Tag Archive for bicycle safety

Yesterday’s ride, on which topography was my co-pilot

April 15, 2010 / / Comments Off on Yesterday’s ride, on which topography was my co-pilot

I had a great ride yesterday.

It was one of those rare days when I found myself communicating with the drivers and pedestrians around me — and not that way, for a change — as we waved one another through busy intersections and signaled our thanks for little roadway courtesies.

Then there was the brief, but pleasant conversation about the idiocy of passing drivers with a passing pedestrian, as six cars blew through the crosswalk after I had stopped to let him cross — despite the fact that pedestrians in the crosswalk have the right-of-way in every circumstance here in California.

And yes, that means we have to stop, too.

On the other hand, it was only a couple of hills that made the difference between making it home with a smile on my face, and maybe not making it home at all.

The first came on my way out, just over a mile from my home.

The street I take through the Westwood area, Ohio, goes up and down a brief series a hills before culminating in a short, steep climb on the last block before Westwood Blvd.

I ride with more caution than usual on that block, as drivers tend to pull out suddenly from alleys and curbs, and dart across the road in search of a highly prized parking space near the Coffee Bean. Normally, that would suggest taking the lane, but I’ve learned the hard way that drivers there will just go around me anyway as my speed slows going uphill, jumping over to the wrong side of the road and cutting around me so closely that I’d rather take my chances in the door zone.

This time, I nearly won the door prize, as a driver threw her door open directly in my path without the slightest look in her mirror.

Fortunately, I was on that section where gravity slows me from well over 25 mph at the bottom of the hill to just over 10 mph at the crest. Had it occurred on level ground, where I usually cruise at around 18 to 20 mph, her door would have nailed me, knocking me in front of the oncoming cars rushing to make the light.

But as it was, I’d slowed enough that I was able to react in time, if only barely.

And in biking, barely is usually good enough.

Then on my way back home, I was riding back up San Vicente Blvd in Santa Monica, on that long, gradual climb between 7th and 26th.

I’ve learned to keep a close eye on the cars waiting between the wide median islands in the center of the roadway — what New Orleanians call the neutral ground — because they tend to dart across once vehicular traffic clears. And often without looking for bikes first, despite one of the area’s most heavily travelled bike lanes.

Sure enough, I saw an SUV waiting beside the grassy island at the next crossroad. Once the last car passed, she gunned her engine and cut in front of me without ever looking in my direction.

On level ground, my speed would have carried me directly into her path. But as it was, the long climb had reduced my speed just enough that I was able to make a panic stop a few feet from the face of her highly startled passenger.

And instead of ending my day as a hood ornament, I put it behind me and continued home. Even if I did have to resist the temptation to chase her down and employ a few choice expletives in explaining the necessity of watching for all road users.

So sometimes, it’s skill that gets us through the most difficult situations. Sometimes it’s luck.

And sometimes, it’s just topography.

……..

Cyclists help beautify the streets they ride in Glendale. A handful of voters pick traffic calming as the factor that would most make them more comfortable riding on a major street. Has it really been a year since the infamous Hummer Incident — and almost that long since we were promised a police report? LADOT explains the thought process behind the bike corral project, which will move forward to the full City Council. Stephen Box takes on the problem of bike parking, or the lack thereof. Not to mention the lack of bike planning in Metro’s new Westlake/MacArthur Park development. Benecia approves, then cancels, a competitive pro/am bike event scheduled for June. A new car technology could see you and brake in time even if the driver doesn’t. Riders love LaHood, but truckers don’t; well maybe not all truckers. A Boston biker gets hit by a red light-running…cyclist. A man in America’s most dangerous state for cyclists is seriously injured when his bike hits a parked truck, but he doesn’t. One of my favorite Cycle Chic writers asks if the government will embrace cycling, or do we all just have to be brave? A flawed new bike lane debuts in Baltimore. A pseudo Sarah Palin rides the Tour de Fat back in my hometown. It’s spring, when cyclists fight tourists for space on the Brooklyn Bridge; sounds like summer in Santa Monica. The Brooklyn Borough President — who travels in a chauffeured SUV— say NYDOT Commissioner Janet Sadik-Khan just wants to make life harder for drivers. But despite the recent tripling of New York’s bike lanes, only 5% of the city’s streets have them. A Brooklyn man faces criminally negligent homicide charges for running down a cyclist on Flatbush Avenue, which is in that other 95%. Police threaten to cut bikes from sign posts in Brooklyn. Debunking the biking myths in Spokane. Honestly, we shouldn’t have to envy Tucson this much. Biking the first and last mile. A Brit cyclist is fined £700 plus court costs after running a red light; of course, swearing at the police and trying to ride away didn’t help. Maybe bike training for constables isn’t such a bad idea after all. Maybe the best way to talk a grandmother into biking is tell her she needs a mobility scooter. The Four Season’s says ask your concierge about biking in Budapest.

Finally, the rookie NYPD cop who pushed a Critical Mass cyclist off his bike — then brought bogus charges against the biker — goes on trial in New York.

Category: General / Tags: , , , ,

Is it right to pass on the right? Or dangerous and illegal?

December 22, 2009 / / 8 comments

It’s a simple syllogism.

Passing on the right is illegal; I pass on the right. Therefore, I break the law.

Right?

