Shopping on line can be easy, simple and save you lots of money. It can also take a lot of your time, frustrate you, and result in unwanted purchases. Now the same can be said for regular high street shopping, but with the vast opportunity presented by the Internet it will pay you to spend a few minutes reading this and understanding how to better optimize your Vehicular Cycling shopping experience:

1. Compare - without doubt the biggest advantage that the Vehicular Cycling offers shoppers today is the ability to compare thousands of Vehicular Cycling at a time. This is a great thing, but not necessarily all the time! Too much can be daunting at times so take advantage of the great comparison sites and where possible let them do the hard work for you.

2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about

3. Testimonials - don't know anybody that has bought a Vehicular Cycling? Wrong! If the Vehicular Cycling is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.

4. Questions - Got a question about Vehicular Cycling then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....

5. Reputation - Never heard of the company selling Vehicular Cycling? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about Vehicular Cycling and build up a picture of their reputation for sales, returns, customer service, delivery etc.

6. Returns - still worried that even after all of the above your Vehicular Cycling wont be what you want? Check out the returns policy. There is so much competition now that someone, somewhere is bound to offer the terms that you are comfortable with.

7. Feedback - happy with your Vehicular Cycling then let people know, after all you are depending on others people input in your buying decision, so why not give a little back.

8. Security - check for the yellow padlock on the Vehicular Cycling site before you buy, and the s after http:/ /i.e. https:// = a secure site

9. Contact - got a question about Vehicular Cycling, or want to leave a comment then check out the sites contact page. Reputable companies have them and respond.

10. Payment - ready to pay for your Vehicular Cycling, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.

Vehicular cycling, or VC, is the practice of driving bicycles on roads in a manner that is visible, predictable, and in accordance with the principles for driving a vehicle in traffic. Under the international Vienna Convention on Road Traffic (1968), a bicycle (or "cycle", as referenced by the convention) is defined to be a vehicle and a cyclist is considered to be a driving. In a minority of jurisdictions (the states of Arizona, California, Iowa, Illinois, Indiana, Minnesota, New York in the USA {{cite web | url =http://www.massbike.org/bikelaw/vehicle.htm| title =The Bicycle as Vehicle | last =Sturges | first =Al | year =1997 | publisher =League of Illinois Bicyclists | accessdate=2006-04-19--> )a bicycle is law defined as a "device" rather than as a vehicle, but in all cases operators of bicycles share a basic set of rights and responsibilities with operators of motor vehicles. Bicyclists, who do not pose an extraordinary danger to others, are not burdened with certain additional responsibilities placed on drivers of motor vehicles — for example, only motor-vehicle operators are required to have a driver's license and, in some localities, carry liability insurance.

Sometimes vehicular cycling is referred to as integrated cycling (i.e. integrated with other vehicular traffic, as opposed to cycling on segregated cycle facilities ), integrated traffic cycling, cooperative cycling, or bicycle driving. For information about the relationship between vehicular cycling and bicycle lanes, please see the Vehicular cycling#.22VC means not riding in bicycle lanes.22 below.

Additional descriptions of vehicular cycling can be found by following the Vehicular cycling#References.

Principle John Forester (cyclist), a cycling transportation engineer, {{cite web| url =http://probicycle.com/jf/jfbio.html | title =A Brief Biography of John Forester | author=Jack Taylor | accessdate=2007-03-25--> , has written that the principle of vehicular cycling is: "Cyclists fare best when they act and are treated as drivings of vehicles". {{cite web | url =http://www.johnforester.com/BTEO/ECIM5.pdf| title =Effective Cycling Instructor's Manual | last =Forester | first =John | year =1977 | format =PDF | publisher =John Forester | accessdate=2007-03-25--> This is coherent with the dictionary definition of bicycle: "a vehicle with ... pedals by which it is propelled ...".

Jeffrey A. Hiles, an Instructional Web Designer, {{cite web| url =http://www.wright.edu/~jeffrey.hiles/ | title =JEFF HILES | author=Jeffrey A. Hiles | accessdate=2007-03-25--> has written that vehicular-cycling is a philosophy. {{cite web| url =http://www.wright.edu/~jeffrey.hiles/essays/listening/ch4.html | title =The Ideal: Vehicular Cycling | author=Jeffrey A. Hiles | year =1996 |work=Listening to Bike Lanes | accessdate=2007-03-25-->

Origins of vehicular cycling The origins of riding in accordance to vehicular Traffic#Rules of the road go back to the 19th century when bicycles were invented and began sharing the roads with other vehicles, such as wagons and buggies.

