Another great piece of coronavirus signage:
Another great piece of coronavirus signage:
I was surprised to see art on the walls of the small exhibit space in the art building! Turns out, it’s last year’s junior art students’ show – work they couldn’t exhibit last spring because the world melted down. Beyond its excellent name, the show includes lots of great drawings, among other wonderful stuff. If this is any indication of this cohort’s skill, their senior show in the spring should be great!
The old building where I’ve worked my whole time at Carleton is being renovated this year, so we’ve relocated to slightly less old building that boasts all of two restrooms. I dunno about the women’s, but the men’s has two stalls – done up in heavy, dark wood like a lavatory at Hogwarts – which under the new pandemic rules, has the capacity for just one, uh, user at a time. Barging in and knocking didn’t work very well to determine occupancy, so a colleague installed a four-phase system for using the restroom.
Phase I: Arrive and flip the occupancy sign to red:
Phase 2: Do your business and as you leave, let Uncle Sam remind you to flip the sign over:
Phase 3: Immediately forget to flip the sign over, but be reminded by the other sign, pinned to the bulletin board straight across the corridor:
Phase 4: Flip the sign back to green and walk away, wondering if touching the sign negated the 20 seconds of hand washing:
This week’s New Yorker cover by Chris Ware nails the autumn’s neighborhood mood, right down to the tangled flag:
I’d never read anything by Jim Harrison until he died a few years ago and my Yooper news alert drew my attention to this amazing essay in the New York Times on his love of the U.P. Till I read that piece – which describes some of Harrison’s favorite places in da Yoop, including my beloved Copper Country – I don’t think I’d ever read much serious, non-historical writing (however brief) about the Upper Peninsula, and I remember being impressed and touched that a real writer like Jim Harrison – who wrote the novella Legends of the Fall and then the screenplay for the movie starring Brad Pitt! – had loved the place.
That Times essay was occasioned by the release of a compilation of five novellas by Harrison about an Everyman named Brown Dog, who’s a sort of woodsman with few needs, fewer goals, and a habit, if not quite a penchant, for adventure. He’s a very U.P. character. Though I didn’t know any one person exactly like B.D., I knew a lot of people who were a lot like him: satisfied being underemployed but happy to cut pulp and fix cars, lovers of fishing and hunting and the outdoors, given to a little more drinking than might be healthy, not too interested in leaving the region…
Even more than Brown Dog himself, I loved Harrison’s evocation of the U.P. as a place. Early in the collection, Brown Dog says that 49º is the perfect temperature (and that 49 mph is the perfect speed). I agree! 49º means spring or fall, means wearing the same clothes indoors and out with no need to put on or take off a jacket, means new life arriving or old life leaving, means proximity to snow if not quite snow itself.
B.D. also loves the second-growth forests and the little creeks that run inevitably to the big lakes, and especially the swamps. The U.P. – like northern Wisconsin and Minnesota, two places I love, and apparently like Finland, a place I love even though I’ve never visited – is a land of swamps.
If anything, too little of the Brown Dog novellas are set in the snowy winters that sets da Yoop apart from even the northern end of the Lower Peninsula, or the western tip of Lake Superior. The seasons deeply affect Brown Dog’s life (he can’t wait for the trout opener), for sure, but he never really lives through a
bad good winter. Maybe that’s because Harrison and Brown Dog knew the eastern and south-central parts of the U.P. better than the northwestern parts. But Harrison and Brown Dog did appreciate, with a good healthy sense of U.P. humor, what snow means up dere:
I happened to finish the novellas – which ramble picaresquely over a decade of Brown Dog’s life – just as the Copper Country suffered massive flooding that laid waste to roads, hillsides, businesses, houses. The disaster was probably the biggest in the Copper Country’s history, with $100 million in damage (but thankfully just one death). I like to imagine Brown Dog would have driven his shitty car over from Escanaba to Houghton to help out with the cleanup, maybe asking for no more payment than a couple six packs.
When I was a kid growing up in Michigan’s Upper Peninsula, I was fascinated by the fact that the U.P. had not always been part of the United States, much less part of Michigan. Visiting the reconstructed Fort Michimilimackinac at the northern tip of the Lower Peninsula and Fort Mackinac on Mackinac Island in the channel between Lake Huron and Lake Michigan, I loved learning that this territory had been France, Britain, and Canada before it was the United States — and though nobody really dwelt on it, that the land had belonged to the Ottawa and Ojibwa before any white men showed up.
As I grew up, my interest in the U.P.’s history shifted from the 18th and early 19th centuries to the region’s industrial golden age between roughly the Civil War and World War II, when the U.P. furnished the copper and iron that the burgeoning American economy needed, and when the area’s population was as large, diverse, and affluent as it had ever been or would ever be. In those years, I lived first in Ironwood at the far western tip of the U.P., a town that had been the biggest city in the Gogebic Iron Range, and later in Hancock at the southern end of the glorious Keweenaw Peninsula, in the heart of the Copper Country. Both Ironwood and Hancock were hollowed-out, depressed, and depressing towns that had lost half or more of their boom-time populations by the time I lived there.
