Archive for Guest Columns

So let me tell you about my Sunday…

It was, as a far better writer once put it, the best of times and the worst of times.

In that order.

Once again, the good folks at GEKLaw offered to let me ride as part of their team for this year’s River Ride.

But while I jumped at the chance to join them — particularly since this year’s ride honored GEKLaw bike attorney Howard Krepack — I’d also made a commitment to volunteer at the LACBC at River Ride. So I split the difference, working the booth while wearing the T-shirt honoring Howard, and letting someone else do the actual ride in my place.

Which is how I found myself riding to Griffith Park at 6:15 in the morning.

Thanks to the early hour, it was a surprisingly easy ride.

Santa Monica Blvd was closed off for the West Hollywood Pride parade, but no one was manning the barricades to stop a lone cyclist from riding through. So from Doheny to Fairfax, I had, in effect, my own private CicLAvia as the only moving vehicle on the street.

Even afterwards, traffic was so light I continued on Santa Monica until it merged with Sunset, before cutting up towards Griffith Park.

Somewhere along the way, though, I lost my breakfast.

No, literally.

Thanks to the early hour and lack of sleep, I had neglected to zip my seat pack. And the pastry I’d brought along to eat at the end of my ride managed to bounce out, thanks to one bump or another.

Thankfully, the more important items, such as my keys and wallet, managed to stay in place.

Then again, I’d also left both of my water bottles at home, so I had a very dry and thirsty one-and-a-half hour ride.

The only other minor problem was a missed turn near the end of my ride. As a result, I found myself making the last leg of my trip on the L.A. River bike path, just as the first Century riders were making their way to Long Beach.

Despite being a two-wheeled salmon riding upstream against the tide of riders, I found myself facing a very courteous crowd of cyclists, all of whom went out of their way to make room for me.

Then just as I left the bike path, I suffered my first flat tire in over a year — ever since last year’s Blessing of the Bicycles, in fact — forcing me to walk the last half mile in order to get there on time.

The good news — or at least that’s the way it seemed at the time — was that there were bike mechanics on hand to make last-minute repairs for River Ride riders before they set out. And within a few minutes, I had a new tube installed and was set for my ride back home.

The rest of the morning and early afternoon is a blur, albeit a very pleasant one.

If you’ve never volunteered for River Ride, I highly recommend it. There’s something very enjoyable about working with a well-oiled team of volunteers to help other riders have a great time. And getting to meet cyclists of every possible description more than compensates for the early morning wake-up call.

And once again, the LACBC team headed by the incomparable JJ Hoffman did the impossible and pulled off a massive event that seemed to go flawlessly.

Sometimes I get the feeling that if JJ stripped down, you’d find a big red S on her chest. Though where she’d find a phone booth to change in these days is beyond me.

I also had the pleasure of working with a number of great people, many of whom I met for the first time — including a hard-working team from Walk Bike Glendale.

It wasn’t until I took a lunch break at 2 pm that things went south.

In a big way.

Once I moved away from the noise and hubbub of the River Ride, I noticed that I’d missed a couple of calls from my wife. When I called her back, I learned that she’d tripped while walking on a sidewalk, and couldn’t move her right leg or wrist.

So I got back on my bike, riding through unfamiliar territory in an attempt to shorten the return trip home so I could get her to the emergency room.

And that’s one of the few situations where driving has the advantage over bike commuting. When something goes wrong, you can find yourself a long way — and a very stressful long time — from home.

Then there’s the other problem.

About half way home, I had another flat.

It seems the mechanic who did me the favor of fixing my earlier flat — at no charge, I might add — did me no favor by failing to find what caused it. Sure enough, as I examined the tire, I found a small piece of glass embedded in the tread that had worked its way back into my tube.

Since I had already gone to work at the LACBC booth while he fixed my flat, I have no idea whether he had looked for the cause of the flat, or just failed to find it.

Either way, I was forced to stop and make another repair at the worst possible time.

So my apologies to anyone in Hancock Park who may have heard the words I was muttering under my breath. At least, I hope they were under my breath.

The lesson learned is, as Ronald Reagan put it, trust but verify. If you have someone else fix your flat, make sure they check the tire.

Or better yet, just fix it yourself.

I finally got home nearly two-and-a-half hours after I’d spoken with my wife. And five minutes later, I was driving a very angry and highly pained spouse to the ER.

The good news is, she seems to be okay.

No broken bones or dislocations; three days later, her wrist is better, though she’s in a splint and on crutches until she can see the orthopedist — which, thanks to the complications that come with an HMO, may not be until mid-July.

If anyone trots out the old fallacy that this country has the best medical system in the world, please refer them to that last sentence.

We may have decent medical care, but the insurance system that supports it is badly broken.

Meanwhile, I now find myself driving her to and from work, walking the dog and doing all the work around the house.

Not that I’m complaining, of course.

That’s just part of being married.

But it does explain why my posts have been a little sparse this week.

Hopefully, I should have time to sit down and write again later tonight. There’s a huge stack of bike-related press releases and requests for publicity gaining virtual dust on my desktop.

So give me a little time, and I’ll get back to the topic of biking.

No, really.

I promise.

Guest post: Just how much space is enough for cyclists and bike lanes; no jail in SaMo road rage case

The other day, I got an interesting offer from one of my favorite bloggers who had written a detailed examination on how much space a cyclist needs to safely operate a bicycle, as opposed to how little we usually get.

But after writing it, he realized it wasn’t right for his audience. And wondered if my readers would be interested, though he preferred to be anonymous. 

Needless to say, I jumped at the opportunity.

You can thank me later.

……….

Operable Width?

Looking through the Technical Design Handbook for the Los Angeles Bicycle Plan, I was reminded of something I’ve been thinking about lately – operable width. What is operable width? In the context of the bike plan it refers to the amount of space a cyclist needs to safely operate a bicycle.

