On Ice

 Last week, we in New York City got our first measurable snow in nearly two years. A couple of lighter snowfalls followed and the temperature didn’t reach the freezing point for almost a week.

During that time, snow fell, it seems, over every part of the United States not named Florida or Hawai’i. Cyclists, wheelchair users and pedestrians thus had the complaint I am about to mention.

While the Department of Sanitation quickly cleared streets and most property owners promptly shoveled and salted their sidewalks and other common areas, bike lanes and even the rightmost part of traffic lane were patchy or sheets of ice. I didn’t take any long rides—just commutes and errand runs. But at times, those rides seemed like expeditions. I actually got off my bike and walked one stretch of the Williamsburg Bridge when it’s lane was impassable. And I resorted to riding on sidewalks—something I all but never do—for stretches of half a block or so.

I didn’t take any photos. But the folks at Bike Portland documented a similar situation in their city.

Destroying What They “Didn’t See”

At the end of my block—where Crescent Street meets Broadway in Astoria, Queens—there is a row of on-street bike racks.

Like other such racks in New York and a few other cities, it’s at the end of a parking lane that’s supposed to serve as a “barrier” between the bike and traffic lane.  Too often, though, drivers turn it into a passing lane.  On one occasion, a ride-share driver barged into the Crescent Street lane a couple of SUV lengths behind me, blaring his horn and his mouth. I have seen other incidents like it.

That is the reason I don’t use those racks:

I don’t know whether the driver who “taco’ed” that rear wheel and frame did so deliberately. If they did and were caught, I can imagine their defense: “I didn’t see it!”

That is what a driver in Portland claimed after causing this:

That bike was its owner’s sole means of transportation. Worse yet, she—Cole—witnessed its destruction from across the street. In talking to the driver who made the claim she deemed “dubious,” she noticed  that his SUV, which took out a whole row of bikes in addition to hers, had no license plates. She got his name and contact information and contacted the police who, not surprisingly, didn’t seem interested.

She would appreciate monetary help in buying a new bike. I have to wonder whether the owner of the wrecked bike at the end of my block could replace it. I don’t have to wonder, however, about this: whether other bikes have met untimely ends in supposedly “safe” bike parking corrals.

If you want to contribute to Cole’s next bike, you could send to her CashApp account—$colesodcash—or to Jonathan Maus, the etditor and publisher of Bike Portland, who will forward it to her.

(The first two photos are mine. The others are from Bike Portland.)

Snark Alert: If You Can't Find An Apartment You Can Afford, Blame Bike Parking

Three years ago, the city of Portland, Oregon implemented bicycle parking requirements for new residential buildings.  Last week, the city's Planning Commission voted to recommend rolling back key provisions of the mandate.  

The campaign that led up to the vote included allegations by members of "community associations" that bike parking spaces come at the expense of low-income housing.  That, of course, is a classic "divide and conquer" strategy:  pitting two vulnerable groups of people (the cyclists because of their relatively small numbers, low-income people because of their lack of resources) against each other by creating a false equivalency.

As pointed out by more than one person who objected to the roll-back--which would include decreasing the number of bike parking spaces per housing unit--would increase the number of new apartments (or other housing units) by a tiny number, and the number of units available to low-income people by even less.  

Another objection to bike parking spaces is cost.  But, as Bike Portland's "Todd/Boulanger" explains, bike parking spaces and facilities end up costing more than they should because it's usually the last item on a project, which increases implementation costs not only because the cost of everything related to a project tends to increase over the lifespan of the project, but also because the installation of racks and other facilities, which should be simple, often has to be worked around other things, such as HVAC systems, that have already been done.  

To me, both arguments sound like variations of the " take "You take up too much space!" complaint drivers who are the sole occupants of their SUVs make when they have to share the road with a cyclist.

The Idaho Stop Comes To Oregon

A couple of months ago, I wrote that Jonathan Maus, the editor/publisher of Bike Portland, was trying to persuade the Oregon legislature to legalize the "Idaho Stop."  In essence, it allows cyclists to treat a red traffic signal as a "stop" sign and a "stop" sign as a "yield" sign.  What this means is that a cyclist wouldn't have to stop unless traffic were crossing the intersection.  That allows cyclists to get out in front of the traffic approaching him or her from behind, and to cross ahead of incoming traffic. These maneuvers prevent cyclists from being hit by turning vehicles.

