The victim was riding south in the crosswalk on Sepulveda Blvd at Roscoe Blvd when he was struck by a driver headed east on Roscoe.
He died at the scene before paramedics could arrive.
The driver continued without stopping, leaving his victim to die in the street.
There’s no word on who had the right-of-way on the signalized intersection or how fast the driver was going. Or whether the victim had the required lights and reflectors on his bike in the early morning darkness.
Police are looking for a dark-colored 2007-2011 Toyota Camry; there’s no description given for the heartless coward behind the wheel.
Anyone with information is urged to call 818/644-8022. As always, there is a standing $50,000 reward for any fatal hit-and-run in the City of Los Angeles.
This is at least the 13th bicycling fatality in Southern California this year, and the second that I’m aware of in Los Angeles County, as well as the second in the City of LA.
Shamefully, seven of those 13 deaths have been hit-and-runs — as have both of the bicycling deaths in Los Angeles.
March 5, 2021 /
bikinginla / Comments Off on Caltrans wants bike input on Active Transportation Plan, Secretary Pete talks bikes, and LACBC Women’s History Ride
My apologies for yesterday’s unexcused absence. Blame it on my diabetes, which took a sudden turn in a southerly direction Wednesday night.
And as I’ve learned the hard way, it’s damn near impossible to get anything done when you’re just this side of unconscious.
So grab some snacks and hunker down for a long haul, ’cause we’ve got a lot of miles to cover today.
And yes, they specifically said in an email that they really want to hear from us, which is a nice change — and a good opportunity.
But only if we take advantage of it.
Caltrans Calls for Public Input on Active Transportation Plan Survey
LOS ANGELES — Caltrans is looking for public input on its active transportation planning process survey to identify locations for bicycle and pedestrian improvements on the state highway system. The public can play a critical role in shaping the plans by participating in this localized map-based survey.
“Today we must plan and build a transportation system that incorporates alternative means of transportation and that also considers equity,” said Caltrans District 7 Director Tony Tavares. “Public input on our Active Transportation Plan is crucial to the development of safe pedestrian, bicycle and public transit facilities on our highways.”
The public survey will allow residents to tell Caltrans where improvements could be made to facilitate bicycling and walking on or near the state highway system. Survey responses will provide specific data about the type and location of needed improvements, allowing Caltrans to evaluate these locations in developing future projects.
Caltrans wants to align the state’s bicycle and pedestrian network with the needs of local communities, with an emphasis on improving social equity, reconnecting communities, and improving access for all modes of transportation, including people who walk and bicycle. Caltrans will be actively engaging with partners and community members in areas where historic transportation decisions may have created barriers to adequate transportation.
To take the public survey using your computer, tablet or smartphone, please visit survey.catplan.organd click on District 7. This survey is also available in Spanish.
Here’s what Streets For All had to say about the survey.
Tell Caltrans to add bike lanes on major streets in LA!
Caltrans District 7 still owns many major streets in Los Angeles that are “state highways” including parts of Santa Monica Bl, Lincoln Bl, Venice Bl, and more. They just released a map and survey that allows you to pinpoint specific streets you feel unsafe biking/walking on. Please put pins on the map asking them to add protected bike lanes!
And while we’re on the subject of input, Metro wants yours on first mile – last mile connections to improve biking, walking and rolling access to and from the extension’s first three new Purple Line, aka D Line, stations at Wilshire/La Brea, Wilshire/Fairfax and Wilshire/La Cienega.
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Looks like we have a Secretary of Transportation who gets it. And sees bikes as part of the solution, even if he hails from the heart of car country.
The LACBC is out with a self-guided bike tour to celebrate Women’s History Month, including a real-life Rosie the Riveter.
"Fat Tire Presents: Incredible Women Getting It Done” is an 18 mile ride that starts in Downtown Long Beach and makes a loop North to Long Beach Airport before heading back through Signal Hill. @NewBelgiumSoCal@FatTirepic.twitter.com/nrl89p4Xv9
Florida prosecutors agreed that a schizophrenic man was legally insane when he turned his car off the road and intentionally slammed into a man and his two sons riding bikes on a pedestrian pathway, killing the father and injuring both boys; if the court agrees, he could be sent to a longterm mental health facility.
International
Covid-19 cut global greenhouse gas emissions last year, but it will take further dramatic reductions in carbon dioxide to keep it going; more safe urban spaces for walking and cycling could help.
