After going nearly a full month without a bicycling fatality anywhere in Southern California, we now have two deaths just days apart in the Inland Empire.
According to the San Bernardino Sun, 81-year old San Bernardino resident William Francis Easley, a well-known business owner, philanthropist and political leader was killed while riding his bike early this morning.
Easley was riding with another cyclist just after six am when he was struck by a car on the 1000 block of E. Lynwood Ave. His riding partner, a local physician, immediately began CPR, but Easley died after being transported to Loma Linda University Medical Center.
The paper reports both riders were using rear flashers and reflectors in the early pre-dawn hour, and that Easley was wearing a helmet; however, it does not note whether he suffered a head injury.
More details come from the Riverside Press-Enterprise, which clarifies that the riders were struck from behind while headed west in the right lane on Lynwood. A satellite view shows an extremely wide right lane; however, it’s likely there were cars parked along the curb at that hour, which could have forced the riders into the traffic lane to void the door zone.
The unlicensed driver remained at the scene and reportedly cooperated with investigators.
Easley was an experienced rider, according to the Sun, and would regularly ride with a small group of cyclists.
He had started his career as an accountant, and had gone to own a chain of business interior companies, as well becoming involved in restaurants and real estate, and had been active in local politics.
His death comes just two days after another rider lost his life in Riverside; prior to that, it had been a full month since the last fatal bicycling collision in Southern California.
This is the 83rd bicycling fatality in Southern California this year, and the 10th in San Bernardino County; he is also the sixth bike rider to lose his life in the city of San Bernardino in just the last three years.
My deepest sympathy and prayers to William Easley and all his loved ones.
For the first 26 days of this month, there hadn’t been a single bicycling fatality anywhere in Southern California. It looked, for a time, like we might actually finish the year without another rider losing his life
Witnesses told police that he began weaving as he struggled to ride uphill. As he did, he reportedly drifted into the far left lane on the six lane street, and was clipped from behind by a car traveling in the same direction.
He was pronounced dead at the scene.
The driver stopped, and was not suspected of being under the influence of drugs or alcohol.
To make matters worse, Mark Friis reports the collision occurred in the same spot where David Mendez lost his life earlier this year. Mendez was the first bike rider killed this year; with luck, Contreras will be the last.
This is the 82nd bicycling fatality in Southern California this year, and the 13th in Riverside County.
Let’s hope we can finish the year without another one.
My deepest sympathy and prayers for Israel Contreras and all his family.
According to the latest stats from the NHTSA, overall traffic deaths in the US are down slightly, while bicycling fatalities are the only category that went up in 2013.
That increase, to 743 cycling fatalities — up from 726 the year before — is most likely due to increased ridership.
Because this is the next generation of bike riders. And every kid — or vet, for that matter — deserves the chance to ride a bike, regardless of whether they can afford one.
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Local
Streeetsblog wants your vote for the annual Streetsie Awards for Elected Official and Civil Servant of the year; I’m proud to have a couple of those on my mantle. Not that I actually have a mantle, but still.
Evidently, a NorCal driver failed to note the three-foot law, as he whacks a Siskiyou County physician with his right mirror; the victim suffered a broken collarbone.
The Denver Post questions the $16.5 million cost of the new 18 mile bikeway paralleling a newly rebuilt highway. Funny, but they don’t seem to question what it cost to build the part cars will travel on.
Now that’s more like it. A diabetic motorist in the UK is sentenced to fifteen months in jail and banned from driving for 20 years — yes, years — for killing a cyclist after he failed to monitor his blood sugar levels.
Caught on video: A Brit bike rider confronts a motorist who nearly hit him after not clearing the ice from his windshield; the driver claimed he could see clearly, but somehow couldn’t see the cyclist.
The results are eye opening, and should give insight on how safety efforts should be directed for the greatest impact.
Or better yet, no impact between cyclists and motor vehicles.
But let’s be clear about one thing.