Okay, so it’s not up there with Socrates’ classic hits, like “All men are mortal.” But that was the gist of a conversation that took place last week, in response to my comments about the recent TRL study showing drivers are responsible for the overwhelming majority of British cycling collisions.

A reader named Doug questioned how closely the British data actually correlates to Los Angeles, which is a fair question. While British drivers complain about the very same cyclist behaviors L.A. drivers do — and vice versa — we have no statistics to back us up.

Primarily because no one has bothered to do an in-depth study of cycling in this city — let alone an analysis of how and why cycling accidents happen and who is at fault.

But more to the point, at least in terms of today’s topic, he also complained about cyclists who run stop signs and red lights. And about riders who pass on the right.

Like I do. And like I often advise other cyclists to do.

Pass on the right, that is — not run red lights.

As Doug put it,

Splitting lines, by both motorcycles and bicycles, is legal in California. However, passing on the right is not, and that is very different. Certainly, a responsible cyclists knows that passing on the right is dangerous and should be avoided.

So who’s right?

From my perspective, you’re almost always better off at the front of an intersection, where you can be seen from every angle, than stopped in the lane behind a line of cars — where drivers coming up from behind may not anticipate the presence of a cyclist, and where you could be hidden from oncoming and cross traffic. And that often means working your way up the right side of the traffic lane.

There are other situations that seem to call for passing on the right, as well. Like riding in heavy traffic, where you can easily ride faster than the speed of the cars next to you. Or when traffic is stopped while you have a clear path ahead.

My justification for doing it is simple. CVC21202 requires that you ride as far to the right as practicable. So unless you’re actually riding in the traffic lane, you’re in a separate lane from the traffic next to you — usually the parking lane or a strip of pavement to the right of the actual traffic lane.

And according to the applicable traffic code, CVC21754, passing on the right is allowed “whenever there is unobstructed pavement of sufficient width for two or more lines of moving vehicles in the direction of travel.” In other words, if there’s a clear lane of travel wide enough for your bike, it’s legal.

Still not sure?

Look at it this way. Say you’re driving in the right lane on a four lane street, with two lanes of traffic in each direction. The cars in the left lane come to a stop while the lead driver waits to make a left turn. Does that mean you have to stop as well, even though you’re in the next lane? Or if the traffic to your left slows down, do you have to slow as well to avoid passing anyone?

Of course not.

If that happened, traffic would grind to a halt on virtually every street and highway in the country. And since the same laws apply for bikes as for other road users, if it’s legal for drivers, it’s legal for us.

But that was just my opinion — based on nothing more than the rationalizations of a highly opinionated, semi-analytical long-time cyclist. Then I read almost exactly the same arguments on cycling lawyer Bob Mionske’s Bicycle Law website.

But as Rick Bernardi’s column there makes clear, just because something’s legal, that doesn’t mean you may not still get a ticket for it. And you may not win in court, either.

The other question is, is it safe?

Only about as safe as any other maneuver on streets filled with sometimes careless and inattentive drivers.

Some drivers may not check their mirrors and blind spots before moving to the right, never considering that anyone else might want to occupy that same space.

Or operate under the mistaken assumption that it’s illegal for cyclists to pass on the right, and therefore, none would even try. Because, you know, drivers never do anything we think they’re not supposed to do, either.

So you have to be careful.

Keep a close eye on the cars on your left, watching for right turn signals or front wheels turned to the right, as well as cars slowly inching over or drivers turning to look over their shoulders. Always pass on the left side of a right turn lane. And never, ever pass to the right of a car that’s waiting to make a right turn.

But consider this. The recent landmark study of cycling accidents from Fort Collins, Colorado, listed passing on the right as a contributing factor in just one of 354 cycling collisions.

One.

In other words, about 213 less than the number of broadside collisions that occurred as a result of simply riding a bike across an intersection.

And I don’t know anyone who says that just riding across the street is dangerous.

Or illegal.

Category: Best of, Bikes & the Law, Streets and Infrastructure / Tags: , , , , , ,

Car vs. bike: New study says it’s probably not your fault

December 16, 2009 / / 13 comments

There’s been an epidemic of serious — and tragic — SoCal hit-and-run collisions lately.

Along with a rush to blame dangerous, law-breaking cyclists for nearly every impact and close call.

Talk about blaming the victim.

That’s why I was fascinated by a recent government sponsored study from Britain, which reached the surprising conclusion that drivers are responsible for the overwhelming majority of serious bicycle collisions. And that only a tiny percentage result from cyclists running red lights or stop signs — despite what you may have read.

Or at least, surprising to many who spend more time behind the wheel than on them.

Conducted by the Transport Research Laboratory for the UK’s Department of Transport, the study found that only 2% of collisions resulting in serious injury were caused, at least in part, by cyclists running red lights and stop signs.

Two percent.

Another 2% resulted from failing to use lights after dark; wearing dark clothing at night was cited as a potential cause in just 2.5% of crashes. In fact, a full 78% of all serious cycling accidents — those resulting in serious injury or death — occurred during daylight hours; 80% were on dry roads in good weather conditions.

So while ninja cyclists may be twice as dangerous as red light runners, even they pale in significance compared to those motoring down the street in their hulking, smoke-belching mechanical behemoths.

According to an article in the Guardian’s bike blog, the study found drivers solely responsible in 60% to 75% of all crashes involving adult riders, and cyclists at fault in just 17% to 25%.

