Be Part of the Change - Become a Bike Advocate!

Everyday People Can Affect Change in Their Community

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Amy Kenreich has not always been a bike advocate. In fact, she says that she fell into bike advocacy almost by chance in 2017 when she helped organize a bike rodeo at her childrens’ elementary school. The rodeo was a success with both kids and adults showing up to have fun on their bikes. This got her thinking. Why weren’t more people riding their bikes to the grocery store or to a coffee shop on a regular basis? 

About this time, a friend of Amy’s encouraged her to apply to the Mayor’s Bicycle Advisory Committee (MBAC). Amy felt that Denver had some problems to solve with its bike network, and that family biking was under-represented on the committee. This led her to apply, and she now serves on the committee. Amy is advocating for change to make cycling safer in Colorado and has been a strong supporter of adding protected bike lanes to S. Marion St. Parkway.

In 2017, Denver voters approved a 10-year, $937 million bond, which is called the Elevate Denver Bond Program, to improve Denver’s infrastructure: namely, roads, sidewalks, parks, recreation centers, libraries, cultural centers, public-owned buildings, health and safety facilities. The Elevate Bond Program dedicates $18 million to the design and construction of 50 miles of neighborhood bikeways and protected bike lanes, so-called high comfort bikeways. The S. Marion St. Parkway High Comfort Bikeway project is one of 500 projects included in the bond program. It will add a protected bike lane on S. Marion Street from E. Bayaud Avenue to E. Virginia Avenue. South Marion St. Parkway links to other bikeways (Downing St Path, Cherry Creek Trail, Washington Park Loop, E Exposition Ave, S Franklin St), provides routes to schools (Steele Elementary, South High School, DU), and makes parks accessible according to the City and County of Denver. 

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A Denver Regional Council of Governments (DRCOG) survey of Metro-Denverites (2018), concluded that 59 percent are interested in riding their bikes on Denver streets but are concerned. However, 75 percent indicated that they would ride a bicycle if they had the option of a network of high comfort bikeways according to the survey results. A high comfort bikeway includes a horizontal buffer, a vertical element such as flexposts or planters, and high visibility markings of conflict areas such as intersections. The protected bikeways provide a buffer between the cyclist and passing traffic.

Studies show that protected bikeways have many advantages. Among them are:

  • Reducing/eliminating dooring issues

  • Providing greater safety, reducing number of collisions, resulting in fewer injuries

  • Reducing/eliminating parking and loading conflicts

  • Promoting more biking and less driving

  • Reducing traffic congestion

  • Boosting economic growth

Amy had a difficult time understanding why anyone would oppose a protected bike lane, especially in front of an elementary school. She lives four blocks away from this project and often takes her kids to the playground at Steele Elementary. She also rides S. Marion Street Parkway to reach the Cherry Creek Trail. 

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When Alexis Bounds was struck and killed, it made Amy mad and terrified. “Because I have been on the MBAC and because I know about Vision Zero, I just couldn’t sit by and do nothing,” she says. 

First, she attended a meeting where discussions were held about the protected bike lane on S. Marion Street Parkway. “Unfortunately, the first public meeting turned into an ‘us vs. them’ debate between neighborhood bicyclists and residents who live in the tower apartment buildings at the base of S. Marion Street Parkway,” she says.

The arguments that Amy heard against the S. Marion Street Parkway Bikeway were: 

  • It is a beautiful street, and I think the protected bike lane will ruin that. 

  • I think it is fine the way it is (even after Alexis’ death).

  • It could interfere with Steele Elementary school loading.

  • Marion has a historic designation, and it is against those guidelines to put in vertical separation.

  • I think this will make cyclists go even faster, and one of these days they are going to run over my elderly mother.

  • I think it will interfere with loading at my building.

  • I think it will prevent emergency services from accessing my building.

Amy says that it was especially frustrating to keep up with the mis-information: 

  • But cyclists break the law! (Actually cyclists and drivers break the law at the same rate.)

  • “Our” street is perfect the way it is. (No one person owns the street in front of their home.)

  • It will lower my property value. (False, according to the National Association of Realtors)

  • It will remove parking. (No plan ever included removing parking.)

Soon after, Amy received an invitation to meet with District 6 City Councilman Paul Kashmann. In preparation for their meeting, Amy conducted an experiment at the Washington Park playground. She took her kids there along with some paper and markers. While they played, Amy spoke to parents and caretakers about the planned protected bike lane. There was an overwhelmingly positive reaction to the project. She left the playground with letters from parents and drawings from children.

