30 thoughts on “Where to ride on the road”

1. And according the the Massachusetts Bicycle Bill of Rights, in a narrow lane a motorist is required to pass a cyclist by completely passing out of the lane as they would any other vehicle and that if it is not safe to pass, then the motorist must “WAIT” until it is safe to do so.

   I ride a Velomobile, a human powered vehicle that can be capable of maintaining the posted speed limits. Even so I am passed going over the crest of hills and around blind corners. I am passed on strait aways where cars will pass me and force oncoming traffic onto the opposite shoulders. This will happen even when I am doing the speed limit.

2. Please see ADOT Study of Business 40 (a.k.a. Route 66) that surveyed five years of bicylist-MV crash data. .ppt or web-viewable.
   Of the 75 bike-MV crashes, ONE was motorist overtaking (the motorist was cited).
   the major souce of collisions was attributed to wrong-way riding (on the path/sidewalk).
   Conclusions: “Discourage wrong-way riding. Encourage on-street riding”

3. Here is the text of the mandatory path law that was REPEALED (chapter 269, HB2302 Bicycle Paths; roadways. 39th Legislature 1st Regular session) in 1989,

   28-815C
   Wherever a usable path for bicycles has been provided and adjacent to a roadway, bicycle riders shall use the path and shall not use the roadway.

   see: http://azbikelaw.org/floor-notes-legislative-intent-and-bicycle-law/

4. here is the descriptive language from the City of Flagstaffdraft code revisions annotated:

   A number of studies have consistently found that bicycling on a path adjacent to the street is less safe than riding in the street; this provision therefore restricts safe riding
   practices.
   The provision also unnecessarily discriminates against bicycles by not allowing them to use the road, even though it may be safer for them

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7. The (LAB) LCI Manual focuses almost entirely on shoulders being strictly in the context of rural roads:

   Riding on the shoulder of rural roads?
   1. Ride far enough to the right to allow faster traffic to overtake without crossing the centerline or changing lanes
   2. Where motor traffic speed is much greater than cyclist speed, allow extra overtaking room.
   3. Scan ahead for surface hazards- common on rural, less well-maintained roads
   4. Surface may deteriorate quickly due to lower roadway construction standards for shoulders as opposed to roadway
   5. Shoulder may end abruptly
   6. Longitudinal cracks or seams between roadway and shoulder – caution when crossing
   7. Rumble Strips or Grooves – some types may cause loss of control
   8. Moving onto the roadway (treat this movement as a lane change)

   Lane Positioning
   Ride just to the right of traffic. If the lane is too narrow for a vehicle and cyclist to share, the
   cyclist should ride in the center or right of center of the lane as passing in a narrow lane is unsafe.
   Lanes may be striped to narrow or a hazard may narrow the usable width of the lane. On roads
   where other vehicles on the roadway are traveling above 45 mph or the sight lines are poor, riding
   on the shoulder is recommended.

   —

   The LCI manual also gives this more-specific guidance regading lane widths (this is nothing to do with shoulders); They specificy minimum (a la aashto, among others) 14 foot for sharing, then somewhat oddly they say that you must claim the lane in <12 foot -- i.e. what about 12-14 feet?:

   A. Multi-Lane and High-Speed Arterials ... Safety depends on width of the outside through lane. Wide curb lanes (14'+) provide space for bike and car to share side-by-side. 14 feet is the minimum for safe lane sharing but this is not adequate if there are frequent trucks or buses. Lanes less than 12' are too narrow for safe sharing and the cyclist must claim the lane. All traffic must travel at the cyclist's speed, which during rush hours may annoy some motorists. In many states it is illegal to delay more than 5 motor vehicles and the cyclist must pull over to let motorists pass.

8. I think my quote got truncated; the pluses of a separate path for bicyclists are covered in the article, the minuses are those listed above (e.g. harassment of cyclists using the roadway, greater intersection conflicts)

   Planned path along Shea Boulevard would benefit cyclists
   Mon Nov 12, 2012 8:19 AM

   …But Ed Beighe, author of azbikelaw.org, said that while most might agree a separate path is a good thing, “there are pluses and minuses.”

