Events: May is National Bike Month

May is a lot of things in the cycling world: it’s the tail end of the Ardennes Classics. It’s the transition from Spring Classics to Grand Tours. And since 1956, May is National Bike Month promoted by the League of American Bicyclists. Further explorations show that National Ride a Bike Day is May 4th, Bike to Work Week is May 12-18th, and Bike to Work Day is May 16th. While this promotion is positive, one word I use continuously on the sales floor is ‘infrastructure.’ Without it, National Bike Month cannot function.

With increasing commonality, the word infrastructure has been added into the conversation regarding bikes sales. The recent increase in e-bike interest has aided the demand for cycling-specific infrastructure. Without infrastructure, bikes can’t do much. If cyclists don’t feel safe, they won’t ride. If they don’t ride, cycling interest appears lackluster and funding evaporates.

I stand by what I say when I tell a prospective e-bike buyer that, if given infrastructure, I would contact the car dealership to say I have a car I’d like to dish off. But what is cycling infrastructure? Some areas are easy to explain, while other areas might be overlooked. The month of May is a perfect platform to highlight areas where the cycling network can be improved. 

When talking infrastructure, nearly every person, cyclist or not, will highlight bike lanes. Bike lanes come in various iterations. From the simplistic bike icon above two chevrons to the purpose-built bike lane, cycling infrastructure can be as safe or otherwise depending on the features. No doubt cyclists prefer lanes with protective barriers instead of cones or paint, the latter of which hardly hold back distracted motorists. But let’s think beyond the bike lane. Come for a ride with us to the grocery store nearly across the street from our office. While this would be a short Bike Month commute, it is hardly without peril.

If we were tasked with shopping for groceries, we could hop atop an e-cargo bike. The first five blocks are hardly a concern if we pedaled out of the southern end. Should we contemplate the eastern exit of the community, the trip is more of a concern with turning lanes and a speed limit of 45 mph. After exiting the southern end, we would ‘enjoy’ a six inch shoulder on the road with a 35 mph speed limit before turning into a one-way entrance into a gas station to avoid a tricky intersection. From there, we would arrive at the stop light with the grocery store in sight. This intersection crosses the 45 mph road and features motorists who disregard the right-of-way and turn anyway. Head on a swivel to pass through a turning lane as well as traffic that can turn on red. 

Once the intersection is threaded, we encounter the overlooked portion of bike infrastructure as we pull up to the grocery store: storage. Where do we park an e-cargo bike that is safe and secure? The grocery store has no bike rack. It has a small secure space to keep the bike within sight of any person walking by; forget about keeping a view of the bike while shopping. Further, there is minimal confidence a passerby would intervene if it looked like the bike was being stolen. But let’s say the bike is still there upon exiting the grocery store.

After loading the cargo space, the bike would have to join traffic that splits into three lanes: a left turn lane, a straight through lane, and a right turn lane. The safest bet would be the left-turn lane, but that requires getting there. We would have to merge from the shoulder to the straight lane to the left-turn lane. If we are granted safe passage, we could then stand down on anxiety and rely on the smaller four-inch shoulder to access the turning lane back into the neighborhood. All of that uncertainty occurs in no more than 100 meters.

At no point would our ride access a bike lane, let alone a protected bike lane. There aren’t even markers to indicate a cyclist’s right to be on the road. Additionally, this is considered the safest option over the more technical path. This is assuming our bike was still outside the grocery store after our shopping frenzy.

We have taken part in National Bike to Work Day before. One reason Bike to Work Week is not accessed is the lack of infrastructure. While our area has made improvements in bike paths and accessibility, there are gaping holes in the system. Should we choose to bike to work, we still have to pass through several dangerous intersections that pile on the questions of “Why am I risking myself just to commute to work?” Meanwhile the percentage of bike paths available in the ten-mile ride is below fifteen percent. 

In the case of ‘chicken or the egg’, the question is: “Should people buy bikes and hope bike paths follow?” Or “Should cyclists wait for bike lanes to be built before considering a bike purchase?” Commuters want to feel safe; protected bike lanes provide that feeling.

Shortly after Doylestown added a connecting bike lane, elementary students could be seen riding in groups to the nearby school, parents in tow. It’s an example of “If you build it, they will ride,” set of circumstances.

For the month of May, cyclists should demonstrate the need for more bike lanes. With Bike to Work Week, and specifically Bike to Work Day, the time has arrived for cyclists of all demands to exemplify how much the community benefits from cyclists. From quicker short trips using a bike to reduced traffic in developed settings, National Bike Month has the ability to showcase the power of riding a bike to work (or school). Perhaps infrastructure will progress far enough that we will eventually pass our own car for sale on the car lot. Extra points if this happens in the month of May while riding to work.