Austin's best bicycle traffic and roadway bicycle safety class.

6 / 22 / 2002

The Bike Like Mike traffic law review

Anything written in italics are our own comments.  These laws are heavily annotated with discussion of how they apply to cyclists’ real life situations and is pretty long.  This page is printer-ready.

Traffic laws and driver training are two different things.  Traffic laws set expectations that other drivers rely on to maneuver vehicles are a superhumanly fast and subhumanly maneuverable.  However, while the law may state that you are expected to make a left turn from the left lane, it cannot specify just how far in advance of your turn you should change lanes to the left.  That must be worked out on the spot, and the point of driver training is to give a procedure that best works this out.  Traffic laws are not always adhered to by motorists or cyclists, particularly when the driver is sure that no one is around to be bothered by them.  Breaking the law in a crowded space, under everyone’s eyes, annoys people even if it doesn’t directly endanger them, leading to more annoyed drivers and a further degenerated driving environment.

Note that this review of Texas state driving regulations doesn’t qualify as professional legal advice yada yada yada drive in traffic at your own risk yada yada.

This page was last updated on 6/20/2002 and contains several improvements to the bike laws passed by the 2001 state legislature.  These new laws, all improvements to the cyclist’s situation, are noted as new.

Considering:

      CHAPTER 551.  OPERATION OF BICYCLES, MOPEDS, AND PLAY VEHICLES

SUBCHAPTER B. REGULATION OF OPERATION

Sec. 551.101. Rights and Duties

     (a) A person operating a bicycle has the rights and duties applicable to a driver operating a vehicle…

Cyclists have the choice to act as either vehicles or pedestrians, but on the roadway, with the vehicles, they are expected to move as vehicles, albeit smaller and slower.  Clearly some misunderstanding was present as someone had to go to the trouble of spelling this out to people.  So let’s look at the vehicle laws first:

CHAPTER 545. OPERATION AND MOVEMENT OF VEHICLES

Subchapters of greatest interest:

            B.  Driving on the right and being passed

            C.  Turning and signaling turns

            D.  Intersections and yielding right of way

SUBCHAPTER B. DRIVING ON RIGHT SIDE OF ROADWAY AND PASSING

Under normal circumstances, on a two lane road, stay to the right of the center of the street, unless you are completing a left turn or passing.  This sounds like a no-brainer, but consider the moment when someone first shoves off on a bike.  Consider the feeling of quick, effortless movement absent from the sense of responsibility we’ve learned to keep with driving a car.  On a quiet, narrow neighborhood street, many people like to drift left to make space from a fellow cyclist, or just to express their satisfaction with the freedom that cycling gives.  On a busy street, the stress associated with holding up traffic in a lane can cause cyclists to bolt to the left, with the friendly intention of relieving others’ delay.  One cannot lecture people out of these panicked or passionate moves, but experience can show that these moves can lead to unexpected difficulties such as surprise close encounters with oncoming vehicles or mistrust from surrounding drivers.

Sec. 545.051. Driving on Right Side of Roadway

     (a) An operator on a roadway of sufficient width shall drive on the right half of the roadway, unless:

     (1) the operator is passing another vehicle;

     (2) an obstruction necessitates moving the vehicle left of the center of the roadway and the operator yields the right-of-way to a vehicle that:

     (A) is moving in the proper direction on the unobstructed portion of the roadway;  and

     (B) is an immediate hazard;

Section (2) describes what Urban Cycling calls a “bottleneck,” which is the most stressful feature of otherwise quiet neighborhood streets, encountered with great regularity.  Obstructions, like parked cars, usually on both sides of the street, narrow the street to one lane.  Opposing traffic must work out right-of-way on the spot.  Priority often goes obviously to the driver forced into the middle of the street sooner, but position and velocity of the other vehicle are considered as well.

     (3) the operator is on a roadway divided into three marked lanes for traffic;  or

     (4) the operator is on a roadway restricted to one-way traffic.

Slower traffic keep right, unless something even slower is at the curb.  Slower traffic still gets to move left if it needs to turn left.  While the law permits this slowing on the left, the cyclist must bring the visibility, awareness of pursuing traffic, ability to signal, and willingness to hold traffic in line in order to carry this off as the law expects.

