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Crowds flock to Charlie’s Kitchen sidewalk sale

6 Oct

Memorabilia and the hope of helping its owners re-open drew extensive support for the Harvard Square institution. There may be more to sell next weekend.

Part of the crowds that gathered outside of Charlie’s Kitchen for its farewell sale Oct. 3, 2026.

Hundreds of people came by Charlie’s Kitchen to buy memorabilia and support its co-owner, David Toraji Oshima. Charlie’s, a beloved dive bar in Harvard Square, closed earlier this year due to internal flooding from a dishwasher malfunction. Oshima started the “everything must go” sale to prepare for whatever happens next, which might include relaunching the restaurant and bar.

Re-opening, perhaps at a new location, depends on how a pending insurance claim plays out, since the damage and repair is estimated at near one million dollars. Oshima and partner Derek Luangrath own the bar and restaurant business, while the property is owned by Paul Overgaag, the previous proprietor of Charlie’s and the nearby Red House.

While Oshima hopes to restart, he said the sale was also meant to help to connect with the community and to preserve memories of the place. His sale was slated to start at 3 p.m. Saturday but there were dozens lined up at 1:30PM, which both warmed Oshima and overwhelmed him. “Today was way better than I thought,” Oshima said. “I told everybody 3 to 5, but I started setting up at 1, and by about 1:30, I had hundreds of people here supporting me.”

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Cambridge’s worst intersections getting safety makeovers

26 Sep

“High Crash Locations” are the target of a new effort by the Department of Transportation, starting with three between MIT and Central Square.

The intersection safety data map. Blue dots show safety projects that are or will be underway. Credit: City of Cambridge

After seven deaths in the last four years, the city’s taking new steps to fix its most dangerous intersections, starting with Mass Ave at Albany Street.

That intersection is at the top of Cambridge’s list of High Crash Locations (HCLs), as measured by the number and severity of crashes and whether those crashes involved people walking or biking. Although the Cambridge Department of Transportation (CDOT) has previously reviewed intersections for safety problems, this new program creates a formal process that will be updated every two years. At higher-ranked intersections, transportation staff will examine crash trends, travel patterns, conditions at the site and any recent or planned changes before determining what safety improvement measures to apply.

Jackie McLaughlin, a spokesperson for the Cambridge Department of Transportation (CDOT), said the impetus behind the program came from concerns by city council and others, “especially after some of the fatalities that unfortunately happened and we were trying to identify and formalize the process.”

The program is part of the city’s ongoing Vision Zero effort to eliminate fatal and serious-injury crashes. Somerville has achieved zero road deaths for four years running. Cambridge has had seven fatalities in that same timeframe.

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Somerville, Cambridge say Elm Street safety projects underway

14 Aug

The two cities are collaborating on improving traffic flow at an intersection dangerous especially for bicyclists and pedestrians.

A bicyclist on Elm Street encounters traffic coming from multiple directions. The Elm-Beacon Connector project will create new bike lanes and traffic flow to ensure a safer intersection.

Somerville is finishing the bid process for the quick-build construction portions of the Elm-Beacon Connector project, with the goal of completing the safety improvement project by Thanksgiving. Adam Polinski, a senior planner for Somerville’s Mobility Department, said in an email to Cambridge Day that the bid process is nearly complete for markings and signal work. The city has begun changing out signs.

The project, which includes collaboration with Cambridge, will calm Elm Street, making crossings at Willow Avenue and at The Mix (the former Porter Square Shopping Mall) more pedestrian friendly. A raised crosswalk will also be added at Cherry Street by the Kennedy Elementary School, while Mossland Street will be converted to a “Neighborhood Way.”

Beyond the general safety improvements, the project will provide a separated bicycle lane from Davis Square to Union Square with a spur to Beacon Street, feeding into where a raised and separated bike lane runs to Inman and Kendall squares. Cambridge, through its Beech St. at Elm St. Pedestrian Safety Project,  will make similar safety improvements on Beech Street, which connects Mass. Ave. to Elm Street.

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So far, so fun for Cambridge’s version of Bourbon Street

28 Jun

Special open container zones and extended hours for alcohol service have drawn crowds for World Cup watch parties, but not complaints. Central Square’s happens Friday afternoon.

