Just 48 days until LA fails to meet its Vision Zero pledge to eliminate traffic deaths by 2025.
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We have a time-sensitive matter to discuss.
The Santa Monica City Council is going to address a motion to accept a $300,000 grant from the Office of Traffic Safety as part of their pro forma consent calendar at today’s meeting.
The purpose of the grant is to fund more Bicycle and Pedestrian Safety Enforcement Operations by the Santa Monica Police Department, in which officers ticket anyone who commits a violation on the road that could endanger vulnerable road users.
But as you’ll see below, that isn’t always enforced equally, fairly or equitably.
Longtime Santa Monica bike advocate and former LACBC Board Member Dr. Michael Cahn wrote the following open letter to the council, calling attention to the windshield bias and other problems inherent in these operations.
So I’m going to step aside, and let Dr. Cahn do the talking today.
You can do some talking of your own by contacting the Santa Monica City Councilmembers prior to today’s 5:30 pm meeting, to call for fairer police enforcement in bike/ped safety operations before approving Item 5D — particularly if you live, work or ride in Santa Monica.
And if you’re one of those unfortunate bike riders who was ticketed in one of the previous operations, they especially need to hear from you.
We’ll be back tomorrow, as usual, to catch up on anything we missed today.
They used to be awarded for Pedestrian and Bicycle Safety, and they were always conducted “through the windshield”. The motto was: Drivers are driving, now let’s keep the pedestrians and cyclists out of harm’s way. To do that we must ticket them when they ride their bikes on the sidewalk, we must educate them to cross at the intersection.
There is a big monster in town, it is called vehicle traffic, and it will snap a pedestrian, a cyclist here and there. The main job of SMPD Traffic Division is to keep the monster rolling through town, and keep those who use the streets without a license plate out of the path of this dangerous beast. Not exactly the best way to address the source of the danger, methinks.
It does not look good when an SMPD Sergeant is parked at the intersection and ignores how this Prius endangers the pedestrian in the crosswalk (Montana):
All photos by Dr. Michael Cahn
But the cyclist on the sidewalk is quickly found and stopped and “enforced”:
Sometimes crossing the intersection without a green light is safer for the cyclist, but the officer only cares about the rules:
SMPD knows that riding bicycles on Lincoln Blvd is hairy, so they do it on the sidewalk:
But the black kid is being hassled for doing the same — riding his bicycle on the sidewalk on Lincoln:
We all sometimes think cars can not be avoided. Our police force, too, is fully subscribed to this attitude. We once had a transportation management division in this city, but how do you manage the king of the American road? The car is in charge, but CicLAvias and other open streets events come and go.
And yet, we must manage and challenge all this driving. We must do less of it, and we must do it less often. And the SMPD, too, must project this goal of less driving. One way to do this is to contradict the idea that driving is always necessary (it is not), that we all drive (we do not). Imagine the citywide moment of education and insight that would happen if our own police department challenged the poison of motonormativity. Encourage the SMPD to challenge the notion that driving is the default. Let’s see these officers on their bicycles enforcing the law on Wilshire, for a change.
Yes, they do ride their bicycles on the beach path, but are they big and strong enough to do it in town? In town the bicycles are transported on the back of a car.
Chicken anybody?
SMPD avoiding ride bicycles on city streets (“we are not crazy”):
Every time the SMPD is not riding a bicycle in traffic, it gives us cyclists the sense that we are just a crazy suicidal minority. And it gives all the drivers out there the same message: Crazy cyclists. What we need from them is to share the road with us on a bicycle, and to bring their authority and their uniforms and their tickets to the bike lane, and to deal with the drivers parking on the bike lane, turning without indicating, overtaking dangerously, ignoring crosswalks, opening doors without looking. This should be part of the 300K grant from OTS!
You want safer streets in Santa Monica? Put your officers on bicycles and let them ride up and down Wilshire, up and down Lincoln. That is where the education and the enforcement needs to happen. Enforcement of our drivers, the single most dangerous road participants
You know you want to do it, just see how you imagined the SMPD as an all terrain mountain cyclists force. No road chickens here.
Please make approval of item 5D contingent on consideration of the following items
Highly visible bicycle patrols on heavily trafficked streets: Film it, Share it: Show us and show the community that cars are not always necessary.
Conduct Crosswalk Sting Operations on Montana, Wilshire and Santa Monica Blvd etc. Film it, Share it.
Enforcement of drivers who stop or park on bike lanes.
Enforcement of illegal parking and waiting around schools: Lincoln Middle School has crossing guards. Their good work is made impossible by parents defiantly waiting in their cars on bike lanes and in alleys in the vicinity. Saint Monica School proudly displays long lines of illegal parking and waiting on California Ave over multiple blocks.
November 28, 2023 /
bikinginla / Comments Off on Give a little for bikes on Giving Tuesday, windshield bias in Santa Monica, and the case of the doubly purloined Pinarellos
So if you have anything left after giving to our holiday fund drive — or maybe the other way around — send a little love to some of the groups out there working to keep you safe and informed.
Evidently, she’s not a fan of the city’s Big Blue Bus. Or the continuous rumble of Metro buses on the coastal boulevards.
She starts with the story of her ex-husband’s bicycling crash, when he was run down from behind by a driver who questioned why he failed to see him as he rode home from dinner on Pico Blvd.
Because it was dark? Because the lights there are dim? Because it was late and maybe he was tired?
Because accidents happen. No one need be at fault. And yet, the city bears some responsibility for promoting biking before it’s truly safe, for making it ever-more-maddening to drive a car, and for absolutely refusing to create any realistic public transportation options.
