The author does and admirable and largely accurate job of defining hallmarks of the two sides. Vehicular cyclists do believe that the existing “road network [is sufficient to the task of accommodating competent, skilled cyclists] and [since] bicycles are already classified as vehicles, …all we need to do is maintain our rights as road users and educate [less experienced] bicyclists on the techniques of riding a bicycle as a vehicle.” This viewpoint has many decades of experience to back it. Knowing the law, knowing the rules of the road and applying both concepts to operation as a vehicle is a proven philosophy for competent vehicular cycling.

In the other camp are those who “[argue] that until we do more to separate bicyclists from motor vehicles we’ll never see the numbers of bicyclists in the U.S. that we see in some European countries.” This perception is accurate for the most part, but ignores the influence a lack of skill and timidity bring to the equation.

From this point forward, the argument begins to disintegrate. One cannot, in my opinion, have “thinking [which] falls somewhere in the middle between these two extremes.” Being fundamentally  incompatible, it is a sign of a conflicted mind to suggest that one can be an effective advocate with “one foot in each camp.” The very concept of conceding a need for separated facilities is incompatible with the tenets of vehicular operation. The misconception within the facilities community is that vehicular cycling is an inherent skill, learned primarily in one’s youth and which needs no specialized training to employ. Separated travel conduits — whether by grade or Magic Paint — serve only to protect the novice and timid, while providing a so-called “training ground” for future competence.

The truth is that these ideals are laced with irrational perceptions and goals. Few cyclists, once indoctrinated into the facilities paradigm, ever venture outside the perceived zone of protection and become fully fledged as competent vehicular cyclists. Instead, they become dependent upon the facilities crutch and demand ever more of these unsafe, segregated zones.

In the final two paragraphs of his discussion, the author reveals his true nature. By stating he, “fully agree[s] that the fear of auto traffic is one of the main obstacles we have to overcome before we’ll see a dramatic increase in bicycle use in the U.S.”, it is plain to see he is, in fact, not a competent or an experienced vehicular cyclist. Fear of motor vehicle traffic is irrational and reflects a lack of vehicular cycling skill. The idea that the US, with its penchant for urban sprawl and dependence on the motor vehicle will ever approach the adoption level of European cities is folly. The proponents of beliefs such as these are totally out of touch with reality.

The final paragraph is, perhaps the most salient.

Bicycling may be a relatively safe activity, but the perception that bicycling is dangerous is extremely pervasive in the U.S. and it’s unlikely we’ll change that perception through logical arguments or statistics.

As I cited and argued in a discussion on this issue elsewhere, stating that…

We must find a way to build more separated facilities to make bicycling less intimidating to beginners and non-enthusiasts. We also need more training in vehicular cycling techniques to build rider skill and confidence for dealing with the realities on the ground as we build those new facilities.

…is indicative of logical disconnect between reality and fantasy. Why does he feel facilities and education are equal imperatives? Likely because, deep down inside, despite his stated beliefs to the contrary, he is not particularly as competent or experienced as he believes  himself to be. Like many fearful cyclists, he cannot reconcile the psychological from the physical; discriminate the imagined from the real.

The realm of bicycle advocacy is plagued by those who have little or no credentials to support their work. They have been convinced by others that the issue is one of “butts on bikes” at any cost. That cost can be dear. As groups lobby legislators for special protections and facilities, they surrender — whether willingly or through ignorance — not only their rights, but those of others as well.

Here is what Texas law has to say about impediment in general,

Sec. 545.363(a).  MINIMUM SPEED REGULATIONS.  An operator may not drive so slowly as to impede the normal and reasonable movement of traffic, except when reduced speed is necessary for safe operation or in compliance with law.

There is mention of the responsibilities of cyclists with respect to impeding the normal and reasonable flow of traffic. However the context differs from that which most might believe.

Sec. 551.103(c).  OPERATION ON ROADWAY. Persons operating bicycles on a roadway may ride two abreast. Persons riding two abreast on a laned roadway shall ride in a single lane. Persons riding two abreast may not impede the normal and reasonable flow of traffic on the roadway.

In fact, the Texas Transportation Code excepts consideration of a bicycle operating in a vehicular manner as an impediment with the following language,

Sec. 551.101(a)(2).  RIGHTS AND DUTIES.  A person operating a bicycle has the rights and duties applicable to a driver operating a vehicle under this subtitle, unless a right or duty applicable to a driver operating a vehicle cannot by its nature apply to a person operating a bicycle.

