roots vibe in all that they do. And they have been doing it as long as anyone. Under the sage guidance of Captains Craig "Schmidty" Schmidt and Corey "Cornbread" Godfrey, the Pirates ensure that cyclists of all levels are welcomed and valued at their gravel events, even as their signature race, Gravel Worlds, explodes in popularity and influence. They are a treasure.
This year, the Pirates cancelled Gravel Worlds, due to COVID-19 virus concerns. Although the annual gravel family reunion would not happen in person, the Pirates announced a virtual one. Cyclists could sign up for a Gravel World distance, choose their own course, ride on their own schedule, submit documentation, and be eligible for prize drawings. For this, the Pirates asked no tribute for themselves, but rather a nominal direct contribution to a local charity. 2020 Gravel Worlds.
Who ever heard of a Pirate giving back to the community? These do.
Rolling out of Buffalo Gap on fresh gravel to a wildfire sunrise.
The Pirates' gesture merits support. So, I commit to take on a 150 mile Gravel Worlds ride in my backyard and share it with the gravel community. But what route? There are so many great options in the Black Hills.
Ash Road. The route must include Ash Road.
Back in early 2015, I announced the Black Hills BackBone route, a 310 mile cross-state gravel route spanning the height of the State of South Dakota along the spine of the Black Hills. Black Hills BackBone. When designing the route, I felt compelled to include the 3 miles of Ash Road, near the small town of Oral out on the prairie south and east of Wind Cave National Park. Here's what I wrote back then:
"One exception is Ash Road, a 3 mile roller coaster of short, steep hills, a rare-for-these-parts center pivot irrigation system and a hint of a gravel grid system, all reminiscent of Gravel Worlds. Gotta pay tribute to the Pirates." Black Hills BackBone - Final Cut.
Ash Road early on the Black Hills BackBone segment.
With Ash Road a given, I realize that a great 150 mile prairie gravel route may be possible simply by connecting parts of three different routes I created over the years. Start in Buffalo Gap and ride the Black Hills BackBone route to the border at NothingThere, Nebraska. Black Hills BackBone. From there, turn west on the Black Hills DoubleBackBone route and ride to the railroad town of Edgemont. DoubleBackBone. Then ride from Edgemont back to Buffalo Gap along the DED Dirt Ride route. DED Dirt Ride.
The Black Hills BackBone + the Black Hills DoubleBackBone + the DED Dirt Ride. Mapped out digitally on ridewithgps.com, it adds up to 150.0 miles with 7,336 feet of elevation gain.
Wow. Perfect.
The DED BackBone Edition of 2020 Gravel Worlds.
All smiles at mile 47 on the Nebraska border, which is the end of Black Hills BackBone and the start of the DoubleBackBone.
Early Saturday on what would have been the actual Gravel Worlds, I roll out of Buffalo Gap to a red sunrise muted by the smoke of massive wildfires in Colorado. Relatively low winds and temperatures bring me to the town of Oelrichs at Mile 27 for a gas station breakfast burrito and Coke. Surprisingly soon thereafter, I'm at the Nebraska border, giddy with memories of finishing the Black Hills BackBone in 2017 with friends Shaun Arritola, Dave Litzen and Rob Sorge. Friends. That was special.
Feeling spry, I cover those first 47 miles in less than 4 hours. Ahead lies the heart of today's ride: 50 miles of shadeless prairie gravel on incessantly rolling hills through pronghorn, mule deer and elk habitat, the Buffalo Gap National Grassland, and large cattle ranches. Although not yet noon, temperatures now exceed 100 degrees and the wind decides to pile on. This is no spot to stop for long.
The Black Hills DoubleBackBone segment offers 50 miles of open grassland to Edgemont. No shade and 108 degrees on my cyclocomputer, but thankfully little wind.
About 17 miles later, I discover a sliver of shade at the building for the Ardmore Volunteer Fire Department. Although nearly deserted and certainly in need of some upkeep, Ardmore actually shows some life, with a few cars passing on Road 71 and even a lawnmower sputtering. I lay down in the shade, douse myself with water, and relax for about 10 minutes. It's an oven out there and I'm still 33 miles to Edgemont.
Back into heat and the big rolling hills, I realize that this middle third must make a big chunk of the 7,336 feet of elevation gain for the day. Every mile or so, it's down one hill and up another. In suffocating heat. Those thoughts eventually bring a wry smile and slow head shake. Just like Gravel Worlds.
