October 8, 2020 /
bikinginla / Comments Off on Hit-and-run driver crashes twice in 15 minutes, Union Station virtual open house tonight, and a relic of 1930’s planning
The #LinkUnionStationProject (LinkUS) is hosting a virtual public scoping and open house to discuss the transformation of Los Angeles Union Station (#LAUS) into a modern transit and mobility hub on October 8. More information below! https://t.co/eLpPvNdjuf
— Los Angeles County Bicycle Coalition (@lacbc) October 7, 2020
Austin, Texas is closing down its Healthy Streets program to provide safe, low-traffic areas for walking, running and bicycling during the coronavirus crisis. Apparently, the pandemic must be over down there, unlike everywhere else.
Good point. A Canadian letter writer complains that it’s apparently wrong to hit a pedestrian in a crosswalk, but perfectly okay if that person’s on a bike. And if the law is so confusing that even a cop gets it wrong, maybe it needs to be changed.
Maybe they should hold a bake sale. The Canadian capital says they know where they need to make safety improvements to protect bike riders, but don’t have the money to do it.
February 20, 2020 /
bikinginla / Comments Off on LA Times tells state to speed up slowing drivers down, Streets For All goes all in on ads, and 5 riders run down Down Under
I seem to be apologizing a lot this week.
Sorry for the downtime on this site yesterday morning, and thank you to everyone who notified me about the 502 error; unfortunately, I wasn’t able to access the backside of this site, either.
It turned out to be a large scale glitch that took down a number of sites across the internet. But everything’s back to normal now.
Hopefully, it will stay that way.
And let me apologize to everyone who sent me links the past few days. I’ve lost track of most of them, and I’m way too tired to track them all down now.
So allow me to just offer a general and generic thank you to everyone who contributed something for your help, which I genuinely appreciate.
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They get it.
In recent years, the LA Times editorial board has taken strong stands in favor of safer streets and alternative transportation.
The problem stems from a decades-old state law that essentially requires cities to set speed limits based on how fast people are already driving on that stretch of road, regardless of whether that speed is safe or whether the street has a history of wrecks. It was adopted more than 60 years agoto prevent cities from setting speed traps, or arbitrarily low speed limits aimed at sticking drivers with pricey tickets…
The more common and unintended consequence of the 85th percentile rule is what’s known as speed creep. Higher speed limits encourage motorists to drive faster, which in turn prompts higher speed limits. That’s what happened on Zelzah Avenue in L.A.
It’s not surprising, then, that the task force has recommended giving cities more flexibility to set lower speed limits, particularly on streets with lots of injury crashes or an abundance of pedestrians and cyclists. Research shows that speed limits do affect drivers’ behavior, and even modest reductions in speed can save lives. A pedestrian or cyclist hit by a vehicle traveling 35 miles per hour has a 68% chance of survival. A person hit by vehicle traveling at 40 mph — just 5 mph faster — has only a 35% chance of survival.
They conclude this way.
None of these steps will be easy; Californians have fiercely resisted safety-promoting reforms that might slow their commutes. But at the very least, lawmakers should get rid of a system that forces cities to give in to speeders before cracking down on them.
Amen, brothers and sisters.
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Here’s something that’s been missing from Los Angeles for far too long.
LA nonprofit Streets For All has produced YouTube ads supporting safe streets candidates in the upcoming March 3rd election.
While there’s an argument to be made against independent groups getting involved in local political races, until campaign finance laws are reformed to remove outside influence and expenditures, it’s vital to get our side out there, too.
And yes, I’ll be casting my vote for Sarah Kate Levy during the early voting period next week.
He faces numerous charges, including multiple counts of dangerous operation of a motor vehicle causing grievous bodily harm; dangerous operation of a motor vehicle and adversely affected by an intoxicating substance; and failing to remain at the scene and render assistance.
The question is whether he was just too drunk and/or stoned to control his damn vehicle, or if this was a deliberate attempt to run down as many riders as he could.
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A meeting will be held in NoHo this afternoon to discuss the ill-advised widening of Magnolia Blvd, which contradicts LA’s Vision Zero and climate action plans, and all that is holy.
Pasadena News Nowallows the four candidates for the city’s mayor to make their case; all but one ignore transportation, except to complain about traffic. The fourth, Major Williams, gets points for wanting to get cars off the street — but what the hell are “motorized walkway paths?”
