Bike Safety - I Love Bicycling

Cycling With A Baby – Safe Options

April 16, 2016 by Wade Shaddy

Strangely enough, online research is relatively scarce on cycling with a baby because in the United States it’s not that common when compared with the rest of the world. In the US, it seems that what research there is, is focused mostly on negative assumption. Most of the good information comes from international sources where cycling with babies is widespread. While child carrying devices for cars are heavily regulated and tested, the bicycling industry is a whole different animal in the US. With that being said, cycling with a baby can be done safely when common sense is applied.

Cycling With a Baby

The Dutch point of view is that cycling with a baby is safe and it’s perfectly natural to cycle with a newborn. Brits are more likely to cycle with a baby at nine months old. Americans tend to wait until their baby is at least one year old. Bike shops and cycling organizations typically advise you not to cycle with a baby until they are nine months old and are able to sit up. One year old is better but it is generally agreed that nine months is a safe age to start cycling. The the BSHI recommends not putting a child in a helmet before the age of one year.

Do You Feel Safe

But if you cycle with a baby before these recommendations, are you a bad parent? — Absolutely not. Look at bicycle commuters, women, and men who travel only by bike. It’s going to be fine, and sometimes necessary. Regardless of what your friends, family, bike shops, and helmet manufacture’s advise, the most important thing is that you believe your baby is old enough and that you feel safe with them on board. If you don’t feel safe or sure, then it’s definitely too soon to go cycling with a baby. But if you’re desperate to cycle with your baby and feel that it would be safe to do so, then there’s no reason why you shouldn’t.

What Officials Say

Chris Juden, senior technical officer at the CTC, the national cycling organization, who was also on the committee responsible for the European Standard on bicycle child seats (EN14344), sums up cycling with a baby like this:

“It’s not so much a question of age, but of physical development. Infants vary a lot as to the age at which they are able to sit up unaided (as in sitting in the middle of the carpet, playing with toys etc), which is when they are ready to ride in the usual sort of a bicycle child seat. Usually this is about nine months. And the length of your cycling with a baby between stops, should not exceed the length of time they are content to do that.”

Pediatrician Advice

If you are unsure if you should be cycling with a baby yet, ask your pediatrician if your child is ready.

Fear of Falling

One of the most obvious worries of cycling with a baby is the possibility of falling. Many parents may argue that they rarely fall off of their bike. The probability of having a fall while cycling with a baby on board is low – much lower than falling down the stairs while having a baby in your arms.

Three Options

Three types of baby carriers typify whats out there; rear-mount seats, front-mount seats, and trailers.

Rear Mount

Back or rear-mounted seats are the most widely used bike seats for cycling with a baby. They fit over the back wheel and usually have a high back and raised sides, leg guards, and a harness. Here’s a few characteristics:

Pro: Babies are well supported if they want to sleep.
Pro: You can use the seat to carry shopping items when you don’t have your baby on board.
Con: Carrying extra weight on the back of the bike at this height can make your bike top heavy.
Con: You can’t see what your child is up to while you’re cycling and your baby can’t see much.

Front-Mount

Your baby sits in front of you. You place your arms around the seat to steer. Because your arms have to go around the seat and your vision of the road needs to be clear, front-mounted seats are more minimalist than rear-mounted seats.

Pro: Closer contact with your child and your child is always visible to you.
Pro: More fun for the baby.
Con: Can affect the bike’s maneuverability with the weight on the handlebars.
Con: Although popular in mainland Europe, front-mount seats can be hard to find.

Trailers to Tow

Trailers behind your bike are often attached to your bike via the rear axle and skewer. The are better as your child grows older as there is less support for a baby.

Pro: Lower to the ground, safer in a falling accident.
Pro: Easier to handle, more maneuverable as it doesn’t affect the steering or leaning of the bike.
Lots of cargo space when carrying or not carrying a baby.
Con: Difficult to see for motorists.
Con: Wider, can hook on objects, stick out into traffic.
Con: Heavier, harder to stop.

The Verdict on Safety

All types of bicycle carriers have safety issues. The American Academy of Pediatric’s position is that it’s preferable for a child to ride in a bicycle trailer rather than a front or rear-mounted bicycle seat. The reasoning: “because a young passenger on an adult’s bike makes the bike unstable and increases braking time.” The AAP says that a mishap at any speed on a bicycle-mounted seat could cause significant injury to a child.

One More Option

The Taga 3 in 1 Baby Stroller Bike 3 Wheel 16” Pushchair Carrier Folding Mother’s Bicycle is yet another option to take a look at. This version of a bike with carrier is genius and should be considered for cycling with a baby.

Tips For Cycling With a Baby

It’s not recommended taking a baby for a ride who can’t support his or her own head – or until the time he or she can wear a cycling helmet. Your baby should also be able to sit well unaided.
Wearing a cycle helmet reduces the risk of head and brain injury. You and your child should always wear a helmet when on a bike.
Check with the bike retailer that your bike is suitable for use with a particular type of child seat or trailer as not all bike designs are suitable with baby seats.
Make sure your seat has footrests to prevent your child’s feet from becoming caught in the spokes of the wheel.
Child seats for cycles should carry BSI number BS EN 14344:2004 to comply with required safety standards.

Weight, Safety, and Bike Integrity

The added weight factor can also cause parts on your bike to fail or come loose. More than one headset, stem, or handlebar fitting has come loose under this kind of load. It will cause you to go down hard should this occur. Always, always double check critical bolts before cycling with a baby on board your bike. Practice getting on and off the bike and riding with the carrier before heading out into traffic with your baby.

Choices and Choices

The type of carrier you choose also depends on where you live. Do you live in a small town? A city with lots of hills? Miles from your daily destinations? Lots of traffic? Having an idea of how far you will ride on a typical day, on what routes, and over what terrain will help you decide on the right bike set-up and route that keeps you safe and out of traffic. Rural roads, country roads, bike paths, and designated bike lanes are all good choices from a safety standpoint. Try to avoid rugged or torn up potholed road surfaces.

Never Trust Anyone

Never place your trust in other vehicles. Never trust that a vehicle sees you. Y ou never have to be hit by a car when cycling with a baby. Practice and think about riding defensively. Always have a plan B or a way out of any dangerous situation. Think.

An Extensive Safety List

Accidents or incidences where your baby is hurt because you go cycling with a baby does not have to happen. The Royal Society for the Prevention of Accidents has prepared this extensive list to help keep you safe when cycling with a baby on board.

Future Cyclists

Cycling with a baby introduces your child to the joys of cycling at an early age while you also get to get out and ride where you otherwise might not be able to. What more could you ask for.

How To React To Potholes Cycling

April 11, 2016 by Wade Shaddy

All cyclists face potholes — and they can kill you. In March of this year, Ralph Brazier, father-of-three and cycling advocate who has raised thousands for charity, was killed after hitting a pothole and being thrown from his bike. The incident happened in the United Kingdom, but dangerous road conditions and potholes cycling have no boundaries.