From the Tartan Army to the Tall Ships,  Cambridge is a prime beneficiary of the legislative mouthful called the Act Authorizing Municipalities to Opt-In to a Temporary Pilot to Extend the Hours of Liquor Licenses and to Allow for Public Consumption in Designated Districts in Summer 2026. Maybe we can just call it Bourbon Street comes to Boston.

Cambridge was first to sign up after Gov. Maura Healey signed the bill earlier this month, giving municipalities the opportunity to extend bar and restaurant last calls by one hour (but no later than 3 a.m.) and allow participating establishments to offer to-go alcohol that can be consumed on the street in designated social districts.

The city saw it as dovetailing with the Cambridge United initiative to host soccer watch parties throughout the city for each match held at Foxborough’s Gillette Stadium (Boston Stadium is its name for the duration of the World Cup).

The pilot period started June 12 and runs through the end of July, intentionally spanning the World Cup and the arrival of the Sail Boston Tall Ships.

Somerville, meanwhile, allowed the extended last call hour, but did not enact designated public drinking districts, saying the city was not laid out in a way that made sense from logistical point of view.

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Winding down with old friends at Tampopo

12 Jun

Since the announcement of the closure, people have been flocking by in droves for one last donburi bowl and to wish its owner, Yasumasa Ito, the best.

When 2025 became 2026, Yasumasa Ito decided 34 years was long enough and it was time to shut down Tampopo, the venerable Japanese noodle and donburi bowl bodega in the Lesley Building in Porter Square. Cambridge Day posted an appreciation piece highlighting our favorite dishes, and lauding Ito for maintaining high quality over the years. 

That story led to this story: around Memorial Day, the Day received an email from Kotaro Moria, who lives in Kanazawa — also known as “Little Kyoto” — in Japan’s Ishikawa Prefecture. Moria told us he appreciated our story, and it was a reason why he was coming to Boston to help Ito through the last 30 days of Tampopo’s existence.

Moria studied at Fisher College 16 years ago and worked for Ito while he was here. He now runs an IT and web design firm in Japan.

“I knew Tampopo was closing,” Morita said. “Another staff member asked me to make a website so customers could send messages to Ito-san. While I was working on it, I saw a recent photo of him. He looked thinner than I remembered, and I thought that this was hard on him, and I felt like I should go help. A few days later he took me up on it.”

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Amplifying cycling, community in Cambridge Crossing

14 May

The dual-concept space blends Casa Bikes, an e-bike rental and retail store, and AMPED! into a bustling community hub.

Rows of bikes at Casa Bikes @ AMPED!, with a community space in the background. 

When you walk into the 10,000 sq. ft. home of Casa Bikes @ AMPED!, you’re overtaken by its size — it’s probably the largest bike store in the area — and its paradoxical homeyness. Row after row of e-bikes and cargo bikes are sprinkled with oases of couches and chairs set around tables. There are rotating art displays on the walls and on the floor, some of which light up when you walk by.

The dual-concept space blends Casa Bikes, an e-bike rental and retail store, and AMPED!, which gives cyclists and community members —especially underrepresented voices — a place to interact. It’s the brainchild of co-owners Charles James and Daisy Chiu, who formerly ran Crimson Bikes, and Elder Gonzalez, and situated right at the end of the Community Bike Path that runs from the Alewife Linear Park path (currently closed for renovation) through Davis Square to the Lechmere T stop, then into Cambridge Crossing, the substantial development in East Cambridge just north of the Museum of Science.

“We didn’t just want to build a shop — we wanted to create a place where people can come, connect and actually experience something together,” said James during a tour of the space, which had its grand opening in September 2025, mere months after REI’s first small-format retail store closed. “We wanted to inspire childlike wonder,” he added.

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Road improvements are still hastened by deaths but slowed by resentments

16 Jun

A sticker posted at the scene of a June 7 traffic death in Cambridge’s Harvard Square.

Nearly 10 years ago, after cyclists Bernard Lavins and Amanda Phillips died within three months of each other, I wrote about the vulnerability of cyclists as road users and hoped to see lowered speed limits, fewer trucks in areas where cyclists and pedestrians were common and a shift from car-centric urban planning to equitable, safer-for-all streets. Much has changed. Cambridge’s Cycling Safety Ordinance went through, then-governor Charlie Baker enacted a “safe passing” law, Bluebike stations have blossomed around Greater Boston and e-bikes have made two wheels a more accessible alternative form of commuting for more people. Yet in that time, three more cyclists have been killed by trucks on Cambridge streets, including a 55-year-old woman June 7 at Mount Auburn and DeWolfe streets in Harvard Square; and lawsuits for a time sought to halt and reverse the CSO by returning the slim slivers of safe haven to trucks and other carbon-emitting vehicles – all as unchecked temperatures continue to rise globally. We are allegedly making progress, but trending backward and people are dying.