That direct experience of living in busted towns colored by outlook on life, for sure, but also impelled me to study — in college and in grad school — how any why American capitalism works this way, in cycles of brief, amazing nooms that create something out of nothing, and the long, sad busts that see the something fade back almost to nothing. In pursuing those questions by focusing on World War II , my former interests in the political and social history of the the 17th/18th centuries all but faded away.
Since moving back to Minnesota, and especially since moving to Northfield, where the annual commemoration of the defeat of Jesse James’ raiding gang is literally a town holiday, I have started rediscovering these older interests, though: the efforts by whites from Lewis & Clark to Zebulon Pike to tie the Old Northwest into the new republic at the beginning of the 19th century, the subsequent “settlement” of Minnesota by whites in the middle of that century, the conversion of pre-contact forests and prairies to farmland, the Dakota Wars that coincided with the Civil War…
These revived interests matched perfectly with a new book by historian Theodore Catton, Rainy Lake House: Twilight of Empire on the Northern Frontier, which tells the amazing and sad story of white colonization of the lands between the western end of Lake Superior and the Red River Valley – what’s now the U.P., Wisconsin, Minnesota, North Dakota, Ontario, and Manitoba. (My friend Michael Allen – a professor of history at Northwestern University – sent me the book, thinking correctly that I’d love it.)
Much of the story was generally familiar, from the ways that France, Britain, and the new U.S. drew Indians into the fur trade and then into land swindles to the competition among those three countries – empires – over the Old Northwest and the peoples in them: the Ottawa, Ojibwa, and Lakota nations; traders, settlers, and soldiers from each country; the mixed métis of Canada.
Some of the story was less familiar to me, such as the incredibly difficult, lucrative, and destructive fur industry; the efforts through the middle of the 19th c. to launch new colonies in Canada; and the out-of-placeness of the métis who were neither French-Canadian nor Indian. And some of the story was wholly new, such as the bizarre forms of society on the frontier (many white traders had two families: a white family back east in Montreal or Toronto and an Indian wife and family in some fort or factory deep in the interior) or the sad life of John Tanner, a white man who’d been kidnapped by Indians as a child and grew up as a sort of white Indian but who was not accepted either as an American or as an Indian.
Tanner’s story is the core of Rainy Lake House, and Catton tells the story well, using Tanner’s upbringing in Ojibwa culture and maturation as a skilled hunter and trapper to show how the Indian nations adapted – or failed to adapt – to the expansion of the British in the north and the Americans to the south. Tanner was an enigma to almost everyone who met him, not least to the wife who tried to murder him. Tanner’s near-mortal injury led to his meeting the curmudgeonly, frustrated Canadian doctor and fur trader John McLoughlin and the ambitious American army officer and explorer Stephen Long. Working on opposite sides of the grand game to control the fur territories, McLoughlin and Long reflected, enacted, and created the economic, political, and cultural views on the exploitation and settlement of what was then and is still now a remote and thinly settled region.
As much as I enjoyed Catton’s skillful triple biography of these three men, I enjoyed even more his subtle sketching of the places where they lived, places I know a little bit now through my winter bike riding – the forests and swamps between Ely and International Falls, Minnesota or the plains along the Red River south of Winnipeg, Manitoba. Leaving aside the ultimately sad, if riveting, narratives about the various ways that Tanner, McLoughlin, and Long contributed to “settling” the Old Northwest, I was fascinated by the simple fact that any travel in this area required insanely arduous travel by foot or canoe. A few miles of fatbiking in January in northern Minnesota pales in comparison to the seasonal treks of the voyeageurs between what’s now far-northeastern Minnesota and Montreal, or the endless roving by the Ojibwa and Ottawa across their homelands.
I highly recommend Rainy Lake House to anyone interested in the history of Minnesota or the Upper Midwest, in the history of the early American Republic, or in the history of American Indians. The book reads like a much shorter work than its heft suggests, and any reader will come away with a new appreciation for the complexities of the 19th c. frontier, a place that was both a deeply multicultural society (though not an egalitarian one) and an ecosystem transformed by political, economic, and cultural pressures.
I don’t hear myself
Saying things my dad once said,
With two exceptions:
“Asinine” and “absurd,” two
Valuable words these days.
Into the Wild
Chris McCandless went
West and north to find himself
Died, starved, alone in the woods.
What to make of the effort?
This picture, man. It captures so many aspects Carleton. First, the greens and blues of the trees, grasses, water, and sky! It’s easy to forget the unusual gorgeousness of campus – true in all seasons but especially pronounced in the spring.
Second, there’s the island in the middle of the scene: Mai Fête Island, site of dance parties and general merriment in the 1920s and 1930s. Now it’s a quiet picnic spot, occupied in this shot by two of the geese that take over the Lyman Lakes (really just a wide spot in Spring Creek as it flows toward the Cannon River) and some gorgeously mature trees. Plus naturally one of the college’s three-bin trash/recycling/compost containers.
In the distance, the Recreation Center and, beyond it, the highest spot on campus, the college’s shiny water tower, with its bright blue C on each side. The trees of the Arboretum run north and east from those two landmarks. More green, and onmy maybe a third of the way to the plush verdance they’ll display in a few months.
In the foreground, the east-reaching branches of the gnarled old oak that clings to the hillside above the lakes, a newish paved path intended to keep students from using the shoulder of the highway to walk from campus proper to the Rec, and a disc golf goal. I don’t think I’ve seen more than ten people playing disc golf there in my ten years of waking the route.