A Moment of Distraction

The pothole that claimed the life of Ralph Brazier probably came out of nowhere, a simple moment of distraction that all cyclists are subject to. That’s why it’s so important to keep an eye on the road at all times. If there’s one thing to keep in mind, it’s to stay alert when cycling.

Potholes Cycling and Maintenance

Even the best standards of maintenance can’t completely rid roadways of the dangers of potholes cycling and it’s nobodies fault but your own if you hit one. Cyclists will never be safe from potholes, but there are ways of dealing with them.

Stealth Pothole

Potholes don’t always appear as an open crater in the road and that’s one thing that makes them so dangerous. Potholes have many shapes and configurations. Some of the worst potholes such as sinkholes, don’t look like craters at all and are hard to spot. Sinkholes have a smooth bottom and sides. When you drop a front tire into a sinkhole, it catches you off-guard, and you go down hard.

Blowout Pothole

Other types of potholes (blowouts) have the rugged crater appearance that flattens tires, damages wheels, and bodies. You may or may not have time to react to a blowout pothole. There are certain things that work better than others to keep you safe when you spot a pothole of any type.

The Bunny Hop

There are two main options to crashing into a pothole — swerving or bunny hop. The bunny hop can save you from crashing and is sometimes the best option. If you’re not familiar with the bunny hop, give it a try before employing it at the last second.

Swerving Danger

Swerving can cause an even a worse crash, bring down fellow cyclists, or put you into the path of oncoming traffic. If you’re out there by yourself — and traffic permitting — swerving is an option and one that you’ve likely employed a lot of times before, just be extremely careful when swerving to avoid a pothole.

Braking Danger

Emergency braking for a pothole can be just as dangerous as swerving, especially if other cyclists are involved. If you have enough time, a certain amount of feathering can help to slow or stabilize you and your bike before hitting the pothole. You should always ride with at least one finger on the brake levers anyway and try to apply the front and back evenly. Using brakes is your call, depending on conditions, but avoid locking them up. Once you’re committed to riding through the pothole, try to stay off the brakes, and focus on getting through it keeping your hands firmly on the bars.

The Scenario — What to Do In an Emergency

Okay, you’re moving along at about 15 to 25 mph, you spot a pothole and swerving is not an option. If you have time to react bunny hop it. If the bunny hop is not an option for potholes cycling, here’s what you do. Lift yourself out of the saddle in a crouched position, your legs bent to absorb the impact. With your pedals level, body relaxed, hit the pothole dead center if possible. Un-weight your front wheel as much as possible to allow your front tire to bounce off the other side and climb out of the pothole without deflecting. A quick jerk upward on the bars can help to un-weight the front end at the last second. Don’t panic. That’s about all you can do.

Stay Alert

Staying alert is the best way to avoid hitting a pothole cycling. If you start to drift mentally while you’re riding — so easy to do on a nice day — you may find yourself face to face with a pothole and a serious injury. Keeping alert at all times with your eyes scanning the road ahead of you helps you to avoid injury and damage to your bike, particularly your expensive wheels. And don’t forget to wear your helmet. You’re never too old for a helmet or a serious accident. Your helmet can mean the difference between life or death.

What Cyclists Can Do About Pothole Awareness

Bicycling communities in the United Kingdom and United States have begun to organize to specifically address pothole hazards. Here’s what you can do if you see a pothole. (This is particularly for cyclists who use cell phones, because motorists typically don’t have the time or inclination to report potholes.)

Fillthathole.org.uk is sponsored by Britain’s National Cyclists Organization. It offers an online tool to direct local authorities to potholes spotted by cyclists.

The San Francisco Bicycle Coalition sponsors its Good Roads Campaign which encourages members to use the city’s 3-1-1 system to report potholes as well as to mark dangerous potholes with neon yellow spray paint. The Coalition also conducts audits of worst-condition pavement and lobbies the city to prioritize pavement maintenance of key bicycling corridors.

Most cities have a 3-1-1 system in place but other phone apps such as SeeClickFix and SaveMyTire enable bikers to report pavement problems to the appropriate municipalities by shooting a photo with a GPS-enabled smartphone. The report is then made automatically. Be safe out there and pay attention.

Why do I Get Dizzy While Cycling — Something to Worry About?

April 11, 2016 by Wade Shaddy

An old cycling adage states to “keep riding until you see black spots — and then keep riding until they go away”. Were the early Tour de France riders tougher than today’s contemporary cyclist? Not really. But is lightheadeness something to be concerned about when cycling? The fact is, almost everyone gets dizzy while cycling at some point. You get dizzy when you stand up too fast or when an unexpected spin of the head happens. There are a few common denominators that make you dizzy while cycling.

Dizzy While Cycling

You probably don’t have a brain tumor if you get dizzy while cycling. Just because you get dizzy doesn’t mean there is a major problem. But dizziness is not something to discredit either– especially if it’s chronic, debilitating, or that it feels like you can’t remain on the bike. If this is the case, get an appointment with a doctor as soon as possible. You might have a condition known as vertigo which is often triggered by a simple change in the position of your head.

Hard to Diagnose

If you choose to get a checkup be patient. The cause of dizziness while cycling is inherently hard to diagnose, even under a doctors care, because dizziness can be the result of a plethora of conditions requiring extensive, expensive testing. The doctors will likely look at the the most common causes of dizziness which includes dehydration, low blood sugar levels, overexertion, inner ear issues, or medications.

Dehydration is Common

Dizziness may just be a sign that you’re dehydrated so make sure you drink before and throughout your ride to replace any fluids you sweat out. The mechanics of why dehydration (or anything else for that matter) causes you to become dizzy while cycling are best left explained by a medical professional and some will simply diagnose it as heat exhaustion.

Over-Doing It

It could also be that you’ve taxed your system. Intense use of big muscles that are not accustomed to what you are making them do with a cardiovascular system that isn’t quite up to the task yet results in an increased stress not only on your muscles but also the brain as it too needs oxygen delivered and carbon dioxide cleared. It’s great to push yourself a little but it’s not wise to go so hard that your head spins. Try easing off a bit as you feel the dizziness begin to initiate to see if that solves the problem.

Asthma Under Exertion

One of the primary diagnosis of dizziness under a load is exercised-induced asthma. Exercised-induced asthma is a narrowing of the airways in the lungs triggered by strenuous exercise. This one can and should be diagnosed and dealt with by a doctor.

Low Blood Sugar (Hypoglycemia)

Another cause of that dizzy while cycling feeling might be hypoglycemia; a condition where blood glucose (sugar) levels are too low. Hypoglycemia occurs when your body’s blood sugar is used up too quickly, when glucose is released into the blood stream too slowly, or when too much insulin is released into the bloodstream. Hypoglycemia is a common occurrence in people who have diabetes; however, it can happen to non-diabetics as well if not enough fuel (food) is consumed prior to exertion or exercise.

Fuel Up

Prior to cycling, eat either a small meal or a hearty snack containing lean protein, a small amount of healthy fat, and complex carbohydrates to help prevent hypoglycemia. Avoid instant sugars. It is important to treat hypoglycemia immediately by consuming food high in carbohydrates/sugar such as orange juice or bread.

