Patricia Kovacs’s review of crashes in a two-way separated bikeway

Patricia’s review is here.

She reports an increase in the number and rate of crashes on Summit Street in Columbus, Ohio following the installation of a two-way parking-separated bikeway on the right-hand side of this one way street.

A cyclist recorded a video of his own crash on this bikeway, the crash on 9/14/18 which Patricia reported. A motorist blocked the bikeway after having pulled out to look left past cars parked between the bikeway and travel lanes. The bicyclist was coming from the motorist’s right.

There is also a dooring hazard: too little space between the bikeway and parked vehicles.

Apologists:

An article in the Columbus Dispatch newspaper. This is now in an archive and requires a user login. It is also available through public libraries in the Columbus area.

Carless Columbus article is here.

Posted in Bicycling | 4 Comments

Video added to Franconia Notch State Park pages.

My suite of pages about the Franconia Notch State Park Multi-Use Trail in New Hampshire now includes a video of a ride on the Trail.

The most comprehensive treatment of the conditions of the trail is in the linked photo tour. The video is also intended to document conditions on the trail rather than to be entertaining. But it gets interesting at (also hotlinked in the YouTube description — click “see more”)

0:30 — Hazardous bollards with substandard spacing

4:35 — the Chute

17:15 — Tunnel under the highway

19:25 — Deadly curb with tire marks and scrapes

21:33 Another steep downhill and underpass

21:50 Path becomes sidewalk in door zone

26:55 28:30 — Lafayette campground, bicyclists instructed to ride on left.

33:20 — Another underpass with bollard and blind corner

43:09-end — odd termination at parking lot at south end, entry from Route 3 is unmarked and requires crossing to left side of parking lot exit.

This is a standard-definition video which I shot with my first helmet camera. I have deinterlaced it, raising it to 60 frames per second, and stabilized it so the quality is quite acceptable. I’d like to go back and see what changes have occurred over the past 13 years. Or if anyone else is riding thorough there with a helmet cam…

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Seen on the Superpedestrian site

What’s wrong with this picture? It’s the main photo on the home page of Superpedestrian, which manufactures the Copenhagen Wheel, a bicycle hub motor that looks like a huge M & M candy.

Wrong kind of pedals, sorry

No, it isn’t anything about the motor. The motor has many clever features. It is the easiest to retrofit of any, with its self-contained batteries. It has regenerative braking controlled by spinning the pedals backward. It is controlled from the rider’s smartphone and had a built-in lock, also controlled by the smartphone. (Let’s just hope though that the phone’s battery hasn’t gone dead…

But on the other hand, the pedals shown are meant to be used with toe clips and straps, but none have been installed. This kind of pedal is top-heavy and turns upside down when the foot is lifted off. The underside of the pedal is slippery and not shaped to fit the sole of the shoe. With soft-soled shoes like the ones shown, the appropriate pedals are double-sided, with a traction surface on each side, unless toe clisp and strps have been installed.

Is the poor choice of pedals important? Well, for one thing it makes riding uncomfortable and for another, in my role as a consultant to attorneys in bicycle crashes, I encountered a case involving a man whose foot apparently slipped off a pedal. He took a hard fall and died. He had the same kind of pedals, and the markings on the bottom of his shoes showed that he always pedaled with them upside down.

Oh, and the foo of the rider in the photo is rather far forward on the pedal, risking Achilles tendinitis, but also revealing that the rider hasn’t used these shoes much for cycling. Hey, it’s a posed shot. But on the other hand, such a basic gaffe in a publicity shot does not speak well for the company.

Info about shoe and pedal choices, in case you would like to go into detail…

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Throttled and doored

Sigh.

I stopped motion at 2:54 in this video.

The embedded image in the video is speeded up so you can’t get a good look at what it shows, but if you stop at the right place, you’ll see this. Check out the the upper left.

Throttle expert clueless about dooring

Throttle expert clueless about dooring.

Riding in the door zone at the speed which can be maintained on an e-bike — typical urban motorcycle speed! — is even more dangerous than at typical pedal-powered speeds. A Motorcycle Safety Foundation instructor’s hair would turn gray looking at this. Is the best advice different because someone is riding a machine with pedals and a motor, as opposed to only a motor? Maybe I should recuse myself from the discussion, as my own hair has already turned gray, and I ride machines with only pedals? Well, no, because I have reached gray-hair status without being doored.

Why do people endanger themselves like this? “Because this is a bicycle and that is what bicyclists do”?

