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Thanks to Mike Sanders once again for pointing out the problems with the statistics [mentioned below bracketed and in red]
Kelsey Hazlewood, Special for The Republic, Sept. 20, 2007 06:44 AM
Since an inattentive truck driver killed cyclist Don Anselmo
as he rode along Pecos Road in 2004, a debate between motor
vehicles and bicyclists has been raging in Ahwatukee Foothills.
Community members on both sides of the issue have voiced their
concerns regarding the safety of motorists and cyclists alike.
Many motorists claim that bikes are being ridden too far out in
the roadways, while cyclists claim that motorists drive too fast
and refuse to share the road.
George Esahak-Gage and his wife Jane were struck by a vehicle in
November 2006 as they passed over Interstate 10 on Chandler
Boulevard during an early morning bike ride. George, a long-time
triathlete, suffered numerous broken bones, a punctured lung and
head injuries, and is still in physical therapy.
He said he and his wife have not cycled on Ahwatukee streets
since their accident.
"Honestly, I could not put my life through what we went
through again," Esahak-Gage said. "And it just seems
like at this point the risk is fairly high in our area."
According to the most current available data from the National
Highway Traffic Safety Administration, there were 2,015 accidents
involving bicycles reported statewide in 2005, an increase of
almost 30 percent from the previous year. [this
is a misplaced/incorrect percentage -- the actual change was a
tiny increase, from 2,006 to 2,015. Source for state crash figure
at ADOT] The
report also showed 35 fatalities and 1,767 injuries related to
motor vehicle crashes involving bicycles statewide in 2005. [The 30% number would have been accurate for the
number of fatalities, 27 in 2004 to 35 in 2005. Source for state-by-state
fatal stats at NHTSA's STSI site . A 30%
increase sounds alarming but because bicyclist fatalities are,
fortunately, a relavtively rare occurance there often are quite
wide variations year-to-year. These variations in and of
themselves do not constitute a trend.]
Arizona law does dictate a safe way for drivers and cyclists to
share the road. But many cyclists, including Esahak-Gage, believe
the problem is a lack of education.
"A lot of the things you read where people are complaining,
it shows a kind of ignorance on one side or the other,"
Esahak-Gage said. "I guess the solution to this is I want to
see some more education and public service announcements."
The law states that cyclists can ride no more than two abreast,
unless in a designated bike path or lane, according to the state
Department of Transportation. Motorists must leave at least three
feet of distance between the motor vehicle and the bicycle when
passing.
"I think a lot of people are unaware of the three-foot rule
on the road," said 22-year-old Aaron Ellis, an Ahwatukee
resident and employee of Cactus Bikes.
Ellis, who has been hit by a car twice while riding his bike,
also noted another problem contributing to the danger for bicycle
riders - a lack of attentiveness by drivers.
"A lot of people just kind of forget that there are cyclists
on the road," Ellis said. "It's just people not paying
attention."
The Esahak-Gages started the Gage Safer Streets Foundation to
promote more awareness of bicycle safety. The organization also
aims to support the Department of Transportation's Safe Routes to
School Program, which designates safe ways for children to walk
and ride their bikes to school.
"I think it's a great program," Esahak-Gage said.
"It's a big win-win situation."
For more information about cycling on the streets, including the
Arizona laws, visit the Department of Transportation's Bicycle
and Pedestrian Program Web site at www.azbikeped.org.
Information about the Gage Safer Streets Foundation can be found
at www.gagetotaltraining.com.
Ty Young wrote an article that appeared in the local sections (as near as i can tell, it was in the Ahwatukee, Chandler and Tempe sections with slight variation). The full text is below, and below that is the sidebar which really brought out some good points in a concise format.
Accompanying were two nice, big color pictures, vividly illustrating the characteristics of a real bike lane ( R3-17 sign, pavement marking, adequate width). The contrasting picture showed a narrow-shouldered bike route (D11-1 sign, no pavement marker, very narrow).