Amy brought some of her favorites to Kashmann to illustrate the support for the project and also to highlight the obvious—who this protected bike lane was really going to protect. “In my opinion, the voices opposed were forgetting about some of our most vulnerable road users—children trying to get to school,” explains Amy. 

When she learned that there was a petition circulating against the project, Amy decided to reach out to the person orchestrating it. She met with the concerned neighbor in her home, and together they watched the street below from the woman’s balcony near the top of the north tower. As the neighbor pointed out bicyclists who rolled through the stop signs, Amy also saw cars roll through them without stopping. Her goal was to listen to her nieghbor. “I truly thought that if she met me—one of those cyclists she described as irresponsible—and if I listened to her, that she would see the humanity of the issue at hand.” 

Amy also wanted to make sure she heard and understood the neighbor’s perspective. If nothing else, this was an opportunity for Amy to learn where she was coming from and correct any inaccuracies. 

Over the summer, Amy met one-on-one with more people opposed to the project and joined a stakeholder meeting held by the Department of Transportation and Infrastructure (DOTI). She spoke to many more people who were in favor of the project. She begged each one to come to the next public meeting.

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As time went on, Amy got more and more involved. She had the opportunity to speak to one of the local news stations about the project. Amy rode her two children over to the Steele Playground, and she and her friend, Tenly Williams, told the reporter how excited they were for the students who want to bike to Steele Elementary and for all the commuters who would ride through this area to reach the Cherry Creek Trail path. The majority of students at Steele live within a 1.5 mile radius of the school. 

Amy and fellow bike advocate Adam Meltzer were invited to speak at the East Washington Park Neighborhood Association meeting. They put together a one-page handout that collated the major project info and corrected the “fake news” floating around about the project. Her goal that night was to provide facts and answer questions. The short presentation turned into a 2.5 hour question/answer session.

On the morning of Alexis’ death, Amy was part of a Denver Streets Partnership video that was made to promote the benefits of the project. “I was in shock 24 hours later when I returned to S. Marion Street to talk to a couple of news stations about the crash,” says Amy. The petition organizers were on the scene, too. Amy’s message was quite different from theirs. One of them told a reporter, “I just don’t think they need that protection” while standing on the corner where Alexis had been killed.

The next day, Amy got an email from some of the petition organizers explaining that if only the city would put in a stop sign, this tragic “accident” could have been prevented. At that point, Amy had to ask them for some space. It was more than she could handle. 

Later in the fall, Amy presented a quick update at the Steele Elementary PTA meeting. She did not get many questions, and it seemed that most people either did not have a strong opinion or were content with the project plans. 

Finally, with the help of Tenly Williams, Amy designed some flyers advertising the second public meeting and sent them out to other bike advocates to place on bikes throughout the area. 

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Early in November 2019, the city held a second public meeting about this project. The design was at 60 percent at that time, and they again collected feedback from attendees. The room was full; this time the crowd included a majority of people who were in favor of the project. The city is currently finalizing the design and construction is planned for 2020. 

Amy encourages people in Denver to follow the Bicycling in Denver page. For a list of upcoming public meetings, check out News and Updates. “One of the best things you can do is attend these meetings and make your voice heard,” says Amy. Another way you can help is to submit feedback on the same site. DOTI really does read and tally up all comments that come in on a project. For the S. Marion St. Parkway Bikeway project, the city showed a slide of all the types of feedback that came in, and it clearly showed that the number one priority was the safety of bicyclists and pedestrians. “Your voice matters, and it doesn’t take much time to make sure it’s heard.”

Another site to watch is the Denver Bicycle Lobby. They post the Denver bike lane public meeting dates on their site and also host meetups and organize efforts to support bicycle advocacy in Denver. 

“I have learned quite a bit working on the Marion project and plan to use that knowledge to help other communities make their streets safer for vulnerable road users by supporting similar projects.”

Safe and Legal Group Rides - The Dos and Don’ts

It’s that time of the year again when we start seeing more cyclists on the road. Spring has sprung, and cyclists are ready to dust off their bikes and put some miles on them.

As cyclists are out enjoying the change of seasons, motorists will need to pay close attention when driving near cyclists, especially when navigating around group rides.

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These rides are often a great source of frustration to motorists, especially in areas such as canyon roads, where there is little room to pass or no bike lane or shoulder for cyclists. Often, groups even take over the whole lane, riding four to five riders abreast, which makes it nearly impossible to pass safely.

We have nothing against group rides—even hard, fast group rides. Honestly, that is how most of us get faster and better. However, group rides often lack the etiquette and behavior of an organized race.