As impressive as Hindman’s study is, it shouldn’t be up to a single person, or organization, to analyze how collisions occur on our streets.
It should be the responsibility of our city government. Because if they don’t know how these collisions happen, they have no idea how to prevent them.
And traffic safety shouldn’t be left to guesswork.
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I have finally completed a list of all the types of 2,421 bicycle involved collisions that were reported by the LAPD in 2013. This was mainly done by just manually counting them. All of these collisions involved injuries.
There were 2,597 pedestrian involved collisions with motor vehicles and 2,277 for bicyclists (some of the reported 2,421 bicycle collisions for the year did not involve motor vehicles). Eighty of those pedestrian involved collisions were fatalities and fifteen were fatalities for bicyclists. There was one bicyclist collision with a train that was fatal. That brings the total reported collision fatalities for bicyclists reported by the LAPD at 16 for 2013.
Bicyclists riding the wrong way are 569 of the collisions. Drivers turning right were involved in 239 (42%) of these collisions. I did not count all the different ways the collisions occurred in this case since the bicyclists were not traveling in the correct direction. Its rather obvious from the raw data that the main danger when riding the wrong way is motor vehicles turning right.
A bicyclist will sometimes ride through a crosswalk in the opposite direction of motor vehicle traffic. From what I have observed, a motorist turning right will frequently just look to their left to see if a motor vehicle is coming and not to their right before proceeding.
Subtracting the wrong way riders from the total leaves 1,852 bicycle involved collisions.
From experience I know that the vast majority of bicyclists are riding between the parked motor vehicles and the front right quarter panel of moving vehicles. Few are riding directly in front of moving motor vehicles in the middle of the moving lane. Since that’s where most of the bicyclists are riding, then it would make sense that most of the collisions would involve cyclists riding in that position on the road. That does not necessarily mean that it is much more dangerous to be riding this way.
The following information does not include the raw collision data of wrong way bicycle riders.
According to some bicycle riders, the danger of being right hooked by drivers is greatly increased when you ride between the parked vehicles and moving vehicles because drivers are much less likely to see you there compared to riding directly in front of them in the middle of the motor vehicle lane. I counted almost as many collisions for bicyclists with motor vehicles turning left (326), as there were for motor vehicles turning right (337). It would appear that drivers tend to not see the bicyclist when turning in either direction before colliding with them.
Parked cars are also sighted as a major hazard by those advocating riding in the middle of motor vehicle lanes. I counted 155 collisions involving bicyclists and parked motor vehicles. I don’t know how many of these involved doors swinging open in front of the bicyclists.
If that sounds particularly hazardous, there were also 55 bicycle collisions with motor vehicles stopped, 125 sideswipes, 16 collisions involving drivers backing up, 7 drivers slowing and the bicyclist hitting them, 6 improper passes by drivers, 5 drivers parking, 17 unsafe driving speed, 72 rear end collisions, 23 lane changes by drivers and 20 lane changes by a bicyclist. That’s 346 collisions. Well over double the amount of bicycle collisions involving parked motor vehicles.
Another argument against riding to the right of moving vehicles and next to parked vehicles is the danger from cars exiting driveways. There were 78 bicycle involved collisions with motor vehicles entering traffic. I presume those to have mainly occurred due to vehicles pulling away from the curb, exiting driveways and freeway off-ramps. Adding this to the parked vehicle collisions still doesn’t come close to the amount of other types of collisions I mentioned above.
There were also 20 head-on collisions where the direction of travel was either E/W or N/S and 367 collisions where both driver and bicyclist were heading straight (typically intersections) but in different directions (not head-on).
Drivers making a U-turn collided with bicyclists 12 times and 3 U-turns by bicyclists involved a collision with a motor vehicle.
Four collisions involved bicycles passing motorists and 6 were unsafe turns by bicyclists.
Right turns by bicyclists were 25 of the collisions and left turns 47.