Out of the Saddle

If you are prone to light headedness or dizziness when you stand on the pedals, then take a few deep breaths before you get out of the saddle.

Ear and Medication Issues

You might be dizzy due to an inner ear infection or imbalance, prescribed medications like sedatives, tranquilizers, anti-seizure drugs, or blood pressure stabilizers. Check this one out with your doctor and make adjustments if needed.

Oxygen and Carbon Dioxide

Getting dizzy while cycling could be because your body’s demand for oxygen and the disposal of carbon dioxide has exceeded your capacity. Once you exceed peak capacity, oxygen levels drop and CO2 levels increase which results in light headedness. The lack of oxygen to the brain theory is questionable though because the brain is typically the last organ to get cut off from oxygen and in theory anyway, you typically notice other symptoms before dizziness begins to occur.

Anemia and Iron

If you feel that your dizziness is somehow related to oxygen it could be that you’re suffering from iron-deficient anemia. It’s a condition where your red blood cells have less hemoglobin than normal. Hemoglobin is an iron-rich protein in red blood cells that helps the cells carry oxygen from the lungs to the rest of the body.

Low Potassium

Dizziness can also be a sign of low potassium. If your potassium levels are too low, you need to see a doctor for a blood test — because the same dizzy symptoms can happen if your potassium levels are too high. This typically happens when or if you’re taking a potassium supplement. Additionally, you could be getting enough potassium but your body is depleting it faster than it can absorb it.

Don’t Take Anything For Granted

The reliability of online diagnoses for getting dizzy while cycling is right up there with the accuracy of astrological predictions. If you have any concerns about dizziness while cycling, get a checkup by a health professional. Simple blood tests can reveal or rule out dizziness problems in most cases.

Sun Protection Cycling – The Truth About Sunscreen

April 3, 2016 by Wade Shaddy

Summer is coming fast. There’s nothing like the hot summer sun, baking your skin as you glide down a remote stretch of blacktop. But are you really ready for it? Sun protection cycling; the truth about sunscreen faces some cold, hard facts about skin damage. Forward-thinking cyclists should react appropriately.

Statistics Prove It

Current estimates are that one in five Americans will develop skin cancer in their lifetime. It’s estimated that more than 8,500 people in the U.S. are diagnosed with skin cancer every day. Skin cancer in Australia is nearly four times higher than the United States, Canada, and the United Kingdom. In Australia for example, 434,000 people are treated for non-melanoma skin cancers each year, of which 420 will die. The melanoma figures are worse, with 10,300 treated and 1,430 dying each year. To put it bluntly, skin cancer is far more dangerous to your health than cycling.

Cold Hard Facts

Caucasians and men older than 50 have a higher risk of developing melanoma than the general population
Melanoma is the most common form of cancer for young adults 25-29 years old and the second most common form of cancer for adolescents and young adults 15-29 years old
Melanoma is increasing faster in females 15-29 years old than in males of the same age group
Invasive melanoma is projected to be the fifth most common cancer for men (46,870 cases) and the seventh most common cancer for women (29,510 cases) in 2016.
Basal cell and squamous cell carcinomas, the two most common forms of skin cancer, are highly curable if detected early and treated properly
Approximately 75 percent of skin cancer deaths are from melanoma. On average, one American dies from melanoma every hour.

Sun Protection Cycling – The Truth About Sunscreen

Now that you’re scared to death, you don’t have to succumb to it. Take protective measures. Fortunately, experienced cyclists can learn a host of methods to help avoid the threat of skin cancer. Scott B. Phillips, MD, in the Department of Dermatology at St. Elizabeth’s Hospital in Chicago, IL, has studied skin damage faced by endurance athletes. Dr. Phillips provides some key strategies for anyone who exercises in the sun.

“Train early and/or late in the day, even if it means breaking workouts into two sessions.” Says Dr. Phillips. “From 10:00 a.m. to 4:00 p.m., try to stay out of the sun. Do the bulk of your exercise before and after work, and sometimes during lunch hour”, says Dr. Phillips. “But if you’re out for hours on weekends, perhaps on a five- or six-hour bike ride, always use sun protection.”

The Basics

Dr. Phillips has these basic tips for avoiding skin damage and cancer.

During training, cover as much skin as possible, wearing sweatpants or at least long shorts, and a long-sleeved shirt or sweatshirt. Wear socks to soak up sweat and absorb impact as well as block the sun; wear them as high up on your leg as possible. And shield your eyes with UV-blocking sunglasses. And always wear a helmet when biking, for both sun protection and crash protection.
Use an SPF 15 or higher sunscreen on all exposed skin, up to 6:30 p.m. or later on a summer’s day, even when it is cloudy. (The sun’s harmful ultraviolet rays go through clouds.) “I recommend alcohol-based sunscreens for the face, because they’re more resistant to sweating,” says Dr. Phillips. “I also like to apply stick sunscreens around the eyes, since they are almost impervious to sweating.”

What to Look For

Okay, so you’re older and may have already damaged your skin. The American Academy of Dermatology encourages everyone to perform skin self-exams to check for signs of skin cancer and to get a skin exam from a doctor. A dermatologist can make individual recommendations as to how often a person needs these exams based on risk factors including skin type, history of sun exposure, and family history. Here’s what to look for:

The most common warning sign of skin cancer is a change on the skin, especially a new growth or a sore that doesn’t heal. The cancer may start as a small, smooth, shiny, pale or waxy lump. It also may appear as a firm red lump. Sometimes, the lump bleeds or develops a crust.
Both basal and squamous cell cancers are found mainly on areas of the skin that are exposed to the sun — the head, face, neck, hands, and arms. But skin cancer can occur anywhere.
An early warning sign of skin cancer is the development of an actinic keratosis, a precancerous skin lesion caused by chronic sun exposure. These lesions are typically pink or red in color and rough or scaly to the touch. They occur on sun-exposed areas of the skin such as the face, scalp, ears, backs of hands, or forearms.
Actinic keratoses may start as small, red flat spots but grow larger and become scaly or thick if untreated. Sometimes they’re easier to feel than to see. There may be multiple lesions next to each other.

Ultraviolet Protection Factor

UPF or “ultraviolet protection factor” is the rating system used for apparel. It indicates how effectively fabrics shield skin from ultraviolet rays or UV. The higher the UPF number, the greater degree of UV protection a garment offers. UPF gauges a fabric’s effectiveness against ultraviolet radiation from the sun, or UV light. The UPF rating on clothing indicates what fraction of the sun’s ultraviolet rays can penetrate the fabric. A jersey with a UPF of 50, for example, allows just 1/50th of the sun’s UV radiation to reach the skin.

Sun Protection Factor

SPF or “sun protection factor”, is the rating system used for sunscreen. An SPF number pertains to a sunscreen’s effectiveness against the sunburn-causing segment of ultraviolet radiation or sunlight. Theoretically, the SPF number indicates how long you can stay in the sun before your skin reddens.

Do You Need UPF Rated Jerseys?

“You might get fine UV protection from a regular piece of clothing,” says Dr. Martin A. Weinstock, professor of Dermatology and Community Health at Brown University Medical School and the chairman of the Skin Cancer Advisory Group of the American Cancer Society. “But with UPF-rated clothing, you’re assuring that protection.”