Recently, we were asked about correct and safe protocol for group rides. Two abreast? Single pace line? How many riders in a group? When can a cyclist take the lane?

Let’s begin by assessing these questions from the standpoint of a motorist.  If you were driving behind your group ride, how would you feel? If you feel like you could safely pass the group, then that is a win. If you feel really conflicted, confused, or nervous because the cyclists are riding erratically or in a disorganized fashion where you cannot predict what they are about to do, then that group ride is a fail.

Next, from a legal standpoint, cyclists have all the same rights and obligations as the operator of a motor vehicle. Cyclists can ride on all roads other than certain portions of interstates.

In Colorado, cyclists can ride two abreast but not more than two abreast unless riding in a bike lane. Two abreast is really intended to be handlebar-to-handlebar, not eternity between two bikes. If you do not have the skill to ride side by side (as is sometimes the case with new riders), then you should ride single file.

You can only ride two abreast if you are not impeding the normal and reasonable flow of traffic. What does impede mean? Law enforcement we have worked with define impede as five or more cars backed up behind your group.

If you are riding two abreast, or if the group is a two-by-two line of ten riders deep, and a car is behind you that has to slow down and wait before passing you, that is not considered impeding traffic. However, if you have five or more cars starting to back up behind you causing trouble or traffic chaos, that is considered an impede. Law enforcement will pull the whole group over and write tickets if they observe this. They can cite everyone in the group, not just the people to the left. Law enforcement phones blow up with calls from motorists calling to complain about group rides e.g. too many cyclists riding abreast in a single lane, or swarming the shoulder, or taking two lanes of the road.

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Should you be riding single file or two abreast in canyons? This is a judgement call. If you are not impeding anyone, then you are fine riding up a canyon two abreast. If you start to notice cars backing up behind you, then go single file, because that is what the law requires. Yes, cycling is a social sport. It is more fun to climb next to a friend. However,  if it is a high traffic day, or if you are riding in hot tension areas, especially when you are climbing and going slower than a car, we recommend riding single file.

When can a cyclist take the lane? We have a pro-cyclist statute in Colorado— a cyclist must ride as far to the right as deemed safe by the cyclist and is justified in taking the lane anytime to avoid obstacles on the road, parked cars, or if the lane is too narrow for both a vehicle and a bike. In most states, motorists must give cyclists a three-foot buffer. If it is a narrow lane and there is not enough room in the lane for a car, the three-foot buffer, and the cyclist, the cyclist should take the lane to avoid being sideswiped. “Impede” is not associated with a single cyclist taking the lane.

Try to read the driver you are dealing with. If you feel that your group is going to be in danger, because taking the lane is going to set off the driver, pull over to the side of the road. It makes more sense to pull over and let that one car go by.

What is the gold standard for a group ride in terms of size? Groups should be small enough to be in control, ideally 10-20 riders. A well-oiled Tour de France team could be 20-25 riders as they take up a very minimal footprint on the road. Newer riders will take up more of a footprint, as they will have more space between the riders, between the handlebars, and will be more spread out.

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If you organize a group ride, govern your group rides strictly. Remember that you are on display. The bigger the group, the more attention people will pay. The worse the behavior, the more magnified it becomes. It is guilt by association. If someone is doing something dangerous or risky on your ride, your whole group is getting lumped into that.

Guidelines we follow when organizing a group ride:

  • Keep the size of the group small enough to be in control (8-10 riders).

  • Know your riders and their levels. Put the strong riders in the front and back and the weaker riders in rows two, three, and four, etc.

  • Take ownership of the group ride. Go over the rules and expectations before the ride begins.

  • Make sure riders follow the rules. Call people out when they do something inappropriate. If they repeat the behavior, do not invite them back to the next ride.

Tom Danielson, founder of CINCH Coaching, agrees that one person must take ownership of the group ride. When he leads a ride, he calls himself the “ref,” and has even worn a ref jersey.

“You become the ref, the pilot. You’re the person in charge of the ride, and you take full ownership. A lot of these group rides, there’s no one doing that.”
— Tom Danielson

Tom says that it is important for the person to call it out from the beginning of the ride: introduce yourself, say that you are the person in charge of the ride, and list the rules of the ride.

“If you are in the front, you are the bus driver,” he says. “You are fully responsible for all the passengers behind you.”  It is your responsibility to point things out e.g. obstacles, slow down in advance of stop signs, or hit the brakes early before the stop sign. In the back, you are the eyes of the group. When you are in the back, you are solely responsible for all the cars behind you. For example, if the group is bunching, it is your responsibility as the “caboose” to ride up to the bus driver to communicate the problem e.g. “a little more to the right” or “car back”.