John Forester (cyclist)'s book, Effective Cycling, is generally considered the primary modern reference work about vehicular cycling. Without using the term vehicular cycling per se, John Franklin also describes VC practices in his book, Cyclecraft. A "nuts and bolts" reference to VC is John S. Allen's booklet, Bicycling Street Smarts.

VC best practices, techniques and skills A vehicular cyclist is a cyclist who generally travels within the roadway in accordance with the basic vehicular Rules of the road#Rules of the road that are shared by all drivers, and the most effective cycling practices. Primarily, this means:



Some non-"VC" actions commonly taken by bicyclists include

Using the full lane A cyclist is using the full lane (also known as "taking the lane") when traveling along near the center of a marked travel lane instead of the curb side. Using the full lane normally precludes passing within the same lane by drivers of wide motor vehicles, while being positioned next to a lane line usually encourages such passing—even when it is hazardous to bicyclists.

Vehicular cyclists commonly use the full lane under the following circumstances:

John Franklin advocates operating bicycles in accordance with the basic rules of the road for vehicle operation. Using terms such as primary riding position — meaning in the center of the traffic lane — and secondary riding position — meaning about 1 meter (3 feet) to the side of moving traffic, but not closer than .5 meters (1.5 feet) from the edge of the road, Franklin advocates the primary riding position as the normal position and the secondary riding position only when it is safe and reasonable to allow faster traffic to pass.

Vehicular cycling, including using the full lane when appropriate, is supported by traffic laws in most countries (California's Vehicle Code section 21202 is an example of this).

Speed and destination positioning Vehicular cyclists and other drivers who travel in accordance to the vehicular rules of the road use speed positioning between intersections. The basic principle is "slower traffic keeps to the outside; faster traffic to the inside". (In a country operating right-hand traffic rules, the outside lane is the right lane.) When lanes are marked, slower drivers generally operate in the outermost travel lane. When lanes are not marked, slower drivers generally operate as far to the outside of the traveled way as is reasonably efficient and safe.

Because of the bicycle's narrow width, a cyclist can safely "share" a marked lane (i.e., be passed by overtaking drivers within the lane lines) more often than the driver of a wider vehicle can. A bicyclist who decides to share a lane should ride about a meter (3 feet) to the outside of overtaking traffic and should also avoid the "door zone." For this reason, bike lanes are often unsafe, because those who design them typically allow them to be used for parking, and motorists seldom check for bicycles before opening a door.

As drivers approach a junction of ways, the principle of destination positioning comes into play, and they should position themselves laterally according to their destination (left, straight or right):





The best rules of the road allow any slower driver (including a cyclist) to establish the center of the outermost marked lane (between the left and right tracks of wider vehicles) as their default or primary position. When traffic is then the polite driver moves over in the secondary position, nearer to the outer edge of that lane. In general, vehicles (whether pedal or motor) are more visible and predictable when traveling along in the primary position. bicycles in the secondary possition are often unseen.

Looking back The trivial sounding skill of looking back over one's shoulder is essential whenever a cyclist needs to
  • check that moving laterally or turning will not violate the Traffic#Right of Way ("who goes first") of someone who is overtaking
  • broadcast the cyclist's desire (to move laterally or turn) to other road users so that they can better predict the cyclist's path
  • see if someone who's overtaking is about to make a mistake and violate their right-of-way


    • Looking back is usually visible enough that it can suffice as a signal that the cyclist wishes to move or turn in the direction of the look. A sustained look back increases the odds that the signal will be noticed. Compared to hand signaling, looking back has the advantage of allowing the cyclist to keep both hands on the handlebars. Some jurisdictions, however, mandate that bicyclists use hand signals before moving laterally or turning.

    Looking back can be challenging to perform: it requires traveling in a straight line while looking behind for up to a few seconds. The natural tendency is to not continue in a straight line, but to turn the bike in the same direction as the look. The tendency to turn can be countered with practice. The more often looking back is done, the more comfortable and effortless it will become.

    Special mirrors are available for mounting on a cyclist's helmet, eyeglass, or handlebar. Such mirrors enable the cyclist - with practice - to check for overtaking traffic with less effort. Another advantage is that the check can be accomplished more quickly, reducing the amount of time the cyclist isn't watching where they're going. Although such mirrors are small in size, the mounting is so close to the eye that the field of view can approach that of an automotive rear-view mirror, except for wearers of eyeglasses. However, the field of view is usually still limited enough that looking back remains an essential skill for vehicular cycling.

