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Search Results for: where should i ride

Mar 12 2016

Survey of Group Ride Leadership and Organization Practices

groupms150

Do you organize or lead open-road group bicycling rides in North Carolina? If so, we invite you to participate in our group ride leadership survey. BikeWalk NC is collecting input from the bicycling community on successful practices for organizing and leading group rides. This information will help inform our development of educational materials to assist new ride organizers and leaders with conducting safe and enjoyable group rides. The survey should take between 10 and 20 minutes to complete.

Survey link: https://www.surveymonkey.com/r/SDHT66H

For questions about the survey, please email contact@bikewalknc.org.

Written by steven · Categorized: News · Tagged: group rides

Why Bicyclists Ride Like they Do: A Quick Guide for Curious Motorists

Summary

  • Especially at high speeds, motorists focus most of their attention down the middle of the roadway, not along roadway edges.
  • Bicyclists ride double file and in the middle of the lane to be more visible to motorists.
  • Bicyclists are legally permitted to use the full travel lane – it’s in the NC Driver Handbook (see Chapter 6).
  • Motorists should Change Lanes to Pass Bicyclists – there is rarely enough room to pass within the same lane.
  • Bicyclists avoid bike lanes that are unsafe – too narrow, filled with debris, near parked cars – or not going in the direction they wish to travel.
  • Riding on sidewalks is dangerous for bicyclists and pedestrians and unlawful in some places.

Please …

Take your foot off the gas, then change lanes to pass.


The questions …

  • Why are you riding in the middle of the lane instead of way over on the right?
  • Why are you riding double file taking up the whole lane?
  • But aren’t you supposed to share the road, like the sign says?
  • Why aren’t you riding in the bike lane?
  • I just passed that bicyclist – why has s/he squeezed past me at this red light?
  • Why don’t you ride on the sidewalk?
  • Why do some cyclists wear those tight-fitting clothes?

Why are you riding in the middle of the lane instead of way over on the right?

Bicyclists ride in the middle of the lane to be more visible.  As with any slow-moving vehicle, motorists should slow down, wait until it is safe, and Change Lanes to Pass Bicyclists.

In North Carolina, bicyclists are allowed to use the full lane. North Carolina’s Driver Handbook explains it most clearly (Chapter 6, Page 81): Bicyclists usually ride on the right side of the lane, but are entitled to use the full lane.
In North Carolina, bicyclists are allowed to use the full lane. North Carolina’s Driver Handbook explains it most clearly (Chapter 6, Page 81): Bicyclists usually ride on the right side of the lane, but are entitled to use the full lane.

When driving motor vehicles, people don’t do the best job scanning the edges of roadways; particularly as they go faster, they tend to focus on what’s right in front of them.  Knowledgeable bicyclists know this and prefer to ride where motorists look rather than blending with the visual clutter at the edges of the roadway.  Particularly on narrow, high-speed, rural roadways, a bicyclist riding to the far right increases the chance that a motorist approaching from behind will not see the bicyclist, or that the motorist will misjudge lane width and try to squeeze past without changing lanes, realizing too late that there is inadequate space to do so.

By riding in the middle of the lane, bicyclists signal to motorists they will need to Change Lanes to Pass or slow down and wait until they can.  Motorists will think twice before trying to pass on curves or near hill crests where they can’t see far enough ahead to ensure a safe pass.   

Bicyclists avoid the squeeze play by riding in a central position. Image: Keri Caffrey.
Bicyclists avoid the squeeze play by riding in a central position. Image: Keri Caffrey.

Why are you riding double file taking up the whole lane?

There is not enough room to pass even a single bicyclist on most roads without moving into the adjacent lane. Riding double file does not change that, but increases our visibility and shortens the distance needed to pass us, if we are in a group.  

A group of bicyclists riding two abreast on a narrow, shoulderless roadway. It is easier for motorists to see bicyclists riding in this manner and obvious that they must Change Lanes to Pass. Photo: Donated to BikeWalkNC by unknown person.
A group of bicyclists riding two abreast on a narrow, shoulderless roadway. It is easier for motorists to see bicyclists riding in this manner and obvious that they must Change Lanes to Pass. Photo: Jeff Viscount.

