Connecticut Traffic Laws And Safe Cycling Practices

Reader response request:

Please post a response to this blog if you discovered something here that you did not already know regarding bicycle traffic law. Do you think that all Connecticut road users are sufficiently educated about bicycling and pedestrian laws? Are Connecticut traffic laws clearly written?  Are they being correctly interpreted and enforced?

Your input is sincerely appreciated.

Thank you! (the blogger)

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Connecticut bicycle and pedestrian laws can be found here: http://www.ct.gov/dot/cwp/view.asp?a=3531&q=259668

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Cyclists who know traffic law have taken a big step to making roads safer and less stressful to use for the rest of us—their fellow cyclists and motorists and pedestrians who use the roads too. Thank you to those who make the effort. You are being responsible and increasing your own safety exponentially!

The Rules are Simple and Clear

It is no coincidence that our traffic laws are based on the same “rules-of-the-road” that have been used very successfully for ship navigation for many centuries. In busy harbors like New York, all types of vessels—fast or slow, enormous or small, container ship or warship or private yacht or fishing vessel—every captain follows one set of rules. The rules apply to all, and everyone’s safety depends on knowledge of the rules and following them. They are:

• First come, first served
• Overtaking traffic passes on left
• At intersection/crossing situation, the vehicle/vessel on the right has priority
• Pass to the right of on-coming vehicle/vessel (drive on the right side of the road)

That is it – one set of simple, safe, effective rules that work in busy harbor channels and on busy roads.

In addition to these basic traffic rules, each state also has traffic and vehicle statutes.

As an attempt to provide some level of standardization, the Uniform Vehicle Code, is a privately prepared set of United States traffic laws prepared by the National Committee on Uniform Traffic Laws and Ordinances, a private non-profit organization. Most of the members are state governments, in addition to some related organizations. The extent to which the code is used varies by state.

  <<<<<<<<<<<<<Connecticut Bicycle Laws >>>>>>>>>>>>>>>>>

Here are some of the most important and most often misunderstood Connecticut Statutes governing the use of bicycles on roadways (and what the Statutes mean to cyclists and motorists):

“Rights and duties of cyclists on roads”

14-286a. Rights, duties and regulation of cyclists.

(a) Every person riding a bicycle, as defined by section 14-286, upon the traveled portion of a highway shall be granted all of the rights and shall be subject to all of the duties applicable to the driver of any vehicle subject to the requirements of the statutes relating to motor vehicles, except as to those provision which by their nature can have no application and except that each town, city, or borough and the State Traffic Commission within its jurisdiction as provided in section 14-298 shall have authority to regulate bicycles as provided in section 14-289 and said section 14-298, and except as provided by section 14-286c. No parent of any child and no guardian of any ward shall authorize or knowingly permit any such child or ward to violate any provision of the general statutes or ordinances enacted under section 14-289 relating to bicycles. (b) Every person operating a bicycle solely by hand or foot power upon and along any sidewalk or across any roadway upon and along any cross walk shall be granted all of the rights and shall be subject to all of the duties applicable to pedestrians walking in such areas as provided by the general statutes, except as provided otherwise by any ordinance of any city, town or borough or any regulation of the State Traffic Commission issued or adopted pursuant to the provision of section 14-289.

Regarding : ’14-230 “rights and duties” – What does this mean to all road users?

Q: Since Connecticut considers a bicycle a “device” and not a vehicle, then are operators of bicycles “inferior” road users compared with motor vehicle operators?

A: NO! It clearly states in 14-230 that “rights and duties” are not granted to the vehicle or device, but to the OPERATOR of the vehicle or device. Statutes give operators of bicycles additional duties (as they do for operators of many different vehicle types), but cyclists have equal right to use roads as motorists.

Q: I thought bicycles were banned from sidewalks?

A: Clearly they are not! Although some municipalities may have regulated where bicycles can and can not ride (prohibited from sidewalks) as allowed under the Statute above, the Statute specifically and clearly describes the duties of cyclists while riding on sidewalks, which is permitted. However, riding on sidewalks is statistically much more dangerous than when riding in roads according to traffic rules.

We will now look at the specific duties of cyclists, and how they are interpreted:

“ride as near to the right” (RANTR) and “riding two abreast” statutes

14-286b.