Of course, people who don't cycle don't understand as much. They think that cyclists must behave exactly like drivers and  stop when and where the drivers stop.  They also think we are supposed to ride as far to the right as possible, which of course exponentially increases our chances of getting flattened by a turning car or truck--or of getting "doored."

Apparently, 28 such people in the Oregon legislature think this way.  Fortunately, 31 others "get it", and voted to bring the "Idaho Stop" to Oregon on Tuesday 25 June.  The bill will now go to Governor Kate Brown's desk for signing, and will become law six months from now, on New Year's Day of 2020.

Will The Idaho Stop Come To Oregon?

Until recently, I was a disciple of John Forester's "bicycle as vehicle" philosophy.  It's explicated in his "Effective Cycling" book, which--along with the C.O.N.I. manual (which has, possibly, the most beautiful cover illustration of any cycling book)--were my touchstones for cycling.

I haven't looked at the C.O.N.I. manual in a long time.  I'm sure it's still valuable, though some of its specifics might be dated. (To my knowledge, no new edition of the book, at least in English, was published after 1972.)  But I still check out Forester's book on occasion.  Some of its information is dated. That is inevitable, of course:  The book came out about 40 years ago, and, for example, much of the equipment he mentions is no longer made.  But I think his notions about how to cycle in traffic are just as dated.

But they were needed at the time.  As I've related in other posts, many was my commute or training ride in which I would not encounter another cyclist.  Most motorists--which is almost the same thing as saying most adults, as defined by law--didn't ride and regarded the bicycle as a kid's toy.  And if they saw an adult riding, they thought it must be for a bad reason, such as loss of driver's license or inability to afford a car.  The "car is king" attitude was, I believe, even more prevalent than it was now.  Forester was, I think, trying to establish the bicycle as a viable and valid means of transportation for grown-ups in the US.  Four decades ago, that meant cyclists asserting themselves themselves on the road and behaving exactly like drivers in the ways we took lanes, made turns and such.

The conditions at the time also meant that almost no policy-makers were cyclists.  So, whatever laws and policies were created in the name of "safety" were wrongheaded, if not flat-out malicious.  Thus, while folks like Forester advocated for more enlightened rules, they knew that they would be a long time a'coming, if they ever came at all.  Cyclists asserting their rights as operators of vehicles therefore seemed like the best way to "establish" cycling, if you will, in the US.

Now, I'm not sure that drivers' attitudes toward cyclists have changed much.  If anything, I think some have grown more hostile becuase they feel bike lanes are taking away "their" traffic lanes, and because they have the misinformed notion that we use roadways and other infrastructure without paying for it. In fact, a driver parking in Brooklyn (at the formoer site of the library I frequented in my childhood, no less!) made that accusation as he shouted other fallacies and epithets at me.  I waited for him; he probably expected me to punch him in the nose.  But I calmly informed him that the only tax he pays that I don't pay is on gasoline.  I don't know whether he was more surprised by what I said or my demeanor.

Anyway, while drivers might be hostile for different reasons than they were four decades ago, there are some changes in the wind.  There are, at least in a few places, a few policymakers who cycle to their offices, and perhaps elsewhere.  And at least a few of the drivers I encounter have ridden a bike, say, within the last month.  So there is a small, but growing recognition, that while bicycles aren't the lawless hooligans some believe us to be, we also can't behave exactly like motor vehicles and live to tell about it.

That bikes aren't the same as cars is a point made by Jonathan Maus, the editor/publisher of Bike Portland.  In an excelllent article he published the other day, he uses that point to advocate for something that has become one of my pet causes, if you will, as a cyclist:  the Idaho Stop.

As I've mentioned in other posts, the Idaho Stop is when you treat a red signal as a "stop" sign and a "stop" sign as a "yield" sign.  In essence, it means that you don't have to come to a complete stop at an intersection unless traffic is crossing. That improves our safety immensely because if we can cross before the light turns green, we get out in front of whatever traffic might approach from behind us, as well as oncoming traffic--which keeps us from being hit by a turning vehicle.

Maus wrote his article because a similar law is up for vote in the Oregon state senate.  Governor Asa Hutchinson recently signed a similar law in Arkansas, and Utah is considering something like it.  A few municipalities in the US as well as the city of Paris have enacted similar policies during the past decade.  But it's called "The Idaho Stop" because the Gem State has had it on the books since 1982, and for about a quarter-century, it was the only such law in the United States.

Let's hope that Jonathan Maus's words move the legislators of Oregon.  Let's also hope that as Oregon goes, so go New York, Connecticut, New Jersey, Pennsylvania, Florida and...well, you get the idea.