Dr. Doug Grossman from Huntsman Cancer Institute puts it this way: ” I tell patients that if they can hold the material up to the light in the room and still see through that, the pattern of the light bulbs for instance, then too much is getting through. Most clothing would be sufficient, but you want something appropriate for the activity you’re doing. So if you’re going to be biking, then a biking jersey.” His advice for adding sunscreen to your body as well as clothing is as follows: “The idea is to protect as much skin as you can with clothing and be comfortable and that minimizes the areas that you then need to apply sunscreen too.”

Don’t Let it Keep You From Riding

The benefits gained from cycling outweigh the chances that you’ll wind up with skin cancer. Don’t let it keep you off your bike. With sun protection cycling products it’s easy to get out there and enjoy yourself. It’s not a reason to avoid riding.

Sun Protection Cycling Products You Should Be Wearing Everyday You Ride

Neutrogena SPF 70 CoolDry Sport Sunscreen Lotion

Louis Garneau Men’s Carbon Cycling Jersey

Louis Garneau Carbon Jersey - Men's Black / Green XL — A cycling jersey that has a UPF/SPF rating is ideal for riding in the sun. You can find a variety of jersey that have it such as this one. This jersey also has a Coldblack Finish that makes darker colored material absorb as much heat as a white colored material. A good option to help keep cool.

Louis Garneau Carbon Jersey – Women’s

Aupek Polarized UV Protection Glasses

Of course the high-end sunglasses such as Oakley provide great sun protection but the same can be had with much cheaper versions. A shatter resistant pair is also a valuable option for cycling.

Cycling Mirror — To Use or Not to Use

March 30, 2016 by Wade Shaddy

The cycling mirror may not be such an exciting subject. They often bring to mind the image of an older rider rider with a reflective vest, helmet pushed far back on his or her head, with a mirror poking out from one side. But cycling mirrors are a proven safety enhancement that can make cycling safer for everyone.

The Cycling Mirror

Most cars come standard with three rear-view mirrors but bicycles are sold without any at all. You wouldn’t dream of driving a car without mirrors. Unfortunately, the use of mirrors has remained firmly in the realm of the cycling nerd. A cycling mirror has the unfortunate reputation of being clumsy, awkward, and often something that just gets in your way. But it shouldn’t be that way and here’s why.

The Over-The-Shoulder Check

When you glance over your shoulder for a quick traffic check, you tend veer a bit to the side — it’s almost unavoidable. It can be dangerous. It’s a normal tendency, you steer where you are looking. It can and does lead you into the path of traffic. A mirror helps to prevent you from veering off your line and straying into traffic. A quick glance in a cycling mirror and you can make sure the coast is clear and then make your move. The inexpensive mirror can keep you out of harm’s way.

Car Back

A cycling mirror not only lets you see what the cars behind you are doing (when used correctly) but also can enable you to influence how traffic passes you.

Cars From Nowhere

Cars appear from anywhere as if by magic, especially the newer, silent hybrid and electric cars, and they’re on the quiet streets in your neighborhood. Dogs and kids jump out, doors open suddenly. A cycling mirror might not keep you from crashing but it might stop you from swerving into traffic with a quick glance when you don’t have time to look over your shoulder.

One Scenario

Cyclists tend to monitor traffic coming up from behind by the sound of an engine and wheels on the road. Mirrors enable you to detect traffic much farther away and it gives you the opportunity to stake your place on the road so that an upcoming car can see you. Staking your place on the highway makes cars slow down and not try to squeeze past you, blasting between you and the yellow line. When the driver is faced with either running you down or swerving into the other lane, most drivers wake up a bit, start paying more attention to the situation, and prepare themselves to make a clean pass around you.

Move Over

As you watch the car (in your cycling mirror) approach to make a clean pass (or not), you can move over a bit. The driver wasn’t expecting you to do this and it gives you both an extra margin of safety and comfort. Of course, a mirror can also inform you when a pass isn’t going so well and then you might actually need to bail off the road completely.

Types of Cycling Mirrors

Three types of cycling mirrors typify what’s out there: Handlebar mirrors, helmet mirrors, and glasses mirrors. Here are a few advantages and disadvantages.

Handlebar Mirrors or Bar End Mount

Pros:

Don’t give you migraines like glasses or helmet mirrors because they are easier to use for most riders.
Heavier-duty than helmet or glasses mirrors; better longevity.
Can be bigger for more easy viewing.

Cons:

Easily knocked off your bike or out of adjustment.
Can make your bike wider when you need to squeeze through tight places ( only models that extend outward though)
Require you to look further away from the road in front of you than helmet and glasses mirrors do.
What you see behind you depends on which direction your handlebars are pointed. Helmet and glasses mirrors allow you to turn your head and look almost anywhe.e
Under-the-bars models can require you to move your arm to see.

Bar end or handlebar mounted mirrors are available for any bike in different configurations. Serious roadies might prefer streamlined versions.

Helmet Mirrors

Pros:

Allows you to see behind you and at 360 degrees no matter where you turn your head — unlike handlebar mirrors that look only behind the bike.
Lightweight and versatile.
Affordable.
Easy to mount and tucks away in your gear.

Cons:

Attached with an adhesive that wears out and can come loose.
Can bend and crack at the stem.
The mirror sometimes attaches to the stem with a ball-and-socket joint that readily breaks. The joint wears out, and the mirror flops around.
You can’t stuff your helmet into a bag or toss it onto a chair or you’ll break the mirror off.

Plenty of helmet mirror configurations. Some types minimalistic, some moderate in size.

Glasses (Eyewear) Mirrors

Pros:

Attaches and detaches easily and can be adjusted if you knock it out of whack.
Gives you a good excuse to wear glasses even if you don’t normally. This helps keep dust, bugs, and debris out of your eyes,and helps prevent UV damage to your eyes, if you choose to use sunglasses.
Some models also mount to your helmet visor.

Cons:

Can give you migraine headaches from looking at them at an odd angle. Some cyclists find them hard to use.
Flimsy, easy to knock out of position.

Eyeware or glasses mirrors are typically the smallest mirrors out there at about 1 1/8-inch in diameter

Convex Versus Super-Convex

Depending on size and how much you pay, different cycling mirror surfaces may also be an option. A standard convex allows you a medium-wide field of view and better long distance magnification. It’s great for roads in areas with less traffic. Super-convex allows for the widest field of vision possible. This type is more appropriate for urban areas with high density traffic. The optics are better, designed to be free of inconsistencies or ripples and they typically have been treated for scratch and shatter resistance.

How to Not Get Hit By a Car Riding Your Bike

March 28, 2016 by Adam Farabaugh

A large fear of riding a bike is getting hit by a car. This fear is more than justified as seemingly you can’t go a week without hearing about someone being hit. The good thing with vehicles and cyclist collisions is that they are not just left to chance. They are a combination of driver error and lack of know-how by the cyclist the majority of the time. The combination of the two can produce deadly results but improving either side will reduce the chance of an incident to almost zero. As a cyclist you can’t change the other side of the equation (at least in the moment) but you can take action on your side to not get hit by a car. Taking the appropriate actions ahead of time, during the critical moment, and constantly being aware will decrease your chances of getting hit and allow you to ride comfortably. You do not want to eliminate that fear however as that is what keeps you alive. You just want to be able to effectively manage that fear to keep you safe.