Talk about a bad idea. An Aussie city installed speed bumps in a park to slow down speeding bike riders and reduce collisions with pedestrians. Never mind that the speed bumps are likely to increase injuries by knocking people off their bikes, as well as riders swerving to go around them.
Thanks to David A for his generous donation to help support this site, and keep SoCal’s best bike news and advocacy coming your way every day.
As an aside, there’s no such thing as a small donation; I know as well as anyone just how hard it can be to donate to someone else when you’re struggling yourself, and couldn’t appreciate it more.
He was rushed to a local hospital, where he died just 35 minutes later.
No word on whether the crash was reported right away, or how long he may have been lying there before he was discovered. Or if any delay in receiving treatment may have contributed to his death.
Before we get started, I hope you’ll join me in thanking our title sponsor Pocrass & De Los Reyes for renewing their sponsorship for the coming year. Keeping up with this site is a more than full-time job, and it’s the support of our sponsors, and people like you, who make it possible.
Photo by Valeria Boltneva from Pexels.
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Maybe we’re lucky they pulled the plug yesterday.
At almost the last minute, Streets For All sent out a notification that the city council’s Transportation Committee would consider LADOT’s new Strategic Plan for the next four years at yesterday’s virtual meeting.
In his introductory statement, Mayor Garcetti calls the plan “an honest, assertive strategy that reflects my priorities for LADOT as your mayor.” While there are laudable goals in the plan, it is anything but “assertive,” except perhaps assertively reiterating that there will be little change to L.A. streets’ status quo. Overall the plan does feel very Garcetti: proclaim lots of great high-minded much-needed goals (Vision Zero, more bikes, more CicLAvias), set some far-off benchmarks, then deliver very little, and avoid courting even minimal confrontation – especially with drivers.
It’s sad just how accurate that is. Garcetti’s tenure has been marked by bold, visionary plans that never seem to manifest on the streets.
Or anywhere else.
Apparently, LADOT has figured out his management style, and now takes care to underpromise, knowing they’ll probably live down to it.
Again, this is how Linton saw it yesterday.
The most dismal portion of the document is in the Health and Safety section, which includes active transportation – walking and bicycling. LADOT states that its goal is to “increase the share of people walking and biking to support healthy communities.” This is the action with which LADOT plans to accomplish this:
“Complete one major active transportation project (such as a protected bike lane on a major street) per year to support the build out of a comprehensive network of active transportation corridors in the city.”
Really. One major project each year. That’s by a department with a $500+million budget, in a city with four million people, more than 6,000 miles of streets, and an approved plan for hundreds of miles of new bikeways by 2035. One major project per year, which might be a protected bike lane… who knows for what distance.
That was exactly my take on it, too.
Garcetti recruited one of the county’s most respected transportation planners in Seleta Reynolds, and brought her in, supposedly, to transform our streets and reduce the city’s ever-growing reliance on motor vehicles.
You can see how well that worked out.
Unless you happen to live Downtown, where a PeopleForBikes-funded initiative spurred some change, chances are you haven’t seen a single infrastructure improvement where you actually live and ride.
Evidently, they plan to keep it that way. And keep LA deadly in the process.
More worthwhile goals paired with minimum implementation show up in this section on Vision Zero:
“Continue to deliver high impact safety treatments on the High Injury Network (HIN), including an annual multimillion dollar signal program and significant roadway improvements to priority corridors”
The disappointing key word here is, arguably, “continue.” The city never actually got around to funding and implementing those “high impact safety treatments” and “significant roadway improvements,” largely due to resistance from city council and backlash from drivers. The plan appears to signal that the city’s weak steps toward Vision Zero will continue to be weak.
The one bit of good news comes in regards to CicLAvia, with a dramatic increase in open streets events.
Although as Linton points out, we’ve heard all that before.
The new plan calls for more CicLAvia events:
“Increase the frequency of open streets events to monthly by 2022 and to weekly by 2023.”
Linton’s piece spells out a pattern of repeated downsizing of the agency’s goals, followed by a repeated failure to live up to them.
If that sounds depressing, it is.
Along with a waste of Reynold’s talents.
But that’s what the Transportation Committee was being asked to agree to yesterday, before the meeting was cancelled just before the 3 pm start time.
