Category Archives: Bike lanes

Doored in Union Square

https://danconnor.com/posts/541542fd45b74d6952000001/on_the_video_in_which_i_am_doored_by_a_taxi

(Note: the video is no longer online but a screen clip is on another page.)

I see a lot of people who comment here discussing fault. Fault and crash prevention are not the same. I’ll take crash prevention any time over being able to point the finger of blame from a hospital bed — though in this case crash prevention would unfortunately have required either of two things:

* riding at 5 mph or less to be able to stop before striking the door, largely removing the speed advantage of bicycling over walking

* or to operate according to the normal rules of the road and pass the cab on the street side, with enough clearance to avoid a door there — but if the NYC police are ticketing cyclists for doing this, as Dan Connor says, and judges are holding bicyclists at fault for it, in the face of compelling evidence of danger like that from the video, then the only hope is an appeal to overturn the judge’s ruling (expensive, uncertain) or repeal of the mandatory bike lane law (a long drawn-out process).

Also very unfortunately, bicycling advocates and governments are busy painting, and now walling, bicyclists into smaller corners. The “protected” bike lane where the pedestrians walked out near the start of the video is a fine example of that. That bike lane is bad enough. I’ve ridden in Manhatten myself and I think that crosstown bicycling could be well-served by converting every 4th or 5th street into a bicycle boulevard (only local motor traffic). North-south traffic is a tougher issue. The 9th Avenue bikeway (10 feet wide, one-way) works pretty well in my experience but its cheap imitation on 2nd Avenue is a gauntlet. More about NYC bicycling here: http://john-s-allen.com/galler…

Some Portland weirdness

Oregon cyclist Hal Ballard posted this picture in a Facebook group. (You may or not be able to see the original post). You may click on the image for a larger view.

Stott and 26th NE, Portland, Oregon

Knott and 26th NE, Portland, Oregon

Here is a Google Street View from before bicycle markings were painted:

Portland, yet! Well, Portlandia.

Often, flubs like this result from a construction crew’s having its own ideas about design, as in “oh, there’s a ramp from the sidewalk and my 5 year old rides on the sidewalk.” I don’t think that you would find this in the design drawings. Portland traffic engineering has its ideas about bicycle facilities which I may or may not agree with, but leading a bike lane extension into the curb when there is a shared-lane marking in the next block isn’t one, or at least that seems very improbable to me.

it is distressing that this happened, and that the city didn’t immediately correct it.

Chicago Bike Lane Guide, a Blast from the Past

The Chicago  Bike Lane Design Guide, published by the Pedestrian and Bicycle Information Center of the University of North Carolina in cooperation with the Chicagoland Bicycle Federation and the City of Chicago, is available online on the NACTO site.

What would be a cyclist’s safest line of travel in the situation shown? Safest would be in line with the motor traffic, as counterintuitive as that may seem. Every credible bicycling education program advises this. That is where motorists have a good view of cyclists and interact with us according to the normal rules of the road. On the street shown, with only one lane for motor vehicles in the bicyclists’ direction of travel, riding in line with motor traffic would, certainly, be inconvenient for the motorists. So, perhaps a better solution would be to choose another street. Chicago is a grid city and offers many choices. Different street improvements might also be considered.

But, what does the cover show? Here it is.

Cover of the Chicago Bike Lane Design Guide

Cover of the Chicago Bike Lane Design Guide

There are some oddities about the photo — I’ll describe them first, before getting to my main point.

  • The bicyclist’s helmet is too far back on his head, and so, not strapped on securely either.
  • The saddle of his bicycle is too low, and he is pedaling on the arches of his feet, making pedaling inefficient and suggesting that he does not know the best technique for stopping and restarting.
  • His trouser leg is not secured against catching in the chain.
  • I’d prefer that cyclists wear cycling gloves and brighter-colored clothing, though I don’t indulge in finger-pointing against cyclists who don’t.

All in all, the cyclist looks awkward. It appears to me that the photo is intended to show that a newbie, awkward, timid bicyclist can find relief from anxiety by riding in a bike lane. Or maybe the people who did this photo shoot didn’t know any better — and that is troubling on the cover of a guide published by the organizations it identifies as its creators.

This is a posed photo shoot. If the cyclist had kept riding, he would have collided with the photographer. Even the bus probably was recruited, stopped so its picture could be taken. Choices in staging this photo, not only in selecting it,  were intentional.

But here is the main point: though knowledgeable bicyclists had been warning about riding within range of an opening door of a parked car for decades, the bicyclist shown is riding in the middle of a bike lane adjacent to a parking lane, in the door zone. The bus shown passing the bicyclist carries the implication that the bike lane makes this interaction safe.

An opening car door throws a bicyclist out into the street. The same year the Guide was published, a cyclist in Cambridge, Massachusetts, a brilliant and accomplished graduate student, was doored and thrown against the side of a city bus. She fell under its rear wheels and was crushed to death. I wrote about that incident shortly thereafter. Many similar incidents have occurred over the years, and their number continues to increase.