Just out of the left side of the frame is a functional tin-can telephone. Some student installed it a couple weeks ago, bolting one terminal to a fence along the sidewalk running next to the oak. You can just baaaaaaarely see the yellow line running over the water just above the lowest oak branch down to a post on Mai Fête. So bizarre and so Carleton. I have to find the time and a partner to try it out.
(Warning: contains confession of possible craziness.)
In a short essay on the Adventure Journal website, Erin Windauer describes the occasional but not rare sense of athletes, adventurers, and others that they are in the presence of someone or something which is benevolent or reassuring but which isn’t actually *there*.
Ernest Shackleton’s epic tale of survival after the sinking of his ship the Endurance in Antarctic waters is well known, but less known is what he and two of his companions experienced after they made their way by open boat, above, to South Georgia Island and trekked across to a whaling station to find salvation. Each of the three felt the presence of someone with them: “During that long and racking march of thirty-six hours over the unnamed mountains and glaciers of South Georgia,” wrote Shackleton in his memoir, “it seemed to me often that we were four, not three.”
Though I don’t quite see the link between this sensation and the lab experiments summarized in Windauer’s piece, I can’t stop thinking about the phenomenon, which is one I’ve experienced in some of my winter races.
I didn’t even know that my feeling of being… joined? guided? accompanied? was a thing; I just chalked it up to being hungry, cold, and exhausted. And yes, all those stressors might have contributed to my sense that *something* was with me while I rode and walked off Two Top on January 8, thirty-six hours into the Fat Pursuit.
But still: to have that experience in common with Shackleton is strangely satisfying.
For my birthday, Shannon gave me Wicked River: The Mississippi When It Last Ran Wild, by the late Chicago writer Lee Sandlin. The book is best described as a history of the Lower Mississippi, focusing on the chaos and violence of the first century of white efforts to settle the river. As a Minnesotan, I was a little disappointed that the book didn’t include anything substantial on the river north of St. Louis – our own saint-named river town has a crazy history that’s worth knowing, as does its bigger, more serious sibling. (Sandlin does mention that the river, like its source state, gets its name from its native denizens – in this case, an Ojibwe term – Mizu-ziipi – for “very big river.”)
But man, does Sandlin make the most of his focus on the lower Mississippi, telling no end of amazing stories about the river as a highway, as a border, as a battlefield, and as a natural wonder. In a set piece early in the book (pp. 12-16), he sails with the reader from the evergreen forests around Lake Itasca down the infamously winding river to the trackless swamps near the Gulf of Mexico. It’s a wonderful passage, as evocative and mournful of the best John McPhee. What a journey that would have been in 1800 or 1700. To have seen the bison herds right up along the river!
In describing the river’s many faces and uses, Sandlin focuses – as the title suggests – on the untamed nature and people that, he says, characterized the Mississippi before the Civil War. Among others, he discusses pirates, traders, gamblers, soldiers, settlers, missionaries, sinners, and both the slaveowners and the enslaved – most of whom encountered or caused trouble, if not disaster, on the river. A long section on lower-river slaveowners’ terror about slave rebellions rings some familiarly contemporary notes of violence and paranoia.
The chapter on the 1863 siege of Vicksburg could have served as the emblem of human experience on the river – a horrific battle that ended in a Union victory, splitting the Confederacy and contributing to the Union’s victory two years later – but instead Sandlin provides an even more awful climax. Just a day after Lincoln’s assassination, a horrifically overloaded river steamboat, the Sultana, suffered a boiler explosion near Memphis and sank. Thrown into the river, 1,700 passengers died, including hundreds of Union troops traveling north from prison camps in the Confederacy.
The Mississippi did not need to sink steamboats to do damage to the people living on and around it, though. In some of my favorite parts of the book, though, Sandlin describes some of the jawdropping natural disasters on and around the river, like a massive tornado that struck Natchez, Mississippi, 1840. He has a great chapter on the amazing New Madrid earthquakes, which were probably the largest earthquakes in U.S. history – so big that they created temporary waterfalls on the river.
The Mississippi’s quintessential natural disaster, though, was flooding – a calamity that recurs throughout the book. The federal government’s post-Civil War efforts to control the floods led, Sandlin says, to the end of the river’s “wild” age. The Sultana‘s death toll in 1865 was so high, in fact, because the river was running high and cold with spring meltwater. Even more cinematically, Sandlin describes a bizarre episode in February 1856, when a brief thaw interrupted an unusually cold winter. At St. Louis, the melt freed a giant ice floe, which then smashed along the city’s famous levee, crushing forty steamboats and countless smaller vessels:
“The day was bitterly cold, and the pieces soon froze into place. By evening the levee had been covered over by ice; by morning there was a mountain range of ice twenty feet high. People peering into it could see the wreckage of the steamboats–the railings and chandeliers, the gambling tables and the wine goblets–preserved within the gleaming shadows of the ice mountains, where it would remain until the spring thaw came.”
Unbelievable, and yet completely in keeping with the character of wild river that Sandlin describes.
Postscript: I noted that Sandlin wrote several other books focused on the Midwest, and thought immediately that they’d be good to read. Then I saw online that he died unexpectedly in 2014. Why does this make me so sad?