Overall I thought the article did a reasonably good job of shedding light on the topic -- but I do have to nitpick a little so below in square brackets [ ] I put some commentary. (also, at bottom of this page are some more comments from Mike Sanders, the AZ Bike and Pedestrian Coordinator).
azbikelaw
Ty Young, The Arizona Republic, Oct. 29, 2005 12:00 AM
When it comes to bicycling Ahwatukee streets, looks can be
deceiving. And the signage on the roads isn't helping the matter,
depending on whom you ask.
Cyclists and motorists are still baffled at the difference
between signs reading "Bike Lane" and "Bike Route."
A lane is a designated, 5-foot avenue bordered by two [two? huh?] white stripes.
A route warns motorists and pedestrians that cyclists often use
the road.
But because the bike route signs are usually found near streets
with large shoulder areas bordered by a single white stripe, cars
and cyclists often find themselves battling over the law, said
Ahwatukee cyclist Ed Beighe.
"I think it's confusing to motorists because they think it's
a bike lane," he said. "If you look at a map, there are
really no bike lanes in Ahwatukee." [this
is something of a mis-quote, or perhaps was truncated, it should
have read more like: "there are few bike lanes on ARTERIAL
streets in Ahwatukee". We have loads of bike lanes on the
less-busy streets]
According to Phoenix city [actually, it is
state] law, when there is no bike lane, regardless of the
width of the shoulder area beyond the single white-striped lane
border, bicyclists are allowed to share the road with cars. In
certain areas, including a 200-foot stretch along Ray Road west
of 41st Street, the roads were built too narrow. Because of this,
the bike lane ends and the bike route signs begin.[this is incorrect. The entire length of Ray Road
in Phoenix is a signed bike route, and NONE of it is a bike lane.]
"We just don't have adequate room to put in a bike lane
along many of the streets," said Briiana Leon, the Phoenix
bicycle coordinator.
A number of the streets in Ahwatukee were built too narrow, often
a few feet tighter than the usual 35-foot width, Leon said. When
traffic planners striped the lanes, there was a large portion of
space for a shoulder, but not enough space for a designated bike
lane.
The same is found on Chandler Boulevard and Ray Road [this is correct!] , where the bike lanes
end at the Interstate 10 overpass into Ahwatukee. With the high
volume of cars and cyclists sharing the far right lane, confusion
will continue, Leon said.
"When there is no bike lane, they are allowed to be in the
traffic lane," she said. "(Cyclists) really like the
bike lanes. They don't like to battle with the cars."
Beighe, said shouting drivers have targeted him and others.
[That version ends here.... a somewhat longer version
apprears in the Ahwatukee and Chandler version drops that last sentance
and continues...]
Beighe, who has bicycled in Ahwatukee for 12 years, said
shouting drivers have targeted him and others. He blames
ignorance of the law, not the attitudes of motorists.
"We get shouted at and the occasional flip-off," he
said. "There are a lot of people out there that have a lot
of misconceptions of the law."
Leon said there is no way to change the situation aside from
educating the public - both cyclists and motorists - about the
laws of the road.
Although she is the bicycle coordinator in Phoenix, Leon does not
handle bicycle education. Both Chandler and Phoenix police
departments are charged with teaching riders the rules of the
road, often conducting clinics at elementary schools.
"We really don't get into the educational situation,"
she said.
But, she said, more education definitely will not hurt.
(sidebar text) Bike lane vs. bike route
Bicycle lane: Designated by two [again: two? huh?]white
stripes bordering an area of 5 feet. Bicycles may ride two
abreast while in the lane. [I would
have dropped that previous sentance, and added this one: Set
aside for the exclusive use of bicycles.]
Bicycle route: A street that is often used by cyclists,
but has no designated lane specifically for riders. Bicyclists
may use the shoulder of the road between the curb and the outside
white stripe, but are also permitted to enter the outermost
traffic lane. Bicyclists may ride two abreast, even when in
traffic.
