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Sunday, August 28 2016 @ 02:01 PM UTC


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Cyclists: What To Do If You Are Hit By A Car

Biking ElsewhereVia Velosurance

Call 911 and request police and EMS to the scene
Gather witness information
Ask the police to write the driver a ticket
Take pictures of the car and bike
Take pictures of the scene
Get the car license plate number
Do not make a statement to anyone except the police
Consult with an attorney before you make a claim on the drivers insurance company offers insurance for cyclists to protect your bicycle from many types of losses, crashes, theft and a bunch of other things that can happen to your bicycle.

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A 40-mph electric recumbent tricycle that changes your commute forever

Biking ElsewhereBy Ezra Dyer, Yahoo Auto

The 422 Alpha has some impressive stats. With a 2.1-kWh lithium-polymer battery, it can cover 100 miles at 20 mph. A recharge takes only two hours. And the price? Well, it’s not cheap: $11,995. But nice bicycles are expensive, and this is really an exotic bike. I guess the way to think of it is not as a $12,000 bike, but as a $12,000 piece of transportation that’s also gym equipment and tech-geek lust object. Outrider also makes a less powerful, all-terrain version called the Horizon, which starts at $8,545. That one was funded through Kickstarter and sold out its first production run.

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The Case Against Cars in 1 Utterly Entrancing GIF

Biking ElsewhereVia The Atlantic

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Why motorists get so angry at cyclists — a psychologist's theory

Biking ElsewhereBy Susan Perry, MINN POST

A study issued earlier this year found that motor vehicle drivers and cyclists are equally responsible for car-bike collisions in Minneapolis. But, as comments to media reports of that study demonstrate, the finger pointing continues, with bicyclists blaming aggressive drivers for most collisions and drivers blaming “inconsiderate and stupid” cyclists.

The anger from motorists toward cyclists seems especially raw. So I read with interest British psychologist Tom Stafford’s latest Neurohacks column for BBC Future in which he offers his theory for “why cyclists enrage car drivers.”

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Biking Elsewhere-&gt; According to a July 9th Mobility Lab article, &quot;... Interestingly, Arlington gives as much attention to bike parking as it does auto parking. As bike ridership numbers rise in D.C. (and nationally), so does the demand for bike parking. The county currently requires developers of site-plan buildings to construct one bike parking space per 2.5 residential units. John Durham, transportation demand management planner for Arlington County Commuter Services (ACCS), believes that number may be too low because 50 percent of all households in the county own at least one bicycle.
&quot;Not only are quality bicycle-parking facilities an effective way to encourage and influence bicycle-ridership numbers, but they also are a more efficient use of land and maximize resources. One automobile parking space can accommodate 10 bikes, according to Durham.

&quot;Mounting research suggests that bike facilities pay off economically to business owners. In D.C., businesses located near Capital Bikeshare stations appear to benefit economically. Similarly, protected bike lanes in New York City have been shown to increase retail sales by 49 percent. Just as Arlington County is focused on moving people instead of cars, some businesses are recognizing that cars don't buy things, people do. Particularly in areas of density with scarce parking generally, it can make sense to provide bike parking as a complement to (or replacement for) car parking. The goal is to maximize foot traffic...&quot;

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from CenterLines, the e-newsletter of the National Center for Bicycling &amp; Walking.
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Europe's cycling economy has created 650,000 jobs

Biking ElsewhereBy Arthur Neslen, the Guardian

Europe’s cycling industry now employs more people than mining and quarrying and almost twice as many as the steel industry, according to the first comprehensive study of the jobs created by the sector.

If cycling’s 3% share of journeys across Europe were doubled, the numbers employed could grow to over one million by 2020, says the ‘Jobs and job creation in the European cycling sector’ study which will be published next month.

Kevin Mayne, the development director at the European Cyclists’ Federation (ECF) which commissioned the paper, said that it had a very simple message for governments and local authorities: “You know that investing in cycling is justified from your transport, climate change and health budgets. Now we can show clearly that every cycle lane you build and every new cyclist you create is contributing to job growth. Investing in cycling provides a better economic return than almost any other transport option. This should be your first choice every time.”