     (b) An operator of a vehicle on a roadway moving more slowly than the normal speed of other vehicles at the time and place under the existing conditions shall drive in the right-hand lane available for vehicles, or as close as practicable to the right-hand curb or edge of the roadway, unless the operator is:

     (1) passing another vehicle;  or

     (2) preparing for a left turn at an intersection or into a private road or driveway.

 Note that section (b) introduces the idea of “near as practicable to the right…” which is often misquoted as “near as possible…”  The difference is subtle but very real.  Practicable suggests that other factors may weigh on just how far from the curb drivers (including cyclists) put themselves, such as one’s safety.  Determining this safe, practicable margin is a challenge for the urban cyclist operating under stress in changing lane width, hill, and traffic conditions. 

     (c) An operator on a roadway having four or more lanes for moving vehicles and providing for two-way movement of vehicles may not drive left of the center line of the roadway except:

     (1) as authorized by an official traffic-control device designating a specified lane to the left side of the center of the roadway for use by a vehicle not otherwise permitted to use the lane;

     (2) under the conditions described by Subsection (a)(2);  or

     (3) in crossing the center line to make a left turn into or out of an alley, private road, or driveway.

Under normal circumstances, on a four-lane road, nobody can cross the centerline to pass someone else. Cyclists don’t encounter this temptation too often, though it is done, often downtown by professional couriers or semi-professional pedicab operators.

Note here that an important concept has been introduced, the lane, which is detailed in section 545.060 (just a few paragraphs ahead). 

Sec. 545.052. Driving Past Vehicle Moving in Opposite Direction

This looks rather obvious:

     An operator moving in the opposite direction of the movement of another operator shall:

     (1) move to or remain to the right;  and

     (2) on a roadway wide enough for not more than one line of vehicle movement in each direction, give the other operator:

     (A) at least one-half of the main traveled portion of the roadway;  or

However, in bottlenecks, there are no rules, as we see here: 

     (B) if complying with Paragraph (A) is not possible, as much of the roadway as possible.

This circumstance can occur easily on otherwise quiet neighborhood streets.  Knowing how to safely approach bottlenecks so that right-of-way is established in advance will save you this harrowing circumstance.  Even if a motor vehicle unjustly takes right-of-way by force, the key is to establish this intention early so you maintain the safest distance from it.  Stay visible approaching bottleneck and make your intentions to go or yield readable with visible signals in your pedaling, your gaze, and your direction.

Sec. 545.053. Passing to the Left;  Return;  Being Passed

How to pass people on a two-lane road.  Pass on the left, then get right after going far enough ahead. 

     (a) An operator passing another vehicle:

     (1) shall pass to the left of the other vehicle at a safe distance;  and

     (2) may not move back to the right side of the roadway until safely clear of the passed vehicle.

Note that “safe distance” in (1) is not defined.  Cyclists’ effort to define 3 feet passing distance as a safe margin have so far failed in the legislature.  Cyclists tend to get passed too close when they try to share a lane that is too narrow to safely share.  The responsibility to take a lane that is too narrow to share is the cyclist’s.   

The most common case in cycling is  being passed.  Here are some rule applying to the party being passed:

     (b) An operator being passed by another vehicle:

     (1) shall, on audible signal (“HONNNNNNK!!!”), move or remain to the right in favor of the passing vehicle;  and

HONK!  HONK!  Here is the horn honker’s rule.  Honking is acceptable practice in safe passing, apparently, despite its stressful effect.  Note that “move [right]” applies only when you CAN move further right without opening yourself to the risk of being passed in a lane too narrow to safely share (and its your call on what’s not wide enough).  If you don’t think it is safe to move further right, don’t.  Any further honking will be a signal to “…keep right,” to facilitate the honker’s passing maneuver.  We’ll stress this point again…do not move right to share a lane that is too narrow to share.  Let them honk.  This may seem overly risky, but not if it is paired with the technique in the following paragraph.  If you are in fact preparing for a left turn, make sure your signal is visible.  A motorist’s most useful and appropriate use of the horn in passing is to sound the horn at the moment the car begins the passing maneuver, committing to the acts of  steering left and accelerating.  Of course the horn is often used redundantly to express the pursuer’s frustration with not being allowed to pass within the lane, particularly when traffic conditions do not allow them to change lanes to pass. 