Well, alrighty then. This is a legit remote Gravel Worlds course.
Looking back at a climb out of Edgemont on the DED Dirt Ride segment back to Buffalo Gap.
By the time I limp into Edgemont at Mile 97, I am cooked. Roasted and toasted. I pull into a gas station, douse myself with water, and lay down in the first shade since Ardmore. Fully 20 minutes later, I arise to collect thoughts and stretch a bit.
I am normal-tired for this part of a long ride, but still need to cool off, drink a bunch of fluids, eat a load of calories, and re-group for the remaining 53 miles. So, I go inside for a quart of chocolate milk, a quart of fully loaded Coke and a mini-pizza. Gradually, I come back to life.
Stark realities of a harsh environment where even a strength can become a liability.
I am not eager to get back out there in the heat and hills. In fact, I linger at that Edgemont gas station for an hour and 20 minutes all told. But it is just what I need to face the final 53 miles back to Buffalo Gap. I eventually remount to start the climb out of Edgemont.
The DED Dirt Ride segment is much less familiar to me, not having ridden it since 2014. But with so few places to take a wrong turn, I keep turning pedals en route toward Buffalo Gap. The rolling hills do not let up. Neither does the heat. But the miles slowly pass.
These lands are full of surprise. Coasting down a hill, I spot a fox on the road. It sees me and starts running. For fully a quarter mile, it keeps ahead of me on the road as I coast at about 20 mph. Finally, it turns into a drainage and vanishes into the vegetation. That's one fast fox.
Temperatures recede as the sun fades. With about 30 miles to go, I realize that I'm going to finish this ride in the dark. But I am going to finish this ride. A smile slowly forms across my sweaty, dusty face. I decide to enjoy the last 2 hours as a victory lap and casually cruise into Buffalo Gap.
I created this route on ridewithgps.com beforehand to verify the 150 mile distance.
My DED BackBone Edition of 2020 Gravel Worlds is complete. 150.0 miles. 7,336 feet of elevation gain. 14 hours, 30 minutes overall. 12 hours 8 minutes rolling. Taking it to my limit. One more time.
Thanks Schmidty, Cornbread and the rest of the Pirate Cycling League for your service to the gravel community. Hopefully, we'll all be at the next gravel family reunion at the 2021 Gravel Worlds.
It Don't Come Easy, Ringo Starr and George Harrison (1971).
When compadre Lucas Haan alerted me to the Cloud Peak 500 bike packing route in the Big Horn Mountains of Wyoming (Cloud Peak 500), I immediately recognized its potential as a primo shake out ride for a Great Divide Mountain Bike Route (GDMBR) tour. Specifically, it offers about 20 percent of the distance and elevation gain of the GDMBR on a similar variety of remote roads and terrain, with occasional small towns for re-supply. As a bonus, the Big Horns are but a few hours from Rapid City. I mark it a priority ride for 2020. (Cloud Peak 500 - That's The Plan)
From the start, I believe that I could comfortably cover 60-80 miles per day with a loaded bike packing bike on that route. That means riding 6-7 days. After a couple of overnight rides in the Black Hills on my loaded bike, I bump that estimate up another day. Confident in my assessment, I arrange car transport with my wife Colleen and even commit to help our daughter Cara move to a new apartment in Denver right after that.
Meanwhile, cycling friend Paul Brasby of North Platte, Nebraska catches wind of my Cloud Peak 500 plans. As a lifelong, successful road racer, Paul is an enthusiastic gravel racer and bike packer with both eyes fixed on a GDMBR ride in the near future. He also concludes that the Cloud Peak 500 looks to be an ideal ride to prepare for that, as well as a great ride on its own. We decide to start together and see how it goes.
Early on Day 2, Paul Brasby and Craig Groseth at USFS Dead Swede Campground. We're celebrating the end of the beastly Red Grade Road climb at about Mile 72.
With promising weather and good spirits, Paul and I start early one morning from Sheridan, Wyoming. We ride together, off and on, during each day and re-connect each night, usually at a primitive campsite. The rough, remote roads demand long, steep, exposed climbs, but deliver big, stunning views. The weather cooperates fabulously, with mostly moderate winds, short and predictable afternoon showers, and seasonably warm temperatures. Navigation by map (me) and gpx (Paul) is flawless. Although few in number, the local people are fantastically friendly. All is well.