I’ve been horrified to since read about two more recent bike accidents, one fatal. The city council’s solutions are all about increasing safety and visibility — and adding more fines. Safety is a good thing, certainly. But better biking is not a full-scale transportation option. And the current practice of incessantly writing parking tickets is already anti-resident, punitive, and un-Santa Monican. The real problem is that it is nearly impossible to drive a car peaceably anywhere in Santa Monica and it is only getting worse. The city has not invested in public transportation. We need safe, reliable, cheap public transportation, not more rules and more fines.
Except that “accidents happen” shouldn’t be an excuse for carelessness.
Cars are big, dangerous machines, and it’s not unreasonable to expect their operators to pay attention to the road directly ahead of them, and stop before hitting people or objects directly in their path.
Is that really too much to ask?
As for promoting bicycling before it’s truly safe, she’s got a point.
But that’s how you make it safe, by making improvements to the streets and encouraging people to use them, and using that increase in ridership to justify the next round of improvements.
Which shouldn’t be necessary, but it is. Because people like her inevitably complain about the inconveniences they face from each little incremental change on the streets.
That’s followed with more talk about the dangers of riding a bicycle, and holding onto one, along with the usual litany of all the reasons why bicycling is impractical.
Except that people do it every day, under exactly the conditions she complains about.
Also, it can be hard to keep a bike in Santa Monica. I, too, had been regularly biking until my electric bike got stolen from behind my house, and then my beach cruiser. And a biking-first policy isn’t inclusive. Plenty of people can’t rely on a bike — like parents of young children, the elderly or disabled, grocery shoppers, those needing to take important meetings free of sweat and errant hair, anyone who has to get anywhere else in LA.
Never mind that bikes, especially ebikes like the one she used to own, serve as effective mobility devices for the elderly and disabled, while cargo bikes are surprisingly efficient for grocery shopping and transporting young kids.
And as a former ebike owner, she should know as well as anyone how well they work for getting you places virtually sweat-free, especially in Santa Monica’s cool coastal climate.
She’s not wrong about the need to improve public transit, in Santa Monica and throughout Southern California.
But she is wrong about the practical benefits of bicycling, and the need for a virtually carbon-free form of inexpensive transportation as we confront a looming climate crisis.
Not to mention that bikes are fun.
Maybe a little lingering resentment towards her bike-riding ex is tainting her thinking.
The theft was so successful, they staged an encore just 20 hours later, returning to snatch another seven Pinarellos worth more than $109,000.
So if you happen to see a struggling bike team riding brand new Pinarellos next year, it may be more evidence that the cycling financial model really is in trouble.
Or maybe that’s just how they haze rookie riders these days.
Bicycling also says Peter Sagan coulda been a contender. Or at least even greater than he was. Unfortunately, this one doesn’t seem to be available anywhere else, so you’re on your own if the magazine blocks you.
Then again, it’s always a red flag when someone feels the need to self-identify as a bicyclist before making their case.
True to form, Brandon Garcia writes that he’s more than happy to take back roads to get where he’s going, and thinks that the planned bike lanes on Fountain Ave and Santa Monica Blvd will be too disruptive to the city.
Never mind, he says, that the existing bike lanes on Santa Monica are usually blocked by buses or double-parked drivers. Although that would seem to be a reason to enforce the laws against blocking bike lanes, than oppose building them.
What the city wants to do with Fountain and Santa Monica will disrupt the lives of too many people who depend on those roads to get across town. Who depend on those parking spaces for their guests or their customers, or whose leases don’t include a parking spot.
Up to 37,000 cars travel down Fountain every day. At most, there are 145 bicycles that use it daily.
The city expects the removal of two lanes on Fountain to reduce traffic by 900 vehicles every hour. 600 of those will be diverted onto Santa Monica or Sunset. The drivers of 250 cars per hour will simply decide not to make the trip, the city oddly believes.
Never mind that, as others have noted before, you can’t judge the need for a bridge by how many people swim across the river. The fact that most bike riders don’t feel safe on Fountain is a far better argument for making it safer, rather than keeping it dangerous.
Meanwhile, numerous studies have shown that making driving more difficult results in a reduction in the number of cars on the road — not an odd belief, but simple traffic science.
And that reduction is absolutely necessary in the face of our current climate emergency, when the world is literally burning from over-reliance on fossil fuels.
The simple fact is, people on bicycles have places to go, just like people in cars, and need safe routes through the city to get there.
He may not need them, or want them.
But that doesn’t mean the rest of us don’t.
………
Back when I lived in Baton Rouge, Louisiana about a hundred or so years ago, I had a friend who dealt with the city’s abusive and road raging drivers by riding with a .22 strapped to his bike.
By his account, it made most motorists give him a wide berth. And if anyone actually threatened him, just a tap or two on the holster was enough to defuse the situation.
Maybe.
Although I doubt many drivers actually saw it as they zoomed by. Never mind the fact that they came pre-armed with a multi-ton weapon of their own, should they choose to use it.
Driving home from vacay just now and see this dude riding in the shoulder of I-90 outside of Coeur d'Alene w an “Armed Cyclist” jersey, safe passing flags, dozens of taillights. Absolutely epic. pic.twitter.com/d2PAcWruqa
Frederick Dreier describes an incident when a driver began harassing, then threatening him as he rode in New York.
His response was to first kick out a headlight, then hurl his U-lock, shattering the car’s rear windshield, before disappearing down a one-way street.
OK, back to my anecdote involving the hurled lock. Look, I wish I had the calm and mature demeanor to simply bite my upper lip and walk away from situations like the one I had a decade ago. I’ve been to therapy and I’m working on becoming an enlightened and self-actuated member of society. But I’m not there yet. I can still transform into a raging lunatic at times—specifically when some jerk driver messes with me on my bike. Had I been carrying a gun during my moment of rage years ago, I probably would have emptied the clip into the windshield, which means I’d likely be writing pithy takes from a cell in Rikers right now. And that ugly encounter is hardly the only one I’ve had with drivers. Over the years I’ve been sideswiped, t-boned, intimidated, and buzzed too many times to count. If I rode with a gun, I might be responsible for multiple crimes.
