Definitions

• Class 1 - An e-bike in which the motor provides assistance only when the rider is pedaling. The motor will cease to provide assistance when the bicycle reaches a speed of 20 mph.
• Class 2 - An e-bike in which the motor may be used to exclusively propel the bicycle. The motor is not capable of providing assistance when the bicycle reaches a speed of 20mph.
• Class 3 - An e-bike in which the motor provides assistance only when the rider is pedaling. The motor ceases to provide assistance when the bicycle reaches a speed of 28mph. The e-bike is also equipped with a speedometer.

Bicyclist-related laws

• Riding on a roadway- When riding on a roadway, a bicyclist has the same rights and responsibilities as vehicle drivers (RCW 46.61.755). A bicycle is a legal vehicle, just like a car. Bicyclists who violate traffic laws may be ticketed (RCW 46.61.750).
• Riding on a sidewalk- When riding on a sidewalk or a crosswalk, a bicyclist has the same rights and responsibilities as a pedestrian (RCW 46.61.755). Some local jurisdictions may have an ordinance banning cycling on sidewalks.
• Limited access facilities- Some designated sections of the state's limited access highway system may be closed to bicyclists. A limited access facility is a highway or street designed for through traffic. See the permanent bike restrictions map to find the facilities closed to bicyclists. If allowed on a limited access facility, bicyclists must use the shoulder (RCW 46.61.160).
• Shoulder vs. bike lane- Bicyclists may choose to ride on a path, bike lane, shoulder or travel lane as suits their safety needs (RCW 46.61.770).
• Stopping vs. yielding at stop signs- Bicyclists have the option to treat a stop sign as a yield sign unless the stop sign is located at a railroad crossing or a school bus uses a "stop" signal (RCW 46.61.190)
• Children bicycling- Parents or guardians may not knowingly permit bicycle traffic violations by minors under their care (RCW 46.61.700).
• Riding side by side- Bicyclists may ride side by side, but not more than two beside each other (RCW 46.61.770).
• Riding at night- For night bicycle riding, a white front light (not a reflector) visible for at least 500 feet and a red rear reflector visible from behind for 600 feet are required. A red rear light or a flashing taillight visible from behind for 500 feet may be used in addition to a required rear reflector (RCW 46.61.780).
• Hand signals- Hand signals are required when making a left or right turn, stopping, or decreasing speed. For a left turn, the left arm needs to extend horizontally outwards. For a right turn the left arm should extend upwards or the right arm should extend horizontally outwards. For a stop or a decrease in speed, the left hand should extend downwards (RCW 46.61.758).
• Safe passing- The driver of a vehicle approaching an individual who is walking or bicycling, in the right lane of a roadway or on the right-hand shoulder or bicycle lane of the roadway, shall pass safely. The driver shall move completely into a lane to the left of the lane the pedestrian or bicyclist is in when it is safe to do so or reduce speed to a safe speed for passing and pass at a safe distance, where practicable of at least three feet, before passing and until safely clear of the individual when it is safe to do so (RCW 46.61.110)
• Additional bicycle laws- Local jurisdictions may have additional laws pertaining to bicycles. For example, some jurisdictions require a bicycle to be licensed, limit access in parks or on trails, or have speed limits for bicycles and e-bikes. Please check your local county or municipal code for additional laws pertaining to bicycles

E-Bike specific laws

• Sidewalks– Class 3 e-bikes are forbidden on sidewalks unless there is no alternative to traveling over a sidewalk as part of a bicycle or pedestrian path or if authorized as acceptable by local ordinance (RCW 46.61.710)
• Shared-use paths and trails– Class 1 and 2 e-bikes are allowed on shared-use paths. Class 3 e-bikes are not allowed on shared-use paths. All classes of e-bikes are not allowed on trails designated as non-motorized or that have a natural surface (RCW 46.61.710).
• Highways– Class 1 and 2 e-bikes are allowed on any part of a highway designated for the use of bicycles. Class 3 e-bikes may operate on facilities that are within or adjacent to a highway (RCW 46.61.710)
• E-bike label- Electric-assisted bicycles, must have a permanently affixed label in a prominent location that contains the classification number, top assisted speed, and motor wattage. A person shall not tamper with or modify an electric-assisted bicycle, (RCW 46.37.690).
• Additional e-bike laws– Local jurisdictions have the right to regulate the use of e-bikes on facilities, property, and rights-of-ways under their control (RCW 46.61.710). Please check with your city or county local code to know if there are any additional regulations on e-bikes.

Wheel Design Insight

Using the Apparent Wind While Riding in a Paceline

by Ken Rasmussen

Several weeks ago there was a piece written in this newsletter to help the riders in our club approach paceline riding in a similar and predictable manner. The intention was so praiseworthy that I have hesitated to criticize the article in its details. However I’ve been thinking about it a lot, and I’m concerned that some of the things that went unsaid in the article will create dangerous conflicts between riders who attempt to follow the rules listed in the article with other riders who have a more thorough understanding of paceline riding.

The problems in the previous article arise from a failure to consider the effects of the apparent wind upon the positioning of the riders in a paceline. What a paceline is, is a method employed by a group of riders to permit the group to power through the wind more efficiently and faster than the riders in the group could do separately. It is a team effort. It works when the members of the team make a conscious effort to work together AND when they share a common understanding of how to position themselves in a wide variety of wind strengths and directions. To that end, stronger riders have to restrain themselves from outdistancing less strong riders. Instead, stronger riders should take longer leads, and less strong riders should focus on taking shorter—sometimes extremely short leads. But all riders should commit to making the line work smoothly and safely.

For the line to work at all, every rider needs to understand how to shelter most effectively from the wind within the line. This means that every rider must understand the concept of “apparent wind”. If a cyclist is stopped, and they feel wind, that is the “true wind” that they feel. It has a strength and a direction. If a cyclist is riding in still air, they will feel a wind coming from in front of them. That isn’t true wind because the wind isn’t blowing. It is apparent wind that results from the cyclist moving through still air. When a cyclist is cycling in wind, the direction of the apparent wind is a combination of the true wind and the passage of the cyclist through that wind.

Let’s imagine, temporarily, that our cyclist is on a level, featureless concrete plain, cycling due north. In the absence of wind, the apparent wind is from directly ahead. In a wind from the north (a headwind) the apparent wind is still from the north, but it is stronger. Now imagine the cyclist moving at 15 miles per hour to the north, but the wind is blowing from the east at 15 miles per hour. The apparent wind will be coming from the northeast and it will be stronger than 15 miles per hour. It will be felt on the right side of the cyclist’s face, coming at a 45 degree angle from the direction of travel.

Now let’s consider the same situations, but with two riders. The two riders are going to alternate leads so that one rider can recover while the other breaks the force of the wind. In still air, the following rider will be directly behind the lead rider. The same will be true in headwinds and tailwinds. To switch leads, the front rider will check for bikes or cars to their left, signal by pointing or an elbow flick to the left, move left and the following rider will pull through smoothly, without accelerating, and give the former leader an opportunity to pull in behind. After the following rider is in place, the new leader may accelerate a little, but gradually. Remember, the optimum group speed is the goal. If the leader drops the second rider, that’s a failure