Most collisions on the narrow, shoulderless, rural roads so common in North Carolina occur when motorists attempt to squeeze past bicyclists riding on the right edge of the roadway.  Riding double file on these roads is a common practice.  It is a lawful, defensive bicycling technique taught by all adult bicycle safety organizations.  It is so safe, in fact, that there are no known instances of bicyclists riding double file being hit from behind by motor vehicles in North Carolina, or indeed nation-wide.

Riding two abreast increases visibility of bicyclists and helps deter unsafe same-lane passing. Image: Keri Caffrey.
Riding two abreast increases visibility of bicyclists and helps deter unsafe same-lane passing. Image: Keri Caffrey.

When there are more than just two of us, riding double file cuts the required passing distance in half when compared to a line of single file riders.  We try to keep groups no larger than a tractor trailer to facilitate passing by motorists.  

When encountering any slow-moving vehicle, motorists should slow down, wait until it is safe, and Change Lanes to Pass.


But aren’t you supposed to share the road, like the sign says?

The Share the Road sign is intended to let motorists know to expect and respect bicyclists in the roadway, not to tell bicyclists to get out of the way.

In NCDOT’s own words, the Share the Road sign “… serves to make motorists aware that bicyclists might be on the road, and that they have a legal right to use the roadway.”  [Downloaded from 2014 Sept 3, since removed from NCDOT website]

In other words, “Share the Road” is directed primarily at motorists.  Traffic engineers and bicyclists have long questioned the value of the sign, because the message is so ambiguous.  Delaware discontinued use of “Share the Road” in 2013 and Oregon did so in 2016 for that reason.

Knowledgeable and courteous bicyclists take a cooperative interpretation of the sign as asking motorists and bicyclists to work together so that they can each get down the road as safely and quickly as possible—with the emphasis on safely.  These bicyclists will do what they can to help motorists get past them, so long as there’s a safe way to do that.
“Share the Road” is also not the same as “Share the Lane.”  Bicyclists concerned about safety will often not ride to the far right in lanes narrower than 14-feet.  Even in the face of oncoming traffic, motorists may think they can pass bicyclists riding on the far right within the same lane.  In most instances there is not enough room and it’s just too easy for something to go wrong, with the bicyclist on the losing end.  When encountering any slow-moving vehicle, motorists should slow down, wait until it is safe, and Change Lanes to Pass Bicyclists.


Why aren’t you riding in the bike lane?

Bicyclists will often avoid using bike lanes that are not safe and will leave bike lanes to enter appropriate travel lanes for making turns.

Well-designed bike lanes are spacious to avoid forcing bicyclists into positions close to motor vehicle traffic, opening doors of parked vehicles, and roadway edges.  They must also be swept fairly frequently as debris collects in them because there’s no motor vehicle traffic to blow it away.

Well-designed bike lane. This wide bike lane leaves plenty of room for maneuvering. The motor vehicle lane is also wide and can accommodate bus and truck traffic while still leaving plenty of clearance between motorist and bicyclist traffic. Lake Pine Drive, Cary, NC. Photo: Steven Goodridge.
Well-designed bike lane. This wide bike lane leaves plenty of room for maneuvering. The general purpose travel lane is also wide and can accommodate bus and truck traffic while still leaving plenty of clearance between motorist and bicyclist traffic. Lake Pine Drive, Cary, NC. Photo: Steven Goodridge.

Unfortunately, many bike lanes are poorly designed and maintained with the sole purpose of getting bicyclists out of the way of motorists, without regard to whether they are actually safer for bicyclists.  Bike lanes frequently create dangerous conflicts at intersections – by placing straight-through bicyclists to the right of turning motorists, for example – placing bicyclists in harm’s way.  The use of bike lanes is not mandatory in North Carolina and knowledgeable bicyclists will leave bike lanes that place them in hazardous situations.