LAPD reported 29 pedestrian collisions with bicycles. No pedestrian was killed.
Bicyclists hitting an unknown object, slipping and falling or hitting a pothole involved 39 injury reported collisions.
Bicyclist involved in a collision with another bicyclist was reported 7 times.
There were 12 collisions where the primary factor was unknown.
There was one case where a bicyclist hit the driver and the driver (88 years old) was the only one with an injury and also one collision where the passenger of the vehicle was the only one who had an injury when it involved a bicycle rider.
Lastly, a bicyclist injury occurred from colliding with an animal.
My total count is larger than the 2,421 bicycle involved collisions due to counting such things as entering traffic, turning by bicycles and motorists separately for each collision. Each collision could involve a turn by both bicycle and motorist or entering traffic and a turn.
The variety of types of collisions reinforces to me that the Dutch safety principle of separation by mass, speed and direction when possible is the way to go to improve safety. Bicycle riders should not be mixed with motor vehicles that have a much greater mass and are going at a much greater average speed than the bicyclist.
Having more than one motor vehicle lane in each direction on a street increases the likelihood of a higher motorist speed, increases the chance of lane change and also increases the possibility that the driver will get distracted by all of the different actions going on around them. That’s why the Dutch national Crow manual for bicycle infrastructure advises to have a cycle track or bike path built if there is more than one motor vehicle lane in each direction on a street.
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Hindman followed-up with a look at the bicycling fatalities reported to the state for 2013 in the city of LA.
Here’s a list of the 16 reported bicycle collision fatalities by the LAPD in 2013 and the primary factors for the collisions:
1-bicyclist unsafe speed
1-driver unsafe speed. Both driver and bicyclist headed west. Hit and run driver.
1-train
2-parked vehicle
1-driver alcohol/drugs. Both driver and bicyclists headed east. Three bicyclists involved.
1-driver alcohol/drugs. Both driver and bicyclist headed east.
1-driver headed east/bicyclist headed north.
1-stop sign/signal. Driver moving south/bicyclist headed west. Hit and run driver.
1-stop sign/signal. Driver headed west/bicyclist headed south. Hit and run driver.
This shows some of the wide variables in collisions. A bicyclist cannot avoid all of these situations. A barrier between the bicyclist and driver would decrease the potential for drivers and bicyclist to hit each other when changing lanes, rear-end collisions or merging. Removing the parked vehicles from arterial streets or a buffer between the bicyclist and parked vehicles would reduce some of the conflicts. Different signal phases for bicyclists/pedestrians and drivers at the intersections would decrease the potential conflicts further.
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Thanks to Dennis Hindman for caring enough about your safety and mine to assume this responsibility himself.
The key to improving bike safety is understanding how and why collisions occur.
Which has been almost impossible to figure out here in Los Angeles, where no one was keeping track of such vital statistics until recently. Let alone analyzing them.
Now long-time LA bike advocate Dennis Hindman has dug through data compiled by the Los Angeles Police Department to uncover the causes of collisions — at least as determined by LAPD traffic investigators — with surprising results.
And makes the commonsense suggestion bicycling infrastructure should be installed first where cyclists ride, and collisions occur. At least until we have a fully built-out bicycling network.
I’m sharing the results of Hindman’s investigation, with his permission.
It’s a must read for anyone who cares about bike safety, and ensuring that everyone who goes out on a bike ride comes back home in one piece.
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The Census Bureau’s American Community Survey data results from 2007 through 2013 have a doubling of commuting by bicycle from 0.6% to 1.2%. Los Angeles Police Department reported 1,335 bicycle collisions in 2007 and 2,413 in 2013. That’s a 81% increase. Although the bicycle collisions have significantly increased, the rate of collisions per total number of bicycle riders has no doubt fallen.