In other words, a driver is three times as likely to be at fault in a cycling collision. And bear in mind that those figures are based on an analysis of official police reports — which are highly unlikely to be biased in favor of cyclists.

While the recent study of cycling collisions from Fort Collins, Colorado, found that broadside collisions were the most common form of cycling accidents, this study concluded that many riders’ greatest fear is justified.

Over 25% percent of urban riders were struck from behind, while 40% of collisions that didn’t occur at an intersection were strike-from-behind collisions. Not surprisingly, in most accidents the cyclist was struck by the front of the vehicle.

And just 3% of serious collisions happened in bike lanes.

Read into that whatever you will.

A few other key points:

  • 83% of serious cycling injuries involved a collision with another vehicle.
  • In cases when drivers were at least partially at fault, 56% failed to “look properly” — in other words, failed to see a cyclist who should have been visible — while 17% turned in a poor manner and another 17% were cited as careless, reckless or in a hurry.
  • When cyclists were found at least partially at fault, 43% failed to look properly, while 20% were entering the street from the sidewalk.
  • Cyclists were more likely to be injured on week days than weekends, and during both morning and evening commute times (6 am – 9 am; 3 pm – 6 pm).
  • Almost two-thirds of serious injuries occurred at or near intersections
  • The severity of injuries increased with the posted speed limit.

That last point brings up the findings of another recent study published in the medical journal BMJ.

Researchers found that reducing the speed limit to 20 mph in certain sections of London resulted in a 41.9% drop in serious injuries and fatalities, including a 17% drop for accidents involving cyclists. And interestingly, the rate of injury did not go up for neighboring streets where the speed limit was not reduced; in fact, it dropped 8% — suggesting that lowering the speed limit may cause people to drive more safely throughout the surrounding area.

Just more proof that passing the Safe Streets Bill, which would have ended California’s absurdist practice of automatically raising speed limits on streets where most drivers speed, isn’t just a good idea.

It’s absolutely necessary.

Of course, some might argue that the UK isn’t the US, and London isn’t L.A. — although the large number of Brit expats in this city offers a reasonable argument to the contrary. And Britain’s largest cycling organization has objected to the TRL’s conclusion that universal helmet use would save 10 to 15 lives in the UK each year.

But conflicts between drivers and cyclists seem to be a worldwide phenomenon, and aside from driving on the wrong side of the road, British drivers — and cyclists — don’t seem to be much different from those in America.

And that’s not always a good thing.

You can download a free PDF of the TRL study by clicking here; registration is required.

……..

Police release photos of a ballsy bike riding bandit who struck across the street from the new LAPD headquarters; maybe he didn’t know what that shiny new building was. Advice on defusing road rage through non-violence. Santa rides a bike throughout Los Angeles this year. LACBC celebrates a successful year of Car-Free Fridays with a Holiday Breakfast Ride this Friday. A Streetsblog reader offers a great suggestion to address cycling safety. A driver who killed an Anchorage, AK cyclist over a year ago while high on drugs is finally charged; evidently, justice delayed ≠ justice denied. Why not turn highways into bikeways? Just because you’re paranoid, that doesn’t mean they’re not out to get your bike. MIT cyclists get separated bike lanes. Evidently, the Safe Routes to School program really is working to keep children safer. Common causes of bike crashes and how to avoid them. Lance’s new carbon belt-drive single-speed bike. Finally, why is it socially acceptable to threaten cyclists? Why, indeed.

Category: General / Tags: , , , ,

Today’s ride, on which I vow to patent my cloak of invisibility

September 23, 2009 / / 9 comments

I’m not exactly a small man.

I stand six-foot-even, sans shoes, with a weight that clocks in on the plus side of 180, give or take. And today I was wearing a bright yellow jersey that just screams for attention. Which is kind of the point.

So it would seem the only reason someone wouldn’t see me is if they just didn’t want to. Yet somehow, three different drivers managed to miss me today.

And just barely, at that.

The first case was a classic right hook, as a driver passed on my left, then immediately cut back in front of me to make a right turn. Fortunately, I’ve learned to anticipate that possibility when a car passes me near a corner, so I was prepared for it.

A quick squeeze on my brakes to drop behind her, followed by a fast spin, and I found myself right next to her open window before she could even finish her turn. The only response I got was a startled look when I sarcastically yelled “Thanks for cutting me off!” before leaving her behind.

A few hours later, just a few miles from home, a driver passed me with less than a foot to spare after I’d taken the lane on a short downhill — nearly forcing me into the back of a parked car. I caught up to her at the base of the hill when she slowed for traffic, and said “You totally cut me off back there!” with all the equanimity I could muster under the circumstances.

Which admittedly wasn’t much.

And why I would revert to Valley-speak when ticked off is like, totally beyond me.

The speed and anger behind her response — “What’s your problem, a**hole!” — suggested she was probably mad before I ever said a word. Though whether at me or someone else, I have no idea.

So we traded insults until she turned off a few blocks later, mine in regard to her driving skills, or the lack thereof, and hers of a far more personal nature.

The last one came directly in front of my building, as I stopped at the stop sign and signaled for a right turn. But just as I started to go, a woman in a minivan pulled up on my left, rolling through the stop and angling right across my path.

Another right hook.