Photo courtesy of CINCH Cycling - Police escort in front of a group ride

Photo courtesy of CINCH Cycling - Police escort in front of a group ride

For larger group rides, Tom recommends hiring a police escort to drive out in front of the group ride. This allows for a bigger group and for the group to use the entire road, because the police are up front. The group ride becomes safer and legal, and the community joins in. “When we had the police in front of our group, all those drivers give you a thumbs up and they cheer you on. They want to watch,” he says.

Tom admits that cycling has changed a lot since the 80s when group rides first started. He attributes this to fewer cars on the road back then. Cars were not going as fast. Group rides consisted of ten riders. Etiquette was far more enforced among riders. “We all want group rides to continue. It’s part of the cycling culture, but things have to change.”

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When it comes time for your group ride this season, remember to practice safe riding and follow the rules of the road. Avoid dangerous situations with motorists when possible. Put yourself in the driver’s shoes when you are on a group ride. Ask yourself how you would feel as a motorist behind your own group ride.


Check out this video on group riding that we worked on with the Golden Police Department.

A Close Call -The Importance of Bike Cameras

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“Education and awareness are always the way to go and the results can be most rewarding for all. I hope this helps everyone become better bike ambassadors on the roads, paths and trails.”

Guest Post by Gerry Stephenson – Cyclist, Commuter, and Bike Ambassador

*Gerry uses the Cycliq front and back bike cameras.

Hi, my name is Gerry and I have been cycling since 2001. Presently, I commute to and from work about eight to nine months a year and have been doing so the last four to five years. My route varies from 10-12 miles and includes both road and bike paths. When I ride, I always try to be a safe rider and educate others when it makes sense.

While commuting home on June 29th, 2018, I was riding north on a neighborhood street approaching a T-intersection. It was late afternoon; traffic was very light. I noticed a car and a fire truck preparing to come on the road behind me. The car passed with plenty of room before the intersection and my impending right turn. However, to my surprise, the fire truck driver decided that they had enough room to pass me only to turn right in front of me with clearly not enough space. I had to brake hard to avoid being hit. It should be noted that the fire truck had no flashing lights or sirens on at the time.  

Footage captured from Gerry’s Cycliq bike camera.

Footage captured from Gerry’s Cycliq bike camera.

I did not attempt to confront the driver or squeeze in to the right of the truck. I did swear and was very upset at this close call. Knowing that I had this entire incident recorded with my Cycliq bike cameras (front and rear mounted cameras), I chose to wait until I got home and review the video and decide what to do. Cooler heads always prevail, and my focus is always on educating others, be it drivers or cyclists, in times like these. After reviewing the video, it was very clear that the fireman was at fault for not allowing me the three-foot rule, and I felt that they did not realize the actual size of the vehicle they were driving.

I emailed the fire department and very politely explained what had happened and included the video of the close call. I never once mentioned that I wanted the driver of the fire truck reprimanded or charged. What I asked for was an apology, and that this video be used to show and teach the department to be mindful of cyclists. Later that evening or possibly the next day, I received an email from the fire department apologizing and promising to add this video footage to their department training. This incident was reported by the liaison to the fire department commander as well.

First response from the fire department’s liaison:

“Hi Gerry,

First let me send you my apologies for the incident with our department, I have notified the Lieutenant and Battalion Chief on duty the day of your incident and the Chief of Staff is aware and corrective actions will be taken.

I will make sure the Chief gets your video and we will be sure to use it as a training piece in our driver/operator program so this never happens again.”

 Second email from the liaison:

“I believe a lesson learned/corrective action is being written, then it will go to the whole Department, then I believe the Fire Chief will send it to you.”

My Email:

“Hi, I truly appreciate your timely response and apology. I try my best to be very viable and obey all the rules of the road while cycling and all I ask in return is that all drivers do the same. So that you know I have a great contact for training in the matters of cycling and traffic laws. Her name is Megan Hottman; she is a lawyer that helps educate everyone on the laws of Colorado. She has done many classes all over the state for law enforcement and the cycling community. If you are interested I can put you in contact with her. Thank you again.”

 A couple of weeks later, I received another email confirming that the fire department had in fact updated their training for the entire department and would be sharing this training with other towns.

“Here is the ‘Lessons Learned’ that was made from your incident. It has been made required training for all crews on our department and was reviewed by all the command staff.”