Poorly designed bike lane. The bike lane is narrow, right next to parked cars, and adjacent to a narrow travel lane used by buses and trucks. It is a dangerous place to ride and many bicyclists will abandon it and use the main travel lane. Hillsborough Street, Raleigh, NC. Photo: Steven Goodridge.
Poorly designed bike lane. The bike lane is narrow, right next to parked cars, and adjacent to a narrow travel lane used by buses and trucks. It is a dangerous place to ride and many bicyclists will abandon it and use the main travel lane. Hillsborough Street, Raleigh, NC. Photo: Steven Goodridge.
Poorly designed and maintained bike lane. This debris-filled bike lane is 4-feet wide with barely 12 inches of usable road surface just right of the white line, squeezing bicyclists up against traffic that includes wide buses. Peace Street, Raleigh, NC. Photo: George Hess.
Poorly designed and maintained bike lane. This debris-filled bike lane is 4-feet wide with barely 12 inches of usable road surface just right of the white line, squeezing bicyclists up against traffic that includes wide buses. Peace Street, Raleigh, NC. Photo: George Hess.

Bicyclists planning to turn will also merge into adjacent lanes from straight-through bike lanes when approaching intersections.  This is certainly the case for left turns and, depending on the configuration of the bike lanes, a bicyclists may leave the bike lane to merge into a right-turn-only lane before turning right.


I just passed that bicyclist – why has s/he squeezed past me at this red light?

Bicyclists should not do this.  It is unlawful, unsafe, rude, and a major irritant among motorists.  In the bicycling community we are doing our best to spread the word that this practice must stop.

Bicyclists should queue up in traffic and wait like everyone else.

Bicyclist should not move up on the right of motorists at intersections. They should queue behind the motor vehicles. Image: Steven Goodridge.
Bicyclist should not move up on the right of motorists at intersections. They should queue behind the motor vehicles. Image: Steven Goodridge.

Passing stopped traffic on the right is lawful is if there is a bicycle lane, in which case bicyclists may ride to the intersection in the bike lane.  But bicyclists should do this with extreme care because motorists might not notice that they have moved adjacent to them and make an unexpected right turn.  This is just one of the many hazards bike lanes create for bicyclists.


Why don’t you ride on the sidewalk?

Riding on sidewalks is dangerous for bicyclists and pedestrians, and is illegal in some locations.

Studies show that crash rates are much higher for bicyclists who ride on sidewalks compared to bicyclists who ride on the adjacent roadways.  Sidewalk bicycling is a contributing factor in the most common types of motor vehicle–bicycle crashes in urban and suburban areas, where drivers cross the paths of sidewalks and crosswalks without seeing or recognizing bicyclists traveling faster than walking speed.

It’s very hard to maneuver on sidewalks, which are often crowded with people walking in both directions listening to music and talking on phones.  Some have lots of driveway crossings, and there are perilous conflicts and blind spots at intersections.

Especially in cities and towns, where sidewalks are most common and speed limits tend to be lower, roadways are a much better match than sidewalks for the speed and maneuverability of bicycles.

All in all, the roadway is a better place for vehicles – including bicycles – than sidewalks designed for pedestrians.


Why do some cyclists wear those tight-fitting clothes?

Believe it or not, they are just super-comfortable for bicycling.

Many bicyclists ride in “regular clothing” for most of their rides—particularly if they are commuting to work or bicycling to the store.

Group Bicycling Best Practices: Skills and Techniques
Bicycle-specific clothing is very comfortable for long rides. Photo: Ann Groninger

On longer rides, most bicyclists prefer bicycle-specific clothing for comfort and performance.  The shorts are padded in all the right places. Shorts and jerseys (tops) fit close to the skin so that they don’t flap in the wind, which is both noisy and aerodynamically inefficient.  The clothes are designed to wick moisture away from skin quickly, which helps keep us cool in summer and warm in winter.

Jerseys have pockets in the rear for carrying all sorts of gear—tubes, tires, wallets, phones, food, water bottles—and are usually bright and colorful to make us more visible on roadways.  

