Who Wreaks More Havoc?

 

Photo by Owen Zwiliak, Chicago Sun -Times

A few of my recent posts have dealt with drivers' and cyclists' attitudes about, and perceptions of, each other.  As I've described, irate motorists see us as over-privileged scofflaws who endanger the public order.

At least one person perceives otherwise.  James R. Anderson, a Chicago cyclist, wrote a letter to his hometown newspaper, the Sun-Times about drivers who behave badly.  As he correctly points out, they are a more egregious danger to cyclists and pedestrians than we can be to them in part because they are driving two to four tons of metal, often at two to four times the speed at which we ride (not to mention how much faster and more massive they are than pedestrians). But he makes another point:  Too many motorists (including drivers of pickup trucks and SUVs) are looking at their screens rather than their surroundings; they, and other drivers sometimes block crosswalks or bike lanes and blow through red lights, seemingly oblivious to the fact that they've done anything wrong.

Oh, and he also brings up another little-discussed fact:  That most fatal crashes are caused by drivers, not cyclists or pedestrians.  For one thing, even in cities like Chicago and New York with large numbers of cyclists, we are far outnumbered by drivers.  And a driver's error or carelessness can be magnified to a much greater degree--because of the vehicle's speed and mass--than any misjudgment a cyclist or pedestrian could make.

To spare you from having to navigate a paywall, I am reproducing Anderson's letter here:

I have seen letters to the editor recently from car drivers complaining about “sharing the road with bike riders while bike riders break all kinds of laws.” The letter writers say they’ve seen bicycle riders run stop signs.

My question is: Have they seen the behavior of car drivers? Last week on Hubbard Street, I was stopped at a stop sign — because it’s a stop sign and because there was a pedestrian in the far crosswalk — and three drivers buzzed around me to blow the stop sign and endanger the pedestrian.

Drivers in giant SUVs and pickup trucks, with no idea what’s happening around their vehicles because they’re too busy playing with their phones to have a look or check their mirrors, run red lights with alarming frequency. I don’t mean they just missed the yellow; the light was red, and they decided to go anyway.

Drivers turn right on red without stopping or looking for pedestrians on the right, often in contravention of “No turn on red” signs.

Drivers block bike lanes and crosswalks and fail to stop for pedestrians in crosswalks, with no idea they’re doing anything wrong.

By the way, it is drivers, not bicycle riders, who usually cause car crash fatalities, including more than 1,300 in 2021. Plus, they inflict injuries great and small, plus cause billions in property damage.

Bad bicycle riding is inexcusable, but its impact is microscopic compared to the harm of bad car driving. It’s like the difference between a nuclear missile and a fly swatter.

James R. Anderson, Near West Side

Fighting A "Culture War" They Can't Win (I Hope)

There are moments that change history.  Everyone knows some of them; others, we think we know.  Then there are the ones that, while documented, are forgotten even though their significance is both deep and broad.

We've all heard the story of how Martin Luther nailed his 95 theses to the Castle Church door in Wittenberg, Germany five centuries ago.  While almost no one doubts he actually wrote the theses--and he sent copies of them to church and political officials--the story about him hanging them on a church door is in doubt.

On the other hand, there is a video of an unknown taxi driver who, perhaps unwittingly, launched the movements for sustainable transportation and economies--and the backlash against them that has launched a culture war between drivers and cyclists, among other people.

In 1972, the unnamed livery driver was incensed that his "right" to drive wherever he wanted was "taken" from him by city officials who had the temerity to close off a street.  Why would such overbearing functionaries arrogate unto themselves the authority to keep someone like him from driving down a thoroughfare paid for with his taxes?

Well, if the answer is that the driver in this story paid a larger share of his income in taxes than his counterparts in other places, it would be almost understandable.  Somehow, though, I don't think that he was preoccupied with that fact. Like many drivers, he simply wanted to take the shortest, most direct and convenient, route to wherever he was going.  If he were being paid per-trip rather than per-hour, his frustration would have been a bit more understandable, if not justifiable.

But I think he simply was impatient in the ways drivers often are:  I guess it can be frustrating to have something that can get you somewhere quickly and with minimal effort, only to be stalled by something, animate or not, that doesn't "belong" in the roadway.

That something, in the driver's way was a set of barricades.  Their purpose?  To designate a "children's only" street.

Perhaps it had something to do with having children--perhaps the ones who would have been on that street--that led citizens of that city to denounce the driver and push for safer streets for pedestrians, cyclists and other non-motorized travelers.

That city was Amsterdam which, in 1972, was as choked with auto traffic as many other European capitals.  Now, of course, it's known as one of the world's most bike- and pedestrian-friendly cities, and has led the way--along with cities like Copenhagen--in developing walkable, cycleable city centers.  

That taxi driver may never be as famous for pulling down barricades as Martin Luther was for (allegedly) hanging up what might have been the world's first viral message.  He did, however, ignite a culture war that has been largely won by those he fought against.  Such a story gives me hope because in more car-centric places, the reactionaries (who abound in, but are not limited to, conservative political factions) are riling up their constituents  against an imagined "war on cars" from the borough of Queens, NYC (where I live) to Queenborough, UK and Queensland, Australia.