    Even with its limitations, mirrors are regarded as an important or even critical piece of safety equipment by some cyclists. Others value mirrors more as a means to avoid the shock of being surprised by high-speed traffic passing from behind.

    Negotiation The concept of negotiation is an important part of traversing across one or more lanes of traffic. The basic idea is to negotiate for the Traffic#Priority .28right of way.29 in the adjacent lane, move into that lane, and then repeat the process for any additional lanes. This is an important vehicular cycling skill, because it allows the cyclist to merge in with the flow of other traffic instead of cutting across at a right-angle (as a pedestrian would).

    The first step in traversing across a lane is looking back for traffic that may be overtaking in that lane. When there is such traffic, the cyclist needs to either wait until that traffic has either passed or explicitly yielded the right-of-way (by slowing down to let the cyclist in). Simply looking back is often all that is required to signal the cyclist's intent, but sometimes a hand signal is helpful in getting overtaking traffic to yield right-of-way. Once right-of-way has been acquired in the adjacent lane, the second step is for the cyclist to Vehicular cycling#Using the full lane.

    If there is another lane to traverse, the cyclist repeats the steps until there are no more lanes to traverse. The key to the process is that the cyclist merges into traffic lanes as per the Rules of the road#Rules of the road, one lane at a time.

    It is possible to do this, even in heavy traffic, on most surface streets. It is usually impossible on expressways or freeway.

    The Vehicular Cycling attitude If a cyclist does not act like a vehicle driver, they are unlikely to be treated like one by other road users. Acting as a driver is easier when the cyclist believes that:

    John Forester has written:

    "There is much more to the vehicular-cycling principle than only obeying the traffic laws for drivers. The vehicular-style cyclist not only acts outwardly like a driver, he knows inwardly that he is one. Instead of feeling like a trespasser on roads owned by cars he feels like just another driver with a slightly different vehicle, one who is participating and cooperation in the organized mutual effort to get to desired destinations with the least trouble". (Forester, Bicycle Transportation Engineering, 1994, p. 3).

    Common misconceptions about vehicular cycling There is considerable confusion expressed about the meaning of vehicular cycling. Among these, are:

    "VC is cycling as if you're a car" VC has been imprecisely described as "cycling as if you're a car". Operators of horse and buggy, tractor trailers, motor vehicles, and bicycles share the same basic rules of the road for drivers, so a more accurate description of VC is "cycling as if you're a driver".

    While most of the rules apply to everyone operating a vehicle, there are some exceptions. For example, drivers of heavy motor vehicles (car, motorcycle, etc.) are required to be licensed because of the extraordinary danger posed to others by the operation of those vehicles.

    All drivers should use the principle of destination positioning when approaching and crossing junctions with streets, alleys, driveways, etc. Another principle, which applies more often when cycling than when motoring, is speed positioning; drivers who are traveling slowly should (when traveling between intersections and not passing or turning) keep to the outside marked travel lane or to the outside of the road (when such lanes aren't available in that direction).

    "VC is needlessly blocking cars" Cyclists who ride in the center of a lane needlessly impeding faster traffic are sometimes mistakenly referred to as vehicular cyclists; yet by definition a cyclist who needlessly impedes faster traffic is violating the vehicular rules of the road and is hence not riding vehicularly. A motorist who needlessly impedes faster traffic will be cited for that offense.

    "VC means 'taking the lane'" Because the practice of using the full lane when it is safe and appropriate to do so often distinguishes vehicular cyclists from other types of cyclists, the meaning of VC is sometimes used to mean "taking the lane". For example, someone might claim that they ride "VC" on part of their commute, but not the whole time, meaning that some of the time they ride in a lane-sharing position near the edge of the road (as if that's not VC because they're not using the full traffic lane when they do that). But since a fundamental principle of vehicular behavior is "speed positioning", drivers of slower vehicles often operate "as far outside as practicable" in order to allow faster traffic to pass. So do vehicular cyclists.

    "VC means not riding in bicycle lanes" Another misconception about VC -- that riding in a bicycle lane is contrary to the principles of VC -- probably stems from a misunderstanding of John Forester (cyclist)'s teachings about bicycle lanes. Forester has written that Effective Cycling does not train a cyclist to avoid riding in a bicycle lane, but rather to choose their lateral position as if the bicycle lane stripe is not there. Cyclists who end up in a bicycle lane should be extra cautious with regard to people who look for vehicles only in the Lanes#Types of lanes, watch for the road debris that tends to accumulate there, and avoid crossing the solid stripe without first yielding to other traffic.

