The Fast Pumping Artery to Golden: Save the 16L

When RTD proposed its series of cuts at a study session on December 19th, they slated 6 bus lines and special sports services such as BroncosRide, RockiesRide, and CU Denver Game rides to be completely eliminated. Outside of being slightly surprised about the game day lines being cut, I was dismayed to hear that the 16L bus was being eliminated as well. As a line that is one of the most direct ways for individuals to get from Downtown Golden to Denver County and vice versa, the 16L is a line that is worth saving due to the service that it provides.

Background

Before I go further into why I believe the 16L should be saved, I will admit my bias here: The 16L was my former bus. As someone that works just south of downtown, the 16L was a bus that I would take constantly from where I was renting to where I currently work. Beyond just being my former bus, however, the 16L is a valuable resource for residents of Jefferson County.

Running roughly from just west of Downtown Golden to the corner of Colfax and Broadway along Colfax over the course of a little over 45-50 minutes, the 16L is the closest that anyone can take to get to Golden proper given that the W-Line stops at the Jefferson County Government Center Station, roughly an 8 minute drive or 45 minute walk from Downtown Golden or its suburbs. Along the way, it passes by staples of West Colfax, including the Chuck Wagon Diner, Casa Bonita, and the Colfax Museum. It also passes by big box stores such as Wal-Mart and Colorado Mills before it takes a turn off Colfax into Golden.

Casa Bonita
An Exterior Shot of Casa Bonita

Why Is It Potentially Being Cut?

During the staff presentation of the service reductions, the justification for the routes to be eliminated were either that they were under-performing or that the route was a duplication of another service. Due to the fact that the 16L is a limited version of the regular 16, it was deemed to be a duplication of service and cut given that, out of all of the lines being eliminated, the 16L has the highest amount of ridership.

What is wrong with the 16?

To illustrate what a loss the 16L would be in comparison to its longer counterpart the 16, here are some maps of routes that each bus takes between two sample destinations: the Colfax at Auraria Station and Woody’s Wood Fired Pizza in Downtown Golden

The first route shown is the route that the 16 takes

Colfax 16
The 16 Route

While Google says that it takes about an hour and 10 minutes, my personal experience shows that it takes about an hour and 15 minutes on a good run.

Contrast this with the 16L

Colfax 16L.jpg
16L route

again, as a disclaimer, while google says it takes about 42 minutes, I would realistically say it takes about 45 minutes to 50 minutes from experience.

As you can see, the stop that the 16 takes at the Decatur-Federal station causes roughly a 20-30 minute difference from its counterpart, the 16L, which for many RTD services is the equivalent to a run. Even though, in the planning document, more runs of the 16 would be added, that would still not stop the fact that the prolonged stop at the Decatur-Federal station would make the trip from Denver to Golden more than an hour every time.

Conclusion

If the 16L had been cut by the time that I was working in Downtown Denver, I would have been unable to work in Downtown without having a commute longer than an hour from the Lakewood/Golden cusp to Civic Center Park. While RTD believes that bolstering the amount of 16 buses would alleviate the issue, all it would do is create a steady amount of longer trips from the Golden/Lakewood area to Denver, frustrating riders even more and driving down ridership in favor of an alternative like car commuting. For this reason, the 16L should be spared from the chopping block that is the service cuts RTD is considering, as it is the artery that makes the heart of RTD beat.

Featured image is credited to Paul Albani-Burgio from Colorado Community Media, and portrays a 16L bus bound for Civic Center at the 10th and Washington stop in Golden.

 

Proposed RTD Cuts: What You Need To Know

I just attended the study session for RTD’s service reductions. After the initial presentation on broad themes related to service cuts for RTD, there was discussion on what would specifically be cut. Here are routes that will be reduced/eliminated that you need to know about.

Bus Eliminations/Reductions

1. 16L On West Colfax- Runs from Civic Center Park to Downtown Golden

This line holds a particular significance to me because it is the line I would use in the past to get to work. If it wasn’t running, my work commute would increase from roughly 45 minutes to an hour and 20 minutes. The detour the 16 takes when the 16L is not running is something that inconveniences a lot of people, including myself.