We are a nation of drivers.

Most of us use a car every day and, for many, life would be difficult without their car.

But too often, drivers feel under attack.

That changes today with a long-term plan to improve drivers' experience on the road.

Here’s how 👇🧵 pic.twitter.com/yJvotPyyYy

— Rishi Sunak (@RishiSunak) September 30, 2023

  Those would-be defenders of the diesel tend to be older, while those who don't want to spend three hours of their day driving to work and parking tend to be younger, in chronology and, like yours truly, in spirit---even if I am in, ahem, midlife!  

Who Pays For Whom?

This argument has a foundation as weak as many St. Paul street beds, with even more (pot)holes than Shepherd Road.

So wrote Zack Mensinger in a Minn Post editorial. It’s the very point I’ve made to drivers who complain that I, and other cyclists, are taking “their” lanes and parking spaces.

So what is the flimsy logic Mr. Mensinger has exposed? It’s the faulty basis for a mistaken belief that too many non-cyclists hold: They, on four wheels, are paying for roads and other motor-related infrastructure and we, on two (or, sometimes, three) are freeloaders.

The reality, as he points out, is all but diametrically opposite.  In St.Paul, and most other places in the US, drivers don’t come close to paying the cost of streets. 

For one thing, contrary to common belief, most potholes are not caused by freeze-thaw cycles, even in a place with winters as brutal as those in the Minnesota capital. Rather, most of the damage is done by motorized vehicles, especially the bigger and heavier ones. 

Think of it this way:  Sidewalks are subject to the same weather conditions streets incur. Yet we don’t see potholes on sidewalks, which are used by pedestrians.  Even the heaviest cyclist with the heaviest bike is closer in weight to an average-sized pedestrian than to a car, let alone a truck or bus.

Another argument drivers make is that they pay gasoline taxes and vehicle registration fees.  That is true, but those revenues don’t come close to paying for streets and roads. And, if you own a car but use your bike more (admittedly a rare circumstance in the US), you’re still paying the same registration fee.

Someone is sure to bring up tolls for bridges, tunnels and highways—which cyclists don’t pay because we don’t use those facilities except for bridges.  But, as with gas taxes and registration fees, they represent a small part of roadway funding.

So, if those fees and taxes don’t pay for roads and streets, what does?  In Minnesota and most other places, the majority of street and road financing comes from general funds.  They usually include income and property taxes, which we pay whether or not we drive.  In other words, some of the money that’s deducted from my paycheck pays for things I, as a cyclist and non-driver, will never use. 

So, however and for whatever reasons drivers want to rant and rail ar us, they should thank us for subsidizing them.

Sending Us Across The Bridge

Until recently, almost no transportation planning in the US included bicycles.  In a way, it's understandable:  For decades, few adults rode bikes for any reason, let alone to commute.  But in many parts of the country, people of all ages, from officers in organizations to students and retail workers, are cycling to their workplaces or classrooms.  Some cities and states have tried, often misguidedly, to "accommodate" cyclists.  Some of their efforts have been, arguably, worse than ignoring us altogether.

One such effort has been a proposal to allow cyclists to cross the Potomac River between Maryland and Virginia on the recently-opened Governor Harry W. Nice/Senator Thomas "Mac" Middleton Bridge. 

Even at my age-which is still, ahem, midlife because, well, I say it is!-- I probably could cross the bridge faster than I could say its name. But that, I suspect, is not the reason why folks like Jed Weeks are using words like "ludicrous," "unconscionable" and "malpractice" in reference to the proposition. 

Weeks is the interim executive director and policy director of Bikemore.  His organization focuses on the Baltimore area,  about 90 miles north of the bridge.  Washington, DC is about midway between them. and From the nation's capital and Chesapeake Bay, where the Potomac empties--a distance of about 100 miles--there is no other Potomac crossing.

The new bridge with a name even longer than its span replaced an old bridge called (relatively) simply the Governor Harry Nice Memorial Bridge. David Brickley, who owns the Dahlgren Railroad Heritage trail, led an unsuccessful fight to preserve that span for pedestrians and cyclists.  He argued that it would have been "good for tourism" with its views and its potential for linking bike lanes and pedestrian paths on both sides of the river, allowing for longer trips.

Aerial view of the new Governor Harry W. Nice Memorial/Senator Thomas "Mac" Middleton Bridge.  Image from the Maryland Transportation Authority

When construction began on the new bridge, Larry Hogan was Maryland's governor.  He and his transportation planners did not make any provisions for bike or pedestrian lanes.  So how does the Maryland Transportation Authority want to "accommodate" cyclists?