Top Ways Cyclists Get Hit By a Car

The majority of collisions between cyclists and vehicles happen in the following situations. All of these are driver error largely because they don’t know the cyclist is there. (It is very rare that a driver will see you and still execute one of these actions unless they think they have time enough to get ahead of you but in fact don’t.) The one thing you have control of in these situations is you. You may not think that you will remember these actions while on the road but having gone through the thought process once or more before will allow your brain to think and react quicker in a situation on the road.

The Pull Out

This is where a car is pulling out onto the roadway from a side street, driveway, parking lot, or other area. The driver will look quickly and not see a cyclist approaching thus hitting them.

Cyclist’s Action

This will happen most often on busy roadways as the driver is intent on quickly getting into the travel lane before any approaching cars which minimizes the time they spend looking in either direction to make sure it is clear. As soon as you see a car approaching the roadway to turn out, assume they DO NOT see you. Stop pedaling, sit up more to make yourself more visible, try and make eye contact, and if they still don’t acknowledge you, put on the brakes and slow and stop if need be. If there is not enough time to do this, turn into the side road, driveway, parking lot, etc. of which the vehicle is turning out of. This will prevent you from crossing the projected path of the vehicle.

The Left Cross

A vehicle turning left across the roadway is one of the most dangerous maneuvers that a cyclist can be on the wrong end of. This is because the speed is higher and movement is more in opposing directions multiplying the forces should an impact occur. Vehicles will look up the lane to see if it is clear and not necessarily across the lane to see if a cyclist is there. If they do see the cyclist, it is often because the movement caught their eye. Not because they were looking to see if they were there but by chance saw them.

Cyclist’s Action

This is one of the most difficult maneuvers to recognize and have time enough to take action because of the potential speed and distance between the two being greater at the time an action needs to begin taking place. There are actions to take to be more visible (of which will be touched on below) but that still is relying on the driver seeing you and not making an error. The first thing to do to help avoid this incident is anytime there is a road to your right (in countries where you drive on the right), parking lot, etc. look to your left and up the road to see if any traffic is coming or potentially pulling straight across the roadway. If there is, immediately look for any turn signals or slowing that might be occurring indicating a turn. Because the distance is greater, it will be difficult to make sure that they saw you and to make eye contact. The best action is to stop pedaling and brake as you approach where the vehicle will turn. If the vehicle hasn’t stopped to let you continue straight, come to a complete stop before you would cross their line of travel. If you do not have time to stop or it is better/easier, turn right into where that vehicle is turning but do so as far to the right as possible to not cross the vehicle’s line of travel.

The Right Hook

This can happen particularly frequently in areas where drivers are less used to cyclists. This happens when a vehicle passes you and then turns right at the next road, parking lot, driveway, etc. crossing your path. It happens because they: one, don’t see you at all even when passing, or two, misjudge the speed you are traveling and think they are far ahead of you by the time they get to the turn, or three, forget they just passed a cyclist and turn into you.

Cyclist’s Action

Unless the vehicle just flat out doesn’t see you and turns straight into you, you will most likely have time to slow and make sure that they are going to wait and not turn into you. Whenever you are approaching a right hand turn where a vehicle is either next to you or has just passed you, slow down until you are certain that they are going to stop and wait for you to pass. If they don’t wait, you will have slowed enough to not be in their path. If you don’t have time enough to slow and/or stop, turn right with the vehicle and as far to the right as you can to avoid crossing the intended path of the vehicle.

Car Doored

In many areas the bike lane runs right in the path of a parked cars swinging door. In areas where cyclists are a regular occurrence, people think to look before they open their door to get out of their vehicle. This doesn’t always happen though and you shouldn’t bank on it.

Cyclist’s Action

The best way to avoid this is by simply riding far enough to the left of a parked vehicle where even if a door was swung open, it still wouldn’t hit you. The issue here however is that this will potentially put you in the path of passing traffic. The best way to overcome this is to ride as far to the left as possible without being in the lane. When a car does pass, you can slide slightly right but looking at each and every parked vehicle to see if someone is potentially getting out. This can be difficult but will lessen the chance of getting hit. When there is someone getting out of their vehicle right in front of you, you can’t simply swerve into the lane as you will potentially be hit. You need to slow as much as you can and only swerve enough to miss the door but not all the way out in traffic. Correcting the previous statement of “the best way” to avoid getting car doored is to simply avoid roads that have a lot of parked cars where you can’t easily ride far enough away from them. Find a better, less traveled route if possible.

Hit From Behind

This is probably one of the biggest fears cyclists have of getting hit by a car. Because of the speed difference and so many people on their phones and not paying attention, this fear is more than valid. However, the majority of cyclist – vehicle collisions do not happen this way. They occur in one of the above scenarios. It does still happen however but you can do a number of things to minimize the chances of it.

Cyclist’s Action

Being seen by the driver is the most obvious way to avoid getting hit from behind. However that relies upon the driver and not necessarily your actions. Wearing bright clothing and lights when needed will help. Riding in a way that makes you visible to drivers while still getting out of the way of any distracted drivers is the key. It depends on how many vehicles are on the road and passing you but riding on or just to the left of the white line or where it would be, puts you in the field of vision of the driver. They are not always looking down the side of the road to see what’s there since they are not driving there. This also then forces them to move over into the other lane slightly and to pass when it is clear instead of trying to squeeze past you. The issue here is when a driver doesn’t see you even when you are in the lane. You need to look behind you and see when a car is approaching. You will first hear it and then look. Just as the vehicle is about to pass, slide right to the side of the road regardless of if they have moved over or not. This gives more space and would allow a car to pass without hitting you if they in fact didn’t see you.

Traffic Lights

Traffic lights can be a potential hazard because of the close proximity of a lot of vehicles and the speed some may still be carrying. Stopping and passing through them in a way that is predictable, visible, and risk-averse will help you to not have any issues.

Cyclist’s Action

When approaching a red light, whether there are vehicles present ahead of you or not, do so in the same way as if a car was passing you. Ride in the lane to be seen and then slide right to not get hit should they not have seen you. Also if there is a vehicle ahead of you and you can slide down the right side of the road all they way up to the traffic light, do so. If you can’t, don’t stop immediately behind the last car in line but rather to side of it that way if a car coming up from behind doesn’t stop in time, you are not sandwiched between the two cars.

Riding Like You’re Invisible

In traffic, if you ride like no one can see you, you will greatly improve the odds of not getting hit. This means whether riding down the side of the road, riding through an intersection, or when cars pull out from side streets, you slow and stop if need be and/or ride in a position where a vehicle won’t hit you. This is important also on ultra busy roads where you can’t ride in the lane and then slide over for each car but rather have to ride down the side of the road. As long as drivers drive their normal way you’ll avoid any potential collisions. Some may argue that a cyclist has just as much right to the road and that they shouldn’t have to ride down the side of it or slow or stop in an intersection when they don’t have to but unfortunately regardless of who is at fault, we as cyclists are the ones who will always come up on the short end of the stick should a collision occur. A couple thousand pounds versus your 100 or 200.

