Tag Archives: bicycle

Sloppy cycling meets sloppy journalism

Washington, DC TV station WJLA, channel 7, has run a story about new bicycle laws passed by the DC City Council and signed by the mayor. The new section reads as follows:

A new section 9d (D.C. Official Code § 50-2201 .04d) is added to read as follows:

“Sec. 9d. Bicyclists’ use of leading pedestrian in tervals.
“(a) A bicyclist may cross at an inter section while following the pedestrian traffic control signal for the bicyclist’s direction of travel unless otherwise directed by traffic signs or traffic
control devices.
“(b) A bicyclist may cross an intersection where a leading pedestrian interval is used.”

Questions have been raised by cyclists in an online group I belong to, for example, “So how are the bicyclists supposed to reach the intersection when no bikeways are present? By lane splitting? Filtering forward on the right? Using the sidewalk? Or are bike lanes and boxes supposed to be provided at all intersections? This will be a boon to red light runners and further the bad mixing of bicyclists and peds as “one category”, or as some like to say, further the pedestrianization of bicycling.”

But I’d like to discuss the video itself. It came with an embed code, and here it is.

After 15 seconds of an ad for an Infiniti SUV, you’ll get to see the news story about bicycling.

Much of the narration in the video is posted on a Web page under the headline

D.C. cycling made safer with new rules of the road

That headline is rather interesting not only because of the questions which have been raised, but also because the law isn’t even in effect yet. In a year or two we might have data as to whether cycling has become safer. It would be much more difficult to determine whether that resulted from the new law. A recent study did show that cycling is becoming less safe the crash rate is increasing in Washington, DC — as might be expected when large numbers of new and inexperienced cyclists enter the traffic mix.

The text identifies interviewees — though only by their last names. One is named Clarke. More about that later. Also there are bike-cam shots in which you can see the cyclist’s plaid sleeves. This leads to an interesting discovery. My rundown of the video:

0:00 The words “outrage” and “alarm” are used. Inset on the screen reads “Bike vs. Car.” The TV station is pandering to motorists’ sense of entitlement and identifying inanimate machines as doing battle with each other, as a surrogate for operators of those machines placing them in conflict with each other. The concept of cooperative use of the public streets gets short shrift in this video.

0:49 Bicyclist in the plaid shirt threads the needle between a stopped SUV and a bus, placing him immediately directly in front of the bus. Nice thing the bus wasn’t about to start up. Headache for the bus driver in any case.

0:52 another cyclist waddles out from behind a stopped vehicle in front of another vehicle which is just starting to move.

1:02 the man on the street being interviewed is wearing the same plaid shirt as the one in the on-bike video making dumb moves. In the online text his name is given as “cyclist Billing” and he uses the royal “we.” “We” is WABA: Greg Billing writes blog posts for WABA and has written one about this new law.

1:05 Billing is shown turning left and heading for a door-zone bike lane to filter forward. Shot is cut off abruptly before he reaches the lane.

1:12 Cyclist identified in the text as Senff justifies advanced green on ped signal so “you don’t feel so, I don’t know…pushed.” How that applies when starting ahead of the motor traffic, I don’t know.

1:25 Through-the-windshield shot as car enters a combined bike lane/left turn lane, which figures later in the video too.

1:35 Truth is spoken by a man identified as Bradford: not all bicyclists operate properly.

1:40 Narration is about a bicyclist operating responsibly, but the bicyclist shown in one of many low-angle mood shots has a shopping bag dangling next to the front wheel.

1:45 The narrator complains of a bicyclist overtaking a motorist who is signaling a turn. The bicyclist, seen through a car windshield, is legally in a combined bike lane/left turn lane to the left of a through lane from which a motorist ahead is preparing to turn left illegally. Flex posts would keep a knowledgeable bicyclist from merging out of the bike lane. The driver preparing to turn left couldn’t make sense of the intersection design, and the bicyclist was blissfully unaware of the risk. The layout here is the same as at 1:25 in the video — it might even be the same intersection — and similar to the one at Market and Octavia Streets in San Francisco where fatal crashes have occurred.

1:50 The unidentified Clarke is revealed to be an African-American woman, not Andy Clarke, President of the League of American Bicyclists.

1:54 Billing provides a bike-cam shot, riding at speed in a left-turn lane going too fast to turn left, but the shot is cut just before he reaches the intersection.

2:15 A cyclist is in the door zone and uncomfortably close to a pedestrian.