    Also, while many VC advocates oppose bike lanes, what they actually oppose is the bike lane stripe, not the space demarcated by the stripe. Nor do they oppose riding in that space (whether it is demarcated or not) when safe, reasonable and appropriate to do so for the current factors and conditions. The opposition to the stripe is based on the widespread perception that the demarcated "bike lane" space is the only place where bicyclists should ride regardless of current factors and conditions.

    "VC means you have to follow the letter of the law" To understand vehicular cycling, it is important to fully comprehend the subtle but significant distinction between the principles for driving a vehicle in traffic and the laws which regulation driving in a given jurisdiction. Vehicular cycling is based on the principles, not the laws.

    To illustrate the distinction between these two concepts, consider the principle that vehicles should always travel within the portion of the road intended for the movement of vehicular traffic (a.k.a. the Traveled Way{{cite web| title=Traveled Way definition | work=MUTCD Chapter 1A | url=http://mutcd.fhwa.dot.gov/HTM/2003r1/part1/part1a.htm | year =2003 | publisher =FHWA | accessdate=2006-04-24--> ). Now consider those laws which prohibit drivers of a particular class of vehicle (bicyclists) from traveling within the Traveled Way when a path (such as a sidewalk) exists along side.{{cite web| title=Sidepaths | work=Engineering and Planning : Sidepaths | url=http://www.bicycledriving.com/sidepaths.htm | publisher =Bicycle Transportation Institute | year =2002 | accessdate=2006-04-24--> Notice the difference between principle and law in this example.

    John Forester (cyclist) illustrated the distinction in another way when he wrote about Cycling hand signals:

    "The law about making turn signals differs from state to state, and has differed from time to time. The principle is that any driver who will be affected by the movement should be informed of your intended movement. However, the implementations of that principle differ."

    The principles of driving require that a driver signal those who will likely be affected by a change in the movement of the driver's vehicle. If a look back meets this requirement when merging, then that is all which is required of a vehicular cyclist. While the law may require cyclists to use their arms to signal, the principle does not dictate that a vehicular cyclist must do so. Vehicular cycling requires sound judgment in the application of the principles of driving, not blind compliance with the law.

    Alternatives to vehicular cycling An alternative to vehicular cycling is pedestrian bicycling, or bicycling according to the pedestrian rules of the road. Pedestrian bicycling often means riding on sidewalks, pedestrian crossings, and other pedestrian facilities. In those jurisdictions where such behavior is illegal, the cyclist may be held liable for any personal injuries or property damage that results. There are peculiar hazards associated with this activity, including (but not limited to)

    Many cyclists use a combination of vehicular cyclingand pedestrian bicycling. This approach has the drawback that extra care must be taken when transitioning from one mode to the other, since transitioning often leads to actions not expected by others. In particular, during a transition, a cyclist must yield the right-of-way to both pedestrians and vehicle drivers. Car-bike collision statistics indicate that those who operate bicycles (and other pedal vehicles) in contradiction with the vehicular rules of the road are particularly vulnerable.

    Examples of pedestrian bicycling:

    Education In addition to reading about vehicular cycling in textbooks, a cyclist can participate in training courses offered by organizations such as the League of American Bicyclists and the Canadian Cycling Association.{{cite web| title=CCA bicycle education and safety| publisher =Canadian Cycling Association| work=CAN-BIKE PROGRAM| url=http://www.canadian-cycling.com/English/programs/canbike/canintro.htm| accessdate=2006-04-24-->

    Another source for education regarding the basics of vehicular cycling is John S. Allen's pamphlet, Bicycling Street Smarts, available for free on his website (see below).

    Advocacy Advocates of vehicular cycling—such as John Forester (cyclist), John Franklin and John S. Allen—argue that cycling in accordance to the vehicular rules of the road is the safest and most effective means to use a bicycle for transportation.

    Some VC advocates contend that cyclists should only ride vehicularly, believing that non-vehicular cycling is not only less safe, but leads to less societal acceptance of cyclists who do cycle vehicularly.