As a cyclist who’s been riding the streets of Cambridge and Boston some 4,000 miles a year for nearly 40 years, the need to bike defensively hasn’t changed much: There’s still a lack of deference to the safety of vulnerable street users by motor vehicles who don’t look for them, zipping past before making a hard right or blasting their horn because they don’t think they belong on the road.

Nearly all cyclists are multimodal – they also walk and drive – but most will tell you that when on a bike, they have to have their senses engaged more keenly. “Head on a swivel,” as many say. To put it another way, as a pedestrian you don’t regularly assume a car is going to come up on the sidewalk; in a car, if you have a green, you don’t yield for fear that another car will blast through a red and hit you, since you have the right of way. And in both scenarios you have a designated safe place in a sidewalk or a 2-ton encasement should any of that happen, unlikely as it is. On a bike, one ding and you’re out in the road and at the mercy of a six-seat SUV going twice your speed, with nothing to protect you.

This is documented easily by crash data from the state Department of Transportation and Cambridge police open portals. Over a 10-year period, six cyclists have died on our streets and 11 pedestrians; as a percent of population (approximately 105,000 and 9,000), bike riders are six times more likely to die via a motor vehicle strike than a pedestrian. More telling is that at least five of the six fatal crashes involved a truck.

Friday’s tragedy occurred shortly after the CSO took a blow in a recent City Council vote, with deadlines potentially extended in places unless the city laws are adjusted to find more car parking. But a bike-lane backlash has been going on for years – “They run red lights”; “They don’t wear helmets”; “Their bikes don’t have lights” – in addition to resentment over the loss of parking, with spaces for people with disabilities being the emotional ante often laid down. Reckless behavior is never acceptable, and cyclists can be their own best ambassadors by showing courtesy and respect to other road users; that said, motor vehicles pose the far bigger public risk and are the sole agent of road deaths. Meanwhile, in the recent makeover of Porter Square, when separated bike lanes were installed, the number of accessible parking spaces available more than doubled as part of the project.

An important aspect about that June 7 crash is that it happened where there were separated bike lanes. Whether the box truck made an illegal right (rights are allowed only on a green arrow) or the cyclist proceeded through a red light or some other factor was at play has yet to be determined. It may be some time before we know the results of an investigation, but one thing that should be considered in the interim is street design. This section of Mount Auburn is an opening-up point, which adds to its complexity. For traffic heading east on Mount Auburn, there are five traffic lights and three signs. That’s a lot to take in; if you sit at the intersection and observe for a few signal cycles, you will see confusion from users. And, of course, there are those who push through illegally. We try out traffic pattern designs to hopefully improve road safety, but must balance the needs of businesses and those who need to get around. It’s a challenge, and one with impacts.

The long and short is, traffic flows need to be simple and intuitive. Are cyclists from other states familiar with Boston bike signals, are the signals and signs at Mount Auburn and DeWolfe in the best location for each type of road user? These are nagging questions that should have been answered by post-installation use and review by those who came up with them, as well as those who enforce traffic. We’re a world-class city with revered universities that draw people from all corners of the globe; there are going to be new-to-Boston people in the streets every day. Our rotaries are infamous for their WTF factor to those newly entering Massachusetts; intersections in Harvard Square don’t need to be.

The victim, who hailed from Florida, was on a Bluebike, eliciting on social media boards sentiments that those who ride the rentals “don’t know what they’re doing.” Bluebikes are designed to be a simple walk-up-and-use transportation; it’s the violence of the streets that’s the real factor here, and we should acknowledge that. If we applied this same logic of “needing to know how to navigate the streets of Boston before getting on a bike” and extend it to cars, would anyone deplaning from Italy, the U.K. or Japan be able to rent a car at Logan?

The intersection will change. The city will act. The sad reality is that it took a life to do it. We’re one of three area cities with Boston and Somerville that have adopted Vision Zero goals – to eliminate traffic fatalities through engineering – but we’ve struggled to meet checkpoints. Potentially extending CSO deadlines only addles those efforts.