So I yelled until I finally got her attention, and she stopped directly in front of me. I asked — okay, yelled — “What am I, invisible?”, before making my turn and pulling up to my home, as she stared back at me with the sort of uncomprehending gaze I usually see only on sheep.

Not that we have a lot of those in L.A., but still.

Yet I can almost guarantee you that all three went home and complained about what jerks those cyclists are — especially Lance Armstrong wannabee Lycra louts like me.

And I can also pretty much guarantee that not one of them stopped to consider that maybe, just maybe, they’d actually done something wrong. Because most people just aren’t wired that way. Cyclists included.

It’s human nature to blame the other person. And yelling certainly doesn’t help matters any, although it’s hard to respond any other way when someone has just threatened your safety, intentionally or not.

So how do we communicate more effectively with drivers, to let them know that they need to drive more carefully around us — let alone how they can accomplish that?

Yelling doesn’t work. Gestures don’t work — at least not the ones we usually employ when threatened with motorized mayhem. A calm conversation can sometimes do the job, but that requires catching the driver long enough to talk.

And remaining that calm is a lot easier said than done.

And it’s not like most drivers read the sort of blogs where we discuss things like this. Although there was one notable exception — someone who seemed like a typical motorhead jerk at first, but turned out to be one of the classiest guys I’ve never met.

It’s also not like all drivers are that bad.

I couldn’t begin to tell you how many passed me safely or courteously waved me through an intersection today. It was a hell of a lot more than three, though.

But then, it only takes one bad driver to ruin your day.

Or your life.

………

We’re down to two candidates to replace Wendy Greuel following yesterday’s election in CD2. The Crenshaw Crush ride rolls this weekend through one of L.A.’s most fascinating and historic neighborhoods. Will Campbell counts bikes; I wonder if he counted himself while he was at it. How to dress for fall cycling — or winter riding here in semi-balmy SoCal — along with five essential tips for fall riding.  A fellow bike blogger compares biking accidents in Boulder, CO and Louisville, KY, and finds Louisville lacking. A writer in Charleston says the rules apply to cyclists, too, while an Aussie writer says we need to know the rules of the road. The Michigan Dept. of Transportation offers training in road design for bicycling; maybe we could send someone next time. Finally, Damien Newton, while waiting (patiently?) for the next Newton, reports that the LAPD is training campus police that riding in a crosswalk is illegal in L.A. Even though it isn’t.

Category: General / Tags: , , , ,

A quick word on bike courtesy. And safety.

September 10, 2009 / / 5 comments

It’s a lot easier to learn to ride fast than to ride well. And a lot of cyclists don’t ride nearly as well as they think they do.

I was reminded of that the other day, when I swerved right to avoid a car that was drifting into the bike lane. Only to nearly collide with another cyclist who was coming up on my right.

What he was doing there, I can’t say.

Maybe he was trying to pass on the wrong side. Or maybe he was drafting on me, trying to catch a break from the day’s unusually strong winds.

I don’t even know where he came from, whether he turned off a side street or somehow managed to catch up to me on a long uphill climb — though I can’t imagine how I could have missed anyone coming up from behind like that.

It doesn’t really matter. Because I had no idea he was there.

And that could have gotten us both killed.

Next thing I knew, he’d moved over and was drafting on my left. No greeting, no asking if that was okay. No acknowledgment that I was anything other than a rolling windbreak.

As a rule, I don’t mind letting someone draft, as long as they’re polite about it. But this guy already had two strikes against him. If he wanted to ride with me, he was going to have to prove himself worthy.

So I picked up the pace and kicked it up a couple gears. At 25 mph, he started dropping back, despite his expensive carbon bike; by the time I hit 27, he was over a block behind.

Then as I waited at the next intersection, he blew through the red light without so much as slowing down, forcing the cars on the cross street to jam on their brakes.

Strike three.

Fortunately, he made it through okay, as did the cars that braked to avoid him; if he’d caused an accident, I would have been first in line to testify against him.

Not because I hate guys on high-end bikes, or even cyclists who go through reds. I just hate jerks who put other people’s lives at risk.

So what did he do that was so wrong — aside from the obvious mistake of running a red light in traffic?

Let’s start with his initial position behind me on my right. That may be an acceptable position in the peloton, but it’s not okay in traffic. An experienced cyclist watches for oncoming traffic on the left. I look back over my shoulder every few seconds; the last thing I expected was someone coming up on my right, where there should have been nothing but curb and parked cars.

And that’s just as valid on the bike path as it is on Wilshire Boulevard.

Of course, he could have avoided any problems just by announcing his presence. While I listen closely for traffic coming up from behind, a well-tuned bike is virtually silent. So unless you tell another rider you’re there, he or she may never know until it’s too late.

A simple “On your left” or “On your right” — or “Passing left” (or rarely, “right”) — is more than just cycling courtesy. It’s a way to make sure another rider knows you’re there, and rides accordingly.

And that helps keep you both safe.

Finally, drafting on another rider without permission is more than just rude. (And yes, it’s very rude, because you’re making a total stranger do the hard work while you coast contentedly along.)

It’s also risky, because you have no idea how skilled the other rider may be — whether you’re the one drafting or being drafted.

Especially if the other rider doesn’t know you’re there.