Bicycling shoes are designed to clip directly to the pedals for a solid foot-bicycle connection and increased efficiency.


Page created by  George Hess – 2016 March 8

Updated by …

Apr 25 2015

Why Cyclists Ride Two Abreast

Cyclists riding double file on a narrow rural road. Riding double file deters unsafe same-lane passing in narrow lanes and makes the cyclists as visible as a car from the front and behind. [Mike Dayton photo]

Group rides are extremely popular among recreational and competitive cyclists. Although social interaction is a major incentive to ride in groups, so is safety. One technique cycling groups use to reduce the risk of collisions is riding double file, particularly in narrow lanes and when approaching intersections. This article discusses how riding double file can deter common crash types and what group cyclists should consider when choosing their position on the roadway.

Acting Visibly and Predictably

When cyclists operate in a disciplined, cooperative manner, they pose less danger to other bicyclists and are less likely to surprise motorists. Unfortunately, some groups ride in a disorganized and chaotic fashion, with bicyclists drifting or swerving about unpredictably, even crossing lane lines without looking for or yielding to other traffic. This creates uncertainty and stress for everyone. Preferred group cycling techniques involve maintaining one or more predictable lines, and moving out of a line only after looking for and yielding to traffic (of any type) that may be in the new line.

The default formation used by many experienced cycling groups is double file. Compared to single file, a double file formation makes the group more visible from behind and in front, and shortens the length of the group by half. This reduces the likelihood of the most common crash types faced by lawful, adult bicyclists: drive out, left cross, and motorist-overtaking.

Space Required for Passing
10ftlane
In a typical-width travel lane, there isn’t enough room for a motor vehicle to pass a bicyclist within the same lane. Motorists must move into the next lane to pass safely. [graphic: iamtraffic.org]

Most roads feature marked travel lanes that are too narrow for drivers of motor vehicles to pass a cyclist safely within the same lane. By attempting to pass within a typical 10′ wide lane on a rural road or city street, the driver of a pickup truck or SUV would strike a cyclist riding near the edge of the lane.

Bicyclists need a minimum of four feet of operating space to maintain balance and avoid surface hazards, and require at least three feet of passing distance for safety. In order to have proper clearance from wide landscaping trailers, commercial trucks, and transit buses, at least sixteen feet of pavement space is required. This space might take the form of a sixteen foot wide lane, a travel lane next to a wide paved shoulder, or a travel lane next to a bike lane (although road-edge cycling facilities sometimes pose their own problems).

Most roads in North Carolina don’t feature such pavement configurations. Most feature narrow lanes next to gutter pans or soft shoulders.  Where paved shoulders exist, they are often poorly maintained or strewn with debris. On most roads, motor vehicle drivers must move into the next lane in order to pass cyclists safely. This means that the motor vehicle driver must look for and yield to other traffic before passing, and must be prepared to slow down and wait for an opening in the next lane.

16ftlane
To have enough room for wide vehicles including trailers and trucks to pass bicyclists safely, at least 16 feet is required. [graphic: iamtraffic.org]

When cyclists ride near the right edge of a narrow lane, an overtaking motor vehicle driver may misjudge the remaining space in the cyclists’ lane, and fail to change lanes. This is the most common cause of car-overtaking-bicycle collisions in daylight. But when cyclists make it clear from a distance that a same-lane pass is not possible, motorists slow down earlier and plan their lane change sooner, reducing the cyclists’ risk of a sideswipe. One way cyclists can do this is by riding double file.

Experienced cyclists report fewer too-close passes and other near-collisions when riding double file than when riding single file near the edge of a narrow lane.  Although double-file cycling is popular, actual rear-end collisions involving cyclists riding double file are extremely rare. The vast majority of overtaking-type crashes involves solo or single file cyclists at the roadway edge. Bicycling groups riding two abreast in daylight are highly conspicuous, making it easy for same-direction motorists to slow in time. The few media-reported crashes involving double-file cyclists  generally result from hazards in front of the group, such as head-on collisions involving impaired drivers careening onto the wrong side of the road.