Last week I finally finished Timothy Egan’s The Big Burn: Teddy Roosevelt and the Fire that Saved America, a history of a massive 1910 wildfire in the northern Rockies. As I read the book, I realized that it fits into a wider set of recently-read books on the west and wildfires, including Philip Connors’ Fire Season (about time spent as a fire lookout in New Mexico), Norman Maclean’s short story/memoir “USFS 1919: The Ranger, the Cook, and a Hole in the Sky,” Rick Bass’s Winter (about his first winter in northern Montana), or a lot of the John McPhee I’ve been devouring.
Egan’s book is a little frustrating, though. As his (or his publisher’s) subtitle suggests, the book can’t decide if it’s the story of how Theodore Roosevelt and his forester Gifford Pinchot started the American system of forest reserves (and its guardian agency, the U.S. Forest Service) or the story of the Big Burn in and around the Bitterroot Mountains along the Idaho-Montana state line.
The former story (split across the book’s long and somewhat meandering first section and a shorter, quicker ending section) is interesting, and resonates now, at a moment when misguided public servants in Washington and throughout the West think it’s high time to sell off public lands to private interests – and not to the homesteaders who tried to colonize the Bitterroot forests at the turn of the last century. Roosevelt, typically, comes off as a heroic figure, right up to the point that he loses the three-way 1912 election. Pinchot is more complex – a visionary, a conservationist, a millionaire, a jerk – and more interesting for that complexity.
Neither Teddy nor G.P. figures in the story of the Big Burn, though, and it’s the fire itself – a natural disaster of Biblical proportions – that stars in the book, especially in the middle section, when Egan grippingly describes the origins and spread of the conflagration. Thanks to an unusually dry summer, some bad weather, and the inadvertent creation of an infinite amount of tinder by the Forest Service’s policy of fighting all fires, the Big Burn ironically defied the Forest Service’s efforts to fight it. Over the two days it raged, the fire laid waste to millions of acres of backcountry forest, destroyed several towns (not all of which were rebuilt), and killed 80-some people – not as many as might have been expected given the fire’s scale and scope.
All that is to say that the fire restored a massive swath of the American West. Its elemental power could not be resisted, only accepted or escaped. Some who accepted the fire did so against their will and tragically, dying in a variety of horrifying ways that Egan outlines in some of the book’s more compelling and terrifying passages. And some who accepted the fire survived, though often after suffering permanent injuries. Egan movingly describes several survivors’ unsuccessful attempts to obtain aid from the federal government. He does not, though, describe the forest’s own rejuvenation, which left me hanging. I wanted to read more about how the Bitterroot forests grew back, what they looked like ten, twenty, fifty, or a hundred years after the fire – a period when the USFS managed or mis-managed them for the benefit, offer, or big lumber companies whose effects on the land were apparently as bad or worse than the fire.
That the Western forests (and those in the South and East as well as in Alaska) were preserved or at least managed for the good of the country is what, I guess, the subtitle means, and so I guess that Egan does achieve that goal: showing how the calamity of the Big Burn focused conservationists’ energies on arguing, more or less successfully, that at least some of America’s lands needed to be held in common for the nation’s good. That’s a battle that we’re still fighting.
Heading out from the Chick Creek checkpoint, I felt good. I was eager for the next leg of the course, which I had ridden in the other direction during my two attempts at the 200k course. I remembered loving the innumerable long views up and especially down the forested mountainsides and finding the trail not too hard. I encountered a few 200k racers as they worked their way to the checkpoint, and was passed after a few miles by Perry and Josh, two good guys from Spearfish, S.D., who had been at the checkpoint with me. They were having a good time, and pulled away from me pretty easily.
I was trying not to push too hard, fighting the urge to go all out – an urge that has led at more than one race to a huge slowdown after the rest and refreshment of the checkpoint wears off. This more steady approach helped me cover the first seven miles of this section, and keep moving well as I started to climb toward the more challenging trail that would go to West Yellowstone. And the views did not disappoint: I stopped more than once to goggle at the spectacular vistas of the mountainsides patched with stands of lodgepole pines and open fields of white snow. Above, a cloudless blue sky. Twenty degrees Fahrenheit. Perfect winter.
10, 12, 14 miles from the checkpoint, I had little to do but ride and think about how I was riding. Mentally, I was fine: thinking clearly, remembering to eat and drink, reading the trail well. Psychologically, the same: enjoying myself, thinking positive thoughts, looking forward to discovering whatever was around the bend – and to facing the bigger challenges later. Physically, too, good: feeling no aches or pains even in places that had hurt last night (back muscles, knees), and especially feeling no real fatigue. I had the sense that I was moving slower than I had overnight, but my average speed was still well ahead of the where I needed to be to finish the race by the cutoff. In short, I felt good for having been riding 20 hours and 90 miles.