There is a sprig of hope, however, as on Monday the council gets a policy order asking the city to undertake a review of intersections where crashes have resulted in a serious injury. It’s a decade late, but something that could have real results. And getting measurable results is the only way to evaluate downstream efforts: ink is cheap, blood is not. Furthermore, as we become a denser city, we need to rethink how we use our streetscapes and who uses them. It’s not just about safety. It’s also about equity.

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‘Hold,’ an installation suggesting enslavers’ ship, offers place for reflection in idyllic Radcliffe Yard

7 Jun

“Hold,” by Curry J. Hackett and Gabriel Jean-Paul Soomar, is installed in Radcliffe Yard near Harvard Square.

Idyllic Radcliffe Yard on Brattle Street in Harvard Square hosts rotating art exhibits in the cozy, verdant nook known as the Susan S. and Kenneth L. Wallach Garden. You know, those perfectly formed mounds of sand and gravel, the stately, tiered wooden walkway or perhaps the picturesque, grassy green knolls with wispy reeds reaching skyward. The Harvard Radcliffe Institute has held a biennial competition within the Harvard community since 2012 to produce and deliver these public installations.

This year’s winner, “Hold,” by Graduate School of Design students Curry J. Hackett and Gabriel Jean-Paul Soomar debuted before commencement ceremonies: an abstract rendering of a slave ship’s cargo hold. It may just be the institute’s most provocative installation to date, as it stirs the painful legacy of slavery in America and, more pointedly, at Harvard.

The 30-foot, U-shaped structure of wood and translucent plexiglass represents the nave or “hold” of a ship where those forcefully abducted from their native land, put in chains and separated from their families existed for long stretches under inhumane conditions – relative darkness and little food or water – as they were harried across the ocean and into the shackles of plantation enslavement. The rising wall on the Garden Street side of the installation is an evocation of the ship’s sail that caught the wind and drove the vessel.

The open, interactive design invites visitors to step inside the “Hold” and interact with history and the ripples of injustice across decades and centuries. “Sometimes when I go there I see a ruin. Other times I go there and I see a common,” Hackett said over coffee, reflecting on his own interactions with the piece.

Curry J. Hackett, left, and Gabriel Jean-Paul Soomar at the May 15 opening event for “Hold.”  

Hackett and Soomar didn’t come together so much because of a Harvard connection, but because Soomar’s mentor at the University of Miami knew of Hackett, who had taught design at Howard University and the University of Tennessee. The inspiration for “Hold,” Soomar said, came as the two sought to create “an inviting safe place for Black and brown people and others marginalized who might not otherwise have such a space at Harvard.”

“We wanted to bring forth narratives and histories and create a conversation,” Soomar said.

A key conceptual bonding point for the two and the design were the writings of professor Katherine McKittrick, a prominent feminist and activist at Canada’s Queen’s University. Most specifically, her essay on “Plantation Futures” and the notion of enclosure and the walling off of Black peoples. The walls that enclose here go beyond the hull of the ship, as there are other barriers that sequester and separate, be they redlining, disproportionate incarceration or inequity in educational opportunity – the list is long. Additionally, the Radcliffe Institute, an interdisciplinary academic research center with a focus on issues of race and gender, invited applicants to propose topics and themes that might be related to “Harvard & the Legacy of Slavery” report released in 2022 during the tenure of president Lawrence Bacow.

“Hold” is a multimedia experience. An audio component that enriches the sense of immersion is slated to change over the exhibit’s two-year tenure but now plays “A Baptism Story” – a bit of “personal oral history” as Hackett describes it. If you plug in your earbuds and scan the barcode on the plaque, you hear a soundscape Hackett recorded around Boston and the banks of the Charles River – the repetitive clanging of a pile driver at a construction site, the rustle of reeds and pronounced splashing of water – mixed with a looped phone conversation between Hackett and his mother recalling her baptism in rural Virginia and singing a few bars of a hymn.

The recording is meant to evoke spirituality and sensation, Hackett said, though much of the conversation is obfuscated by other sounds to protect the privacy between mother and son while conveying the essence of their relationship and bond. If you go at sunset, there are weatherproof speakers embedded in the ground around “Hold” that play the nearly 15-minute track. “It’s like you’re in the middle of a conversation,” Hackett said. The site-projected audio is far more affecting and immersive than the streamable alternative. Like a good Dolby system, you hear sounds in the aural fore and some that are faraway; from the splashes, you can practically feel your feet in the water. There’s also a track of chimes that play at 11 a.m. Sunday, the time many Black churches schedule services.