2:20 — The law has to be voted on by Congress. It isn’t yet in effect.

All in all, there’s plenty enough cluelessness to go around, with this video, but I do agree with Mr. Bradford!

Truck side skirts: reliable way to prevent cyclist fatalities?

No, not reliable. And they are also supposed to confer an aerodynamic advantage. Some do, some don’t.

Some have a smooth surface which can deflect a cyclist. That is still no guarantee that the cyclist will escape serious injury or death. Other side guards are only open frameworks which can catch and drag a bicycle. A lot of what I have seen is little more than window dressing.

The side guard in the image below from a post on the Treehugger blog has no aerodynamic advantage and could easily guide a cyclist into the rear wheel of the truck.

Photo of truck side with guard from Treehugger blog.

Photo of truck side with guard from Treehugger blog.

A cyclist can easily go under the side guard shown in the image below, from a Portland, Oregon blog post. A cyclist who is leaning against the side guard is guided into the sharp edge of the fender bracket and fender, and the front of the turning wheel, which can pull the cyclist down. There is another wheel behind the one in the photo.

Side guard on City of Portland, Oregon water transport truck

Side guard on City of Portland, Oregon water transport truck

The side guard on a Boston garbage truck in the photo below — my own screen shot from the 2013 Boston Bikes annual update presentation — is only an open framework which could easily catch and drag a bicycle.

Side skirt on City of Boston garbage truck

Side skirt on City of Boston garbage truck

A truck which is turning right off-tracks to the right. A cyclist can be pushed onto his/her right side, and goes under, feet to the left, head to the right. On the other hand, if an overtaking truck contacts the left handlebar end, or if the right handlebar end contacts a slower or stopped vehicle or other obstruction, the handlebar turns to the right and the cyclist slumps to the left, headfirst.

To be as effective as possible for either aerodynamics or injury prevention, side guards must cover the wheels. Though that is practical, none of the ones shown do.

But no practical side guard can go low enough to prevent a cyclist from going underneath. The side guard would drag  at raised railroad crossings, driveway aprons, speed tables etc. Even if the side guard did go low enough, it would sweep the fallen cyclist across the road surface, possibly to be crushed against a parked car or a curb.

Fatalities have occurred when cyclists went under buses, which have low side panels — but the wheels are uncovered. The Dana Laird fatality in Cambridge, Massachusetts is one example. Ms. Laird’s right handlebar end is reported to have struck the opening door of a parked vehicle, steering her front wheel to the right and toppling her to the left.

Dana Laird fatality, Cambridge, Massacchusetts, 2002

Dana Laird fatality, Cambridge, Massachusetts, 2002

The bicycling advocacy community, as shown in the blog posts I’ve cited, mostly offers praise and promotion of sub-optimal versions of side guards, a measure which, even if executed as well as possible, offers only a weak, last-resort solution to the problem of bus and truck underruns.

Most of the comments I see on the blogs I linked to consider it perfectly normal for motor traffic to turn right from the left side of cyclists, and to design infrastructure — bike lanes in particular — to formalize this conflict. The commenters also would like to give cyclists carte blanche to overtake close to the right side of large trucks, and place all the responsibility on truck drivers to avoid off-tracking over the cyclists.

Cyclists are vulnerable road users, but vulnerability is not the same as defenselessness. It is rarely heard from today’s crop of bicycling advocates, but a cyclist can prevent collisions with trucks and buses by not riding close to the side of them. There’s a wild contradiction in playing on the vulnerability, naiveté and defenselessness of novice cyclists to promote bicycle use with measures — particularly, bike lanes striped up to intersections — which lure cyclists into a deathtrap. Regardless of whoever may be held legally at fault in underrun collisions, cyclists have the ability to prevent them, and preventing them is the first order of business.

Want to learn how to defend yourself against going under a truck? Detailed advice on avoiding bicycle/truck conflicts may be found on the Commute Orlando Web site.

Additional comments about the political situation which promotes underrun collisions may also be found on that site.

Support for the Allies in WWII, wrapped around a bicycle sprocket

I wrote to Sturmey-Archer’s European office a few months ago concerning the Swiss-made Vibo three-speed hub described on the Sturmey-Archer Heritage Web site.The Web page indicates that a scrap of paper which enclosed the sprocket in the shipping box shows German troops marching into Paris. It doesn’t. The page hasn’t been corrected, so I’ll make a correction here.