Despite all that good feeling, somewhere in the stretch, the fatigue of having been riding for 90 miles and 20 hours (not to mention having been awake for thirty) caught up to me. Very unlike the familiar feeling of nodding off, which wells up from inside, this came on as an irresistible external pressure to sleep. Mindful of the rule that racers cannot sleep on the trail (where snowmachiners could run them over), I looked for and found a little spot off to the side of the trail: a gentle slope between two lodgepole pines, corrugated not long before by some sledder. Without really thinking, I propped the Buffalo in the deep snow alongside the trail, pulled my sleeping pad off the front of the bike, and threw the pad down in the snowy spot. I shrugged off my hydration pack and draped it over the bike’s handlebars, then lay down on the pad. A second later, I woke up, chilled but refreshed. Twenty minutes had passed. As I pulled myself back together, a snowmachine approached. I raised a hand to the driver – Salsa’s Kid Riemer! He hopped off the sled, already shooting pictures and asking how the race was going. I told him that I had just had a little nap, and that I felt good. He commented on my upper lip, which I’d been ignoring since the checkpoint, and repeated what I’d heard at the checkpoint about the attrition up front. He guessed that only ten riders were still riding, and none of the pre-race favorites.
This heartened and surprised me, just as it had at the checkpoint. Had the night been that hard? Recombobulated, I climbed back on the Buffalo, said my goodbye to Kid, and headed up the trail. The little bit of extra mental and physical energy provided by the nap put me in a reflective frame of mind, and I concluded that though I wouldn’t pass up the chance to ride any section of the Fat Pursuit course again under less strenuous circumstances, I would probably choose this one if I could – any easy daylong out-and-back jaunt from Island Park. Someday!
The undulating trail was wide and white but far from uniform. Snowmachine tracks – the skis and the treads – covered almost all of it, but dozens of big and small snow boulders had rolled down off the slope to the left. Small softball-sized ones only rolled a few feet onto the trail. Bigger ones – soccer balls, beach balls – made it halfway across, into my path down the middle of the track. I enjoyed riding over some of them, feeling the Buffalo’s tires break them in half. A small amusement.
Around one bend, I saw a cluster of riders ahead. I assumed that Josh and Perry were among them, but when I approached, several sledders broke away and rode their machines down into a big bowl, leaving two bikers. I caught them and we aid out hellos. I didn’t recognize either of them, but Graham had started the 200 mile race with me, and Kellie had started the 200 kilometer race that morning. We rode together until we reached the big turn to the north, toward West Yellowstone. They stopped there, Graham lying down in the snow for a nap while Kellie had a snack.
I pushed on, remembering how hard this trail had been during my first attempt at the Fat Pursuit in 2014: a soft, ungroomed mess that I had not been able to ride for more than a few yards at a time. Today, the trail was firm and smooth, easy to ride even as it tipped upwards. As my computer’s elevation reading went up, though, the sun went down, though. The trail turned light blue, then gray, then black except where my headlamp and headlight shined. 5:00 p.m. came and went. I’d been riding for 24 hours.
Not being able to see much of the trail now, I just rode toward the yellow spots of light in front of me. Eat, drink, stretch, occasionally hop off to walk a tougher section. I crossed from Idaho into Montana. Somewhere on the climb, I caught or was caught by another rider, Greg, who said he was a friend of JayP’s. The surprise of seeing another rider – and especially of having more light on the trail – was a nice diversion from the trail and the trees. As we rode, I filed away details about him: his Canadian accent, his beautiful blue Kona Wo fatbike, his use of a silver beer growler for water. “That’s a good idea,” I told him. “Yeah, it holds a lot of water, but it all tastes like beer!”
Our trail emerged from the woods onto a high ridge – the South Plateau – and exposed us to a sharp wind, blowing from the west across our path. Finger drifts reached across the track, and here and there, the wind created weird patterns that looked like runes. Getting tired again, I knew that they weren’t letters, but I tried anyhow to decipher them. Though the drifting had obscured any snowmobile or bike tracks, some small animal was traveling just ahead of us, leaving a line of crisp paw prints the size of half dollars. We were leaving footprints, too, walking about as much as we were riding. I promised Greg that we would soon hit the faster sections that descended to West Yellowstone, but these downhills kept not arriving. After Greg pulled away from me at one point, I caught him as he prepared to bivvy, saying that he needed some sleep. I assured him that we were not far from West, and the second checkpoint, where I’d already decided to get some good sleep – or maybe I begged him to keep going with me.
However that conversation went, he did get back on his bike, and sure enough, we finally reached the downhill run to West. Doing 4, 5, 7 mph was marvelous. Greg pulled away from me again, a red human form, then a gray shape, then just a blinking rear light, then nothing but a fresh track in the snow. From my computer’s mileage reading, I could tell we were within a few miles of West Yellowstone now. A few signs appeared, some presenting miles-to-go numbers that seemed absurdly high. Gates barring entry to this or that road. The red light on a radio tower south of town. A dim yellow skyglow from the town itself. The descent ended with a straight trail toward the hotels and cabins at the south edge of West Yellowstone. Another rider suddenly passed us. Greg sped up to ride with him. Lagging and feeling really tired, I took a bad route to the checkpoint. What should have been a quick zip-zip ride over the streets turned into a tour of the eastern half of the town.
Finally, at 2:30 a.m., I pulled into the open garage where a few other bikes were resting. I leaned the Buffalo against an open spot on the wall, grabbed a few items off the bike, and headed up the steps into the checkpoint.