2. 55 in Arvada- Runs From Arvada Ridge to Olde Town Arvada

3. 99L in Lakewood – Runs from Southwest Plaza to Federal Center Station

4.  157 in Aurora- Runs from Aurora Metro Center to Buckley Air Force Base

5. 236 in Boulder- Runs from Table Mesa to Boulder Junction Stations

6. 403 in Highlands Ranch- Runs from Littleton Station to Lincoln Station

7. Special Services such BroncosRide, RockiesRide, and rides to CU Denver Games would be eliminated

Access-a-Ride Services and para-transit will not be affected.

Bus Reductions

0L (South Broadway)

Selected Peak period trips would be discontinued

1 (1st Avenue)

Service discontinued east of Alameda Station

16 (West Colfax)

Service added to offset elimination of 16L

27 (East Yale Avenue)

Service will be combined with Route 46 north of Yale Avenue and discontinued service south of Hampden. New south terminal at
Southmoor pnR.

32 (32nd Ave/City Park)

Discontinue service east of Downtown and west of Wadsworth Boulevard.

46 (South Dahlia Street)

Combine with 27 south of Yale Avenue, replacing former routing.

65 (Monaco Parkway)

Sunday from 30 minute to 60 minute frequency

67 (Ridge Road)

Reduce service frequency weekday and Saturday

99 (South Kipling)

Weekend Service Discontinued

125 (Youngfield/Ward)

Service north of Ward Road Station discontinued

130 (Yale/Buckley)

Reduce frequency from 15 to 30 minutes.

139 (Quincy)

Discontinue 5:13am, 5:41am 5:56am eastbound and 4:40am westbound trips

153 (Chambers) 

Reduce peak frequency from 15 to 30 minutes between Arapahoe Crossing and Peoria&Smith Road Stn. 437

206 (Pearl/Manhattan/Fairview High School)

Discontinue weekday mid-day service (930am to 230pm); remove route between BJDS and Arapahoe/55th

483 (Parker Road/Lincoln Ave)

Reduce peak frequency from 30 to 60 minutes.

JUMP (Boulder Lafayette Via Arapahoe

Reduce frequency to hourly wk mid-day, east of 63rd/Arap-Lafayette

Free Mallride

Service reduced from 90 seconds to 3 minute intervals.

Rail Changes/Eliminations

1. D Line- Runs from Mineral to 18th and California, would be eliminated on Weekends. C Line would have added weekend base period service frequency

2. H-Line-Runs from Florida to 18th and California, would have reduced Saturday Frequency

3. R-Line-Runs from Ridgegate to Peoria, would be reduced to 2 trains per hour

Commuter trains would not be affected.

Concerns From the Board

The board of directors had some concerns when they were presented with this plan publicly for the first time. Director Judy Lubow asked in regards to whether staff had put together a plan or hired a consultant in regards to retention for drivers. Director Jeff Walker was curious about if they could retain more employees by finalizing cuts before the next round of service changes in May. Shontel Lewis spoke from the logistical aspects of hiring drivers, speaking about issues regarding class sizes, number of supervisors per garage, and the issue of whether service reductions would actually cut down on mandated overtime, a common theme that emerged among the directors. The response in regards to the mandated overtime question was the same in every instance, with staff stressing that, while it should still be available, it should not be required.

Another common theme was in regards to the Broncos, Rockies, and CU Denver ride services that would be cut. While Director Kate Williams stated that Broncos season ticket holders wouldn’t necessarily need the service, others pointed out how the services are often and entry level introduction to RTD that creates more riders.

Director Lynn Guissinger and others ask if certain cuts would be temporary, while others were not, another common theme among the directors. Guissinger also inquired about the possibility of Denver and Boulder buying out certain RTD routes to keep them funded, an allusion partially to Denver’s new Department of Transportation and Infrastructure and the role it could play with the agency during these times. Director Vince Buzek was the only board member to explicitly come out against the service cuts, saying that a “transit agency should provide transit” and noting that the amount of cuts for bus were greater than the amount of cuts for rail despite over 100 rail trips often being cut a day.

Perhaps the most poignant statement for me came from Director Bob Broom, who noted that, while R-Line ridership was up 4% compared to the rest of rail in Denver, the R-Line was still getting cut back to 2 trains per hour. Additionally, the suggestion by Director Angie Rivera-Malpiede that RTD hold pop-up events at stations in regards to the cut was a marketing idea that I wholeheartedly agree with. The section of the meeting adjourned with the promise of a full spreadsheet detailing the extent of the cuts, which will be added here in the morning.

What’s Next?