     (2) may not accelerate until completely passed by the passing vehicle.

Once they have committed to trying to overtake you, control stress by helping them complete the move quickly and cleanly.  Don’t fight them.  Use your properly positioned mirrors to immediately detect when they commit to steering left and accelerating.  Visibly pause pedaling, and drift slightly right once you see the car is steering for the space to your left.  This commitment is easily readable in your mirror(s) when the car’s side facing becomes visible.  Take an active part in helping them pass, demonstrating that you aren’t just out to annoy them.  This can also help you re-establish yourself in your lane to negotiate directly with the next car and keeping it from passing in your lane.

     (c) Subsection (b) does not apply when passing to the right is permitted.

Sec. 545.057. Passing to the Right

If you are waiting to make a left and you are in a double-wide lane free of parked cars, overtaking vehicles may pass you on the right and you ought to expect this.  Similarly, a bike can pass a left-turning  car on the right. 

     (a) An operator may pass to the right of another vehicle only if conditions permit safely passing to the right and:

     (1) the vehicle being passed is making or about to make a left turn;  and

     (2) the operator is:

     (A) on a highway having unobstructed pavement not occupied by parked vehicles and sufficient width for two or more lines of moving vehicles in each direction;  or

Note that this does not condone passing just anyone on the right.  The passed vehicle must be turning off the roadway, and not intending to go forward.

In practice, bicycles waiting to make a left turn can be passed on any wide lane, not just double-wide lanes, unless some effort it made to keep traffic in place.  When doing this in heavy traffic, the cyclist must weigh the relative stress and danger of either assertively parking their little self smack in front of the pursuing driver or letting a stream of cars squeeze past on the right (while oncoming cars pass on one’s left).  Proper route choice tends to avoid situations of left turns off busy streets, particularly busy two lane streets.

     (B) on a one-way street or on a roadway having traffic restricted to one direction of movement and the roadway is free from obstructions and wide enough for two or more lines of moving vehicles.

     (b) An operator may not pass to the right by leaving the main traveled portion of a roadway except as provided by Section 545.058.

Sec. 545.058. Driving on Improved Shoulder

This lists a bunch of restrictions, with a statement at the end saying that none of them apply to bicycles.  I’ve cut it to save space.  Read it if you ever get a motor vehicle license. 

Sec. 545.060. Driving on Roadway Laned for Traffic

Lanes are typically described by painted lines, but not always.  A lane is line of vehicles.  Two lanes may suddenly form in a double wide lane if conditions permit, and its presence effects the behavior and expectations of vehicles approaching.  Two lanes may merge into one.  Two lanes may form in wide lanes when bicycles or motorcycles are present.  The vehicle operator should always have a clear idea of just which lane they are in and should make this easily readable by others.  A cyclist, who has the option of sharing their lane, should always have a clear sense of whether their lane is sharable or not, and whether or not they are actively sharing it, and should make this easily readable by others.  The “base case” is that the lane is controlled, not shared, with sharing done through friendly negotiation with pursuing traffic.

     (a) An operator on a roadway divided into two or more clearly marked lanes for traffic:

     (1) shall drive as nearly as practical entirely within a single lane;  and

     (2) may not move from the lane unless that movement can be made safely.

And while we’re at it, no driving up the chicken lane either.

     (b) If a roadway is divided into three lanes and provides for two-way movement of traffic, an operator on the roadway may not drive in the center lane except:

     (1) if passing another vehicle and the center lane is clear of traffic within a safe distance;

     (2) in preparing to make a left turn;  or

     (3) where the center lane is designated by an official traffic-control device for movement in the direction in which the operator is moving.

     (c) Without regard to the center of the roadway, an official traffic-control device may be erected directing slow-moving traffic to use a designated lane or designating lanes to be used by traffic moving in a particular direction.

     (d) Official traffic-control devices prohibiting the changing of lanes on sections of roadway may be installed.