4lane-position-visibility-groups-01
Motorist perception of bicyclist position and available passing space. [Graphic: Keri Caffrey]

Contrary to what some cyclists may believe, most motorists don’t want to hurt cyclists. Riding double file helps motorists make the right decision when overtaking on a narrow-laned road. The figure at right depicts what a motorist sees when approaching cyclists from behind. Edge bicycling encourages motorists to imagine passing within the same lane when they aren’t close enough to judge the space accurately. Riding double file makes it clear from a long distance away that there isn’t room, so motorists can start planning safe maneuvers early.

The sight distance required to pass a small group of bicyclists safely on a narrow two lane road is usually much shorter than that required to pass a motor vehicle traveling near the maximum speed limit. As a result, many safe lane-change passing maneuvers on two lane roads are made by prudent motorists at locations that are marked with solid centerlines. An in-depth discussion of the evolving legal treatment of such passing can be found here. Regardless of centerline striping, a small percentage of motorists sometimes take risks by passing into the opposite lane when oncoming traffic is too close, forcing everyone else to compensate. While this is alarming and indicates a need for more effective driver education and enforcement, these incidents have not produced an epidemic of head-on collisions by any measure, and are a lower threat to public safety than the existing pattern of same-lane car-overtaking-bike collisions.

Junction Crashes

Most car-bike collisions occur at intersections, especially in urban and suburban areas. Because bicyclists are narrower than cars, they can be less noticeable to other drivers, especially if the bicyclist is traveling outside of a driver’s normal line of sight. A bicyclist can also be screened by other traffic and clutter in the road environment. Riding double file makes a group of bicyclists wider – as big as a car – and therefore makes them more likely to be seen and noticed.

 The Drive-Out
doubledriveout
Screening effects in a drive-out scenario.

The  most common car-bike collision affecting adult road cyclists is the drive-out, where a motorist at a side street or driveway pulls into the roadway in front of the cyclist. In some cases drivers may misjudge cyclists’ arrival time, and in others they may fail to register cyclists’ presence or relevance. “I didn’t see him” is a common claim made by motorists in these crashes. In many cases, the claim is accurate.

Drivers who are looking for traffic generally focus their attention near the center of the lane.  Cyclists riding near the edge of the road are outside drivers’ area of focus, and can be concealed or camouflaged by poor sight lines and roadside clutter. The illustration at right shows how cyclists are less likely to be screened when riding farther from the roadway edge. Riding double file places the cyclists on the left hand side in a better position to be seen by drivers, and by making the group wider the cyclists will appear closer once they are detected.

The Left Cross
Screening effects in a left cross scenario.
Screening effects in a left cross scenario.

The second most common crash type affecting adult road cyclists is the left cross, where an oncoming driver turns left across the bicyclist’s path. This is also the most common collision type for motorcyclists, who, like cyclists, are also narrow. The sage advice given in motorcycle and bicycling safety courses is to “ride big” in as visible a location as possible, such as in the left hand tire track of other vehicles headed to the same destination.

The illustration at right shows how cyclists at the right edge of the road can be screened from view from oncoming drivers preparing to turn left. Riding double file places cyclists in a position where the oncoming motorist is looking and is able to see them before starting the turn. The width of the group also makes them more conspicuous.

The Right Hook

Another collision type, common in urban areas, is the right hook, where a motorist turns right from a position to the left of the bicyclist. This can happen when a motorist attempts to pass a bicyclist immediately before turning, or when a bicyclist attempts to pass on the right side of a motorist who is about to turn right. Cyclists can can avoid this crash type by getting into line with other through traffic and staying away from the roadway edge where right turns are permitted. Riding double file encourages proper lane positioning by bicyclists at junctions and encourages right-turning drivers to wait behind the group instead of making a last-moment pass.

Intersection Thoughput

Cyclists must obey traffic signals and stop signs just like any other driver. These traffic controls divide intersection time among different directions of travel and effectively limit the traffic throughput at the intersection. Riding double file reduces by half the time required for the group to get through an intersection, reducing light signal cycles and delay for other road users as well.