The soundscape for “Hold” will play on holidays such as Juneteenth, Martin Luther King Jr. Day and Independence Day.

A new soundscape is expected every three months. Next up, Soomar, who was born in Miami and raised in Trinidad and Florida, will bring a collage of celebratory sounds from diasporic carnivals in Trinidad, London, Boston and Nigeria. “It’ll be like going from one room to another with different music,” Soomar said. From there, Hackett and Soomar, graduates from the School of Design as of May, will curate additional soundscapes, working with Radcliffe staff to draw from the Harvard community.

The ongoing process also provides an opportunity for Hackett and Soomar to reconnect with their creation. The hope is to have other events – community gatherings and perhaps panel talks, Hackett said.

Hackett, who has a design consultancy, is looking to return to the classroom, though where is still to be decided. Soomar will teach this summer at the Arts for Learning program in Miami and will likely launch his own consultancy.

The Radcliffe selection process was something of a sojourn of endurance. Hackett and Soomar submitted their initial design sketches and concept overview early in 2023 and were told that March they were one of five shortlisted entries. They submitted a prototype of their design and in June 2023 found they’d won. It was “fulfilling and humbling,” Soomar said.

As a result of the “Legacy of Slavery” report, the Bacow administration pledged $100 million to redress the stain of slavery in the university’s past, including a public memorial acknowledging the use of enslaved people to build and operate the school. Last week the memorial committee heads, English professor Tracy K. Smith and Carpenter Center director Dan I. Byers, resigned, citing pressures to rush the project. The timeline for the memorial is still unknown, though 2027 was an early goal. In the interim there is “Hold.”

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The bike bus rolls on each Friday in Cambridge, but a recent kids’ ride was more like a parade

23 May

By Tom Meek

Saturday, May 18, 2024

Darren Buck leads a bike bus in Cambridge on Friday.

The Peabody/Rindge Avenue Upper School bike bus is about to notch its second anniversary. It launched at the end of June 2022, just as Cambridge was emerging from pandemic lockdowns and shut-ins, and has operated nearly every Friday of the academic calendar since.

A bike bus is a parent-chaperoned group of children who ride to school together. There’s safety in numbers that provide visibility and street presence, and participants get a low-stress, fresh-air outing. The Peabody/RAUS group led by parents Katherine Beaty and Darren Buck is one of nine bike bus initiatives in Greater Boston and the only one in Cambridge. There are three in Somerville.

Beaty started the bike bus because being a bike advocate in the more traditional, political sense had become taxing, she said, noting its meetings, campaigns, emails and follow-ups yielding little immediate result or much joy. “I wanted to do something that would bring me joy and get my kids to school,” she said, speaking before a bike bus presentation she and Buck gave Wednesday as part of the Streetwise lecture series at the Aeronaut Brewery. Buck, who works in transportation policy, was in the midst of scouting cities to relocate his family to and happened to encounter Beaty leading a group of kids on bike. He knew immediately Cambridge was the place to land, he said.

One of the leading proponents for the bike bus movement is “Coach” Sam Balto, a Portland, Oregon, physical education educator who taught at the David A. Ellis School in Roxbury. He’s also a self-described tactical urbanist – activists such as those in Critical Mass or the Boston Bike Party who take a physical approach and might spray paint bike lanes on a street in the middle of the night. When in Boston, Balto used to place cardboard cutouts of Tom Brady around the Ellis school to get cars to slow down. Beaty referred to him as her “guru.”

A May 8 ride in recognition of National Walk, Bike and Roll to School Day included performers from the School of Honk.

In their Streetwise presentation, Beaty and Buck outlined the three steps necessary for a successful bike bus. First is finding a calm, safe route to the destination, probably less-trafficked side streets; there’s an engagement component of reaching out to the community, other parents and the school administration; the most critical part is to have fun. For a May 8 recognition of the National Walk, Bike and Roll to School Day, the Peabody/RAUC bike bus was accompanied by members of School of Honk, who performed while rolling along. Vice mayor Marc McGovern spoke and rode with the group. Beaty said the caravan had more than 130 riders.