In the first section of the Handbook, “design needs of bicyclists” is discussed. On page 7 it is determined that cyclists need a minimum 4-feet operating space with a preference for 5 feet. Similarly in the section discussing design for bike lanes, a 5-foot minimum is established for the bike lane width.

In Los Angeles our bike lanes typically are 5 feet wide but they do not allow for a minimum of 4 feet operating width. Why? Because most of Los Angeles’ bike lanes are adjacent to car parking. Bicycle safety literature issued by the Los Angeles Department of Transportation explicitly warns about the “door-zone,” space within the bike lane which may suddenly be interrupted by motorists opening their car door to exit their vehicle. The door zone reduces the safe operable width of bike lanes to 2 or 3 feet.

The door zone is acknowledged in this blog post at the LADOT Bike Blog, suggesting that cyclists position themselves at least 11 feet from the curb to avoid conflict with opening car doors. Anyone who has cycled in Los Angeles long enough eventually learns the potential danger posed by cycling too close to parked cars while in the bike lane. It is for this reason why cyclists often only operate in the left half of a bike lane.

A visualization of dangers typical bike lanes pose to cyclists in LA. This bike lane, like most bike lanes in LA, does not achieve the desired minimum operable width. Image credit: Gary Kavanagh

Unless parking is prohibited, cyclists never get the minimum operating width recommended by the Technical Design Handbook. What is puzzling is that despite the Department of Transportation’s awareness of the dangers of cycling to close to parked cars, it appears efforts are not consistently made avoid this danger.

Take for example this proposed bike lane on Winnetka Avenue.

Image credit: LADOT Bike Blog

A 6-foot bike lane is placed next to a 7-foot parking lane. If taking the LADOT’s recommendation of placing oneself 11 feet from the curb, the effective width of the bike lane becomes 3 feet, one foot below the desired minimum operating width. If the bike lane were 7 feet, then cyclists could have their minimum operating width of 4 feet. But where would this space come from? The California Highway Design Manual seems to offer a solution

The minimum [motor vehicle] lane width standard is 12 feet. There are situations where it may be desirable to reduce the width of the traffic lanes in order to add or widen bicycle lane or shoulders.

The Manual goes on to say

When vehicle parking is permitted adjacent to a bicycle lane or on a shoulder where bicycling is not prohibited, reducing the width of the adjacent traffic lane may allow for wider bicycle lanes or shoulders, to provide greater clearance between bicyclists and the driver-side doors when opened.

If safety was the number one priority, it would seem the Department of Transportation would propose 10 foot wide motor vehicle lanes. This would allow the creation of 8-foot wide bike lanes with 5 feet of operating space outside the door zone (as defined by the LADOT) or a 5-foot bike lane placed entirely outside of the door zone.

………

A couple other quick notes.

Despite earlier reports that road-raging Santa Monica driver Jeffrey Ray Adams wouldn’t face felony charges for assaulting a cyclist last summer, two felony counts of assault with a deadly weapon were eventually filed.

According to a comment left on one of those earlier stories yesterday, the case has concluded with no jail time for the driver.

Jeffrey Ray Adams pled no contest on May 29th, 2012 to a violation of Penal Code Section 245 (a) (1) Assault with A Deadly Weapon [his car]. He was placed on three years of formal, felony probation and must complete 20 days of labor as well as an anger management program. Restitution was ordered (as required by law) in an amount unknown at this point.

I think we all — or must of us, anyway — would have preferred some jail time. However, we’ve already seen that people sentenced to short terms in county jail usually stay just long enough to change into their prison uniform before they’re back out on the streets.

And undoubtedly, it was the lack of jail time that induced Adams to accept a plea.

………

It was announced at yesterday’s LAPD Bike Task Force meeting that the shooting death of a 19-year old Koreatown cyclist last weekend was definitely gang related.

That doesn’t make his death any less tragic, or any less of a waste.

But it should reduce fears of murderous road-raging motorists attacking innocent riders. It’s just business as usual on the streets of L.A.

………

Finally, an arrest warrant has been issued for a San Bernardino County man for attacking a cyclist last July.

According to the Mountain News/Crestline Courier News, 20-year old  Steven Wayne Barnett is wanted for allegedly grabbing a cyclist through the passenger window of a passing car, then throwing the rider to the ground. The unidentified victim suffered a broken wrist, as well as scrapes and bruises, and his bike was destroyed.

The rider and a passing motorist were able catch enough of the license plate to identify the car, which belonged to a friend of Barnett’s.

He is wanted on a charge of assault with serious injury, with a $100,000 bond.

A good friend of L.A. cycling to be honored at this year’s River Ride

I’d planned to talk about bike safety today.

And how important it is to ride within your own abilities, especially on holiday weekends when the roads are more crowded, drivers more distracted and/or drunk, and riders more relaxed.

It’s easy to push the limits just little too hard, and find yourself in a situation you can’t get out of.

But then I received the following email from Alan Krepack, brother of GEKlaw bike attorney Howard Krepack, and decided to set that aside for another day.

As you may know — and as I’m sorry to tell those who don’t — Howard was diagnosed over a year ago with amyotrophic lateral sclerosis, also known as Lou Gehrig’s Disease, an incurable disease that progressively robs the victim of control over his or her own body. While his mind is as sharp as ever, and he continues to practice law with the help of his associates and partners, this illness has taken a terrible toll on him.

I’ll let Alan pick up the story from there.

Hi Everyone,

I’m sure most, if not all of you, know that Howard has been battling ALS (amyotrophic lateral sclerosis – Lou Gehrig’s disease) for 1 1/2 years now.  He continues to be the kind-hearted, smart, loving man he has always been.  And continues to be surrounded by his immediate and extended family, and his many friends.  His mobility is limited, but his spirit remains strong.

