In B4 Forester/CBHI tells us why this is all wrong.
Last edited by delcrossv; 10-19-12 at 01:50 PM.
Lightning P-38 / M5 M-Racer/Ryan Vanguard
It appears that a major take-home message here is that prioritizing the storage of cars higher than the safety of cyclists leads to increased injury to cyclists. I guess that's another "Duh..." to go with the OP's title.
One of the things I find frustrating locally is that we have many streets with door-zone bike lanes that also have six to ten foot median buffer stripes. That means that the traffic engineers are acknowledging that motorists cannot stay in their lane, but somehow think these same ill-trained motorists will look before opening their doors into cyclists who are foolish enough to ride in a door-zone bike lane.
Even with bike lanes in the "door zone", I think they make drivers more aware of the presence of cyclists.
I believe this study has been previously rejected by the anti-facilites crowd based on their perception of lack of thorough studies, lack of data, and that Doctors have no idea of how to ride bikes or do traffic engineering.
Of course what do all these folks know about facilities, eh?
Kay Teschke, Melody Monro, and Hui Shen are with the School of Population and Public Health, University of British Columbia, Vancouver, Canada. M. Anne Harris is with the Occupational Cancer Research Centre, Toronto, Canada. Conor C. O. Reynolds is with the Liu Institute, University of British Columbia. Meghan Winters is with the Faculty of Health Sciences, Simon Fraser University, Burnaby, Canada. Shelina Babul is with the BC Injury Research and Prevention Unit, Vancouver, Canada. Mary Chipman, Michael D. Cusimano, and Lee Vernich are with the School of Public Health, University of Toronto, Toronto, Canada. Jeff R. Brubacher and Garth Hunte are with the Department of Emergency Medicine, University of British Columbia. Steven M. Friedman is with the Emergency Department, University Health Network, Toronto, Canada. Peter A. Cripton is with the Department of Mechanical Engineering, University of British Columbia.
Read More: http://ajph.aphapublications.org/doi...PH.2012.300762
Last edited by genec; 10-19-12 at 02:29 PM.
And since there's very little street parking in my area (suburbs) a bike lane on the edge of the road would be fantastic.
Locally we have streets with bike lanes or sharrows. I don't like the streets with sharrows. Riding outside the door zones puts you in the middle of the lane with cars doing 35 backing up behind you.
I suggest several grounds for skepticism. Are the sites properly categorized? Maybe so, maybe not, but these investigators certainly are not qualified by their professions to do so. Are the crash sites properly categorized, not by the location of the crash but by the course that the cyclist was following? For example, were crashes where paths (of any kind) intersected roads categorized by whether the cyclist had been using the path, or were they classed as roadway crashes because they occurred on the roadway? The abstract suggests that the facility type was the cause of whatever crash probability the data disclosed, in that the investigators suggested that similar facility designs from elsewhere be made more frequent here. That's not necessarily correct, because in the USA and Canada there is considerable before-the-fact decision making in determining whatever facility type be installed; facilities often get installed in the safer locations because doing so is easier there than elsewhere. None of these considerations are considered in the field of public health and medicine; they are not only traffic engineering considerations, but constitute a distinct specialty in the bicycle traffic engineering aspect of general traffic engineering.
So, you see, while Genec thought that he was asking a nonsense question, just for effect, his question raises very real concerns about the accuracy of the paper.
Now like you, I only read the abstract, so in reality, they may have some very flawed data... but the fact is, that neither one of us can truly judge the data, the analysis method, or the conclusion without looking at the full paper.
Any so called study that indicates more cyclist injuries occur mid block due to parked cars rather than at intersections is extremely suspect.
Land of the Free, Because of the Brave.
"Whenever you think you have something dummy-proof, someone builds a better idiot." - Wisdom overheard on the BF
I don't feel that the sharrows do anything for me since I am forced to ride in the left half of the only lane. Cars are forced to wait behind me until the opposite lane clears enabling them to pass. It makes me very uncomfortable and reduces my riding.
I am trying to get used to it and trying to learn but so far I really don't enjoy it.
I was actually impressed when the University of Oregon put sharrow markings on University Ave through the campus. The road has perpendicular parking on both sides and a nasty two inch seam in the center of the remaining lane. They put the sharrow stencils to the left of the seam. Unfortunately, very few of the handful of local cyclists actually choose to ride there. For some reason, they seem to prefer to have the folks who are leaving their parking spaces back into them and/or be driven into the rear quarter of a parked king-cab pick-up by a motorist who decides to share the lane.