Bicycle Accident Claims: How They Work

Short answer: A bicycle accident claim usually runs against the driver's auto liability policy when a car was involved, and your own auto policy can also respond through medical payments coverage, personal injury protection, or uninsured and underinsured motorist coverage even though you were riding rather than driving. Injuries tend to be serious because a cyclist has no structure around them, so policy limits often cap the claim, and comparative fault is argued hard: insurers routinely point to lane position, visibility and helmet use. Consult a licensed attorney in your state.

A bicycle crash produces a claim that looks, on the surface, like any other collision between a vehicle and a person. A driver, an insurer, an injured party, a set of medical bills. Underneath that surface it behaves differently from the first phone call, because the person who was hurt was not protected by a frame of steel, a set of belts and a set of airbags. They were protected by nothing, and every part of the claim that follows is shaped by that fact.

TortWise has already covered the closest relative of this claim in our explainer on pedestrian accident claims, and a great deal of the architecture carries over directly: the same coverage stack, the same fight over comparative fault, the same urgency about evidence that disappears within days. This explainer covers what is specific to being on two wheels rather than on foot, including the arguments insurers raise that are unique to cyclists, how e-bikes complicate the analysis, what happens when there is no other vehicle at all, and how the bicycle and gear themselves get valued alongside the injury.

What a bicycle accident claim actually is

Strip away the vocabulary and the structure is ordinary. Someone owed you a duty of reasonable care, that duty was breached, the breach caused you harm, and the harm has a value. A bicycle claim proves the same four things any injury claim proves. What differs is what the proof looks like, who is arguing about which part, and how much protection the rider had in the first place.

Drivers generally owe a duty of care to everyone lawfully using the road, including cyclists, and in most places cyclists are entitled to use the roadway subject to the same traffic laws that govern other vehicles, sometimes with additional protections like a minimum passing distance. A rider who was not riding in the furthest edge of the lane, or who was riding through an intersection rather than walking a bike across it, has not stepped outside the law’s protection. They have supplied the other side with a talking point, which is a different thing and produces a different result.

What follows from that is the whole shape of the file. Liability is rarely a clean yes or no. It is usually a division expressed as a percentage, argued over with real intensity. Meanwhile the damages side is often larger than a typical fender bender, because a rider struck by a vehicle at road speed has no structure absorbing the energy on their behalf. A larger number and a harder fault argument are the two pressures that define almost every bicycle claim.

Why cyclists are treated differently from drivers in a claim

The reason is mechanical before it is legal. A driver inside a vehicle is surrounded by a structure engineered for a collision: a crumple zone that absorbs energy over distance, a belt that spreads load across the strongest parts of the body, an airbag that slows the head. A cyclist has a helmet covering part of the skull and nothing else. The energy of an impact with a vehicle transfers into an unprotected body.

Two consequences follow for the claim. First, the economic component tends to be large when a vehicle is involved, because the injuries are often serious: fractures, head injury, surgery, extended rehabilitation, and sometimes a lasting change in function or earning capacity. Our explainer on what a personal injury claim is worth walks through how those components are assembled. Second, a large number invites a harder defense. Insurers resist in proportion to exposure, so the same severity that raises the value also raises the resistance, which is why these files rarely move quickly.

Whose insurance pays when a cyclist is hit by a car

This is the first question most injured riders ask, and the honest answer has more than one layer.

The primary route, when a vehicle caused the crash, is the driver’s auto liability coverage. That policy exists to pay for bodily injury the driver causes to other people, and a cyclist is squarely within that category. Being on two wheels rather than four does not remove you from the class of people the coverage protects.

Underneath that sit several other possible payers, and they matter most exactly when the primary route falls short. Your own auto policy, if you carry one, may respond through first-party coverages even though your car sat parked at home during the crash. Your health insurance almost certainly carries the treatment bills while everything else gets sorted out. Where a road defect or a dangerous condition contributed, a property owner or a public entity may be part of the picture too.

The practical instruction is to identify every possible payer before deciding a claim is small. Our explainer on who pays medical bills after an accident sets out how those payers interact and in what order, and sequencing matters here because the bills can arrive fast and large.

The driver’s liability policy and its limits

This is the main route when a car was involved, and it has one structural weakness worth understanding before you rely on it.