The following is an excerpt from ‘Lessons Learned’:

Background: In June, a fire truck was responding non-emergent to a commercial fire alarm in a neighboring district. While proceeding northbound on Main, fire truck passed a bicyclist as both were approaching a T intersection. Fire truck Engineer determined that, at the current speed, he could safely pass the bicyclist, and proceeded to do so. The pass and lane change were made into the right turn lane. Upon review of the video provided from the cyclist perspective, it appears that clearance was closer than intended.

Generic Corrective Actions:

1. A general review of the Colorado state laws regarding passing of a cyclist.

§ 42-4-1003. Overtaking a vehicle on the left

1. The following rules shall govern the overtaking and passing of vehicles proceeding in the same direction, subject to the limitations, exceptions, and special rules stated in this section and sections 42-4-1004 to 42-4- 1008:

a. The driver of a vehicle overtaking another vehicle proceeding in the same direction shall pass to the left of the vehicle at a safe distance and shall not again drive to the right side of the roadway until safely clear of the overtaken vehicle

b. The driver of a motor vehicle overtaking a bicyclist proceeding in the same direction shall allow the bicyclist at least a three-foot separation between the right side of the driver's vehicle, including all mirrors or other projections, and the left side of the bicyclist at all times.

c. Except when overtaking and passing on the right is permitted, the driver of an overtaken vehicle shall give way to the right in favor of the overtaking vehicle on audible signal and shall not increase the speed of the driver's vehicle until completely passed by the overtaking vehicle.

2. Be diligent in making sure that the perspective and safety of the cyclist is given a greater regard.

·      Always be aware of the size of, and space needed for the engine to maneuver.

·      Be sure to maintain constant Situational Awareness (SA) while driving apparatus and avoid becoming complacent about driving responsibilities due to mental focus on the incident the apparatus has been dispatched to.

·      If there is any question as to the safety of a pass, yield to the cyclist, and do not pass.

Note: The name and city of the fire department in this incident have been omitted at their request as well as any public sharing of the video.

When Cyclists Get Doored

By Megan & Maureen

Cyclists riding beside parked motor vehicles, whether in bike lanes or on roadways, are at serious risk of being “doored.” Dooring collisions happen when a driver or passenger opens a car door directly into a bicyclist’s line of travel.

As most states legally require a cyclist to ride as far to the right as practicable or as judged safe by the bicyclist, this often puts them directly in harm’s way, because they are riding in the door zone: the space taken up by the open door of a vehicle.

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The bicyclist has no time to react and collides with the open car door. Sometimes, a cyclist may swerve into traffic to avoid running into a car door and, in the worst case, ends up being hit by an oncoming vehicle.

Dooring often occurs in urban, downtown areas where cars are parallel parked and where high levels of traffic and narrow lanes exist. Passengers getting out of taxi cabs, cars or ride-shares often open their doors without looking, which requires a bicyclist to be hyper-alert when riding in the door zone.

However, the law in every state instructs that a driver shall exercise caution when opening their door to exit their vehicle and shall check for overtaking traffic.  C.R.S. § 42-4-1207 - Opening and closing vehicle doors - states that “No person shall open the door of a motor vehicle on the side available to moving traffic unless and until it is reasonably safe to do so and can be done without interfering with the movement of other traffic; nor shall any person leave a door open on the side of a vehicle available to moving traffic for a period of time longer than necessary to load or unload passengers. Any person who violates any provision of this section commits a class B traffic infraction.”

Forty states have dooring laws. The ten states that do not are: Connecticut, Indiana, Iowa, Kentucky, Michigan, New Jersey, North Carolina, Tennessee, Virginia, and West Virginia

Downtown Denver – Taxi Cab Blocking Bike Lane

Downtown Denver – Taxi Cab Blocking Bike Lane

While bike lanes are meant to make bicycling safer and to protect bicyclists from being involved in a motor vehicle collision, they do increase the chance of bicyclists being involved in a dooring crash.

Often, cars are illegally parked in bike lanes. Bicyclists are forced to navigate around the car or pay special attention to cars entering/leaving the lane. In some cases, the lane on the far right has been designated as both a bike lane as well as a parking lane.

Recently, we represented a client who lost a finger due to a dooring crash.  Our client was riding in the bike lane in Boulder.  The bike lane was positioned between car traffic lanes to her left and parked cars along the curb to her right.  She was smartly scanning the backs of car windows and checking side mirrors to look for any drivers in vehicles who might be exiting their vehicle.  As she approached a limo, she noted the windows were tinted.  She also saw what appeared to be the driver of the limo, leaning against the passenger side of the limo.  She dismissed the limo as a threat until suddenly without warning, the driver threw his door open to exit the vehicle.  Our client attempted to swerve to avoid the car door (knowing that she had overtaking vehicle traffic to her left) and as she did so, the ring on her right hand finger caught on the door handle of the limo. 

