In our recent posting about the Downtown Austin Plan, you may have been confused by the part about accommodating “A,B, and C Cyclists” – and so, to clear things up, I asked Nathan Wilkes at the City of Austin for an explanation of that that all means. Here’s what the official categories mean and why they are important in determining what bicycle facilities are needed.

1.1.1.      The “Design Bicyclist”

Different levels of ability among cyclists require different bicycle facilities to accommodate existing use and encourage increased use.  Cyclists generally fit into one of three different groups.

1.1.1.1.Group A – Advanced Bicyclists

Group A cyclists are experienced riders who can operate under most traffic conditions comprising the majority of the current users of collector and arterial streets.  They are best served by:

• Making every street “bicycle-friendly.”
• Direct access to destinations usually via the existing street and roadway system.
• The opportunity to operate at maximum speed with minimum delays.
• Sufficient operating space on the roadway or shoulder to reduce the need for either the bicyclist or the motor vehicle operator to change position when passing.

1.1.1.2.Groups B and C – Basic Adult, Teenage, and Children Bicyclists

Group B cyclists are casual or new adult and teenage riders who are less confident of their ability to operate in traffic without special provisions for bicycles.  Some will develop greater skills and progress to the advanced level, but there will always be many millions of basic bicyclists.  They prefer:

• Comfortable access to destinations, preferably by a direct route; either low-speed, low traffic-volume streets or designated bicycle facilities.
• Well-defined separation of bicycles and motor vehicles on arterial and collector streets (bike lanes and shoulders), or on separate paths.

Group C cyclists are pre-teen riders whose roadway use is initially monitored by parents; eventually they are accorded independent access to the system.  They and their parents prefer the following:

• Access to key destinations surrounding residential areas, including schools, recreation facilities, shopping, or other residential areas.
• Residential streets with low motor vehicle speed limits and volumes.
• Well-defined separation of bicycles and motor vehicles on arterial and collector streets, or on separate bicycle paths.

Group B/C riders will be best served by providing designated bicycle facilities on selected routes.

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4. From the Department of the Obvious: Study finds bike lanes, paths increase safety ...
5. City offers more options, positions harden at second bike boulevard meeting ...