(a) Every person operating a bicycle upon a roadway shall ride as near to the right side of the roadway as practicable, except when (1) making a left turn pursuant to subsection (b) of section 14-241, (2) overtaking and passing another vehicle proceeding in the same direction, (3) overtaking and passing pedestrians, parked vehicles, animals or obstructions on the right side of the highway, and (4) when the right side of the highway is closed to traffic while under construction or repair.

(b)   Persons riding bicycles upon a roadway shall not ride more than two abreast except on paths or parts of roadways set aside for the exclusive use of bicycles. Persons riding two abreast, as provided in this subsection, shall not impede the normal and reasonable movement of traffic, and, on a lane roadway, shall ride within a single lane.

Regarding: ’14-230(b) “close as practicable to the right” – What does this mean to all road users?

Definition of "practicable"—"Capable of being done within the means and circumstances present"

Used in a (highly applicable) sentence:

        "It may be 'possible' for me to ride in the 'door zone' between parked cars and moving motor vehicles, but the well-documented dangers of riding there clearly indicate that it is not 'practicable' for me to do this!"

Q: When is it "practicable" for one legal road user to risk his/her life (to take a dangerous lane position and ride in a dangerous manner) for the convenience of another legal road user?

A: It is never "practicable" for one legal road user to risk his /her life for the convenience of another road user. What is "practicable" for the operator of the device (bicycle) or motor vehicle is determined by the operator of that device or vehicle. In addition to the specific reasons for leaving the right edge of the road listed in the statute, there are additional reasons: avoiding dangerous "blind spots"; avoiding dangerously bad pavement or debris; avoiding dangerous "invitations" to overtake and pass too closely—these are all situations where cyclists need to ride well into the travel lane and away from the right edge of the road for obvious and understandable safety reasons. 

“impeding traffic” statute

I. No person shall operate a motor vehicle at such a slow speed as to impede or block the normal and reasonable movement of traffic. '14-220(a)

II. A person, driving at less than the normal speed of traffic, shall drive in the right-hand lane available for traffic or as close as practicable to the right-hand curb or edge of the highway. '14-230(b)

14-220. Slow speed.

(a)    No person shall operate a motor vehicle at a speed lower than forty miles per hour on any limited access divided highway and no person shall operate a motor vehicle on any other highway at such a slow speed as to impede or block the normal and reasonable movement of traffic except, in either case, when reduced speed is necessary for safe operation or in an emergency, or in compliance with the law or the direction of an officer. The provisions of this section shall not apply to (1) maintenance vehicles or equipment of the state or any municipal highway department, or to such vehicles or equipment of a contractor under contract with any such department while engaged in maintenance operations; (2) any motor vehicle with a commercial registration which while traveling on any limited access divided highway is unable to maintain the minimum speed limit of forty miles per hour due to the gradient, or to any such vehicle which while traveling on any other highway is being driven at such a slow speed as to obstruct or endanger following traffic, provided the operator thereof employs flashing lights on such motor vehicle.

Regarding 14-220(a) and 14-220 and 14-230(b)—the concept of “impeding or blocking traffic” – What does this mean to all road users?

Q: What is ‘normal’ and ‘reasonable’ speed for a bicycle, which is a permitted device on all roads (except in places where it is specifically not allowed, such as on limited access roads)?

A: Since a bicycle operator is responsible for safe operation, therefore a bicycle operator must observe the ‘normal and reasonable’ speed for a bicycle – and certainly NOT the safe speed for another device or vehicle. No vehicle operator can be expected to drive his/her vehicle at the speed that is “normal and reasonable” for a different vehicle, but impossible or unsafe for the vehicle being operated! 

“Three-foot Passing Rule”

 Section 14-232 of the general statutes is repealed and the following is substituted in lieu thereof (Effective October 1, 2008):

(a) Except as provided in sections 14-233 and 14-234, (1) the driver of a vehicle overtaking another vehicle proceeding in the same direction shall pass to the left thereof at a safe distance and shall not again drive to the right side of the highway until safely clear of the overtaken vehicle; and (2) the driver of an overtaken vehicle shall give way to the right in favor of the overtaking vehicle and shall not increase the speed of his vehicle until completely passed by the overtaking vehicle. For the purposes of this subsection, "safe distance" means not less than three feet when the driver of a vehicle overtakes and passes a person riding a bicycle.

