Bike the Pacific Coast, starting in Oceanside, you can choose the miles you want to ride. Continue through Encinitas, Del Mar, Solana Beach …. Visit their website to learn more and to Register: Bike The Coast
Event #2 Benefits San Diego Mountain Biking Association too!
Go on a fun mountain bike ride, enjoy Green Flash Beer, Brats, swag, and your friends!
While motorcyclists and car drivers still don’t agree.
Several motorcyclists’ groups objected to that language, finding the speed limit too low. Other groups and individuals, who believe that lane splitting is dangerous regardless of the speed, objected to the proposal on principle.
“Perhaps one of the most dangerous situations for any motorcyclist is being caught in congested traffic, where stop-and-go vehicles, distracted and inattentive vehicle operators, and environmental conditions increase the risk of physical contact with another vehicle or hazard,” said Wayne Allard, AMA vice president for government relations. “Reducing a motorcyclist’s exposure to vehicles that are frequently accelerating and decelerating on congested roadways can be one way to reduce rear-end collisions for those most vulnerable in traffic.”
The study — which was conducted by researchers at the University of Colorado and the University of Nebraska and published online in March in the Journal of Transport and Land Use — found that the reason most bicyclists (71 percent) violate traffic rules is a bid for self-preservation. Other reasons include saving energy (56 percent) or saving time (50 percent) or attempting to increase one’s visibility (47 percent). In other words, the study found that a large number of bicyclists tend to break the law because they think it will keep them safer.
The federal agency in charge of highway safety requires guards on the back of trucks, but not along the sides. And key lawmakers who have together received millions of dollars in campaign donations from the transportation industry haven’t pushed for it, despite a recommendation from the National Transportation Safety Board.
But we do not really know the number of incidents of crashes and hence deaths as no state actually tracks this data in our National Reporting System. Worse, the USA rear guards are not actually strong enough to prevent cars at even lower city speeds from going under trailers. Our crash reporting system data does not track these types of crashes well. To confuse things even more, Canada has stronger requirements for the rear guards on trailers and without tracking model numbers, we don’t have any idea what is actually happening and why.
In New York City, Trucks make up just 3.6 percent of vehicles on New York City streets, according to U.S. DOT, but are involved in 12.3 percent of pedestrian fatalities and 32 percent of bicyclist deaths.
Every time an accident like this happens, cyclists have the same question: Why aren’t side guards legally required on trucks in the City? Europe has them. The UK has them. As of January 1, 2011, even Brazil has them!
In the coming years, the simultaneous rapid growth of urban freight and walking and bicycling in the U.S. threatens to increase truck-involved casualties, which are already overrepresented relative to trucks’ share of vehicles on the road today.
Volpe’s research into both proven and new crash avoidance and mitigation technologies for trucks is shaping a new pillar of cities’ Vision Zero programs, as well as advancing U.S. Transportation Secretary Anthony Foxx’s bicycle-pedestrian safety priority. One specific safety technology—side underride guards—further extends to the tantalizing potential co-benefit of fuel efficiency, implying attractive payback and a pathway to accelerated adoption.
Collisions with the sides of tractor-trailers resulted in about 500 deaths each year and that many of these deaths involved side underride. Researchers also found that current trailer rear underride guard standards are outdated.
The NTSB in the same press release discusses the known blind spots in single unit trucks as well as tractor trailers which cause death and injury every year to pedestrians, cyclists, motorcyclists and vehicle occupants.
#VisionZero these are preventable deaths and injuries caused by bad design that we know about and know how to improve. We know that data collection inadequate which is fixable. We have some technology which can improve things quickly. We still aren’t trying to implement recommendations from the NTSB in 2014 which seems like willful ignorance.
Finally, the NTSB asked NHTSA to address the issue of data collection on trailers. When a tractor-trailer gets into an accident, police officers routinely record basic information about the truck-tractor component of the tractor-trailer, including the model year and vehicle identification number. However, information about the trailer component is usually missing from federal and state databases. Having this information could help with evaluation of safety standards and determine whether certain trailer designs and equipment should be altered to reduce injury risks to passenger vehicle occupants.