The volunteers gave me a hearty welcome. A number of other racers were there too, including Greg and the guy who had passed us as we reached town – my friend Jon, who said that he was going to stop there, that reaching West had been his goal. The living room was full of sleeping riders, some of whom, the volunteers said, had also decided to stop. They asked me what I was planning to do. I told them that I was going to take a nap and then continue. A photo by Jon’s girlfriend, who had been waiting for him at the checkpoint, suggests why they seemed surprised to hear this:
Taking off my vest and shell and hats, I used hot water to melt off my icebeard and sat down to eat a bowl of soup and two grilled-cheese sandwiches. I finished the soup, but halfway through the first sandwich, I realized I needed that nap. The volunteers pointed me downstairs. I decided to take a 90-minute nap to get through one full sleep cycle. I set my phone’s alarm (thank god you can just tell Siri what to do!) and crashed into sleep. After at least one major coughing fit, the alarm sounded. Feeling awful, I decided to grab 20 more minutes of sleep. When that alarm buzzed, I vaulted out of bed, feeling great. It was a little after 5:00 – 36 hours into the race, and one hour before the cutoff time to leave the checkpoint.
Back upstairs, I found different volunteers on duty and more racers at the table. Everyone was quitting or had quit except Graham and Kellie, whom I’d last seen in the afternoon as we turned north toward West. A volunteer asked me if I was planning to continue. “Yes! I feel good!” His eyes widened. “Really? Okay! Good. I’ll tell the race director.” I tried to hustle through everything I needed to do. Two more bowls of soup. A handful of gels to stash on my bike. Hot water in my pack, along with 2 or maybe 10 hydration tablets. New batteries in my headlamp and headlight. Last, a check of the forecast – “1 to 2 inches of snow during the day,” a volunteer told me – and directions back to the course – “Just turn right on the street here and keep going. The street turns into the trail.” 5:58! Time to go. I climbed into the Buffalo and pedaled out of the garage, turned right, almost instantly left town.
For a few miles, the course headed due north, between the West Yellowstone airport and the highway that runs up to Bozeman. I could hear an occasional car through the trees, but steadily I moved away from the road and reentered the black, silent woods. The riding was easy, and pedaling again – after three hours at the checkpoint- was comfortable and familiar. The sleep had been effective, providing physical rest as well as mental rejuvenation. I wasn’t sure exactly when the sun would come up, but I knew that I’d get a boost from the sunshine, and that the boost would help me in turn get up and over Mount Two Top, the 7,880-foot mountain that loomed as the next big challenge on the course. And the last big one, for after Two Top was a long downhill and flat run to the third checkpoint.
As I turned east off onto the trail that ran along the southern shore of the Madison Arm of Hebgen Lake, I checked my average speed. I was still ahead of the pace needed to reach the third checkpoint by the cutoff time of 6 p.m. – about twelve hours into the future – and thus also ahead of the pace needed to finish the race by midnight or a little later. That would mean a total race time of 55 hours or so. Longer than I expected, but feasible if my legs held up. Certainly, I had enough food and water to go that long.
Winding over these flat tracks, I was aware suddenly the sun had come up behind me, lending pale blue and gray tones to everything. At first, I could hardly see the trail in the flat light, but gradually the light sharpened enough that I could see the trail and, across the Madison Arm, the curving banks of Horse Butte – notable to me as one of the few places outside of Yellowstone National Park into which the park’s bison can safely migrate. I hoped to see some buffalo over there, but didn’t. On my side of the lake, a few trees, some shrubs and brush, acres of open country. I wasn’t moving fast but I was moving steadily, now mostly west, not needing to dismount for the few inclines or the occasional snowdrifts. I found another racer’s tracks and tried to follow them. The trail bent south, past mile markers, through an idle campground, and back into thicker trees. Above the trees, Two Top, maybe 10 miles away in gray sunlight.
The mile markers ticked by. I crossed Highway 20 (the finish was 22 miles away by car from that spot) and rode a short spur trail toward Two Top Loop, which would go up, over, and down the mountain. Coming off this spur to turn toward Two Top – now looming dead ahead, green-black with trees but bare on the summits – I saw ahead of me a pack of dogs. Wolves? No, too small. Just as I saw that they were sled dogs, harnessed up and raring to go, their driver shouted to me from off-trail: “Hey, can you do me a big favor?” I stopped. “What is it? I’m in a bike race.” He explained he’d dropped something on the trail and needed me to hold the dogs in place while he retrieved it.
So I dutifully stood there, one foot on the sled’s brake and both hands wrapped around a rope tied to the sled’s chassis, while he sprinted away and then returned with a lost shovel. “Thanks, man. You’re a lifesaver. Have a good ride!” He took the rope from me, tossed it on the sled, pulled up the brake, and shouted to the lead dogs. They ripped off down the trail, throwing up plumes of snow behind the sled. I stepped back onto the Buffalo and pointed myself at Two Top.
I had an unsophisticated strategy for getting over Two Top – and into the last 35 miles of the race: to climb the mountain as steadily as possible, going slowly but continuously, and then to attack the descent, making up time so that I reached the flats by mid-afternoon. I reached the foot of the mountain at about 11 a.m., riding as far up the climb as I could before dismounting for what I knew would be a long hike-a-bike session from about 6,600 feet to about 8,000 feet.