Sec. 545.061. Driving on Multiple-Lane Roadway

This rule applies only to mega-arterials and highways with 6 or more lanes.  Cyclists will rarely be in the left hand lanes on these roads, but it happens.  The most relevant aspect is a greater responsibility on such roads for someone passed on the left to help the passer back over to the right.  This practice was previously encouraged for all passing situations as a way to relieve the stress of the passing vehicle and to quickly re-establish lane control in front of the next pursuing vehicle.

     On a roadway divided into three or more lanes and providing for one-way movement of traffic, an operator entering a lane of traffic from a lane to the right shall yield the right-of-way to a vehicle entering the same lane of traffic from a lane to the left.

A situation where a bicycle is commonly expected to be in the left lane of huge streets is after a left turn onto that street.  All left turning traffic is expected to go into the leftmost lane available to them.  Unfortunately, the pursuing car might suddenly accelerate into the lane to the right of the cyclist, whereupon it (and following traffic) will have difficulty yielding should the cyclist suddenly signal and move right.  The best deterrent is to first identify this intention in the pursuing driver using one’s properly placed mirrors and to get the right turn signal out at the earliest possible moment, usually within the intersection.  While the law expects the vehicle to exit the intersection in the left most lane, the signal both keeps the path to the right clear and promises the impatient pursuer quick relief in an open left lane.

Sec. 545.062. Following Distance

The first two items in this section deal with keeping a safe following distance and a restriction on big trucks on highways.  Section (c) has an interesting, if non-urban, biking aspect.

     (c) An operator on a roadway outside a business or residential district driving in a caravan of other vehicles or a motorcade shall allow sufficient space between the operator and the vehicle preceding the operator so that another vehicle can safely enter and occupy the space.  This subsection does not apply to a funeral procession.

This introduces the idea of a caravan on convoy of vehicles.  Cyclists are prone to moving in groups when traveling together.  Recreational groups can often become quite large and burdensome in heavy traffic on narrow roads.  There is no other treatment in the laws for how to behave as a multi-bike group, and generally vehicles are expected to move individually, with no vehicle taking right of way just because their friend just ahead of them had right of way.  In practice, cyclists do move in groups and no one is very surprised when they do.  How to do this right, without confusing other drivers with unclear intentions, is a complex topic about which little standard policy has been developed.

The rest of the subchapter deals with big highways.  There is also a bit about not passing a stopped school bus.  But we are skipping ahead.

SUBCHAPTER C. TURNING AND SIGNALS FOR STOPPING AND TURNING

Sec. 545.101. Turning at Intersection

The right turn is easy enough.  Of course you should make the right turn from the right lane.

     (a) To make a right turn at an intersection, an operator shall make both the approach and the turn as closely as practicable to the right-hand curb or edge of the roadway.

     (b) To make a left turn at an intersection, an operator shall:

To make a left turn, approach your intersection in the correct place, typically in the right-most lane that is going where you intend to go.  The responsibility of getting to the correct lane, that is, checking that the lane is clear, signaling, getting into it, and holding traffic behind, is your responsibility.

     (1) approach the intersection in the extreme left-hand lane lawfully available to a vehicle moving in the direction of the vehicle;  and

Note that this rule makes no provision for multiple left-turn lanes at some big intersections.  For these, the bike is best served by the rightmost lane allowing for a left turn, as this will send the bike to the lane closest to the right side on the street being turned onto. 

     (2) after entering the intersection, turn left, leaving the intersection so as to arrive in a lane lawfully available to traffic moving in the direction of the vehicle on the roadway being entered.

Leave the intersection in the correct lane.  No cutting it too close and driving on the left side of the street you are entering.  This point is quite relevant to cyclists, who often don’t have a clear picture of traffic behind them and often move into the oncoming lanes prior to making a turn if they appear clear, in the interest of keeping out of the way of pursuing traffic . 

     (c) On a street or roadway designated for two-way traffic, the operator turning left shall, to the extent practicable, turn in the portion of the intersection to the left of the center of the intersection.

Note, though, that if an oncoming vehicle is also turning left at the same intersection, the two vehicles pass to the left of each other.  It requires some confidence that the other vehicle will turn left and that you are not illegally turning in front of it as it plows ahead. 

     (d) To turn left, an operator who is approaching an intersection having a roadway designated for one-way traffic and for which signs are posted from a roadway designated for one-way traffic and for which signs are posted shall make the turn as closely as practicable to the left-hand curb or edge of the roadway.

