Month: May 2013

[B’ Spokes: The first thing I thought of: ‘”Why can’t this be done here?” Then I thought: “Liability issues.” Ironically sad we can’t teach younger folks about traffic safety because of the perceived lack of traffic safety on today’s roads. There is also the point how kids bike 15 kilometers (almost 10 miles) while here we bus kids at an incredible expense from the education budget not to mention promoting the obesity epidemic by busing kids away from playgrounds as soon as school is over as a matter of policy.]

by Angie Schmitt, Streets Blog
In 2010, 4,280 pedestrians were killed in the United States, according to the Centers for Disease Control, and another 70,000 were injured. That’s one death every two hours.
It’s impossible to quantify the human toll of traffic fatalities, but as David Nelson at Project for Public Spaces points out, AAA estimates that traffic crashes cost America $300 billion annually in the form of medical expenses, lost wages, pain and suffering, and other factors [PDF]. That works out to three times the annual cost of congestion reported by the Texas Transportation Institute. But while we’re spending billions “fighting congestion” with expensive new roads, getting a handle on pedestrian deaths and injuries is almost a non-issue at your average state DOT.
Nelson says the silence about pedestrian fatalities arises from a tendency he calls the “accident axiom” — a set of assumptions that presume no fault, or assign culpability in simplistic and stereotypical terms, when a pedestrian is struck:
Given that all forms of transportation begin and end with walking, this is essentially a right to be a pedestrian—a right severely restricted by expensive and counterproductive high-speed roads that we’ve built. A key problem in defending this right is that very few laws motivate law enforcement to consider killing a pedestrian as a crime. Involuntary Vehicular Manslaughter is a potential charge, but it’s hard to prove constructive manslaughter since a little speeding is rarely seen as a crime, and the threshold for recklessness is hard to meet. Anecdotally, drivers who kill a pedestrian are better off waiting for the police to arrive, because hit and runs really are about the only time the police reliably pursue these drivers with any prejudice. New laws specifically dealing with pedestrian-vehicle crashes are needed.
In my opinion, our local media outlets are exacerbating the problem. Their stories discount the human loss and reinforce widely held misconceptions. First and foremost, underlying all of the poor media coverage is what I call the “Accident Axiom.” This is the widely-held (but almost never-question) belief that accidents are an unavoidable and innocent consequence of modern motorized society. The assumption here is that crashes not involving excessive speed, alcohol, or gross negligence are presumably the fault of no one, but an unfortunate systemic fluke.
This axiom has two corollaries: the Inherent Risk Corollary and the Reckless Driver Corollary. The former states that in this world of unavoidable accidents, pedestrians and cyclists are senselessly putting themselves in harm’s way by traversing concrete and asphalt. If they get hit, it is a deserved consequence of their poor decision making. And the latter states that those rare instances when a driver is at fault, it is the result of that driver being a reckless and careless individual, a deviant member of society. All blame is attributed to the individuals involved. The road network and driving culture are given immunity.
https://streetsblog.net/2013/05/02/the-epidemic-of-pedestrian-deaths-in-america-and-why-it-barely-registers/

Via Coloradoan
A confrontation between a sheriff’s deputy and bicyclist in Fort Collins last month led to a $22 ticket for the rider and an internal investigation into the deputy’s behavior.
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Malisani ticketed Baker for failing to move to the right as the deputy passed the cyclist.
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Alderden repeatedly told cyclists they needed to get out of the way of drivers.
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The ticket given to Baker says he failed to move to the right when being overtaken. But the current law no longer requires that.
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“We all need to understand what the rules are, what the laws say. And the rules in this case are very clear,” said bicycling advocate and safety instructor Rick Price,
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Malisani, Baker said, passed by him and his bike with inches to spare.
“I just rode off, but the shocking thing was when the officer then passed by me … he was about a foot, maybe nine inches away,” Baker said. “It’s unbelievably different when the car that’s stalking is you an officer who is supposed to serve and protect.
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Fort Collins police officers have received specific training on bike laws. Sheriff’s deputies have not.
https://www.coloradoan.com/article/20130501/NEWS01/305010039
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[B’ Spokes: As much as I would love to require every police officer to get training on bike laws, maybe a compromise position would be to prohibit those officers who have not received bike law training from giving tickets to cyclists.]