That’s precisely why I don’t own a gun.
I have a temper, which I manage to control most of the time. And I’m a firm believer in nonviolence.
But if I had a gun, there’s just too much chance I might use it.
And one weapon is one too many in most situations, even if most people just call it a car.
It is infuriating and painful to see people speak on behalf of disabled people when they are really only trying to protect their non-disabled car parks. Have you ever wondered where these people go when it’s time to fight for a building code that requires accessible universal design features like lifts, ramps and doorways of a decent width? Or why these same faces and names appear again to oppose the social housing initiatives in their neighbourhoods that would house disabled people? Or why they’re not advocating for more mobility parking at all?!
She goes on to write that many disabled people use bicycles, and consider their ebikes, scooters and trikes to be their mobility devices.
And need safe places to ride them.
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Joni Yung loves the new bus and bike lanes on La Brea, even if they’re too often blocked with parked cars.
Monterey County Weeklyconsiders how fast is too fast on a bike path, with one local city setting a 12 mph speed limit that the writer considers far too low. My take is ride as fast as you want if you’re the only one on it, but slow down around slower bike riders and pedestrians. At least, that’s what I always did.
An Andover, Maryland study finds there wasn’t a single reported bicycle crash in a city square during the study period, despite a total lack of bike infrastructure — but also found most bike riders avoid it like the plague.
NPR reports on the bankruptcy of Dutch ebike maker VanMoof, noting that it’s left owners of the bikes stranded with no way to repair the company’s nonstandard designs. And that owners of the bikes in the Netherlands have resorted to stealing other people’s VanMoof’s just to strip them for parts.
August 16, 2023 /
bikinginla / Comments Off on Bike lanes as next big US infrastructure program, why we love cars more than children, and banning GOP reps from bikes
My apologies for yesterday’s unexcused absence.
As of this week, I’m now on insulin four times a day, and riding a wild blood sugar rollercoaster as I adjust to the new regimen.
Nonprofit PeopleForBikes’ recently launched the Great Bike Infrastructure Project, a new advocacy portal which aims to map all the “protected bike lanes, off-street trails, pump tracks, bike parks, and more” that U.S. communities are poised to build — particularly following the passage of the Bipartisan Infrastructure Law, which multiplied the amount of federal funding for cycling by roughly six.
Rather than treating those efforts as disconnected, though, the group says advocates need to start thinking of their hyper-local bike projects as part of one massive, national effort to combat climate change, cure traffic violence, and end universal car dependence — and do the urgent work of bringing transportation decision-makers together in a unified front.
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In a hard-hitting Streetsblog op-ed, Pasadena Complete Streets Coalition volunteer Liz Schiller considers the recent $8.9 million makeover of Pasadena’s Huntington Drive.
And asks why we love our cars more than our children.
Huntington is a wide, wide road. Eight lanes widening to eleven at intersections, plus on-street parking, and a landscaped median. An average of 15,000 cars travel on it every day. Drivers on Huntington routinely exceed the posted speed limit of 45 mph. On that brand new piece of bicycle infrastructure, only paint separates a person on a bicycle from exactly the type of hazard that killed the Encinitas teen. A pedestrian or cyclist interacting with a motor vehicle at a speed of 40 mph or above is very likely to be killed.
What if we had given up a lane to create a place for bicycles that is physically separated from all those speeding cars?
House Majority Whip Tom Emmer (R-MN) told Republicans on a caucus conference call, “Please take care of yourselves. We do not need to lose anybody else.”
He went on to explain that he saw Rep. James Comer (R-KY) biking over the weekend.
Pour one out for the late rapper and community organizer Nipsey Hustle, who was one of us.
Born on this day, August 15: Nipsey Hussle, rapper (1985-2019), here cruising through his neighborhood and sampling some barbecue for his "Failure?" vlog. Happy #bicyclebirthday, Nipsey!#BOTDpic.twitter.com/KCph3tGpEh
The war on cars may be a myth, but the war on bikes just keeps on going.
No bias here. A multi-ton pickup rolls a stop sign, but all a reporters sees are ebike riders observing the letter of the law, with one rider even putting their foot down at the stop.
No bias here, either. A San Diego TV station reports that residents of the East County neighborhood of Jamacha are worried about their safety after a parking-protected bike lane was installed. It’s not as if that’s the first parking protected bike installed anywhere; the station could have pointed out that they have improved safety for people throughout the US, including in Los Angeles. But they didn’t.
8/13 7PM Medford St in Arlington a male allegedly caused a disturbance onboard an #MBTA bus-spitting on floor/drinking alcohol. Upon exiting he used his bicycle to smash the bus front window. Recognize this person of interest ? Contact our CIU at 617-222-1050 w/any info. TY pic.twitter.com/WUoCbCyivn
LA County is offering rewards in four cold case homicides, including the murder of 70-year old Luis Sandoval, who died three months after he was shot while riding a bike on on Olympic Boulevard in East Los Angeles in 2007.
New York is allowing wider cargo bikes following a pilot program, while a local advocacy group calls for wider bike lanes to accommodate them; a local TV station accuses their drivers of speeding down sidewalks, running red lights and going the wrong way against traffic.
A 76-year old woman riding a tandem bike with her husband was killed by a hit-and-run driver in Long Beach Sunday afternoon.
And police investigators apparently couldn’t hesitate to display their windshield bias.