Sec. 545.102. Turning on Curve or Crest of Grade

No other mention is made of u-turns except for this restriction.

     An operator may not turn the vehicle to move in the opposite direction when approaching a curve or the crest of a grade if the vehicle is not visible to the operator of another vehicle approaching from either direction within 500 feet.

Sec. 545.104. Signaling Turns;  Use of Turn Signals

Here the law gives some notion of when to signal, and for how long that signal should stay out.  You may not consider this completely relevant at slower bicycle speeds, but it makes clear that the signal is to be made well before the turn is attempted.  Turn signals do not indicate that a vehicle IS MAKING a turn, but they indicate the DESIRE TO MAKE a turn. 

     (a) An operator shall use the signal authorized by Section 545.106 to indicate an intention to turn, change lanes, or start from a parked position.

     (b) An operator intending to turn a vehicle right or left shall signal continuously for not less than the last 100 feet of movement of the vehicle before the turn.

One should not signal that a pursuing vehicle should pass.

     (c) An operator may not light the signals on only one side of the vehicle on a parked or disabled vehicle or use the signals as a courtesy or "do pass" signal to the operator of another vehicle approaching from the rear.

Sec. 545.105. Signaling Stops

You ought to signal stops, but you get a pretty big loophole.

     An operator may not stop or suddenly decrease the speed of the vehicle without first giving a stop signal as provided by this subchapter to the operator of a vehicle immediately to the rear when there is an opportunity to give the signal.

Sec. 545.107. Method of Giving Hand and Arm Signals

Here are your basic hand signals, including a note for cyclists.

     An operator who is permitted to give a hand and arm signal shall give the signal from the left side of the vehicle as follows:

     (1) to make a left turn signal, extend hand and arm horizontally;

     (2) to make a right turn signal, extend hand and arm upward, except that a bicycle operator may signal from the right side of the vehicle with the hand and arm extended horizontally;  and

     (3) to stop or decrease speed, extend hand and arm downward.

SUBCHAPTER D. RIGHT-OF-WAY

Sec. 545.151. Vehicle Approaching or Entering Intersection

This is a lot of legal wallpaper that says that you always stop at intersections where there is sign saying so, or when the cross street is bigger, or if the cross street is paved and yours isn’t, or if your street ends at that intersection.  If there is no sign and the streets are “equal,” then you need only yield to someone who has already entered the intersection from the right.  I’ve chopped all this to save space.  Also, if there is a crash and you were supposed to yield, it will be considered your fault. 

     (f) An operator who is required by this section to stop and yield the right-of-way at an intersection to another vehicle and who is involved in a collision or interferes with other traffic at the intersection to whom right-of-way is to be given is presumed not to have yielded the right-of-way.

I’ve heard that liability on this can be challenged in court.  While I can imagine legitimate cases where fault can be with the vehicle that has right of way, there is the danger of a clever defense lawyer trying to shift blame to a cyclist by making the cyclist appear as an illegitimate road user.  I know of no such cases, though.

Sec. 545.152. Vehicle Turning Left

Oncoming vehicles have the right of way.  Note this goes for unmarked intersections, two-way stops, four-way stops, and traffic lights. 

     To turn left at an intersection or into an alley or private road or driveway, an operator shall yield the right-of-way to a vehicle that is approaching from the opposite direction and that is in the intersection or in such proximity to the intersection as to be an immediate hazard.

Sec. 545.153. Vehicle Entering Stop or Yield Intersection

     (a) Preferential right-of-way at an intersection may be indicated by a stop sign or yield sign as authorized in Section 544.003.

“Stop” means stop, then yield.  Exactly what constitutes a stop is not spelled out.

    (b) Unless directed to proceed by a police officer or official traffic-control device, an operator approaching an intersection on a roadway controlled by a stop sign, after stopping as required by Section 544.010, shall yield the right-of-way to a vehicle that has entered the intersection from another highway or that is approaching so closely as to be an immediate hazard to the operator's movement in or across the intersection.