Get ready for this: The agency's newest proposal calls for allowing cyclists to use the rightmost traffic lane in either direction.  Upon entering the bridge, cyclists would push a button that would trigger flashing lights, alerting motorists to the presence of a cyclist.  The lights would continue to blink their warning for 10 to 15 minutes to allow the cyclist to cross--while sharing that 12-foot-wide traffic lane with cars, SUVs, trucks and other vehicles crossing the span.

No, I didn't make that up. (If only I could!)  Oh, but it gets even better or worse, depending on whether you're seeing this as a story or transportation issue. The bridge connects the Maryland and Virginia sections of US Highway 301, which is a spur of US 1. So, said motor vehicles are traveling at 50 MPH.  At least, that's the speed limit.

If someone was plotting a way to kill cyclists, that person could hardly have done better.  That's not my emotions talking.  "I wonder if (Maryland Transportation Secretary Paul) Weidfeld would feel this is a good, safe option for bicyclists to go from Virginia to Maryland and Maryland to Virginia," mused Brickley.  "I wonder whether he would feel safe bicycling over that bridge."

Weeks felt even though the issue is "sort of out of our jurisdiction" it was comment because the plan is "such a dangerous idea." He summed up his verdict thusly:  "Anyone affiliated with a decision like that has no business designing bike or pedestrian infrastructure and should be banned from the practice."

Actually, from what I've seen and experienced, I could apply Weeks' brilliant summation to the vast majority of transportation planners who design bicycle infrastructure in the US.  Sometimes I think they see us as a "problem," much as grandstanding politicians in places like Florida, Montana and Georgia portray transgender people, and their  way to deal with us is to eliminate us or, if you like, send us across the bridge.

The Bike Lane Didn't Get Her There Safely

 Some who read yesterday's post might believe that I'm becoming (or already am) a whiny ingrate. But even in a relatively bike-conscious country like the UK, simply building bike lanes--even "hardened" ones--isn't enough to ensure the safety of cyclists.

Last Friday afternoon, Trish Elphinstone was riding on a designated bike path--one that is physically separated from the road it parallels.  A driver steered a black sedan across that barrier, clipped Ms. Elphinstone's front wheel and sped away.

The lane where a driver steered into Trish Elphinstone's wheel.  Google image.

The encounter left her with swelling on her shoulders and knees, in addition to a "face matted with blood" as a result of a cut above her eyebrow.  Needless to say, she spent the rest of the afternoon in an emergency room rather than the meeting she was riding to.

She admits that it's "ironic" that the meeting she missed was about road safety.  You see, just last month, she was elected from the Labour Party to represent Rose Hill and Littlemore in the Oxfordshire City Council.  She narrowly defeated Michael Anthony Evans, an Independent politician whose platform included staunch opposition to Low Traffic Neighbourhoods and traffic-calming schemes, which he described as a "blunt instrument that divides neighborhoods."  

One might assume that he opposes bike lanes and anything else that might encourage people to cycle for transportation, or at least get out of their cars.

I'm not saying a conspiracy was involved when that car clipped Trish Elphinstone's front wheel--and kept her from a meeting on traffic safety.  But...

Hardened About Bike Lanes?

The Department of Transportation in New York City, my hometown, has announced that we can expect to see ten miles of new "hardened" bike lanes this year, in addition to other ("soft"?) lanes.

So what does the city mean by a "hardened" lane?  Apparently, it's one separated from traffic by a concrete or other immovable barrier, in contrast to most lanes, which "protect" cyclists from traffic with flexible bollards or lines of paint.

If a sound like a cynical curmudgeon, well, I won't deny that I am one, at least somewhat.  You see, a DOT spokesperson says that building the lanes is, in part, a response to the increasing accident and death rate for cyclists.  Now, if I weren't (snark alert) one of those mean, nasty, entitled lycra sausages, I would simper "Oh, how thoughtful of them!"

Now, I am not against "hardened" lanes or even the "soft" ones, at least in principle.  What bothers me is planners' misconceptions that are almost inevitably built into bike infrastructure in this city and country. 

Crescent Street bike lane:  the one that runs right in front of my apartment.  Photo by Edwin de Jesus.

For one thing, when motorists maim or kill cyclists, sometimes deliberately, they usually get away with little more than a "slap on the wrist."  The Police Department seems to give attacks on cyclists the same priority as bike theft--which is to say, no priority, or even less.  

To be fair, some motor vehicle-bicycle crashes are caused by miscalculations rather than malfeasance on the part of drivers.  If they haven't cycled for transportation rather than just in leisurely social spins in the park, they aren't likely to understand what are truly the safest practices--for cyclists and motorists alike--for proceeding through intersections and other situations in which drivers and cyclists meet.

But what really drives me crazy is how planners seem to give little or no thought to where they place the lanes.  Too often, they begin seemingly out of nowhere or end without warning.  That is not a mere inconvenience.  For one thing, it renders lanes impractical:  The only way cycling will ever become a respected part of this city's traffic landscape will be if it becomes a practical means of transportation for people who don't live within a few blocks of their schools or workplaces.  For another, bike lanes that don't have clear beginnings and endings, and aren't integrated with each other, put cyclists and motorists alike--and pedestrians--in more danger.