Maybe we’ll get a little more notice before it comes up before the committee again, so we can call in and demand better.
And in the meantime, we can all contact our councilmembers — especially the ones on the Transportation Committee — and tell them to reject this shameful effort to avoid making any meaningful commitment to change.
Other cities around the world have shown it can be done, and done quickly.
It’s long past time we expected that, too.
Correction — Call it a false alarm. According to a comment from Streetsblog’s Joe Linton, LADOT’s pitiful strategic plan has already been carved it stone, and the council was just going to talk about it after the fact.
How sad is that?
fwiw – the Strategic Plan is already published/adopted – it’s just an executive thing from LADOT – doesn’t need to be approved by City Council. The T-Committee meeting yesterday was set to discuss it – but not to adopt it.
The nonprofit service is also teaching kids how to fix their own bikes, since there isn’t a single brick-and-motor bike shop on the 29,500 square mile Hopi and Navajo reservation.
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The war on cars may be a myth, but the war on bikes just keeps on going.
Seattle’s bike-hating radio jerk, uh, jock is back at it again, calling bike advocates delusional for fighting a bike helmet law that is disproportionately enforced against people of color, with Black bike riders ticketed at four times the rate of white riders.
But sometimes, it’s the people on two wheels behaving badly.
An Idaho man could serve up to five years behind bars after being convicted of riding his bike over an hour to stalk a woman in another town who had a protection order against him. Although he could serve just a year if he successfully completes a diversionary program.
San Diego bike advocate Phillip Young is a frequent contributor to this site.
I always appreciate his insights. But we part ways when it comes to protected bike lanes.
Young penned a guest post for Cycling Salvation, suggesting that protected bike lanes only give the illusion of safety, while posing a hidden risk to new and experienced bike riders alike.
Bordered by raised asphalt barriers and bright plastic pylons, these “protected bike lanes” create a sort of “safety bubble” that protects cyclists from vehicles moving alongside them, in the same direction. In theory, cyclists of all ages and abilities can enjoy the San Diego sunshine and scenery, while cars and trucks whizz by in the adjacent vehicle lane. Motorists will see the fun loving bikers not slowed by traffic jams and join them in droves. Soon, we’ll all be pedaling together, in cycling bliss.
But those rosy assurances crumble, when we confront the real dangers of “protected bike lanes”, and the emotional and economic cost of the accidents, injuries, and deaths that plague them.
He directs his barbs in particular at a recently installed curb-protected bike lane on the coast highway through Cardiff.
According to statistics gathered by North County cycling advocates, there were 24 accidents — all at slow speeds — in just 8-months on a 1-mile flat “protected bike lane” stretch installed last year on the Cardiff 101 beach route. Fifteen of those crashes were caused by cyclists who collided with the raised asphalt barriers designed to keep vehicles away from the bike traffic. A ten-year-old rider flopped into the traffic lane after colliding with an asphalt barrier – fortunately, not run over by a vehicle. Many of these crashes resulted in ambulance rides to a hospital including: 1-knocked unconscious, 1-neck injury, 2-multiple bone fractures, 1-broken pelvis, 2-pedestrian crashes, and 1-hit surfboard.
The “protected bike lanes” on popular beachfront roads also attract pedestrians, joggers, families with strollers, beachgoers carrying umbrellas, coolers, and chairs, and scores of other non-cyclists. Those pedestrians don’t always pay attention to the cyclists, which creates a serious hazard for everyone. Raised barriers are also a pedestrian trip hazard. When a “protected bike lane” is on a steep grade, the added bike speed makes the situation even more hazardous.
Young also points to the death of a bike rider on another protected bike lane, with a design that prevented the driver from merging into the lane before turning, as required by California law.
A cyclist on Leucadia Blvd suffered a much worse fate. A truck driver made a right turn in front of the rider, who was killed when he collided with the truck. The plastic pylons designed to “protect” the cyclist had the opposite effect; they prevented the truck driver from slowly moving towards the curb as he prepared to make that right turn onto Moonstone Ct.
It’s a well argued piece, worth the click and a few minutes of your time.
Even the most critical recent report, from the Insurance Institute for Highway Safety, found that most protected bike lanes improve safety for bike riders, with a few limited exceptions like narrow two-bike lanes or protected lanes broken up by numerous driveways and turns.
It’s also worth pointing out that the 24 bicycling crashes he refers to along a single stretch of road in an eight-month period works out to just three per month.
