Michael Bluejay has compiled a competent summary of the pros and cons of bike lanes. Though it is, in my opinion, too heavily slanted toward advocacy, some valid points are made. On the other side of the fence are summaries by Fred Oswald and John Forester, which rely less on unscientific studies and more on logical analysis. No matter how you view the controversy, in the end, promotion of bike lanes is a means of shirking personal responsibility. Competency and skill are transferred from the vehicle operator to the government.

There have been no studies showing that those who are introduced to transport cycling through reliance on bike lanes to facilitate adoption ever graduate to become competent vehicular cyclists. Quite the contrary, several studies and media reports highlight the very real hazard that these infrastructure enhancements represent – particularly at intersections. The incidence of fatal right hooks increase as unskilled cyclists pass queued motorists and position themselves at the front of the line.

Other problems arise when cyclists need to make a left turn. Two options result: either the cyclist must make the counter-intuitive decision to cross the solid white line delineating the perceived safety of the bike lane and venture out into the proper traffic lanes or they must execute a pedestrian turn. Neither of these methods is intuitive and both lead to confusion and inconvenience.

We, as a society, do not provide special lanes for novice motorists, nor do we provide special facilities for motorcyclists taking to the roadway for the first time. Why is it that bicyclists are seen as needing special, designated lanes for travel from one point to another? The truth is, these facilities are not necessary.

Many municipalities already have a functional training grounds for novice and inexperienced cyclists. They are frequently referred to as bike routes. Often designed and implemented with input from experienced vehicular cyclists, these designated routes make use of relatively calm, quite side streets and residential roads to ease the inexperienced bicyclist from realm of the recreational to the world of the transportation cyclist. Because the roads chosen have relatively less traffic and, often, wide outside lanes, the cyclist is able to gain much needed confidence. As they gain experience, they can move on to busier and more efficient routes.

Competent, experienced vehicular cyclists are often chided for being closed minded and elitist when it comes to our abhorrence of bike lanes. These are interesting terms. It is more closed minded, in my opinion, to believe that special facilities are the only means of promoting transportation cycling. Proponents of these facilities seem to doubt their own ability to master proper vehicular technique, while at the same time projecting an irrational distrust of their motor propelled counterparts. They assume all cyclists must share this paranoia and consequently advocate for segregationist facilities and protective legislation.

Labeling vehicular cyclists as elitist is even more puzzling. To be among an elite is to be an exemplary representative of one’s group or class; to be superlative. That some fit that label, there is little doubt. Though the achievement has come with years of experience. Elitism is the act of promoting the best to the exclusion of the rest. Nothing could be further from the truth. Competent, experienced vehicular cyclists seek only to protect our right to operate as a legally recognized vehicles and encourage others to adopt the same guiding principles in order to achieve the same level of ability. This is not accomplished by segregation within special facilities. It only comes as the result of application of proven technique and ability.

Designated bike routes facilitate the acquisition of knowledge and experience through operation on quieter, wider roads. As confidence builds, competence will follow. Many of the communities in North Texas have route systems which have either been fully implemented or are close to being so. Dallas leads the way with, perhaps, the oldest and most extensive route system. Fort Worth has a nascent system with additional enhancements on the drawing board. Garland, Richardson, Plano and others have signed, on-street routes to guide new cyclists. Unfortunately, few have published this information online. Careful study of the types of streets designated by Dallas or consulting with experienced commuters, however, will allow one to glean functional insight.

If cyclists are going to preserve their right to be recognized as vehicles and respected in that capacity by others, it is contingent upon them to ensure that privilege through action. Demanding special facilities or protective legislation serves only to jeopardize our standing in this regard. If we see ourselves a vulnerable and in need of special consideration, our peers and politicians will respond by removing us from the roadway for our own protection. Instead, we must acquire the knowledge and experience necessary to be competent self-propelled vehicle operators capable of claiming our right to the road and doing so safely, legally and effectively.

The article contains several quotes attributed to Armstrong. One stands out as seeming to confirm BFOC’s claims.

“There are times I ride in Austin, and I’m afraid of cars,” Armstrong said. “Imagine what the beginner cyclist must feel like?”

Sounds odd, doesn’t it. A seven time Tour de France winner being afraid of cars. I suppose it could be true. Viewing the following video, one comes away with a different take, however.

Fear? Where is the fear? Not only is Armstrong riding in the midst of normal traffic, in many of the shots he is doing so legally and confidently with good lane positioning and adhering to the two-abreast rule. It is the balance of the footage, which is most telling. One recognizes an unapologetic scofflaw who has no regard for the law or the other vehicles on the roadway.

More importantly, at no point within the article is there a quote from Armstrong indicating affection for bike lanes. Though there are several references to these on-street facilities, there is never a direct endorsement. The closest he comes is the following statement with respect to how Austin can reach a point where “biking is part of the culture”.

The (Lance Armstrong Bikeway) is a big start…

The author goes on to describe the “bikeway” in terms of being some sort of cycle track. Despite the inference in the article, a cycle track is not a bike lane. It is a facility designed to separate cyclists from motor vehicles and serves only to diminish the legitimacy of a bicycle as a vehicle.

In truth, all of the pandering language used by Armstrong and his partner is simply a vehicle for garnering the attention of prospective customers. It is branding; it’s advertising, pure and simple. “Advocates” in Austin, North Texas and elsewhere have relied upon fear, uncertainly and doom to build a following of inferior cyclists in order to drive their infrastructure plans. They have now enlisted a well-known cycling celebrity to help push their agenda. This same mentality has, unfortunately, been adopted by local advocacy groups.

