No time of the crash, or any other information is available at this time.
There are two intersections for De Soto and Burbank, as the street jumps a block north before continuing; no word yet on exactly which one the crash occurred on. However, there appears to be bike lanes on either side of De Soto.
Hopefully we’ll have more information soon.
This is the 13th bicycling fatality I’m aware of in Southern California, and the sixth in Los Angeles County. It’s also the fifth in the City of Los Angeles.
A ghost bike will be installed at 9 pm tonight.
Update: According to a source with the LAPD, the crash took place at the south intersection, directly in front of Kaiser Medical Center, as Montero was crossing De Soto headed east, where the crosswalk would be if one was painted.
The driver reportedly shifted to the right lane, and accelerated through the intersection as soon as the light changed, catching Montero before he could get across the street.
No information yet on who may be at fault or any possible charges.
Update 2: The Los Angeles Daily News says the crash occurred around 11:40 am Sunday. He died about an hour later after being taken to a local hospital.
Police are investigating the timing of the traffic light, as well as the speed of the driver.
Montero was riding with a friend, who was unharmed.
Photos from GoFundMe page
Photo by Steve
My deepest sympathy and prayers for Sebastian Montero and all his family and friends.
Thanks to Steve and Zachary Rynew for the heads-up.
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Or just repeal a stupid, outdated and deadly law.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.
Maybe you somehow managed to miss the multitude of new stories over the weekend about the allegedly stoned driver who managed to plant his car on the second floor of a dental shop in Santa Ana.
No, really.
According to reports, the driver, who hasn’t been publicly identified, hit a center median with enough force to launch his car into the air, across three lanes of traffic, and embed it into the wall of the shop while still gaining altitude.
The inevitable question of how fast he had to be traveling to launch his car with such force is only partially answered by security camera footage.
As well as the view from an oncoming bus that was nearly taken out by the airborne ballistic automobile.
But at least that one seems to have stuck to the ground.
Top photo from Orange County Fire Authority. Thanks to Erik Griswold and Wes Salmon for the heads-up.
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Pot, meet kettle.
It’s long been common knowledge, among drivers at least, that people who ride bicycles are a bunch of reckless scofflaws who pay no attention to the law.
Never mind that even the most reckless bike rider is primarily a danger to him or herself, while a reckless driver is a danger to everyone around them.
That should have changed a few years ago, when a study from the University of Colorado showed that drivers and bike riders broke the law at nearly the same rate — 8% to 9% for drivers, and 7% to 8% for bicyclists.
As well as a follow-up study that showed when drivers broke the law, they did it for convenience, while people on bikes did it out of concern for their own safety.
Except that the both studies were greeted with crickets by the mainstream media.
Let alone the motoring public.
Now another study has shown virtually the same thing.
In the end, the results indicated that cyclists were compliant with the law 88 percent of the time during the day and 87 percent of the time after dark. The same study determined that drivers who interacted with the study subjects complied with the law 85 percent of the time. In other words, drivers were slightly naughtier than the cyclists—even without measuring speeding or distracted driving.
In a conversation with three of the researchers who conducted the study, I asked if they had any insight into why the findings vary so significantly from public perceptions about scofflaw cyclist behavior. “Many drivers simply don’t know the rules that concern people on bikes,” says Cong Chen. “About how much space to give cyclists, for instance, or when riders should get the right of way.”
The study also offers suggestions on how to improve safety.
In any case, based on the study findings, the researchers offered a number of recommendations to help mitigate the frighteningly high rate of close calls. For infrastructure improvements, they suggested wider and protected bike lanes; reflective green markings on bike lanes; improved lighting on roadways that see significant bicycle traffic; and so-called “through lanes,” which reduce conflicts between bicyclists and turning vehicles at intersections by letting riders be safely positioned before cars turn. “Based on what we saw and measured, we recommend measures that promote separating more than sharing,” says Kourtellis. “We think creating buffers between cars and bikes is smart.”
But once again, don’t bother trying to find any mention of the study in the mainstream media.