Despite such favorable conditions, I did not ride my expected 60-80 miles a day. Not even close. With a fully loaded bike, on those rough roads, with that much elevation gain, I manage about 50 miles a day. And at the end of each day, I am more than ready to be done. I think Paul was, too.
Early on Day 3, Paul is pleased to crest a pitch at an elevation well over 10,000 feet.
That shortened daily mileage adds up over time. At the end of Day 5, we approach Mile 250 at the small town of Ten Sleep. At that pace, we would not reach the finish until Day 10. However, Paul only had 8 days to ride before needing to return to work. I had 7 days and maybe the morning of an eighth before Colleen picked me up to help Cara move. Time to re-assess.
Leaving Ten Sleep early on Day 6, we aim to reach a primitive BLM campsite at about Mile 300, re-supply water, re-fuel and decide then whether to ride into the night. With the biggest climbs behind us and the road surface improving, Paul is energized at the prospect of riding the remaining 250 miles in just 3 days to complete Cloud Peak 500 route. However, by mid-morning I know that I'm unlikely to make it, so I encourage him to go for it.
Paul kicks in. I kick back.
Later on Day 3, I negotiate an 8 mile, rock-strewn, loose, steep, 4000+ foot drop
the map calls a road. I call it "Dude's Downhill" as it's straight from an X-Games course.
(photo by Paul Brasby)
Paul rides an amazing 105 miles that day to reach Kaycee, rides another 78 the next day to reach Buffalo and then finishes in Sheridan the following day. His total time for the entire Cloud Peak 500 route - 7 days, 5 hours, 30 minutes. What a ride. What a finish.
Back to Day 6, I rolled into that BLM campsite almost two hours after Paul and stayed for the night. The next day, I rode another 50-some miles into Kaycee to complete my Cloud Peak 500 tour at about 350 miles. What a great week. What a great experience.
In the upcoming weeks, I plan to post the story of each day of our Cloud Peak 500 ride, in words and pictures. I also plan to post separately the logistics of each day, particularly since much of the route is so remote and dry. Over a week long trip like this, the experience creates much to process. This one deserves some time and effort to get right.
It Don't Come Easy, Ringo Starr (1971).
A final note. Only passionate, local enthusiasts know their backcountry well enough to piece together a route such as the Cloud Peak 500. Thank you, Sarah Wallick and Aaron Denberg of Big Horn, Wyoming for creating this unique, challenging route in, over, up, down, and all around the Big Horn Mountains. Anyone finding this gem is fortunate.
Cloud Peak 500 route, from cloudpeak500.blogspot.com.
Posts in the wrong order? Oh, well. Fleetwood Mac, circa 1969, with Mick Fleetwood on percussion and John McVie on bass. But this is not your mother's Fleetwood Mac. Say hello to Peter Green.
I just realized that my last three posts are in reverse order. A first post should have identified all the gear I plan to take on the Cloud Peak 500. Then a second post should have described how I pack all that gear onto the bike. Finally, a third post should have reported how the loaded bike handles on roads and trails.
But I got all excited about getting out there and messed up the order. I packed up the bike with everything, rode it all over for a few weeks, and eventually sat down long enough to write a post on how the loaded bike handled. Cloud Peak 500 - Gearing Up. In response to some inquiries, I then wrote a post on how I packed everything onto the bike. Cloud Peak 500 - Packing Up. And now while double checking gear, I'm finally writing a post that lists everything. It's all backwards.
Oh, well.
Reverse order or not, here's a complete gear list for my Cloud Peak 500. It's a list, not a photo gallery. I did not take pictures of the gear before packing and I'm not about to disassemble everything just to post one of those nice pictures showcasing everything all laid out in neat rows across the living room floor. Maybe next time.
For what it's worth, I have been gradually acquiring this type of gear over many years. But it's still quite a sight to see all this on a list for one ride.
It's all in there.