Here’s the scrap of paper. You can click on the image to enlarge it, and read the caption if you happen to read French.

The scrap of paper which wrapped the Vibo hub

The scrap of paper which wrapped the Vibo hub

Here’s translation from the French on the scrap of paper.

Underground mobilization
in the Paris sewers and catacombs

(continued from page 29)

A city full of passion and hope

Since the start of the invasion, German illustrated newspapers have ostentatiously been publishing images of Paris which the propaganda agencies accompany with strange commentaries. Here is an example: it is supposed to prove that Paris is hostile to the Anglo-Saxon invaders and that it openly supports the acts and cause of its oppressors. While the tank battle rages in Normandy, German power is being asserted in the French capital through the organization of large demonstrations by reserve troops along the avenues and boulevards. The Germans do not seem to be troubled by the developments alongside and under them, appearing to be content to drown out the muffled rumblings of the partisan army in the underground city with the sound of boots on the Champs Elysées. The Germans are surrounded by large crowds which “applaud spontaneously, clap their hands and throw flowers.” But who, then, has checked whether these are Parisians? There are two hundred thousand German civilians in Paris, to whom might be added, as in any large city, a certain number of women of easy virtue. Let us recall 1870 and the well-known heroines of Maupassant’s stories. There is nothing mysterious about this image. The Champs-Elysées? Yes. But Paris? No!

This establishes a few things:

  • The hub was made no earlier than the weeks in 1944 after the D-Day invasion but before the liberation of Paris — not when “German troops were marching into Paris,” as indicated.
  • Therefore, any lawsuit to stop production did not succeed till after that time (and I suspect, wouldn’t get much attention while the war was raging).
  • As Switzerland was neutral, the hub could have been exported to Germany or a German-dominated country — including French-speaking countries — and so the message might have been chosen intentionally as an indication of support for the Allies against Nazi Germany. Note how neatly the paper is torn to preserve the image and caption!

It is also understandable that a Swiss company would have taken up manufacture of a copy of a Sturmey-Archer hub during the war. There was no way to get the real thing in Switzerland, which was surrounded by Axis and Axis-dominated countries. Also, production of bicycle components — especially for export — in both the Allied and Axis nations was limited by the war. The threat of a lawsuit from England would be much less of a concern than action — legal and diplomatic — by the neighboring Germans; the Swiss manufacturer and/or employees clearly were more sympathetic to the Allied cause, and might also expect customers to be. Therefore, a copy of a British hub would probably be better received even though illegal.

Boston Globe: Reality Check Time

The caption with the picture below in the Starts and Stops column of the Metro section of the June 17, 2012 Boston Globe reads:

Cyclists stopped for a red light in the “bike box” on Commonwealth Avenue in the Back Bay. They provide the cyclist a safe space to wait ahead of cars at traffic signals.

Photo which appeared in the Boston Globe Metro section, June 9, 2012

Photo which appeared in the Boston Globe Metro section, June 9, 2012

(The Globe story may be behind a paywall, but you can probably access it through a public library’s Web site using your library card number.)

The smiling cyclists show that this is a posed photo; the photographer evidently only thought of the large puddle in the foreground as an artistic touch. How about the car encroaching into the bike box in the background?

Well, yes, OK, waiting in the bike box might be safe — drivers are unlikely to encroach on a cyclist who is already waiting in the bike box. The problem is with getting into the bike box. The Globe columnist, Eric Moskowitz, never considered that bicyclists approaching the bike box on a red light are encouraged to swerve sharply left across multiple lanes of motor vehicles, with no way to know when the light will turn green. A waiting motorist will not see the swerving cyclist if looking to the left for traffic at the wrong moment. A tall vehicle in one lane will conceal the cyclist from a driver waiting in the next lane.

Portland, Oregon has hosted a study of bike boxes, which found that this is actually a rare problem in Portland, because cyclists are smart enough not to swerve into the bike box. Instead, if the light is red, they wait at the right curb, blocking other cyclists behind them. I saw the same thing on Commonwealth Avenue. As I said before, the Globe photo is posed.

But on the green light, there’s another problem. Bike boxes and the bike lanes which lead to them invite cyclists to overtake waiting motor vehicles on the right, risking getting struck by a right-turning vehicle. A bicyclist was right-hooked and killed in Portland, Oregon, on May 16, 2012 but apparently that news didn’t reach the Globe’s columnist, or didn’t make an impression on him. Now a letter from the City of Portland is conceding that car-bike crashes have increased at some of the intersections where bike boxes were installed. So much for the Globe’s assertion of safety.