No, actually. The primal fear of being attacked from behind, and the incessant stream of misinformation embedded in the design of door-zone bike lanes, promote this behavior. This guy, fully adult, speaks confidently on one aspect of bicycling but is totally clueless about another in a way that could easily cost him his life. Sorry about that.

Posted in Bicycle facilities, Bicycling, Bike lanes, Equipment | Tagged , , , , , , , , | 1 Comment

A better crosswalk treatment

This post continues the discussion in the comments below my previous post about a crash on the Pinellas Rail Trail.

So, first, because images can’t be embedded in WordPress comments, here is my photo of an installation on the Capital City Trail in Madison, Wisconsin, USA (photo taken 2002). The diamond-shaped lines are saw cuts in the pavement, into which electrical wires have been laid, followed by epoxy filler. The installation works as an upside-down metal detector, sensing bicycles which travel over it. A clever feature is that electronics detect which loop of wire  is activated first, to switch the traffic signal in the background of the photo only for bicycles traveling toward the crosswalk. The loops are set back from the intersection for advance detection. Above the white plaque on the traffic-signal pole is a pushbutton, so pedestrians can also switch the signal. This is the location in Google Maps: https://goo.gl/maps/mk4aI

The difference between bicyclists’ and pedestrians’ operating characteristics was a major issue addressed in the comments on the previous post. As discussed in the comments on that post, a traffic signal may be used at a crosswalk, as at this location. The red-yellow-green traffic signal is for traffic in the street and there is a pedestrian signal for the crosswalk. The pedestrian signal was the only option available under national engineering standards at the time of this installation.

More recently, bicycle signals have been added to the toolbox, and they are useful at a crosswalk because of bicyclists’ different operating characteristics — for one thing, to allow bicyclists, who travel faster than pedestrians, to enter the crosswalk later. Experimentation by former Denver bicycle coordinator James Mackay showed this approach to produce no change in bicyclists’ behavior, but to make it legal, see https://web.archive.org/web/20101212050451/http://www.atssa.com/galleries/clean_titles/031408_BicycleTraffic.pdf

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A crash in Toronto

Have a look here: https://globalnews.ca/news/6209332/video-cyclist-struck-markham/

So, who was at fault, but more importantly, because an ounce of prevention is better than a ton of cure, who could have prevented the crash?

The bicyclist came from the right, pushed the button for the walk signal (and the driver wouldn’t know for which direction) and continued to face left on a stale green and a don’t-walk signal, conveying the impression that he was going to cross from right to left on the next walk phase. The driver could have looked and seen the bicyclist, decided that the bicyclist was going to wait to cross from right to left, and then turned attention in another direction. When the traffic signal changed to green, the driver had to have been looking at it to start up right away. At that moment, as the walk signal also changed, the bicyclist abruptly turned 90 degrees to the right and started crossing parallel to the traffic entering the intersection on the green.

My evaluation: Either the bicyclist of the driver could have prevented this crash. The driver could have checked (again?) for the bicyclist. The bicyclist is a damn fool for sending the wrong message about the direction in which he was heading, and not checking whether the motorist would yield. The driver is at fault for reckless driving, colliding with the bicyclist, for leaving the scene of the crash and driving facing oncoming traffic. The bicyclist was legally at fault because riding in the crosswalk is illegal in Ontario. I don’t ride or walk my bicycle in crosswalks, unless it is unavoidable, and I usually find it safer to ride, because I can get across faster. However, I don’t like this law, because it provides an easy excuse to blame the bicyclist when someone else was at fault. This is not the law everywhere and it is not the usual law in the USA, where bicyclists for the most part have the rights and duties of pedestrians when riding in a crosswalk.

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Crash on the Pinellas Rail Trail

An article about a car-bicycle crash on the Pinellas Rail Trail in Florida is on the Cycling Today Web site. Please view the embedded video there before reading the rest of this post.

There is a lot of nonsense about this crash in a Facebook post and comments. Many people just looked at the dual-pane image at the top of the post, and claimed that the crash was fake news. It wasn’t. I commented:

I have identified the intersection (actually, technically not an intersection, see comments) and directions of travel from the street sign in the video, also from landmarks including the end of a guardrail, a pole near the stop sign, which will be visible if you move forward in the linked Google Street View, and the locations of tactile pads. (The Pinellas path is intended for pedestrians to keep to one side, hence also the two bollards dividing the path into thirds.) The pushbuttons just before the path light up something (rapid-repeating rectangular beacons) on the yellow signs with their solar arrays, but that doesn’t show in the video. The pushbuttons on the near side of the intersection are, however, not positioned where a cyclist riding in the middle lane, as intended, could reach them.