As her treatment evolved, she underwent numerous surgeries to try and lessen the nerve pain she was experiencing in her hand.  After all possible remedies were attempted, she had no choice but to have her middle finger amputated to stop the incessant and overwhelming pain in her hand. 

Of course, the insurance company for the driver attempted to paint this event as the cyclist’s fault – while acknowledging she was appropriately in the bike lane, and she was riding uphill at a slow pace, doing everything correctly, legally, and prudently -- they still tried to pin blame on her for somehow failing to avoid the opening door, or failing to steer around it.  Eventually, we obtained a very large settlement on her behalf, but it was only after lengthy litigation, at mediation which was a few months before trial.  Sadly, our client is now left permanently impaired by the loss of her finger, which impacted her ability to ride and race her bike, to swim (which was her lifelong sport and passion) and to compete in triathlon, which she loved.

We have heard other stories of drivers opening their door as a cyclist was riding by, causing the cyclist to crash into the inside of the driver door – one such story involved the cyclist being impaled by part of the handlebars because of the sudden and complete stop caused by impacting the non-moving/open car door. 

These types of collisions can be very serious and possibly deadly.  The real problem is that driver-side car doors are often RIGHT into or next to, the very bike lane built to protect cyclists! 

Protected Bike Lane in Downtown Denver

Protected Bike Lane in Downtown Denver

Ed Beighe of azbikelaw.org - a site dedicated to cycling, traffic safety, traffic justice and legal topics - reports that a bike lane in Durham, New Hampshire was actually removed after the death of a cyclist due to a dooring collision. Read more here.

Now – cyclists should note that in most states, there is no legal requirement that they must ride in the bike lane simply because a bike lane is present.  It is recommended, but not mandatory.  This means that if the cyclist judges it unsafe to ride in the bike lane next to parked cars, the cyclist can move left out of the bike lane and take the traffic lane. 

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What should drivers and passengers do?

·      Look in the rearview and side mirrors before opening the car door slowly and with caution.

·      Open the vehicle door with the arm furthest from the door. This allows the body to turn and check for bicyclists over the shoulder before exiting the car. This is referred to as the “Dutch Reach.”

·      Open the door a little and look back up the road for bikes and other vehicles.

Image courtesy of Bikeyface, www.bikeyface.com

Image courtesy of Bikeyface, www.bikeyface.com

My Bike Trip Around the World: A Guest Blog

My name is Sarah Welle - I live in Longmont, CO and I'm an entrepreneur (I run a gifting company called Colorado Crafted that specializes in Colorado-made products). I'm writing to tell you about the time I spent a year cycling around the world for my honeymoon!

It all started when, in my mid 20s, I got the book Miles from Nowhere as a gift. It's about a couple in the 70s who drops everything and rides their bikes around the world. I had never HEARD of such a thing, but I was completely captivated. Less than a year later, I got married to my longtime boyfriend and somehow convinced him that we should quit our cushy Microsoft jobs, sell everything we owned, and cycle around the world for a year as our unconventional honeymoon. I still can't believe I convinced him it was a good idea, but I did! In 2007 we sold literally everything, packed up our bikes and camping gear, flew to New Zealand, and started cycling. I still remember the feeling of standing in a parking lot right before we left and just dropping my purse into a garbage can because I didn't need it anymore. 

How did you decide where to ride?

We wanted to see SO much of the world. We started off with really ambitious plans, not really having any idea how fast we'd make any progress on our route. We decided to start with New Zealand because we wanted an "easy" country to start in - English speaking, cycle touring is popular there, lots of places to get spare parts in the case of a breakdown, etc. So that's where we started! From there we wanted to check out Southeast Asia, so we booked tickets to Singapore and cycled north through Thailand, Cambodia, Vietnam, and Laos. After that we didn't really have any concrete plans, but what ended up happening was a big crash in the jungles of Laos, forced skipping of China, and a change of plans that brought us to Eastern Europe where we cycled through Germany, Czech Republic, Poland, etc, etc -- finally ending our trip in Istanbul, Turkey! We'd considered flying to Argentina and riding south but after a year on the road we missed family and friends and were ready to end the big trip.


What was the best part of traveling by bike?