According to a press release from the Long Beach Police Department, 76-year-old Long Beach resident Gaylin Reese and her husband were riding their tandem in the bike lane on eastbound on 2nd Street near Marina Drive when they allegedly sideswiped a car around 12:24 pm Sunday.
Police report there was heavy traffic at the time, and all the cars were stopped when they somehow a) left the bike lane, and b) hit the side of the car with enough force to knock both riders off their bike.
Sure, that seems likely.
Both victims were taken to the hospital, where Reese died on or before Tuesday; her husband, who hasn’t been named, was treated for minor injuries.
Investigators are also quick to absolve the driver of any responsibility for the collision, observing that they may not have even been aware of the crash. Which is certainly what their lawyer will claim now, even if the driver is found.
Police also note that both victims were wearing helmets, which clearly didn’t do any good in this case. There’s no word on whether Reese even suffered a head injury, or if she died from other causes.
What seems far more likely than the official police version is that Reese and her husband were riding in the bike lane when the driver became impatient, and tried to pull into the bike lane to get around stalled traffic.
Something we’ve all seen countless times before.
They then hit the Reese’s bike with enough force to knock them both off, resulting in significant injuries to Mrs. Reese.
And unless the suspect vehicle was a large truck, it strains credibility to think the driver would have been unaware of the impact.
Yes, it’s possible that the collision occurred exactly as the LBPD investigators describe it.
It just seems pretty damn unlikely.
Anyone with information is urged to call LBPD Collision Investigation Detail Detective Joseph Johnson at 562/570-7355, or call anonymously at 1-800/222-TIPS (8477).
Three-day weekends and holidays mean more drunks on the road, and more distracted drivers rushing to get out of town.
So practice the usual safety protocols. Ride defensively, and assume any driver you see on the road after noon today has been drinking, and that every driver is distracted in some way.
Or both.
Because I don’t want to write about you unless you leap from your bike to rescue puppies from a burning building, or return a little old lady’ lost life savings that you found while riding by in the street.
And I expect to see you here bright and early when we return on Tuesday.
Today’s photo of a smiling corgi on a Metro Bike is here just for the hell of it.
For the first time, that is. Not “bring them back,” as the headline suggest.
Apparently suffering from a bad case of windshield bias, she worries what could possibly go wrong. And answers her own question, in her own mind, by noting that the revenue from the speed cams will go to traffic calming projects.
So this speed camera bill is actually an attempt to fund an incremental plan to make driving more and more difficult, less and less practical…
It’s our goal to have no one struck at all, and 20 mph is obviously not the answer. It’s a way of saying, “streets are for everybody except people who are driving to get somewhere.”
Road diets and other tricks to strangle vehicle transportation are not really about pedestrian safety. They’re just the latest expression of a weirdly bitter hatred of cars, a mode of transportation that gives people freedom and options.
She goes on to bizarrely conclude that the reason pedestrian deaths increased 53% from 2008 to 2018 was — wait for it — because streets became darker after Los Angeles and other cities began installing new energy-efficient LED streetlights.
Not, for instance, because the emergence of smartphones over the same period led to a dramatic increase in distracted driving.
Or that the ever-increasing size and popularity of massive SUVs and trucks have made even relatively minor collisions exponentially more dangerous for anyone not safely ensconced inside multiple tons of steel and glass.
And never mind that LED streetlights are actually whiter and brighter than traditional high pressure sodium lights.
But evidently, she’s too busy fretting about her imaginary war on cars to notice.
However, you may have to find a way past the LANG’s draconian paywall if you want to read it.
The war on cars may be a myth, but the war on bikes just keeps on rolling.
A New York website complains that hundreds of bike lane opponents in the city’s Greenpoint neighborhood jammed into an unofficial meeting with the city’s transportation commissioner, while supporters of the proposed bike lane were locked out.
The Los Angeles edition of the clothing optional World Naked Bike Ride is set to roll next Saturday, encouraging riders to go as bare as you dare; the first 200 people to pre-register with a $5 donation will get a pull-string backpack to hold your clothes during the ride. Because officials may not be so forgiving if you don’t wear something on the way there and back. And if you use a bikeshare, rental or borrowed bike, bring something to put over the seat. Please.
Streetsblog’s Damien Newton notes that Santa Monica’s concrete-barrier printing machine that built the new Ocean Ave protected bike lanes have gained worldwide fame.
Demonstrating a keen grasp of proper British etiquette, Montecito residents Prince Harry and Meghan Markle, the Duke and Duchess of Sussex, sent a thank you note to the Santa Barbara bike shop owner who gave their son Prince Archie a new bike for his fourth birthday.
She gets it. A public diplomacy professor at Massachusetts’ Tufts University is very diplomatic in asking how many Americans have to die before we do something about road safety, noting that residents of Canada, Australia and France were about three times less likely to die on roadways than U.S. residents, on a per capita basis.
The first, and apparently only, British citizen to ride one million lifetime miles on a bicycle has passed away following years of declining health; Russ Mantle completed the feat to great fanfare in 2019. He was 86.
I came within inches of getting run down by a driver last night.
I was walking the dog across the street, at a red light, in a crosswalk, with the crossing light, and had waited until all the cars were stopped before walking into the street.
Then just as we stepped into the turn lane, an overly aggressive driver sped through the red light to make a left turn, barely missing us.
Seriously, I don’t know we’re supposed to keep people safe on our streets if none of that works to keep drivers from killing people.
On the other hand, at least he wasn’t driving like this.
Pedestrians dive for cover as a driver fleeing police goes off the road and into an outdoor dining area. The wild scene unfolding on a busy Manhattan street. Eyewitness News with the condition of an officer injured in the chaos. Tonight at 11 from ABC7 https://t.co/wEQkq04nhepic.twitter.com/eY25nPgZ7g
As a Culver City resident, mom, cyclist and enthusiastic supporter of public transit in my private and professional life, my position on the mobility project is not detached. I’m one of the many people enjoying the benefits highlighted in Move Culver City’s mid-pilot report (literally — that’s me on the cover, the mom on the cargo bike with my daughter, her friend and their stuffed animal friend Marley).