Conscientious bicycling advocates have been warning about the “right hook” problem for decades, based on the difficulty which motorists have in looking into their right rear blindspot, while also checking the intersection ahead.

Swerving across is illegal too: here’s the Massachusetts law, in Chapter 89, Section 4A. It applies to bicyclists, the same as other drivers. Every state has a similar law.

When any way has been divided into lanes, the driver of a vehicle shall so drive that the vehicle shall be entirely within a single lane, and he shall not move from the lane in which he is driving until he has first ascertained if such movement can be made with safety.

Bicycling advocates, planners and government officials who promote bike boxes have simply chosen to pretend that this traffic law doesn’t exist, or can be ignored. Same for the limits of human abilities.

Now, I wouldn’t be fair in making this criticism if I didn’t suggest alternatives.

The one I favor is for cyclists to merge before reaching the intersection. That can be facilitated by signal timing at the previous intersection to allow cyclists to merge across when motor traffic is stopped, and a clear lane into which to merge.

Other suggestions have been to prohibit right turns, or to install special signals to warn cyclists that the light is about to change. Denver’s retired bicycle coordinator, James Mackay, has described some of the measures used in European cities.

These measures will, however, result in more delay, for both cyclists and motorists.

It may be more practical just to designate another street as the one for through bicycle traffic, My favorite suggestion at this Back Bay location would be Newbury street, configured as a two-way bicycle boulevard with a bridge over the Muddy River to connect it with the Fenway area.

Danish story, video and comments on the Albertslund-Copenhagen “bicycle superhighway”

A reader pointed me to a news story on the politiken.dk blog about the Copenhagen/Albertslund “bicycle superhighway” which is getting attention and publicity. The reader’s comments on my previous post read:

Yeah, its kind of joke, but to be fair they are not called superhighways in Danish but Super bicycle tracks, and even then most agree that they are not really that super. There is a video of the entire route here if you scroll down a bit:


The two next ones which will open are another story though, as they mostly have their own right of way, and use viaducts or bridges to cross streets.

So, better things may be on their way, but…I ran the article through the Google translator, and it appears in the link below in (sort of) English. The page includes the sped-up video of the entire route.


Here’s the video — warning, Shell diesel fuel ad at start, and you can only stop the video when you click on it, see the ad again and click on it to open a bigger ad! This workaround was needed to make the video visible on this page.

The one unifying factor of this route is an orange line painted lengthwise to identify it. The first part of the route is relatively tame. Barriers, unprotected intersections and other hazards pile up near the end.

Some representative quotes (I’ve translated from Googlish to English, thanks to an online dictionary and my knowledge of the neighbor language, German.):

From the article:

“I did not expect that I just had to detour on ordinary roads in residential neighborhoods. I did not see much of the green wave that is supposed to be in town. I do not think you can call it a super bike path,” the [politiken dk test rider] concluded.

From comments on the article:

- The section of tunnel under Motorring 3 is dark and miserably lighted. There are many riding schools (which, incidentally, should be forced to close and move out into a rural area!). The tunnel is usually filled with horse s***, and because you can not see in these tunnels due to poor lighting, you can only hope that you do not ride through any of it.


- In the westbound direction, at the pitch-dark tunnels, you have to negotiate two sets of barriers. The point of these, other than to impede traffic, I do not know. But when you have to use all your mental energy to get through these, they constitute more of a hazard than a safety precaution.


I have commuted between Roskilde and the northwest part of Copenhagen 2-3 times a week on a recumbent trike with an electric assist motor for 6 months (http://ing.dk/blogs/pedalbilen). When I used the “super path” the trip was about 3 km and 15 minutes longer. Especially the part of the route in Albertslund is very indirect and inconvenient. There are detours, barriers and ramps in most places, and it will for example not be possible to ride in a velomobile, as far as I can judge. The new route is comfortable and free of exhaust, but as commuter route it gets a failing grade compared with Roskildevej [a parallel, 4-lane divided but not limited-access highway with one-way sidepaths].


- I didn’t see anything which shows that cyclists have priority over the other traffic. Unfortunately, the only thing new that I see is approximately 100 meters of new asphalt in two places near Rødovre, so that it is easy going. There are simply no real improvements for cyclists in relation to other road users! You can still find barriers, sharp turns, bumps and traffic lights. Why is there no new cycle path, e.g. along the western forest road, so you do not have to drive through neighborhoods with pedestrians and children playing? Why are barriers not turned 90 degrees, so users of the route have right of way?

