***SHARE YOUR RIDE PHOTOS WITH CRW!***
Email them to: media-share@crw.org

Christine Johansen's pain cave!

Jeff Dieffenbach's setup, with a music stand for his iPad!

Submitted by John Allen, CRW Safety Coordinator

Safety advice isn’t just about what to do on the road; we need to discuss laws. They affect behavior, and in the unfortunate event of a crash they affect the outcome of insurance claims and lawsuits.

Massachusetts laws affecting bicyclists are basically fair, and have become more so during recent decades, thanks largely to MassBike's lobbying over the years. To be sure, Massachusetts traffic law can be confusing, with provisions scattered around in the General Law, some buried in long paragraphs or covered only in local ordinances. I posted the summary of laws in the January 2025 Safety Corner in case a police officer, insurance adjuster, or opponent in a lawsuit questions the legality of your riding. (Note, I am not a lawyer myself etc. etc., but…)

I’d like to extend my comments to say more about laws affecting e-bikes. 

Massachusetts General Laws, Chapter 85 Section 11B 3/4 gives a clear definition of an electric bicycle as falling into Class 1 (top speed under power 20 mph, pedal assist) or Class 2 (top speed 20 mph, also with a throttle), both with 750 watt maximum motor power.  

Massachusetts does not include Class 3 (top speed 28 mph, pedal assist only), which is of interest to aging CRW members like me who might want to keep up with our younger companions. These machines fall under the category of motorized bicycle, despite MassBike’s efforts. What does that mean for you?

Chapter 90 Section 1 of the General Laws describes a motorized bicycle as “a pedal bicycle which has a helper motor, or a non-pedal bicycle which has a motor, with a cylinder capacity not exceeding fifty cubic centimeters, an automatic transmission, and which is capable of a maximum speed of no more than thirty miles per hour; provided, that the definition of “motorized bicycle shall not include an electric bicycle.”

As described in Chapter 90 section 1B, a motorized-bicycle operator must have a driver’s license or learner’s permit. Most CRW members who would want to ride a Class 3 would have driver’s licenses, or could be tested and obtain one. An odd provision though is the limit to 25 miles per hour, though the Class 3 limit is 28 and the design limit in the definition is 30. Anywhere other than downhill, 25 mph is probably not usual even on one of CRW’s devo rides. As described in section Chapter 90, Section 1C, a motorized bicycle must conform to applicable Federal equipment standards, and in 1D, the dealer must affix a sticker and send a report to the Registry of Motor Vehicles, to be renewed biannually. 

The equipment requirement can be somewhat of a sticking point as it applies to Class 3 e-bikes if it requires a horn, lights or turn signals, but try as I might with a web search, I couldn’t find Federal standards online. So you’ll probably get away OK because any e-bike in this category that you would buy has good brakes, and you use lights at night and signal your turns.

I’ll close here by mentioning a timely topic: the recently-passed New Jersey law that upsets the applecart on definitions and regulation of e-bikes. New Jersey law defines several categories of electric two-wheelers, but they don’t conform to the established ones in other states, and they set several different speed limits. Here’s one of the categories: 

“Low-speed electric bicycle" means a two-wheeled vehicle with fully operable pedals and an electric motor that provides assistance only when the rider is pedaling, and that ceases to provide assistance when the bicycle reaches the speed of 20 miles per hour.”  

That’s Class 1, sort of! The definition differs from the one under the same name from the US Consumer Products Safety Commission, in not setting any power limit and in not including three-wheelers or Class 2. 

New Jersey now requires a license and registration for all e-bikes, insurance for some. New Jersey has several additional categories for electric two-wheelers, sometimes with different speed limits and definitions within the same category, and laws forbidding the sale of ones capable of more than 28 mph that have operable pedals. (Forget the pedals, and if properly equipped, it’s a legal motorized bicycle or motorcycle…which is how it should, in my opinion, be regulated.)

