Source: http://velociped.kempiweb.net/ntvc/
Timestamp: 2019-04-19 18:29:30+00:00

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The far to right (FTR) rule describes the mandate that a bicycle operator ride as far to the right as practicable on the roadway. This language appears, in one form or another, in the transportation code of just about every state. It is also the most misunderstood and misquoted statutory snippet.
By far the most important term in this passage is also the most misinterpreted. Almost without exception, the word practicable is misrepresented, in conversation and print, as meaning possible. This fact has always been puzzling. These terms are not synonymous.
Practicability is a concept permitting the consideration of safety and efficacy when determining alignment. It allows one to ride further to the left if there are any of a number of hazards or potential hazards which would present the potential for unpredictable, unsafe or erratic operation. Examples include collected debris, standing water, deterioration or erosion of the road surface, uneven pavement, et cetera.
The misinterpretation of practicable as meaning possible is, perhaps, the most egregious mistake made by cyclist and motorist alike. Law enforcement is guilty of the same. It is this very misunderstanding which leads annually to crashes like the one last week in Austin, another in early June in Dallas, and many others.
A serious mistake often exhibited when citing this passage of law is neglecting to consider the exceptions. The following exclusionary criteria exist in the Texas statute with respect to the FTR rule governing bicycle operation.
Many of these are obvious and, frankly, redundant. Compare exceptions one through three to section §545.051 of the transportation code covering general vehicular operation.
The wording is almost identical: §551.103(a)(1) is nearly verbatim with §545.051(b)(1); likewise §551.103(a)(2) is quite similar to §545.051(b)(2); and §551.103(a)(3) is an aggregate of sorts for §545.051(a)(2). Revisiting the redundancy represented by SB488, these statements largely reiterate existing language applicable to general vehicle operation as it pertains specifically to bicycle operation. Given that a bicycle is a legally recognized vehicle in Texas, one is prompted to question why lawmakers felt the need to single out cyclists for specific reiteration. It constitutes a compelling reason for the Texas Bicycle Coalition to focus their efforts on repeal of the FTR rule during future legislative efforts, rather than their seemingly persistent endeavors to augment redundancy.
Unique to the statutes governing vehicular bicycle operation is 551.103(a)(4), “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.” Understanding this language is critical to the discussion, because, by far, the majority of outside lanes in metropolitan settings are less than fourteen feet in width. This sub-section of the code specifically entitles a vehicular cyclist to claim full possession of the lane. So long as at least one additional inside lane exists — into which an overtaking motorist may safely move to pass — occupation of the entire lane does not constitute an impediment. Where only one lane exists in either direction and it is not wide enough to share, the cyclist — by virtue of physical and design limitations — effectively sets the prevailing speed. In circumstances such as the latter, it is at the discretion of the cyclist determine whether it is safe and efficacious to pull aside and allow motorists to pass. If more cyclists were able to comprehend these concepts and employ them on a regular basis, the entire argument pertaining to a perceived need for safe passing buffers would be moot.
As citizens, we are taught from a young age that ignorance of the law is no excuse. By the same token, ignorance of the meaning of the law is not an acceptable defense either. It behooves motorist and cyclist alike to become familiar with the terminology employed in legal discourse. It could save your life!
A recent news story in the Austin American-Statesman epitomizes one of the major problems faced by vehicular cyclists: untrained or novice cyclists who lack the knowledge and skill to operate in a competent manner. The correspondent provides an overview of the conflict, which resulted in the cyclist sustaining injuries, in part, because he was riding too far to the right. Worse is the fact he seems to use this as evidence he was operating in a safe and courteous manner.
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?
[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.
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.
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.
Let your voice be heard. The Senate Transportation and Homeland Security committee will convene a public hearing at NCTCOG in late August. Here is your opportunity to share suggestions and concerns with members of this important committee.
See the notice below for the agenda and other information.
Topics to be discussed may include, but are not limited to, border security, traffic safety, the H1N1 virus, the TxDOT management audit, HOV lanes, stimulus funding, high speed rail, transportation finances, the TTI Mobility Report, and updates on agency activities.
The Committee will also receive public testimony. If you would like to testify, please limit oral remarks to 3 minutes. If you would like to submit written testimony, please submit 15 copies, with your name on each copy, to the Committee Staff at the hearing.
The entire concept that motorists have any rights in relation to bicyclists is condescending and dangerous. Both classes of vehicle operator are afforded nearly identical rights and duties to access and make use of the public roadway for the purpose of transportation from one point to another. Neither has a codified right toward the other.
Furthermore, the only responsibility a motorist has toward a cyclist is to respect their aforementioned, legally recognized right to free travel upon the roadway. §525.001 of the Transportation Code mandates the “Department of Public Safety shall include motorcycle and bicycle awareness information in any edition of the Texas driver’s handbook.” In addition, §551.101(a) states that “[a] person operating a bicycle has the rights and duties applicable to a driver operating a vehicle.” No expression that one or the other operator class was any right or responsibility in relation to the other — only the inferred responsibility that motorists recognize cyclists’ right to operate a bicycles as a vehicle.