Even if there were brand new asphalt on the entire route it would never merit the title “super”. Only when a route enables more or less continuous travel at high average speed (which motorists know from motorways) does it, in my opinion, deserve the massive marketing it is currently getting.


…Bus passengers cross the bikeway. It seems quite unreasonable that there are no islands at bus stops where passengers have to wait when they get on and off. Thus cyclists must stop, and so, so much for the “super bike path”.

Some observations about bike-share bikes

I recently spent several hours riding in Montreal with a companion who was using the Bixi bike-share bicycles. These are similar if not identical to others being deployed in North American cities. I have some experience riding a Hubway bicycle in Boston, too.

These bicycles are designed to meet different requirements, compared with a rider-owned bicycle. A few observations:

  • The user is relieved of the burden of servicing the bicycles. That is advantageous– there are no worries about flat tires or other mechanical problems. If a bicycle becomes unrideable, you walk it to the nearest rental stand and trade it for another. A related advantage, especially for city dwellers, is that there is no need to store or secure one’s own bicycle.
  • The bicycles are rugged, and so they are heavy.
  • The three-speed hubs are not overgeared, like those on classic three-speed bicycles. The top gear is about right for level-ground cruising. These bicycles climb better than the classic three-speed in the lower gears, but still, the limited gear range and weight of the bicycle make it unsuitable for steep climbs except when using the “two-foot gear” (that is: get off and walk). My companion found one Bixi bicycle with a Shimano 7-speed hub, which he used for part of our ride, but never found another despite looking for one among several dozens waiting at rental stands.
  • The bicycles have fenders, integral lights powered by a generator in the front hub, and a (front) baggage rack, all features necessary for practical transportation use. Additional baggage capacity would be nice but would require a rear rack.
  • The very low step-through frames and skirt guards either side of the rear wheel allow a person to straddle one of these bicycles even if hardly able to left a foot off the ground, and to ride in an ankle-length skirt.
  • The skirt guards carry advertising logos — a reminder that the bike-share (actually, bike-rental) program doesn’t pay for itself.
  • Many features of the bicycles are designed specifically to prevent vandalism and theft. Wheels are not removable using conventional tools, tire valves are not accessible, the seatpost cannot be pulled all the way out etc. Some of the anti-theft features come at the expense of performance…
  • My companion found that the seatposts on most of these bicycles could not be extended far enough for full leg extension, though he is a full 5’7″ (170
    cm) tall.
  • All the bicycles have flat pedals. If you prefer clip-in pedals or toe clips and straps, you’ll have to ride your own bicycle.
  • The street-tread MTB tires are inflated rock-hard. Evidently, protecting the rims rates higher than rider comfort.
  • Hub brakes — Shimano Rollerbrakes front and rear — allow rims to be out of alignment without affecting braking, but these brakes are weak. The front brake appears to have a power limiter, or else it is mismatched to the brake lever. Braking appears to reach a limit which does not increase, no matter how hard the lever is pulled. (I hope to do a braking distance test soon).
  • The black, padded saddles get uncomfortably hot sitting in the sun on a summer day.
  • The system recommends helmet use but doesn’t supply helmets. Boston is, as I understand, working on an automated helmet dispenser.
  • In both Boston and Montreal, rental stands are consistently placed in the street with the rear of the bicycle facing out into the street. Some are on busy streets. You must walk in the street and back the bicycle out into the street to disengage it from its dock. In many cases, the rental stand is on a one-way street or a street with a median, so the user must walk in the street or ride opposite the legal direction of traffic to get to the through street or bikeway which it services. Usually, one-way streets lead away from the serviced street, and so the travel opposite traffic is almost always at the start of the trip.
  • A user has to to walk to and from rental stands, same as bus stops. The bicycles don’t come with locks except to lock them to the rental stands. If you stop in mid-trip to have lunch or so shopping, you must bring your own lock, and the rental clock keeps running.
  • The Montreal system offers a 24-hour pass, but extra charges accrue for any bicycle that is kept in use for more than 1/2 hour. At cycle-track speeds while obeying traffic signals, that was good for 4 miles (6 km) or less. My companion would note where a rental stand was at the right distance to switch bicycles just short of the half-hour limit. The system made him wait two minutes before he could release another bicycle at the same rental stand. Even one minute over the 1/2 hour adds a charge of $1.75 for the next half-hour. The payment plan, then, provides a strong economic disincentive against longer trips.
  • Walk time seriously increases trip time beyond what it would be with the user’s own bicycle. On average, depending on distance of the start and end of the trip from the rental stand, the time overhead for a ride on one’s own bicycle is less even if it involves donning/removing special bicycling shoes, bicycle gloves and a helmet. There also is some uncertainty whether a bicycle will be available to start a trip, and whether there will be an empty space for docking at the end of a trip. Nonetheless, the program is popular.