Liability coverage is written with limits, commonly a per-person figure and a per-accident figure. The per-person limit caps what any single injured person can recover from that policy no matter how large the claim turns out to be. A driver who bought a minimum policy in a state with modest minimums is not doing anything unusual, and that policy can be exhausted by a single surgery, let alone months of rehabilitation after a serious collision with a cyclist.

That is the collision between two facts already established. Bicycle injuries involving a vehicle skew severe, so the claims skew large. Liability limits do not scale to the severity of what happened. An illustrative $100,000 limit is a meaningful sum in the abstract and a small one against an illustrative $350,000 claim.

Two things follow. Finding out the driver’s limit early is not a detail, it reshapes the whole approach to the file. And when the limit is clearly inadequate, attention shifts immediately to the other coverages described below, and to whether anyone else shares responsibility. Neither of those moves is something to work out in month nine.

Your own auto policy can respond even though you were on a bike

Here is the part that surprises riders most, and it costs money every time it goes unnoticed.

Auto policies do not only cover you while you are in a car. Several of the coverages already paid for are commonly written to follow the insured person rather than the insured vehicle, which means they can apply while you are cycling, walking, or riding as a passenger in somebody else’s car. The coverage was bought as car insurance, and in this scenario it is doing something that has nothing to do with your car.

Three coverages are worth checking on your declarations page immediately after a cycling collision with a vehicle: medical payments coverage, personal injury protection where your state uses it, and uninsured and underinsured motorist coverage. Each behaves differently and each is covered in its own section below.

The reason this matters so much is timing and gaps. The driver’s insurer will not pay anything until liability and value are settled, which takes months. First-party coverages can pay far sooner. And when the driver has no insurance, cannot be found, or carries a limit that runs out quickly, your own policy may be the only place the rest of the money exists. Pull the declarations page. Read the actual lines. If a line is unclear, ask your agent to explain it in writing.

Medical payments, PIP, and health insurance

Medical payments coverage, usually called MedPay, is a relatively small first-party benefit that pays medical bills from a covered incident without asking who was at fault. Limits are commonly modest, and it is optional in most places that offer it. Personal injury protection, called PIP where it exists, is a broader no-fault coverage that can extend beyond medical bills to a portion of lost income and certain replacement services, mandatory in some states and optional in others.

Their value in a bicycle claim is speed. Providers do not wait for a liability determination, and unpaid balances go to collections on their own schedule. An illustrative $5,000 of MedPay applied to early treatment keeps accounts current and removes some of the financial pressure that pushes injured riders toward accepting an early offer they should refuse.

Health insurance usually carries the treatment while everything else is argued about, and usually wants its money back at the end. How strong that reimbursement right is depends on the type of plan and on state law, and the amount is frequently negotiable in practice even where the right itself is clear. The interaction that catches people comes later: amounts paid under MedPay or PIP may be credited against the eventual recovery, may have to be reimbursed out of it, or may simply be additional, depending on your state and your policy wording. Using them early is still generally the right move, because the alternative is an unpaid bill in collections.

Uninsured and underinsured motorist coverage for cyclists

This is the coverage that turns an uncollectable bicycle claim into a paid one, and it is routinely overlooked because the injured person was not driving.

Uninsured motorist coverage responds when the at-fault driver had no liability insurance in force, and in most policies it also reaches a driver who cannot be identified, which is how a hit-and-run becomes payable. Underinsured motorist coverage responds when the driver had insurance but the limit is smaller than the value of the claim, which given the severity pattern in serious bicycle collisions is a common scenario.

Many policies extend these coverages to the named insured and resident relatives while they are cycling, walking, or otherwise outside a vehicle. That is a policy-wording and state-law question rather than a universal rule, and it deserves an actual answer rather than an assumption, because the money at stake is often larger than everything else in the file combined. Our explainer on how uninsured motorist claims work covers the mechanics, including whether a limit is reduced by what the driver’s insurer paid, whether limits stack, and the consent-to-settle clause that can void the claim if you sign a release too early.

Why comparative fault dominates bicycle claims

In a rear-end collision between two cars, fault is usually conceded quickly and the argument moves to damages. In a bicycle case, fault is often argued to the end, and the reason is arithmetic rather than principle.

When the claim is large, a percentage of it is large. Establishing a 25 percent share against an illustrative $350,000 claim removes an illustrative $87,500 from the insurer’s exposure without disputing a single medical record. That is the cheapest defense available in a case where the injuries are documented and severe, and it is why it gets used so consistently against cyclists.