Trust No One

Along with riding like you’re invisible, you should ride with the mentality of trusting no one. You have no idea who is behind that wheel and how good or bad of a driver they are and how respectful they are to cyclists. Always error on the side of NOT trusting the driver. Always thinking that they are not going to see you when they are pulling out from a side road, driving down a regular road, or turning in front of you will always have you braking and double checking that they do in fact see you. Never assume that they do. This alone will keep you from getting hit by a car even if you don’t know all of the above actions for each situation.

Pay Attention

When riding it can sometimes be difficult to pay attention the entire time. This is OK and we all do it. Only do it however when you’re on an open, empty stretch of road. If you’re around traffic or have a lot of intersections to navigate, pay attention. Seeing an issue before it occurs will give you time to react. Your head should be on a swivel looking for cars ahead, to the side, and behind. Constantly be aware of everything around you. Also make sure your hands are positioned on the bars so you can steer quickly as well as brake if need be to avoid getting hit by a car.

Changing Your Mentality to Avoidance

In addition to the above tactics, the best way to avoid contact or even close contact with a vehicle is simply to avoid them. Find the roads, routes between home and work, and bike paths that take you away from not only potentially dangerous roads but the majority of traffic in general. In some places this can be difficult to do but there are always other options even if it involves a longer, less direct route. Seek out these routes and make them your go to. Having a little bit longer of a commute or an out of the way road to enjoy on your ride is better than not making it to your destination or home after a ride. It’s never worth it and staying safe should be our priority number one. If we’re not going to stay safe doing what we love, then we should find other things to love. Getting hit by a vehicle and potentially dying, especially if it’s at the fault of another, is not something that should be taken lightly. Ride smart, stay safe, trust yourself and no one else, and live to ride another day.

Visibility Additions

These few products can help to not get hit by a car by improving visibility. In general, you should always wear brighter colored clothing but these will help to make you even more visible particularly at night or during low light conditions.

The Torch T2 Bike Helmet adds lights to your helmet to improve visibility.

The BrightLuz High Visibility Super Reflective Hooded Cycling Running Jacket is an ultra reflective jacket that can be worn at night, in low light conditions, or in the rain when drivers can have a harder time seeing.

Bright colored jerseys such as the FIOLLA Cyclo-Dri Mens Cycling Jersey/ Neon Hi Vizare are definitely the way to go to increase visibility regardless of ride time or location. A lot of companies have bright colored jerseys so find a good one that you like and will wear all the time. Some people think you don’t look “cool” or “stylish” if you wear a bright colored jersey like this. You know what’s not cool? Getting hit by a car. Wear one. Another good option is a brightly colored vest over your jersey.

Authors Note:

Over the recent few months I have had a number of friends and acquaintances hit by vehicles with some sustaining severe injuries. Each had their own scenarios but I can’t help but wonder what could have been avoided by changing the approach of the rider; the one thing we have control of in the moment. Perhaps nothing, maybe a little, but regardless, hopefully riding in the ways described above will help you to be safer on the roads. The approaches above are a combination of general cycling know-how and my own experiences. Knock on wood, I have never been hit by a vehicle after probably over 100,000 miles of riding in big cities, to small rural roads from first to third world countries the world over. Some of it comes down to luck, but a lot also comes down to your approach and mentality toward riding and how you deal with traffic.

The Idaho Stop – What It Is And Why It Should Be Adopted Everywhere

March 4, 2016 by Wade Shaddy

Bicycles are required to follow the same laws as other drivers. However, it’s common for cyclists to roll through stop signs and red lights. This practice is criminalized in all but one State. The “Idaho Stop”, permits cyclists to roll through red lights and stop signs without stopping. But what is the Idaho Stop, and why should it be adopted everywhere?

The Reasoning

The reasoning is simple — it’s safer and statistics prove it. Bikes are moving slow enough to read traffic adequately before continuing. Underground sensors won’t trip for bikes and it slows traffic because it takes time to get bikes rolling again.

The Idaho Stop

Idaho — not always known for it’s progressive ideas — has nonetheless adopted and has been recognized nationally for it’s progressive “Idaho Stop”, law. Idaho passed its law allowing bicyclists to treat stop signs as yield signs and red lights as stop signs in 1982. Cyclists and bicycling advocates have attempted to spread this law to other states but have been met with strong resistance.

Injury Rates Decline

Since the laws inception studies have been done to prove it’s effectiveness with positive outcomes. Idaho’s Office of Highway and Traffic Safety analyzed statewide yearly summaries of traffic injuries and fatalities. The analysis found no evidence of an increase in injury or fatality rate as a result of the adoption of the “Idaho stop” law. In 1983, the year after the law was adopted, bicycle injury rates declined by 14.5 percent. Idaho has regularly been among the lowest in the rate of bike/car fatalities as a percent of population among the US.

Right of Way

A good understanding of right of way is necessary before getting into the nuts and bolts of the law. Stop signs and red lights deal with right of way. It’s all about who is entitled to it. The concept of the right of way is important but can also be confusing because the law never really grants the right of way to anyone. The law simply states when you must yield the right of way. The concept of right of way can be used when the law permits its use by requiring that others yield the right of way to you. Failure to yield the right of way leads to the most common crashes in all states.

Avoid a Crash

The point is that every cyclist, driver, motorcyclist, or pedestrian must do everything possible to avoid a crash. The law gives the right of way to no one but it does state who must give up the right of way. When you grant the right of way to another vehicle, you are letting them go before you in the traffic situation.

The Idaho Law

The Idaho law deals with the right of way, stop signs, and stop lights in this manner with it’s forward thinking Idaho Stop law, sometimes also referred to as the “Stop as Yield law”. It is as follows:

PEDESTRIANS AND BICYCLES

49-720. STOPPING — TURN AND STOP SIGNALS. (1) A person operating a bicycle or human-powered vehicle approaching a stop sign shall slow down and, if required for safety, stop before entering the intersection. After slowing to a reasonable speed or stopping, the person shall yield the right-of-way to any vehicle in the intersection or approaching on another highway so closely as to constitute an immediate hazard during the time the person is moving across or within the intersection or junction of highways, except that a person after slowing to a reasonable speed and yielding the right-of-way if required, may cautiously make a turn or proceed through the intersection without stopping.

Stop and Go

The law doesn’t permit you to go blasting through a red light in any circumstances, but instead, proceed on a red light only after stopping. Here’s how the law covers it in legal language:

(2) A person operating a bicycle or human-powered vehicle approaching a steady red traffic control light shall stop before entering the intersection and shall yield to all other traffic. Once the person has yielded, he may proceed through the steady red light with caution. Provided however, that a person after slowing to a reasonable speed and yielding the right-of-way if required, may cautiously make a right-hand turn without stopping. A left-hand turn onto a one-way highway may be made on a red light after stopping and yielding to other traffic.