I did a totaling of type of collisions in the first 100 pages (about 500 collisions) of the 484 page 2013 bicycle collision report that mentions each collisions individually and found the reported collision type or primary factor in the collisions to be:
220 broadside
110 wrong side (usually got hit by driver turning right)
146 Right of Way auto
70 stop sign
40 improper turn
48 sideswipe
30 head on
22 rear end
10 improper turn
8 too close
5 improper driving
10 lane change
29 unsafe speed (usually unclear when that refers to bicycle or motor vehicle)
I haven’t seen anything in the report that mentions hitting a parked car door. There are several reports about hitting a parked vehicle though. I’ll try to figure out how many times that occurred in the total. Its much less frequent than getting broadsided.
Right of Way auto and broadside I assume would mean a bicycle running a stop sign or running a red light and a motor vehicle that had the right-of-way hitting the bicycle. I have yet to see a collision report state ROW bicycle, although it occasionally mentions ROW pedestrian.
The report does mention collisions when a motor vehicle was making a right-turn as a bicycle was going straight. I’ll try to see how frequently that occurred in relation to all types of collisions. This also seems to be a small proportion compared to the number of broadsides.
A Los Angeles Department of Transportation bikeway traffic engineer recently stated that they do not do treatments for bicycles at intersections. The bike lanes are striped where there are no crossing points for motor vehicles such as driveways, freeway on and off ramps, and cross street intersections.
The MIT Media Lab made a great looking map of all the LAPD reported bicycle collisions for 2012:
When I look at that map it seems to me that the bulk of the LADOT resources for bicycling should be concentrated in the areas of the city where the bicycle collisions are densely packed together. That’s also where the most bicycling occurs. If there are few staff members and a very small budget, then why try to install bicycle improvements across the whole city at once. That dilutes the effect by spreading out the improvements so much that they don’t connect into a network of any sort and the quality of the infrastructure won’t be as good because the emphasis is on quantity.
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Hindman followed-up with a brief email providing a little additional information and clarification.
When I mentioned 70 crashes involving a stop sign it should be stop sign or traffic signal. I’m getting better at understanding the abbreviations in the crash data and hopefully I can tabulate the primary collisions factors and collisions types for 2013. I counted 16 bicycle fatalities for 2013.* One pedestrian was killed by a bicycle rider in 2007 and in 2012, but none in 2013. Both of these pedestrians were in their 80’s.
Spot checking the MIT Media Lab results of 54 bicycle crashes for Van Nuys Blvd I noticed that any time the LAPD bicycle crash data mentions Van Nuys as the primary or secondary street it was counted by MIT as a crash on Van Nuys Blvd. I have to assume that all the street crashes mentioned were totaled the same way.
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*Editor’s note: My records show 18 bicycling fatalities in the City of Los Angeles in 2013. The discrepancy may be due to one rider killed in a train collision, and another who was walking his bike when he was hit by a car; it’s possible neither was classified as a bike collision in the LAPD stats. Two of the cyclists killed in 2013 died as a result of doorings.
Not too surprisingly, the department’s union agues for the need for deputies to keep using their computers while they drive, rather than rely on the radios police officers have used with relative safety for decades.
South LA merchants wonder if CicLAvia would ruin business for the day; experience shows that businesses that reach out to participants thrive, while those who don’t, don’t.
Unfortunately, the Times gets it wrong; CicLAvia is not a bike festival, as they suggest, but an open streets event that welcomes anyone without a motor. On the other hand, KABC-7 gets it right, and has the video to prove it.
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Local
Glendale will hold a workshop on Thursday to discuss where to put a bridge connecting Griffith Park and the LA River bike path with the east side of the river.
A bike rider is critically injured in a fall while riding with a group of cyclists on a mountain road above Altadena; he was airlifted to Pasadena for treatment.
CICLE’s next adult bicycling class is scheduled for Sunday, January 18th; that might make the perfect holiday gift for the bike-curious person on your list.
State
Two San Francisco cops are convicted of stealing $30,000 from a drug dealer. But it’s okay, one of them planned to use his share to buy a bike.