There will be 15 public meetings held by RTD in each district in regards to the service cuts throughout the months of January and February. This space will keep you updated in a later post on when those public meetings will be, and will keep you more in depth updated on the meeting located in Denver County. Stay tuned.

B-Cycle Lost, no RTD Boss: A turbulent time for transit in Denver and beyond.

If you have been paying attention in the slightest to new about transit on the Front Range, you may have noticed the massive upheaval that everything is currently going through. From RTD’s CEO retiring part way through his term, to the proposed cuts will be revealed on December 12. The other big news this week is the end of B-Cycle in Denver with the city looking for a new bikeshare company. Looking at all of these changes as someone that until yesterday was a regular user of the light-rail and someone that is a consistent user of B-Cycle (to the point I wrote an article about it) scares me to an extent, and should scare anyone that is an advocate for less car usage and promotes alternative modes of transportation.

Lingering in the background of this is the newly created Department of Transportation and Infrastructure (DOTI), approved by Denver voters overwhelmingly in the past November election and tasked with taking over the work of the Department of Public works while being permitted to work on transit issues at the city level through its new charter. If there is a glimmer of hope in a time where transit is very likely to constrict from RTD and the loss of B-Cycle, it is from a hopefully aggressively DOTI advocating for city level improvements to transit infrastructure. In the meantime, I will begin to use this space to drive people to advocate for different transit options and keep people updated in regards to the changes coming to the city of Denver.

 

Was The Legend Ride fiction, though?

I initially posted about The Legend Ride to my personal blog GradWithATat because I received a journal from a security officer that worked at a hotel downtown detailing the incident. As a skeptic and journalist, I assumed the guy was just some merry prankster until I read the part about the second journal.

Something seems off.

I detailed my route  back when I was much more active with this blog platform and before joining DenverUrbanism as a contributor, and, after reading, as I have become to call him, Hercules’ story, I’ve noticed some interesting similarities. Ellipses are mine

My Ride

The initial couple of miles was decidedly suburban and terrifying. While most people fear cycling downtown. The stretch of area between the 11th Avenue Cherry Creek Trail and work is decently marked for a bike lane in the Golden Triangle area. The stretch from Dahlia to E Kentucky avenue, however, was a nightmare.

Hercules

I ride up S Dahlia and Evans, getting virtually 0 traffic from other cars and pedestrians. . . When I reach Dahlia and Kentucky, I make my usual left turn, taking another right unto Cherry and going through…

Glendale. Hercules is trying to describe going through Glendale, because at Cherry and Kentucky there is a sign that welcomes people to Glendale, Colorado.

My Ride 

While signage is a lot less defined on the Glendale section of the trail, it picks up past the Cherry Creek Mall once 1st and University is crossed. The most memorable part of this section is immediately after the mall, where a rabbit that I nicknamed “First,” seems to appear around 9:20 PM. this section of the trail comprises another 2-2.5 miles of the entire ride.

Hercules

I breezed through the sprinklers past the ave section of the trail, feeling a little chilly but still holding up fairly well. The 1st and University rabbit that is around mall seemed to be a little earlier on the trail than usual. She, along with a guy sleeping at the re-entrance up on the Univresity that I passed further.

Despite the decay in spelling and grammar, Hercules is describing the beginning of the Cherry Creek Trail, at least from where I usually enter. The “ave” section of the trail is the “Colorado Avenue” section of the area.

I used to take the trail in the AM as well, and First would also be on the trail around 6:15-6:30 AM, so Hercules isn’t lying when he says the rabbit is earlier than usual. Let’s do one more section, this time 2 separate passages for my ride

My Ride

While I will elucidate my thoughts on the country club later on in this blot (sic), the biggest frustration was a stoplight right at the entrance of the club at 1st and Gilpin, where I would be stopped at times to wait for one car to cross the intersection. After passing this light, it was a straight shot all the way to 11th and Speer.

From Downing to 11th was the most interesting stretch of people watching. From professional cyclists with interesting lights, to late night Lime and Ofo riders for the brief period when they were allowed until the ban, to a large homeless population that used the trail as refuge, it was an experience

Hercules

After passing the University, I took it easy until offramp. I made mad dash with impunity, before signaling alley.

That sounds like a good portion of my commute. I tracked my rides in Strava consistently during the time I biked to work on nightshift, and here is (roughly) where I ended up landing.