There were SO many things to love. We loved the quiet peacefulness of cycling through the countryside: we could hear birds singing, cows chewing grass, locals chatting and going about their business. It also gave us so many opportunities to meet people and really experience the local culture. When you're resting in the shade and eating a snack you'd be surprised how many kind invitations you get to join people for tea, etc. We were overwhelmed by the general goodness of humanity, which was wonderful. We also loved seeing the landscape slowly change as we cycled across whole countries, and it was a treat to actually see the sunrise and sunset every single day for a whole year.

What was the hardest part?

The reality of being stuck outside in terrible weather, the worst was freezing rain or days & days of windy weather, was much harder in practice than I'd expected. We were also surprised by the difference in our physical abilities; I would feel tired and worn out after far fewer miles than James which caused a few pesky conflicts! ;)

How did you experience the cycling-motorist relationship in different countries? 
This was fascinating to experience - there was a huge range in this relationship. In more third-world countries, where cars are less common, cars and trucks on the road were perfectly accustomed to sharing the road with cyclists (and walkers and mopeds and cows)! We felt very safe cycling in countries like Thailand and Laos. In some Eastern European countries - Serbia stands out in my mind - car owners were unbelievably aggressive and frightening at times. We learned to take back roads as much as possible, as well as avoid riding through major cities, and that did a lot to make day to day cycling more fun.


We kept a blog along the way which is super outdated looking at this point, but the stories are still there! It's at erck.org.  

Two of my favorite blog posts are:

  • This roundup, about 6 months into the trip, of our favorite & least favorite things, scariest moments, and our most common arguments: http://blog.erck.org/?p=471
  • Looking back on our trip, our top pieces of advice if you're thinking of a similar trip: http://blog.erck.org/?p=782

 

Sensing a Shift: Bike Awareness

By Maureen

Call me a recreational cyclist. I enjoy getting out on my bike on the weekends in the summer to ride up to Georgetown, down to Chatfield or along the Cherry Creek bike path from Confluence Park to Cherry Creek Reservoir. Some days, I bike to school with my son or go out on a ride with my daughter to take in the scenery or explore new territory.

Living in Germany for eight years, I rode my bike everywhere. It was my main form of transportation, since I did not own a car. I used it to go to the grocery story, to commute to work or to ride to a beer garden to meet friends. It was good exercise and got me around the city quickly without having to take public transportation all the time.

I felt very safe as a bicyclist riding on bike trails and, even, on city streets. Drivers in Germany are definitely more aware, understanding and patient with cyclists. In part, I think that is because riding a bike is a much more common and accepted method of transportation than here in the US.

In 2014, to celebrate my dad’s 75th birthday, a group of family members rode about 255 miles from Lindau, Germany to Kufstein, Austria over the course of eight days. It was one of the most memorable trips I have ever been on. Being outside every day, riding through incredible scenery with my family and using my legs and strength to get from one place to the next was very gratifying. I really started enjoying cycling!

I have never given too much thought to bicycle safety other than making sure my kids and I always wear a helmet. I taught them to be aware of their surroundings, especially cars, when they are out riding. When I ride up to Georgetown, I am in the bike lane on the frontage road and feel safe for the most part.

As a driver, I am aware of cyclists and give them plenty of room when passing. I look over my shoulder when I make a turn so that I don’t cut them off.

Over the last few months, there has been a noticeable change to my “bicycling mentality” since I started working for The Cyclist Lawyer. I have transitioned from being largely unaware of issues bicyclists deal with, to becoming far more informed and sensitive to a bicyclist’s rights and obligations. Every day, I am learning what I can do to ride (and drive!) safely, skillfully and legally and how I can advocate for the cycling community.

That might mean putting a bumper sticker on my car to educate drivers about giving a bicyclist at least three feet of clearance when passing. It might mean talking to family members and friends about the rules of the road. It could even mean standing up for cyclists when angry drivers leave nasty comments on social media about a story of an injured cyclist. Yes, I felt compelled to respond to the haters online, and point out that it was a human being injured by a hit-and-run driver and to get upset with the driver who left a cyclist on the side of the road.

Why does it matter to me? Why have I become an advocate?

It might just save a life!

It might teach my kids not be distracted drivers.

It might help change the impression drivers have of cyclists.

It might make cycling safer for everyone…even a recreational cyclist like me.

There are just so many reasons. What are yours?

Riding 2-abreast: when and where it is permitted?

A friendly bike educator sent us the following inquiry:

"Hi, Megan:

We have been teaching the Bicycle Friendly Driver course to hundreds of people in Northern Colorado and it has been really well received.  A student in a class the other day brought up a point about side-by-side riding.  He went away and did some research and then wrote the following to me.  I’m hopingyou might be able to provide some clarification so that we are providing accurate information.