I am writing to let you know about an event in Howard’s honor and about his web site:

1) The upcoming Los Angeles River Ride on Sunday, June 10. The ride is being dedicated to Howard and ALS awareness.  As you know, Howard has been a longstanding bicyclist and advocate for bicycle safety and policy in Los Angeles. Howard’s law firm, GEK Law, have also been sponsors of the River Ride for the past three years.

Everyone is invited to join our “team” for the River Ride.   You can ride any one of the distances (15, 36, 50, 70 or 100 miles), or simply hang out at this great event.  Details and registration are available by linking to the River Ride from the Howard’s web site or: http://la-bike.org/events

At the ride on June 10 we will be giving out t-shirts from the Howard D. Krepack Fund booth, next to the GEK law booth for anyone who wants to be part of our team.  At 7:45am we will meet at the booth for a picture. For those riding the century or 70 mile course the t-shirts will be available at 7am.

Also at the River Ride on June 10 Howard will be receiving the first annual Service to Cycling award given to citizens who have made significant contributions to bicycle advocacy, safety and use in Los Angeles.

2) The Howard D. Krepack web site and fund was launched last month.  If you haven’t visited, please take a moment to check it out, pass the link on to anyone who may be interested and connected to Howard, and hopefully motivated to make a contribution to ALS research in Howard’s name from his web site:  http://community.als.net/krepack

Please make a donation of any amount to help us reach our donation goal for ALS research in Howard’s name.

Howard, Vivian and our entire family thank you for your support.

Over the years, Howard has been a big supporter of Los Angeles bicycling and a good friend to cyclists.

Or just a good friend, period.

He is someone I’ve been happy to know, and I’ve referred riders to him for legal help more than once, knowing they’d be in good hands.

I last had a long talk with Howard at last year’s River Ride, discussing what the LACBC, and we as individuals, could do to improve safety for cyclists in the L.A. area. I didn’t know at the time that he has already been diagnosed; yet typically, instead of worrying about himself, he was focused on what we could do for others.

If you’ve been on the fence about this year’s River Ride, I urge you to come out and participate — whether you choose to ride or just hang out and visit the booths. And honor Howard Krepack along with the LACBC, his family and friends.

I don’t know if he’ll be up to attending this year.

But either way, it will mean a lot to him. And to all of us.

………

Please take just a moment this Memorial Day weekend to remember what this holiday is all about, and honor those who have given so much — and so often, too much — for our country. And those who continue to give.

And be careful out there.

I want to see you all back here next week.

A popular bike path closes with no apparent warning; a bike-hating OC writer tries to rip us a new one

I’ve gotten a few emails lately wondering why the Coyote Creek Bike Trail suddenly closed with no advance warning.

The popular Class I bikeway provides a 9.5 mile off-road route along Coyote Creek from Santa Fe Springs until it merges with the San Gabriel River Trail.

Or at least it did.

According to the following email I received from Fullerton cyclist Colin Campbell, the bike path is going to be closed at Alondra Drive for the next several years. And if Caltrans bothered to tell anyone in advance, the word didn’t get out to the riders who use it.

After this morning’s ride, I ate a slice of cold pizza and went out to “finish” today’s ride.  (I’m in the Strava “Twice the Tour” Challenge, in which riders must ride double the miles of the Tour of California, or 1479 miles, during May.)

I’ve been trying to find out how long the Coyote Creek bike trail would be closed around Alondra, I-5, and Firestone.  Last Friday I rode up to the closure from the south, and I couldn’t find anyone to talk to.  Over the weekend, I searched on the Internet and read about the I-5 widening and improvement project from the Orange County line to I-605.  What I read said that there were seven smaller projects, one of which is at Coyote Creek and Alondra. This project has just started, and is schedule to complete sometime in 2015.

So today, I rode across Rosecrans and headed south.  Just past the Alondra underpass, I found people, who directed me to the contractor’s construction office at the corner of Alondra and Freeway Dr, just east of Coyote Creek.  I was able to speak with Mark, the project manager.

He gave me a short overview of the project, and the bad news – the trail will likely be closed for at least a couple of years.  It has already been filled with dirt so that equipment can access the strip of land between the creek and the trail, where 36-inch piles will be sunk 100 feet to support the new I-5 bridge.  I-5 is going to be raised about six feet, and Alondra about 10 feet above where they are today.  So eventually, the trail may head through there “at grade”, rather than being sunk several feet.  (This is just my guess, nothing I was told.)

For now, there are signs at Artesia and at Rosecrans advising riders that the trail is closed.  It is possible to ride south to the swap meet (old drive-in theater) and exit onto Alondra.  However, at some point, Alondra will be closed while it is rebuilt 10 feet higher.  From there, ride east to Valley View, and take Valley View south to Artesia to reenter the trail southbound.

It is also possible to ride north to Firestone, follow Firestone southeast under Valley View, turn right, then right again, and take Valley View north past the closure (most likely to Rosecrans for most riders).

The bottom line is that the Coyote Creek trail is lost to us for a good while, and we should get used to using other routes.  And of course, the other bottom line is that no one in Caltrans thought to inform the cycling community of this “minor” impact….

In a follow-up email, Campbell talks a little more about the closure and apparent lack of notice, and notes that parts of the trail that remain open are in need of repair.

In short, the trail was closed as part of the improvement project on Interstate 5 from the Orange County line to Interstate 605.  I understand that closure of the trail was necessary, but I’m a little sad that Caltrans apparently did nothing to tell cyclists about the closure or the duration thereof.  I suppose that several hundred riders use the trail daily, while about 178,000 vehicles travel I-5 each day.  I am a little bit hopeful that some planning can be done to reopen the trail sooner than the project manager indicated.

One thing I didn’t mention in my e-mail below is that the Coyote Creek trail has been repaved along most of its length, except for about four miles in Cerritos, Hawaiian Gardens, and Los Alamitos.  Part of the trail is breaking up, leaving the surface narrowed and rough.  LA County DPW tells me that the cities along the trail built it and are responsible for maintenance.  I haven’t yet tried to find out if improvements are in their plans.