And yes, that’s three too many.
But it’s stat presented out of context. What matters isn’t how many crashes there were after the bike lanes went in, but how that compares to before they were installed.
If there were five crashes a month before the lanes were installed, a reduction to three a month would reflect a significant improvement in safety.
On the other hand, if there was an average of two bicycling crashes a month prior to the protected bike lanes going in, then it would mark a 50% decrease in safety.
The same holds true with the severity of the crashes. Even if there are more crashes now, if the victims are less seriously injured, the protected bike lanes are doing their job.
That said, looking at a photo of these particular bike lanes suggests several serious safety deficiencies.
First, the bike lane doesn’t appear to be wide enough to accommodate two bicycle riding side-by-side, making it challenging to safely pass slower riders. And no one is going to patiently ride in single file behind someone riding at a fraction of their speed.
The proximity of the parking lane also means passengers will exit onto the bike lane, potentially into the path of a passing rider — not to mention cross the bike lane on their way to the beach laden with blankets, umbrellas, coolers and kids.
And the narrow, unwelcoming walkway to the right means many, if not most, pedestrians will choose to walk in the bikeway, instead.
As much as I support protected bike lanes, this particular one does not appear to pass the smell test.
Or any other test, for that matter.
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While we’re on the subject, Phillip Young added some more thoughts in an email exchange yesterday afternoon, which is worth sharing here.
Doing research for my article, I came across San Diego County car vs bicycle accident data:
Average number of San Diego County car vs bicycle accident / crashes annually: 629
San Diego County population 3+ million people
The majority (60%) of the accidents are “Bicycle Riders Acting Badly”:
Ran a red light or stop sign
Cutting in between cars
Taking unnecessary chances
Inexperienced male bicycle riders between ages of 15 and 19 account for most accidents.
The overwhelming majority (92%) of the accidents, the bicycle rider sustains non-severe injuries:
1% Deaths (Not all bicycling deaths are solely the car or truck driver’s fault: e.g. gun shot, alcohol / drugs, medical event, bicycle equipment failure, no lights or reflectors at night, etc.)
7% Severe Injuries
92% Complaint of pain and other visible injury
It is very unlikely a car will hit you on your next bike ride (Average 629 annual crashes with a population of 3+ million people). Even if you are unlucky and a car does hit you, 92% chance it will be a non-severe injury.
It’s way more likely you will hit something and crash — we don’t need more stuff sticking up to crash into or bad road surfaces with holes and debris to cause a fall. Even a slow speed bicycle crash can be serious.
Money is much better spent building Class I Bike Paths and Class II Buffered Bike Lanes. Building more miles of Class IV Cycle Tracks (Protected Bike Lanes) will just multiply our problems.
A Sacramento man faces 61 years behind bars for wrapping a woman in his coat and carrying her off a bike path after seeing she was in distress — then fatally stabbing her without warning, for no apparent reason.
A Washington man got a well-deserved nine years behind bars for the hit-and-run death of a bike rider while high on meth; he stopped to dislodge the bike from under his car, and told someone he thought he hit a mailbox. Because lots of mailboxes ride bicycles, apparently.
There’s a special place in hell for whoever stole a three-wheeled adaptive bike that a disabled Missouri man relied as his only form of transportation. And just the opposite for the kindhearted stranger who replaced it.
March 1, 2021 /
bikinginla / Comments Off on LA may not be worst bike city in US after all, bicyclist killed in FL endurance race, and LAPD says they’re not coming
The chart, produced by San Diego’s Tower Electric Bikes, allegedly based on stats from PeopleForBike’s City Ratings, ranks SaMo as the best bike city in the US.
And Los Angeles, not surprising, as the worst.
But while that often feels right, something just didn’t add up.
To start, the stats for Los Angeles on this chart aren’t remotely accurate.
Yes, riding a bike in Los Angeles sucks. But we average around 15 bicycling deaths per year in the City of Los Angeles. Not over 6,200 bicycling fatalities per year, which is what the figure they cite adds up to for a city of nearly four million.
PeopleForBikes puts Los Angeles relatively near the top of their ratings with a 3.0 rating for 2020, compared to a rating of 3.5 — out of a possible 5.0 — for the top ranked cities of San Luis Obispo and Madison, Wisconsin.
Which would undoubtedly come as a surprise to bike riders in SLO, if not Mad City.