Drivers complain that the bus and bike lanes slow down traffic on the street. But the lanes don’t do so by much: According to the report, during peak afternoon traffic, travel time in a car has increased by a maximum of two minutes compared with a 2019 baseline. Meanwhile, overall traffic on the corridor has diversified and increased, with marked gains in bus ridership, cycling and pedestrian activity. Also important, the bus and bike lanes protect bikers, pedestrians and even other drivers from traffic violence that occurs with increased speeds.
She goes on to argue that the project’s perceived flaws aren’t reasons to remove it, but make it better, instead.
A common argument coming from some council members and opponents of the project is that because bus service is currently inadequate, prioritizing buses over cars with a dedicated lane does not maximize use of the road. They argue the infrastructure lacks support and utilization because of our car-centric culture and low ridership.
Those are not reasons to remove bus and bike infrastructure — those are reasons to double down. Council members are the decision makers. If bus service is not up to par to maximize the protected lane, then it is on them to make it better. If the project lacks support, then they need to invest in the service frequency, reliability and connectivity to strengthen the ridership and thus the buy-in.
Take a few minutes to read the full thing.
Then do something about it. Because if they can remove this, no street improvements will ever be safe from reactionary motorheads.
Seamus Garrity tweeted that ticket is actually nearly $500 — about what it costs if a driver gets caught running a red light, which poses far more risk for everyone else around them.
Having ridden that path hundreds of times myself, I can attest that riding through there poses virtually no risk to anyone crossing from the parking lot to the pier, as long as you slow down and show a little basic courtesy to others.
I could possibly see a $50 fine, though I’d still object to getting one. But $485 is far out of proportion for the risk posed by such a minor violation.
Should have I suppressed being startled when they yelled at me? Should I have not avoided eye contact? Should I have said “Home to my kids” instead of just “Home,” and said it more meekly? But it wouldn’t have made a difference… (2/7)
Santa Monica Lookout offers more information on the upcoming Vision Zero improvements to Wilshire Blvd in the city. Although if 89 percent of severe injuries to bicyclists and pedestrians happen at unsignalized intersections, and approximately one out of five collisions at those intersections occurs when drivers make a left turn or continue straight, that means 80% of crashes come from cross traffic or drivers turning right. So shouldn’t they be working on that?
The Brooklyn Academy of Music may have “whimsical” bike racks designed by famed former Talking Heads lead singer and folding bike rider David Byrne, but it’s still fighting plans for a nearby protected bike lane, citing vague concerns over safety. Apparently deciding it’s safer to leave the people who already use the busy bike lane unprotected, because something.
A machete-wielding teenaged robber will spend the next six months behind bars, and another six months on probation for a series of violent bikejackings, including using a moped to knock British pro Alexandar Richardson off his bike and drag him the length of a football field before making off with his bike.
A science website celebrates the 80th anniversary of Bicycle Day, which marks the date Swiss chemist Albert Hofmann sampled the new drug he had developed before setting off for home on his bike — and experiencing the world’s first psychedelic LSD trip on the way.
A writer for the Catholic Herald — a publication which, unto now, I have been blissfully unaware, despite a conservative Catholic upbringing — professes to make “the Catholic argument against 15-minute cities.”
Never mind that Jesus was a pedestrian who likely lived in one.
The thesis of a 15-minute city is that everything you need for daily life should be found within a 15-minutes walk, bike or transit ride of your home.
That’s it.
And as much as I strain my memory, I can’t recall any teachings of Jesus or the disciples that so much as mention it, let alone condemn it.
But that doesn’t stop the author, who will remain unnamed here to protect the guilty.
At face value, the idea seems desirable and has much to commend it. But I can’t help smell a rat, especially following Covid lockdowns and the increasingly “nudgy” and authoritarian-lite sheen to public policies these days. I suspect the great Catholic writer Hilaire Belloc would have agreed, given what he had to say about the intractable struggle between Catholicism and socialism.
“The Catholic Church, acutely conscious as she is of the abominations of the modern industrial and capitalistic system…refuses to cure it at the expense of denying a fundamental principle of morality, the principle of private ownership, which applies quite as much to the means of production as to any other class of material objects,” Belloc wrote in his 1908 essay The Church and Socialism.
Currently the “material object” most in the crosshairs that bureaucrats and activists are obsessing over – in terms of reducing your use of it or simply taking it away altogether- is your car.
Huh?
I don’t know of any version of the 15-minute city philosophy that involves taking away anyone’s car.
Nor is there a damn thing socialistic about the concept. Not that there’s anything wrong with that.
If anything, the 15-minute city is about enabling personal freedom to move about as you choose, without forcing you into a motor vehicle just to get groceries, get to work or get healthcare.
Or even get to church, temple, mosque or wherever you choose to worship, or not.
You can walk. You can bike. You can take a bus or train. Or — tres shock! — you can even drive, if you so choose.
But wait, as they say in informercials, there’s more.
The “fundamental thesis of Socialism”, as Belloc highlights, is “that man would be better and happier were the means of production in human society, that is, land and machinery and all transport [my italics], controlled by government rather than by private persons or corporations.”
I’ve experienced transport being excessively controlled by the Taliban, and I can assure you it sucks. Their IED campaign in Afghanistan’s Helmand province was so deadly effective that the British Army lost its freedom of movement. Admittedly the use of IEDs is an extreme form of traffic fines—but the principle is the same: someone else interdicting your movement. It changes everything.