NOT a California Stop

Since the Idaho Stop is a legal maneuver, it shouldn’t be confused with the practice of motorist rolling stops, also known as the “California stop.” This practice by a motor vehicle is never in accordance with the law and you will be ticketed or cause a crash.

Not to be Confused with Other State Laws

All other red light exceptions nationwide contain language that indicates that proceeding against a red light is appropriate when the signal fails to detect a bicyclist. Also known as the “dead red” provision, it allows those who do not trip traffic sensors –bicycles and motorcycles — to proceed through a red light. The exception in Idaho contains no such language. Check with your local jurisdictions to find out if your area has a dead red law in place.

Stop as Yield

Idaho is the only state that has both a “stop as yield” rule and a red light exception that allows a cyclist to proceed through a red light after yielding.

Strong Reactions

The “Idaho Stop” gets strong reactions within the bicycling community and cyclists should follow the rules of their State and local jurisdictions in regard to the Idaho Stop law. The reactions are typical to the difficulties of being a cyclist in a traffic system that was not designed for cyclists. You should care about the Idaho Stop law because it makes cycling easier and safer. In a world making great strides to promote cycling for health, environmental issues, and economic development, laws that make cycling easier should be international.

For Planners and Lawmakers

If you’re in a position to make laws, here’s a few good reasons why the Idaho Law Should be adopted everywhere.

Cyclists are out in front of traffic. It increases cyclist visibility to motorists, which in turn allows drivers to operate their vehicles more conscientiously
Cyclists visually “clearing” the intersection before the light turns green reduces the potential for collisions in the intersection
Reduces the costs to government by eliminating the need to pay for extra sensing equipment to detect bicycles at intersections
Because bikes pass through intersections more quickly, the overall flow of traffic improves — that should make motorists happy.
Making bicycling easier and safer encourages people to choose this eco-friendly method of transportation
The Idaho Stop acknowledges the role of momentum and inertia in cycling — it keeps you rolling

How Cycling Became Ingrained In The Culture Of Holland

March 3, 2016 by Adam Farabaugh

Holland hasn’t always been the country it is today with separate bike paths and lanes in cities throughout. It was what a lot of cities around the world are like today; streets and infrastructure designed around the automobile with high incidents of traffic accidents and fatalities. The people of Holland wanted a different direction which forced the government to make vast changes in the 1970’s. Today, Holland is a place where the majority of transport is done via the bicycle. Everyone is not a cyclist but rather are just people who are going to or from work, school, the grocery store, picking up their kids.

British Cycling produced this fantastic video going into a bit more detail. A lot of cities around the world are beginning to adopt the same approach Holland took some 40 years ago. It won’t happen over night but it starts with everyday people, not just cyclists, wanting change to ease traffic congestion, which is an issue practically everywhere that has any sort of population, lower pollution levels, lower accident rates, lower taxes, and a better overall way of life. Enjoy this video and pass the thought along about changing the way your city looks at transportation.

Watch Chris Boardman’s visit to Utrecht to see how the city has made cycling a part of its culture #ChooseCycling

Posted by British Cycling on Thursday, July 16, 2015

Downhill Mountain Biking Risks – Are They Worth It?

February 23, 2016 by Wade Shaddy

It’s insufficient to say that downhill mountain biking is extreme. Bombing down a mountainside on a 12-inch-wide trail at 20-40 miles per hour, hurtling through rock formations, launching off drops, and flying around corners above hundred-foot-tall cliffs is inherently dangerous. But if you ask if downhill mountain biking risks are worth it to any one of those who participate in it — the answer is always yes.

Thrill Ride

Making money during the summer months has become a lucrative practice for ski resorts. The popularity of taking a chair lift designed for skiers to the top of a mountain carrying a cyclist has spread to ski resorts worldwide. Mountain bikers provide renewable income to ski resorts, and in turn, ski resorts provide cyclists the opportunity to accept risk that no ordinary person would ever consider.

Accepting the Risk

All cyclists face risks. The typical roadie considers cars whizzing past at high speed an acceptable risk — and he or she has no control over what cars may do. Downhill mountain biking risks include control over trees, rocks, and with adequate brakes, keeps gravity at bay if desired. Ski resort operators and bikers both understand the risk. A waiver must be signed stating that any and all risk is assumed solely by the biker.

Some Stats

One study by the Whistler Mountain Bike Park reported 2,000 injuries to 900 riders in a single, five month cycling season. About 12 percent of the injuries were potentially threatening to life and/ or limb. Broken bones, concussions, internal bleeding, organ damage, and even a case of quadriplegia were some of the more serious injuries. Putting it into perspective with stats from skiing illustrates the risks: Downhill skiing has a ratio of about 1 injury per 1,000 skiers. Downhill cyclists suffer 1 injury per 10 cyclists.

Respect and Inexperience

Inexperience is the leading cause of downhill mountain biking accidents. It’s proven by a simple scale of men versus women. Women account for about 25 percent of downhill cyclists, while 86 percent of reported injuries are men. It’s likely because women take fewer risks but they also take lessons before they go out there. Breaking it down further, professionals have a 34 percent lower injury rate than experts. The stats reflect the greater skill level of the professional riders at avoiding injury.

Rider Error and Poor Trail Conditions

A study done by the Paracelsus Medical University in Salzburg, Austria, reports that two main causes of accidents were the common denominators — rider error at 72 percent, followed by bad trail conditions at 31 percent.

Fear is Your Friend

A healthy fear of the risks are part of the sport and can help to keep you safe. The stats seem to point out that downhill mountain biking risks are as high or low as you want it to be. Knowing your limits and skill level can help to keep you safe even under bad trail conditions. With that being said, there is no real reason to avoid downhilling and the thrill it offers. Knowing what to expect can help keep you safe on the mountain.

Technical Vs. Easy

Trails are plentiful. There is typically a multitude of them at every ski resort ranging from beginner to over-the-top expert. The trails are clearly marked at the top and at various intersections on the mountain. Maps are always provided grading trials from easy to difficult. It’s advisable to make the first run of the day on the easy trail. It helps to get you acclimated to the mountain and how you and your bike react to it. If and when you get the feel for it, you will likely become more relaxed. It is then appropriate to take more technical trails on consecutive trips down the mountain.

Gravity and Speed

Accepting too much risk is another reason why downhillers crash. Gravity is always urging you for more speed. The temptation to let up on the brakes is always there — don’t fall for it. Don’t ride above your skill level. You never know what is around the next corner and most often, you can’t see more than a few feet ahead of you.

Stay Focused

Never let your guard down. Over-confidence causes crashes. This fact is often illustrated in experienced riders as crashing is common on easier sections of the trail near the lodge. The theory is that after completing the technical part, your instinctive natural guard is down and even a small patch of gravel takes you out.