With literally hundreds of cities rated below Los Angeles, there is no way those stats support ranking LA as the worst city bike in the US.
Even if it feels like it sometimes.
In addition, the PeopleForBikes City Ratings bizarrely rank bike-friendly Santa Monica far behind Los Angeles with a 1.9 rating. Not, as the chart claims, first in the country.
And Long Beach, which is generally regarded as the most bike-friendly city in LA County, rates even lower at a very sad — and highly inaccurate — 1.6.
It’s possible that the undated chart may have been circulating for awhile; I recall seeing something similar, if not the same, awhile back. But the stats don’t align with the City Ratings for Los Angeles for 2018 or 2019, either.
So I have no idea where Tower got their stats. But they’re not from the PeopleForBikes page, unless something got badly scrambled somewhere along the way.
But anyone who knocks down three people riding bikes — let alone kills someone — certainly should.
But given that it happened in bike-unfriendly Florida, probably won’t.
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Don’t expect the LAPD to respond the next time you’re in a collision if no one gets badly hurt.
But you can at least report it online now.
Involved in a vehicle collision? We hope not—but if you are & there are no or minor injuries, you've exchanged information & require or desire a police report, you can now file one yourself by visiting https://t.co/XveUCCFl0a
Somehow, I suspect the chances that Los Angeles would ever shut down a busy road and turn it over to bikes for more than a day are somewhere south of none.
@bikinginla Interesting to see how other countries deal with bike infrastructure – here they closed a busy street to cars. pic.twitter.com/UssfBorbap
Bike Index offers free, transferable lifetime registration, as well as your best chance of getting your bike back if anything happens to it. And it’s now used by the LAPD register bicycles and trace recovered bikes.
Now that’s more like it. A bipartisan bill introduced in the US Senate would provide $500 million every year to connect biking and walking and biking infrastructure into active transportation networks, allowing people to travel within a community, as well as between communities, without a car.
Now that’s more like it. DC’s Vision Zero law has real teeth, mandating that protected bike lanes have to be included on any street when road work is done, if it calls for one in the bike plan. If we had something like that here in LA, we might actually be making progress on both the dust-covered bike plan, and the city’s long-forgotten Vision Zero.
Great idea. Devon, England is attempting to keep drivers in line by passing out free helmet cams to bike riders so they can report drivers who break the law. Maybe if we passed them out to bicyclists — and pedestrians — we might finally tame the mean streets of Los Angeles.
An Iowa newspaper remembers a Black cycling champ from the 1890s — not the legendary Major Taylor, but 15-year old Leo Welker, who overcame a five minute handicap to easily win a 14-mile race. But was blacklisted by the League of American Wheelmen six years later, which banned Black cyclists, including Welker and Taylor, from competing in sanctioned races.
February 26, 2021 /
bikinginla / Comments Off on WeHo proposes protected bike lanes on Santa Monica and Fountain, and witness looks for West LA bike crash victim
This could be a literal life saver.
West Hollywood is considering a motion to study how protected bike lanes can be installed on Santa Monica Blvd and Fountain Avenue at next Monday’s meeting.
As Streets For All notes, WeHo already has bike lanes on Santa Monica from Doheny to La Cienega. Even if you have to dodge drivers double parked in the bike lane, or pulling in or out of parking spaces.
On the other hand, bicyclists had to settle for sharrows on Fountain, which isn’t exactly the most comfortable place to ride, thanks to impatient, aggressive and often speeding drivers.
Well-designed protected bike lanes could make a big difference on both, providing safe and bikeable routes through the city, as well as better comfort and livability for everyone along the streets.
Streets For All explains how you can support the motion.
HOW YOU CAN HELP IN TWO STEPS
FIRST…
Send an email right now (by 4p on Monday at the latest) to West Hollywood City Council. We’ve pre-filled the text to make it super easy, but the more personal you can make it, the better.
Register to speak at the West Hollywood City Council Meeting this Monday, Mar 1 at 530PM by emailing the clerk saying that you wish to speak and then calling in at 530pm on Monday:
A Nextdoor user is looking for the bike rider who got hit by a driver at Olympic and Bentley in West LA on Wednesday.
Nextdoor isn’t the easiest platform to respond to someone if you don’t live in the same neighborhood.