     (c) An operator approaching an intersection on a roadway controlled by a yield sign shall:

     (1) slow to a speed that is reasonable under the existing conditions;  and

     (2) yield the right-of-way to a vehicle in the intersection or approaching on another highway so closely as to be an immediate hazard to the operator's movement in or across the intersection.

     (d) If an operator is required by Subsection (c) to yield and is involved in a collision with a vehicle in an intersection after the operator drove past a yield sign without stopping, the collision is prima facie evidence that the operator failed to yield the right-of-way.

Sec. 545.156. Vehicle Approached by Emergency Vehicle

Get the hell out of the ambulance’s way.

     (a) On the immediate approach of an authorized emergency vehicle using audible and visual signals that meet the requirements of Sections 547.305 and 547.702, or of a police vehicle lawfully using only an audible signal, an operator, unless otherwise directed by a police officer, shall:

     (1) yield the right-of-way;

     (2) immediately drive to a position parallel to and as close as possible to the right-hand edge or curb of the roadway clear of any intersection;  and

     (3) stop and remain standing until the authorized emergency vehicle has passed.

Before we leave Chapter 545, here a few other notable laws:

SUBCHAPTER G. STOPPING, STANDING, AND PARKING

Sec. 545.302. Stopping, Standing, or Parking Prohibited in Certain Places

No, you can’t park your car on the sidewalk.

     (a) An operator may not stop, stand, or park a vehicle:

     (1) on the roadway side of a vehicle stopped or parked at the edge or curb of a street;

     (2) on a sidewalk;

That’s right, it’s still illegal, even in Texas.  But you can park a bike up there, as long as you don’t block the sidewalk.  What constitutes “impeding the normal and reasonable movement” is not clear, but the Americans with Disabilities Act requires three feet.

     (d) A person may stop, stand, or park a bicycle on a sidewalk if the bicycle does not impede the normal and reasonable movement of pedestrian or other traffic on the sidewalk.

SUBCHAPTER H. SPEED RESTRICTIONS

Sec. 545.352. Prima Facie Speed Limits

     (a) A speed in excess of the limits established by Subsection (b) or under another provision of this subchapter is prima facie evidence that the speed is not reasonable and prudent and that the speed is unlawful.

     (b) Unless a special hazard exists that requires a slower speed for compliance with Section 545.351(b), the following speeds are lawful:

These are about the only speed limits you are in danger of violating.

     (1) 30 miles per hour in an urban district on a street other than an alley and 15 miles per hour in an alley;

But now back to the bike laws:

CHAPTER 551. OPERATION OF BICYCLES, MOPEDS, AND PLAY VEHICLES

SUBCHAPTER A. APPLICATION OF CHAPTER

This subchapter specifies that these laws apply to bikes in traffic, not the sidewalk or race track.

SUBCHAPTER B. REGULATION OF OPERATION

Sec. 551.101. Rights and Duties

Bikes are vehicles and subject to all the stuff we’ve just covered.  Any specific exception are in this chapter. 

     (a) A person operating a bicycle has the rights and duties applicable to a driver operating a vehicle under this subtitle, unless:

     (1) a provision of this chapter alters a right or duty;  or

     (2) a right or duty applicable to a driver operating a vehicle cannot by its nature apply to a person operating a bicycle.

Sec. 551.102. General Operation

This section forbids you to ride like a complete idiot.

     (a) A person operating a bicycle shall ride only on or astride a permanent and regular seat attached to the bicycle.

     (b) A person may not use a bicycle to carry more persons than the bicycle is designed or equipped to carry.

     (c) A person operating a bicycle may not use the bicycle to carry an object that prevents the person from operating the bicycle with at least one hand on the handlebars of the bicycle.

     (d) A person operating a bicycle, coaster, sled, or toy vehicle or using roller skates may not attach either the person or the bicycle, coaster, sled, toy vehicle, or roller skates to a streetcar or vehicle on a roadway.

Sec. 551.103. Operation on Roadway

This is mostly rehash from Chapter 545, subchapter B, about passing and keeping right.  The bike should keep right as it is generally slower, but there is nothing saying that it must share the lane if the cyclist considers this dangerous.  It also describes a situation where the cyclist does not attempt to share a too-narrow lane. 