Most states reduce a claimant’s recovery by their share of responsibility, and a minority use rules that end the claim once the share crosses a threshold, or in a small number of places once it exists at all. Our explainer on comparative negligence sets out those regimes in full. What matters here is that the same fault percentage produces very different outcomes depending on which rule applies, and that rule is a fact about your state rather than a fact about your crash.

The arguments insurers make against cyclists

The arguments are predictable, which is the useful thing about them. Knowing the list in advance turns a series of surprises into a set of questions with prepared answers.

The most common is lane position: that you were riding too far from the edge, or in a travel lane rather than a bike lane that existed nearby. The second is conspicuity, the argument that you were hard to see because of dark clothing, no lights after dusk, or a position the driver did not expect a cyclist to occupy. The third is signaling, that you turned or changed position without indicating it. The fourth is sudden movement, meaning you swerved around an obstacle, a pothole or a parked car door into the path of a vehicle that had no opportunity to react.

Each of these has a real version and a lazy version. A cyclist who swerved with no warning into a lane with a car already alongside genuinely bears some responsibility. A cyclist riding predictably in a marked bike lane, with lights on at dusk, does not become responsible because the jacket was dark. The distinction is causation, and an insurer arguing conspicuity has to connect the appearance to the outcome: that the driver would have avoided the collision had you been dressed differently. That is a claim about visibility distance, speed and reaction time, and it is answerable with evidence.

Helmet use and how it does and does not affect a claim

Helmet use sits in its own category because people assume it answers the whole claim, and it usually does not.

Whether an adult is legally required to wear a helmet while cycling varies by state, and a meaningful number of places have no such requirement at all. Where no law was broken, not wearing a helmet is not, by itself, evidence of fault for causing the crash. The crash was caused by whoever failed to see you, failed to yield, or failed to leave room, not by what was or was not on your head.

Where helmet use becomes relevant in some states is narrower and more specific: an argument, sometimes allowed and sometimes not depending on the jurisdiction, that the absence of a helmet affected the severity of a head or facial injury specifically, separate from the question of who caused the crash in the first place. Whether that argument is permitted, how it is proven, and how much it can reduce a claim differ by state and are not something this explainer states as a rule, because there is no single rule. If a helmet question has come up in your claim, it belongs in front of a licensed attorney rather than being assumed either way.

Bike lanes, right of way and the dooring problem

A set of fact patterns recur often enough in bicycle claims that they deserve their own treatment, separate from the general arguments above.

Dooring, where a parked vehicle’s door opens into a cyclist’s path, is common and usually straightforward on liability: the duty to check before opening a door into traffic falls on the person in the vehicle, and most jurisdictions place responsibility there squarely. The evidence that matters is distance from the parked car, speed, and whether a bike lane or a reasonable riding line put the cyclist exactly where a door would open.

Bike lane claims add a design layer that a plain roadway crash does not have. Whether a lane was marked, protected, or merely painted on pavement that vehicles routinely use for turns affects both how a crash happened and whether a public entity’s design choices become part of the picture. Right-of-way disputes at intersections, including whether a cyclist in a bike lane has the same signal priority as a vehicle in the adjacent lane, are governed by state and local traffic law that differs enough between places that no general statement here would be reliable. Where any of these are in play, photograph the lane markings, signage and intersection configuration before anything changes.

E-bikes, pedal assist, and why classification can change the analysis

Electric bicycles have grown fast enough that the law covering them is still catching up in a lot of states, and that gap matters to a claim.

Most states sort e-bikes into classes based on top assisted speed and whether the motor requires pedaling to engage at all, sometimes with a separate category for a throttle that moves the bike without pedaling. The practical effect of the class a bike falls into can include whether it needs to be registered like a motor vehicle, whether a minimum age or license applies, which rules of the road govern it, and which insurance policies are built to respond to a crash involving one. A rider on a bike classified closer to a moped may find that an ordinary auto policy’s cycling-adjacent coverages do not contemplate the vehicle at all, while a rider on a lower-assist class is treated essentially like any other cyclist.

The speed question also changes the fault conversation. An insurer may argue that an e-bike traveling faster than a driver would expect a cyclist to travel contributed to the crash, which is a factual argument about actual speed rather than about the bike’s classification, and it is answerable with the same kind of evidence used in any speed dispute. None of this is settled the same way everywhere, which is exactly why an e-bike crash deserves a direct conversation with a licensed attorney about how your state classifies your specific bike.