I don’t think that the closer of two bicyclists coming from the far side of the intersection pushed the button there — the video starts when he is already in the intersection, but he is going too fast to have accelerated from a stop. (I was wrong about this. A better, longer version of the video clip shows him pushing the button.) So, the motorist in the second car, which hit the bicyclist, did not have a warning to stop (that is, not a sign or signal requiring a stop.) — and does not have a stop sign, as the yellow, diamond-shaped warning sign does not require a stop (nor do the beacons). The motorist could easily have been distracted by the other car passing on the right and not have noticed the approaching bicyclist until too late to avoid a collision. The motorist is culpable at least of leaving the scene of the crash. The bicyclist failed to stop at a stop sign (though it is a troublesome stop sign: crossing is possible in a shorter gap without stopping, and I have already described the problem with the location of the pushbuttons). Another requirement at a stop sign, though, is to yield and instead, despite seeing the approaching cars, the bicyclist exercised extreme victim behavior, throwing up his hands rather than to attempt any evasive action, either braking or swerving. He didn’t even stop pedaling. What a clusterf**k.

(Further weirdness: the stop sign has no force under the law — see comments.)

I have read that the police say that the lights were flashing. How do they know this? The only way the would know is from an eyewitness.

Posted in Bicycle facilities, Bicycling, Crashes, Traffic Signals | Tagged , , , , , , , , , , , , , , , , | 17 Comments

European Cycling Federation report about motor vehicles

See https://ecf.com/what-we-do/road-safety/motor-vehicle-regulation-safer-cycling

Generally good stuff.

I like the call for automatic emergency braking. This will prevent rear-end collisions, and can potentially eliminate the right hook — though not the screened left cross. Automated speed control with an override for emergencies is also practical. The skeptcism about C-ITS (connected vehicles) is in my opinion warranted. It is too complicated to be reliable and there are also the issues of expense, need of bicyclists and pedestrians to carry equipment, and civil liberties.

I also like their specification that side underrun protection should stop pedestrians or cyclists from being caught in or because if the guard. Most side guards I’ve seen of this in the USA are window dressing — see http://john-s-allen.com/blog/?p=5448

But their statement that cycling fatalities and serious injuries have decreased is at odd with the graphs. What is correct? What are the causative factors? What kinds of crashes?

They don’t say anything about the trend toward e-bikes.

The following is good, in the report:

In the EU the developmental pattern seems to be that vehicles will become more and more automated bringing the technologies step by step into new high end vehicles (AEB, parking assist etc.) with, over time, driving tasks being further and further eliminated from the driving task until eventually full automation is achieved. The US seems to be moving in a different way with companies not traditionally involved in vehicles looking at current testing of fully autonomous vehicles (Google car etc.) using sensing camera/lidar/radar systems and almost willing the driverless car into life through repeated use on the road.

The report protests against bicyclist’s being pushed out of the way to make room for motor vehicles and mentions “good cycling Infrastructure” repeatedly but doesn’t say what that is, or how the advent of e-bikes, automated crash prevention and autonomous vehicles will change that. Clearly, it will, but how?

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Van rental

I’m used to driving a small sedan, but this past weekend, my son and I volunteered at the rest stop for a bicycle club century ride and rented a large cargo van (Ford 250Z) to transport supplies.

Ford F250 Z cargo van

Ford F250 Z cargo van

Safety feature: back-up camera with lines that curved as I steered indicating the path of the vehicle — display in the center mirror. (Also, the van did have windows in the back doors and the load was low enough that it didn’t obscure them.) But I didn’t know about the camera until another club member who had rented such a van last year told me about it.

Danger features: no side windows behind the driver’s seat, and neither the camera nor the convex blindspot mirrors under the main side mirrors offered a view directly to the sides. I had to back out into a street blindly on one occasion. At the time, I was alone in the van, so my son couldn’t spot for me. (There might possibly have been another camera at the right side, but I didn’t know. There was room in the mirror for a second display.)

When changing lanes, I am used to checking for traffic in blindspots by turning my head, and there were a few times I forgot to look into the convex mirrors. Huge danger feature: open cargo compartment behind the driver’s and passenger’s seats, minimal tie-downs but no tie-down straps, and no partition to prevent the load from flying forward and beheading the driver and passenger in the event of a collision.

Many kinds of optional and custom interiors are, I’m sure, available for this model of van but the one I rented, fresh from the factory with a completely bare unimproved interior, really ought not to be street legal.