Singling Up
singlefileovertaking
Drivers who attempt to pass a line of cyclists riding single-file may misjudge the distance required to pass or the available width in the lane, resulting in collisions with cyclists if the lane is narrow.

When conditions are safe to encourage passing on two lane roads, such as where there is a wide shoulder in good condition away from intersections, most cycling groups will single up as a courtesy to other drivers. Group riders must make this decision cautiously. If the usable pavement narrows again before motorists have completed passing, cyclists may get sideswiped or a motorist may need to merge into the middle of the group. Communication, coordination and time are required for a group to transition between road positions and formations. As a result, cycling groups cannot exploit short-distance opportunities to facilitate motorist passing as easily as solo bicyclists can.

Platooning

Very large, contiguous groups of cyclists can make it particularly challenging for motorists to find a safe opportunity to pass in the next lane. Breaking large groups into multiple, spatially separated platoons of a dozen or so cyclists each can reduce the amount of time motorists must spend in the oncoming lane during each pass, easing gap selection. Platoons sometimes self-organize according to cyclists’ varying abilities. At the beginning of an organized ride, however, groups will usually move as one large mass. If organizers of group rides see a compelling reason to assist with motorists’ passing near the start of a ride, they may elect to begin the ride with separate platoons staggered in time. Some ride participants may resist this idea, however, preferring instead to ride en masse or to chase after other groups in front of them. It is difficult for ride organizers or other cyclists to control the actions of cyclists who are operating independently on public roads.

Rotation
singlerotation
Rotation of a single file paceline. The lead cyclist must look back to ensure no vehicles are in the process of overtaking within the lane before moving left.

When riding in a paceline, the lead cyclist works the hardest against wind resistance, which accounts for 80% of a cyclist’s energy expenditure at speed. When the lead cyclist gets tired, she must rotate out and let another cyclist take over for a turn. This process, known as rotation, requires the lead cyclist to scan back for traffic that may be overtaking beside the group, and once the space is verified clear, move laterally and slow down until reaching the back of the group.  This means that an additional line of bicycle traffic is created during the rotation.

Common rotation patterns are designed to avoid disrupting the line of travel for the rest of the group, which improves safety.  For example, consider a single-file paceline positioned at the right edge of a wide road to convenience motorists’ passing. If the leader were to drop back on the right, every other cyclist would need to move leftward across the lane to pass her. By rotating left (counter-clockwise), the lead cyclist is the only one who needs to look back and decide whether any other vehicles are so close as to pose a danger.  Motorists who come upon the group after the rotation maneuver begins will need to wait or change lanes to pass them, but completing the rotation via this pattern will not produce any unpredictable or hazardous movements. Once the rotation is over, same-lane passing may continue if the group has chosen to facilitate it.

doublerotation
Rotation of a double paceline.

In a double paceline, rotation may happen on one or both sides of the group. If the two leaders coordinate to rotate out at the same time, they may both rotate to the left, adding one new line of bicycle traffic. But if the right-hand leader wants to rotate out alone, the left-hand leader blocks the direct path to a left-side rotation, and the right-hand leader may not have enough strength to accelerate ahead and around. Instead, the right hand line will usually rotate to the right.

A group of cyclists planning on rotating to both sides of a double placeline will position itself in the center of the lane to provide room for rotation on both sides. Depending on which side(s) the rotating cyclists use, rotation  can give the appearance of bicycling three or four-abreast in a single lane for short periods of time. However, the alternatives are less desirable.  For instance, singling-up during each rotation to limit the group to no more than two lines of bicycles would double the length of the group, making overtaking in the next lane more difficult.

It is important for the group to cooperate to ensure that cyclists do not collide or crowd one another, and that rotating cyclists do not get forced into the next lane or off the roadway if the lane is narrow. Two-sided double-paceline rotation is most common among experienced road cyclists who ride together as a group regularly, such as competitive cyclists on training rides. Falls and collisions with other cyclists are the most common causes of injuries to cyclists. For safety, cycling in close proximity requires skill, order and discipline. Frequent changes to the group configuration create increased opportunities for collisions between cyclists.

circularrotation
A continuously rotating paceline maintains two full lines of bicycle traffic but is more difficult to execute than other group riding techniques.