9. Here’s a discussions of issues with paths — e.g. “…This is the precise reason that sidewalk and parallel pathway cycling has shown a significantly higher rate of motor vehicle-bicycle collisions. See…”
   http://www.richardcmoeur.com/opinbike.html

10. A wonderful article from July 2013 issue of http://www.lawandordermag.com; the full article is available from the ABEA. (note to self: a copy is archived in “cases” folder of off-line storage)

    BICYCLE LAW ENFORCEMENT
    Enforce Laws with Mutual Respect
    by Kirby Beck

    Here is the opening portion of the article, the Myths/Facts were explained very well:

    Roads are for motor vehicles: In fact, roads are still for moving people and motor vehicles are but one
    type of conveyance by which people move. Slow vehicles are unsafe: Most enforcement officers know that speed kills; however, a perception has developed that vehicles that are slower than other traffic create a hazard; in truth, slower is still safer.

    The “right” of speed: Many people believe that you can’t use the road if you can’t keep up. If a heavily loaded truck is unable to accelerate from an intersection or up a hill, most motorists understand and merely tolerate it or pass it when they are able. Yet if the vehicle is a bicycle, intolerance and outrage develops in some drivers. As with all slow-moving vehicles, bikes must use the right lane unless they are preparing for a left turn, but despite common misconceptions, they still have a right to the roadway.

    It is safest for bicyclists to stay out of the way: This myth has sadly contributed to the majority of crashes and near-misses cyclists experience. Hugging the edge of the road is actually dangerous for a number of reasons. Most traffic lanes are too narrow to safely accommodate a motor vehicle and cyclist side by side. Cyclists who keep right so motorists can pass them without changing lanes actually encourage close passes and sideswipes. Cyclists who ride farther left and control the lane report no such problems. Motorists pass them in an adjacent lane. If they have to slow down and wait for an opportunity to pass, that’s OK. Empirical evidence shows that any delays motorists experience waiting to pass are usually 30 seconds or less.

    Bike lanes make cycling safer: In fact, bike lanes were created because of the myth listed above and the desire for a separate space. Bike lanes force cyclists to ride on the edge, sometimes even in the “door zone” of parked cars, where they might be directly hit or startled into swerving in front of traffic. Channeling bicyclists to the right of other traffic encourages them to be unpredictable — unexpectedly passing slower traffic on the right. When cyclists are forced to ride on the edge of the roadway conflicts arise at intersections and driveways—the most common location of bicycle/motorist crashes. There the cyclist’s position conflicts with turning cars—thru cyclists are to the right of right-turning vehicles and are often screened from the view of drivers turning left.

    Bicycle paths are safest for cyclists: Since paths fall outside the scope of traffic laws, behavior on them is unregulated, unpredictable and unenforceable. Conflicts and crashes increase at intersections. Unlike roads, paths don’t go everywhere people need or want to go.

    Cyclists riding in the middle of the traffic lane will impede traffic: Where “impeding” laws exist, nearly all clearly state that only drivers of motor vehicles can illegally impede. In the six states where the law does not specifically exclude non-motorized vehicles, it provides for the reasonable speed of the vehicle in question, thus accommodating farm tractors, horse carriages and bicycles. Why is it cyclists are being cited for “impeding” when they are actually driving defensively and in a manner reasonable for their vehicle?
    …

    Author’s bio:
    Kirby Beck is retired after 28 years with the Coon Rapids, Minn. Police. He is a certified IPMBA police
    cyclist instructor trainer. He is an expert witness in bicycle crash cases. He can be reached at kirby@
    kbeckconsulting.com

11. Another possibility is the International Police Mountain Bike Assoc… the IPMBA offers internationally recognized Certification and Training Courses — so they are set up to fully train officers in not only how to ride but also in the legal minutia:

    The IPMBA Police Cyclist Course: What Do They Do for Five Whole Days?:

    IPMBA Police Cyclist Course: Day 1
    Because of the potential for injury and liability, cycling practices and street riding are covered first in the classroom. Officers learn the legal definition of a “bicycle” versus a “vehicle” versus a “motor vehicle,” and why it is important to understand the difference. They are taught how to select in which lane to ride when multiple lanes exist, based upon where they want to end up. Does the officer need to turn right, left, or continue straight? They are taught to ride in one of three positions within each lane, to facilitate harmonious traffic flow, maximum safety, and ease of movement, as well as to fulfill expectations of both drivers and cyclists. They are taught when it is appropriate to make exceptions to these rules, such as when cresting the top of a hill. Since cycling in traffic is potentially dangerous, officers are encouraged to become so familiar with effective street cycling that it becomes second nature, allowing them to concentrate on good policing practice…

    Then, during Day 3:
    Next on the agenda are legal issues, including the use of bike lanes, bike paths, sidewalk riding, and operating the police mountain bike as an “emergency vehicle.” The state traffic law statute pertaining to bicycle operation is completely covered, as are local ordinances which affect officers in the class. Because they will be perceived as “bicycle experts,” officers are encouraged to learn and thoroughly understand bicycle traffic laws…

    http://ipmba.org/blog/comments/the-ipmba-police-cyclist-course

    From the book: The Complete Guide to Public Safety Cycling, 2nd Edition (google preview), this was somewhere referred to as a textbook for IPMBA training(?):

    p.76
    Cyclists do not have to ride only on the far-right side of the road. Most MVCs (Motor Vehicle Codes; including Arizona) allow them to leave the right side when … the width of the street makes it unsafe, especially in situations where riding too close to the roadway edge would encourage a driver to pass despite having insufficient room. In these situations, the cyclist should “take the lane,” that is, ride in the center of the traffic lane.
    p.78
    The cyclist should also take the lane on narrow roadways that do not allow a cyclist and a motor vehicle to pass safely side-by-side within the same lane. A narrow lane is usually one that is less than 12 feet wide. A typical passenger car or pickup is 6 feet wide, and trucks can be 8 or more feet wide. The cyclist’s profile, including the wobble lane, is roughly 3 feet wide. Some states require motorists to allow at least 3 feet when passing a cyclist; therefore, a 12-foot-wide lane would be required for a passenger vehicle to pass a cyclist legally within the same lane. A truck would require an even wider lane. The typical interstate highway lane is 12 feet wide, and some lower-speed streets may have lanes that exceed 12 feet, especially on the curbside lane. However, most streets upon which a cyclist rides have travel lanes narrower than 12 feet.
    While and inexperienced cyclist would move as far right as possible in attempt to make room for a faster-moving vehicle to pass, a skilled cyclist would move to the left — taking the entire lane — to force the motorist to pass legally, that is, by using the oncoming lane. By trying to make room for the motorist to pass, the cyclist may be forced to ride in a debris-filled gutter or on a gravel edge. They may trap a tire in the joint that separates the asphalt and gutter apron, hit the curb with a pedal, or face any one of several fall-provoking events. Cyclists have the right to the lane if they need it, and may legally take it if necessary.

12. 
    tales of uninformed LEO’s and judges who willfully misinterpret the AFRAP (As Far Right As Practicable, a.k.a. FTR, Far To the Right) rules are, according to this commuteorlando.com story, a trend
    “Bicyclists are the only vehicle drivers who routinely have to defend themselves to an officer or judge for simply driving in a safe and defensive manner. In the past four years I’ve been stopped three times by local officers here in Central Florida, and told a few other times by passing officers to get to the right edge (or even to the sidewalk). In all cases I was legally controlling a narrow lane.”