I note that the on-street separated bikeways in Montreal have a speed limit of 20 km/h (12 mph). That is more or less what these bicycles are designed for. People riding their own bicycles commonly go faster. The design of the bike-share bicycles goes very much in the opposite direction from the racing spec hype that dominates the recreational cycling market.

All in all: when you ride one of these bicycles, you have been recruited into the bike mode share increase army. It’s like eating army food, which will fill your stomach but which is missing some of the nicer qualities of fancy cuisine or good home cooking. Or like sleeping in an army cot, which doesn’t quite compare with a bed in a fancy hotel, or your own bed at home. But then, an army provides for its soldiers, with a couple of tradeoffs, to be sure — the cost borne by the public at large, and the risk factor for soldiers.

Bike-share programs are structured as a public utility, as a form of public transit. The bicycles are requisitioned outside the usual stream of commerce of the bicycle retail industry. Whether the general sentiment in that industry is “a riding tide lifts all bikes” or that the competition is unfair, I don’t know. I did address that issue in an article I wrote for the sheldonbrown.com Web site on April 1, 2012 — please take note of that date when evaluating my article.

The Photoshop School of Traffic Engineering strikes again!

The Photoshop School of Traffic Engineering strikes again, this time in Minneapolis.

For background, please read the Minneapolis blog post: http://www.ouruptown.com/2012/08/potential-cycle-track-coming-to-36th-street

Also please read John Schubert’s comment on that post.

I’ve added a comment too — still in moderation as I write this, and I repeat the comment here, slightly edited and with this introduction.

The location described in the blog post, 36th Street at Dupont Avenue, is shown in the Google map below. If the full image doesn’t appear, clicking to refresh the page will probably fix that. The image is zoomable and draggable, but by clicking on “View Larger Map”, you may enlarge it, look down from different overhead angles, and switch in and out of Google Street View.

View Larger Map

36th Street is part of a grid system. Smaller, lightly-traveled 35th Street is one of several that could instead be configured as a bicycle boulevard (also called neighborhood greenway) like those in Berkeley, Eugene, Portland and Seattle, so bicyclists use the street as a through route while only slow, local motor traffic uses it. That is popular with residents and avoids the problems with sight lines which John Schubert has described.

Now for some comments on the pictures in the Minneapolis blog post. They are examples of of what I call the “Photoshop School of Traffic Engineering”, Or the “Anything Goes” school. Well, anything goes in a Photoshopped picture but not necessarily in reality.

Here’s the first picture from the blog post:

Photoshopped illustration of proposed "cycle track" on 36th Street in Minneapolis

Photoshopped illustration of proposed “cycle track” on 36th Street in Minneapolis

The caption for this photo in the blog post reads “[a] possible cycle track is being considered for 36th Street in Minneapolis.” As we’ll see though, the rendering in the picture is hardly possible.

In the picture, there’s already a sidewalk on both sides but now also a special lane so pedestrians can walk in the street. To make room for this and the bikeway, the blue car in the right-hand travel lane is squished to about 3 feet wide and that lane is about 8 feet wide. The text describes the bikeway as 10 feet wide, but it measures as about 12 feet wide based on the size of the bicycle wheels. 36th Street has a cross street every 300 feet, also entrances to back alleys and driveways in almost every block, but the picture shows maybe one intersection (note crosswalk lines) in the distant background. That is unreal. There’s some need for people to get in and out of all those cross streets, alleys and driveways.

Now, the other picture:

Another Photoshopped illustration of the proposed bikeway

Another Photoshopped illustration of the proposed bikeway

The caption in the blog post reads “[a] rendering of how a cycle track on 36th Street could look east of Dupont Avenue in Minneapolis.” Again, no, it couldn’t.