So, while hoping that the new lanes will reflect a more evolved philosophy than previous lanes did, I remain a skeptic.

Cyclists Killed, Victims Blamed

This blog is twelve years old.  During that time, I've argued--fairly consistently, I believe--that bike lanes and other physical forms of "bicycle infrastructure" aren't, by themselves, enough to make cycling safer or to encourage people to trade one pedal and four wheels for two pedals and two (or three) wheels, if only for short trips.

The most important form of "bicycle infrastructure" is, I believe, attitudes and policies and about cycling and cyclists.  As I've done before, I'm going to make a comparison between victims of sexual crimes and victims of motorists' aggression or carelessness against cyclists. (I've been both.)  In both cases, victims have been blamed, implicitly or explicitly, for what happened to them.

Photo by Tim Grist

Although some attitudes have changed, it's still not unusual for some people to wonder aloud what someone "was doing on the street at that time of night" or was wearing at the time she, he or they were attacked. Or, worse, to blame the victim's sexual orientation or gender presentation for the attack.  And the ways in which too many police officers treat victims re-traumatizes them and discourages others from reporting attacks against them.

Similarly, when an intoxicated or distracted driver runs down a cyclist, or when any driver uses a bike lane as a parking or passing lane, the cyclist or bicycling is, too often blamed, again, whether explicitly or implicitly.  The former happened after a woman driving an SUV in Houston struck and killed an eight-year-old boy on a bicycle.  In response, the Texas Department of Public Safety issued a statement that he "was riding his bike in an area that isn't safe for pedestrians or people riding bikes."

As it turns out, the boy was crossing an intersection where the driver had a stop sign.  So, in brief, the Texas DPS blamed the boy for riding--to school?  home?--as so many other kids, and adults, do.

The bike- and cyclist-blaming is also extended to users of any form of transportation that isn't an automobile.  Pedestrians have also been similarly held culpable for crossing a street when a driver blew through a red light.  And, in Bloomington, Indiana--home to Indiana University--a student was killed while riding a scooter in a bike lane.  How did the city respond?  It decided to limit scooter use.

The real infrastructure improvement, if you will, the city needs is for its planners and policy makers to shift their goals away from moving as many cars or trucks as possible as quickly as possible from one point to another. In other words, they need to stop thinking that the car is king--and to spread the message that motorists share space with cyclists, pedestrians, scooter-users--and folks in wheelchairs or walkers.

To be fair, just about every other US municipality, even if it's deemed "bike friendly," needs to make such a shift. Otherwise, kids riding their bikes to school or adults riding to work or for exercise will be blamed when they're run down by people who drink or text while they drive, or use bike lanes for parking or passing.

As A Cyclist, He Likes It. As A Driver, Not So Much.

An article about a bike lane in Reno, Nevada invoked, however briefly, a suprisingly-rarely heard perspective.

As if I weren't enough of a minority (ya know, being transgender and all), I am in an even smaller community, at least here in the US:  a cyclist who doesn't drive.

There are a fair number of us here in New York City--at least in neighborhoods like mine, which are in or close to the central districts of Manhattan and the Queens and Brooklyn waterfronts.  I suspect that there are more than a few of us in other relatively compact cities like Boston and Philadelphia and cities full of young, educated residents like Portland and San Francisco.  But in most of the rest of the United States, nearly all cyclists are also drivers.

About the new bike lane, Reno resident Michael Leonard said, "As a car driver maybe I'm not as in favor but as a cyclist I like it."  The lane in question winds from Midtown to the University area and is intended for people traveling by bicycle and scooter through the downtown area.  

As a driver, Leonard probably has one of the same objections drivers often have:  a traffic lane was taken from them, effectively making a one-way street for drivers, in order to physically separate them from cyclists and scooter riders.  Also, others--mostly business owners like Jory Mack, whose family has operated Palace Jewelry and Loan at the same location since 1958--have complained about significant losses of customers along with the parking spaces.  

Although I am not a driver, I can understand their points of view, though I suspect Mack has misplaced some blame on the city's casino owners.  Now, it's been a long time since I've been to Reno or any casino, so perhaps the demographics of casino clientele have changed:  Are cyclists clamoring to throw away their hard-earned money?  Thus, I have to wonder whether or why casino owners would advocate for bike lanes.

Whatever the answer to that may be, I understand their complaints.  For one thing, Reno, like most US cities away from the coasts, is auto-centric. (At least it was when I last saw it.)  Also, I suspect that the customers of businesses like Mack's--ironically, like those of casinos--tend not to get around by bicycle or scooter.   

But there is one facet of the lane that endangers both cyclists and motorists, if not equally:  the traffic signal for cyclists.  Apparently, it's not very conspicuous.  "A couple of times I didn't notice it and I pulled out and cars were turning," Leonard explained.  "I had to quickly stay out of their way."