An 88-year old DC crossing guard is a hero, holding his ground against a speeding driver and sacrificing his own life to save two children. Thanks to Orange House for the heads-up.
This is who we share the roads with, too. A 75-year old London rabbi offered to help a woman park her Jag, and somehow confused the brake and gas pedals, crashing into two pedestrians before plowing into a pharmacy. Yes, the news is two years old; British privacy rules prevent releasing details on cases like this before they go to trial.
F-S1: Existing law does not provide enough flexibility in urban areas to set speed limits that are appropriate for these complex environments.
Current procedures for setting speeds limits in California rely mainly on the 85th percentile methodology, an approach developed decades ago for vehicles primarily on rural roads. Although California’s population, roads, and streets have changed significantly, reflecting different modes of transportation including bicycling and walking, the method for setting speed limits has not. While the way that speed limits are calculated has remained essentially static, vehicles and street uses have evolved over time. CalSTA’s vision is to transform the lives of all Californians through a safe, accessible, low-carbon, 21st-century multimodal transportation system. Yet the 85th percentile methodology relies on driver behavior. Greater flexibility in establishing speed limits would allow agencies an expanded toolbox to better combat rising traffic fatalities and injuries.
The report goes on to conclude that posted speed limits are effective in reducing traffic speeds without the time and expense required for infrastructure changes.
And that cities need more flexibility to adjust speeds without conducting traffic studies, to reflect current circumstances and save lives.
Especially when it comes to people not protected by a couple tons of glass and steel.
F-S5: There is consistent evidence that increased vehicle speed results in an increased probability of a fatality given a crash. Vulnerable road users are disproportionately impacted by the relationship between speed and crash survivability. State and local agencies would benefit from additional classes of locations eligible for prima facie speed limits which do not require an engineering and traffic survey.
Prima facie speed limits are those that are applicable on roadways when no posted speed limit is provided. They do not require an engineering and traffic survey to be enforceable. Current law defines two prima facie speed limits covering six classes of locations. The first speed limit is 25 mph and is applicable to business and residential areas, school zones and areas around senior facilities. The second speed limit is 15 mph and is applicable to railway crossings, uncontrolled intersections and alleyways. Some allowances are currently provided to reduce these speed limits further, for example, to 15 mph and 20 mph in school and senior zones. State and local agencies on the Task Force stated that additional classes of locations should be eligible for prima facie speed limits especially in areas that have high concentrations of vulnerable road users.
In addition, the report calls for legalization of automated traffic cameras to supplement, but not replace, the work of traffic cops in enforcing speed limits.
F-EF1: International and U.S. studies have shown that automated speed enforcement is an effective countermeasure to speeding that can have meaningful safety impacts.
Automated speed enforcement systems work by capturing data about a speed violation, including images and license plate information, which is then reviewed and processed at a later time to determine if a violation occurred. Currently, automated speed enforcement is used extensively internationally and in 142 communities in the U.S. Numerous studies and several federal entities, including the National Transportation Safety Board, have concluded that automated speed enforcement is an effective countermeasure to reduce speeding-related crashes, fatalities, and injuries.
F-EF2: Automated speed enforcement should supplement, not replace, traditional enforcement operations.
According to the Federal Highway Administration’s Speed Enforcement Camera Systems Operational Guidelines, automated speed enforcement is a supplement to, not a replacement for, traditional traffic law enforcement operations. Automated speed enforcement systems can effectively augment and support traditional enforcement operations in multiple ways. Automated speed enforcement systems serve as a “force multiplier” that allows limited law enforcement resources to focus on other public safety priorities. ASE can be operated in areas where in-person traffic stops would be impractical as well as on higher speed roadways where traffic calming devices may not be appropriate. While ASE does not provide an educational opportunity nor afford the exercise of judgment in issuing a citation that an officer would have from an in-person stop, it may also provide for more consistent and impartial enforcement. Examples of cities that have deployed automated speed enforcement programs without reducing law enforcement staffing levels include Seattle, Portland, and Washington, D.C.
In other words, the report takes 68 pages to sum up what bike and pedestrian advocates have been arguing for years.
The 85th Percentile method currently enshrined in state law allowing speeding drivers to set their own speed limits is outdated and dangerous.
Neither does wearing casual clothing, as opposed to a spandex kit, when it comes to how close drivers pass.
