What (And Who) Is This Law For, Anyway?

We shouldn't make a law we're not willing to use guns to enforce.

So opined Adam Sullivan of The Gazette, a newspaper and online publication based in Cedar Rapids, Iowa.

He voiced this conclusion in a discussion of bicycle licensing laws.  Though he was dealing mainly with such regulations in Iowa, what brought him into the discussion was the viral video of Perth Amboy, New Jersey police officers stopping a group of kids who were popping wheelies while weaving in and out of traffic.  While one officer lectured the kids about bicycle safety, the cops used the boys' lack of bicycle licenses as a pretext for confiscating their bicycles and taking one boy--who is, ahem, African-American--into custody.

Sullivan called this--and what he deemed "outdated" bicycle licensing laws--government overreach, if not in so few words.  He makes the legitimate point that many Iowa cities once had mandatory bicycle licensing laws, and the system mainly served two purposes:  to give the police a chance to interact and "make nice" with kids and other community members when they registered their bikes, and to aid in the recovery and return of lost and stolen bicycles.

While those might be legitimate purposes, bicycle licensing, which is now mainly voluntary, no longer serves them.  Few, if any, stolen or lost bikes are returned to their original owners, in part because police departments, especially in larger cities and towns, don't place bike theft or loss high on their list of priorities.  Also, most bicycle licensing systems began during the 1950s and 1960s, when most Americans still thought, "bikes are for kids."  Today, many more bikes are ridden by--and the stolen from--adults.  So, there is less reason for cops to use bike-safety classes to build rapport with kids, or the larger community.

Also, people's attitudes toward cops, especially in cities, are very different, to say the least, from what they were a couple of generations ago.  So the bike-safety and community efforts would be seen as condescending by some and overreach, as Sullivan says, by others.

While Sullivan frames his argument against bike licensing laws--or any other regulations that can't be, or aren't being, enforced--in libertarian terms, I think his editorial also implies another question:  What, exactly is/are the purpose(s) of bicycle licensing regulations?  If almost no stolen or otherwise missing bikes, with or without tags, are returned to their owners, and meaningful efforts toward improving bicycling safety aren't made by police officers or others who understand cycling (or, better yet, are actually regular cyclists), what good is it to require tags?

Oh, and there is the issue of cost:  Perth Amboy bike licenses cost 50 cents. (How long ago was their law enacted?)  As Sullivan points out, most Iowa bike licenses cost around five dollars.  I have to wonder just how much money is actually collected, and how much it actually helps to make cycling safer.  While I think low-income people shouldn't have to pay for licenses, I also believe that those who can afford to pay more, should, if bicycle licensing programs are to serve any real purpose.

On the whole, I am in agreement with Sullivan on his main point:  Any law that isn't going to be enforced--or, worse, that will be enforced selectively, as it was in Perth Amboy-- shouldn't be on the books.  Ditto for any law that isn't used for the overall public good--or no longer has, or never had, a real purpose-- as is too often the case with laws related to bicycles and bicycling.

 

Balancing Their Needs

 A week ago, I wrote about the measure l'Assemblee Nationale approved.  It would give a 2500 Euro (almost 3000 USD) grant for an electric bicycle to anyone who turns in an old, highy-polluting car, which would be used for scrap.  

Although I dream, to this day, of people giving up, not only two wheels for four, but also petrol power for muscle juice, I understand why some people can't or won't ride bicycles that require their own input in order to move.  Some are elderly and frail; others have illnesses and disabilities--including balance issues.

Of course, that last problem is also a reason why someone wouldn't ride an electric or otherwise-assisted bicycle.  Jiaming Xiong and his colleagues at China's Beijing University recognized as much.  So, they created what they describe as a self-balancing electric bicycle.

What look like training wheels are attached to the rear stay.  It also looks like they're mounted just above ground level so that one of them touches when the bike wobbles, or is turned.

More important, and revolutionary, though are the gyroscopic sensors. They detect when the bike starts to lean and trigger it to steer into the direction of the potential fall in order to stabilize the bike.  

Another benefit I can see is that it's less cumbersome than an adult tricycle. (Are there electric or motorized adult trikes?)  It would take up less space and, perhaps most important, would probably be more maneuverable and visible in traffic.

If there are positive side-effects to the pandemic, one of them just might be efforts to make bicycling, in whatever form, more inclusive and practical for more people.  This self-balancing electric bike, like the French scheme, are two examples of that.

Who And What Can It Carry?

Two questions for today:

1.  What do you carry on your bicycle?

2.  How many people can, or should, ride it at one time?