Cyclist versus cyclist and cyclist versus pedestrian collisions

Not every bicycle claim involves a car, and the ones that do not change which coverages are realistically available.

When another cyclist or a pedestrian caused the crash, there is frequently no applicable auto policy on either side. A homeowners or renters policy sometimes extends liability coverage to incidents its policyholder causes away from the home, including a collision on a shared path, though this depends heavily on the specific insurer and policy wording and is never guaranteed. Where no such coverage exists, recovery can mean pursuing the at-fault person’s own assets directly, a materially harder and slower path than an auto claim against an insurer.

In these cases your own health insurance, and any first-party coverages you hold, become more central to how the medical side gets paid while the liability question is sorted out. The investigative work also changes: rather than a vehicle’s data and dashcam footage, the evidence tends to be witness accounts, trail or path camera footage where it exists, and the physical positions of both people and both bicycles at the point of impact.

Solo crashes: road defects and no other vehicle at all

A fall with no other person involved feels, to most riders, like the end of any claim. That is not always true.

Where a pothole, a crumbling edge, debris left by a contractor, a poorly designed transition in a bike lane, or a hazard on private property contributed to the fall, a premises or public-entity claim may exist against whoever was responsible for maintaining that condition. These claims run on different machinery than a typical driver-versus-cyclist file. Where a public entity such as a city or county is responsible for the road or path, there is often a formal notice requirement with a deadline considerably shorter than the general injury filing deadline people have heard about, and missing it can end an otherwise strong claim on procedure alone.

The evidentiary urgency is sharper here than almost anywhere else in this explainer. A pothole gets patched, debris gets swept, a hazard gets fixed precisely because someone reported it, and once that happens there is often no remaining proof the condition ever existed. Photograph the defect immediately, from multiple angles and with something for scale, before reporting it to anyone who might repair it.

The evidence that carries disproportionate weight

In a two-car collision the vehicles themselves testify through crush patterns and contact points. A bicycle crash usually has one vehicle, a bicycle, and a person, so the proof has to come from elsewhere, and much of it is time-sensitive.

The physical scene matters first: the final position of the bicycle and the person, scuff and gouge marks, debris, the road surface and any defect, and the lighting if the crash happened after dark. Video matters second, and it is both the most decisive evidence and the most reliably lost. Storefront cameras, residential doorbell cameras, transit vehicle cameras and other drivers’ dashcams all cover a surprising amount of ordinary street frontage, and most systems overwrite their footage on a short cycle measured in days. The driver’s account of when they first saw you matters third, because it is often the single fact that decides the comparative fault percentage, and it is usually given within hours of the crash, before anyone has had time to reconsider it.

Our explainer on how to document an injury claim covers the general discipline of building a file. The instruction specific to a bicycle crash is speed: within days, someone should walk the block, note every camera facing the location, and send a written preservation request to each holder before the footage is gone.

Common injuries in a bicycle accident and why they read differently to adjusters

The injury pattern in a serious bicycle collision follows from the same physics that makes these claims valuable and hard to defend at the same time.

Head and facial injuries are common even with a helmet, because a helmet is designed to reduce the severity of certain impacts rather than prevent injury altogether. Upper limb fractures are frequent from an instinctive attempt to break a fall. Road rash, while it sounds minor, can be extensive, slow to heal, and prone to infection and scarring in a way that reads as more serious once a treating record documents it properly. Soft tissue injury to the neck and back is common from the sudden deceleration, similar in mechanism to what whiplash describes in a vehicle collision.

The claim consequence is that treatment often runs long and across several specialties, which is exactly the kind of record an adjuster takes seriously, provided it exists. A gap between the crash and the first medical visit, or a gap between visits during recovery, is the single easiest argument for a payer to make that the injury was not serious or was caused by something else. Consistent, documented treatment is what keeps that argument from working.

How a fault percentage actually reduces the money

The arithmetic is simple, which is exactly why it is worth doing before anyone quotes a settlement figure.

Take an illustrative claim value of $350,000, chosen only to make the numbers legible. A 10 percent fault share removes $35,000 and leaves $315,000. A 25 percent share removes $87,500 and leaves $262,500. A 40 percent share removes $140,000 and leaves $210,000. Every point is worth $3,500, one percent of the claim value, and that per-point price is why the argument over lane position and lights gets fought as hard as it does.