………

A few hundred cyclists — excluding yours truly — got to ride with Lance through Griffith Park. Will Campbell questions whether he does enough as an advocate for cycling; no one else would doubt that for a moment. Victory, in terms of the Reseda Blvd bike lanes, is scheduled to be ours next month. A Long Beach cyclist takes life by the handlebars. A video from the Chicago Police Department says loud and clear, bikes belong. A Chicago rider questions why bike lanes are bad for driver’s expectations. A cyclist is hit by a car on a narrow bridge because cars are parked on the sidewalk. Interactive bike route mapping comes to Chicago, New York, Austin and… Louisville? Finally, keep your eyes peeled for a very cool, very small stolen bike; it looks like this in red. They used to hang rustlers around these parts…

Category: General / Tags: , , ,

Who is at fault in cycling collisions? And who decides?

August 27, 2009 / / 5 comments

Let’s go back to that buzzing incident with the garbage truck, in which the driver honked loudly as he passed me with only about a foot’s clearance.

What if I hadn’t managed to maintain control over my bike when the horn startled me? As I noted yesterday, I could have swerved to the left, which could have meant going under his wheels. Or I might have swerved right, where I would have bounced off the parked cars, and possibly been thrown back underneath him.

So who would be at fault when the police filed their report?

Would it be the driver who passed too closely, honking his horn in a threatening manner, or the cyclist who responded by losing control and colliding with the truck?

Or would they decide it was just one of those things, and no one was really to blame?

Or take today’s ride, when I was nearly right-hooked by a truck driver who passed me on the left, then made a right turn directly across my path — while I was still beside him.

Fortunately, I try to anticipate such things. So I grabbed my brakes, dropped behind him, then passed him on his left before he could even finish his turn.

But what if I hadn’t?

What if I’d collided with the truck? Would he be at fault because he turned into my path? Or would it be my fault because I hit him?

The law suggests the driver should be at fault. Yet when a Baltimore cyclist was killed recently in collision just like that, the police determined that he was at fault — evidently they felt it was his responsibility to somehow avoid the truck that cut him off.

According to the San Francisco Chronicle, Bay Area cyclists are responsible for twice as many bike vs. motor vehicle collisions as drivers are. The same article quotes statistics from the California Highway Patrol, which found cyclists responsible for nearly 60% of all statewide cycling fatalities.

Yet a recent study by a Toronto physician found that cyclists were only responsible for less than 10% of local collisions.

So are Canadian cyclists really that much better than California riders? Or does the problem actually rest with who is analyzing the data — and investigating the accidents?

Do you really have to ask?

The problem isn’t that police hate cyclists, despite common perceptions in the cycling community. It’s that most officers receive little or no training in bike law — and none in the mechanics of cycling or investigation of bike accidents.

That’s not just my opinion. Consider this recent quote from a retired police officer:

In virtually every state, bicycles have most of the same rights and responsibilities as motor vehicle operators. Many officers don’t seem to know, or care, that they do. Training in bicycle traffic law is virtually nonexistent in police academies and crash investigation courses.

Unfortunately, many serious road cyclists know and understand traffic laws regulating bicycles far better than most street cops. Officers who have received quality bike patrol training, such as the IPMBA Police Cyclist™ Course, have been trained in the legal status of bicycles in traffic, proper and legal lane use, and other pertinent provisions.

When investigating a bicycle-vehicle crash, it may be a good idea to involve a trained bike patrol officer to help get a comprehensive perspective as to the bicycle-related factors and conditions involved. Criminal charges may be warranted. An officer knowledgeable in bike law could be a victim cyclist’s best advocate, or a legal opponent, providing the details for fair prosecution.

The simple fact is that the operation and mechanics of bicycles are different from that of motor vehicles. And unless the investigating officer understands that, he or she won’t be able to accurately determine how the collision occurred and who is actually at fault.

Like the infamous downtown Hummer incident, in which the investigating officer concluded that the cyclist hit the SUV, even though the rear of the bike was damaged and the rider was thrown forward — suggesting that he somehow backed into the other vehicle.

Or my own case, when I was struck by a road-raging driver while stopped at a stop sign. Yet the investigating officer chose to accept the driver’s explanation that I had run the stop sign and fallen while making a right hand turn, even though that would have meant falling to the left while leaning into a right turn — something an officer who rides, or who was at least trained in cycling, would have understood was virtually impossible.

Then there’s the fact that in a car/bike collision, the driver is usually unhurt, while the cyclist can be seriously injured or worse. Which means that the police often hear just one side of the story.

Maybe that’s why, in virtually any repot of a collision at a controlled intersection, you’ll hear that the cyclist ran the red light or stop sign — never that the driver ignored the rider’s right of way or ran the signal themselves.

That also could explain why so many drivers involved in hit-from-behind collisions claim that the cyclist darted out in front of them without warning. Never that the driver was distracted or failed to see the rider in the first place.

In fact, many cyclists refer to that type of collision as an SWSS — Single Witness Suicide Swerve — because the frequency of such collisions would suggest that there must be a lot of death-wish cyclists out there.

That’s not to say cyclists are never at fault. I’ve seen enough riders attempt to pull off stupid life-risking stunts — myself included — to know that’s not true.

But the simple fact is, every cyclist is, and will remain, a 2nd class citizen on the streets until all police officers are trained in bike law.

And every bicycle-involved collision is investigated by an officer who understands the physics and realities of cycling.

