Today’s Headlines

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  • D G Spencer Ludgate

    Please do a little due diligence when you post a video from a bike advocate. On My Bike in L.A. posted a video “Bikes VS Cars: The False Dichotomy”. In the video at 1:28 there is a graphic titled, “Car Doors Open to a Safer Place”. This graphic is used to demonstrate to car drivers that bike lanes are good for them because they can open their doors into them. The graphic shows a shaded area where the car doors open. How can any bicycle advocate show anything that encourages “Doorings”. Please pull this video from your page.

  • Jon Leibowitz

    With buffered bike lanes, you know there’s nothing stopping you from riding your bicycle out of the door zone and into the buffer?

  • D G Spencer Ludgate

    Bingo! – The buffer is on the wrong side. When the bike lane is next to parking, there is a greater risk from “Doorings”, cars pulling out of parking spaces, and inattentive pedestrians then there is from automobiles rear-ending cyclists from the General Traffic Lane.

    I am glad somebody who follows Streetsblog acknowledges this danger.

  • Dennis_Hindman

    That video is not encouraging “doorings”. Its pointing out the obvious that if a vehicle is parked next to the curb the driver side occupants can open their doors into the bike lane without the danger of a moving motor vehicle hitting them. This doesn’t imply that they should open their doors without looking to see if a bicycle rider is coming.

  • Dennis_Hindman

    There were 2,297 bicycle involved collisions reported by the LAPD in 2014. Which is less than the 2,302 bicycle involved collisions reported in 2011 even though there was over 200 miles of bike lanes installed on 7% of the arterial/collector streets in that time period. There is a strong correlation that the bike lanes increased the safety of bicycling.

    Bicyclists running into parked vehicles were 164 (7.1%) of these collisions .

    Bicyclists running into other bicyclists, ped/bicycle collisions, bicyclists hitting fixed objects, running off the road, hitting potholes, unsafe speed and running over loose material were 76 (3.3%) of these collisions.

    Adding all of these bicycle collisions that did not involve moving motor vehicles comes out to 10.4% of the bicycle involved collisions. In other words, almost 90% of the bicycle involved collisions that involved injuries reported by the LAPD were with moving motor vehicles. By far the greatest danger to riding a bicycle on the road involves moving motor vehicles. Faster moving motor vehicles create more kinetic energy that increases the risk of serious injury for bicycle riders in a collision with motor vehicles. Separating bicycle riders from fast moving motor vehicles on major streets reduces the odds of having a collisions with them.

  • There should NEVER be a bike lane in the drivers side door zone and that allows cars to traverse the bike lane to enter and leave parking spaces.

  • Dennis_Hindman

    There is a dilemma that has to be faced with deciding to eliminate installing bike lanes on the drivers side door zone. Almost all of the 375 miles of bike lanes that have been installed up to this point by the Los Angeles Department of Transportation in the city of Los Angeles are in the door zone of parked vehicles. The bike lanes would need to be made several feet wider on each side of the street in order to solve the problem of door zone bike lanes. The LADOT already made the bike lanes as wide as possible without removing space from motor vehicles. Space would have to be removed from motor vehicles on almost all of those 375 miles of bike lanes. Getting space removed from motor vehicles with a 1% mode share for bicycling would be extremely unlikely to happen on most of those 375 where bike lanes have been installed. So what you are advocating for at this point is that there should be much less miles of bike lanes. That the problems of having door zone bike lanes far outweigh the benefits.

    A major difference between cities in the Netherlands and almost all cities in the U.S. is that the cycling share of transportation never went below 20%. Its a lot easier to remove space from motor vehicles when the mode share for bicycling is that high than it is for a mode share that is in the low single digits or less. Its very likely that the share of money used for bicycling infrastructure will be less with a lower mode share and the space that is available on a roadway will also be far less.

    There was a 66% increase in the number of bicycle commuters in the city of Los Angeles from 2007 through 2009 due to a sharp increase in the price of gasoline in 2008. A handful of bike lanes were installed in that time frame. Most of that bike commuting was due to the rise in the price of gasoline. At the same time the bicycle collisions with motor vehicles rose 47%.

    Starting from the middle of the year 2011, the LADOT began to aggressively install bike lanes. Almost 200 miles of bike lanes were installed from 2011 through 2014 on about 6% of the arterial/collector streets. The results of the bicycle commuting share for 2014 are not yet available, but from 2011 through 2013 the number of bicycle commuters increased by 25%. Yet there was only a 1% increase in bicycle involved collisions with motor vehicles reported by the LAPD in 2013 and a 6% drop in 2014–which made the 2014 results only 1% more than for 2011. Even though there was likely a very large increase in the volume of bicycle riders on major streets. There is a strong correlation between the increased safety of bicycling on streets in LA and the installation of those 200 miles of bike lanes. It became overall safer to ride a bicycle on major streets in Los Angeles after the installation of the bike lanes rather than less safe.