13. Speaking of FTR (Far to The Right) laws (thanks Mike!); In June 2013 Maine tweaked their FTR law
    http://www.bikemaine.org/coalition-news/ld-1460-a-bill-to-revise-maine-bicycle-law-becomes-law
    by adding a clarifying clause “except when it is unsafe to do so as determined by the bicyclist” after the AFRAP (As Far Right As Practicable). Sec. 4. 29-A MRSA §2063

14. Good wording regarding shoulder use in the FLORIDA BICYCLE LAW ENFORCEMENT GUIDE
    from floridabicycle.org see also ARIZONA Bicycle LE Guide (based/copied from Florida guide; with az statutes plugged in and adjusted as necessary).

    (my emphasis added):
    Roads with flush shoulders: where no bicycle lane is marked, a white edge line is typically marked to indicate the edge of the roadway; any pavement to the right of the edge line is shoulder pavement, not a bicycle lane unless it is marked with the bicycle lane symbol.
    Since the definition of “roadway” excludes shoulders, cyclists are not required to ride on paved shoulders that are not marked as bicycle lanes, although they may prefer to do so. A cyclist who rides on a paved shoulder typically needs to maintain 2 feet of clearance from the pavement edge. The cyclist should still travel on the right because (1) this reduces crash risk at intersections and driveways (drivers don’t expect traffic on shoulders to approach from the “wrong” direction) and (2) whenever the cyclist enters the roadway (e.g., to pass a pedestrian or other cyclist, cross an intersection, keep clear of a
    vehicle approaching to enter the roadway at a driveway, avoid debris or obstructions, etc.), right-side operation becomes mandatory

15. Mass. / MassBike LEO video; much newer (2014 vs. 2004) than the massbike materials mentioned above.
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20. Some reference materials:
    Subject: Re: [LCI Group] Course for police officers?

    Florida Law Enformcement Video
    https://www.youtube.com/watch?feature=player_embedded&v=Mqvgr-cH_A8
    North Carolina materials (prepared by LCI Steven Goodridge; and contains links to many other state specific material):
    http://humantransport.org/ncbikeed/?page_id=57
    WeBike’s materials are (i think) generic and not specific to any state:
    http://www.webike.org/services/enforcement

21. Here is what the LAB had to say about CHEROKEE SCHILL case in Jessamie County, Kentucky.
    There was a 3 part series of articles, first was Steve Clark who runs the BFC program, and went out and rode with Cherokee; next legal guy Ken Mcleod; and finally exec director Andy clarke.

    Steve Clark continues to seem to say the right things. The laws of KY are problematical for slow moving vehicles. And as (I) expected, Andy Clarke is the weak-link in defending cyclists’ rights.

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23. I wanted to share this tip about “riding big” (tip #4 from CyclingSavvy) with you based on another near miss (I read about your post on FB, was that near Bartlett? Thank you for sharing). I remember you once told me you rode far right because ‘that is where they want us’ but actually all the education from traffic safety organizations want bicycles to be a visible and normal part of the regular traffic flow, and to avoid right edge hazards. You and I both know this requires more education for responsible driving and driving with care, as many motorists do not understand that bicycles have first come first serve rights just like any other traffic and safe passing. Training drivers to not take advantage of courtesy by trying to squeeze by, instilling safe passing behavior, teaching patience over convenience, and balancing the transportation system to provide for equal protection of all users, is our public responsibility.

24. There can only be one best practice for any particular situation — it is the consensus (actually, unanimous, as far as I’ve found) viewpoint of traffic safety experts that bicyclists riding in a lane too narrow to share side-by-side ride to the *left*, away from the edge, to be safest.
    If you have a different viewpoint, you should be honest and admit that your claims conflict with that of all known traffic safety experts. I’ve collected them here: http://azbikelaw.org/where-to-ride-on-the-road/
    I would rather hope that you continue to educate yourselves — but i would also direct you to this group’s (“Cyclists are Drivers!”) “description” (upper right sidebar somewhere). If you cannot align yourselves with these precepts feel free to leave the group instead of spamming it up with get-out-of-the-way, and “dead right” mentality.