Can you say, “non sequitur?”
Sure you can.
Again, socialism has nothing to do with the 15-minute city. If anything, it enables capitalism in its purest and simplest sense, since it enables you to do business with local merchants, right where you live.
But it does nothing to prevent you from doing business across town, across the country or across the globe.
And no, it has nothing to do with IEDs or any other kind of explosives.
Yet he goes on.
Of course he does.
Thanks to the vagaries of freelancing, I’ve also experienced various prolonged periods of not owning a car and I can confirm that it is tedious, limiting and exhausting, as you set off, once again, peddling like a maniac to make it on time. Not having a car is even harder if you are coordinating a family (once again, public policy seems set on disincentivising the family unit, while punishing those who have children).
Somehow, he turns that into an argument against being able to live without a car.
Go figure.
Where, pray tell, is freedom represented in forcing people to pay hundreds, if not thousands of dollars every month to own and use motor vehicles, just to access the things and services they need?
And just where is the love and forgiveness of God in his supposed Catholic essay?
Because there is absolutely nothing Catholic about his arguments. Rather, what he penned was an essay about the dangers of socialism, under the mistaken belief it has anything to do with the 15-minute city, and tried to shoehorn Catholicism in.
Not faith. Not religion. Not even Christianity, because what he writes has nothing to do with it in any shape or form.
It is ironic that his essay appeared on Palm Sunday, which marks the pre-Passover entrance of Jesus into Jerusalem on the back of a lowly donkey.
Because, as we noted earlier, there is no reason to believe that the biblical city was anything other than a 15-minute city, because even though it held over half a million people, most local residents were unlikely to walk outside of their own neighborhoods to meet most of their needs.
Because most would likely have to walk, especially the poor.
It was the Romans and the wealthy who used horses, chariots and wagons, the motor vehicles of their day, to go beyond their own communities.
Which means there’s a far greater Catholic argument for a 15-minute city than against it.
Photo of the inside of the Vatican by Photo by Luis Núñez from Pexels.
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A Chicago letter writer alleges that bike riders don’t belong in traffic, and that the city is in the throes of an overly powerful bike lobby that gets everything it wants.
Am I the only one who has noticed that building bike lanes to make cycling in city traffic safe is a lot like putting filter tips on cigarettes to make smoking tobacco safe? A cosmetic change isn’t going to change the fact that for traffic, the bicycle is a fatally flawed product from the start…
Instead of spending the taxpayers’ money to force more bike lanes down the public’s throats, perhaps the politicians could learn to ask us first if this is what we want, rather than just giving an overly powerful lobby everything they want.
Funny how only people who don’t ride bikes think there’s a powerful bicycle lobby. And those of us who ride bikes think we can’t get anyone to actually listen to us.
Never mind that the best way to get bikes out of city traffic is to build bike lanes, which most surveys tend to show are overwhelmingly popular.
The war on cars may be a myth, but the war on bikes just keeps on rolling.
San Luis Obispo’s curmudgeonly anti-bike columnist blames bike lanes for destroying the livability of the city’s neighborhoods, even though most people would likely say they do just the opposite. And he objects to rising bike path construction costs, somehow forgetting that construction costs are going up virtually everywhere, for everything.
Bike and safety advocates press the case that San Diego isn’r doing enough to protect bicyclists and pedestrians, demanding increased funding for Vision Zero. Based on the 29 people killed in the county over the past two years, they’re right. Thanks to Phillip Young for the heads-up.
A writer for the Wall Street Journalmakes a very Shoup-ian case for why the US has too much parking, in a story that for some reason isn’t hidden behind their draconian paywall, at least for now. Unless you’re talking secure bike parking, of course, in which case there isn’t nearly enough.
Last week we mentioned the shameful theft of a three-year old Maine kid’s Spider-Man bicycle while he was shopping with his mom. But there’s good news this time, after an anonymous Good Samaritan — in keeping with today’s Biblical theme — gave him a new one, plus matching helmet and bike lock.
There’s a special place in hell for the man who attacked a Florida boy who was riding his bike to school, and stole his bicycle; fortunately, kindhearted Clearwater cops bought the 5th grader a new bike so he could ride home the same night.
Tragic news from Brazil, where a 43-year old man died after he swallowed a bee while riding his bike, and went into anaphylactic shock when it stung the inside of his throat. I once swallowed something winged and fuzzy, which was when I learned to ride with my mouth closed.
Thanks again to Matthew Robertson for his generous monthly donation to keep all the best bike news and advocacy coming your way every day. As always, donations are always welcome and truly appreciated, whether repeating or otherwise.
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Ramadan Mubarak to all observing the Islamic holy month.
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Be safe, and stay healthy. And get vaccinated, already.
At least until you reach the bottom of the story, by which time most Times readers have already moved on to Marmaduke.
Instead of reporting objectively, the paper settles for reprinting the long list of complaints from Orange County’s anti-ebike crowd, who seem to consider them the worst tech advance since Elon Musk bought Twitter.
Here’s how the paper frames the story, starting with a longtime Newport Beach resident who compares the local boardwalk to the 405 Freeway.
Three decades ago, Levine moved to what some refer to as the city’s “war zone,” a nickname given not because of crime but for the reputation of summertime rowdiness along the boardwalk, which now includes an abundance of electric bicycles. The strip’s 8 mph speed limit means nothing to some of these people, he said.
He’s watched people get mowed down, dogs hit and too many near misses to count, he said. City leaders for years have studied how to manage the proliferation of e-bikes along the route but have stopped short of banning them.
It’s been a war zone for decades. But ebikes have somehow ruined everything.
Sure, that makes sense.
Then the paper moves on to repeating the same tired and previously discredited stats we’ve been hearing for months from PR staffers at the local hospital trying to fan the flames of an anti-ebike pyre.