I have ridden on lanes where there was a relatively easy-to-see signal. Sometimes it's not synchronized to allow cyclists to cross through an intersection ahead of turning cars--or trucks or buses.  Worst of all are the ones on lanes where cyclists ride in the opposite direction from motorized traffic: If cyclists and scooter-riders get the "go" signal at the same time as drivers, it's all too easy for a left-turning driver to hit us. 

So...While I applaud cities like Reno for trying to make cycling safer--or, at least doing what they think will make cycling safer--they need to be more cognizant of the actual conditions both cyclists and drivers face. 

Where Are Cyclists Most In Danger? On Stroads.

When a plane crashes, the first thing investigators look for is "pilot error."

When a motor vehicle crashes, the authorities ask questions like, "Was the driver intoxicated?  Was he or she texting?"

When a pedestrian is struck, the focus turns to matters like what the pedestrian was wearing.  Could he or she not be seen in the dark?

And when I crashed, the first things the police wanted to know were:  Was I wearing a helmet?  Was I following all relevant traffic laws?  Was I intoxicated?  ("Yes" to the first two questions; "No" to the third.)

In other words, when what are commonly called "accidents" occur, the first inclination of investigators is to look for "human error."  While some mishaps are indeed a result of drinking, texting or other distractions, or of carelessness, as often as not, the blame lies elsewhere.

Jessie Singer, the author of There Are No Accidents, offers this explanation:  We focus on individual blame because it makes it easier to believe that it couldn't happen to us.  As an example, I grew up in a place and time in which women and girls were blamed for getting raped:  If she hadn't been wherever she was whenever she was, wearing whatever she was, it wouldn't have happened to her. Or so people believed. But, as we all know, there are all sorts of situation in which someone "did everything right" and still suffered an "accident" or is somehow victimized.  

The problem with the focus on individual behavior, according to Singer, is that it prevents the structural changes necessary to prevent recurrences of crashes or other mishaps.  

Charles Marohn would agree.  He is an engineer who used to work on road design.  The most dangerous roads for everyone--but especially cyclists, pedestrians and the disabled--are what he calls "stroads":  thoroughfares that combine the worst traits of roads and streets.  Roads, he said, are designed to move people and vehicles from one place to another.  Well-designed roads, he explains, are usually wide, with lots of lanes and clear zones on either side to make driver errors less deadly. Streets, on the other hand, are places where people live, shop, eat and play.  The deadliest roads in America, like a stretch of US-19 on Florida's Gulf Coast, are what he would call "stroads": several lanes of high-speed traffic lined with big-box stores and other businesses that provide a steady stream of cars and trucks pulling in and out of those lanes.  

Of course, the design of such roads isn't the only reason why pedestrian and cyclist injuries and fatalities have increased:  Vehicles have grown bigger and, thus, deadlier.  But Singer and Marohn agree that re-designing roadways will do far more to improve safety for cyclists, pedestrians, people in wheelchairs--and drivers--than focusing solely on the behavior of people who use, or simply try to co-exist, with the road.  As evidence, they point out that the "hot spots" for cyclist and pedestrian fatalities and deaths are found in places as diverse as Port Ritchey, Florida (one of the communities through which US-19 passes), Langley Park, Maryland; Albuquerque, New Mexico; Los Angeles and Manhattan.  But nearly all of them have the kinds of "roads" or "stroads" Marohn warns against.

Yes, We Are Asking For Trouble--As She Defines It

Bicycling has heightened my sense of social justice, I believe.  Perhaps that has to do with the fact that cyclists come from literally all parts of society and ride for all sorts of reasons, whether out of necessity, for pleasure or fitness, or to make a statement.  

Likewise, being a transgender woman has, I believe, sensitized me to what some other opressed groups of people endure.  When I talk to Black people or read their accounts of being told that they're "whining" or "exaggerating" when they related the micro- and macro-aggressions they endure--or, worse, are told, openly or implicitly, that they were "looking for trouble" when they complained or "brought it on themselves" for not being, in essence, one of the "good ones"--I at least empathise with them.

In other words, I know what it's like to be told that you're to blame for whatever happens to you because you are what you are by people who would never be held to account for their indiscretions, let alone misdeeds.  To wit:   Someone can drive while texting, or gun through a red light, but the cyclist that driver hits or runs over will be blamed for the "accident."

And now we learn that on "Britain's Got Talent," English men and women have the opportunity to show that they have just as much talent as folks on the other side of the pond for clueless meanness or mean cluelessness.  Amanda Holden, who seems to be Albion's answer to one of the Kardashians (i.e., she has no talent, at least none I can discern, save for self-promotion) is a judge of BGT.  That gives her a platform for making all sorts of smug, ridiculous and simply toxic pronouncements.  

What pearl of wisdom did she impart to the world?  This:  Cyclists who wear cameras are "asking for trouble."

Let's follow the logic of her dictum:

Drivers who use dashcams are looking for trouble.

Blacks, Hispanics, Asians, non-heterosexual, non-cisgender people who record their job interviews or encounters with law enforcement or other authorities are "asking for trouble."