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9 Things Drivers Need to Stop Saying in the Bikes vs. Cars Debate

Biking ElsewhereBy Adam Mann, Wired

1. Cyclists always break the law
Sitting on a bike seat doesn’t somehow turn you into a monster anymore than getting behind the wheel does.
2. Roads are designed for cars
3. Cyclists are dangerous
4. There’s not enough room for bike lanes without causing gridlock
5. Cyclists just want everyone to stop driving
6. Drivers pay for roads so they should get priority
7. Cycling is a fad
8. There’s a war on cars
9. People absolutely need cars to get around

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Biking Elsewhere[B'Spokes: Previously l have been critical of LAB's involvement in this case but now it looks like that they are doing something, which is a good thing. Now don't take this the wrong way but I still would love to see more public service announcements that put to shame the kind of thinking behind the charges against Schill. And I'll take this time to give a special thanks to the Eldersburg police who rode behind me on Route 26, l assume for my safety when they could have been like the police in Schill's case and ticketed me. There are two ways police to react to something they perceive as unsafe, they can improve everyone's safety or start handing out tickets. We need to encourage more of the former!]
by Ken McLeod, Bike League

imageThis week, my colleague, Steve Clark, wrote about his experience riding with Cherokee Schill and the conditions she faces while biking to work in Kentucky. As he detailed, she confronts numerous difficulties while riding and faces both official and unofficial harassment for riding in the road.

Her fight for her right to road reflects our society’s decisions about how we create roads, how we create laws for those roads, and the culture of safety we choose to create for our roadways.

So what's the legal background for her fight? And are their signs of hope for Kentucky’s future? Keep reading...

The Legal Problem with Bikes in Kentucky

imageKentucky, like several other states, does not provide clear rules for bicyclists, or the motorists who share the road with bicyclists. The basic problem is that Kentucky does not address bicycles as their own type of vehicle — and this leads to rules that are not made for the situations that bicyclists actually face.

A bicycle in Kentucky is a vehicle, because the Kentucky Statute that defines "vehicle" does not exclude those propelled by muscular power. However, a bicycle is never actually defined in the Kentucky Statutes or Administrative Regulations that create Kentucky’s traffic laws.

While a bicycle in Kentucky is not defined as a motor vehicle, it is required to operate in the same manner as a motor vehicle with three limitations. But, unlike 48 other states, Kentucky does not give a bicycle rider the rights of an operator of the vehicle they must behave like.

How does failing to address bicycles as their own type of vehicle affect bicyclists in Kentucky?

One of the major differences between Kentucky and other states is that it doesn't have a law that tells bicyclists specifically where to ride. Instead, as in five other states, bicycles are treated as slow-moving vehicles. This by itself isn't necessarily problematic — but it does have practical repercussions.

In states where laws dictate where bicyclists are supposed to ride the vast majority provide numerous exceptions to the requirement to ride to the right. These exceptions help to remove interpretation about what is as far right as “practicable” and give bicyclists a positive right to move left (into or further into the travel lane) when facing common situations such as the need to make a left turn, hazardous road conditions, narrow traffic lanes, and right turn only lanes. You can find out more about these laws and common features in my Bike Law University article on Where to Ride laws.

In Kentucky the slow-moving vehicle statute (Kentucky Revised Statute [KRS] 189.300) does not reflect the situations that bicyclists face. In fact, it does not give a slow-moving vehicle, including a bicycle, any situation in which it is okay to move left — other than it not being “practicable” to keep to the right-hand boundary of the highway. This “practicable” standard leaves a lot of discretion to law enforcement, prosecutors, and judges, who may not understand safe cycling practices or believe that bicyclists should be treated with the same respect as other road users.

In Kentucky, the slow moving vehicle statute is especially problematic for bicyclists for two reasons:

  1. It requires bicyclists to keep to the right-hand boundary of the “highway,” which includes the entire right of way. In 43 other states, bicyclists are required to keep to the right of a “roadway,” “way,” or “highway” that excludes portions of the right of way, typically the berm, shoulder, sidewalks, or portions not ordinarily used for vehicle travel. This creates a situation where officials interpreting the law can find that what is “practicable” pushes bicyclists out of the travel lanes.
  2. The Kentucky Administrative Regulations for bicycles (601 KAR 14:020) permit bicycles to be operated on the shoulder of a highway and require bicycles to use bicycle lanes, where marked. While it isn't bad that bicyclists are given the opportunity to use the shoulder of a highway, this helps create the conditions for interpretations of the law that require the use of the shoulder.