Sleep Kit: Big Agnes Copper Spur HV UL1 Bikepack tent, Brooks Range Mountaineering Alpini 30 sleeping bag, ThermaRest ProLite pad, Outdoor Vitals UL Stretch pillow, SeaToSummit Reactor Extreme liner
Clothes: 2 Voler bib shorts, 2 Voler jerseys, 2 pair SmartWool socks, 1 SmartWool top base layer, 1 SmartWool bottom base layer, 1 Voler wind jacket, 1 Showers Pass Refuge rain jacket, 1 Marmot hooded down jacket, 1 SmartWool casual shirt, 1 nylon shorts, 1 pair Pearl Izumi liner gloves, 1 pair Marmot over gloves, 1 Pearl Izumi head band, 1 Voler skull cap, 1 SmartWool stocking cap, 1 buff
First Aid/Hygiene/Personal: Ace bandage, gauze pads, large & small band aids, butterfly band aids, alcohol wipes, NeoSporin, hydrocortisone, sun screen, lip balm, insect repellant, aspirin, Tums, wipes, toilet paper, zinc oxide, hand towel, tooth brush/paste, soap, sunglasses, bear spray, phone, wallet
Tool Kit: Lezyne Alloy HV Drive pump, Lezyne SV-16 multi-tool, Lezyne Tubeless CO2 Blaster tubeless tire repair kit, extra sealant, 2 spare tubes, Park Tool patch kit, tire irons, LeatherMan Skeletal CX tool, Jones derailer hanger, chain links, quick links, chain lube, duct tape, zip ties, CCG mud scraper
Navigation: DeLorme hard copy maps, cue sheets, Stem Captain compass, CatEye cyclocomputer, CatEye head light and tail light, Mountain Miser thermometer, Gideon's pocket Bible
Some folk built like this, some folk built like that But the way I'm built, you shouldn't call me fat Because I'm built for comfort, I aint built for speed. Built For Comfort, Willie Dixon (1959).
Over the past two years, I have ridden a variety of roads, paths and trails on my Jones 29+ bike packed for one and two night trips. But it's time to step up for the Cloud Peak 500. Now I'm packing for an 8 day self-supported ride on unknown remote roads with higher elevations, unfamiliar weather patterns and uncertain re-supply opportunities. Oh, and 40,000 feet of elevation gain.
I need to get this right. Here's my plan for packing the bike for the Cloud Peak 500.
Ready to roll for 8 days in the Big Horns. Just add a rider.
Truss Fork Bags (fork): In addition to being light and strong, the Jones truss fork provides a built-in structure to support a pair of bags. Recognizing this potential, Jeff Jones and Revelate Designs created these bags, each offering nearly the capacity of a seat post bag. I pack the left side bag with a sleeping bag and a rain jacket. I pack the right side bag with a down jacket, sleeping pad, pillow and a stuff sack of extra layers (liner gloves, head band, skull cap, buff, arm warmers, leg warmers).
Harness + Salty Roll (handle bar): My small tent occupies less than half the volume of the Salty Roll. So I stuff it into the middle, leaving more than a quarter of the bag remaining on each side for all my clothes.
Egress Pocket (handle bar): Strapped to the Harness and atop the Salty Roll, the Egress Pocket holds my camera, wipes, toilet paper, paper, pens, and sunglasses/glasses.
Adventure Cycling Map Case (handle bar): This map case is sized for the Adventure Cycling maps (like the Great Divide Mountain Bike Route), is water-proof, sits atop the Loop Hole H-Bar bag, and doesn't move at all in use. Perfect.
Loop Hole H-Bar (handle bar): This bag is not visible, because it's under the map case and tucked into the space between the lateral tubes of the Jones handle bar. It is bigger than you think, is a great use of space and is on the bike full time. It holds a pump, first aid kit, sunscreen, lip balm, aspirin, Tums, and insect repellant.
Mountain Feed Bag (handle bar): Bear spray. Yes, this bag is big enough for a large water bottle, but instead holds a large canister of bear spray a few inches from my right hand. Quick draw.
Mag-Tank 2000 (top tube by the handlebar): This handy bag holds 2,000 calories of on-the-fly food and gels.
Showing a little dust from the last couple of weeks of riding, the Jones 29+ is loaded for the Cloud Peak 500.
Jerry Can (top tube by the seat post): This sneaky little bag holds an entire tool kit, including a patch kit, tire plugs, CO2 cartridges, extra sealant, chain lube, extra chain links, bolts and cleats, spare derailer hanger, mini-tool, and LeatherMan.
Terrapin (seat post): This modular setup comprises a harness that attaches to the bike and a 14 liter dry bag that easily removes from the harness. I pack this dry bag with food, so I can readily remove it for overnight storage away from my sleeping area. Think grizzly. As shown, this bag contains breakfast, lunch and dinner for 8 days without re-supply, as well as kitchen utensils.
Frame Bag (main triangle): The frame bag is divided into top and bottom compartments. The right side of the top compartment holds a 100 ounce water bladder and easily holds more. The left side of the top compartment is a relatively thin sleeve that holds maps, wallet, car keys, phone and mud scraper. The bottom compartment holds spare tubes, water filter and rain pants.