Bicycles are defined as vehicles. Physical and physiologic limitations make it all but impossible for a cyclist to maintain a velocity much above 35kph. The average is closer to 25kph. If the operator of a bicycle is making effort, to the best of their ability, to travel at a reasonable speed, there is no impediment. A notable exception being those conduits which have a minimum posted speeds, but those are few and far between. Otherwise, the law and reasonable accommodation favor the cyclist.

Similar analyses have been shared by other competent, experienced vehicular cyclists. Mighk Wilson did so in May and couched it under the same statutory framework. An earlier example includes a piece written by Bob Mionske, in 2006, responding to correspondence he received from a Minnesota cyclist in VeloNews. The simple fact is that cyclists cannot be guilty of impeding other traffic so long as every attempt is made to maintain a reasonable pace and accommodate the needs of other vehicles to the extent that is safe and logical. As a legally recognized vehicle, bicycles have the same rights and responsibilities as any other operator.

The cyclist, Ross Clurman, told police he was within a few inches to the curb – as close as he could get – when he was hit.

This incident was, of course, completely avoidable. Even if other circumstances had predisposed the conflict to occur in some manner, had Clurman been operating in the left third of the outside lane – rather than “within a few inches of the curb” – he would have had plenty of room within which to serve as an escape route and probably mitigate personal injury or avoid the incident altogether.

The recurring theme with incidents like this is that vehicular cycling requires the same sort of operator knowledge and skill as does operating a motorcycle. In fact, both of these operator modes are identical. The only difference being the motorcyclist has the potential for much higher velocities. One does not see a motorcyclist operating “within a few inches of the curb.” Why do bicyclists feel the need to exhibit this dangerous positioning?

Texas law is quite clear in this respect:

[A] person operating a bicycle on a roadway who is moving slower than the other traffic on the roadway shall ride as near as practicable to the right curb or edge of the roadway, unless the person is operating a bicycle in an outside lane that is less than 14 feet in width and does not have a designated bicycle lane adjacent to that lane; or too narrow for a bicycle and a motor vehicle to safely travel side by side.

This has to be one of the most misunderstood passages in the Transportation Code. However, misunderstanding is not due to a lack of clarity or intent. Problems result from a lack of comprehension due to illiteracy. Practicable is almost always equated with practical or, worse yet, possible. All three of these terms reflect different concepts. It shows a decided lack of skill and sophistication to perceive the law as requiring a cyclist ride “within a few inches to the curb” or “as close as [they] could get” to it. The words of John Forester should always be frontmost in the minds of all cyclists operating on the public roadway,

Cyclists fare best when they act and are treated as drivers of vehicles.

The victim in this crash, Ross Clurman, maintains a  personal website and has posted a summary this incident. Though specifics are lacking, one seemingly apparent fact is that Clurman is not a transportation cyclist. He states the crash occurred while ” coasting the last 100’ of a 20 mile bike ride that I do about 3 times a week.” No mention is made that this was a commute, only that it is a periodic training or recreational ride. Combine that with the statement above, that he was “within a few inches to the curb – as close as he could get” indicates he is, perhaps, partially responsible for the mishap.

Brodie Lane is a four-lane roadway divided by concrete and grassy medians in the vicinity of this crash. Neither his own summary of events, nor that of the newspaper indicate whether he was heading south or north. Regardless, had Clurman been riding in a position placing him in the center to left third of the lane he would have been more visible to the motorist. The lanes on this stretch of roadway are around eleven feet in width – more than sufficient to qualify as under fourteen feet and thus permitting full use of the lane.

Despite all of the above, responsibility for this crash lies entirely at the feet of the motorist. The article cited above leads with the following statement,

[Gregory Feazell] was charged with failure to stop and render aid, a third-degree felony, after police say he hit a cyclist Tuesday evening.”

The mere fact that the motorist collided with the cyclist on a wide open stretch of roadway, in broad daylight, with excellent site lines, indicates that he was not only in violation of §550.021 (failure to stop and render aid), but also in violation of §545.053 (failure to pass at a safe distance). Some are criticizing the police for not issuing a citation for the latter as well. However, violation of §550.021 is by far the more serious infraction and will likely drive any prosecution.