For this past Friday’s regular ride, which I attended, revered Boston institution Keytar Bear was supposed to join but was unable to make it because off traffic issues, promising to accompany a future date instead. This time there was approximately 40 riders, which Beaty said was typical; drop-off in the winter is not significant, she said, though some rides have to be canceled when there’s ice or heavy snow or rain.

The route that Beaty and Buck lead begins at Russell Field near the Alewife T station, with organizers first gathering riders from the Fresh Pond Apartments on Rindge Avenue. Beside parents who serve as ride marshals, there are volunteers from the Cambridge Bike Safety Group who help make sure intersections are safe to proceed through and block traffic as necessary. The right, safer route in this case includes Dudley and Reed streets, some of it parallel to the busier avenue where the school is. Students of all ages participate, with some riding with parents in e-assisted cargo bikes, some kicking along on balance bikes and others doing their own two-wheel propulsion. The communal joy of the activity is palpable, and an apt flourish to the end the week. Most people the bike bus passes cheer and wave, Beaty and another Bike Safety volunteer said. You can often see on the faces of onlookers the effect of a parade of second-graders gliding by.

The Peabody bike bus works only for the commute to school, not from, because of varying after-school schedules and one-way streets that prevent a calm and safe path back to Russell Field. Many parents bike their kids home on the sidewalk, or load their bicycles into their car or the hold of a cargo bike. Organizers are asking the city to designate certain streets as a Neighborway, as they are doing in Somerville.

Beaty said she would love to see more bike buses, but cannot be in two places at once – and she and Buck live close to Russell Field. Their children won’t be at Peabody forever, either, and Beaty, a Harvard library employee, will be on a research sabbatical in Rome next year. The hope is that others will step up. Given the group’s energy and levels of participation, that might not be a problem.

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Businesses can bring in the bicycling crowd, one $5 lifetime helmet sticker at a time

27 Apr

Bicycle Benefits founder Ian Klepetar takes advantage of a discount at Cambridge’s Area Four eatery unlocked with the sticker on his helmet.

Remember those $5 Bicycle Benefits stickers? They gave you deals such as 5 percent off at Petsi Pies if you showed a bike helmet at the cash register with the right sticker affixed to it.

They’re still around (so is Petsi Pies, now under new ownership and crushing it on Beacon Street in Somerville) but undergoing a relaunch of sorts in preparation for Bike Month in May.

Bicycle Benefits launched in 2007 in Saratoga Springs, New York – the hometown of sometime Somervillian Ian Klepetar – but a Greater Boston campaign arrived in 2008 to give people an exclusive financial incentive to get on bikes and out of cars. “We live in a culture which prioritizes an auto-focused existence despite the destructive nature of automobile travel,” Klepetar said. “Most people have access to a bicycle, yet often need a little extra nudge to ride it.”

There are approximately 40 cities in the United States with a Bicycle Benefits program. Part of the reason the program is being rebooted by Klepetar and his all-volunteer crew is the damage done by the Covid pandemic to the restaurant industry, which is a large sector of the businesses participating in Bicycle Benefits.

Before Covid, the program had about 40 partners in the Cambridge-Somerville area, Klepetar said. It is currently at 60, and he hopes to have that number at 100 by the end of the summer. Many of the businesses that participate in the program sell the stickers.

The program has a online map that makes it easy to look up partners in a city or by postal code and filter choices by business type – hardware store, bike shop, cafe, bar, restaurant, and so on. Some current deals Klepetar highlighted are a free coffee with the purchase of a pastry at the Area Four eatery (a discount he took advantage of while we met) and 10 percent off purchases at American Flatbreads in Somerville’s Davis Square.

Most participating businesses are local and independent, but there are nationwide chains – Ace Hardware and Whole Foods, for instance, which offers a $5 gift card for every $50 purchase at its grocery store on Beacon Street in Somerville.

Klepetar, who makes his living through maintenance and gardener gigs – and during the winters works at a ski resort in Utah – remains committed to the cause. When he went from Boston to Madison, Wisconsin, to launch a program there, he rode his bike the whole way.

“A lot of how we get around is within our control,” he said.

The website and other operating expenses for the program are paid out of income from people buying the $5 stickers – pretty much a one-time, lifetime purchase. When I told Klepetar I had three helmets and laid down my fiver, he gave me three stickers.

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