Down Tube Cage: Strapped to the Salsa Anything Cage on the down tube is my stove and fuel.
Rear Axle Cages: Bottle cages near the rear axle hold two large water bottles. I use one for an electrolyte drink and one for extra water.
In addition to the bags and their contents, I mounted a Cateye head light and tail light, a Cateye cyclocomputer, and a Stem Captain compass. I also mounted some old, odd-shaped bar ends near the levers on the Jones handle bars for some really different hand positions. The crowning touch is the Slow Moving Vehicle sign strapped to the back.
That's where everything goes. At least at the start.
Trying hard now, it's so hard now, trying hard now. Getting strong now, won't be long now, getting strong now. Gonna fly now, flying high now, gonna fly, fly, fly. Gonna Fly Now, Bill Conti, Soundtrack to Rocky (1976).
With my Cloud Peak 500 ride approaching (Cloud Peak 500 - That's The Plan), I hit the month of July with renewed focus and some free time from my recent retirement (Ready To Play). Let's start with riding a fully loaded bike on a variety of single track, rough logging roads and good gravel.
First, spin up M-Hill on my Jones 29+ fully loaded for the Cloud Peak 500.
To start, I load up my Jones 29+ to climb my favorite in-town single track on M-Hill. Spinning up the gentle Far West trail, I stop at the "M" for a quick picture. The loaded bike demands a lower gear and more time to climb, but otherwise handles essentially the same as unloaded. It just takes some extra work to get rolling, but then it really rolls. That is an unexpected and pleasant surprise.
After a short break at the top, I ride down the more technical Sun Climb. Again, once up to appropriate speed downhill, the loaded bike handles essentially the same as unloaded. Maybe the 3.25 inch Vee BullDozer tires, the wide, swept back Jones handlebars, and the absolutely centered, upright body positioning combine for that handling. All I know for sure is that, as long as I maintain some speed, I am able to comfortably ride the loaded bike down everything that I ride unloaded. That's another really nice surprise.
Down Sun Climb, I spin some rolling loops on Far East and Founder's Valley before dropping back to the bike path. The loaded bike basically rides single track like it rode unloaded when I weighed 25+ pounds more. Overall, I am really pleased with the performance of the loaded Jones on the moderate M-Hill single track, at least on this relatively short ride of about 2 hours.
Next, a sub-24 rolling up Castle Creek Road (secondary USFS 181).
The following week, I pull out a Black Hills National Forest map to chart an overnight ride on a variety of rough remote roads. I start mid-afternoon at the Mystic trailhead for the Mickelson Trail and turn onto Castle Creek Road (USFS 181) for 11 miles of rough uphill on a fully loaded bike. Here we go.
Although a secondary USFS road, Castle Creek Road is less technical and less steep than I remember. Although the road is occasionally rutted and pocketed with water-filled pot holes, the loaded bike simply rides through or around everything. It's a nice rhythm spin along Castle Creek. Slow, but steady. Too easy.
Emerging from Castle Creek, I turn west on primary gravel road C306 (Deerfield Road) for a 1.5 mile climb on good gravel and then onto barely marked secondary USFS 190. Over the next 5 miles, the road gets rougher, the grades steeper, and the navigation more challenging. This is much tougher. The loaded bike handles it all with ease, but the added weight catches up with me. Walking some lumpy steeps in the heat, I realize that this bike will ride anything I can pedal. Eventually, I top out on White Tail Peak (elevation 6962') to disperse camp for the night.
In the morning, I quickly drop down to Black Fox Camp Road (USFS 233) and South Rapid Creek Road (USFS 231) to the Rochford Trail Head of the Mickelson Trail. After yesterday's 20+ miles of mostly uphill rough roads, these gentle downhill miles fly by. A final 9 mile spin down the Mickelson Trail returns me to the waiting Jeep. Through all those varying conditions, the loaded Jones just handles it.
Then another sub-24, starting with a nearly 20 mile climb up to Warren's Peak.
Time to ride gravel. Not our typical Black Hills Forest Service gravel sprinkles. Honest to goodness ball-bearing gravel.
It's time to hit the Bear Lodge Mountains, the northern-most reach of the Black Hills just north of Sundance, Wyoming. For some reason, the U.S. Forest Service actually spreads substantial gravel on the main roads up there. In addition, those roads offer long, fast descents on twisty, occasionally washboarded roads. It promises to be a good test for the loaded Jones.