The bikeway is shown at a more realistic width. I’m not sure though how three travel lanes, a parking lane, 3-foot buffer and 10-foot-wide bikeway fit into a street which now has only two travel lanes and two parking lanes. Also note the car about to turn right across a lane of traffic and then across the bikeway at the one intersection shown. The lane with the closest car in it is shown as a lane of traffic, not a parking lane, or there would be signs and markings to indicate that. Assuming though that it is a parking lane and the turning car isn’t cutting off the closer one, then the closer one is still hiding approaching bicyclists from the turning one, whose driver must look to the right rear to see them as they get closer — remember, they may be traveling at speeds up to 25 miles per hour. The bikeway is outside the field of view of the turning driver’s right-hand rear view mirror. Some vehicles have no windows behind the front seat, and so the bikeway would be in a complete blind spot. I just got back from Montreal where I rode bikeways like this and it’s hair-raising with heavy two-way bicycle traffic in such a narrow space. I also had repeated conflicts with motorists turning across my path, using intimidation to try to make a gap for themselves in the stream of bicyclists. It’s safer to ride on 36th street just as it is now, and a bicycle boulevard would be better choice yet, especially for slower and more timid bicyclists. As John Schubert says in his comment on the blog post, there are better ways to make bicycling inviting.

The proposed design isn’t about improving traffic conditions, for bicyclists or anyone else. It’s about a social agenda: creating the appearance of safety for naive bicyclists to increase bicycle mode share, and making motoring more difficult. Actually, motorists would instead use the smaller parallel streets. Elimination of parking on one side of the street to create the bikeway is unlikely to be popular with residents. Snow clearance also is difficult with barrier posts and parked cars in the middle of the street.

The Montreal bikeways are the subject of a widely-publicized research study claiming a safety advantage, but the study has been demolished, see http://john-s-allen.com/reports/montreal-kary.htm

About Grant Petersen’s book, Just Ride

Just Ride, by Grant Petersen

This post is a review of Grant Petersen’s book Just Ride, partly in response to a New York Times review.

The basic premise of Petersen’s book is that racing culture is bad for bicycling.

My main goal with this book is to point out what I see as bike racing’s bad influence on bicycles, equipment and attitudes, and then undo it.

I agree in large part, but by no means completely.

I rode a bicycle in street clothes for transportation years before I took up bicycle touring and joined a recreational bicycle club. It was several more years before I first wore the much-derided spandex outfit for my tours and club rides.

So, I live in both worlds. I do think that some elements of racing technique and equipment are useful to everyday cyclists — especially concerning nutrition, how to propel the bicycle efficiently, and how to maintain it. On the other hand, faddish imitation of racers leads to some very poor choices. A fiendishly expensive, fragile racing bicycle buys the typical club rider a couple percent greater speed on a ride with no prize at the finish line. Hello, hello, you’re being taken for a ride! The bicycle industry has discovered how to churn the market with yearly model changes and planned obsolescence! It’s like choosing a Ferrari when a Toyota Corolla would be much more practical — except that a more powerful engine isn’t part of the package.

When rain starts during a bike club ride, why must I be only among the 5% of participants who have a bicycle with fenders — or that even will accept fenders?

I have a few points of disagreement with Petersen, and the Times reviewer. About only wearing a helmet at night: it’s your choice to make, I hope. I’m not in favor of mandatory helmet laws. Examples should be sufficient to make the case for helmet use. (A longer discussion is here.) But — I’ve had to replace three helmets so far in my bicycling career. All of the crashes were during daylight hours. Bicycle gloves, too, are very nice if you are going to have to put a hand out to break a fall. And a rear-view mirror? I don’t think it should be required by law, but I find mine highly useful when interacting with motorists, and with other cyclists on group rides. Actually, the Times reviewer gets this wrong — Petersen recommends mirrors. But the ones I like best attach to a helmet! (My take on mirrors). I use walkable cleated shoes, too. Disparaging simple and effective equipment doesn’t play in my book.

Petersen states that a bicyclist needs only 8 gears — somewhat in jest, giving vague (and charming and humorous) descriptions of the gears: “high”, “low”, “lower”, “super low”. Here, as elsewhere in his book, Petersen gives simple and direct advice, poking a finger at silly fads, while avoiding details that would bog down his presentation. That’s good as far as it goes, but gearing requirements depend on the cyclist, ride purpose and location. I know that Petersen knows this, based on the way he equips the (practical, sensible, expensive but worth the price) bicycles he manufactures. Most have more than 8 gears.