I’m going to stop here for now. Be glad for Massachusetts law: it could be much worse! And stay ready to comment on proposed changes in the law, because the increasing number of e-bike and e-moto crashes can lead to additional panicky legislative responses. 

Bob Bossart reflects on 60 years of cycling, from surgery to centuries.

1. Where are you from originally?
Born and raised in Pennsylvania. My earliest years were spent in the central part of the Commonwealth (Lewisburg and Reading), which I recall only through family photos. My family then moved to the Wilkes-Barre area, where I grew up and started school.

2. When did you start cycling, and what got you into it?
My entire family developed an interest in cycling in the late 1960s while I was in high school. We took part in club rides organized by the Wyoming Valley Bicycle Club and Sickler’s Bike Shop. In 1972, the Wyoming Valley Bicycle Club sponsored a century ride that was hoped to become an annual tradition. The Great 100 Bicycle Rally was widely promoted and attracted riders from all over the Northeast. At the age of 19, I had become addicted to cycling and was the proud owner of a Peugeot PX-10, which I rode as often as possible. That same year, I participated in the 10th running of the Tour of the Scioto River Valley (TOSRV) in Ohio. Along with three friends, I obtained my ABLA race license and participated in criterium racing. I didn't achieve much on the racetrack, but one of the guys I trained with went on to race for the Hills Cycle Team in Germantown, PA.

3. When did you join CRW, and what brought you to the club?
I joined the CRW in 2022 to take part in group rides.

4. Do you volunteer for CRW, and if so, in what way(s)?
Not as yet.

5. What type of cycling do you enjoy the most?
I own two gravel bikes and a hardtail mountain bike. I love all of them, but I must admit that 90% of my riding is on the road. I’m not fit enough for competition, but I do enjoy watching professional cyclists on TV. I also enjoy participating in organized rides, fondos, and sportives. CRW hosts some great events; I have participated in both the North to NH ride in the spring and the Cranberry Festival ride in the fall.

6. What’s your favorite ride or route?
There are some great routes on the South Shore where I live. It’s always a struggle to decide which one I’ll be doing today. The Hanson 32 (CRW library) is a ride that I’ve done on my own several times over the years. I recently did the Sunday morning ride led by Mike Togo. This is a great route on roads with minimal traffic.

7. What has been your favorite moment or experience with CRW?
I really enjoyed this year’s Cranberry Harvest ride. As you may recall, the forecast predicted a nor'easter, so the 100-mile ride was canceled. I opted for the metric century instead and joined a small group of about six or seven riders. We covered the miles at a record pace for me! I’ve met some great people on these rides. It’s always a blast.

8. What advice would you give a new CRW member?
Get involved. The calendar is loaded with opportunities to ride.

9. What’s a fun fact about you (cycling or non-cycling)?
I was hospitalized at Brigham & Women’s Hospital in January 2020 with symptoms of a rapid heart rate. I had been under the care of the cardiology department for several years due to hypertrophic cardiomyopathy, a genetic condition. My medical history was on file, giving the doctors an early understanding of my condition. The hospitalization lasted five months during the initial phase of the COVID-19 pandemic, when hospitals were in turmoil. At this point, I was on two pumps that assisted my dying heart and was listed for a transplant. Finally, in May of that year, the transplant took place. Three months later, I bought my first gravel bike and started my recovery. Then in June of the following year, 12 months after the transplant I pedaled that bike from Weymouth, MA to Rye Beach, NH: a 100-mile journey done at a party pace. I am forever grateful to the wonderful care I received at the Brigham and to the donor's family for this incredible gift.

10. What do you enjoy most about being part of CRW?
I believe the club has an excellent reputation. When I was considering becoming involved with an organized group, this name kept coming up, and the reputation is well-deserved.