Contrary to the researchers’ expectations, there was no marked difference between ‘experienced rider’ kit, and a vest marked ‘Novice Cyclist’, nor between ordinary clothes and hi-viz kit.
Irrespective of any of the kit worn, 1-2 per cent of overtakes were within 50cm (Ed: roughly 20 inches), suggesting that nothing a rider wears makes any significant difference to the incidence of very close passes.
Unless that hi-viz happens to identify you as a police officer, that is. And even then, it’s only a gain of about two inches.
The researchers found that the only item of clothing that had a noticeable impact on passing distance was a high-vis vest that featured the word “POLICE” on the back. Those riders were also bearing a notice advising motorists that they were being filmed. These conditions increased the average passing distance by 5cm, to 122cm.
The researchers concluded that better infrastructure is a more effective means of improving rider safety than how you dress.
So go ahead and wear whatever feels right for you.
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The rich get richer, as the Dutch continue to show the rest of us how it’s done.
Just one year ago, Utrecht's Croeselaan was a four-lane traffic sewer.
The LACBC released a letter in support of keeping the protected bike lanes installed as part of the Reseda Great Streets project right where they are, for anyone attending tonight’s Streetsblog CD12 transportation forum.
On Tuesday evening we sent an email to our contacts in CD12 regarding the Reseda Blvd. protected bike lanes. We wanted to share this with anyone who might attend the Forum on Traffic Safety on Wednesday. Apologies to @StreetsblogLA for not mentioning them in the email. #bikeLAhttps://t.co/gTqBW0fLvnpic.twitter.com/2KklHlxPeo
— Los Angeles County Bicycle Coalition (@lacbc) February 5, 2020
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The West Hollywood Bicycle Coalition, a very active neighborhood chapter of the LACBC, is meeting tonight.
Get involved in making streets safer for all road users in WeHo. Join us at the West Hollywood Bicycle Coalition's monthly meeting. TOMORROW Wed., Feb. 5, 6-8pm, Plummer Park Community Center, 7377 Santa Monica Blvd, Room 3.
Police in Baton Rouge, Louisiana busted a bike-riding robber who chased a “mildly intoxicated” man before whacking him with a metal pipe and stealing $300 at knife point. Although the thief claims he was just trying to get back money the victim had stolen from him, but he doesn’t really remember because he was too stoned at the time.
A Davis columnist insists that city, not Portland, is the bicycling capital of the US. Even if it can’t muster a quorum for the city’s Bicycling, Transportation and Street Safety Commission. At least they have one; Los Angeles just has a toothless Bicycling Advisory Committee, whose members are usually ignored by the councilmembers who appoint them. Creating an actual commission would give them the authority they currently lack.
Denver residents ignored the cold weather to ride to work after the city plowed a protected bike lane following a heavy snow. Meanwhile, Los Angeles NIMBYs continue to insist no one will ever commute by bike in the mild SoCal winter, where temperatures sometimes dip all the way into the 60s.
This is why you always carry ID on your bike. Texas police are appealing to the public to identify a man who was killed in a collision while riding his bike. A wallet helps, but can get lost or stolen following a crash. Better to actually carry some form of ID on you, or wear something like a Road ID with your name, emergency contacts and any medical conditions.
DC finally gets around to banning parking in bike lanes, fining drivers $150 for blocking the flow of bicycle traffic. It’s illegal to park in bike lanes in Los Angeles, too. Which doesn’t seem to stop anyone, especially in DTLA.
The British government will ban all gas and diesel powered vehicles by 2035, moving the deadline forward by five years. Meanwhile, the US has committed to banning gas powered vehicles by, um, never.
Bikes Need Love Too is a collection of personification essays covering family, loyalty, abandonment, fun, and friendship from six amazing young authors who reside in Watts, CA, and who are members of the East Side Riders Bike Club (ESRBC) organization under the leadership of John Jones III. For seven weeks, the authors participated in a rigorous writing workshop which was facilitated by Publishing Hope and Branding A+ Behavior better known by its acronym, the PHABB 5 program. In these eye-opening and heartwarming essays, the student authors of ESRBC take readers on a fun, powerfully motivating ride. Bikes Need Love Too is engaging, sincere, and a brilliant approach to help encourage young readers to discover their voices.
It’s less than a month from Christmas, and only days from Chanukah. Which makes this the perfect gift for anyone who loves bikes.