During the first 10 months of last year, staffers at Providence Mission Hospital in Mission Viejo documented 198 e-bike injuries. Doctors saw 113 injuries in 2021 and just 34 in 2020, according to data provided by the hospital.
Between January and October of last year, 78 of the 198 people who suffered an injury on an e-bike were not wearing helmets and 99 suffered some type of head injury, data show.
“My feeling about the whole situation with e-bikes is that we got a device a little bit too fast, and the culture is not completely set for it,” said Tetsuya Takeuchi, the trauma medical director at Providence Mission Hospital…
Where to begin.
Evidently, some people who got injured riding ebikes weren’t wearing bike helmets. But most were.
And half of the people who were injured riding an ebike suffered a head injury. Which may or may not have been the 40% who weren’t wearing helmets.
It may come as a shock to the kind and caring people at Providence that some people who ride regular bikes don’t wear helmets, either. And some of them get hurt, too, though not always with head injuries.
Which is just one of the great, inexplicable mysteries of bicycling, that some people who don’t wear bike helmets don’t suffer head injuries, and some who do, do.
Then there’s the exponential increase in ebike injuries. Which just happens to coincide with the exponential increase in ebikes.
That doesn’t mean ebikes are dangerous. Just that a lot of people are using them now.
In fact, I’d consider 198 injuries a relatively small amount, given the untold thousands of Orange County residents who’ve adopted them.
Lastly, let’s consider the question of speed, which has apparently gotten “a little bit too fast.”
Under California law, which has been copied in most states, Class 1 and 2 ebikes, whether ped-assist or throttle-driven, are limited to 20 mph.
Which virtually anyone could top with a decent effort on a decent road bike. Never mind today’s lightweight, technological marvels engineered for every higher speeds.
The bikes, I mean, not the riders. Though some of them have been engineered for speed, too.
Yet somehow, those bikes aren’t considered too fast. And no one has banned 27 speed carbon-fiber bikes or their spandex-clad riders from the boardwalk.
And just wait until the good doctors at Providence learn how fast cars can go, and the damage they cause.
In fact, my stats show 12 people were killed by drivers while riding bikes in Orange County last year, a drop from the obscene 17 killed in 2021.
Ebike riders killed somewhere around zero in Orange County over that same time period, to the best of my knowledge.
So which of these is actually dangerous?
Then there’s the way the paper takes about halfway through the story, after fanning the flames of ebike haters, to even mention that there are different categories of ebikes, and dozens of different types.
And even then, fails to mention that the faster Class 3 ebikes are banned from bike trails that aren’t attached to roadways, beachfront or otherwise.
Or that even people on regular bikes struggle to meet those ridiculously low 8 mph speed limits without falling over.
But once again, no one is seriously suggesting that regular should be banned.
The key, as they finally get around to mentioning just before the end of the story, is behavior.
Someone who is a jerk in a car — or on a skateboard, or with a shopping cart — is just as likely to be a jerk on an ebike.
And a kid who has never been taught to ride a bike safely — electric or otherwise — is going to ride a bike or bike like a, well, kid.
Just what they’re riding doesn’t have a damn thing to do with it.
So let’s put away the torches and pitchforks, and learn to live with all those scary ebike monsters. Because really, they’re not bad, just new and different.
If you’re a pedestrian or cyclist in Los Angeles, you’re probably used to hearing about traffic fatalities in our community. But 2022 was a record-breaking year — in the worst way. Last year, there were 309 traffic fatalities in LA, breaking the 300 mark for the first time in more than twenty years. This is a staggering increase of almost 30% from 2020.
These statistics are tragedies in and of themselves, but they’re made even worse by the fact that pedestrians and cyclists are impacted the most by every measure. Cyclist fatalities alone went up 40% between 2020 and 2022.
We can’t keep living like this. Join us on the steps of City Hall on Saturday, January 21st at 9:30am for a die-in protest. It’s time for our electeds to start paying attention.
They make the same argument I’ve been making for years — bike helmets are designed to protect against relatively low speed falls, not high impact crashes with motor vehicles.
Which is not to say you shouldn’t wear one.
The overwhelming majority of bicycling injuries result from falls, not crashes. Which is exactly what they’re made for.
I still credit my helmet with saving my grey matter, and possibly my life, during the Infamous Beachfront Bee Incident, and never ride without one.
But they should always be considered the last line of defense when everything else fails.
You’re a lot better off not getting hit by a car and its driver in the first place, rather than count on your helmet to save your life if you do.
An alleged drunk driver in LA’s Silver Lake neighborhood backs through a crowd of people trying to stop him from getting behind the wheel, then takes off, leaving injured bystanders strewn in his wake.
Drunk driver in Tesla nearly runs over crowd of people and takes off in Silver Lake pic.twitter.com/DZbw54h50E
An South LA man apparently angry about his pending divorce decided to take it out on his wife’s house, and all the cars in the neighborhood.
But sure, tell us again about those OC ebikes.
1/2 Violent video shows when a man in South LA crashes a dump truck into his wife's home. Patricia Dunn said the driver was her husband and they are going through a divorce. The story today at 4 p.m. @ABC7pic.twitter.com/4XRaP1T6L0
@roadcc Here's a longer version, nothing happened between us before, overtake was good, I was just a bit disappointed in the MGIF before the junction. Did think about not telling him about the rolling car but not fair to involve anyone else. pic.twitter.com/h0sU65NMGk
Apparently, not even Congresspeople are safe from traffic violence, as Oregon Representative Suzanne Bonamici and her husband were struck by a driver as they were crossing a Portland street Friday evening. Although CNN somehow manages to get through the entire story without mentioning that there was someone behind the wheel.