The mother of a Boise girl killed while riding her bike in a crosswalk files suit against the local police department for blaming the victim, rather than the operator of the big dangerous machine.
Nice. A new Colorado bike path runs along a reconstructed highway, allowing cyclists to ride 18 miles car-free from Boulder to the Denver area.
Bono wasn’t dressed as a Hassidic Jew when he had his New York bike accident after all; turns out band mate The Edge was just pulling our collective leg.
International
Lance says he and his teammates had to cheat if they wanted to compete with other doping teams. Problem is, given the pervasiveness of cheating during the doping era, he’s probably right. And we all believe it’s over, right?
The Militant Angeleno offers his must read guide to the South LA CicLAvia route; seriously, no one knows LA’s history and significant cultural sites better. No, really, click on the damn link, already.
And the new Silverlake Shinola hosts a neighborhood block party to celebrate its Grand Opening just as CicLAvia comes to a close; Angel City Brewery will be there to aid your post ride recovery.
Do I really need to mention that the first ad blames bike riders for getting themselves killed — even though none of the 11 cyclists killed in the city this year died as a result of running a stop sign?
Calbike comes up with an aggressive agenda for next year, including requiring insurance companies to pay for collisions drivers cause, even if they aren’t directly involved.
The OC Weekly misinterprets the Newport Beach safety crackdown as targeting bad bicyclists, pedestrians and motorcyclists, even though the plan is to target all violations that endanger vulnerable users, whoever commits them.
At least we only have to worry about LA drivers. Rome’s bike-riding mayor may have to start taking a limo to the office after his life is threatened by mobsters.
An auto-centric Aussie coroner responds to the death of a cyclist by saying bikes should be banned from the motorway he was riding on, rather than suggesting motorists could conceivably drive more safely.
You already knew hit-and-runs were a problem for cyclists.
But maybe none of us realized just how bad it’s become.
According to the LA Times, overall injury and fatal hit-and-run rates have actually declined since 2000. Except for those involving bike riders, which have increased a whopping 42% since then.
It’s easy to lay blame for the increase on a rising rate of bicycling over the same period, which has grown 61% since the turn of the century, according to a recent report from the League of American Bicyclists. But the fact that overall rates have gone down while bike-involved hit-and-runs have gone up just raises the question of why so many drivers think it’s okay to leave a bike rider bleeding in the street.
Then again, maybe it’s just that a collision with a bike rider is less likely to leave the driver’s car too damaged to flee than a wreck with another motor vehicle.
Regardless of the reason, nothing will change until the law is changed to make the penalties for hit-and-run greater than the potential reward for running away.
And that won’t happen until someone can get it through our out-of-touch governor’s head that hit-and-run is a serious — and deadly — problem.
Especially for those of us who aren’t protected by a couple tons of glass and steel.
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The Times piece also notes that an overwhelming 80% of all hit-and-runs go unsolved. And only half of the cases that do get solved result in a conviction.
In other words, drivers have a 90% chance of getting away with it if they hit the gas instead of the brake after a collision. No wonder hit-and-run remains at epidemic proportions.
In addition, the story profiles some of the victims of fleeing drivers — at least, the ones still able to tell their own story, including Paul Livingston, whose story was told here last June.
There’s a great interactive map, as well, that drives home the obscene number of bike-involved hit-and-runs every year, and where you need to be on the lookout for fleeing drivers. Including Long Beach, Santa Monica, DTLA, Van Nuys and North Hollywood — in other words, the places where you’re most likely to find people on bikes.
Police had reportedly ordered Clinton Alford to stop while he was riding his bike on the sidewalk along Avalon Blvd, but he kept going because he says they failed to identify themselves as police officers. Then he ran when someone grabbed his bike from behind, which lead to the alleged beating.