Sort of like putting bank robbers in charge of security.
Without the increases, the LAPD will be prohibited from using radar, LIDAR and other speed guns to enforce speed limits, as they have been for years on most LA streets.
Which explains why virtually no one in LA obeys them.
But increasing speed limits, even to improve enforcement, is the exact opposite of Vision Zero, making our streets more dangerous for everyone on them.
Instead of voting to endanger even more lives, city officials should be camped out at the state capital to demand an immediate repeal of the law.
And the ability to set speeds at safer, common sense levels.
Thanks to Jeff Vaughn for the heads-up.
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In more WTF news from the City of Angels, the universally despised beg buttons are back on the MyFigueroa bike lanes.
After countless complaints from bike riders when the MyFigueroa project first opened, LADOT adjusted the signals to give people walking and on bikes automatic green lights.
But evidently, it was just a show for the people attending the recent NACTO national convention in DTLA.
Now that the convention is over, anyone not in a car once again has to beg just to cross the damn street.
And good luck with that.
Watch here as 3 people waiting to cross Figueroa at Olympic miss the light because nobody pressed the button in time. One person (near corner) decides to cross against the red, while another (far corner) just gives up and walks to another intersection @LADOTofficial@seletajewelpic.twitter.com/SYh3XKsLgs
Cal Poly SLO, CSU Bakersfield, Loyola Marymount and Pomona College ranked Bronze.
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This is who we share the roads with.
LA-based comedian Bill Burr thinks Share the Road means we’re all supposed to get the fuck out of his way.
No, really.
Here’s that quote, in case you missed it.
…Oh and people who ride bikes in LA are morons, morons, they fucking dress up like they’re in a bike race and then they just drive out in the road. And they always yell ‘share the road’, it’s like well ’yeah, yeah you too, move over’ I allowed enough time to get there in a car, not follow you on your fucking bicycle Lance. I’m not saying it’s not a bad thing when they die, but it’s not shocking. *laughs*
In other words, just another indignorant, overly aggressive LA driver who thinks he does, in fact, own the road.
And that it’s somehow funny when someone gets killed.
San Francisco is moving forward with a pair of bike lanes to provide alternatives to deadly bike lanes on the Embarcadero, which aren’t due to be fixed until 2022.
The widow of a fallen Chicago cyclist has filed suit against the parents of the 15-year old hit-and-run driver who took his life, alleging they should have kept their unlicensed, underage son from getting behind the wheel. Let alone driving on the sidewalk, where the victim may have been standing.
Florida police track down a woman who had been missing since Monday in a Fort Meyers hospital; she had been admitted as a Jane Doe following a crash while bicycling. Yet another reminder to always carry some form of ID when you ride.
A British writer recommends a trip to the Scottish Borders, saying the region has been transformed with some of the best bicycling trails and infrastructure in the country.
The deadly 85th Percentile Rule has gone mainstream.
Credit the LA Times’ Laura Nelson for interrupting the paper’s move to El Segundo with a front page story explaining how and why speeds are set at the speed of the 15th fastest driver on the street — the 85th percentile of drivers.
To update driver speeds, city engineers visit a street in the late morning or early afternoon, park along a stretch of road without stop signs or traffic lights, and use an electronic device to measure the speeds of 100 drivers.
They rank the speeds from fastest to slowest and identify the 85th percentile — that is, the speed just below the 15th-fastest driver. City engineers use that “critical speed” as a basis for establishing a new speed limit, typically rounded to the nearest 5 mph.
Which means drivers can set the speeds with their right foots. Which is kind of like putting bank robbers in charge of security at Wells Fargo.
Although that might be an improvement over their recent scandals, but still.
Failing to conduct those surveys, or raise speeds as a result, means police officers are prohibited from using speed guns or other electronic devices to stop speeders.
And drivers can go as fast as traffic and LA’s over-engineered streets will allow.
The restrictions on police using electronic devices has coincided with a 77% drop in the number of speeding tickets written annually by the Los Angeles Police Department, from 99,333 in 2010 to 22,783 last year.
Traffic officers have been particularly hamstrung in the San Fernando Valley, where the majority of the city’s speeding tickets are written and more than 130 miles of streets carry speed enforcement restrictions, according to a Times analysis of city data.