(b) No vehicle shall be driven to the left side of the center of the highway in overtaking and passing another vehicle proceeding in the same direction unless the left side is clearly visible and is free of oncoming traffic for a sufficient distance ahead to permit such overtaking and passing to be completely made without interfering with the safe operation of any vehicle approaching from the opposite direction or any vehicle overtaken.

Regarding “Three-Foot Passing Rule” – What does this mean to all road users?

Q: What effect does the “three-foot passing rule” have on lane positioning for cyclists?

A: Taken together with Connecticut DOT’s own definition (AASHTO standards) that a “share-able lane” for cyclist and car side-by-side is a minimum* of 14’ wide, then the cyclist is not required to ride to the right of the lane in lanes that have a width less than the CT DOT-defined “share-able” width. (*Cars towing wide trailers, trucks, and buses ALL exceed the width of average autos, and encroach upon the cyclist’s required safe operating space. A lane much wider than 14’ would be needed in order to allow these vehicles sufficient room to safely clear the cyclist while “sharing” a lane.)  CT statutes state that is permissible to cross the center line and pass an “obstruction” in a roadway when there is no on-coming traffic. This is done every day with great frequency by most motorists. To be safe, motorists passing a cyclist should change lanes to use the full lane to the left of the cyclist when passing. “Lane-splitting” is dangerous. “Squeezing" over the center line and forcing on-coming traffic to veer right to avoid collision is illegal and very dangerous behavior. Cyclists who “invite” dangerous lane-sharing or lane-splitting passing are risking their lives and endangering other road users too. Safe and courteous cyclists ride far enough into the lane to make it clear to overtaking motorists that the lane is not “share-able” and that safe passing technique—not "squeezing by"—must instead be employed (just as when passing a delivery truck, refuse collection vehicle, mail delivery vehicle, road maintenance vehicle, or any other commonly encountered slow or stopped vehicle.

Q: What about “impeding traffic”?  Should a cyclist always ride to “control” the full lane?

A: The responsible and mindful cyclist uses a “controlling” lane positioning to dissuade unsafe passing until the on-coming lane is clear. A courteous and responsible cyclist will pull over (if safe) or pull out of the travel lane and on to the shoulder, if he/she has a long line of traffic backed-up, thereby “releasing” following traffic. A friendly hand wave of “thanks” from cyclist to motorists is a clear sign that safe road-sharing is being practiced, and that the cyclist is a competent and mindful road user. This behavior is what is expected of any “good” driver of a slower vehicle. 

This is the type of mindful and safe behavior that changes motorists' view of cyclists, and that enables safe and efficient road use. No “good” driver ever encourages unsafe passing, and cyclists will gain respect only by being good drivers!

Conclusions:

• Traffic rules and statutes are written to provide safe road use for all drivers, and all drivers need to understand and follow these traffic rules. We could certainly do a lot better to educate motorists and cyclists.
• Law enforcement interpretation of statutes needs to be accurate, correct, mindful and consistent. Wrong-way cyclists, cyclists who disobey traffic signals, cyclists who ride at night without required lighting and reflectors, and cyclists who ride under the influence—these are law-breakers who account for a vast majority of serious crashes and cyclist deaths and injuries. Therefore, these riders should be the focus of law enforcement stops and ticketing. Too often police ride right past and fail to stop the law-breakers.
• A cyclist controls his/her own fate through their deliberate, mindful actions. Overtaking vehicle operators shouldn't have to guess the cyclist’s intentions or be deceived into dangerous passing or last-second avoidance. Instead, by riding in a “controlling” lane position until passing can be safely accomplished, the cyclist discourages unsafe passing and thereby decreases risk and increases safety for himself and for all road users. Sensible overtaking vehicle operators usually appreciate having early, clear indications of the purpose and intent of the slower vehicle. On two-lane roads, cyclists can reduce stress and danger by controlling lane and then releasing following traffic as necessary. On four (or more) lane roads, cyclists can occupy a full lane and thus help overtaking motorists view them ahead of time and move over a full lane to pass safely.
• It is the responsibility of the cyclist to learn and follow traffic laws and rules-of-the-road.
• It is never “practicable” for one road user to jeopardize his/her own safety for the convenience of another road user.