………

An Orange County letter writer calls out every anti-bike cliché in the book to protest the recent decision to put sharrows on the coast highway.

After all, we non-bicyclists contribute monies, through our taxes, which pay for all of those never-ending miles and miles of bicycle paths, bicycle lanes, bicycle markings and other alleged “safety measures.” Presently, bicycle riders are getting a “free ride.” Bicyclists are the only group who share the road but don’t pay their fair share.

Evidently, she’s aware of a lot more never-ending miles of bikeways than than the rest of us. Which makes me wonder just where the hell Orange County is hiding them.

She also complains about “older, leisure-time bicycle riders” who dress up in too-tight clothes and an “all-too-common case of road rage.” In fact, she goes so far as to call for banning any cyclists over the age of 65 from riding on public streets.

No, seriously.

I never knew road rage was something you could wear. Then again, I also didn’t know it was possible to meander aggressively. Or that cyclists put drivers of cars, SUVs and trucks in peril.

I must have missed all those stories about careless, distracted and/or aggressive cyclists slamming into SUVs and killing or maiming the drivers. Evidently, it must happen a lot, and we can only thank her for bringing it to our attention.

I know I, for one, will immediately pack away my spandex so as not to threaten or offend innocent motorists such as herself. Even if I still have a few good years left before I can expect to lose all control over my bike and body after crossing that magical 65-year old threshold.

Especially since she thinks the sharrows and bike lanes that we demand others pay for only make drivers more impatient and aggressive. And make it our own damn fault if we get doored and thrown in front of oncoming traffic.

She concludes that if we really insist on having such life-threatening bikeways, we should be forced to pay the exorbitant construction costs ourselves.

Then again, maybe we should send her a bill for all those roads that motorists like her don’t pay for, either.

And as it turns out, she doesn’t seem to like dogs any more than she likes bikes.

………

Finally, one more reason to pass pedestrians with the same margin you’d expect from drivers, as a Pennsylvania man pulls out a gun and shoots at a cyclist who brushed against him. And just in time for Bike to Work Day, the father of Vehicular Cycling seems to suggest that Complete Streets are a fraud, and nothing can be done to encourage people to switch from cars to bikes; thanks to Christopher Kidd for the link.

Guest post from Howard Krepack, a cycling CC Council Member, and a San Diego Memorial Ride

There are lots of ways to be a leader in the cycling community.

Howard Krepack has forged his own way, as a long time L.A. cyclist as well as a major supporter of local cycling organizations. As a partner in Geklaw, he’s also one of the area’s leading bike lawyers, fighting for the rights of riders.

And along with some of the other names you’ll find over there on the right, one of the first people I’d personally recommend calling if you need help.

Today, he offers his thoughts on how to be seen — and not be a victim — when you ride your bike.

When It Comes to Bike Safety, Think on the Bright Side

By Howard Krepack, Esq.
Partner, Gordon, Edelstein, Krepack, Grant, Felton & Goldstein, LLP

“I never saw him. I didn’t know where he came from. All of a sudden he was just there.” These remarks are all too common when we read accident reports or are taking statements from motorists involved in a bicycle accident.

Being aware of your environment—road conditions, side streets, driveways, distracted motorists—and, therefore, bicycling intelligently, is only part of the safety equation. An equally important part is making sure you are visible by wearing brightly colored clothing while bicycling during the day. The whole idea is to stand out from your surroundings. Motorists subconsciously expect to see blues and greens (the natural environment) and grays and blacks (streets and highways). By wearing a canary yellow, neon orange or fluorescent green jersey, you are changing the “natural order of things” in the mind’s eye of a motorist. If your bicycle is your main mode of transportation and you don’t want to be sporting a shirt that screams “see me” while running errands or going to work, simply wear a bright vest over your clothes; you can remove it when you reach your destination.

Visibility takes on different dimensions when bicycling at night. Statistics show that half of all bicycling fatalities occur between 6 p.m. and 6 a.m. even though there is relatively little cycling done during that 12-hour period. However, that same fluorescent jersey or vest that helped keep you safe during the day might not do the trick at night. According to a study in Bicycling Magazine, “When cyclists wear fluorescent clothing, a driver’s perception distance (when the driver first spots something on the road) increases from 400 feet to 2,200 feet during the day and from 150 feet to 560 feet at night.” That’s quite a difference in perception distance.

So, how do you keep yourself as safe as possible when bicycling at night? One study from Australia found that although fluorescent vests were not a significant improvement on black clothing at night, reflective strips attached to ankles and knees were more effective than wearing a “less static” bright jacket. The thought being that the constant movement of the reflective strip caught the motorists’ attention.

Lights are also an effective way to keep yourself visible while riding at night. They are also required by law when riding after dusk and before dawn. According to California’s Motor Vehicle Code, when riding at night, your bike must have (or you must be wearing) a front white light that is visible from 300 feet. In addition, your bike must have a rear red reflector, pedal reflectors and side reflectors. Keep in mind that wearing a helmet light may be problematic if it is your only front light source as the light is directed in the direction you’re facing. Make sure if you’re riding with others that you don’t inadvertently shine the light in their eyes. Also, the combination of a constant beam and a flashing light is a great attention getter.

Lights are also effective during daylight hours. A powerful blinking white light in the front of your bike—even during the day—can make you more visible to oncoming motorists making left turns.

Keep in mind that even though bicyclists share the same rights and responsibilities as motorists, the road is never an even playing field. Savvy bicyclists are constantly on the lookout for motorists (helmet-mounted rear-view mirrors are very helpful), but that attentiveness is not generally reciprocated. There are too many things—the radio, passengers, phones—that are possible distractions for drivers. Plus, there is the whole bicyclist vs. two-ton machine reality that can spell disaster for the cyclists involved in an accident.