“People are driving like maniacs on city streets,” said Dennis Zine, a former city councilman in the Valley who worked as a traffic officer. “It’s costing people their lives.”
Particularly the lives of bike riders and pedestrians.
There have been numerous failed attempts to reform the 85th Percentile Law, each dying in the legislature over fears that speeding drivers will have to slow down or get the tickets they deserve.
Which is kind of the point.
Maybe this story will finally motivate homeowners to join with bicycle and pedestrian advocate, to demand that state legislators change the law that imposes highway speeds on city streets.
And leaves far too many bodies in its wake.
Thanks to David Drexler for the heads-up.
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The war on cars may be a myth, but the war on bikes goes on.
Someone vandalized a pair of cyclist resting posts in Vernon, British Columbia, which position riders in the right spot to be recognized by traffic signals, and allow the rider to rest at the light without unclipping. Note: I originally wrote this as Vernon, California; thanks to Joe Linton for the correction.
The Hollywood Reporter says a backlash is brewing against e-scooters, which are being blamed for crashes and near-crashes with bicyclists and pedestrians.
A Michigan man who attempted to ride all of Route 66 in honor of his late son arrived in Santa Monica last week, raising $10,000 for pediatric cancer research.
A new 85-mile Calgary bike path connects 55 communities with over 400,000 people. And links to a 621-mile bike path network, the longest bike path network in the world.
The local newspaper says someone is going to get killed on a bikeway bypass around a temporarily closed footbridge in Ottawa, Canada; a safer plan was nixed when people signed a petition preferring parking over preventing injuries to people on bikes.
One quick note. Come back after 11:00 this morning for a guest post from Derrick Paul about the planned Vision Zero lane reduction and complete street project on Temple Street.
Meanwhile, speed limits will decrease somewhat on a little more than 52 miles of streets.
The tradeoff is that police will now be able to use radar to enforce speeds, which they had been banned from doing on nearly 80% of LA streets.
Under the terms of the law, police can’t use radar to enforce the speed limit if a street hasn’t had a speed survey within the last seven years.
Once the survey is conducted, the speed limit must be set at the speed driven by the 15th fastest motorist driving unimpeded in non-rush hour traffic, although the city does have the option to round down slightly.
So in order to make our streets safer, we have to make them faster and more dangerous.
Or just repeal a stupid, outdated and deadly law.
Correction: In my haste last night, I mistakenly wrote that the 85th Percentile Law was based on the average speed of 85% of motorists, ignoring my gut feeling that I was wrong, but too tired to stop and look it up.
And I was right. That I was wrong, that is.
The following email from Casey Kerrigan clarifies this complicated law better than any other explanation I’ve seen.
When doing the speed survey the speed limit is based on the 85 percentile not on the average speed of 85% of the cars surveyed. Note that speed surveys are conduced under the optimal conditions to speed, ie during the day, at a non rush hour time and only the speed of free flowing cars are measures. Free flowing are cars with no traffic ahead of them for at least 5 seconds on a straightaway and unmarked cars are used to house the speed measurement equipment.
This is from the Caltrans guidelines for how to set speed limits which you can find here.
This paragraph is taken from the Caltrans guidelines linked above on page 36.
3.2.6 Calculating 85th Percentile Speed
If 100 vehicle speeds are plotted, the 85th percentile speed is determined by looking at the speed of the 15th vehicle down from the top speed. Fifteen percent of the vehicles are travelling faster than this speed, and eighty five percent are travelling at or below this speed. If less than 100 vehicles are counted, the 85th percentile speed must be determined by calculating 85 percent of the number of vehicles counted and determining the vehicles’ 85th percentile speed. For example if 70 vehicles were counted, 0.85 x 70 = 59.5. The speed of vehicle 60 represents the 85th percentile. Examples are shown in Appendix A on the Speed Zone Survey Sheet examples.
The city plans to remain on course with the program, despite a sharp jump in pedestrian deaths, and badly missing Mayor Eric Garcetti’s goal of a 20% reduction in traffic fatalities in 2017.
Of course, that was overly ambitious, since the program is just now gaining its footing and getting its first real funding.
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The LA River Bike Path has reopened in Long Beach, where it had been closed for construction work, now that a large construction crane has been removed.
However, work vehicles and flaggers will remain on the path, and riders may be required to slow down or walk their bikes through the construction zone.