11. Anything else you'd like the club to know?
Exercise is widely recognized as one of the best actions you can take for your heart, even for those who have undergone a heart transplant. The vagus nerve, which is the longest nerve in the human body, plays a crucial role in regulating involuntary functions such as heart rate, breathing, and digestion. During the transplant procedure, the vagus nerve is severed, and it rarely regrows. I was informed after my procedure that my heart rate would never exceed 130 beats per minute because of this. However, I often see my heart rate nearing 150 bpm during my rides, likely due to various hormones compensating for this limitation. My doctors have approved my cycling activities, and the only caution I receive is to be sure to wear a helmet!

The CRW Board met on January 6, 2026 to open a milestone year, the club’s 60th anniversary, and address key operational, financial, and strategic priorities for the year ahead.

Highlights

Budget & Finance
The Board reviewed and approved the FY2026 budget and updates to the Investment and Financial Policy, reaffirming the club’s commitment to responsible fiscal management. Membership dues were reviewed as part of the annual financial cycle.

Insurance & Events
Discussion focused on insurance coverage for century events, particularly the implications of non-member participation. The matter was referred to the appropriate committee for review.

60th Anniversary Planning
A 60th Anniversary Committee was approved to lead celebration efforts throughout 2026, emphasizing broad member participation and integration with CRW’s regular ride and event calendar.

Logo Redesign
The Board endorsed a logo refresh initiative to commemorate the anniversary year. Members will have an opportunity to provide feedback through a survey before the final design is selected.

Looking Ahead

Board meetings for 2026 are scheduled for Feb 1, Mar 8, May 10, July 12, Sep 13, and Nov 8. Next steps include finalizing the anniversary logo and launching member engagement activities.

As I step into the role of CRW President, I’m filled with excitement for what lies ahead. In 2026, we’ll celebrate our 60th anniversary—six decades of bringing cyclists together to explore New England’s roads and trails and to build lasting friendships on and off the bike.

I’m deeply grateful to Randolph Williams for his thoughtful leadership over the past two years and for guiding me through this transition. Thank you also to the Board of Directors for their confidence, and to the volunteers, ride leaders, and members whose efforts make CRW such a special community. Also, a shout-out to Mark Nardone, who will be stepping into the Executive VP role (I've got you on speed-dial!).

The Road Ahead

We’re fortunate to build on a strong foundation. Our three century rides, North to New Hampshire, Climb to the Clouds, and the Cranberry Century, have become signature events that attract riders from across the region. Each of these rides depends on dozens of volunteers to make them happen smoothly and safely, from marking routes to organizing rest stops, managing check-in, or handling logistics behind the scenes.

In 2026, we also plan to create special 60th anniversary rides and celebrations throughout the year. It’s the perfect moment to reflect on what makes CRW unique, and to play a part in shaping the next 60 years.

Your Invitation to Get Involved

I didn’t set out to become a club officer; it took a former board member encouraging (and re-encouraging) me until I finally said yes. I’m so glad they did. Now I’d like to do the same for you: say yes to something this year.

There are many ways to help:

• Lead a pace group on a century or weekend ride.

• Pick up supplies for a rest stop or event (Costco run!).

• Help organize a post-ride social, happy hour, or celebration.

• Join a committee, from Rides & Safety to Events or Communications.

• Bring a friend to a ride or welcome a new member on the road.

Every volunteer role, large or small, keeps our wheels turning. When you step up, you help others ride farther, safer, and with more joy.

Let’s Ride into the Next 60 Years

Every great CRW story starts with someone saying, “I’ll help.” As we head into our 60th year, I invite you to make that your first step. Get involved, give back, and help us celebrate what makes this club so special.

Here’s to a fantastic year of riding, connecting, and celebrating together. See you out there!

Ready to get involved? Email us at volunteering@crw.org.

Attention CRW Members!

The CRW Board invites you to help shape our club's future by participating in the upcoming CRW 2026 Membership Survey.

We Want to Hear from You: We encourage you to take a few minutes to give us your feedback. Your opinions and suggestions are crucial for enhancing our club's activities, events, and community engagement.

Survey Quick Facts:

• Link to Survey will be made available at the end of January.