Making yourself as visible as possible can go a long way toward ensuring many safe and enjoyable rides. It is not, however, an insurance policy against getting into an accident. Don’t be lulled into a false sense of security because you’re wearing something bright. Even though motorists should be looking out for you, don’t count on it. Always make sure you are looking out for yourself.

(The law firm of Gordon, Edelstein, Krepack, Grant, Felton & Goldstein, LLP is dedicated to protecting the rights of those who have suffered serious injuries on or off the job. Partner Howard Krepack leads the firm’s bicycle accident practice. For more information about our firm, call us at 213-739-7000 or visit our website: www.geklaw.com.)

………

In case you missed it, Culver City now has a new bicycling City Council Member.

Congratulations to Meghan Sahli-Wells, one of the founding members of LACBC-affiliate Culver City Bicycle Coalition, who was sworn in as a Council Member Monday evening.

We can look forward to a more bike-friendly Culver City government as she gives a voice to the two-wheeled community that has long been missing from that city’s decision making.

Not to put any pressure on her or anything.

Thanks to CCBC member Steve Herbert for the heads-up.

……..

Good news from the LAX area.

Last year, Margaret Wehbi wrote to complain about the crumbling, glass-strewn and sand-blocked condition of the bike lanes on Imperial Highway south and west of the airport. I followed up by riding the lanes myself, only to discover the single worst bike lanes I’ve yet ridden in Southern California.

No more.

Wehbi now reports that the roadway has finally been repaved, and is much more ridable than before. As she put it, even without being restriped yet, “It was as if I had my own private CicLAvia.”

Now that sounds smooth.

……..

San Diego cyclists are hosting a Memorial Ride on Wednesday for Chuck Gilbreth, the rider killed near San Diego State University last Wednesday. The ride will assemble at the large fountain in Balboa Park at 4 pm, then ride to City Hall at 4:30.

Our message for this ride will be: “The people who are dying on our streets are not inexperienced or reckless bicyclists, they are careful, experienced riders who are dying from no fault of their own and we demand immediate action toward to goal of safer roads for all users”

This one is highly recommended if you find yourself near our neighbor to the south on Wednesday.

With 12 cyclists killed in San Diego County last year — 13 if you count Jordon Hickey, who was murdered by gunfire while riding blocks from his home — and four already this year, it’s clear that far too many of our fellow cyclists are dying on San Diego’s poorly designed, high-speed and unforgiving streets.

……..

A few other quick notes.

LADOT may pick up responsibility for the innovative, crowd-sourced MyFigueroa project, bringing it back to life after the state shut down the Community Redevelopment Agency behind it — including the city’s first separated cycle track.

Looks like you’ll find more cars in the green Spring Street bike lane than bikes.

Steven Box says bike share sounds great, but why Bike Nation?

The League of American Bicyclists has honored the new Santa Monica Bike Center as a Silver Bicycle Friendly Business, the first in Santa Monica and the only Bike Friendly Business in the L.A. area.

Finally, here’s your chance to discover what’s happening in the Asian bike world, as Gavin Dixon and Byron Kidd — author of the always fascinating Tokyo By Bike and the man behind the dramatic bike reports following last year’s earthquake — bring you the new Pedal Asia Podcast. If nothing else, give a listen to the first segment offering an intriguing overview of bicycling throughout Asia from two men who clearly know what they’re talking about. The free weekly podcast is available on iTunes, as well.

A special thanks to attorney Daniel F. Jimenez for his help today.

Distracted Driving: Playing a Risk for Drivers and Cyclists

I’ve been otherwise occupied by out-of-town guests this past weekend.

Not to mention dealing with a 17+ hour internet outage, which is why you didn’t see a post this morning, and I haven’t gotten around to answering my email yet.

Thanks, Verizon. 

Fortunately, Brooke Kerwin has stepped into the breach, offering her thoughts on one of my favorite topics, the ever-increasing risk posed by distracted driving.

And distracted cycling.

……..

There’s no question that automobiles and drivers play a large risk to cyclists every day. In the last few years, technology has certainly had an effect on society, in both a positive and negative light. When it comes to transportation, technology had served as a major distraction to both drivers and cyclists everywhere.

In 2012, smart phones and other tech devices serve as a risk for those using them on their bikes, as well as a risk from people who are driving distracted. The issue of distracted driving is one that is at the forefront for a number of different bicycling advocacy groups right now. While the risk to other drivers is often spotlighted, the risk that is presented to cyclists is often overlooked.

Personally, I can say that I’m guilty of certain times becoming distracted both on a bicycle and operating an automobile. With the increase in accidents, deaths and general injuries related to distracted driving in the past few years, I’ve tried to be more cautious in both forms of transportation. There’s no doubt that this has been the general consensus, yet there’s still plenty of awareness to be had and people to reach.

Legislation is a good step forward in getting awareness of the ground and though the ultimate goal should be a nationwide restriction, it’s likely to continue to stay in the hands of individual states for the near future.

Just as many things that go back and forth between the driving and biking communities, one issue has developed in the form of whether or not texting laws should include cyclists. As someone who both drives and rides a bike, I believe it should. Texting and distracted driving have certainly played a role in a number of different injuries and accidents involving cyclists, but that doesn’t mean that we shouldn’t look to protect cyclists as well.

Already in some large cities such as Philadelphia, legislation has crossed over to include a texting ban while operating a vehicle or a bicycle. The next great move is likely to be here in California, which is a good thing because being one of the larger states in the union, what is done here is likely to be looked at closely by other states.

It’s my general thought that distracted driving and biking can only begin to come down with a combination of things coming together in the future.  It won’t just be limited to increasing legislation and influence from larger states and cities. There will also need to be continuing work to communicate the dangers that distractions and texting can cause to both drivers and cyclists.

……..

The California legislature passed a bill last year to increase penalties for distracted drivers, while banning handheld cell phone use by cyclists, which is currently legal — despite what some websites might say.