Thanks to Long Beach Mobility and Healthy Living Programs Officers Michelle Mowery for the heads-up.
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Rent-a-cops driving on a Chicago bike path lose it when a bike rider complains that they don’t belong on the path. Thanks to J. Patrick Lynch for the link.
A UCLA letter writer says scofflaw Bird scooter users are no worse than bike riders, who he can’t recall ever having seen “obey the traffic laws to the letter.” Unlike pedestrians and motorists, who evidently always obey the letter of the law in his eyes.
A pair of dueling Op-Eds in the Sacramento Bee say a bill to allow mountain bikes in wilderness areas would be good for the backcountry, while another calls it a Trojan horse that would put wheels over wilderness.
A Seattle-area man had his bike stolen after he was hit on the head with a pipe. No word on whether he was wearing a helmet, which might have helped. Or not.
You’ve got to be kidding. Just days after the Utah house approved an Idaho stop law, a bill that would allow drivers to also treat red lights as stop signs passed a legislative committee. After all, what difference could there possibly be between someone on a 15-pound bike and someone wrapped in two tons of high-speed glass and steel? I mean, other than the bodies the latter would likely leave behind?
Cycling Tips offers advice on how to use music to get the best out of your rides. They probably don’t mean singing Hank Williams out loud while you ride, as someone who looks a lot like me may or may not have done on occasion.
Caught on video: British police use bike cam video to prosecute a 50 mph punishment pass, resulting in the equivalent of a $365 fine. A much better punishment would be to make the driver stand in the roadway while someone else does it to him.
The war on cars may be a myth, but the war bikes is all too real, as Aussie bicyclists find thumbtacks spread across at least four popular riding routes. Far from a harmless prank, something like that can cause serious injuries — or worse — if a flat causes a rider to fall. And should be prosecuted as such.
The government of Queensland, Australia, has introduced a presumed liability bill, which would presume that the operator of the more dangerous vehicle has a greater responsibility to avoid crashes, and would be considered at fault in a collision; the head of the local auto club calls it a divisive bill that pits motorists against cyclists. Actually, motorists have done that themselves for decades.
The good news is, we’ve figured out what caused the problem with email notifications for new posts. Now that the tech supports are back from their annual conference, maybe we can get it working again.
However, in a sign of just how seriously the state doesn’t take distracted driving, the fine for the first violation is a measly $20, rising to a whole $50 for subsequent violations.
Even though distracted driving is every bit as deadly as drunk driving.
And people will continue to die until we treat it that way.
Which is exactly what LA has to do if there’s any hope of reducing, let alone eliminating, traffic fatalities by 2025.
Yet here in the City of Angels, the case is complicated by streets with near-highway speeds as a result of the deadly 85% rule, which sets speed limits at the average speed of 85% of drivers on any given street.
In other words, the best way to make sure the speed limit goes up is to keep your foot firmly planted on the gas pedal. Which is kind of like putting bank robbers in charge of bank security.
Never mind that speed limits are unenforceable by radar guns on roughly 75% of the city’s streets, thanks to the city’s failure to conduct the required speed surveys.
And never mind that decades of flawed traffic planning has left Los Angeles with countless streets engineered to carry traffic at speeds far beyond the posted limits, and too many drivers more than happy to take advantage of that.
Angelenos have gotten used to driving that extra 10 to 15 mph above the speed limit, even on streets with posted limits of 45 mph or more.
We could see open rebellion and riots in the streets if the police started cracking down on speeders — or at least a number of recall threats and angry letters to the Times. Let alone if city officials found a way around the 85% law to lower limits to life-sparing levels.
But it has to be done.
Because until we do, Vision Zero will be nothing more than a couple of words.
State and local police urge residents to call in all unusual behaviors to the nearest law enforcement agency. The warning comes in light of several incidences in Tennessee and beyond involving people disguised as clowns who have threatened and scared people and children…
Portland (TN) police received another call Tuesday morning reporting a clown was riding a bicycle near Highways 109 and 52. The report was false and police found a person riding a bike wearing a safety vest with flashing lights to warn traffic, Heavner said.
CiclaValley offers a recap of recent bike cam videos, including yesterday’s big bike lane dump in Griffith Park and a dump off his bike at the Griffith Observatory.
Chula Vista applies for funds to build a four-mile bike lane and make other bike and pedestrian safety improvements on a street where 33 bicyclists were involved in collisions over a four year period.