Chapter 13 of the current Texas Driver Handbook is dedicated solely to the topic of Bicycle Vehicle Law and Safety. Its content is reproduced below, in its entirety, for reference.
4. A bicyclist should always obey all traffic laws, signs, and signals. Never ride opposite the flow of traffic. Stop at all stop signs and stop at red lights.
d. The lane is too narrow for a bicycle and a motor vehicle to safely travel side by side.
6. A person operating a bicycle on a one-way roadway with two or more marked traffic lanes may ride as near as possible to the left curb or edge of the roadway.
b. A red reflector on the rear of a type approved by the Texas Department of Public Safety which shall be visible from distances 50 to 300 feet. A red light on the rear visible from a distance of 500 feet may be used in addition to the red reflector.
16. Hearing-impaired bicycle riders may display a safety flag.
The visibility of motorists is greatly decreased. Wear highly visible clothing when riding on a bicycle. Water makes certain surfaces slick. Be aware of manhole covers and painted stripes on the road. Water obscures some hazards. Watch for potholes filled with water.
Yet again, an accomplishment TBC considers a feather in its cap is little more than successful implementation of unnecessarily redundant language in the Transportation Code. Had they worded the language of the bill in such a way as to promote requiring exam questions mandating bicyclist awareness, said accomplishment would have been meritorious. As it stands, though, they did little more than codify the inferential subjugation of bicyclists by motorists.
Semantics are an important part of the legal process. One seemingly innocent mistake in verbiage can provide a loophole through which future lobbyists and legislators may seek to drive a Mac truck roughshod over the rights of cyclists to operate a vehicles.
There can certainly be no doubt that TBC is the “designated statewide nonprofit organization” to which all proceeds from §504.633 (“Share the Road” plates) are currently directed and all proceeds from §504.648 (“God Bless Texas”/”God Bless America” plates) will be directed, effective immediately. They were instrumental in drafting the language used in HB2971 which led to the creation of the “Share the Road” specialty plate, the TBCEF is specifically referenced as the consulting group with which the TEA was to work when creating the design, and their yearly audits from 2004 through 2008 have line item revenue notations citing income from this plate.
Since 2003, TBC has earned at least $256,752 from the issuance of “Share the Road” specialty plates. The legislation creating this revenue source explicitly states 75% of all proceeds are to go to the implementation of “bicyclist safety, education, and access through education and awareness programs and training, workshops, educational materials, and media events”, with the remaining 25% being “used to support the activities of the nonprofit organization in marketing and promoting the share the road concept and license plates”. Where has the $192,564 from 2004-2008 been spent? Their audits do not offer specifics in this regard, only generalities such as “Public information/education”, “Conferences and meetings”, and “Other”. Given the number of timid cyclists whining for special consideration and facilities, their education and training programs appear to leave a great deal to be desired. Nevertheless, they will now be rewarded with up to five-fold additional funds to manage the Safe Routes to School (SRTS) Program.
The original legislation for the “Share the Road” and “God Bless Texas”/”God Bless America” plates did not specify the individual impacts of each specialty plate to the General Revenue Fund; only a cumulative net revenue gain of $969,000 overall was forecast. Judging from the annual TBC audits, roughly $55,000 per year flowed into the coffers of the TBC from the “Share the Road” plates between 2004 and 2008. Fiscal analysis of SB161 suggests a projected revenue transfer (from the State Highway Fund to the Share the Road Fund) of an average $273,000 per year between now and 2015. A comment submitted in resonse to the “TBC Agenda” analysis mused as to whether this revision to the specialty license plate statute was a money grab. It certainly looks that way.
Interesting. The TBC had a Safe Routes to School Program; it was created as a pilot project in 2004. Information is available on their website. (Pay particular attention to the dates on the linked pages – they have not been updated in nearly three years.) Since then it has gone nowhere and, in fact, ended in late 2007. They were expecting a grant from the Texas Transportation Commission to fund permanent establishment and expansion of the program, but were declined. In March of 2008, they make the following statement with respect to their participation with a nationwide bi-lingual bike safety program.
It is based on TBCEF work in Amarillo through the now-ended BikeTexas Safe Routes to School Program (funded by the U.S.DOE Carol M. White Physical Education Program from 2004 to 2007).
If TBC no longer has a Safe Routes to School, how will they be able to comply with SB161 and direct spending of the “God Bless Texas”/”God Bless America” revenue? Is there another “designated statewide nonprofit organization” to handle this task?
This is all very curious. Just what is TBC up to? It would seem no good. Given the relatively modest income generated by the “Share the Road” plates, when compared to their robust expenditures for lobbying, one is justified in asking what specific education and safety programs they have initiated and promoted. Now that an additional quarter million dollars per year is slated to flow their way, by law, it must be funneled into a Safe Routes to School program; something they no longer have. Assuming they are the “designated statewide nonprofit organization” in question, taxpayers and TBC constituents must demand to know what the organization is planning to do with this money.

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