Unfortunately, the law was vetoed by Governor Brown, who said he thinks the currently penalty is strict enough to stop most drivers from using handheld phones.

Clearly, he doesn’t get out enough.

I’ve counted ratios ranging anywhere from one in 10 to one in four drivers blissfully ignoring the ban at various times — including uniformed police officers on patrol. And nearly been hit by cyclists using theirs, as well.

Meanwhile, Chicago recently banned cyclists from texting or speaking on a handheld device while riding.

And the National Transportation Safety Board has recommended that cell phone use be banned entirely for all drivers, handheld or otherwise.

Thanks to Brooke Kerwin for the contribution.

Blaming the victim: Beverly Hills police blame sidewalk riding cyclist over dangerous driver

Last week, I received the following email from cyclist and budding brewmeister Todd Mumford.

As you may recall, Todd recently described a collision that left him with minor — though painful — injuries and a badly mangled bike. Now his neighbor has been the victim of a law-breaking driver.

And, apparently, the Beverly Hills police.

Todd notes that the story is second hand, but he has no reason to question his neighbor’s version of events.

He was headed east on Olympic Blvd. At some point he was riding in the street, but jumped on to the sidewalk (there was a car blocking his path or something like that).

He was on the sidewalk when he entered the crosswalk at Olympic/Doheny on a green light with the pedestrian walk sign. According to my neighbor, he checked the road and all was clear as he entered. However, as soon as he got into the crosswalk, he looked left just in time to see an SUV make a right turn from the middle lane at the last second, hitting my neighbor and sending him to the ground; he took the brunt of the impact with his shoulder.

The driver stopped and checked on my neighbor. My neighbor said two or three drivers that witnessed the accident also stopped, and started berating the driver that hit him for driving like a maniac. According to them, the driver of the SUV was speeding down Olympic, weaving in and out of traffic and finally made an illegal right turn from the middle lane before striking my neighbor.

The paramedics arrived as did the police. My neighbor got checked out and nothing appeared broken, but his shoulder was in a lot of pain (it has since become worse and he is going to get it checked to see whether he needs surgery). The police took the statements of the witnesses, the driver and my neighbor.   Their conclusion at the end of the police report was that my neighbor was entirely at fault because he was riding on the sidewalk. (My neighbor also said the police treated him like he did something wrong the entire time.)

Now, as I explained to him, it’s illegal to ride on the sidewalk in Beverly Hills. If he was just a little farther down Olympic he would have been in Los Angeles and it would not have been an issue. What I am wondering is if the police came to their conclusion because the law states it’s illegal to ride on the sidewalk or they think he’s at fault because the driver couldn’t see him because he was riding on the sidewalk.

All of which begs the question, what would the police have concluded had the SUV hit a pedestrian who was walking down the sidewalk had just entered the crosswalk and got hit?

If the police assigned 100% of fault to my neighbor because he broke the law by riding on the sidewalk, they are absolutely in the wrong. There is a legal concept in torts called negligence per se  (http://en.wikipedia.org/wiki/Negligence_per_se), which, although not applicable here, feels like the police may be following the same concept. “You broke a law, you got hit, your fault.”  I have not seen the police report, but if they assigned 100% of fault to my neighbor, I would assume the driver was not cited for anything.

My neighbor said he has since retained an attorney and the driver’s insurance company assigned 80% of the fault to the driver and 20% to him, which is a small victory.

(As a side note, when I was dealing with the adjustor for the insurance company of the driver that hit me, they asked if I was riding on the sidewalk when I was hit.)

This story raises a number of issues.

Not the least of which is the problem of sidewalk riding, which is legal in some California cities and banned in others. And even legal in some areas of cities that ban it in others, such as Beverly Hills, which bans sidewalk riding only in business districts — even though BHPD bike officers routinely ride on the gilded sidewalks of the city’s Golden Triangle, including Rodeo Drive.

This patchwork of laws makes it virtually impossible for cyclists to comply with the law, as they may have no way of knowing if it is legal or illegal as they pass through the many various communities of the county.

In effect, it’s no different from the speed traps that plagued the state in the ’40s and ’50s. By refusing to post regulations on the street where cyclists who don’t live in the city can see them, jurisdictions that ban sidewalk riding virtually ensure that riders who take to the sidewalk for whatever reason will break the law at some point and be subject to ticketing.

Or worse, as this case points out.

Of course, the one solution is for all cyclists to always ride in the street. But simple common sense says that will never happen, as some riders will always feel more comfortable on the sidewalk, while others will jump on and off as needed to avoid road hazards and dangerous streets.

A better answer is to establish a uniform standard from city to city so it’s actually possible for riders to know and observe the law, wherever they ride.

Then there’s the problem of police in the Biking Black Hole of Beverly Hills ignoring witness statements that the driver broke the law by making a right turn from the wrong lane. And deciding that the relatively minor violation of riding on the sidewalk completely outweighs a reckless driver in a dangerous vehicle putting others at risk by committing a major moving violation.

Despite the driver’s potential to cause harm, they insisted on blaming the victim. Instead of holding people operating vehicles that are capable of killing their fellow road users accountable for operating them in a safe and legal manner, they heaped all the blame on the bike rider, who posed a danger no one but himself.

All of which begs the question, what the f*** is wrong with Beverly Hills??????

Maybe you can ask them yourself.

The Beverly Hills City Council is meeting tomorrow afternoon, Tuesday, March 6th, at 1:30 pm. Bikes are on the agenda — a discussion of the city’s first planned bikeways, making them only 40 years or so behind the rest of the world.

But maybe we can use the opportunity to ask why they seem intent on remaining the most bike-unfriendly city on the Westside.

Main Street road diet brings joy to Venice cyclists; a road rage finger and a shipload of links

This is what the new bike lanes on Main Streets looked like on Thursday.

Those of us who ride near the coast are celebrating the long awaited arrival of the Main Street road diet in Venice.