Cities around the US are using temporary, pop-up traffic installations to see if they work before making permanent changes. Which is a smart way of avoiding the inevitable panic that stops most projects before they ever start.
A British cop stepped away from his duties protecting the US ambassador to save the life of a cyclist; the rider flew through the rear window of a parked car when he crashed into it on a training ride.
Scotland is in danger of missing their goal of having one in ten journeys made by bicycle by the year 2020, as ridership declined slightly last year.
A South African cyclist faces charges after he became enraged when a driver honked at him, attacking both her and a second rider who came to her defense, then throwing a cup of hot coffee at her husband when they spotted him at a bistro. Seriously, no matter what a driver does, violence is never the answer. Nor is losing control of yourself.
The driver who took his life faces a relative slap on the wrist.
And the campus where he was killed appears to be doing little or nothing to protect cyclists on campus.
Instead, Cal Poly Pomona seems to be hiding behind California’s devastating 85th Percentile Law to justify plans to raise speed limits on campus, making it even more dangerous for anyone on foot or two wheels.
In fact, the school’s new 2013 traffic study doesn’t even include the words bicycle, bicyclist or pedestrian, according to a story by Beau Yarbrough in the Daily Bulletin.
Kind of makes it hard to make meaningful improvements when nothing is considered except speeding motor vehicle traffic flow.
But traffic plans that don’t even consider non-motorized transportation show just how out of touch campus leaders are. And how far the school has to go to make it safe for anyone, let alone everyone, whether on two feet, two wheels or four.
Apparently, those students are right to be afraid.
Especially when the death of a popular and promising young man leads to nothing more serious than a misdemeanor charge with a maximum penalty of just one year in county jail.
According to the Daily Bulletin, CPP Civil Engineering student Gonzalo Aranguiz Salazar will face a charge of misdemeanor vehicular manslaughter without gross negligence.
In other words, pretty much the mildest charge authorities could file under the circumstances, while still holding someone accountable for the death.
Is that justice?
I have no idea.
I’ve yet to see any description from any source of how the collision occurred. No word whatsoever on how fast the driver was going, or if he broke any traffic laws leading up to the impact with Aguilar.
Apparently, it’s on a need to know basis. And no one with knowledge of the investigation seems to think you or I need to know.
We’re just expected to accept that the charges are fair and appropriate given the top secret circumstances.
Sort of like we’re supposed to trust that campus administrators have the safety of their students at heart, on a campus that does not include a single inch of bicycling infrastructure.
Beverly Hills, meet your collegiate counterpart.
In all honesty, I’m not sure Salazar is the one who should be facing charges.
But you can’t charge a college with living in the auto-centric past and favoring motorists at the expense of every other road user. As much as it may be deserved.
Update: Gottobike forwards a quote from American bike racer Ted King that seems oddly appropriate to this discussion:
It is impossible to find solutions when you’re busy making excuses.
And Boyonabike reminds me of something I let slide from the Daily Bulletin story about the Salazar charge, and shouldn’t have.
The story quotes Megan Chaney, director of Clinical Programs and Experiential Learning and Associate Professor of Law at the University of La Verne College of Law, explaining why a misdemeanor charge may be appropriate in this case.
“A lot of time when somebody plows into somebody in a crosswalk or an intersection, it’s just an accident,” Chaney said Wednesday. “We put the onus, the responsibility on the driver, not the pedestrian, unless they’ve done something really horrible….”
“You’re allowed to look at the radio; that’s why you’ve got a radio. You drop your water bottle and look down to pick it up,” she said. “You really weren’t acting with any sort of criminal culpability. “
That’s the problem.
As a society, we’ve chosen not to hold drivers responsible for all but the most extreme actions behind the wheel. The collisions that result from carelessness, distraction or relatively minor violations of the law are excused as mere accidents, and left for the insurance companies to deal with, with little or no consequences for the drivers involved.
And that’s why we continue to have 30,000 +/- deaths on American streets each year.
It may be the current legal standard.
But actions that result in the death or serious injuries of others should never be accepted. Or excused. Motor vehicles are, by their very nature, dangerous machines, and their operators can and should be expected to use the same caution behind the wheel that we expect from those involved in any other hazardous situation.
When life is taken more seriously than simple convenience on our streets, then — and only then — will anyone be safe on our streets.