But people who drive intoxicated, distracted or too fast--or break some other law.  Naah, they're fine.  So are cops who lie or interviewers who tell qualified members of minority groups, "We don't feel you would be a good fit with the culture of this organization."

Yeah, we're all "asking for trouble" because to folks like Ms. Holden, people like us having the same rights as hers, and geting the same respect as human beings is "trouble," indeed!

 

Just a reminder why I wear mine @AmandaHolden @theJeremyVine. Go on, tell me it was me asking for it. 🤪 pic.twitter.com/mswxOBnbFN

— Wayne (@waynebago1) June 5, 2022

He Had To Watch A Cyclist

As the majority of Americans support equality for LGBTQ people, women, members of racial and ethnic "minorities," the disabled and others who have been marginalized, those on the other side--who see rights they've always enjoyed as "special privileges" when extended to members of the groups of people I've mentioned--become more virulent, vicious and even violent in expressing anger at having to share their privilege.

Among the empowered are motorists who think the roads are theirs, and theirs alone.  They accuse us--cyclists, pedestrians and users of mass transportation--as being subsidized by tax dollars (which, too often, the privileged don't even pay).   Some among them think they have a "right" to express their umbrage in whatever way they choose--even if it endangers or kills the objects of their rage.

While I still interact, thankfully, with many courteous drivers--especially those who drive trucks--I have also had more charged interactions with aggressive drivers than I can recall in some time.  On the return leg of a ride to Connecticut, just as I was crossing the state line at Glenville and King Streets, some guy who looked like his wife hadn't given him any since Obama's first term pulled up alongside me, in his pickup truck, just so he could shout "Fuck you!" 

While the temperature has risen, so to speak, since Trump first ran for President, I can't put all of the blame on him (as tempting as that may be).  Rather, I've noticed that some celebrities--mostly male, all of them privileged by their wealth and fame-- expressing veiled and not-so-veiled hostility toward those who aren't "the cool kids" in their eyes.  A while back, Whoopi Goldberg whined, on The View, about the chauffered drive to her gated community being slowed down by, oh, 7 seconds or so, by a cyclist.  Now it seems that "comedian" Paul Costabile, who seems to sneer with the smugness of a bully who knows that nobody will fight him, took a video of himself taunting a cyclist who was riding as far to the right as he could.

View this post on Instagram

A post shared by 🇵🇭Dino /deee•no/ not /dy•no/ (@_deeeno)

The worst part, though, is that Costabile is taking the video while driving.  Now, unless he's employing some trick of which I'm not aware, he's leaning as he's driving with one hand.  So, he's endangering the cyclist even more than he would have had he simply shouted slurs and curses out his window.

In the meantime, Costablile whined about having to watch that rider "work his glutes."  Sounds to me like he's insecure:  He looks like he can use some time with his feet on two pedals rather one foot on one pedal.  

That, of course, is what causes the privileged to pick on those who've just won the same rights they've always enjoyed:  It's scary for those who've enjoyed power and privilege to realize that other people could actually challenge their place in the social, political and economic heirarchy.  We, as cyclists, do that by our presence:  It shows motorists that the roads don't "belong" only to them.

Note:  The video in this post was deleted from Instagram.  However, I was able to post it thanks to a screengrab by @_deeno.

What's Worse: Paint Or Police Passing?

 If you've been reading this blog for a while, you know that I don't give a blanket endorsement to roadside bicycle lanes.  Too many, at least in the US, are poorly-conceived, constructed and maintained.  The worst sort of lanes are the ones that serve no pratical purpose-- the ones I call lanes from nowhere to nowhere--because they do nothing to encourage cycling as a practical alternative to driving for commuting, errands and other purpose-driven trips.  And the most dangerous ones are the ones that separate motor traffic from cyclists by nothing more than a line on the pavement.  As I've said on more than one occasion, "paint is not infrastructure."

Studies have shown that painted cycle lanes do nothing to reduce injuries and "advisory lanes"--one which motorists are allowed to enter--are worse than no lane at all:  they increase the odds of injury by 30 percent.

The only news, for me, in those studies is the number:  I know, from experience, that a painted is as much a margin of safety for cyclists as a swath of fishnet scotch-taped at the nose bridge offers against COVID-19 or any other contagious virus.  And too often, motorists use "advisory" and even painted "bike-only" lanes to pass or double-park; the latter is often done by drivers of delivery trucks. 

To be fair, drivers, until recently, have been inculcated with the notion that they are the "kings of the road":  that motor vehicles take priority over cyclists and pedestrians.  If they haven't cycled during their adult lives, it's hard for them to un-learn such an attitude.  Also, some lanes, especially the "advisory" ones, aren't marked in ways that motorists can easily see, especially if they are driving large vehicles.

But some of the worst offenders, in my experience, are police officers in their "cruisers."  I can't begin to tell you how many times I've seen them parked in the middle of lanes while munching on donuts and sipping coffee.  And I've had a couple of close encounters with constabulary cars that weren't responding to an emergency call.  At least, I don't think they were:  their lights weren't flashing and their sirens weren't blaring.