Evidently, dispelling a widely held misperception too often used to demonize people on bicycles just isn’t news.
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Speaking of demonizing bicyclists, one Aussie rider caught skitching — holding onto a moving vehicle to hitch a ride — is used to attack everyone who rides a bike for wanting “extra rights” on the road.
Never mind that most bicyclists haven’t done that, and never will.
And the only extra right we want is the right to ride a bike, and get home in one piece.
Los Angeles County’s outgoing Health Services director says he didn’t expect to fall in love with LA after moving here from San Francisco, but riding his bike to work from Hancock Park to DTLA certainly didn’t hurt. Thanks to Megan Lynch for the heads-up.
Repaving started this past weekend on 6th Street between La Brea and Fairfax to prepare it for the half-measure safety improvements pushed through by Councilmember David Ryu, against the wishes of local residents who were fighting for a road diet. Any hope that the road diet might go through died following the fiasco in Playa del Rey, where recently installed road diets were yanked out after an outcry from motorists.
The latest Bike Talk podcast features John Russo and Karla Mendelson of Keep LA Moving, who successfully fought to have the Playa del Rey road diets removed, and want to halt any future lane reductions in the city.
You never know what you might find while riding your bike. Like a boa constrictor with a broken jaw on the side of a Bay Area highway. The good news is, the snake has fully recovered.
An Oregon town posts a sign telling drivers not to text and drive, in honor of a 16-year old boy who was killed by a texting driver while riding his bike. Which will undoubtedly cause every driver to put down their phones. If they even bother to read it.
Just a year after finishing a seven year, 43,000 mile around-the-world bike tour, an English man is planning to set a new record by riding across Europe in less than 20 days.
A British father shares gruesome photos of his son after the boy crashed face-first into a brick wall, saying it’s a reminder to always wear a helmet. Which might have actually helped, but only if he’d worn it over his face.
An Aussie woman says she deserves a reduced sentence because the bike rider she left bleeding on the side of the road while driving high on ice didn’t die, but merely suffered permanent, life changing injuries.
South African cyclist Louis Meintjes learned the hard way to put on sunscreen under his mesh jersey. I once ended up with the Canari logo tanned onto my back after wearing my favorite jersey a little too often.
Traffic safety advocates already know that speed kills.
One of the basic tenets behind Vision Zero states that a pedestrian — or bike rider — hit at a speed of 20 mph has a far greater chance of survival than one hit at 40 mph or higher.
That something ranges from automated speed cameras — currently illegal in California — and cars that alert drivers when they’re exceeding the speed limit, to a national anti-speeding campaign and changes in how speed limits are set.
And yes, it also includes the sort of lane reductions that have been much maligned in Playa del Rey and Mar Vista. Even though they’ve proven hugely successful in improving safety and revitalizing Santa Monica’s Main Street and York Blvd in Northeast LA.
So, increasingly, traffic engineers are trying to design roads that reflect the needs of all users, not just motorists. “The design of a facility can help send the message of what the proper speed is and encourage people to drive at that speed rather than a faster speed,” Lindley says.
The NTSB report did not explore the issue of road design, and that’s a missed opportunity, says Atherton, the director of the National Complete Streets Coalition. “You have to pair speed limits with physical traffic-calming measures for them to be effective,” she says. “Just lowering the speed limits is insufficient.”
One of the NTSB commissioners asked the agency’s researchers during their presentation why road design wasn’t emphasized in the report. One of the authors said that other publications, like street designs by the National Association of City Transportation Officials (NACTO) and the Federal Highway Association already explained in great detail how to improve road design to improve safety.
The people fighting to have the lane reductions ripped out insist they’re not anti-safety.
In which case, they need to step up and work with those who have already been focused on improving traffic safety, rather than just standing in the way of community-driven improvements.
Yet they still get it wrong when they say that bicyclists have to use bike lanes when they’re available, but fail to point out that bike riders can legally ride on any public street, with or without a bike lane or sharrows, with the exception of some limited access freeways.