Oh, and I have noticed on this vehicle and almost all other newer vehicles, the front turn signals are way over at the side, out of view of anyone about to cross in front from the other side. (See photo.) How the hell can this be legal?

Where is Ralph Nader now that we still need him?

And, the rental agency handed me the keys without giving me any instruction. Fortunately, I had no crashes and my son and I are unscathed.

Posted in Bicycling | 2 Comments

Another embarrassing Dutch bicycle education video

Here’s a video from the Dutch cycling Embassy, a promotion. Dutch education teaches children how to follow Dutch rules. It doesn’t teach them basics of bike handling or safety in traffic. The teacher makes an empty claim that it does, and the video, presented as a promotion, is an embarrassment. The video is short enough that I took my time to look right through it and comment. Almost every clip of students riding is an example of bad practice.

If cycling were being taught according to the same principles as with other skills-based activities such as swimming, ball sports or boating, then skills would be at the core of the instruction. But again, this is rules instruction. And even so, the students break many basic rules, for example turning left from the right side of the road without looking back in time to negotiate with an overtaking motorist or cyclist.

The video is of lots of short clips, some so short you can hardly see what is happening. You will have to stop the motion or look repeatedly to see some of the things I describe below. Cheerful music plays for most of the video except when teachers are making promotional statements: one more way that the video identifies itself as having everything to do with promotion.

Times here are backward because Facebook shows you the amount of time left rather than the amount of time elapsed. Yay Facebook, another subtle manipulation to keep you on the page. (A reader has indicated that clicking on the time display changes it to time elapsed — a hidden feature.)

-2:04 Kid is riding bicycle with the saddle way too low.

-1:49 Children are standing over their bicycles, in front of the saddle, which is good, but the pedals on which their feet rest are in the down position. They would have either to raise the pedal or, if that is not possible (coaster brake) switch feet or shuffle start.

-1:43 Same kid rides too close to the back of a right-angle-parked car. It could back out, or someone could walk around past its far side.

-1:42 He rides in the door zone of a parallel-parked car.

-1:39 Girl is riding with saddle so low that she is pedaling on the heels of her feet.

-1:35 Girl weaves right before a cross street, then goes straight.

-1:31 Girl turns left from the right side of the road — but she is signaling, and that will make it safe! We don’t see her do a shoulder check.

-1:29 Girl rides deep in the door zone on a narrow street with motor traffic. If the door of the SUV with dark windows opened, she would strike the door and/or be thrown into the path of an approaching car.

-1:26 Boy signals a right turn while turning rather than before turning, turns and continues edge riding.

-1:16 Girl turns left from the right side of the street. She does a shoulder check, but too late to negotiate if there is a vehicle approaching (There isn’t. There isn’t any moving motor vehicle behind a cyclist in any of these clips, other than maybe the one with the video camera in staged shots). She signals while turning rather than before turning, which would indicate her intention. A scorer is sitting by the side of the road.

-1:05 Teacher: “The traffic exam tests whether children are able safely to participate in traffic” — so, evidently, the children have already taken the course.

-1:00 “They’ve just done the national theoretical exam.”

-0:56 Child is stopped sitting on the saddle, which is too low, I can tell just by looking at her feet.

-0.54 Student is being scored by teacher using a clipboard, while riding in the door zone. Does the student get a deduction on the score?

-0:51 Boy rides over a speed bump without posting.

-0.49 Girl dismounts by jumping off to the side of the bicycle. Does she know another way? This is the fastest way and there is no other traffic here, but it is inappropriate for a traffic stop.

-0:26 Kid is riding in the door zone, fast. Were any points deducted from his score on the exam? He does look over his shoulder before merging left, probably to turn left (clip is cut at this point) but as he is in the door zone, he can’t really afford not to pay attention to the door ahead.

-0:21 Student is riding close to the back of a row of right-angle parked cars and then over a speed bump without posting. Clip abruptly ends when he is on top of the speed bump.

-0:13 Girls ride over a speed bump, closer one without posting. Nobody ever demonstrated that? She hasn’t picked it up by watching other cyclists including the one right in front of her?

-0:09 Girls mount their bicycles awkwardly. This clip is cut off before they even get moving.

-0:05 — a chicane, painted dark and not reflectorized, another view of what was shown at -0:49. Cyclist must dismount to pass through. Such chicanes are beginning to be seen in North America now too. The purpose here in the Netherlands is apparently to prevent motorcyclists from passing, but bicycles with trailers, tandems, adult tricycles also can’t. The purpose in the USA and Canada is to force cyclists on paths to dismount before intersections.

Also see my other post about the skills of adult Dutch cyclists.

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