But if you know the person they’re looking for, I can pass his or her contact information on the the person who sent this to me, and hopefully they can pass it on to them.
Little known fact, courtesy of Zachary Rynew — Los Angeles is both one of the lowest and one of the highest cities in the US, thanks to Mt. Lukens, the city’s highest point.
Which is where Gravel Bike California grinds this week.
Yahoo picks up a paywalled story from AFP Relax that says riding a bike in Los Angeles isn’t always easy — and sometimes dangerous — but there’s hope. A faint hope, at this point. But still.
There’s something seriously wrong when a 73-year old Florida woman is thrown more than half the length of a football field by a drunk driver, suffering life-threatening injuries just because she had the misfortune of sharing a street with the jerk.
Cycling Newshighlights ’84 Olympic legend Nelson Vails, describing him as “the Harlem kid who became America’s first Black Olympic medalist.” Every February, news outlets across the US remember Major Taylor for Black History Month as America’s first Black cycling champ, forgetting there’s a straight line connecting him with Vails, and LA-based former national champs Rahsaan Bahati and Justin Williams.
Thanks to Margaret for her generous donation to help keep SoCal’s best bike news and advocacy coming your way every day. Any contribution is always welcome and appreciated!
The driver remained at the scene and cooperated with investigators; police don’t believe intoxication played a role in the crash.
Anyone with information is urged to call Traffic Officer Joseph Clarke at 805/385-7750, or email joseph.clarke@oxnardpd.org.
This is at least the 11th bicycling fatality in Southern California this year, and the third that I’m aware of in Ventura County, which usually averages that many bicycle deaths in an entire year.
However, no one ordered a similar review when a 32-year old homeless man, identified as Jonathan Valbuena, was killed in a hit-and-run a few miles north on the same deadly corridor.
America’s first congestion pricing plan could get the go ahead now that the former Mayor Pete is heading the Department of Transportation, clearing the way for New York’s proposed program. Which could bode well for Los Angeles — if local leaders have the courage to move forward with Metro’s congestion pricing proposal.
AB 122 would finally legalize what most bike riders — and too many drivers — already do by allowing them to treat stop signs as yields; a similar law in Delaware resulted in a 23% reduction in bike crashes at intersections with stop signs.
AB 117 would allocate $10 million from the state’s Greenhouse Gas Reduction Fund to provide rebates for ebike buyers; combined with a proposed 30% rebate on ebikes from the federal government, it could finally make ebikes affordable for lower income buyers.
Permanent Slow Streets could become a fixture in neighborhood with limited access to parks and high air pollution risk if AB 773 passes both houses.
As currently written, AB 43, sponsored by new Assembly Transportation Committee chair Laura Friedman would only track bike and pedestrian crashes, but the Burbank assemblywoman hopes to rework it to compel cities to redesign streets to lower speeds.
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This is why people keep dying on our streets.
You couldn’t have turned on your TV yesterday without encountering wall-to-wall coverage of Tiger Woods’ high speed rollover crash on Hawthorne Blvd in tony Palos Verdes Estates.
Fortunately, he’s expected to survive, despite major injuries to both legs.
But it raises the question of why nothing has been done to improve safety on the deadly street, where a bike rider died in a hit-and-run a little further down the road a few years ago, and where residents say drivers routinely exceed the 45 mph speed limit.
It nearly took the life of one of the world’s greatest golfers.
“You are not telling me you can’t see or feel a fully grown man on a bike coming in the roundabout. I’m sorry, but that’s just can’t be true.
“I’m really angry, sad and disappointed at the same time. I’m disappointed in the driver, as a human being. One thing is sure that had I done something like that, I would’ve been able to drive away.”
San Diego bike lawyer Richard Duquette examines the ways insurance companies will try to deny a claim by arguing that you assumed the risk of injury when you got on your bicycle. Which is like saying a driver assumed the risk of a wreck by turning the ignition key.
I want to be like him when I grow up. A 92-year old Vancouver man is back on a bike, after a bike shop offered him a loaner ebike for 30 days in hopes his own stolen ebike somehow turns up. He’s also had a martini every day for the last 60 years.
Tragic news from the UK, where a three-year old girl accidentally hung herself when she fell from a tree while wearing her unicorn bike helmet. Sadly, it’s not the first time I’ve seen stories like this. It’s just another reminder that children’s bike helmets are for riding bikes, and can be dangerous under other circumstances.