1,400 feet of climbing, more or less. I tackled the climb by going 100 feet at a time, more or less, fourteen times, more or less. On some steep pitches, my computer showed me gaining a foot with every step. 100 steps earned 100 feet. More often, I needed to take two or four or even ten steps to climb a foot. And of course, the Buffalo didn’t roll itself up the hill; I had to push it. Sometimes I had my hands on the bars and walked pretty naturally. Other times, I had to lean in, chest almost on the bars. Here and there, I had to put one hand on the stem and one on the seat and push from behind.
Foot by foot, though, we made our way up, encountering a few groups of snowmachiners. One group, heading up, stopped just up the trail from me and, in unison, reached up to activate the GoPros on their helmets. Another group, coming down, slowed and stopped when they saw me. The leader looked at me and shook his head before roaring away again. I only talked to one group of sledders, two guys in U.S. Forest Service jackets who asked jovially how the race was going. I slurped water from my backpack while we chatted, then waved as they headed uphill. The fact that the riders were on different brands of snowmachines bothered me. Shouldn’t the government have a uniform fleet of snowmobiles?
Suddenly, the trail flattened and I saw the sign marking the Continental Divide, the boundary between Montana and Idaho. This spot isn’t the top of Two Top, but I wanted to commemorate the moment. Two tourists were taking pictures of each other at the sign, and I asked them to take one of me, which they obligingly did – without commenting on how much I looked like death warmed up.
I was happy to be on top of Two Top, but the climb had already eaten up a lot of clock. I had about three hours to reach the third checkpoint – just barely feasible, and only possible if I could ride fast on the descent and then hold a good pace on the trails from the far side of the mountain to the checkpoint.
The bad part of Two Top is that the summit is not a peak but a wide ridge, a patchwork of snowfields and stands of trees, with the trail winding every which way. Up here, the snow and the wind turned the trees into the famous “snow ghosts,” some of the most amazing and bizarre sights I’ve ever seen:
I could ride many parts of this flatter section, but now the light flurries that had started as I reached the divide began to intensify. In the fields, the wind whipped the snow at me; in the woods, the snow drifted down. I could not see any bike tracks, and even the snowmachine tracks were nearly obscured. One more group of sleds went past me as I crossed an especially wide meadow, giving me a wide berth and roaring up a steep bank that I knew I would have to walk.
I didn’t know that those helmeted snowmobilers would be the last people I’d see for eight or nine hours. I did know, as reached the slope they had zoomed over, that my Fat Pursuit was over. My average speed had now dipped under the minimum finishing pace, and I had less than three hours to cover almost twenty miles to the checkpoint. With fresh legs and compliant trails, I could meet this challenge. With exhausted legs and snowed-in trails, I could not. I was not going to reach the next checkpoint by the cutoff.
“Fuck fuck FUCK!” I was pissed. I shouted, I stamped my feet, I even felt a couple tears trickle down my cheeks. “I wanted this so bad,” I said out loud, possibly to the Buffalo. The bike didn’t respond. I hauled it up the ramp, through a grove of trees, and out into a wide meadow.
I climbed onto the Buffalo and pointed our front wheel at the trail markers I could see down the trail. In this open area, though, the flurries became a blizzard, raising walls of snow in front of me and obscuring the markers as I rode toward them. The snow under me was uniformly windblown, hiding the edges of the trail as well as any snowmachine or bike tracks.
This was crazy. As crazy a moment as I’d experienced in any fatbike race – and at least as crazy as biking through the forty-below temperatures on Saturday morning, 36 hours before. I thought for a second about whether I was in any danger. I decided I wasn’t. I was warm and dry. I wasn’t too hungry or thirsty, though I’d have gladly accepted anything to eat or drink that I hadn’t been eating and drinking since Friday evening. My legs were heavy, yes, but not sore, and I didn’t even feel tired so much as weary. As my outburst a few minutes before showed, I could still think, and make clear decisions about riding and resting, not just stopping and going as whims struck or my body allowed.
So no I wasn’t in danger, even if I couldn’t see how I was going to get off the mountain. But I was disappointed – that I hadn’t made better time earlier in the race, that I hadn’t gotten further down the course before the snow started, that now I would not finish.
But whatever. I couldn’t do anything about any of that now, but I could try to ride the Buffalo off the mountain and then as far down the trail as possible by 6 p.m. Maybe I could get to the last main junction before the trail turned north to the third checkpoint. Reaching that goal would be worth something.
I stood there for a minute, looking down the mountain, trying to pick out the paired posts that marked the edges of the trail. I could barely see the nearest ones, which were perhaps 20 feet away. I couldn’t seen the next pair at all. With nothing better to do, I dug out my phone and took a picture so I’d always be able to see just how bad the conditions were. Turns out, the phone’s camera was better at finding the posts in the blizzard than my eyes!
I had been racing for almost exactly 48 hours when I took this picture. I knew I could not finish the race as I’d hoped, but I also knew I had a lot of good work to do to get down to some spot where I could “self rescue” by riding back to Island Park or maybe get picked up by one of my cabinmates. I texted my friend Ben to let him know where I was, though he already knew thanks to the online race tracker. I told him I was going to ride and walk as far as I could and then update him.