A bicyclist, like Cherokee Schill, who chooses to not use the shoulder, is forced to identify why the shoulder was not “practicable” to use even, though it is within the right-hand boundary of the highway and a place that a bicyclist explicitly can ride. Bicyclists must also fight the idea that a shoulder is set aside for their use, and not the use of motor vehicles, just like the bike lanes they're required to use when they are marked. This is a difficult task and without exceptions to the “practicable” requirement the court does not have to accept that the existence of a particular condition, like a debris-filled shoulder, made the use of that shoulder not “practicable.”

Making laws that recognize bicycles as their own type of vehicle allows legislatures, or the officials who make traffic law regulations, to recognize the conditions actually faced by bicyclists. In Kentucky, Cherokee Schill is caught fighting laws that did not anticipate her situation and do not give clear guidance to the officials interpreting them. We can only hope that her appeal goes well and that Kentucky enables safe cycling going forward.

A Failure of Laws and Culture

Cherokee Schill was also convicted of violations of KRS 189.290, which requires vehicles to be operated “in a careful manner, with regard for the safety and convenience of … other vehicles upon the highway.” She was convicted for taking the lane, rather than riding as far to the right of the highway as “practicable,” and prioritizing her safety. By charging Schill, and not the motor vehicles that erratically react to her or harass her, the officials of Jessamine County are prioritizing the convenience of motorists over the safety of bicyclists.

It's both a legal and a cultural failure that we have laws, and enforcement, which prioritize the safety and convenience of motor vehicles over the safety and convenience of bicyclists and other persons who are more vulnerable than the occupants of motor vehicles with whom they share the road.

What happens next?

For Schill, she has an upcoming appeal of her convictions for failing to ride as far right as “practicable” under KRS 189.300 and for failing to operate her vehicle carefully under KRS 189.290.

For Kentucky, there is a proposed amendment to 601 KAR 14:020, which would substantially deal with the issues brought up by Schill’s case. The two major statutes at issue in her case have not been updated since 1942 and the regulations have not been updated since 1994. The proposed amendment could be better, but it is a reasonable first step.

The League is sending a letter in support of the amendment to the members of the Kentucky Administrative Regulation Review Subcommittee, which has postponed considering the amendment until Schill’s case is resolved.

Stay tuned for another post tomorrow, from League President Andy Clarke, on what's next...
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Cycling community, policy experts call recent bike safety report ‘misleading’ and ‘baloney’

Biking Elsewhere[B'Spokes: To many think that cycling is dangerous and go out of their way to look for things to back up their point of view (conformation bias). This is even more disturbing from &quot;professionals&quot;.]
By Shaun Courtney, Urbanful

A new report from the Governors Highway Safety Association (GHSA), Spotlight on Highway Safety: Bicyclist Safety , raised the specter of an upward trend in the number of bicycle fatalities in the U.S. But critics have been quick to note that the report fails to consider the overall increase in cycling and the downward trend in the rate of fatalities.

Cycling advocates and academic experts in urban planning and policy quickly heaped criticism on the GHSA report, calling it everything from “baloney” to “junk science” to “deliberately misleading.” Ouch.

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Police out of control: It's illegal to walk on a residential street when there is no sidewalk

Biking Elsewhere[B'Spokes: I'm sure the charge &quot;blocking traffic&quot; is familiar to cyclists, now it is being applied to pedestrians on residential street with no sidewalks.]
&quot;In Tuesday's incident, officers were patrolling the 500 block of Dunn Street off Old Bainbridge Road shortly after 5 p.m., DeLeo said in the news conference.

Several people were walking in the street but moved out of the way when another officer drove past them. They walked back into the street behind behind the officer, who then pulled over and approached them. Police reports say the people were blocking traffic.&quot;

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Maryland should adopt the Idaho stop law.

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