• Estimated Time: About 5-10 minutes to complete.

Your Impact:

• Influence Decisions: Your insights help us understand member needs, shaping our decisions.

• Drive Positive Change: Your feedback is key to improving our club.

• Strengthen Our Community: Your input helps us foster a more vibrant and inclusive environment.

Thank you for your time and for being an essential part of CRW. We're eager to hear your thoughts!

Best regards,

The Board
Charles River Wheelers

By Barbara Jacobs and Erik D'Entremont

Every year, CRW awards a number of grants to organizations that are bike-centric. This year, the club is focused on non-profit organizations that provide events and activities for young children and organizations that are working on diversity issues in the bike community.

General Grants

Here are the organizations who received grant funding from CRW in 2025.

MassBike received $1,000 from CRW. Our organization supports and sponsors MassBike for the extensive work they provide to the Bicycling Community throughout Massachusetts.

The Bike Connector received $750 for three bicycle rodeos scheduled with the Lowell Public Schools for the spring of 2026. The rodeos will take place at Full-Service Community Schools that serve children living in poverty who don't have access to bicycles. The Bike Connector will distribute 120 refurbished bicycles and new helmets at these rodeos. TBC volunteers will fit each child to a bike and a new helmet. Children will learn and practice safe bicycle skills. New riders will learn to balance and pedal their bikes.

Worcester Earn-A-Bike received $750 for its Youth Earn-a-Bike program which engages youth ages 9 to 17 to earn a bike. With five hours volunteering, while learning bicycle repair, problem-solving skills, and teamwork, they choose a bike of their own from their inventory of donated bicycles. For younger kids, they sell kids’ bikes for $5 at their spring Kids’ Bike Sale. They also welcome adults to the shop who can earn a bike after ten hours volunteering. The CRW grant is helping the organization to open an additional evening each week in 2026. The grant funds support another 3-hour slot per week in the busiest months of June-August.

Friends of The Mattapoisett Bicycle and Recreational Path received $250 for Bikes for All to expand its work and storage space. These funds will help secure a permanent location, embellish the exterior of a container and outfit the interior with hooks, bike and tool racks, and other features that will simplify operations.

South Coast Bicycle Alliance received $250 to stage one or more events that will occur in April or May of 2026. These events will promote bike safety and their organization’s goals of reaching many of Wareham’s culturally-diverse families. These events would provide free bike helmets to the children and information to the parents about efforts to bring a safer, separated bike and walking paths to town. An interactive map will indicate planned and potential routes throughout Wareham.

Century Grants

In recognition of their support for our Century rides, the following organizations were awarded grants through our Century program.

New England Classic Charity Bike Tour received $500.

Friends of the Mattapoisett Bicycle and Recreational Path received $250.

Stow Bike for the Woods received $67.

National Multiple Sclerosis Society MS received $200.

***SHARE YOUR INDOOR SETUP PHOTOS WITH CRW!***
For February’s issue of WheelPeople, we want to see your setup for indoor cycling!
Email a picture of your Pain Cave to: media-share@crw.org

John O'Dowd leads a Zwift ride through the digital Makuri Islands.

Submitted by John Allen, CRW Safety Coordinator

“Real improvement in safety and mobility requires data-driven planning.”

— Mighk Wilson, planner at MetroPlan Orlando (Florida), utility cyclist and CyclingSavvy co-founder

This applies to planning, but also, your own understanding of how to be safe, and your confidence in choosing bicycling for transportation and recreation. So, please read on!

Paul Schimek’s Boston study

Bicycling crashes in Boston have been the subject of an excellent study, conducted by Dr. Paul Schimek and based on crash reports and emergency-room data. Schimek didn’t have bicycle use data, but he could determine the relative frequencies of different kinds of crashes. They may not be quite what you think:

• dooring was the most common crash type reported to police;

• the motorist left turn (“left cross”) came in second;

• following this were the motorist drive-out and motorist right turn (“right hook”).