I have posted comments on the Chicago Bike Lane Guide’s approach to the question of the door zone on another page.

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An undertaking undertaking

I answered this question on the Quora question-answering site.

Who is at fault if a driver undertakes you from behind you while you are safely making a left turn on a one-way road?

First, let’ define “undertaking”. That doesn’t mean that the vehicle is a hearse. It means that the vehicle passes between yours and the edge of the road when you are near the edge and turning toward it. Since the question mentions a left turn, the questioner is probably in a country where traffic keeps left by default and normally passes on the right. The term ‘undertake” is more commonly used in the British Isles than in North America in any case. But the question could apply to a left turn from the left side of a one-way street anywhere.

Usually, the driver who undertakes is at fault. Generally there is not room for another dual-track vehicle to pass between the turning vehicle and the edge of the roadway, though there may be room if more than one lane allows left turns, or room for a single-track vehicle (motorcycle, motorized bicycle, bicycle). A driver might also undertake on a highway shoulder or by driving off the road. In any of these cases, it is illegal.

Some countries place a bicycle lane or barrier-separated bikeway in the path of the turning traffic, and if the undertaking driver is a bicyclist, the turning driver is held at fault. The resulting conflict may be not mitigated at all, or mitigated in any of several ways — with warning signs, street geometry, street markings or traffic signals. The intention of this arrangement is to relieve bicyclists of the burden of mixing with motor traffic to travel straight through the intersection, and so, placing all of the responsibility for avoiding collisions on the motorist.

Because of the speed with which bicyclists travel, the turning driver is required to look to the rear to the side toward which he or she is turning, rather than only first merging to the lane position for the turn and then yielding to pedestrians who are standing on the corner or walking in the crosswalk. Looking to the rear imposes an additional task burden on the driver at a time where attention to the front and sides is also in demand, and may even be impossible, depending on the geometry of the intersection and the design of the turning vehicle. Unless drivers know to expect this conflict and mitigating factors are in place, this is a risky situation, often resulting in what is called in the USA a “right hook” collision. It also reduces the throughput of intersections by requiring additional waiting — sometimes by motorists, sometimes by bicyclists and sometimes by both.

 

Avoiding the left cross

This post isn’t about pointing the finger of blame. If that is to your taste, you can find endorsement of that position in many of the comments on the video on YouTube. But I think that we would rather avoid crashes in the first place, so this post is about avoiding crashes.

The cyclist could have prevented this crash. He missed three cues that it was about to happen. The motorist missed one cue.

Briefly at 0:09 through 0:10 in the video, the car which was about to turn left is visible with its left-turn signal on. The cyclist’s camera saw the car and so the cyclist also could have seen it and the motorist could have seen the cyclist, but neither was looking at/for the other. The car slowed (note increasing gap between it and the SUV ahead of it). The minivan which the cyclist was passing on the right also slowed, leaving a gap for the car to turn left into the driveway. These were additional cues which the cyclist might have heeded. Following the brief interval when the cyclist and motorist might have noticed each other, the minivan screened the cyclist’s and motorist’s view of one another until too late for either to prevent the collision.

How might cyclists avoid crashes like this? While it is tempting to maintain speed in a bike lane when motor traffic to the left is slow or stopped, do not expect that the bike lane somehow makes you immune to incidents like this. Do not pass on the right any faster than would allow you to avoid a vehicle or pedestrian crossing in front of the vehicle to your left. If you can safely pass motor vehicles on the left (though not here on this two-lane road), do that instead.

Say what?

Click on the photo for a larger view. Your comments are welcome. This is yet another of Boston”s bike boxes, where bicyclists are expected to advance in a bike lane at the right side of the street, than to prepare a left turn, swerve across in front of three lanes of motor traffic without knowing when the traffic light will change.

Cambridge Street at Sudbury Street, Boston, July 25, 2017

Cambridge Street at Sudbury Street, Boston, July 25, 2017


The location as of September, 2016:


July, 2015


October, 2014


September, 2013

Alice Swanson fatality, a right hook

Here is the intersection in Washington, DC, where cyclist Alice Swanson was killed by a right-turning garbage truck.

The Street View is from 2009, as close as Google gets to the year of the crash (2008). The big cross street is Connecticut Avenue. The little one before it is 20th Street NW. My recollection is that the garbage truck turned right into 20th Street, and Swanson probably assumed she could pass it safely because it would turn right onto Connecticut Avenue and the traffic signal was red. If you open the Street View in Google Maps and click on the clock at the upper left, you can go to Street Views from different times and see the intersection without a bike lane (2007) and with green paint (2014). The dashed bike lane stripes indicate that motorists are supposed to merge into the bike lane, but many do not and it may not even be possible with a large truck. Note also that parking extends close to the intersection — the last 20 feet or so are no parking, with a fire hydrant.

The “Dutch Reach”

I have sent the following message to Dr. Michael Charney, of Cambridge, Massachusetts, promoter of the “Dutch Reach”. The “Dutch Reach” is motorists’ opening the drive’s side door with the opposite hand, so they must look back for bicyclists riding within range of an opening car door.