     (a) Except as provided by Subsection (b), a person operating a bicycle on a roadway who is moving slower than the other traffic on the roadway shall ride as near as practicable to the right curb or edge of the roadway, unless:

     (1) the person is passing another vehicle moving in the same direction;

     (2) the person is preparing to turn left at an intersection or onto a private road or driveway;  or

     (3) a condition on or of the roadway, including a fixed or moving object, parked or moving vehicle, pedestrian, animal, surface hazard, or substandard width lane, prevents the person from safely riding next to the right curb or edge of the roadway.

Also, on a multi-lane one-way street, the cyclist can operate off the left curb instead of the right.  No such provision is made for a one-lane one-way street, even if it is obviously wide or double-wide.

     (b) A person operating a bicycle on a one-way roadway with two or more marked traffic lanes may ride as near as practicable to the left curb or edge of the roadway.

You can ride two abreast in a double-wide lane because cars can still safely pass.  You can also do it in a narrow lane because cars can’t pass even if you were in single file.  In wide lanes,  cyclists should get in line when traffic arrives behind them.  All this seems to apply specifically to cyclists traveling together, not to independent strangers who just happen to be on the same roadway.

     (c) Persons operating bicycles on a roadway may ride two abreast.  Persons riding two abreast on a laned roadway shall ride in a single lane.  Persons riding two abreast may not impede the normal and reasonable flow of traffic on the roadway.  Persons may not ride more than two abreast unless they are riding on a part of a roadway set aside for the exclusive operation of bicycles.

     (d) In this section, "substandard width lane" means a lane that is too narrow for a bicycle and a motor vehicle to safely travel in the lane side by side.

Sec. 551.104. Safety Equipment

Your bike needs one functional brake.

     (a) A person may not operate a bicycle unless the bicycle is equipped with a brake capable of making a braked wheel skid on dry, level, clean pavement.

If there is any danger of night catching you on the road, then your need a headlight and a rear reflector.  A taillight is not required, but a functional taillight can stand in for a rear reflector.  Front reflectors or LED front flashers don’t count for anything.  These paltry minimum requirements only count against you if you don’t have them.  Having them does not protect you in court if a negligent driver claims that they could not see you.

     (b) A person may not operate a bicycle at nighttime unless the bicycle is equipped with:

     (1) a lamp on the front of the bicycle that emits a white light visible from a distance of at least 500 feet in front of the bicycle;  and

     (2) a red reflector on the rear of the bicycle that is:

     (A) of a type approved by the department;  and

     (B) visible when directly in front of lawful upper beams of motor vehicle headlamps from all distances from 50 to 300 feet to the rear of the bicycle.

     (c) In addition to the reflector required by Subsection (b), a person operating a bicycle at nighttime may use a lamp on the rear of the bicycle that emits a red light visible from a distance of 500 feet to the rear of the bicycle.

And let’s not forget about our friends:

CHAPTER 552. PEDESTRIANS

Sec. 552.003. Pedestrian Right-of-Way at Crosswalk

Yield to them in the crosswalks.

     (a) The operator of a vehicle shall yield the right-of-way to a pedestrian crossing a roadway in a crosswalk if:

     (1) no traffic control signal is in place or in operation; and

     (2) the pedestrian is:

     (A) on the half of the roadway in which the vehicle is traveling;  or

     (B) approaching so closely from the opposite half of the roadway as to be in danger.

     (b) Notwithstanding Subsection (a), a pedestrian may not suddenly leave a curb or other place of safety and proceed into a crosswalk in the path of a vehicle so close that it is impossible for the vehicle operator to yield.

The pedestrian in the crosswalk should exert complete control over the situation.  You can help with this by letting the pedestrian’s presence control your movements.  This encourages other vehicles to slow down and yield, putting everyone in a better frame of mind.

     (c) The operator of a vehicle approaching from the rear of a vehicle that is stopped at a crosswalk to permit a pedestrian to cross a roadway may not pass the stopped vehicle.

Sec. 552.006. Use of Sidewalk

Remember that when you yield to a cross street, you are yielding to the sidewalk on it as well.

     (c) The operator of a vehicle emerging from or entering an alley, building, or private road or driveway shall yield the right-of-way to a pedestrian approaching on a sidewalk extending across the alley, building entrance or exit, road, or driveway.