Some have debated whether what was captured in that image was indeed a "close call" with a police car. However, Andrew Frogley on the Road.cc blog, who didn't think it was such a "close call," nonetheless agreed that one blogger had a legitimate question:  "What's worse?  The painted cycle lane or the close pass?"

Geoff Hickman had, I believe, the best answer:  "One enables the other."

Bike Lane Mayhem: Just Don't Yell At The Cops.

I ride the bike lane on Crescent Street in Astoria only because it passes directly in front of my apartment--and I use it only to get home or to a street that will take me wherever I'm going.  

In that sense, the Crescent Street lane is actually better than some:  It not only takes me to my apartment; it also provides a direct connection between two major bridges with bike lanes: the Triborough/RFK and Queensborough/59th Street.  

For a while, I was crossing the Triborough almost every day to work, and often use it for rides to points north, including Connecticut.  But I take the Queensborough/59th Street only if I'm going to someplace within a few blocks of the Manhattan side.  If I'm going to Midtown or downtown Manhattan, I prefer to pedal into Brooklyn and cross the Williamsburg or Manhattan Bridges.  

The reason I like those bridges better is that the bike lanes are relatively wide and accessible.  The Queensborough/59th Street Bridge, on the other hand, is--like the Crescent Street lane--narrow.  How narrow?  Well, I've come within a chain link width of brushing, or being brushed by, cyclists traveling in the opposite direction.  

That problem has been exacerbated by motorized bikes and scooters.  I was under the impression that they're supposed to be limited to a maximum speed of 40 kph (about 25 mph).  But I've seen more than a few that were traveling well above that speed.  And I have seen many more of them than cyclists run red lights, make careless turns and sideswipe cyclists and pedestrians.  

Photo by Scott Gries--Getty Images

I know I'm not the only one who's noticed.  Christopher Ketcham said as much yesterday, in a New York Daily News guest editorial.  He also points out something I've mentioned:  It's illegal to operate those motorized vehicles in bike lanes.  People do it; they endanger others; cops see it and do nothing.

Ketcham described such a scenario of which he had to be a part.  Someone riding a motorized bike nearly knocked him off his bike on the Manhattan Bridge Lane.  When he stopped to complain to the cops sitting on the complain to two cops stationed on the Manhattan side, one of them said, "We're here for the bikes."

So that officer admitted what many of us know:  the police come after us because we're easy prey--and because, as former Transportation Alternatives head Charlie Komanoff said, "Cycling is everything cops are acculturated to despise:  urban, improvisatory and joyous rather than suburban, rulebook and buttoned-up."  I have noticed the hostility he and Ketcham describe even in cops who patrol on bicycles: I suspect that none of them ride when they're off the clock.

Some might say that Ketcham, Komanoff and I are paranoid or "not seeing the whole picture."  Well, if we can't see from the proverbial 30,000 feet, we certainly can look through the wide-angle lens of statistics:  In 2019, the NYPD handed cyclists 35,000 tickets for all sorts of infractions, from not having bells (more about that in a moment) to running red lights (even when, as I have described, crossing at the red light is safer for the cyclist and drivers). Truck drivers received 400 fewer tickets, although there are ten times as many trucks as bicycles on New York City streets.

When Ketcham complained to the cops at the foot of the Manhattan Bridge, they gave him a $98 ticket--for not having a bell and, allegedly, for yelling at the officers, according to the "Description/Narrative" portion of the ticket.  

I wonder how many folks driving motorized bikes were ticketed for riding illegally in bike lanes (or on sidewalks), sideswiping cyclists and pedestrians--or yelling at police officers.

 

Must More Riding Mean More Fatalities?

In a coincidence that, perhaps, isn't such a coincidence, I chanced upon an item about an increase in the number of cyclists killed on Texas roads at the same time a local radio news program mentioned that pedestrian fatalities here in New York City have increased during the past year.

I have also seen and heard reports of increases in the number of cyclists killed and injured on New York City streets.  So, hearing about pedestrian fatalities here and cyclists killed in the Lone Star State did not surprise me because cyclist and pedestrian casualties tend to rise or fall in tandem.

The reports point to a dramatic increase in the number of cyclists as a reason for more crashes and fatalities.  The same isn't said for pedestrians, though I have seen more people walking around as pandemic-induced restrictions are eased or lifted.  But I think that there is a related, and more relevant, reason for the increase in deaths and injuries among cyclists and pedestrians.

During the first few months of the pandemic, there was little traffic on the roads.  I can recall riding to Connecticut and back last spring and being able to count, on both hands, the number of motorized vehicles I saw along the way, not counting the ones that crossed the RFK Memorial Bridge.  Until last spring, I never could have imagined such an occurence on a 140 kilometer road ride that takes me through the Bronx and Westchester County before crossing the state line.