    Some VC advocates oppose Segregated cycle facilities like bike lane debate because they inhibit and discourage cycling integrated with other vehicular traffic, and because they encourage motorists not to expect bicycles where it is reasonable to expect them and even where they are forced to be. In particular, bikelanes oblige a bicyclist going straight through an intersection to do it from next to the curb, whereas a vehicular cyclist would do it from a through-traffic lane. A right-turning motorist doesn't expect a motorist in that lane and may thus hit the unseen bicycle. Similrly, bike paths and bike lanes sometimes encourage or require wrong-way riding in places where it was inconvenient to put lanes or paths on both sides of the road. This has two predictable results:
  • head-on collisions between two bicyclists who both think they have the right of way.
  • collisions between left-turning motorists and bicyclists in bike lanes or paths. The motorist has already looked for cars going each way on the side street, and would have seen any cyclist going the right way; but the motorist has not looked at the places where any wrong-way bicyclists will pop up.


    • Footnotes

    See also

    Bibliography

    References

    Vehicular cycling, or VC, is the practice of driving bicycles on roads in a manner that is visible, predictable, and in accordance with the principles for driving a vehicle in traffic. Under the international Vienna Convention on Road Traffic (1968), a bicycle (or "cycle", as referenced by the convention) is defined to be a vehicle and a cyclist is considered to be a driving. In a minority of jurisdictions (the states of Arizona, California, Iowa, Illinois, Indiana, Minnesota, New York in the USA {{cite web | url =http://www.massbike.org/bikelaw/vehicle.htm| title =The Bicycle as Vehicle | last =Sturges | first =Al | year =1997 | publisher =League of Illinois Bicyclists | accessdate=2006-04-19--> )a bicycle is law defined as a "device" rather than as a vehicle, but in all cases operators of bicycles share a basic set of rights and responsibilities with operators of motor vehicles. Bicyclists, who do not pose an extraordinary danger to others, are not burdened with certain additional responsibilities placed on drivers of motor vehicles — for example, only motor-vehicle operators are required to have a driver's license and, in some localities, carry liability insurance.

    Sometimes vehicular cycling is referred to as integrated cycling (i.e. integrated with other vehicular traffic, as opposed to cycling on segregated cycle facilities ), integrated traffic cycling, cooperative cycling, or bicycle driving. For information about the relationship between vehicular cycling and bicycle lanes, please see the Vehicular cycling#.22VC means not riding in bicycle lanes.22 below.

    Additional descriptions of vehicular cycling can be found by following the Vehicular cycling#References.

    Principle John Forester (cyclist), a cycling transportation engineer, {{cite web| url =http://probicycle.com/jf/jfbio.html | title =A Brief Biography of John Forester | author=Jack Taylor | accessdate=2007-03-25--> , has written that the principle of vehicular cycling is: "Cyclists fare best when they act and are treated as drivings of vehicles". {{cite web | url =http://www.johnforester.com/BTEO/ECIM5.pdf| title =Effective Cycling Instructor's Manual | last =Forester | first =John | year =1977 | format =PDF | publisher =John Forester | accessdate=2007-03-25--> This is coherent with the dictionary definition of bicycle: "a vehicle with ... pedals by which it is propelled ...".

    Jeffrey A. Hiles, an Instructional Web Designer, {{cite web| url =http://www.wright.edu/~jeffrey.hiles/ | title =JEFF HILES | author=Jeffrey A. Hiles | accessdate=2007-03-25--> has written that vehicular-cycling is a philosophy. {{cite web| url =http://www.wright.edu/~jeffrey.hiles/essays/listening/ch4.html | title =The Ideal: Vehicular Cycling | author=Jeffrey A. Hiles | year =1996 |work=Listening to Bike Lanes | accessdate=2007-03-25-->

    Origins of vehicular cycling The origins of riding in accordance to vehicular Traffic#Rules of the road go back to the 19th century when bicycles were invented and began sharing the roads with other vehicles, such as wagons and buggies.

    John Forester (cyclist)'s book, Effective Cycling, is generally considered the primary modern reference work about vehicular cycling. Without using the term vehicular cycling per se, John Franklin also describes VC practices in his book, Cyclecraft. A "nuts and bolts" reference to VC is John S. Allen's booklet, Bicycling Street Smarts.

    VC best practices, techniques and skills A vehicular cyclist is a cyclist who generally travels within the roadway in accordance with the basic vehicular Rules of the road#Rules of the road that are shared by all drivers, and the most effective cycling practices. Primarily, this means:



    Some non-"VC" actions commonly taken by bicyclists include

    Using the full lane A cyclist is using the full lane (also known as "taking the lane") when traveling along near the center of a marked travel lane instead of the curb side. Using the full lane normally precludes passing within the same lane by drivers of wide motor vehicles, while being positioned next to a lane line usually encourages such passing—even when it is hazardous to bicyclists.