This incident is yet another example of the need for more education for both motorists and cyclists. The motorist was clearly negligent in the operation of his vehicle. Whether driving too fast for his abilities or preoccupied with some other activity, it is not a legitimate defense to say “I did not see him.” On the other hand, the cyclists could have done much more to make himself visible — chief among them riding more conspicuously, further out in the lane. The reality will be that cyclists will use this as yet another rationale for pushing “safe passing” legislation, while motorists will argue the cyclist should have been on the adjacent sidewalk. No lasting relevant action will result, because neither side involved will recognize the contributing factors of each participant.

In addition to Clurman’s account, additional comments and analysis can be gleaned from MTB Law Girl and Cycle*Dallas.

It definitely is too hot to ride a bicycle in Dallas, but it’s just fine riding one in Fort Worth and the rest of Tarrant County. Urban heat island or some odd global warming thing.

Similar comments were posted to this thread over at Cycle*Dallas.

For whatever reason, there has always been rivalries of one sort or another between Dallas and Fort Worth. As a rule, I do not engage in such sophomoric discussions. However, this claim seemed neither valid, nor relevant.

Approximately fifty-six kilometers separate the centers of these metropolitan neighbors. This distance seems hardly enough to represent any significant temperature gradient. Certainly not one sufficient to garner a claim such as that quoted above. I took some time to research the matter and found that there is, indeed, no significant difference in temperature between Dallas and Fort Worth. The facts show a very different reality to that which the contributor suggested.

The following chart shows a comparison between the daily high and low temperatures for Dallas and Fort Worth on the first day of each month in the first half of 2009.

January - July 2009

One thing to note is the fact that there is very little difference between the temperature ranges for either city during this period of time. Of particular interest, though, is the fact that Fort Worth has been slightly hotter in April, May and June. This doesn’t bode too well for the statement that there is any climate benefit to cycling in Fort Worth.

It could argued that 2009 represents an anomaly. For any one of a variety of reasons, there may have been atmospheric phenomena affecting the Western portion of the region more than the East. As an example, perhaps an upper-level high pressure ridge kept Fort Worth hotter and dryer that Dallas. Looking at the past several years may give some insight.

Looking at the high and low temperatures for Dallas and Fort Worth recorded on 01 July for the years 2001 through 2009, it becomes apparent the same trends have existed for at least the last eight years.

2001-2009 (01 July)

Some years Dallas has been warmer, others Fort Worth. The point is, there is very little difference, in terms of climate, between Dallas and Fort Worth. The statement that Fort Worth is somehow more amenable to commuting by bicycle is untenable and ridiculous.

The content on this page serves more than simply to rebut unsubstantiated claims. It shed additional light on the tactics used by those of lazy intellect who whip their adherents into a frenzied indoctrination through the use of sensationalist rhetoric, rather than factual data. This subject was discussed previously, but remains a serious issue. Bending the truth and taking facts out of context in order to lend credibility to an otherwise flawed premise represents a weak argument.

A timeless adage seems appropriate at this point: Honesty is the best policy.

Many novice cyclists are intimidated by the prospect of sharing the roadway with motor vehicles. The disparity in mass and the differential in velocity result in the perception that death is the inevitable result of daring to assert one’s right to travel by alternative means on the rodway. Nothing could be further from the truth.

During the recent legislative session, the Texas Bicycle Coalition was spreading the bald-faced lie that fully forty percent of fatal crashes are the result of motorists overtaking cyclists. The truth is that this number is closer to four or five percent. Was this a mistake of degree – being off by a factor of ten – or conscious fabrication to garner support for an otherwise specious revision of the statute? My views are well-known on the subject.

Another often cited derivation is that novice cyclists are concerned they will inconvenience motorists by their presence on the road. This is a ridiculous anxiety. The relative infrequency during which a motorist is likely to encounter a cyclist is so modest that such worries border upon folly. Competent, experienced vehicular cyclists are quite adept at asserting their right to use the roads and, by and large, enjoy the respect of their fellow travelers.

Though not a clinically defined phobia, Cyclist Inferiority Complex presents all of the hallmarks of a manic disorder. As such, it is very treatable. In order to be addressed, however, it requires recognition of the condition by those suffering from it and a willingness to be freed from its potentially debilitating effects. Confidence is the key. Self-assurance comes from knowledge and the proper application thereof.