Based on the description of events, though, the police appeared to lack probable cause to make the stop, since sidewalk riding is legal in Los Angeles. Which makes everything that followed, including alleged evidence of drug possession and accusations of resisting arrest, inadmissible in court.
Never mind that filing charges would stand in the way of reaching a settlement with the city over the beating.
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Unbelievable. A Paso Robles cyclist is dead and her riding partner severely injured because the jerk behind the wheel dropped his effing cell phone and bent down to pick it up. Then had to swerve to avoid the stopped car ahead of him, slamming into the riders in the process.
Never mind that using a hand-held phone while driving is illegal in California.
Or that taking your eyes off the road to pick it up is idiotic.
Santa Monica sees a dramatic increase in bicycling since 2000, nearly six times the national growth in cycling. And yes, this story is where I got that stat about the 61% increase in bike riding nationwide.
The Eastside Bike Club is hosting a family-friendly Slow ES Cool — Cypress Park Ride to explore some of LA’s and the San Gabriel Valley’s beautiful sites and diverse eateries on Saturday, December 13th.
A San Bernardino man is the victim of a bike-by shooting; he’ll survive, but may have trouble walking for awhile.
Evidently, they’re just a bunch of old softies, as a group of Hell’s Angels — yes, the notorious motorcycle gang — buy up all the bikes at a Fresno Walmart and donate them for needy kids. And not for the first time.
An Ottawa paper goes for major click bait, asking their readers whether an idiot on a bike or a moron behind the wheel is worse. How about the idiot editor who approved the piece?
London’s mayor Boris considers holding open streets events in the city after seeing similar events in Jakarta. If he thinks that’s impressive, we should invite him to Sunday’s CicLAvia.
An American man and his 12-year old son tour Amsterdam by bike, including the Red Light District.
Caught on video: A Polish rider participating in a bikejoring competition — racing with dogs pulling her bike — is tackled by, not 10 Lords a Leaping, but a leaping herd of deer.
More bad news on a weekend dedicated to giving thanks.
Sadly, a 74-year old bike rider has died from injuries he received in a Laguna Woods collision just over two weeks ago.
According to NBC-4, the victim was riding on southbound Moulton Parkway near Santa Maria around 5:57 am on Saturday, November 15th, when he was hit by a 2006 Honda Civic. He was transported to a nearby hospital in grave condition.
Now the Orange County Register reports that Cesar Labastida succumbed to his injuries earlier today.
Both sources report that the driver, who has not been publicly identified, stopped to call 911 and render aid, and that police don’t suspect drugs or alcohol played a role.
No information is available on how the collision occurred or who may have been at fault.
The crash is still under investigation. Anyone with information is urged to call traffic investigators with the Orange County Sheriff’s Department at 714-647-7000 or 949-425-1860.
This is the 81st bicycling fatality in Southern California this year, and the 18th in Orange County; that compares to 12 for all of last year in the county.
My sympathy and prayers for Cesar Labastida and all his loved ones.
Zhou was hospitalized with serious injuries; the Cyclist Down Facebook page says she died the following day.
The Star-News reports the driver remained at the scene and cooperated with police.
It’s not clear from the article which direction Zhou was riding. Presumably, she was riding on the sidewalk when she entered the crosswalk; if she going west she should have been easily visible as she rode towards the driver. However, if she was riding in the opposite direction, drivers often don’t look for bikes on the sidewalk, and don’t anticipate cyclists riding out into the street.
Which does not in any way excuse the driver’s failure to see her or stop in time to avoid her. But it does explain why cyclists have to be extra careful when approaching an intersection from the sidewalk.
Look carefully for any approaching cars, especially from behind, and assume the drivers don’t see you. Then refuse to enter the street until all the cars have stopped for you or passed through the intersection.
This is the 80th bicycling fatality in Southern California this year, and 31st in LA County; both of those totals are comparable to this time last year.
My deepest sympathy and prayers for Ai-Nei Zhou and all her friends and family.