    Vehicular cyclists commonly use the full lane under the following circumstances:

    John Franklin advocates operating bicycles in accordance with the basic rules of the road for vehicle operation. Using terms such as primary riding position — meaning in the center of the traffic lane — and secondary riding position — meaning about 1 meter (3 feet) to the side of moving traffic, but not closer than .5 meters (1.5 feet) from the edge of the road, Franklin advocates the primary riding position as the normal position and the secondary riding position only when it is safe and reasonable to allow faster traffic to pass.

    Vehicular cycling, including using the full lane when appropriate, is supported by traffic laws in most countries (California's Vehicle Code section 21202 is an example of this).

    Speed and destination positioning Vehicular cyclists and other drivers who travel in accordance to the vehicular rules of the road use speed positioning between intersections. The basic principle is "slower traffic keeps to the outside; faster traffic to the inside". (In a country operating right-hand traffic rules, the outside lane is the right lane.) When lanes are marked, slower drivers generally operate in the outermost travel lane. When lanes are not marked, slower drivers generally operate as far to the outside of the traveled way as is reasonably efficient and safe.

    Because of the bicycle's narrow width, a cyclist can safely "share" a marked lane (i.e., be passed by overtaking drivers within the lane lines) more often than the driver of a wider vehicle can. A bicyclist who decides to share a lane should ride about a meter (3 feet) to the outside of overtaking traffic and should also avoid the "door zone." For this reason, bike lanes are often unsafe, because those who design them typically allow them to be used for parking, and motorists seldom check for bicycles before opening a door.

    As drivers approach a junction of ways, the principle of destination positioning comes into play, and they should position themselves laterally according to their destination (left, straight or right):





    The best rules of the road allow any slower driver (including a cyclist) to establish the center of the outermost marked lane (between the left and right tracks of wider vehicles) as their default or primary position. When traffic is then the polite driver moves over in the secondary position, nearer to the outer edge of that lane. In general, vehicles (whether pedal or motor) are more visible and predictable when traveling along in the primary position. bicycles in the secondary possition are often unseen.

    Looking back The trivial sounding skill of looking back over one's shoulder is essential whenever a cyclist needs to
  • check that moving laterally or turning will not violate the Traffic#Right of Way ("who goes first") of someone who is overtaking
  • broadcast the cyclist's desire (to move laterally or turn) to other road users so that they can better predict the cyclist's path
  • see if someone who's overtaking is about to make a mistake and violate their right-of-way


    • Looking back is usually visible enough that it can suffice as a signal that the cyclist wishes to move or turn in the direction of the look. A sustained look back increases the odds that the signal will be noticed. Compared to hand signaling, looking back has the advantage of allowing the cyclist to keep both hands on the handlebars. Some jurisdictions, however, mandate that bicyclists use hand signals before moving laterally or turning.

    Looking back can be challenging to perform: it requires traveling in a straight line while looking behind for up to a few seconds. The natural tendency is to not continue in a straight line, but to turn the bike in the same direction as the look. The tendency to turn can be countered with practice. The more often looking back is done, the more comfortable and effortless it will become.

    Special mirrors are available for mounting on a cyclist's helmet, eyeglass, or handlebar. Such mirrors enable the cyclist - with practice - to check for overtaking traffic with less effort. Another advantage is that the check can be accomplished more quickly, reducing the amount of time the cyclist isn't watching where they're going. Although such mirrors are small in size, the mounting is so close to the eye that the field of view can approach that of an automotive rear-view mirror, except for wearers of eyeglasses. However, the field of view is usually still limited enough that looking back remains an essential skill for vehicular cycling.

    Even with its limitations, mirrors are regarded as an important or even critical piece of safety equipment by some cyclists. Others value mirrors more as a means to avoid the shock of being surprised by high-speed traffic passing from behind.

    Negotiation The concept of negotiation is an important part of traversing across one or more lanes of traffic. The basic idea is to negotiate for the Traffic#Priority .28right of way.29 in the adjacent lane, move into that lane, and then repeat the process for any additional lanes. This is an important vehicular cycling skill, because it allows the cyclist to merge in with the flow of other traffic instead of cutting across at a right-angle (as a pedestrian would).