………

Next year’s LA Bike Tour won’t be held in conjunction with the new Stadium to the Sea L.A. Marathon. Efforts are underway to ban cars from the annual bike-banning Festival of Lights instead. Where do I sign up? Streetsblog notes the anger over new bike lanes in Santa Clarita, where some residents feel ambushed, while others fault the design. Bike thefts are up across the country, including Downtown L.A.; some victims are using social media to get them back, Lance included. Even with the current budget cuts, Elk Grove gets state funding for a new bike overpass. Minnesota artists create bike racks that salute their Scandinavian heritage. Lebron James leads local kids and cyclists in a charity bike ride; so when can we expect the first annual Kobe Bryant Bike Classic? Even bike-friendly Portland suffers from the fatal hit-and-run plague. Cyclists roll by in a Chinatown bike lane as a NY politician holds a press conference to claim no one ever uses it. Finally, an 81-year old Welsh paperboy has his bike stolen while one of his customers thanks him with a piano recital.

Category: General / Tags: , , , , , , , ,

Speaking of falling: A brief word about helmets

August 6, 2009 / / 3 comments

I see it just about every time I ride down by the beach.

A few cyclists will be riding bare-headed along the bike path, with their helmets slung casually under their handlebars or clipped onto a rack.

Of course, if you’re not planning to wear your helmet, it’s easier to just leave it at home. So I can only assume that they ride to the beach wearing their helmets, then take them off once they get there, where they feel safe. In fact, I’ve watched riders do exactly that.

The problem is, they have it backward.

Don’t get me wrong. I’m a huge believer in wearing a helmet. And I’m firmly convinced — as were the neurologist and trauma team that treated me — that I might not be writing this now if I hadn’t been wearing one during the infamous beachfront bee encounter. Which, by the way, occurred on the very same bikeway these other cyclists seem to feel so confident in riding sans helmet.

The problem is, bike helmets are most effective in slow speed accidents — the kind that are more likely to occur on an off-road pathway, as opposed to surface streets where both bikes and cars tend to move at much higher speeds.

In fact, bike helmets are designed to provide full protection from brain injuries at speeds up to just 12.5 mph, while reducing the severity of such injuries at speeds up to 20 mph. If you get hit by a car, there’s a good chance it will be going a lot faster than that.

Just to be clear, the standards reflect the speed at which your head strikes the pavement, not the speed you’re riding or the speed of the vehicle in the event of a collision. But until someone overturns the laws of physics, speed of movement will continue to have a strong correlation to speed of impact — the faster you’re going or the greater the force of a collision, the greater the force with which you’ll strike the pavement.

Helmet advocates frequently cite a landmark study showing that helmets reduce the risk of head injury up to 89% (and let’s note that helmets only protect your head from injury; they do absolutely nothing to protect other body parts, nor do they do anything to prevent collisions).

However, a re-evaluation of that study showed a 69% reduction in head injuries and a 74% reduction in severe brain injury. Other studies have shown significantly lower results.

There has also been one study showing that helmets can actually increase the risk of a collision, because drivers may give a wider berth to cyclists wearing helmets than riders without. This has lead some cyclists to believe that they are actually safer riding without a helmet than with one.

Of course, the problem with that — even if it is correct — is that the overwhelming majority of bicycle accidents don’t involve other vehicles. You are far more likely to be injured by losing control of your bike, for whatever reason, than you are by being hit by a motor vehicle.

None of this is to suggest that you shouldn’t wear a helmet; rather, my point is that if you’re going to wear one — and yes, as long as you’re an adult, the decision is up to you — you should always wear it, even in situations where you feel safe and think it’s not necessary.

I am, thank God, living proof to that.

But don’t rely on it to keep you safe in traffic. That’s not what it’s for.

You’re far better off improving your riding ability. And developing the skills you need to avoid a collision.

……….

Westside bike co-op Bikerowave has a new home on Venice Blvd. Could this be the beginning of a beachside Bicycle District? The Times reports on this weekend’s Brentwood Grand Prix, while LAist reports on a woman who says what she really thinks about Brentwood and greater L.A. Damien Newton asks, when it comes to biking — and driving — who teaches the teachers? The Examiner examines what the LACBC is up to these days, and recommends some riding routes around the city. A Florida bicyclist is the victim of a drive-by hit-and-run, while riding on the sidewalk. A writer reminisces about his childhood biking days, then concludes that bikes and cars don’t belong on the road together. Finally, the U.K.’s Guardian reports on cyclists who wouldn’t be caught dead wearing Lycra, and notes that biking does not make you a saint.

Category: General / Tags: , , ,

Always keep the rubber side down. But be ready, just in case.

August 4, 2009 / / 6 comments
You got to learn how to fall before you learn to fly
And mama, mama it ain’t no lie
Before you learn to fly, learn how to fall.
— Paul Simon, Learn How To Fall

A few decades back, I lived down in San Diego before I moved up here to L.A.

One Sunday morning, I got up bright and early for a quick spin along the beach. The early hour meant I had the bikeway all to myself — no cyclists, no pedestrians, no tourists — which allowed me to get up a good head of speed as I circled the bay.

Without warning, a small boy burst out of a beachfront cottage and darted across the path just feet in front of my wheel. There was no time to react, so I instinctively laid my bike on its side; I remember thinking on the way down that this was really going to hurt.