25. One of the problems for cyclists undoubtedly is that they use, or try to, intution to try to determine correct riding position, this quite likey would mislead them into a poor lane position when riding in narrow lanes… as Ezra Hauer writes in A case for evidence-based road-safety delivery
    “Intuition and experience are fallible guides to road-safety delivery”

26. It’s possible to find poor advice from safety non-experts, for example these “bicycling tips” from the AAOS (American Academy of Orthopaedic Surgeons) in cooperation with the AAM (Alliance for Automobile Manufacturers). Their tips range from the innocuous (drink plenty of water) to what amounts to anti-cyclist propaganda. The general tone is that bicycling is a recreational activity, and shouldn’t ever impede or inconvenience (the obviously more important) motorists:

    Choose bike routes wisely. Avoid riding on high traffic roads. The most direct route to your destination is often not the safest because more vehicles will also take that route. Select streets with fewer and slower cars.
    Whenever possible, choose streets with designated bicycle lanes. If there is not a bicycle lane, ride on the right shoulder of the road.
    Choose wide streets. When a street lane is too narrow for a vehicle and bicycle to safely ride side-by-side, or if there are several parked cars on the street, you will need to join traffic and ride toward the center of the road. If this causes traffic behind you to jam, or if cars are switching lanes trying to pass you, it is safest to find a different, quieter street.

    I could say something snarky about a the advice that comes from a lobbying group that promotes the interests of car manufacturers, and a professional organization of people who make money by repairing broken bicyclists… But I’ll leave that to the imagination 🙂

    Bad advice about bicycling in popular media abounds, in this case the bad advice comes by way of analogy from a Max Accordino, the tour director for Silo City Paddling:

    “You always want to be to the right. Treat kayaking like you’re a bicyclist on the road. You always need to stay to the right, and stay out of the way of traffic”

    In this case, the “expert” (presumably, a boating expert, not a road-traffic expert) is mis-applying a boating rule, the law of gross tonnage, to road traffic when it has no application. If the law of gross tonnage applied on the road, cars would have to yield to any truck.

27. Interesting opinion piece on Seth Davidson’s blog regarding a fake news / trolling incident involving a lane diet backlash (“bikelash”?) in LA’s Playa del Rey area:

    The bitter truth is this: Whether or not cyclists think that lane control works, road diets and bike infrastructure won’t work in Los Angeles’s angry, white urban areas. White and affluent cagers have shown that they are more than happy to subsidize the perception of speed and efficiency with more pedestrian/cycling deaths.

28. Cyclist Guy Hackett prevailed when a Lee County sheriff’s Cpl. Chad Heinemann issued him an FTR citation, showing common misconceptions/ignorance of both the law and traffic safety, fortunately in this case the cyclist prevailed with the judge saying upon dismissing:
    “I looked at the conditions of the road to make a determination whether or not it would have been safe for the cyclist to be utilizing his bicycle to the far right of the right lane and I don’t believe that would be safe for the bicyclist, I find Mr. Hackett not guilty.” — Cyclist fights for right to ride in full lane, and wins

    Unfortunately, Hackett reports that he continues to be harassed by the sheriff’s department

    Some police do get it, e.g. quoted for the story from neighboring Collier county, and showing a reasonable understanding that the bicyclist gets to decide when a lane is too narrow to share “Some may agree or disagree with him, but we have nothing to refute that he doesn’t have the right to take that lane,” said Commander Bill McDonald of the Collier sheriff’s office. “There is a statute that disallows impeding traffic, but it only applies to motor vehicles, McDonald noted”

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30. There’s a good roundup here in this comment about safety reasons why a bicyclist wouldn’t want to ride on a sidewalk (vs riding IN a lane)

    https://azbikelaw.org/woman-bicyclist-killed-in-collision-w-truck-horse-trailer/#comment-128155