    The first step in traversing across a lane is looking back for traffic that may be overtaking in that lane. When there is such traffic, the cyclist needs to either wait until that traffic has either passed or explicitly yielded the right-of-way (by slowing down to let the cyclist in). Simply looking back is often all that is required to signal the cyclist's intent, but sometimes a hand signal is helpful in getting overtaking traffic to yield right-of-way. Once right-of-way has been acquired in the adjacent lane, the second step is for the cyclist to Vehicular cycling#Using the full lane.

    If there is another lane to traverse, the cyclist repeats the steps until there are no more lanes to traverse. The key to the process is that the cyclist merges into traffic lanes as per the Rules of the road#Rules of the road, one lane at a time.

    It is possible to do this, even in heavy traffic, on most surface streets. It is usually impossible on expressways or freeway.

    The Vehicular Cycling attitude If a cyclist does not act like a vehicle driver, they are unlikely to be treated like one by other road users. Acting as a driver is easier when the cyclist believes that:

    John Forester has written:

    "There is much more to the vehicular-cycling principle than only obeying the traffic laws for drivers. The vehicular-style cyclist not only acts outwardly like a driver, he knows inwardly that he is one. Instead of feeling like a trespasser on roads owned by cars he feels like just another driver with a slightly different vehicle, one who is participating and cooperation in the organized mutual effort to get to desired destinations with the least trouble". (Forester, Bicycle Transportation Engineering, 1994, p. 3).

    Common misconceptions about vehicular cycling There is considerable confusion expressed about the meaning of vehicular cycling. Among these, are:

    "VC is cycling as if you're a car" VC has been imprecisely described as "cycling as if you're a car". Operators of horse and buggy, tractor trailers, motor vehicles, and bicycles share the same basic rules of the road for drivers, so a more accurate description of VC is "cycling as if you're a driver".

    While most of the rules apply to everyone operating a vehicle, there are some exceptions. For example, drivers of heavy motor vehicles (car, motorcycle, etc.) are required to be licensed because of the extraordinary danger posed to others by the operation of those vehicles.

    All drivers should use the principle of destination positioning when approaching and crossing junctions with streets, alleys, driveways, etc. Another principle, which applies more often when cycling than when motoring, is speed positioning; drivers who are traveling slowly should (when traveling between intersections and not passing or turning) keep to the outside marked travel lane or to the outside of the road (when such lanes aren't available in that direction).

    "VC is needlessly blocking cars" Cyclists who ride in the center of a lane needlessly impeding faster traffic are sometimes mistakenly referred to as vehicular cyclists; yet by definition a cyclist who needlessly impedes faster traffic is violating the vehicular rules of the road and is hence not riding vehicularly. A motorist who needlessly impedes faster traffic will be cited for that offense.

    "VC means 'taking the lane'" Because the practice of using the full lane when it is safe and appropriate to do so often distinguishes vehicular cyclists from other types of cyclists, the meaning of VC is sometimes used to mean "taking the lane". For example, someone might claim that they ride "VC" on part of their commute, but not the whole time, meaning that some of the time they ride in a lane-sharing position near the edge of the road (as if that's not VC because they're not using the full traffic lane when they do that). But since a fundamental principle of vehicular behavior is "speed positioning", drivers of slower vehicles often operate "as far outside as practicable" in order to allow faster traffic to pass. So do vehicular cyclists.

    "VC means not riding in bicycle lanes" Another misconception about VC -- that riding in a bicycle lane is contrary to the principles of VC -- probably stems from a misunderstanding of John Forester (cyclist)'s teachings about bicycle lanes. Forester has written that Effective Cycling does not train a cyclist to avoid riding in a bicycle lane, but rather to choose their lateral position as if the bicycle lane stripe is not there. Cyclists who end up in a bicycle lane should be extra cautious with regard to people who look for vehicles only in the Lanes#Types of lanes, watch for the road debris that tends to accumulate there, and avoid crossing the solid stripe without first yielding to other traffic.

    Also, while many VC advocates oppose bike lanes, what they actually oppose is the bike lane stripe, not the space demarcated by the stripe. Nor do they oppose riding in that space (whether it is demarcated or not) when safe, reasonable and appropriate to do so for the current factors and conditions. The opposition to the stripe is based on the widespread perception that the demarcated "bike lane" space is the only place where bicyclists should ride regardless of current factors and conditions.

    "VC means you have to follow the letter of the law" To understand vehicular cycling, it is important to fully comprehend the subtle but significant distinction between the principles for driving a vehicle in traffic and the laws which regulation driving in a given jurisdiction. Vehicular cycling is based on the principles, not the laws.