After winning approval from the local Neighborhood Council, hopes were high that the bike lanes would be installed by the end of the year. While that didn’t happen, work finally began the weekend before last — only to be halted due to the recent storm.

And leaving barely sketched out lane lines that seemed to confuse almost everyone, as I watched driver after driver try to squeeze into the narrow soon-to-be bike lane.

Even though it lacked the bike markings, you’d think drivers would realize that a lane narrower than their cars probably wasn’t meant for them. Then again, that’s assuming most drivers think behind the wheel, which may be a stretch.

But this past weekend, it finally became a reality.

And frequent contributor Eric Weinstein — excuse me, Eric “lets extend the Main St. bike lanes” Weinstein, as he signed his email — could barely restrain his excitement.

The Main Street bike lanes in Venice are here!

Katarina, on her electric bike, and I went for a bicycle ride and victory lap, up and down the freshly painted Venice Main Street Bike lanes on Sunday. They came out pretty good after all this time. It was perfect weather and there were already lots of other cyclists.

These lanes appear to be a bit wider than the Santa Monica section. There’s less chance of being doored with a space on the right of the lane for much of the route. And the car traffic seemed calmed by the lane re-configuration. There’s a section Northbound from the kicking clown to the Santa Monica border which has long had lane confusion, with awkward last second merges into the left lane. That’s completely fixed and is much safer and smoother now. The South end of the bike

lane is at the Windward Circle allowing a easy merge around the circle. Connecting to Abbot Kinney’s sharrows is easy too, making a good route over to Venice Blvd.’s bike lanes to Culver City and even Downtown LA.

This is great new place for bicyclists. Now there’s safe, easy route from downtown Santa Monica to the Windward Circle. These are the best places near the beach to visit by bicycle. And the new lanes make this an easy trip on flat ground that anyone can pedal. Merchants near Main St. should now be asking LADOT for more bike racks in front of their stores to bring in these new customers (www.bicyclela.org/RackRequest.htm). We should all be taking this route for a test spin on the next sunny day.

Like all things there’s room for small improvement, which will make a big difference. The one I’d really like so see would be some wayfinding signage. One or two signs at the south terminus

pointing to the beach path and the alternate route avoiding Washington Blvd. to the Marina Del Rey section of the path. And put a few signs on Ocean Ave. and Venice Blvd. pointing toward the new lanes on Main Street. Showing the connections to the bike lane will really help increase it’s usability.

These bike lane projects take a massive effort by many, many people to see anything appear on the ground. A big tailwind on their next ride to LADOT and Michelle Mowery’s group for initiating this great connecting route. Not the mention engineering, presenting and constructing it. Also to the Venice Neighborhood Council for voting to proving a safer place for cyclists in the community. And Bill Rosendahl’s office for getting the plans approved by all concerned. And a really big kudos to all the SPOKE and LACBC people who advocated for this, especially our Bicycle Advisory Committee representative Kent Strumpel.

……..

The latest trend seems to be automotive greenwashing support of bikes, as Volkswagen begins a two-year relationship with Bikes Belong, and Fiat wants to clear the air to improve relations between cyclists and motorists.

Of course, that’s after the League of American Bicyclists partnered with AAA, even though the SoCal version of the auto club was one of the prime opponents of California’s proposed three-foot passing law.

Speaking of the bike league, they report that bike and pedestrian funding is once again under attack in the Tea Part-addled House.

……..

It may be in broken English — the original is in Swedish — but a Stockholm cyclist complains about news reports that never fail to blame cyclists but never seem to blame drivers. Instead, it always seems to be driverless cars that bump into other people and vehicles.

I’ve complained about the same thing on here more than once.  Then again, if you subscribe to my Twitter account, I’ve probably complained about it ad naseum.

But it’s interesting to see it’s not just an American phenomenon.

Thanks to Erik Griswold for the heads-up.

……..

L.A. Live is getting more bike parking. A review of a 32-mile ride through the Westside guided by Bike and Hikes LA. If you liked last November’s CicLAvia, you’ll love the next one on April 15th on the same route. Glendale is reaching out to local residents to support a road diet of their own. Baldwin Park wants more bicycle-friendly streets. The Culver City Bicycle Coalition will host a fundraiser the day after Valentines Day at Joxer Daly’s on Washington Blvd. Better Bike recaps the recent Beverly Hills Bike Plan Update Committee meeting to discuss proposed — and rapidly shrinking — bike lanes and bike racks both current and planned; and he’s right, if the meetings weren’t the same night as the LACBC board meeting, I’d be there. Venice may have new bike lanes on Main Street, but Pink and baby prefer the bike path. The Time is running out to become Streetsblog’s new Santa Monica correspondent. A Santa Monica bike company based on a made up bike team based on a real beer-drinking Belgium racer. Rick Risemberg meets a man on an 85-year old bike; he also finds a bike/ped bridge in Whittier, but no signage that says how to get there. Some schmuck stole a 86-year old WWII vet’s bike in La Habra. San Diego gets buffered bike lanes.

View the trailer for the upcoming bike movie Peloton. Bicycling interviews rising BMC star Tejay van Garderen. Drivers like to complain about red light running cyclists, but it’s the cyclists and pedestrians whose lives are endangered by the scofflaws on four wheels. After two years of bike commuting, an Arizona cyclist has to get new clothes. Washington’s House passes legislation to slow some speed limits to 20 mph. Evidently, Springfield Cyclist hates SUVS as much as I do; or almost, anyway. A Texas cyclist is collateral damage when a drunk driver flips his truck, killing his two passengers as well. Is someone stealing and selling ghost bikes in the Big Apple? The captain of the Appalachian State University bike team is injured when his wheel hits a pit bull. LeBron bikes to work.