And it did.

But it worked; he walked away without a scratch. And I rode home with road rash and a broken arm, and only his parents gratitude to numb the pain.

I’ve been thinking about that lately because of a recent comment I received. The writer objected to my suggestion that sooner or later, every cyclist can expect to fall, and said that rather than offering tips on how to fall, I should offer advice on how to avoid falling.

Fair enough. But then he added something that has bothered me ever since:

…To that end, I would like to offer my advice for riders: Do not ride your bike where there is any chance to falling.

Which leaves me wondering just where exactly that would be.

Over the years, I’ve fallen in a lot of places, for a lot of different reasons. I’ve fallen after catching a wheel in a cattle guard, and after sinking six inches deep into loose gravel that hid a pothole. I’ve been knocked off my bike by a big friendly dog, and by drunken frat boys who intentionally doored me.

I’ve been forced into loose sand by careless pedestrians, gone sideways because I couldn’t clip out of my cleats, and flipped over my handlebars due to my own carelessness. I’ve been a victim of road rage, and of a massive swarm of bees that suddenly materialized without warning — an event so random that it might as well have been an alien abduction.

I’ve fallen when I was riding straight and when I was turning, going fast and going slow, and been knocked over when I was standing still.

If you can find a common thread there, you’re a lot better at this sort of thing than I am.

Experience tells me you can minimize the risk of falling, but never eliminate it entirely. You can ride slower. You can ride more cautiously. You can avoid busy streets, rough roads and crowded areas.

But the fact remains that a bike is, by it’s very nature, an inherently unstable vehicle. It wants to fall over. And it is only the skill of the rider that keeps it from doing so more often.

As I’ve developed more skill as a rider, I’ve learned what to look out for, and improved my ability to react.

But the only place I know where there’s no risk of falling is in my apartment in front of the TV, with the bike locked onto my ancient mag trainer. And that’s assuming that there isn’t an earthquake.

So sure, minimize the risk. Ride wherever and however you’re comfortable. Do everything you can to keep the rubber side on the road.

But be prepared for the alternative, just in case.

After all, even he falls every now and then.

………

Stephen Box comments on separate but unequal cycling infrastructure, and getting run out of town. Actor Shemar Moore is injured after being hit by a car while riding in Los Angeles; Damien at Streetsblog takes the mainstream media to task for trivializing the story. Ever wonder what happens to bikes left on transit systems? Me neither. Evidently, some people in Columbia, MO think the law should be changed to make it legal to harass cyclists again. Wired wonders if bikes should be treated like cars. A dead cyclist is found laying next to his bike on a Colorado overpass, with no evidence to explain what happened. A Las Vegas paper reports on a story so rare, it merits full coverage — a cyclist commuting to work by bike. Tucson Bike Lawyer barely avoids a wrong-way cyclist while driving. A Kentucky man kills a triathlete on a closed course and drives off with the bike still embedded in his windshield. And finally, in case you ride around that area, my friend at Altadena Blog offers a map to help you avoid cute, cuddly cartoon bears.

Category: General / Tags: , , , ,

How to play in the street — Part 3: when not to ride

July 3, 2009 / / Comments Off on How to play in the street — Part 3: when not to ride

One more quick thought before we call it a day. Or a week.

Tomorrow marks the one year anniversary of the infamous Mandeville Canyon brake check, in which the good doctor sent two cyclists to the emergency room — a crime for which the accused has yet to be tried.

And it marks a full week after the L.A. Wheelman’s Grand Tour, in which Rod and Christian Armas were struck by an allegedly intoxicated hit-and-run driver, resulting in the death of the father and severe injuries to the 14-year old son.

Holidays offer a great opportunity to ride, but the risk on the roads remains, and often increases as more people hit the streets. Other people are likely to be focused on things besides the road and who they’re sharing it with — and just as likely to be frustrated by the traffic and crowds, and ready to take it out on the first innocent person who gets in their way.

Which could very well be you.

Add alcohol to the mix, and you’ve got a recipe for disaster.

My rule of thumb is to ride early in the day on holidays, especially ones that traditionally involve drinking — Christmas Eve, New Year’s Eve, St. Patrick’s Day, Memorial Day, Labor Day. And yes, the 4th of July.

Get out, ride, enjoy yourself. Just get back home before the crowds and traffic get out of control, and the people who’ve spent the day drinking decide to get behind the wheel.

And while riding a bike is a great way to glide past the inevitable traffic jams before and after the fireworks, be extra careful as you make your way through the streets tomorrow night. Wear bright clothing. Use every light, flasher and reflector you can find. And watch out for drivers who may not be watching out for you.

Because it only takes one mistake to ruin the celebration.

And I need all the readers I’ve got.

……….

Brayj takes the mayor to task for not putting his environmental money where his mouth is. Bob Mionske questions what good is a bicycle safety law if the police won’t enforce it. UCI releases confusing new equipment rules for the racing community. Evidently, the Twilight heartthrob knows his way around a bike, at least when it comes to walking it. San Francisco offers the 2009 bicycle plan — one that actually works, unlike some cities we could name. Idaho adds an entire section on cycling to the new driver’s education manual, while Boise creates a bike safety response team in reaction to a recent rash of deaths. A Colorado letter writer argues that bikes should pay a registration fee or be banned from narrow roadways. Finally, this year’s Le Tour kicks off Saturday, and for once, Lance isn’t a favorite.