Dr. Charney —

Have you studied the literature of bicycle crash causation and prevention, see for example Paul Schimek’s study of Boston bicycle crashes — or had any instruction in best practices for safe cycling,  for example through the CyclingSavvy program or the League of American Bicyclists Smart cycling program?

Sure, the Dutch Reach will prevent doorings as long as the motorist remembers to use it.

It probably works reasonably well in the Netherlands, where bicyclists have great political influence, where enforcement against motorists is draconian and where bicyclists’ squeezing through tight spaces is unavoidable on crowded, narrow streets that date back to medieval times.

Promotion of the Dutch Reach at least acknowledges that bicyclists riding at normal speeds are unable to stop in time to avoid an opening car door, as hasn’t been universally acknowledged in advice given to bicyclists.

Car doors aren’t the only problem with riding close to parked cars. There are also ride-outs, drive-outs, merge-outs and walk-outs, all of which, as well as dooring, are avoidable by riding far enough from parked vehicles to see, be seen, and have maneuvering room. Every motorist who gets out of the car on the street side is also going to walk out around the front or back of it to get back in, and merge out to drive away. The resulting risks are avoidable only by riding outside the door zone, or if in it, very slowly and cautiously.

Bicyclists who are in a position to be doored also are often overtaking on the right, subjecting themselves to risks of right-hook and left-cross collisions. The “Dutch reach” addresses only dooring.

Promoting the Dutch Reach as if it would make door-zone bicycling safe promotes the false belief that most car-bike crashes on urban streets are overtaking crashes. In fact, these are rare. Bicyclists still have the other problems which result from edge-riding, and become uneasy. These bicyclists’ beliefs either trap them in the door zone or lead them to quit bicycling.

Bicyclists who rely on the Dutch Reach are defining themselves as helpless victims, expecting the same motorists they fear to take all of the responsibility for their safety. Self-definition as a victim prevents bicyclists from understanding that they can take actions to improve their own safety.

Promoting the Dutch Reach perpetuates the idea that bicyclists are second-class citizens, motorists have a superior right to use the road, and promotes the construction of door-zone bicycle lanes which codify that belief.

Most media outlets cover the Dutch Reach — as is usual with bicycling issues — out of context. Once again, as with helmets, bike lanes, etc. etc., a single measure, which has benefits and also which can fail, is described as if it is a be-all-and end-all and draws attention away from what could be a comprehensive and reasoned approach to bicyclists’ mobility and safety.

Would you as an MD advise your patients to come in for a yearly doctor visit and dismiss things they can do for themselves: healthy diet, avoiding smoking, exercise, monitoring for symptoms of serious disease? Would you ignore research which shows the importance of these practices? No, but you are promoting a single practice which can address only one of many safety issues facing bicyclists, and whose promotion unfortunately reinforces common misconceptions and distracts from comprehensive solutions.

Thank you for your attention.

Boston expert design

Here’s a video of the intersection of Commonwealth Avenue and St. Mary Street, Boston, Massachusetts, USA, an example of the design expertise which earns Boston its place with the League of American Bicyclists as a Bicycle Friendly City.

The video is from 2013. As of 2016, one change has been made: the zigzag in the bike lane has been replaced by a diagonal transition.

The idea that cyclists should turn across in front of multiple lines of motor vehicles to change lane position is not unique to this location. Here’s another example, and it is by no means the only other one:

I have a blog post in connection with that video too.

Ogden, Utah skateboarder stop

There’s plenty of confusion to go around here.

http://www.ksl.com/?nid=148&sid=35631391

Deputy: “I don’t care, you’re right in the middle of the road.” No, the boarder was on the shoulder, at least in the part of the video the TV station broadcast.

Was that legal? Bicycling is allowed on shoulders in many states. I couldn’t find anything on that on the Utah legislative site section on bicycles, http://le.utah.gov/xcode/Title41/Chapter6A/41-6a-P11.html.

But the man was on a skateboard, not a bicycle. Under Utah law, the skateboard is defined as a vehicle, last definition here: http://le.utah.gov/xcode/Title41/Chapter6a/41-6a-S1105.html and so, under the law, the skateboarder should have been in the travel lane, not on the shoulder or a sidewalk, if any, as little sense as that may make.

So, the officer’s charge was false. If the boarder were defined as a pedestrian, then shoulder use in the absence of a sidewalk would be legal if the boarder was traveling opposite the direction of traffic (he wasn’t), — not that this is sensible when it would have required crossing to the far side of a multi-lane road. http://le.utah.gov/…/Title41/Chapter6A/41-6a-S1009.html.

There is a sidewalk, as shown in Google Earth and Street View images.

The TV station video is edited at 00:25. It doesn’t show the entire conversation between the deputy and the boarder before the boarder attempted to flee — so we don’t know about an opportunity to comply. Other question is how the boarder could comply if there was nowhere to go except up and down a road bordered by vegetation. The deputy ran after the boarder and attempted to stop him. Probably better to let him go. The boarder fought the deputy, violently. Not smart at all.