North Texas has several organizations who call themselves bicycle advocates. Some are more honest than others when it comes to clearly stating intent. BFOC is the most vocal in their goal to see bike lanes become a part of the transportation infrastructure. A big problem with their tactics is the use of lies and subterfuge to achieve their desires. The example cited above is among many one can readily discover at their website. Perhaps less apparent is their fascist editorializing. The webmasters deny comments from those with dissenting views. On rare occasions when opposing information is approved, it is attacked with flawed arguments or criticized out of context.

Groups like BFOC capitalize on FUD to mobilize their base. Rather than present facts to support their position, some of these groups employ deceit and personal attacks. For those with knowledge and experience relative to the subject, these tactics are obvious. To the gullible and uneducated, actions like these appear to be legitimate arguments.

What I describe above is not limited to BFOC; they are only the most pronounced example. There are certainly voices from the vehicular cycling community who are also prone to hyperbole and bending the truth in order to spread their message. Some degree of hypocrisy creeps into all of these discussions. It is the responsibility of the audience to learn how to discriminate fact from fiction and hold the proponents of the latter to account.

The use of a bicycle for tranportation, in North Texas or anywhere else, is not inherently dangerous. Despite what some organizations would have you believe, when practiced according to the rules of the road, along with practical knowledge and technique, vehicular cycling is very safe and doable. The important point to emphasize is the need for education. Regardless of which side of the debate one finds themselves (pro-vehicular cycling or pro-facilities), become informed and do not allow succumb to the influence of disreputable individuals or groups. Learn to discern fact from fiction and arrive at an informed conclusion.

Van Steenburg begins his petulance with a glaring misrepresentation

Fort Worth has beaten Dallas to the punch again.

Dallas has had a functioning Bike Plan for over twenty years. With over 600 lane-miles of designated, on-street bike routes, the city is far ahead of Fort Worth in both planning and implementation.

Most, if not all, of the information upon which Van Steenburg bases his commentary originates from articles appearing in the Fort Worth Press. On 13 May, Fort Worth Weekly posted a 1400 word analysis of the “Bike Fort Worth” plan.  A little under two weeks later, the Fort Worth Business Press published a more modest 650 essay on the plan. Given that Fort Worth has stated they will not publicly release details of the plan until later this summer at the earliest, these media reports can be the only source for his information.

[Fort Worth is] starting on a six-year mission to become an official ‘Bicycle Friendly Community.’

Interesting choice of words. The term “Bicycle Friendly Community” refers to an award presented by the League of American Bicyclists to basically reward communities for the installation of bike lanes. There has been legitimate criticism of this program primarily due to its emphasis upon facilities at the expense of education and, more importantly, safety. While they do mention the Fort Worth plan as being “bike-friendly”, nowhere do either publication refer to this LAB program.

It’s time for Dallas to wake up and smell the carbon monoxide.

I guess Van Steenburg missed that day in chemistry. Carbon monoxide is an odorless and colorless gas.

The “Bike Fort Worth” plan would triple the amount of bicycle transportation, cut down on the number of bicycle-related accidents by a quarter, and earn the Bicycle Friendly Community designation from the League of American Bicyclists.

This information appears nowhere in either of the Fort Worth publications. The article in Fort Worth Weekly does mention that the “Bike Fort Worth” plan will result in triple the mileage of bike trails. Of course, it also mentions that bike routes would increase six-fold – even so remaining at less than half that of Dallas – and bike lanes would swell 60x. Finally, those are all facilities predictions. No mention is made of the predicted increase in transportation share.

The problem is that cyclists don’t feel safe [with Dallas'] approach [of having cyclists share the streets with motor vehicles], and drivers never accept bikes on “their” roads.

Interesting. That approach has served me well for nearly twenty years. I only encounter occasional instances of non-acceptance. Use of anecdotal hyperbole does little to strengthen Van Steenburg’s argument. It does serve to make him look foolish. In truth, only novice and inexperienced cyclists do not feel safe when operating as a vehicle, due largely to unenlightened exaggerations like these.

Van Steenburg then proceeds to counsel the mayor of Dallas by suggesting he appoint a committee to spearhead a renewal of the Dallas Bike Plan. Three individuals of questionable merit are submitted for consideration. To my knowledge, none are qualified.

Craig Miller is identified as a local morning radio host who apparently lectures both cyclists and motorists on proper operation on the roadways. Offering advice and having real knowledge of the issue involved are two entirely disparate subjects. Pay a visit to the website of his show and one is regaled of his qualification for “hot sports opinions”. It is not opinions which are needed – there are more than enough of those to go around; we need experience and expertise.

Next Van Steenburg offers David Feherty as a prospective member. The only qualification Feherty brings is ineptitude as a bicycle commuter. Again, Van Steenburg’s facts are muddled in his exuberance. Feherty was not “hit while riding around White Rock Lake in 2008.” He was run off the road while riding in the gutter on Park Lane, between Greenville and US75. The trouble is, he appeared on the KERA program THINK (02 October 2008) and as much as admitted he was at faul, because he was riding too far to the right in the mistaken belief he had to share a sub-standard width lane. Obviously, he is not qualified to lead such a committee.

To end the nominations, Van Steenburg trots out George W. Bush. One need look no further than the standing of our country in the eyes of the world and the state of our economy to see this is an irresponsible proposal. Though he may have acquired an enthusiasm for off-road cycling during the past decade, he has no expertise or experience with transportation cycling issues. One can only imagine the damage Bush would do to cycling in North Texas.

Besides, if Fort Worth can do it, why can’t Dallas?

Not only does this interrogative conclude his commentary, it does an excellent job of summarizing his whole argument. The “Bike Fort Worth” plan is just that. It is unfunded, unproven and currently unapproved. There is no guarantee any of it will either see the light of day, much less result in the overly optimistic increases in bicycle ride share proposed. Most importantly, Dallas has already done it. Many of us continue to prove it every day! Visitors compliment both the city and its drivers.