Category: General / Tags: , , , , , ,

How to play in the street — Part 2: riding defensively

July 2, 2009 / / Comments Off on How to play in the street — Part 2: riding defensively

Defensive riding means a lot more than just learning where — and where not — to ride.

The key is accepting that you can’t control what anyone else on the road is going to do. But there simple steps you can take to influence the situation and be prepared for whatever might happen. And help ensure that every ride is fun, safe and enjoyable.

Be bright

These days, bike shops are full of throw-back style jerseys in muted blacks and earth tones. But you will never, ever see me wearing one, no matter how stylish it may be, because what you wear on top makes a big difference in whether drivers actually notice you. Bold patterns and brilliant colors get more attention, and fire truck colors — bright reds, yellows and whites — work best. And oddly, my blue jersey seems to make me invisible.

Be seen

Always be aware of your position on the road — especially near intersections — to ensure that everyone on the road can see you. For instance, riding behind a large vehicle makes you invisible to oncoming traffic, and dramatically increases the risk of a car turning into your path without knowing you’re there. So either speed up to pass it, or slow down to increase the gap and make yourself seen. Always stop at the front of an intersection if you can do it safely. Never, ever ride in a driver’s blind spot. And follow this rule of thumb: if you can’t see the driver, assume the driver can’t see you.

Be obvious — especially after dark

Last fall, I found myself working onsite at a client’s office and driving home after dark every day. One evening, I saw a cyclist up ahead wearing a reflectorized orange safety vest and lit up like a Christmas tree with lights, reflectors and flashers. I thought he looked ridiculous. But the key is, I thought so from nearly three blocks away. And as I passed — safely, I might add — I realized it wasn’t about how he looked; it was getting home in one piece.

Be predictable

One of the biggest complaints drivers have is that they’re never sure what a cyclist is going to do — which is pretty much the same complaint we have about them. But while can’t change them,  we can try to be more predictable ourselves. Ride in a straight line. Signal for turns. Stop for red lights and stops signs if there’s anyone else at the intersection. Observe the right of way. (First one at the intersection goes first, in a tie, the one on the right has right of way; through traffic goes before turning traffic — unless traffic signals indicate otherwise or some jackass insists on going anyway.) And always, always, always look over your shoulder and signal before moving into the traffic lane.

Be human

It’s human nature to distinguish between ourselves and others, and to use those differences as justification to blame them for whatever problems we may perceive. Which is exactly how many drivers respond to cyclists (and vice versa, unfortunately). The way around that is to treat drivers like human beings, and encourage them to see us the same way. So smile. Make eye contact. Nod or wave to indicate they can go, or thank them for letting you go first. It may not seem like much, but the rewards can be enormous — for you and for the next few riders they meet.

Watch out for squeeze plays

The other day, I was riding through San Vicente in Brentwood, where the bike lane stops and it becomes a Class 3 bike route. As usual, I rode at the edge of the right lane, just outside the dooring zone. When traffic backed up, I glided past the slower cars, but as I passed one car, it seemed to inch almost imperceptibly towards the parked cars — and me. So I watched closely, and sure enough, he drifted right as he prepared to turn at the next corner. I squeezed my brakes and dropped behind him, unsure if he even knew I was there. If I hadn’t seen it, I would have been a car sandwich. And I only saw it because I was watching for it.

Turn signals lie

My junior high football career lasted one season before I blew out my knee, but one thing I learned has stuck with me ever since. If you want to know where your opponent is going, don’t watch his body, because bodies lie. Watch his feet instead; he’ll go wherever they do. The same holds true for cars. Don’t be fooled by a turn signal — or the lack thereof. Many drivers don’t signal until the last minute, if at all. Or they may signal one way, then swerve the other. So watch their wheels, because the car will go wherever the wheels point. Just watch closely, because they sometimes change their minds.

Always expect the unexpected

The single biggest problem with cycling is that virtually everyone else you encounter on the road will be human. And humans do stupid things. So as you ride, keep an eye on the traffic and parked cars around you, and imagine the dumbest possible thing the other driver, dog, pedestrian or, yes, cyclist could do. Then mentally anticipate and prepare for it. Nine times out of ten, it won’t happen. But that tenth time, when they do it — or something just as dumb — you’ll be ready. And that just might make the difference between getting home safely, and not getting home at all.

………..

Flying Pigeon notes L.A. has discovered Cycle Chic, while the NY Times questions whether fashion keeps women from riding (as my sister likes to point out, spandex is a privilege, not a right). Alex tries to get the Westside dancing. Mickey Wally continues his cross country ride somewhere in Pennsylvania. Manhattan Beach installs a new bike sculpture. Streetsblog discovers higher bike funding in the Metro budget. LAist reports on the new bike hitching posts sprouting around town. L.A. Creek Freak covers ground breaking for the L.A. River bikeway extension. I ran into bees on the beach; an Austin rider flips over a bunny. The WSJ notes cyclists are demanding respect from our government, while the LAB keeps tabs on who’s talking trash. A Florida cop responds to insults by slashing a homeless riders tires. A Fresno rider is murdered for his bike. And finally, a driver in Iowa knocks a rider off his bike, then rushes him to…an auto parts store?

Category: General / Tags: , , , ,
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