 Here’s what the person wrote:

-One of the behaviors cyclists do that upsets car drivers the most is riding side-by-side.  I felt the way this was conveyed in the class was a bit confusing, and might fuel the contention. 

    -What I heard you say was that if cyclists are being overtaken by faster traffic, they need to ride single-file.

    - What I had learned was that if cyclists were impeding the flow of traffic from behind by riding side-by-side, they needed to merge into single-file.  In other words, if there is a clear view ahead to allow cars to stray out of their lane to give a pair of cyclists a minimum of 3 feet, then it was Ok to ride side-by-side.

    -In reading the Statute [ ] it says:

        “Persons riding bicycles or electrical assisted bicycles two abreast shall not impede the normal and reasonable movement of traffic and, on a laned roadway, shall ride within a single lane.” 

I’m not sure what that means.  If one cyclist is on the shoulder and their buddy riding next to them is just inside the traffic lane, are they riding within a single lane?  When is it Ok to ride side-by-side?I appreciate any info you can provide!  Thanks, Megan.

First let's start with an analysis of the statute and its actual language.  We don't get to question why the legislature does what it does, we have to live with the actual words contained in the law.  Often times, a strict reading of the law can provide answers, but not always.  

C.R.S. 42-4-1412(6) addresses when cyclists may ride two abreast:

(6)(a) Persons riding bicycles or electrical assisted bicycles upon a roadway shall not ride more than two abreast except on paths or parts of roadways set aside for the exclusive use of bicycles.

(b) Persons riding bicycles or electrical assisted bicycles two abreast shall not impede the normal and reasonable movement of traffic and, on a laned roadway, shall ride within a single lane.

Reading the two sections together, I conclude the following:

-Cyclists may not ride MORE than 2 abreast, unless they are somewhere exclusively for bikes (which would really only be a bike lane).  Anywhere else, 2-wide is the absolute legal max. 

-Cyclists may only ride 2 abreast IF they are not impeding the normal/reasonable movement of traffic. If the cyclists riding 2 abreast ARE impeding traffic, the implication here is that they ride single file!

What does "impede" mean for purposes of this section?  I'll share some thoughts i've learned from law enforcement:

a) I know it when I see it.  Impeding = cyclists 2 abreast are causing traffic congestion, cars are backed up, there is a traffic jam/chaos; or

b) many sheriffs offices have a loose standard of 5 or more cars backed up behind the cyclists riding 2 abreast = impeding traffic.

Next- The Statute Definition section defines roadway:

(89) "Roadway" means that portion of a highway improved, designed, or ordinarily used for vehicular travel, exclusive of the sidewalk, berm, or shoulder even though such sidewalk, berm, or shoulder is used by persons riding bicycles or other human-powered vehicles and exclusive of that portion of a highway designated for exclusive use as a bicycle path or reserved for the exclusive use of bicycles, human-powered vehicles, or pedestrians. In the event that a highway includes two or more separate roadways, "roadway" refers to any such roadway separately but not to all such roadways collectively.

Now - to address the questions asked above:

-Being overtaken by faster traffic does not, by itself, mean riders need to go single file.  Riders need to single up if their riding side-by-side is impeding traffic. 

-If an overtaking car is able to pass the 2-abreast cyclists safely with the 3-foot passing distance, this is not impeding traffic.  If the riders become aware of vehicles behind them unable to pass, then the cyclists would be well-advised to single up. 

-What about one cyclist on the shoulder and one in the roadway? Well -let's reference the definition above.  Roadway EXCLUDES shoulder.  The statute governing 2-abreast riding refers to roadway.  Therefore reading the two together, if one cyclist is on the shoulder and one is in the roadway, this legally = one cyclist on the roadway (as the law would disregard the cyclist on the shoulder for purposes of the 2-abreast analysis).  The same would be true if one rider is in the bike lane and one is in the roadway.  Though legal, this is not always advised- it is preferable for the 2 riders to ride side-by-side in the bike lane, since that is an established place created for them to ride, and it therefore frees up the traffic lane for cars.  NOTE however: there is no legal requirement that mandates cyclists MUST ride in a bike lane where it exists.  

My suggestion: If a rider is so new or inexperienced as to be uncomfortable riding closely to a cyclist next to them, it is advisable to simply ride single file.  We are looking for a pretty tight two-by-two formation in application of this concept to make it possible for cars to pass (and to give 3 feet!).  Practice riding close side-by-side with your mates in parks or quiet streets or bike paths, to develop this skill.  Most bike lanes and shoulders are wide enough for two cyclists to ride next to one another and then you can remain social with your riding partners without needing to be in the roadway at all!