Then the regime question lands on top. In a state applying pure comparative rules, a 51 percent share still leaves 49 percent, so an illustrative $350,000 claim yields $171,500. In a state where recovery is barred at 50 percent or more, the same 51 percent share yields nothing at all. Identical facts, identical evidence, opposite outcomes.

The chart says something uncomfortable. The single largest lever in many bicycle claims is not the medical evidence, it is a percentage negotiated between people who were not on the bike. Run the arithmetic on your own figures in the companion further down this page, which is a demonstration rather than a valuation.

The bicycle itself, gear, and other property damage

A collision with a vehicle rarely leaves the bicycle unharmed, and that side of the claim is easy to under-recover if it is treated as an afterthought.

The bicycle itself is typically valued by what it was worth immediately before the crash rather than by replacement cost, though insurers handle this differently from how they handle a car, and a bicycle without an obvious resale market can be harder to price than a car with thousands of comparable listings. Receipts, the original purchase price, upgrades like wheels, drivetrain components or a replaced fork, and photographs of the bike in good condition before the crash all help establish a number that is not simply whatever the adjuster’s first offer happens to be.

Gear matters too, and riders routinely forget to claim it. A damaged helmet should never be reused after an impact regardless of how it looks, and its replacement cost belongs in the claim. Cycling shoes, a damaged frame bag or pannier, a cracked phone mount, lights, and any electronics on an e-bike are all legitimate property damage. Photograph everything before it is thrown away or repaired, and keep the damaged items until the claim resolves, because a payer is entitled to see what they are paying to replace.

Hit and run while cycling

A driver leaving the scene feels like the end of the claim. It usually is not, though it changes the route entirely.

Most auto policies extend uninsured motorist coverage to a vehicle whose driver cannot be identified, which is the mechanism that makes a hit-and-run payable rather than simply absorbed. The claim then runs against your own insurer under your own contract, with your insurer as the payer and your policy governing the argument, sometimes through arbitration rather than a lawsuit. Our explainer on uninsured motorist claims covers that structure in full.

Two conditions commonly attach and both are time-critical. Policies and statutes frequently require the incident be reported to police within a short window, and missing it can be fatal to the claim regardless of merit. Some policies and some states also require corroboration beyond the injured person’s own account, particularly where there was no physical contact between the vehicle and the bicycle. The instruction is immediate rather than eventual: call the police and get an incident number the same day, tell your own insurer explicitly that the driver was not identified, and look for nearby cameras before their retention windows close.

Claims involving child cyclists

Claims for an injured child on a bicycle run on different rules in several respects, and a family working from adult assumptions will get most of it wrong.

The first difference is the fault standard. Many states apply a different measure of what can reasonably be expected of a child in traffic, recognizing that judgment about speed, distance and risk develops with age. Some use age brackets, some assess the individual child, and a small number of places treat very young children as incapable of contributory fault at all. The practical effect is that the standard lane-position and visibility arguments land very differently against a nine year old than against an adult.

The second is the driver’s side of the equation. Drivers are commonly held to heightened expectations of caution where children on bicycles are foreseeable, such as near schools, parks and residential streets. The third is procedural: settlements on behalf of a minor frequently require court approval, and the money is usually held under arrangements designed to preserve it until adulthood rather than paid over directly. None of this is uniform, which is why a family facing this should be talking to a licensed attorney in their state early.

A worked example carried through the arithmetic

Here is one hypothetical carried from value to net outcome. Every figure was chosen to make the arithmetic legible. None of it is drawn from any case, any dataset or any settlement, and none of it predicts anything at all.

Assume an illustrative full claim value of $350,000, built from documented medical treatment, lost income, supported future care and a non-economic component, after a cyclist was struck by a car turning across a bike lane. Assume the insurer argues, and the parties eventually accept, a 20 percent share of responsibility attributed to the cyclist for not having a front light on at dusk. Assume a state that reduces rather than bars at that level.

The fault reduction removes $70,000, leaving a claim value of $280,000. The driver carries an illustrative $100,000 per-person liability limit, which is paid in full and leaves $180,000 of value unmet. The cyclist happens to carry an illustrative $200,000 underinsured motorist limit on their own auto policy, in a state applying the offset arrangement, so $100,000 of it remains available after the driver’s $100,000 is counted against it. That $100,000 is paid.