    To illustrate the distinction between these two concepts, consider the principle that vehicles should always travel within the portion of the road intended for the movement of vehicular traffic (a.k.a. the Traveled Way{{cite web| title=Traveled Way definition | work=MUTCD Chapter 1A | url=http://mutcd.fhwa.dot.gov/HTM/2003r1/part1/part1a.htm | year =2003 | publisher =FHWA | accessdate=2006-04-24--> ). Now consider those laws which prohibit drivers of a particular class of vehicle (bicyclists) from traveling within the Traveled Way when a path (such as a sidewalk) exists along side.{{cite web| title=Sidepaths | work=Engineering and Planning : Sidepaths | url=http://www.bicycledriving.com/sidepaths.htm | publisher =Bicycle Transportation Institute | year =2002 | accessdate=2006-04-24--> Notice the difference between principle and law in this example.

    John Forester (cyclist) illustrated the distinction in another way when he wrote about Cycling hand signals:

    "The law about making turn signals differs from state to state, and has differed from time to time. The principle is that any driver who will be affected by the movement should be informed of your intended movement. However, the implementations of that principle differ."

    The principles of driving require that a driver signal those who will likely be affected by a change in the movement of the driver's vehicle. If a look back meets this requirement when merging, then that is all which is required of a vehicular cyclist. While the law may require cyclists to use their arms to signal, the principle does not dictate that a vehicular cyclist must do so. Vehicular cycling requires sound judgment in the application of the principles of driving, not blind compliance with the law.

    Alternatives to vehicular cycling An alternative to vehicular cycling is pedestrian bicycling, or bicycling according to the pedestrian rules of the road. Pedestrian bicycling often means riding on sidewalks, pedestrian crossings, and other pedestrian facilities. In those jurisdictions where such behavior is illegal, the cyclist may be held liable for any personal injuries or property damage that results. There are peculiar hazards associated with this activity, including (but not limited to)

    Many cyclists use a combination of vehicular cyclingand pedestrian bicycling. This approach has the drawback that extra care must be taken when transitioning from one mode to the other, since transitioning often leads to actions not expected by others. In particular, during a transition, a cyclist must yield the right-of-way to both pedestrians and vehicle drivers. Car-bike collision statistics indicate that those who operate bicycles (and other pedal vehicles) in contradiction with the vehicular rules of the road are particularly vulnerable.

    Examples of pedestrian bicycling:

    Education In addition to reading about vehicular cycling in textbooks, a cyclist can participate in training courses offered by organizations such as the League of American Bicyclists and the Canadian Cycling Association.{{cite web| title=CCA bicycle education and safety| publisher =Canadian Cycling Association| work=CAN-BIKE PROGRAM| url=http://www.canadian-cycling.com/English/programs/canbike/canintro.htm| accessdate=2006-04-24-->

    Another source for education regarding the basics of vehicular cycling is John S. Allen's pamphlet, Bicycling Street Smarts, available for free on his website (see below).

    Advocacy Advocates of vehicular cycling—such as John Forester (cyclist), John Franklin and John S. Allen—argue that cycling in accordance to the vehicular rules of the road is the safest and most effective means to use a bicycle for transportation.

    Some VC advocates contend that cyclists should only ride vehicularly, believing that non-vehicular cycling is not only less safe, but leads to less societal acceptance of cyclists who do cycle vehicularly.

    Some VC advocates oppose Segregated cycle facilities like bike lane debate because they inhibit and discourage cycling integrated with other vehicular traffic, and because they encourage motorists not to expect bicycles where it is reasonable to expect them and even where they are forced to be. In particular, bikelanes oblige a bicyclist going straight through an intersection to do it from next to the curb, whereas a vehicular cyclist would do it from a through-traffic lane. A right-turning motorist doesn't expect a motorist in that lane and may thus hit the unseen bicycle. Similrly, bike paths and bike lanes sometimes encourage or require wrong-way riding in places where it was inconvenient to put lanes or paths on both sides of the road. This has two predictable results:
  • head-on collisions between two bicyclists who both think they have the right of way.
  • collisions between left-turning motorists and bicyclists in bike lanes or paths. The motorist has already looked for cars going each way on the side street, and would have seen any cyclist going the right way; but the motorist has not looked at the places where any wrong-way bicyclists will pop up.


    • Footnotes

    See also

    Bibliography

    References



     

    Vehicular Cycling



     
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