----- Original Message -----
From: Michael Sanders
Sent: Monday, October 31, 2005 3:36 PM
Subject: RE: Freewheeling confusion
Ed: Thanks for commentary on Ty Young article. A couple of my
comments:
The guides used by transportation officials to designate, sign,
mark bicycle facilities are: Manual on Uniform Traffic Control
Devices, Part 9, "Traffic Controls for Bicycle Facilities,"
Federal Highway Administration (FHWA), 2003 ( http://mutcd.fhwa.dot.gov/HTM/2003/part9/part9-toc.htm
) and Guide for the Development of Bicycle Facilities, American
Association of State Highway and Transportation Officials (AASHTO),
1999 (refer to http://www.azbikeped.org/appendix%20c/08_DG.pdf
,p. 73 for typical bike lane cross sections). When defining
facilities, these sources should be used. I don't think they're
too technical for the average reader:
BICYCLE LANE or BIKE LANE—A portion of a roadway which has
been designated by striping, signing and pavement markings for
the preferential or exclusive use of bicyclists.
BICYCLE ROUTE SYSTEM—A system of bikeways designated by the
jurisdiction having authority with appropriate directional and
informational route markers, with or without specific bicycle
route numbers. Bike routes should establish a continuous routing,
but may be a combination of any and all types of bikeways.
BIKEWAY—A generic term for any road, street, path or way
which in some manner is specifically designated for bicycle
travel, regardless of whether such facilities are designated for
the exclusive use of bicycles or are to be shared with other
transportation modes.
SHARED ROADWAY—A roadway which is open to both bicycle and
motor vehicle travel. This may be an existing roadway, street
with wide curb lanes, or road with paved shoulders.
SHARED USE PATH—A bikeway physically separated from
motorized vehicular traffic by an open space or barrier and
either within the highway right-of-way or within an independent
right-of-way. Shared use paths may also be used by pedestrians,
skaters, wheelchair users, joggers and other non-motorized users.
In addition to your comments, Ed, I would add that sometimes
cyclists need to ride outside of bike lanes to be safe, e.g.
overtaking and passing slower vehicle, preparing for a left turn,
to avoid conditions like surface hazards (ARS 28-815).
Also, the National Committee on Uniform Traffic Control Devices (NCUTCD)
Bicycle Technical Committee, chaired by our own Richard C. Moeur,
in coordination with the NCUTCD Regulatory and Warning Signs
Technical Committee, has developed a proposal for a regulatory
"Bikes May Use Full Lane" sign for use in locations
where lanes are too narrow for a motor vehicle to overtake a
bicyclist without changing lanes. This proposal is preliminary in
nature, and has not yet been approved or endorsed by NCUTCD, FHWA,
or other organizations/agencies. It can be seen on the NCUTCD BTC
website on the Proposals page, at http://members.cox.net/ncutcdbtc/sponsors.html
Click on the "Proposed Bicycles May Use Full Lane Sign"
link on that page to download the proposal in PDF format.
No bicycle facility is a substitute for traffic cycling skills.
Cyclist training programs, like those presented by the League of
American Bicyclists, offered locally through the Coalition of
Arizona Bicyclists (CAzB), can play a substantial role by
increasing cyclists' confidence and enabling cyclists to make the
existing roadway system work for them. The principles of traffic
cycling are within easy grasp of virtually anyone, particularly
if these are first practiced on residential streets and then
applied to progressively busier roadways and more difficult
traffic situations.
Oh yeah, I would have preferred that the article not be under the
heading "Recreation." Granted, there's more
recreational cycling than utility; however, people need to be
reminded that utility bicycling and walking have gone from being
the "forgotten modes" to becoming a serious part of our
national transportation system. Many short trips currently made
by motor vehicle could be made by bike or even on foot.
Mike
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