Back in October, a North Carolina law went into effect that, among other things, requires drivers in the Tar Heel State to give cyclists at least four feet of space while passing them. At the time, both cyclists and motorists praised that provision of the law (House Bill 959), as well as another that allows drivers to cross the center line to pass a cyclist as long as there's "an assured clear distance" ahead and no oncoming traffic.
I have not seen any reports as to the effect the law is, or isn't, having on cyclists' safety. To be fair, it may be too early to gauge because a change over the course of a few months in either direction could be just a statistical "blip".
Perhaps one could also say it's too early to tell whether a similar law the California Legislature passed in 2014 is having its desired effect. That law, however, mandates only three feet when a motorist passes a cyclist. Before the North Carolina's policy went into effect last fall, drivers were only required to give two feet.
I would like to hear what the folks in North Carolina say about their law next year. If nothing else, it will be interesting whether they recount different experiences from what David Whiting, an Orange County Register columnist, reported after reviewing the coroner's records in his county.
Whiting, who says he has cycled roads in his area "for decades", writes that the past decade has averaged one cyclist killed by a motorist every month in Orange County. That rate has been pretty consistent; so far this year, three cyclists have met their fates at the hands of motorists on Orange County roads.
For the purposes of his report, Whiting counted only those cyclists who were killed in encounters with motorized vehicles and not the ones (smaller in number) who were killed on trails, from falls or when they crashed into parked cars or other vehicles or objects--or the one who was run over by a train. That makes sense: Such deaths could not have been prevented by a two-, three- or four-foot, or any other distance, rule.
However, it also makes sense (or seems to) that such rules, whatever the correct or optimal distance may be, might prevent a few motorists from running down cyclists. It is also fair to ask whether such rules actually work.
If Whiting's conclusion that the law is having little or no effect in Orange County is valid--which, I believe, may be the case--then I think it's necessary to ask why.
Cyclist and advocate Bill Sellin, who has worked with the Orange County Transportation Authority, says the law has been good for "raising bicycling awareness" but otherwise "ineffective". One problem, as he sees it, is that the penalties for passing cyclists close enough to scrape off their jerseys are lighter than those for littering. Another problem, he says, is drunk and otherwise impaired driving. But even more important, he says, is "addiction to cellphones". Too many people, he explains, "are no longer paying attention to driving, but paying attention to a device".
Sellin makes a lot of sense. Perhaps a three- or four-foot rule, by itself, will not make cyclists safer. However, if other laws are passed and, more important, enforced in tandem with it, we could see safer roads for both cyclists and motorists.
Here in New York, we have a law against talking on cellphones while driving that is simply not enforced. Some, especially among law enforcement in this city, argue that it's unenforceable or that there are "other priorities". That, I don't understand: A distracted driver is just as much of a danger, not only to cyclists, but to public safety in general, whether on city streets or rural highways.
So is one who is intoxicated or under the influence, or with abilities impaired (which, by the way, are not the same thing). While local law enforcement officials and newspapers like to trumpet how many arrests they make, or summonses they give, for such violations, offenders too often get off with light penalties or, if they lose their licenses after repeat offenses, get back their driving privileges in relatively short order.
Whiting, for his part, makes points that make a lot of sense. One of them is that rules requiring motorists to maintain a certain distance won't, by themselves, make cyclists or motorists safer. Only, as he points out, more courteous behavior between cyclists and, as Sellin maintains, enforcement of rules against impaired and distracted driving, will make a three-, four- or x number-feet rule meaningful.
I have not seen any reports as to the effect the law is, or isn't, having on cyclists' safety. To be fair, it may be too early to gauge because a change over the course of a few months in either direction could be just a statistical "blip".
Perhaps one could also say it's too early to tell whether a similar law the California Legislature passed in 2014 is having its desired effect. That law, however, mandates only three feet when a motorist passes a cyclist. Before the North Carolina's policy went into effect last fall, drivers were only required to give two feet.
I would like to hear what the folks in North Carolina say about their law next year. If nothing else, it will be interesting whether they recount different experiences from what David Whiting, an Orange County Register columnist, reported after reviewing the coroner's records in his county.
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| Cyclists in the bike lane of the Pacific Coast Highway in Newport Beach, CA on 9 May. From the Orange County Register. |
Whiting, who says he has cycled roads in his area "for decades", writes that the past decade has averaged one cyclist killed by a motorist every month in Orange County. That rate has been pretty consistent; so far this year, three cyclists have met their fates at the hands of motorists on Orange County roads.
For the purposes of his report, Whiting counted only those cyclists who were killed in encounters with motorized vehicles and not the ones (smaller in number) who were killed on trails, from falls or when they crashed into parked cars or other vehicles or objects--or the one who was run over by a train. That makes sense: Such deaths could not have been prevented by a two-, three- or four-foot, or any other distance, rule.
However, it also makes sense (or seems to) that such rules, whatever the correct or optimal distance may be, might prevent a few motorists from running down cyclists. It is also fair to ask whether such rules actually work.
If Whiting's conclusion that the law is having little or no effect in Orange County is valid--which, I believe, may be the case--then I think it's necessary to ask why.
Cyclist and advocate Bill Sellin, who has worked with the Orange County Transportation Authority, says the law has been good for "raising bicycling awareness" but otherwise "ineffective". One problem, as he sees it, is that the penalties for passing cyclists close enough to scrape off their jerseys are lighter than those for littering. Another problem, he says, is drunk and otherwise impaired driving. But even more important, he says, is "addiction to cellphones". Too many people, he explains, "are no longer paying attention to driving, but paying attention to a device".
Sellin makes a lot of sense. Perhaps a three- or four-foot rule, by itself, will not make cyclists safer. However, if other laws are passed and, more important, enforced in tandem with it, we could see safer roads for both cyclists and motorists.
Here in New York, we have a law against talking on cellphones while driving that is simply not enforced. Some, especially among law enforcement in this city, argue that it's unenforceable or that there are "other priorities". That, I don't understand: A distracted driver is just as much of a danger, not only to cyclists, but to public safety in general, whether on city streets or rural highways.
So is one who is intoxicated or under the influence, or with abilities impaired (which, by the way, are not the same thing). While local law enforcement officials and newspapers like to trumpet how many arrests they make, or summonses they give, for such violations, offenders too often get off with light penalties or, if they lose their licenses after repeat offenses, get back their driving privileges in relatively short order.
Whiting, for his part, makes points that make a lot of sense. One of them is that rules requiring motorists to maintain a certain distance won't, by themselves, make cyclists or motorists safer. Only, as he points out, more courteous behavior between cyclists and, as Sellin maintains, enforcement of rules against impaired and distracted driving, will make a three-, four- or x number-feet rule meaningful.