All of these are more likely when cyclists are riding at the far right side of the street – in the door zone and passing on the right. Most bike lanes in the Boston area encourage this behavior. 

Next came bicyclist errors:

• running red lights;

• failing to yield from a stop sign or driveway came next;

• then falls.

Last and least were overtaking crashes.  Surprisingly, there were more overtaking crashes with bicyclists rear-ending motor vehicles than with motorists rear-ending bicyclists. 

Schimek looked into hospital data and determined that police reports miss 76% of emergency-room visits and 60% of hospital admissions. These are overwhelmingly crashes that do not involve a motor vehicle.

What lessons does Schimek’s study offer? It’s important to be predictable, obeying the rules of the road – but also to be predictable by using defensive driving techniques – and that can mean staying out of the bike lane. Good bike-handling technique and situational awareness of potholes and other road hazards help too.

A summary and link to the detailed research paper are online on Schimek’s site. 

Mighk Wilson’s research

Mighk Wilson’s cutting-edge research is able to establish crash rates. He also has taken a wider look at nationwide bicycling trends.

Wilson collects data with Miovision cameras. They are mounted on poles like the controversial Flock license-plate readers, but instead count road users and record aggregate behavior in traffic. Wilson uses the cameras to count cyclists and track their direction of travel, speed, and position (e.g. travel lane, bike lane, paved shoulder, sidewalk, sidepath, or shared use path).

Before the camera technology became available, determining bicycling crash rates was very cumbersome. Checking data from the cameras against records made this easy.

Some of Wilson’s findings can be summarized as follows:

• Cyclist speed is a top factor in crash rates. Wilson found twice the crash rate on streets as on sidewalks, surprisingly, but the underlying factor was speed, not facility type: sidewalk cyclists were much slower, on average. Wilson observes that “[i]t’s not that the bike lane or sidewalk makes the cyclist safer, it’s that the cyclist makes the facility safer because they are slower. When a motorist violates their right of way, they don’t need the stopping distance.” 

• In a related finding, downhill cycling on sidewalks proved to be very hazardous due to the speed.

• Higher posted speed limits and nighttime cycling proved to be highly important risk factors in car-bike collisions (though most nighttime crash reports didn’t indicate whether a cyclist was using lights).
  

• As already documented in other studies, bicycling opposite the direction of traffic results in about 5 times the rate of car-bike crashes as bicycling with traffic. Wilson was able to establish that this holds whether the cyclist is riding on the street, sidewalk or sidepath.

The speed issue bears on the utility of bicycling, because a main advantage of cycling is in decreasing travel time compared with walking, and—for many urban trips—compared with public transportation and motoring when you include walks to and from transit stops or parking.

Wilson conducted his research in the Orlando urban area, but he also reviewed data about rates of bicycle use in the ten cities around the USA with top “bicycle network scores”: measures of construction of special infrastructure. He came to a rather striking conclusion. Despite the construction of many more special bicycle facilities, bicycle commuting has increased only in two: New York and San Francisco. In other cities with top “bicycle network scores” it has declined. These include Portland, Oregon, Washington, DC and Seattle, cities which have made large infrastructure investments. Bicycle crash numbers also have increased very substantially in all of these cities except New York and San Francisco. 

What makes those two cities different? Wilson notes that street connectivity, convenience and safety of bicycle parking, expense of auto parking, college age population, low income and weather prove to be more important than the extent of special bicycle facilities. Wilson makes a telling comparison between Orlando and Amsterdam, with a much smaller urban area and secure parking at train stations.

Wilson has recently given a seminar online about his research, now released as an online video. You may find his written introduction and the embedded video here. If you open the video in its Vimeo platform, you’ll find a description including a hot-linked table of contents to its sections.

Summary

Wilson’s and Schimek’s studies are the two most significant ones on urban cycling in the USA of which I know. They are indispensable reading if you want to have a solid background on the topic.