I start at the USFS Bear Lodge campground and ride south on Warren Peak Road. Up. Up. Up. Basically, it's 6 miles up, a few rollers, and then another 6 miles up. And that's still not the top of Warren Peak. The loaded bike climbs OK, but it's heavy and those 3.25" mountain bike tires don't help. Uphill is a slugfest.
Turning downhill, however, tells a different tale. Once up to speed rolling downhill, the loaded bike absolutely cruises through thick gravel, over washboards, and around twisty turns. Bring one, bring all. It matters not. I regularly hit 25-30 mph, sometimes more, with confidence and comfort. The loaded Jones is one stable, comfortable, fast descender, even in those conditions. More to the point, especially in those conditions.
Ecstatic with the downhill performance but concerned about the uphill, I recover by campsite and plot the morning's ride. I conclude that today's 40 miles and 4,000+ feet of elevation gain provided sufficient gravel testing. With so much good gravel and so many rough ATV connectors up there, I decide to scout as much as I can the next day, by both bike and Jeep. I even drive by Devil's Tower National Monument on a short swing to the west. There's just so much to ride out here.
Wyoming gravel road (County 196) from the Bear Lodge Mountains to Devil's Tower National Monument.
Whether single track, rough logging roads or good gravel, the Jones 29+ can easily handle a bike packing load, as long as you provide the additional horsepower. In the end, I may limit the bike, but this bike will not limit me. Gearing up to fly.
"You'll able to spit nails, kid. You're gonna eat lightening and you're gonna crap thunder."
Gonna Fly Now, Bill Conti, soundtrack to Rocky (1976).
Put me in Coach. I'm ready to play. Today. Centerfield, John Fogerty (1985).
Shaun Arritola, Craig Groseth & Rob Sorge at the end of our 5 day, 300+ mile DED Dirt Ride in 2014,
which was part of Rob's start to his "Second Half."
Several years ago, Rob Sorge, my best friend from college, retired after a successful 33+ year career as an engineer. At that time, Rob thoughtfully created an outline, or perhaps more of a conceptual framework, on how to live the next phase of his life with intentionality and purpose. He called his post-retirement phase "The Second Half" and shared it with family and friends. Ever since, he has relentlessly pursued his "Second Half," just like he pursued a loose ball on the basketball court, a baseline bullet on the tennis court, or a finish in the swimming pool.
In a recent congratulatory note to me, Rob noted that now I was entering my "The Second Half." He then added that, for me, maybe it's my "Third Quarter." At first, I thought he was referring to my playing football and basketball, which both had four quarters.
But, no. Rob wasn't referring to sports. My First Quarter was everything leading to and including a 21+ year career in the private practice of law as an intellectual property law litigator. From the start, I had the heart, mindset and lifestyle of go/go/go, achieve/achieve/achieve, next/next/next. Shoot for the top, the hardest, the best. Excel. Move up. Move forward. Move on. Next.
Eventually, I realized that working so hard to achieve makes it difficult to recognize success, let alone enjoy it. At age 47, I radically changed. All of it. Heart. Mindset. Lifestyle. I extracted myself from all of that and started my Second Quarter.
Centerfield, John Fogerty (1985).
We moved to Rapid City, South Dakota, my wife's hometown, and I began to search for a unmet community need. In a wildly unexpected development, I was led to serve our community as a Correctional Officer at the Pennington County Sheriff's Office. Now, there's a community service need that very few are able or willing to undertake, let alone endure for any length of time. It is a difficult environment that demands interpersonal communication skills and situational awareness far beyond the court room. Despite the challenges, I loved the opportunity to serve and I loved the people.
However, it's also a young man's game, which I played at my best for 12 years. But I can't play forever and the clock eventually expired on my Second Quarter. Closing in on age 62, I recently retired from the Pennington County Sheriff's Office.
Now, it's my Third Quarter. I do not know where this will lead. I do not yet have an outline, other than a determination to keep an open heart, being especially attentive to a call to serve an unmet need.
In a favorite comic strip "Calvin and Hobbes," Calvin's dad is a patent lawyer who loves to ride his bicycle.
This one from 1992 depicts how I feel on a bicycle, most any day over the last 30+ years. It's still timely now, as I recently retired from my second career.
Calvin's mom also sounds much like Colleen responding to my musings.