A more advanced form of double paceline is the continuously rotating paceline. It operates much like the rotation of a single-file paceline, except that the ride leaders rotate out almost immediately, and half of the cyclists are using the slower, left line at any one time. This pattern requires much more skill and coordination than the other paceline techniques, and so is not commonly used, particularly in beginner or mixed-skill groups.

Summary

Cyclists may operate two or more abreast for a variety of compelling reasons, including safety and efficiency. Using a full lane does not create a hazard for cycling groups and in some cases reduces risk. Transitions between different formations (particularly between lane-controlling and lane-sharing formations) pose the most significant risks to cyclists in a group.

 See Also

Riding Two Abreast by Peter Wilborn of Bike Law

Overtaking a Group of Cyclists by Cycling Safety Wexford

Legal Issues about Riding Single File by BikeWalk NC

Safe Passing and Solid Centerlines by BikeWalk NC

Written by steven · Categorized: Education · Tagged: abreast, double file, group cycling, single file

Nov 19 2014

Preparation for Traffic Bicycling Class

This email includes important information to help you prepare for the Traffic Bicycling for Transportation Professionals class.

For the class you will need

  • your own bicycle in good working order
  • a helmet
  • a water bottle
  • a bike lock
  • clothing comfortable for bicycling

Please read through the class textbook before class. The textbook for the class can be downloaded from this link.

It is highly recommended that you at least read pages 4-11 of the textbook before class. We will not have time to discuss those topics in detail during class but they are important for being prepared to ride.  If you will are taking this class for credit for the LAB Traffic Skills 101 course in preparation to become an LCI, reading the textbook will help you pass the test at the end of the course. The class will include much additional information not in the textbook; a .pdf of the full class presentation will be made available after class.

Please fill out and sign out this linked class registration/waiver/questionnaire form and bring it to class. This will save time at the start of class.

Class will start promptly at 8:00 AM.  Please be dressed in your bike clothes at the beginning of the class.  The first on-bike session will take place at a parking lot near the classroom. You will have a few minutes to retrieve your bike from your car or nearby bike parking area between the first classroom session and the first on-bike session; however, please be sure it is in proper operating condition before class.

We will be riding to a local restaurant for lunch. Please bring a bike lock for securing your bicycle at the restaurant.

The following very short videos introduce several of the traffic bicycling concepts that we will be utilizing in class. Please take a moment to watch them before class so we can focus more of our class time on discussion and individual attention to all students when we ride.

Rules of Movement http://www.bikeleague.org/content/traffic-laws

(Note that we will cover NC traffic law specifically in class. For more information see our page on NC traffic laws.)

Intersection Positioning http://www.bikeleague.org/content/intersection-positioning

Lane Changing http://www.bikeleague.org/content/lane-changing-0

Where Should I Ride? http://www.bikeleague.org/content/where-should-i-ride

Lastly, below is a good video explaining how to fix a flat. The only thing we would add to the video is that it’s helpful to pump a small amount of air into the new tube to untwist it and give it some shape before putting it into the tire. If you would like to learn hands-on how to fix a flat, see an instructor after class and we will practice it together.

http://www.youtube.com/watch?v=qm-SvNPFR4E


Traffic Bicycling for Transportation Professionals

Agenda

 

8:00-8:50     Classroom Session 1: Getting Started

  • Introduction to objectives and concepts
  • Bicycle equipment and fit
  • Lighting and visibility

8:50-9:00       Break

9:00-11:10     On-Bike Session 1: Bike Handling (parking deck)

  • ABC Quick Check
  • Starting, stopping, shifting
  • Looking back, signaling
  • Emergency handling skills