We’ve known about distracted driving dangers for many years now. But not much is happening to improve the situation, even cell phone / texting bans for drivers. New cars continue to come to market with technology that caters to drivers talking on the phone, checking Facebook, email, and text messages.
Traffic fatalities have risen by 14 percent over the last two years, and distracted driving is a likely factor along with the improved economy and low gas prices, which have put more cars on the road, according to the National Safety Council, a nonprofit public service group. The nonprofit Governors Highway Safety Association has projected an 11 percent increase in the number of pedestrians killed in 2016 compared with 2015, and also cited smartphone distraction.
Our roads are getting more dangerous for pedestrians, and bicycle riders.
About the time we all first started hearing the term distracted driving, we were enjoying safer streets for bicycle riders and pedestrians. That trend is over and the rising stats are alarming. Some states are increasing fines. Enforcement is still challenging and under enforced either because of challenges, under-staffed. Some bicycle and pedestrian folks think walking and cycling police enforcement is the way to catch distracted drivers.
Watch out for drivers using their phones. We know that distracted driving is a fairly dominant reason people have a crash, but we can’t always get away from them especially when they are all over our roads.
Yield to bicyclists as you would motorists and do not underestimate their speed. This will help avoid turning in front of a bicyclist traveling on the road or sidewalk, often at an intersection or driveway.
In parking lots, at stop signs, when packing up, or when parking, search your surroundings for other vehicles, including bicycles.
Drivers turning right on red should look to the right and behind to avoid hitting a bicyclist approaching from the right rear. Stop completely and look left-right-left and behind before turning right on red.
Obey the speed limit, reduce speed for road conditions and drive defensively to avoid a crash with a cyclist.
Give cyclists room. Do not pass too closely. Pass bicyclists as you would any other vehicle—when it’s safe to move over into an adjacent lane.
One startling take away is that cyclists do feel threatened on their bikes on a fairly regular basis:
When asked whether they felt threatened for their personal safety while riding a bicycle on their most
recent travel day, one in eight respondents that had ridden in the past 30 days reported that they felt
threatened during some point on their ride.
And no surprise, bicycle lanes and bicycle paths are important to cyclists, and being able to have one nearby where you live and work makes a difference:
Respondents who had ridden a bicycle within the past year and who have bicycle paths available within a
quarter mile of where they live were more likely to use bicycle paths for at least some of their rides
compared to riders not living near bicycle paths.
Though cyclists want the “Idaho Stop” and California cyclists may soon get this law, the majority of cyclists know to obey the same roadway laws as car drivers and do stop at stop signs and lights:
Nearly all respondents were aware that the rules that apply to motor vehicles regarding traffic lights and
stop signs also apply to bicyclists. More than 9 in 10 reported that a bicyclist must stop at traffic lights
and stop signs.
Everyone is a pedestrian.
Respondents who had walked outside for five minutes or more at least once during the past year were
asked how often they walk during the summer months. Four in five respondents reported walking at least
once a week. Very few respondents claimed that they never walked during the summer months.
Good article from Ohio about Ohio bicycle laws for cars and bicyclists to better understand how to better share the road and be aware of each other. One important point that is emphasized is reminding drivers that bicycle riders are vulnerable road users, this includes the new law about leaving a passing buffer space around a cyclist and your vehicle.
Although these are Ohio bicycle laws, many of them are very similar to California, and many of them are just good common sense reminders about how we all can share the road safely, and get to where we are going without incident, stress, and hopefully with some fun along the way.
But, even though drivers and bicyclists follow many of the same rules on the road, both need to remain aware of the vulnerability of those on bikes, he said.
“If you pass me too close in your car or if you’re errant in that way, you can do serious human bodily damage,” Kuhn said. “We’re not driving a 4,000-pound cage with 10 airbags.”