As spring turned into summer, traffic was still light, but I noticed faster and more aggressive driving, including some drag racing and other flouting of traffic laws.  Those things were annoying, but I didn't feel I was in danger because the still-light traffic afforded a wide berth between me and the drivers.

During the past few months, though, I've seen more traffic.  Some people, I guess, are returning to their workplaces and old routines, while others started driving and bought cars (for the first time, in some instances) because they didn't want to use mass transit.

But the folks who got used to driving fast and aggressively, or even carelessly, aren't adjusting to the new reality.  They still want to drive as if they have the streets to themselves.  And, in my own unscientific observation, it seems that police aren't enforcing traffic laws as much as they were before the pandemic--if, indeed, they were enforcing them against any but the lowest-hanging fruit (i.e., cyclists and pedestrians).

Having done a fair amount of cycling in other cities, states and countries, I can make this observation:  Building bike lanes and lecturing cyclists about safety--which most of us practice to the best degree we can--does little to prevent tragic encounters between motorists and cyclists and pedestrians.  

What will  make life better for everyone involved are sensible laws and policies (like the Idaho Stop) crafted by people who understand what it's like to ride a city's streets--and a culture rather than a mere lifestyle of cycling.  The culture of which I speak is one in which cycling is seen as a viable mode of transportation rather than just a form of recreation for privileged young people. Such a culture exists in some European countries; that is why there is more respect between drivers and cyclists and pedestrians.

Otherwise, cities and other jurisdictions can continue to build poorly-designed and constructed bike lanes that lead from nowhere to nowhere, and cyclists--or pedestrians or motorists--won't be any safer.

He's Back--And He Has A Story!

Kids always want stuff for Christmas.  When I was growing up, bikes were usually high on the list of things kids wanted "Santa" to leave under the tree.

That has changed.  The days when bike shops could round out their yearly profits with Christmas bike sales (mainly for kids) are long gone.  It seems that even department and toy stores don't sell a lot of bikes at Christmastime, as video games and other electronic toys top "wish lists" today.

Whatever we wanted as kids, our wishes change as we get older.  For one thing, those of us who cycle as adults usually buy our own bikes: We become more particular about what we ride, and it's hard to get someone else, even if he or she is inclined to give a bike as a gift, to buy the right one for our style of riding--and, sometimes, even our sense of style.

Then again, for most of us, Christmas becomes less about getting stuff.  If anything, we start to care more about other "gifts", which can include experiences or simply knowing that someone is alive and well.

I feel that way about Alan Snel.  I have never met him, but I enjoyed reading his blog Bicycle Stories.  

Nearly two years ago, he was struck and nearly killed by a driver in--where else?--Florida.  That driver didn't get so much as a ticket for leaving Alan with a concussion, spinal fractures and a knee that had to be drained of blood.  

He posted several times after that, talking about his move back to Las Vegas (where he'd previously lived and worked) and projects in which he'd gotten himself involved.  Then, after a post about the Interbike show in September 2017, there was nothing on his blog.  I'd hoped that his absence was a result of plunging himself further into the advocacy work in which he's long been involved.

Turns out, that was the case.  He's been writing a book about his road to recovery--which was fueled by his involvement in the budding Las Vegas sports scene-- and is now promoting it.  He even got time on a local TV station:



I'm so glad he's back.  He's been through so much. But, really, what can stop a man who taught his mother to ride a bicycle when she was 64 years old?

And what more should we want for Christmas than to hear a story like his?

(Ironically, when I saw this segment, it was preceded by an ad for a personal-injury attorney!)

Cross With The App

What would you think of an app that signals your approach at an intersection?

Well, the city of Santa Clarita, California--in partnership with Sensys Networks Inc--is piloting such a system along the Chuck Pontius Commuter Rail Bike Trail (Say that three times fast!), which parallels Soledad Canyon Road.  

The system consists of a GiveMeGreen! smartphone app, which allows cyclists to be detected 300 feet in advance of an intersection.  Once detected, the app's signal applies the normal timing function for pedestrian crossing.  This lets pedestrians and cyclists use the same signal phase and "will not cause any delay for motorists," according to a Santa Clarita Gazette report.

While that stated purpose both intrigues and troubles me, I think there might actually be a benefit for cyclists:  Motorists are often confused when they see pedestrians and cyclists at intersections, especially if pedestrians are crossing by one signal and cyclists another--or are following the same signals and timing as motorists.  

It seems that half of the new system already exists on Soledad Canyon Road:  There are bicycle- and pedestrian- only signs to alert turning motorists that cyclists and pedestrians could be crossing the intersection.  This system has a bicycle-only light to tell the cyclist he or she has been detected.  From what I understand, however, these lights are not connected to an app:  Apparently, they rely on cameras or some other detection device at the intersection itself.

I would be interested to see whether this app and its system actually makes cyclists safer when crossing intersections--which, I believe, is the most perilous thing we do, especially if we are crossing a roadway intersection from a bike lane.  Then again, I am not sure of how detectable I want to be--or, more specifically, of who I want to detect me, and from where--while I'm riding!