This is who we share the country with. Wyoming, the state where even Liz Cheney wasn’t considered conservative enough, continued its race to the bottom when state legislators proposed banning electric vehicles in a childish tantrum to protect the gas and oil industries.
Young Miami bike riders conducted their annual MLK Day Wheels Up Guns Down ride. But somehow, all the local press could focus on was the usual heavy-handed police response, and the 58 felony and 11 misdemeanor arrests — not the hundreds, if not thousands, of peaceful riders and their message of hope.
Sad news from the Netherlands, where 40-year old retired Dutch pro Lieuwe Westra was found dead, after suffering from depression for several years; nicknamed The Beast, Westra won stages at Paris-Nice, the Tour of California and Critérium du Dauphiné, as well as winning the Tour of Denmark and Driedaagse De Panne.
UCI is telling team cars to back off, instead of giving their riders an extra boost during time trials by changing the airflow behind the rider.
Former Team Sky and British Cycling doctor Richard Freeman has formally lost his medical license as a result of his involvement in a doping scandal, when he was caught ordering testosterone gel for an unnamed male cyclist.
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You can’t say things aren’t changing in Los Angeles these days.
And Hollywood in particular.
In his first council session after replacing the recently ousted Mitch O’Farrell in LA’s 13th Council District, Councilmember Hugo Soto-Martinez introduced a motion calling for LADOT to report back with a list of bus lanes, bike infrastructure and pedestrian safety improvements that can be implemented within the next 18 months, as well as calling for placing shelters at every bus stop in the district.
Quite a change from O’Farrell, who spent eight years slow walking most safety projects, if not outright blocking them.
You can ask Soto-Martinez about his plans for the district at this evening’s Streets For All virtual happy hour; RSVP here.
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No bias here.
A retired university professor suggests that San Diego’s commitment to building bike infrastructure, with a goal of achieving a 10% bike commuting rate, is just another special interest rip-off.
Is this a joke? Or is it a monumental rip-off perpetrated by a very small but clearly well-organized special interest group of biking enthusiasts?
And then there is a safety issue. To date, there seemingly has not been any effort by the city or the state to either educate or enforce the multiple safety issues that are important for a mutual use of roadways by bicycles and automobiles. Few bikes on the road after dark have reflectors or lights; it is very rare to see a bicyclist signal to turn. And bicyclists blow through red lights and stop signs consistently — usually as they fly down one of the hills.
Just wait until he sees how people drive, in their big, smelly, two-ton death-dealing machines as they text on their phones, roll stop sighs and race to the next red light.
Of course, his proof that it’s a rip-off is that he and his husband don’t see bikes in the exact bike lane they’re watching, at the exact moment they’re watching it.
And never mind that the well-funded advocacy groups he complains about are in fact dramatically underfunded nonprofits who have to beg for money to continue their work every year.
It would be of interest to know which consultant arrived at this 10 percent number — and how. Special interest groups are focused, connected, well-organized and funded. My guess is that they were heavily involved in the planning for the pathways. And while clearly their prerogative, their influence seems to have outweighed the broader public good.
In reality, the broader public good includes getting people out of their cars — electric or otherwise — before we succeed in our so far successful efforts to destroy our planet, unless and until the erstwhile world’s richest man manages to find another one to move us all to.
And, of course, he can’t manage to make his case without the stunning revelation that “San Diego is not Copenhagen, Stockholm or Amsterdam.”
No, it isn’t. San Diego has much better weather for much of the year. And none of those cities were bike-friendly until they made the commitment and difficult transition to become that way.
But there is one thing he gets right.
San Diego is hilly, built around numerous canyons and hillsides. Yet I somehow managed to find relatively flat routes to get wherever I was going when I lived down there decades ago.
I doubt it’s gotten any hillier since.
Then there’s the ability of ebikes to flatten that terrain, and let anyone ride up and down them with minimal effort.
And if you’re to believe the local media and panicked seaside city officials, the entire place is already being overrun by ebike-riding social terrorists.
It’s possible that the city’s efforts to increase bicycling rates may fail, with too many people clinging to their steering wheels like Charleston Heston to his guns.
But it’s far too soon to give up, when the city’s bike network is still in its nascent stage. Let alone when its success is the only way the city can meet its climate goals.
So give it time, and keep building bikeways.
The worst thing that will happen is that the city will continue to get safer and more livable.
And maybe someday, someone in Copenhagen or Amsterdam will insist that they’re not San Diego.
The survey deadline for the @metrolosangeles Active Transportation Plan on Redondo Beach Blvd. has been extended to December 31, 2022. Provide your feedback for a chance to win a free bike or a $200 gift card! Take our survey: https://t.co/J8WpjtZaVg
After yesterday’s item about the brief flight of a pedal-powered plane, Steven Hallett reminds us about the Gossamer Albatross, the human-powered plane that successfully crossed the English Channel all the way back in 1979.
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The war on cars may be a myth, but the war on bikes just keeps on going.
But sometimes, it’s the people on two wheels behaving badly.
The people have spoken. People commenting here have all said we should stop linking to articles here where bike use is just incidental to some crime, rather than central to the story. So from here on, this section will be reserved for bike riders who fuck up big time. Let’s just make sure it’s not you, k?
More on the Michigan bike shop owner killed in a Florida collision while delivering bikes to children affected by Hurricane Ian; 57-year old Steven Pringle was a grandfather and Army vet who founded a nonprofit providing “bicycle therapy” to veterans by repairing bikes to give to children in need.
And that feeling when bikes get squeezed out by pickleball.
I swear, I don't offer this anecdote with any cynicism—just noting out loud that the most established premium bike-shop chain in Los Angeles is about to start dedicating 20% of its floor space for Pickleball equipment.