Grist offers 10 lessons from the world’s great bike cities. A Calgary columnist says just say no to bike share. After his bike is stolen, a UK youth gets it back through Facebook for £50 — about $78 bucks. A driver is fined a whopping £25 after being caught on video verbally abusing a cyclist. A London councilor says four cyclists have died within a two-minute walk of his home in the last two years; a very lucky cyclist could have added to the toll. Yet another delay in the Contador doping case. Aussie cricketer Shane Warne is being sued by the cyclist he apparently slandered — and hit.

Finally, when a group of teenagers tried to rob a 65-year old Pennsylvania cyclist, he pulled out a gun and fired, killing one and injuring another. Now friends of the victim speak out in support of his friends and family. Thanks to Rex Reese for the heads-up.

And this is what a road raging driver looks like after threatening to run me off the road the next time I get in front of him — even though I was doing 20 in a 20 mph zone on the VA grounds when he Jerry Browned me for no apparent reason.

Insights and updates on Orange County bike cases — laughter or tears?

Over the past year or so, I’ve featured a number of updates on various Orange County and South Bay legal cases from an anonymous source.

Like the updates I get from Dj Wheels, I’ve come to trust and rely on the insights from this source to keep us up to date on cases from behind the Orange Curtain, which can be hard to follow from up here in L.A. — especially since these cases seldom make the news unless something major happens.

Today she sent me an email offering background information on a couple of cases that are slowly moving through the system. And I thought it was good enough that I wanted to share it with you.

This article from the Sunday Orange County Register shows why the OCDA’s office wants to nail Michael Dennis Roach (and his ilk) so bad.  (Roach is the drunken racer on PCH who hit another drunken racer, spinning both cars onto a segregated beach path.)  Things do not look good for Roach.  His co-defendent Glenn Michael Moore, on the other hand, has a much shorter rap sheet and a terrifyingly good lawyer.

Our drunk-driving laws are nauseating liberal.  MADD had to fight for years to get that excessively high .08 limit, and it’s so easy to circumvent in court.  In other, more civilized countries with a better grasp of public safety and/or neurochemistry, the limit is much lower, and the penalties are more appropriate.  Every year in America alone, more people are killed by drunk drivers than by firearms, knives, blunt objects, & strangulation combined, and drivers under the “legal” limit (but at .04 or above) account for 25% of these deaths.  Our laws fail to address the severity of the repercussions of dangerous operation of motor vehicles.

Danae Miller (um, for example) had a preliminary hearing on December 1st and naturally the judge decided that there is indeed enough evidence to send her to trial.  Miller’s due to be arraigned in a few hours;  I won’t be there because both Anita Sue “Stop Signs Don’t Apply to Me” Cherry and Adam Carl “Just a Witness” Garrett have appearances at a different couthouse.  However, an incredibly wonderful MADD victim services specialist assisting the Britel family will forward me the plea and any details.

Miller’s preliminary hearing was tedious, thorough and heart-rending. The D.A. called four individuals to testify; the defense called none.  The hearing included some of the evidence that will be shown if Miller doesn’t just plead guilty like Hines, including the video from the dashboard-mounted camera of the first responding officer’s approach to the scene, which showed Britel’s shattered carbon fiber bike lying in the gutter, front light still blinking.

Although it was dusk, the view of the roadway was completely unobstructed, the streetlights were on, and the bike had plenty of reflective material on the rims and below the seat.  Britel was wearing a yellow dayglo jacket with reflective material.  A blind man could have seen him.  Miller could not.

Evidence also included the dozen or so texts & calls made in the minutes preceding the collision, as well as Miller’s ratty ancient-tech flip phone, which she’d handed over to the first responding officer at his request after stating that she never texts while driving.  Two prior citations to which she pleaded guilty refute this remark.  Disappointingly, a Verizon custodian of records testified that there’s no record of the content of the texts sent or received.

Miller also initally lied to the police on scene about her intake of alcohol.  With bloodshot eyes and slurred speech, she first claimed she’d had nothing to drink prior to driving.  She then changed her story, saying she’d had “one glass” of wine about an hour prior to leaving work.  However, her BAC was measured at .105 and .106 from two separate vials of her blood collected approximately an hour and forty-five minutes after the collision.  (This amount was rounded down to .10.)

In questioning the D.A.’s theory of culpability, the judge requested a brief review of testimony in order to determine whether, as Miller’s lawyer attempted to suggest, the incident was a simple SWSS.  But Miller had never told investigators,  “I saw the cyclist ahead.”  She admitted to the arresting officer that the first indication she had that she’d hit something was the shards of her shattered windshield hitting her arm.  (At least she wasn’t too drunk to wonder what all the sparkly stuff was.)

After the hearing, I asked D.A. Hayashida whether Britel had a bike computer and whether the data had been accessed.  To my surprise, she admitted she didn’t know (!!!) but would look into it.  I’d squinted at the pics & video of Britel’s mangled bike, but could only see a dark blur to the left of the areo bars.  It just strikes me as unlikely that a serious, competetive cyclist wouldn’t have the bells and whistles that could pinpoint the location, sudden deceleration & trajectory of his bike… and possibly even indicate the exact time, to the second, when his heart stopped beating.

Incidently, Hayashida is also assigned to prosecute Adam Carl Garrett, so I expect to see her  again today.  AND (refer back to the Orange County Register article) she’s the one who nailed Dennis Malavasi.

Mad props to good stranger Heather Lohrman (hope that’s spelled right), who stopped at the crime scene, attempted to find Britel’s pulse, and ran up to Miller’s car to get the license plate number in case the perp decided to flee.  Another good stranger was present as well but his name was not released.

Just a quick and irrelevant note about Anita Sue Cherry:  Last month, only two days before her most recent scheduled hearing, her first lawyer (whose list of traffic citations is longer than Cherry’s) was cited for failure to stop at a stop sign.  And next Monday, her most recently retained lawyer (her first lawyer’s legal partner) has his arraignment for the DUI w/property damage he got in September.

I swear to God I’m not making this up.

Laugh, or cry?