My Ride

My Commute_LI.jpg

Hercules makes it past University, which means he reenters the Cherry Creek Trail in the Downtown Denver section of the map, but there is no indication of where he exits.

Oh hey, a package just came, I’ll be back.

Weird, I usually don’t get Saturday deliveries…

Mail.jpg

Wait, this journal looks familiar. Oh no, it can’t possibly be… oh lord.

Hercules

It’s Hercules’ journal

Somehow, he knows I am unto him.

Weekly Roundup 8/19/2018

When I started this blog, I did it as a means of trying to educate the general public about what life is like for a commuter that primarily relies on public transit and alternative modes of getting around. The purpose of these weekly roundups is to discuss issues related to transit, including everything from RTD to highway expansion, that affect everyone in the Metro area, including myself. Additionally, I will be posting links to relevant meetups and events in the coming week. This list is not meant to be exhaustive, but rather to be composed of articles I found relevant and liked.

Articles of Note (8/13-8/19)

Parking Limits at 41st and Fox Would Be (Small) Win Against Government-Mandated Traffic (Streetsblog)

Article about the 41st and Fox light rail station possibly being the first in the city to have parking limits. Though a small victory in decreasing car usage in the area and encouraging more multi-modal forms of transit, it would be the first step in eliminating parking minimums that increase traffic and cause congestion.

Central Denver property owners who are about to have to pay for sidewalk repairs just got their first chance to give feedback (and they did) (Denverite)

Article discussing the beginning of a decade long plan that would get residents of District 1, which encompasses most of Central Denver, to fix and upgrade sidewalks. Issues such as historical preservation, the possibility of a tax increase, and affordability programs residents can use to partially pay for the renovations.

Uber to introduce dockless electric-assist bicycles in Denver  (Denverite)

Article giving an overview of the new electric bike program launched this past Friday by Uber to encourage bicycle usage. An interesting characteristic of the Jump bikes is the addition of a lock to use to lock up before concluding a ride and the fact that Uber has only decided to put 250 bikes on the roads.

This Machine Has a Soul Will Change Your Mind About Participatory Budgeting (Westword)

Article covering a unique installation in North Denver running through the 20th encouraging residents primarily of the neighborhoods in that area to think about budgeting from a different perspective. Though not specifically transit related, the installation partially covers related to the contentious fight over I70 expansion.

Velorama rolls back to move forward with tighter, simpler layout for 2018 (Denver Post)

Article about changes to the combination bike race/music festival held in RiNo. The two main components of the changes include moving the venue to the Rockies parking lot and scaling back street closures.

Upcoming/Ongoing Events Next Week (8/20-8/25)

The following is a small selection of events happening this week. If an event related to transit or pedestrian related issues is coming up and is not listed below, let me know. I will try and incorporate these events unto a weekly Google Calendar in the future.

This Machine Has a Soul makes its final run at the beginning of this week (Monday, August 21st, 4:30-8:30 PM)

Denver City Council will be holding its weekly meeting at the City-County building.  Upcoming and past Agendas can be found here. (Monday, August 20th, 5:30-End)

Land Use, Transportation, and Infrastructure Committee holds its weekly meeting at the City-County building. Agendas can be found here (Tuesday, August 21st, 10:30 AM-End)

Denver Street Partnership will be delivering their petition to the City-County building to advocate for more people friendly streets. More info can be found Here (Tuesday, August 21st, 12:00-1:00 PM )

RTD will be holding its monthly board of directors meeting at the Blake Street headquarters. Agenda can be found here. (Tuesday, August 21st, 5:30-End)

Rocky Mountain Bus Riders Union will be meeting at Leela’s on 15th and Champa for their monthly meeting (Wednesday, August

Tour De Fat, a cycling and beer event focused on raising money for local bicycle nonprofits, returns to Sculpture Park for its 19th season. Info can be found in the link (Saturday, August 25th, 12:00 PM-5:30 PM)

 

Riffing on Transit Options: Thoughts on Lime and Bird Scooters/Bikes in Denver

The Basics

Background

Lime S Debute
Lime Scooter Debut at Mutiny Information Cafe on May 25th. Photo Courtesy of Kevin J Beaty of Denverite

On Friday May 25th, Lime Scooters initially landed in Denver just in time for Memorial Day weekend. About a week later, Denver’s Department of Public Works ordered both Lime and Bird to remove the scooters from the streets. About a month after the after the removal of the scooters, the city unveiled a pilot program allowing 5 scooter companies to operate up to 250 vehicles in their fleet, with an additional 100 allowed if confined to opportunity areas (PDF). Permits are valid for the one year duration of the pilot program, and can be adjusted based on performance and feedback.