Bike Familiarity

Beginners jumping on full-on downhill bikes may notice that they feel bomb-proof. They’re cushy, and you feel like you’re invulnerable to a crash. The bubble of security is misleading, partly because downhill bikes feel like motorcycles, stable and safe. Sure, they are more stable but that same stability leads to a false sense of security that can get you in trouble. If you’ve never ridden a downhill bike before get used to it first. If you’re more comfortable on your cross-country mountain bike, it might be best to abandon the downhill bike and use a mountain bike that you’re familiar with. Most cross-country mountain bikes are capable of doing downhill to a certain extent.

Lessons Recommended

Most resorts strongly recommend new riders lessons before climbing on the lift — and in fact most offer instruction for only a minor fee in addition to the lift ticket — but many riders inexplicably decline. Taking a lesson will give you a feel for the bike, the trails, and lower all of the downhill mountain biking risks as a whole.

The Importance of Gear

Downhill cyclists are always required to wear helmets. Full face shields and additional body armor are merely “strongly encouraged” by most resorts. Those who have suffered crashes in the past know that the simple addition of wrist, shoulder, elbow and knee guards can make a huge difference in lacerations and trail rash. Body armor is good, it aids in protection, but is likely not going to protect you 100 percent if you hit a tree at 30 mph.

Downhill Mountain Biking Risks

Risk is part of life. Cycling almost anywhere under any circumstance is inherently risky because of traffic and your own vulnerability on a bicycle. But what would life be without any risk whatsoever. Downhill mountain biking risks might seem extreme to some, but you only live once. Go for it but use the proper amount of caution.

What To Do When Your Cycling Group Ride Becomes A Traffic Problem

February 22, 2016 by Adam Farabaugh

If you have ever been on a large cycling group ride, you have probably blocked traffic, ran a red light, or rolled a stop sign. All of these have multiple issues with safety, the image of cycling portrayed, and respect. The problem lies in the mentality of a group versus an individual. Any one of the riders on the group ride would probably obey all traffic laws and not be a problem with traffic on their own. However when in a group, any group be it fans of a sporting event, a group of motorcycles, or a protest, everyone does what the group as a whole is doing and each has the mentality that everyone else is doing it so it must be okay. This mentality quickly becomes a problem in cycling due to riders not wanting to be left behind at intersections or riding harder in the wind in order to stay out of the way of vehicles in the middle of the lane. With the issue being the mentality of the group as a whole and not that of the individual, how do you change it for safer, more respectable group riding?

What Is Proper Cycling Group Ride Etiquette?

This article will go into more detail but in general it is the focus of keeping everyone safe. You ride with the thought of everyone else in mind meaning you ride smoothly with no sudden movements, point out obstacles, signal turns and when you’re stopping, and obeying all traffic laws meaning you stop at red lights and stop signs. Doing so not only leads to safer riding but also a more pleasant riding experience as the constant risk of crashing is reduced. When groups though start to become larger and go faster and faster, these rules start to go one by one with the focus moving toward effort, speed, and riding well, not etiquette.

When Your Cycling Group Ride Blocks The Lane

One of the first issues to arise when a group starts to ride unruly is that they drift out into the lane of traffic often blocking it completely. This arises for a few reasons. The first is that as the wind comes more and more from the side of the road, the better draft is further toward the center of the road. The rider following the first rider will naturally ride slightly further into traffic to get a better draft. The riding following him/her will then do the same and before you know it, the riders behind are all the way to the yellow line with no one wanting to be the rider riding in the wind further to the side of the road. A second reason that riders will ride all the way to the yellow line is that the pace has slowed, say on a climb, and riders will fan out covering the entire lane. A third reason that riders will take the entire lane is that there are other slower riders or other obstacles on the side of the road. This forces the first riders further into the lane and the riders behind follow suit. A fourth reason for riders taking the entire lane is two-fold. When a group or individual is riding at the speed of traffic they can move out and take the entire lane because no one will pass. A lot of group rides will have sprint points and the speeds are often closer to that of traffic so riders will take the entire lane. The problem here arises when they are going full tilt but are not actually faster than traffic and then just impede it.

How To Correct It

If a group is riding in the wind and starting to ride more in the lane of traffic, all it takes to keep riders to the side of the road is a rider riding in the wind to the far side of the road to create another echelon behind the first group. If every 5th rider or so (depending upon the strength of the wind) rode to the side of the road and rotated through with those 5 or so riders, traffic would not be impeded and no riders would be left behind fighting in the wind on their own accord. The issue here is that many riders don’t know how to properly ride in an echelon. Make sure you do with this article. The second issue is that no one wants to take charge. Take charge and just do it yourself creating another echelon. Riders behind you will follow your wheel to the side of the road. With the other issues of ridding to far into the lane, riders simply need to be disciplined enough to stay to the side of the road and not move up when the speed slows and unless the group is going as fast as traffic, never sprint fully in the lane.

When Your Cycling Group Ride Runs A Traffic Light

Intersections are difficult with large groups particularly if the time the light is green is short. The issue here is that the riders who make it through the light first keep riding regardless if the tail of the group makes it through or not. Not wanting to be left behind, the tail of the group continues through the red light forcing the rest of traffic to wait. With a large group, this can be a considerable amount of time.

How To Correct It

To correct this, it is two-fold. First, the riders in the front need to ride slowly and wait for the tail-of the group to catch up after they wait for the light. The second is that riders mid-group need to stop when they see that the light has turned yellow and wait. Everyone will be much more apt to do this knowing the group will wait.

When Your Cycling Group Ride Rolls A Stop Sign

Stop signs are also difficult with a large group particularly if it’s crossing a busy road. Four-way stops are easier in that once the first riders go, the rest follow forcing traffic to wait in the opposing directions. This can be inconvenient for them but is safer as if the group tries to stop mid-way across to let other traffic go, some riders may still trickle across the intersection making for a dangerous situation. A two-way stop with a busy road to cross can be one of the most dangerous scenarios in group rides. The front riders may go across because it is clear but a car can quickly come up to the intersection and may not slow for riders still in the road crossing. The same situation applies with a traffic light where riders don’t want to risk being left behind so continue to cross despite the risk.

How To Correct It

The same approach applies to stop signs as traffic lights. The first riders through a stop signed intersection need to wait until the group has all safely crossed the intersection and rejoined. With a busy two-way stop, riders mid-group need to keep aware of upcoming traffic and loudly announce “car-right/left” and “stop” so the riders around are aware and stop abruptly. Once it is clear both ways, the group can continue crossing the intersection.

How To Prevent Traffic Problems – The Pre-Ride Talk

Once a group is already in a certain mentality during the ride, say riding in traffic, rolling stop signs, and running red lights, it becomes very difficult to change the group mentality toward safety and respect for traffic. This is where before the ride, something needs to be said relating to all of the above. It doesn’t need to be a full lecture but just a note on each so it is in everyone’s mind at least at the beginning of a ride. It probably won’t be remembered by all throughout but when one of the above begin to occur, someone saying something quick results in people actually listening and doing it because it was already stated and everyone was on the same page. When someone just tries to call one of these out mid-ride, it becomes difficult for a change in action to take place. Typically there are always more experienced riders on large group rides. They should be the ones who take charge and say “Hey, quick note on ride safety.” to everyone. Some riders may scoff at this but this should be an every group ride practice. Stay safe and ride smart as a group.

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