11:10-11:20   Break

11:20-12:30   Classroom Session 2: Bicycle Driving Fundamentals

  • Rules of the Road for Drivers
  • Special Considerations for Bicyclists

12:30- 1:30    Ride to Lunch

1:30-2:45       On-Bike Session 2: On the Road (two-lane 25 mph roads)

2:45-3:00       Break

3:00-4:00       Classroom Session 3: Dealing with Challenges

  • Crash data analysis, common crash types and causes
  • Traffic hazards, surface hazards, obstacles
  • Bike lanes and multi-use paths
  • Traffic signal detectors

4:00 – 5:15      On-Bike Session 3: Traffic Cycling and On-Road Testing

(busier, faster and multi-lane roads, various lane widths, turn lanes)

5:15-5:30         Break

5:30-6:00        Classroom – Written Test, Graduation, Course Evaluations

 

 

Written by steven · Categorized: Education

Aug 24 2014

October 9 Traffic Bicycling for Transportation Professionals Class

The next Traffic Bicycling for Transportation Professionals class is being offered as an optional NC Bike Summit workshop at UNCG on the day before the Summit.

Traffic Bicycling for Transportation Professionals
An All-Day Intensive Workshop
Thursday October 9, 2014
8am-5:30pm

Session Summary

Oriented toward transportation engineers, planners, and police, but open to all adults, this on-bike training course presents an evidence-based concept of operations for safe, efficient, and lawful bicycle driving in urban traffic. Participants enhance their bike handling skills, increase their capability and confidence in real traffic, and improve their understanding of how state traffic laws support successful bicycling. Bicycle crash data and crash causality are examined. Implications for transportation planning, facility design and law enforcement are discussed. Students receive certification for completing League of American Bicyclists Traffic Skills 101, a prerequisite for LCI certification. Total class time is 9 hours. Inexperienced bicyclists are welcome and encouraged to attend. Students must bring their own bicycle in good working order, a helmet, water bottle, and clothing comfortable for bicycling.

Location

The class will start at 8:00 AM in Room 2711 of the Moore Humanities & Research Administration (MHRA) building, UNC Greensboro. The Moore Humanities & Research Administration (MHRA) building is at the corner of Spring Garden Street and Forest Street, directly across from the Oakland Avenue Parking Deck.

Preparation

Please read through the class textbook before class. The textbook for the class can be downloaded from
It is highly recommended that you at least read pages 4-11 of the textbook before class. We will not have time to discuss those topics in detail during class but they are important for being prepared to ride. If you will are taking this class for credit for the LAB Traffic Skills 101 course in preparation to become an LCI, reading the textbook will help you pass the test at the end of the course. The class will include much additional information not in the textbook; a .pdf of the full class presentation will be made available after class.
 
Please be dressed in your bike clothes at the beginning of the class. The first on-bike session will take place on the top level of the Oakland Avenue Parking Deck. You will have a few minutes to retrieve your bike from your car or nearby bike parking area between the first classroom session and the first on-bike session; however, please be sure it is in proper operating condition before class.

 

We will be riding to a local restaurant for lunch. Please bring a bike lock for securing your bicycle at the restaurant.

The following very short videos introduce several of the traffic bicycling concepts that we will be utilizing in class. Please take a moment to watch them before class so we can focus more of our class time on discussion and individual attention to all students when we ride.

Rules of Movement
http://www.bikeleague.org/content/traffic-laws
(Note that we will cover NC traffic law specifically in class)

Intersection Positioning
http://www.bikeleague.org/content/intersection-positioning

Lane changing
http://www.bikeleague.org/content/lane-changing-0

Where should I ride?
http://www.bikeleague.org/content/where-should-i-ride

Lastly, below is a good video explaining how to fix a flat. The only thing I would add to the video is that it’s helpful to pump a small amount of air into the new tube to untwist it and give it some shape before putting it into the tire. If you would like to learn hands-on how to fix a flat, see me after class and we will practice it together.
http://www.youtube.com/watch?v=qm-SvNPFR4E

For more information about the content of this class, and student testimonials, see the Traffic Bicycling for Transportation Professionals details page.

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Written by steven · Categorized: Education, Event

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