Regulatory Structure

Permitting

As mentioned above, scooter companies will be allowed to operate 250 scooters in the Denver Metro area, with an additional 100 allowed in designated opportunity areas. With bicycles, fleets of 400 are allowed, with an additional 100 allowed in opportunity areas.

Below is a chart outlining the permitting fee schedules.

Permit Fee Denver
Information found here (PDF)

Rules of the Road

Regulations for riding the scooters include the following:

-Scooters are not allowed to be ridden in Denver Parks

-Scooters are not allowed in bike lanes

-Scooters should be dropped off at designated “transit stops” and parked upright in areas away from the right of way

-Scooters are not allowed on the 16th Street Mall

With bicycles, state and local law governing the use of bicycles apply in this case.

Deployment Schedule

Currently, both Lime and Bird have scooters on the road. 6 other companies, 3 operating scooters and 3 operating bikes expect to deploy their fleets over the next 5 months. Below is a table from Denverite of when the major operators are expected to deploy their fleets in the Metro Area.

Denverite Table Deployment Schedule
Table Courtesy of Ashley Dean, Denverite

Arguments

Below are some arguments for and against the dockless scooters and bike programs. These are by no means the full extent of arguments out there.

For

1. Scooters/Bikes Help Solve the First Mile/Last Mile problem in Transit

Most Americans that take public transit on a daily basis are comfortable with walking 1/4th of a mile to and from a bus stop or light rail station to get to their destination. However, often many Denverites are not within this range of transit stops which leads them to rely on cars to get to and from their destinations. With scooters available for individuals to use to get to and from transit stops, the likelihood of someone choosing transit over driving a single occupancy vehicle increases.

2. Scooters/Bikes can be integrated into the Mobility Action Plan

With an ambitious goal of reducing single occupant vehicle trips from 73% to 50% by 2030, scooters and bikes can be used as a way to reach the benchmarks of 15% biking/pedestrian trips and 15% transit trips.

Mobility Action Plan
Graphic With Mobility Action Plan Goals

3. Scooters/Bikes are a low cost alternative to services like Uber/Lyft, getting more cars off the road.

With both Lyft and Uber having minimums of $7 per ride, they often are an expensive option for those traveling relatively short distances within cities. Additionally, they help to reduce the amount of drunk drivers on the road if used in lieu of driving home after a night of drinking.

Against

1. Scooters/Bikes add congestion to already busy sidewalks

While riders are encouraged not to leave dockless vehicles in high density areas, it is inescapable at times when transit stops are in high density areas. This often makes them a nuisance for regular pedestrians to navigate around, including people with disabilities and others.

2. There is no guarantee dockless companies will remain in business

With ofo ceasing operations throughout North America in the next month or so, there is no insurance that dockless bike and scooter companies will exist without being consolidated, bought out, or going under. If the City of Denver invests in a dockless pilot program that ultimately results in one company having a monopoly over bikes and scooters, it isn’t one that is successful.

Ofo Bike Graveyard
Ofo Bike Graveyard in China

3. Scooters/Bikes negatively contribute to gentrification

With LA residents destroying electric scooters in creative ways and San Franciscans using scooters to block Google buses, it is a legitimate question as to how companies like Lime and Bird contribute negatively to gentrification. The biggest sticking point for residents is how tech has transformed both cities, including changing the culture, increasing the cost of living, and displacing longtime residents of cities throughout the United States. With the gap of scooters being available in high income vs. low income neighborhoods, Lime and Bird further increase inequality between neighborhoods.

My Opinion

I still haven’t ridden either Lime or Bird scooters yet, and refuse to at this point. My biggest concern is the speed of the scooters and legally not being able to use bike lanes. Going up to 15 mph, they would be incredibly dangerous to pilot in a pedestrian rich environment. Additionally, I worry about whether the additional 100 scooters each company is allowed will actually be placed in opportunity areas, or will end up strewn around more affluent parts of the city. My skepticism of Silicon Valley, where most of these companies have started, in trying to solve urban problems is also a major factor in my skepticism of the dockless sharing programs. Regardless, the scooters are here to stay, and hopefully my concerns are addressed.