Petersen gives no coherent or comprehensive advice on how to ride in mixed traffic, though he describes something which is a little bit like “control and release” lane usage. Going into detail would, again, bog him down, though in this case, I get the impression that he may not be an expert on the topic.

All in all though, I really like this book. It’s refreshing. Its common-sense perspective is all too rare. And it’s a lot of fun to read, too.

A ride on Comm Ave., Boston, Massachusetts, USA

Comm Ave. Boston: Kenmore Square, Mass Ave. underpass from John Allen on Vimeo.

This is a 4-minute continuous video of a bicycle ride in Boston, eastbound on Commonwealth Avenue through Kenmore Square, to and through the underpass at Massachusetts Avenue. I recommend that you view it on Vimeo site, in full-screen high definition.

Gordon Renkes and I each had a camera, so you can see both a forward and rearward view. We rode safely, and mostly by not using the special bicycle facilities.

Some highlights:

  • The block pavers, bricks and the granite curbstones used as borders for crosswalks made for a very bumpy ride across Kenmore Square and the next intersection.
  • The bike lane for the first block after Kenmore Square was unusable, due to double-parked vehicles. In the next block, it was unsafe, due to the risk of opening car doors and walkouts. One trucker was accomodating enough to park entirely outside the bike lane, inviting bicyclists to run the gauntlet between the truck and parked cars Gridlock Sam-style. We didn’t take the invitation.
  • As we waited for a traffic light, a cyclist raced past us on the right, entering the narrow channel between a row of stopped motor vehicles and one of parked cars. If anyone had walked out, or a car door had opened, the cyclist would likely have had too little time to react, and he would have had no escape route. At least he (and the pedestrian he could have struck) would have been fortunate in that one of the waiting vehicles was an ambulance.
  • There is a bike box along the route, and revealed an issue that I hadn’t noticed before. If the traffic light is red, you’re supposed to filter forward in the bike lane on the right, then swerve across two lanes of traffic to the middle of the 4-lane wide bike box, to be in line with the bike lane which is to the left of 2 lanes — see Google satellite view — note that this is an angle shot from the west. If the light is green, you could merge either before or after the intersection, but there is an advantage in merging before the intersection, as the counterexample of the video shows. You also don’t know when the light is going to change — so in either case, you make a widely divergent choice — merge left, or head for the bike lane at the right — based on insufficient information, and if the light is red, you also could be swerving abruptly across two lanes of traffic just as the light turns green.
  • The buffered bike lane in the underpass makes for an easier ride through the underpass, but where it connects to a narrow left-side bike lane outside the underpass, there is little clearance for motor traffic in the next lane, which is the faster of two travel lanes. There also is a risk of left-hook collisions. I used to ride in the right lane, claiming the lane, and that was simpler and less stressful.

More general comments:

  • The block pavers, bricks and curbstones buried in the street are not bicycle-specific, but certainly not bicycle-friendly. I predict that they will be paved over within a few years as they deteriorate.
  • The attempt to engineer a “bicycle friendly” or “low-stress” solution on busy, crowded Commonwealth Avenue is like ornamenting a pig with lipstick, costume jewelry and a party dress. The bicycle-specific measures, except the bike lane in the underpass, fly in the face of the way traffic works, and the way it uses this street. Experienced, competent cyclists like Gordon and me know how to avoid the hazards, but they worsen our experience anyway — it is in Kenmore Square (during another ride) that I first heard the call “get in the bike lane” in Boston. Less knowledgeable bicyclists garner a false sense of security, following the painted lines, and expose themselves unnecessarily to risk.
  • Meanwhile, other, better solutions beckon. I have long advocated that Boston designate and improve alternative routes on lightly-traveled streets for through bicycle travel. That would be especially easy in Back Bay, with its grid layout. My candidate for an alternative to Commonwealth Avenue would be Newbury Street, the next one to the south, a shopping street which could make a very nice bicycle boulevard, and which, with a little bridge across the Muddy River, would also connect under the Bowker Overpass into the Fenway area. A worse solution also has been proposed: the City is considering a so-called “cycle track” — a bikeway behind a row of parked cars — on the next Street after Newbury Street, Boylston Street. More about these topics later…

Link to my letter to Senator Scott Brown

My letter to a staffer of Senator Scott Brown about the mandatory sidepath provision in the Federal Tranportation Bill is online. Feel free to re-use it, or parts of it.