The total recovery is $200,000 against a $350,000 starting value. $70,000 went to the fault share and $80,000 has no payer behind it at all. Then the fee, the case costs and any health plan reimbursement come out of the $200,000 before anything reaches the injured rider.

The shape is the point rather than the numbers. Two of the four segments are decided by things that happened before the collision: a limit the driver chose and a limit the cyclist chose. A third is decided by an argument about a light. Only a fraction of the outcome is about how well the medical case is presented. Change the inputs in the companion below and watch which segment moves the most.

Common mistakes that shrink a bicycle accident claim

The recurring errors here are procedural rather than analytical, which is what makes them so expensive and so avoidable.

Assuming there is no claim because you were not in a bike lane, or because no helmet law applied, or because no other vehicle was involved. Accepting a fault percentage as a fact rather than treating it as an opening position to negotiate. Never checking your own auto policy, and so missing MedPay, PIP and the underinsured coverage that often holds more money than the driver’s policy does. Throwing away the damaged bicycle or helmet before it is photographed and valued. Signing a release from the driver’s insurer before finding out what your own policy requires first.

Two more are specific to the severity pattern common in these claims. Under-documenting the non-medical effects, including the help needed at home, the commuting or exercise that became impossible, and the work days that were missed or reduced. And settling before the medical picture is stable, which for a fracture, a head injury, or extensive road rash with scarring can take far longer than anyone wants it to. Every one of these mistakes gets worse with time, and several become unfixable, which is why speaking with a licensed attorney early costs nothing in most injury practices and forecloses none of your options.

When to bring in a licensed attorney

TortWise is an informational publisher rather than a law firm, and nobody here can tell you what your claim needs. What this explainer can do is describe the signals that generally point toward professional involvement, and a bicycle claim involving a vehicle carries most of them by default.

Serious or permanent injury is the first, because valuing future care and earning capacity is not something an injured rider can assemble alone. A disputed fault percentage is the second, and it is present in nearly every bicycle file that reaches an insurer. Inadequate liability limits are the third, since finding additional coverage is technical work. A hit-and-run, an involved child, an e-bike classification question, or a possible road-defect or public-entity angle each raise the technical difficulty sharply on their own.

Time-sensitive evidence is the practical argument. Preservation requests for nearby video, the driver’s own phone and insurance information, and reconstruction work where speed or sight lines are disputed all happen through channels that a represented claimant has and an unrepresented one usually does not. Our explainer on how to find a personal injury lawyer covers how to choose one, and consultations are typically free.

The bottom line

A bicycle accident claim proves the same things every injury claim proves, then differs in ways that decide most outcomes. The injuries tend to be serious when a vehicle is involved, because a cyclist has almost no structure protecting them. The coverage picture is wider than most riders expect, because your own auto policy can respond even though you were not driving. And the fight is usually about a percentage, built from lane position, lighting and signaling, rather than about the medicine.

Two of those are things you can act on this week. Pull your own declarations page and read the MedPay, PIP and uninsured motorist lines, because that is where the second layer of money lives and nobody volunteers it. And treat the evidence as perishable: nearby video, the condition of the road or bike lane, and the bicycle and gear themselves all have expiry dates measured in days rather than months.

The third is not something to handle alone. Which shared-fault rule applies, whether a helmet question can be raised in your state, how an e-bike is classified where you ride, and whether your own coverage reaches you while cycling are all state and policy questions with real money attached. Put them to a licensed attorney in the state where the crash happened, and do it early, because in these cases the cost of waiting is usually evidence rather than time.

This explainer describes the general architecture of bicycle injury claims and stops there. TortWise publishes information; it is not a law firm, nobody here represents you, and reading this creates no attorney-client relationship of any kind. Every dollar figure above was invented to make arithmetic visible, and none of it reflects, resembles or predicts the result of any real claim. Which shared-fault rule applies, whether a helmet law applies to adults where you ride, how your state classifies a given e-bike, whether your own auto policy reaches you while cycling, and what must be presented to a public entity over a road or path defect and by when are all set separately by each state and by the wording of your own policy, and all of them are revised over time. Speak with an attorney licensed where the crash happened, and speak with them promptly, because waiting costs evidence that cannot be recreated.

Edited by Hamza Hai, MBA · Editor

Hamza Hai is the editor of TortWise. She holds an MBA and reviews the site's articles against our editorial standards, checking that every figure is labelled for what it is, that nothing is presented as verified fact without a source the reader can check, and that the writing stays useful to a non-specialist.

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