Night Shift Commute Part 2: The Bike Ride

It feels like yesterday. The first night ride into work. I remember the odd feeling as I powered down the Cherry Creek Trail, listening to Nine Inch Nails on the lowest possible volume while remaining completely vigilant of my surroundings. As “Copy of a Copy” hummed quietly from my pocket, I dodged sprinklers, the spare piece of trash, and had possibly one of the most interesting free sightseeing experience in the Metro-Denver area after 9:00 PM.

Suburbia

The initial couple of miles was decidedly suburban and terrifying. While most people fear cycling downtown. The stretch of area between the 11th Avenue Cherry Creek Trail and work is decently marked for a bike lane in the Golden Triangle area. The stretch from Dahlia to E Kentucky avenue, however, was a nightmare. A corridor that is steadily increasing in traffic, it boasted 4 way stops at the top of large hills, a traffic light halfway through that seemed to take an eternity to turn, designated parking past the light, and a protected pedestrian lane from Dahlia to Cherry at Kentucky (about a block) that cyclists were supposed to go in (spoiler, its against state law to go through). Even though this part of my commute only took about 12-13 minutes, it was always a very harrowing 12-13 minutes, with the closest encounters with cars happening along this stretch.

The Trail

Glendale Cherry Creek Trail.jpg
A Section of the Cherry Creek Trail in Glendale, CO, courtesy of the City Website

Glendale to 1st and University

Once I reached the trail at Exposition Ave and S Cherry Creek Street, it became a no-brainer. The trail is incredibly well marked, with stops along the way to get off to your end destination. While signage is a lot less defined on the Glendale section of the trail, it picks up past the Cherry Creek Mall once 1st and University is crossed. The most memorable part of this section is immediately after the mall, where a rabbit that I nicknamed “First,” seems to appear around 9:20 PM. this section of the trail comprises another 2-2.5 miles of the entire ride.

1st and University to 11th and Speer

Denver Country Club
Denver Country Club, an area I couldn’t pass through.

The most difficult turn of the route takes place around University and 1st. A sharp right with narrow mixed lanes where cyclists are encouraged yield to pedestrians, there is a raised surface at the bottom that acts as an impromptu “speed trap” to slow down riders. However it often ends as a “wipe-out point” if you approach it too fast, so braking was a big component of my time going down it. At night, there weren’t too many people going down it, but it was harrowing when a cyclist was going in the opposite direction and they had forgotten to put on lights.

After I reemerged on the other side of University, I would pass by the Denver Country Club to get back on the core of the trail. Like the turn under University, it was a mixed use pavement section, but it was incredibly frustrating to have to take a detour around the club and then get back on the trail. While I will elucidate my thoughts on the country club later on in this blot, the biggest frustration was a stoplight right at the entrance of the club at 1st and Gilpin, where I would be stopped at times to wait for one car to cross the intersection. After passing this light, it was a straight shot all the way to 11th and Speer.

From Downing to 11th was the most interesting stretch of people watching. From professional cyclists with interesting lights, to late night Lime and Ofo riders for the brief period when they were allowed until the ban, to a large homeless population that used the trail as refuge, it was an experience. This was always that stretch of the trail that, if anyone said “hey” I would keep peddling. I can’t think of anytime I would want to have a random conversation with a stranger on a trail after 9:30 PM on a weeknight. After passing 11th and Speer, I would take a right and turn off at the ramp. This section was the longest, topping in around 2.5 to 3 miles.

11th and Speer to Work

NigelPenhale.jpg
Cherry Creek Mural by Nigel Penhale. Find his work at nigeldesign.carbonmade.com

Once I reached the end of the trail, I reached the shortest section of the trail (1> mile). I would usually go down to 10th and Speer, go a couple of blocks through a protected bike lane, take a left unto Bannock and go a couple blocks up. Nothing too remarkable about this section outside of who I may have saw at the bars and restaurants along the way.

Conclusion

The night route to work, while cumbersome at the beginning, became a sort of meditation before the shift. It gave me the energy to get going, while keeping me cool until mid-June when the heat began to pick up and sun starting setting later. When I have my brief sojourn into the nightshift world next week, the fond memories of the Cherry Creek Trail and anticipation of riding it again will get me through.

Featured image is of a map of the route, showing major neighborhoods in the Denver Area. Initial section of trail is blacked out to protect privacy.