Or that bicyclists are legally allowed to ride in the center of the lane on any right-hand lane that’s too narrow to safely share with a motor vehicle. Which is the case on most of the roadways in LA County, and many in the rest of Southern California.
Although nothing says riders have to take the lane if they’re not comfortable there. Even though riding to far right increases the risk of unsafe passing by motorists.
And if bicyclists are traveling with the speed of traffic, they can legally ride anywhere on the road they damn well want to, as long as they travel in the direction of traffic.
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A new experimental film dropping this weekend paints a portrait of Southern California’s Cryptic Cycles, award winner at the 2016 North American Handmade Bicycle Show.
The trailer below offers a first look at what the filmmaker describes as “the unique handmade build process of crafting a one-of-a-kind carbon fiber bike frameset and the amazing feeling it gives you on your first ride.”
Plans for safety improvements on North Figueroa are on hold, as Roadkill Gil Cedillo attempts to block any road diets in his district without his prior approval. Which would simply codify the virtual fiefdoms councilmembers currently enjoy in their districts, but for just him.
A smart essay on the Los Angeles Walks website says Vista del Mar offers a sad but instructive lesson for LA, and calls for more productive conversations to ensure pedestrians are protected.
A Florida business is raising funds to build a new custom bicycle, compete with speakers, for the town’s “bike man” after his was destroyed in a collision that left him hospitalized.
This is why so many people hate lawyers. A Florida attorney blames the hospital for a bicyclist’s death, even though the victim wouldn’t have been there if his client hadn’t dragged the man under his car for two miles following a collision, then dumped him into a trash bin.
As cyclists, we often have no choice but to share the road with drivers. It’s risky enough on streets where there’s just a small disparity in speed — where drivers pass by at 30 mph, for instance, while you ride along at your own speed, whether that’s 12 mph or 20 mph.
But that risk increases dramatically as speeds rise, and the disparity between your speed and that of the cars rushing up from behind grows. Drivers have less time to see you, and less time to react.
And you have a lot less time to get the hell out of their way if anything goes wrong.
The potential for serious injury goes up, as well, with every mile per hour in speed differential. Because the faster a vehicle is traveling, the more damage it can do if it hits anything. Or anyone.
You see, current California law allows the police to use radar to enforce speed limits on the streets. While that might seem like a problem if you’re behind the wheel, trying to push the speed limit by 5 or 10 mph to get to your destination a few seconds faster, it’s actually a good thing — enforcing the speed limits makes the roads safer for everyone.
The problem is the Faustian bargain that cities have had to accept in order to use that radar.
One of the conditions the state requires in order to use radar guns is that cities have to conduct a study every seven years to evaluate speeds and traffic conditions.
If that study shows that most drivers go over the speed limit on a given roadway — which most drivers do — they can be forced to raise the speed limit, whether or not that’s a good idea. And regardless of what effect that might have on local neighborhoods, as previously placid surface streets are slowly turned into speedways.
It’s not a big change. But it’s one that could do wonders to preserve our neighborhoods, and the lives of people just like you.
And me.
Bike Safety Advocates Stephen and Enci Box, along with other members of the Bike Writers Collective — the group behind the recently passed Cyclists’ Bill of Rights — are working to help pass this important bill.
As part of that, they’re asking everyone to write letters in support of it, which they will deliver to the Assembly in person at an upcoming hearing in Sacramento. Fellow blogger Ron Kaye, former editor of the Los Angeles Daily News, has already written his — as well as providing a link to a fact sheet about the bill — and I’ll be writing one in the next few days myself.
And I hope you will, too.
You can email your letter to [email protected]. And I’m sure Ron wouldn’t mind if you wanted to use his as an example. Or if you asked all your friends to write one, as well.
Because your safety, and mine, could depend on it.
You can read more about this bill, and the Box’s upcoming lobbying trip in support of it, at Stephen Box’s blog, as well as at the blog Brayj Against the Machine — both of which you really should be reading, if you don’t already. And learn more about the problem at City Watch.