Climbing back on the Buffalo, I headed down the mountain. We could ride some of the steeper parts, though the drifts made steering difficult. My computer showed that we were steadily losing elevation and approaching the turnoff from the trail over Two Top onto another trail that ran toward Island Park. Ride the downhills, hike-a-bike the intermittent uphills, pedal, walk, pedal, walk. Back into unbroken woods again.
The sky had turned from gray to black again, my third nightfall of the race. I don’t think I’d been aware of any dawn or dusk as it happened, only after it was over. In the dark, the snow kept falling, filling the flatter tracks and slowing me down even more. I crossed back into Montana, then back into Idaho. Montana, Idaho. Sometimes riding, sometimes walking. 6 p.m.
Around 7 p.m., I made the turn off the Two Top trail and onto a trail – Railroad Grade – that I remembered from my two previous races as being fast and fun, an undulating, curvy section that repaid a certain necessary effort with decent speed and the pleasure of riding fast.
I found though that Railroad was not fast this year. From one edge to the other, the trail was snowed in. An inch or two here, three or four inches there. Snow boulders like those I’d seen on Saturday afternoon – 28, 30 hours ago! – had rolled onto this trail too, but here they were points where snowdrifts could grow. I tried to ride or walk around these obstacles, but my body and mind were finally failing. I’d stumble and fall, or oversteer and crash. Getting up, I sipped a little water or tried to eat something. My water was almost gone, though, and every single item of food tasted the same – like sweetened chalk. 8 p.m. More than once, a tree dumped some of its snow on me as I stood on the trail. I wondered if somehow my headlight was causing those snow dumps. My computer died, so I had to remember how to put in fresh batteries.
As tired as I felt, I also felt relieved that I was, for all intents and purposes, done with the race. I just needed to get off the course. Walking and riding and stumbling and weaving, I made my way down Railroad Grade. To my surprise, I now picked out at least two sets of tracks – bike tires and footprints. I wondered who was ahead of me, and if I could catch them. 9 p.m.
My computer showed that I had just a couple miles to the spot where Railroad Grade ended. There, the racecourse went north toward the third checkpoint, eight miles or so away. Looking at my map, though, I could see that continuing straight west for about that same distance would get me out to the highway. I decided to do that. I texted Ben to let him know, then resumed the trudge. Somewhere in this last stretch, I saw ahead of me, smack in the middle of the trail, an LP gas tank, the sort that might sit outside some rural house. I knew that the tank wasn’t really there in front of me, and yet… As I rode closer, it of course vanished. I kept riding, laughing a little to myself at the oddity of that hallucination.
The turn off Railroad. 10 p.m. A bit more walking and riding brought me to the junction where I planned to keep going west. 10:20. I needed longer than I should have to do the math and figure out that I’d been riding for just over 53 hours – minus the two naps. I was very hungry.
Standing at the junction sign, I tried to figure out which way to go. The trail toward the highway did not start right at the signpost, so I started to wander around a little bit, trying to pick it up. My initial foray put me in the middle of a snowfield, up to my waist in snowmachine-churned powder. As I extricated myself, I saw a snowmachine coming down the trail from the north, the direction of the checkpoint. I waved, hoping the driver would see me, stop, and help me get oriented.
The sled wasn’t driven by just anyone, though: it was JayP, out looking for stragglers like me. Just as he had when he pulled me off the course in 2014, he asked, “How are you doing?” I answered honestly: “I’m tired. I’m going to head out to the highway from here, but I can’t find the trail.” He used his headlamp to find it, a freshly groomed track not ten feet from the signpost. “What happened to your lip?” With the tip of my tongue, I touched my lip. Stinging. “I think I might have gotten some frostbite.” Jay nodded. He said that he was going to go find two racers who were ahead of me but had gone off course, and then go back to the third checkpoint to retrieve the only other 200-mile racer, a guy who’d reached and then left the third checkpoint only to tire and return. I said I was going to ride out to the highway, then ride back to Island Park on the road. Jay said that he’d watch the online race tracker and see if he could meet me at the highway instead.
He roared off up the trail. 10:45. I climbed onto the Buffalo, immensely relieved that I knew how things were going to end. The groomed trail was wondrously smooth and firm, and I enjoyed riding the three or four miles toward the highway. Going oh so slowly, I crossed the Henry’s Fork again, a few miles upstream from where we had seen it on Friday night near Harriman State Park.
I began seeing more street signs, so I knew I was getting close to the highway. Up ahead, red tail lights. A bike, or a set of bikes. No, a car. No, a van – Jay’s van. I rolled over a berm left by a snowplow and onto a paved street. Kid Riemer, Jay, and Gary, a volunteer I’d seen at the first checkpoint on Saturday morning, came toward me, congratulating me on my race. I could barely speak, from both emotion and horrific dehydration. They took the Buffalo from me and packed it in the van, then helped me up and into a seat alongside Graham and Kellie.
We talked quietly about the race as Jay drove us back to Pond’s. I didn’t know what to say or think beyond the fact that the Fat Pursuit had been an extraordinary experience, and so much more than I expected in so many ways – duration, intensity, beauty, difficulty. My computer showed 55 hours of riding time and 176 miles covered.
Hunched there in the van as we hummed along the highway, I knew I needed to do the race again in 2018. I just needed to go faster, so the race wouldn’t take so long. First, though, food and drink and sleep.