The facts about cycling in Holland
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John, can I critisize the book... I've read it, I practice vehicular cycling.
While I find the basic premise of the book somewhat true for cyclists traveling in low speed traffic, I do find many many details of the book rather dated, full of "superstition" and personal conjecture.
I think Bek is guilty of beating a dead horse, and you are guilty of fostering superstition and half truths while resting on your laurals.
Franklin delivers about the same message is vastly fewer pages. I find Hurst's book also more informative, without the self congradulatory blather found in your book.
Sir, may I suggest that it is either time to step down from your metaphorical lofty throne, or write a new book with updated research; including actually visiting and using cycling infrastructure in places like Davis, Portland, NYC, Holland, Copenhagen, Finland, and of course London. You may be surprised with what what is available and works, vice what you imagine from your armchair.
While I find the basic premise of the book somewhat true for cyclists traveling in low speed traffic, I do find many many details of the book rather dated, full of "superstition" and personal conjecture.
I think Bek is guilty of beating a dead horse, and you are guilty of fostering superstition and half truths while resting on your laurals.
Franklin delivers about the same message is vastly fewer pages. I find Hurst's book also more informative, without the self congradulatory blather found in your book.
Sir, may I suggest that it is either time to step down from your metaphorical lofty throne, or write a new book with updated research; including actually visiting and using cycling infrastructure in places like Davis, Portland, NYC, Holland, Copenhagen, Finland, and of course London. You may be surprised with what what is available and works, vice what you imagine from your armchair.
You find Hurst's book more informative. The principal part of Hurst's book appears to be justification for disobeying the traffic laws whenever the cyclist can take advantage of doing so. I disagree with this approach to cycling.
You recommend that I write only after doing research in several groups of places, four in Europe, three in the USA, to see "what is available and works". My purpose in writing is instructing American cyclists cycling in America. The very different systems in the European locations you mention, Holland, Copenhagen, Finland, London, are irrelevant to American cyclists cycling in America. Their only relevance to my purpose is the extent to which they, or more accurately some of their bits and pieces, get imported to America, and then they become evaluated by their results in American traffic conditions. As for the American locations, Davis, Portland, NYC, I have been to them all, have cycled a lot in the first, some in the second, though not lately, and I have read and viewed descriptions of their bikeways. Both Davis and Portland have typical AASHTO bikeway systems, but Portland has added cyclists turning left through motor traffic without looking and cyclist-killing bike boxes, both of which I think it is reasonable to criticize severely. As for what you call NYC, which presumably is only Manhattan and its eastern approaches, whose population, I have repeatedly written, is the most transportationally deprived of any in the USA; they are desperate for anything that can be used under their conditions. The videos that I have seen of their cycle-tracks tell me a lot about how they work, supporting, in large part, the views that I had previously reached through the written descriptions. I see no reason to change my views about such items.
#277
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The phrase, 'vehicular cycling' once thought about for awhile, in itself seems kind of intuitive and even empowering for people inclined to bike for transportation. I've read in someone's comment to this thread, that Mr. Forester came up with the phrase. Maybe so, and if so...that's fine...great, but if everyone understanding what that phrase means requires their reading reading his book, just forget it...it's not going to happen.
The only way people's ability to safely ride a bike in traffic amongst motor vehicles is going to happen, is in their being provided with relatively easy to understand procedures that help to make themselves and their intentions as visible to other road users as possible. That and a fair bit of 'on the road in traffic' riding, responded to with constructive critique. Cyclists being provided with in-traffic procedures and advice that are conflicting, contradictory and self defeating, compounds the learning curve that any new road user deals with.
It is true that the ability to safely ride a bike in traffic requires of people riding, the development of various bike-specific abilities that aren't required for driving motor vehicles. Personally, I think the learning of these abilities shouldn't be left entirely to trial and error. Getting any kind of a consensus on what form relevant instruction should take, and how to administer it, seems elusive. Some of the bad, word of mouth instruction about biking in traffic that seems to have gotten passed around, isn't helping anyone.
"...but Portland has added cyclists turning left through motor traffic without looking and cyclist-killing bike boxes, ..." john forester, #276
Sorry, to have to say this, but that's just inflammatory and incorrect. I'm fairly certain Portland has had not one injury or death of a cyclist due to its relatively few bike boxes. I don't believe the city has in any way "...added cyclists turning left through motor traffic without looking ...". Here, John might be referring to experimentation with bike lane switch-overs to try address the right hook problem, as was mentioned earlier in this thread, but that infrastructure hasn't that I'm aware of, been accompanied by instructions to cyclists that they need not look over their shoulder for oncoming traffic as they approach and enter the switch-over. Unfortunately however, Portland does seem to have too many people biking in traffic that seem to somehow have come to the conclusion that signaling for turns, switching lanes, and stopping, isn't necessary.
Last edited by wsbob; 12-03-12 at 02:05 PM.
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huh? what happened to 'all but the most gentle' braking causing swerving so those Dutch best keep both hands on the bars for fear of losing control of their bikes?
Such contradictions, overlaid on a foundation of inferiority laden techniques.
And this bluff?
john. it's getting tiresome having to repeat your published advice about not using a left hand signal in slow speed traffic -it's right in your book for anyone that can stand to look.
right on page 309, describing making turns in SLOW SPEED TRAFFIC, you instruct cyclists to not signal their turns with hand signals. your reasoning you give, and have reiterated in this thread, are that hand signals are anachronisms and should be written out of the vehicle code, and because the fear of crashing overrides making a hand signal.
did you not notice when you wrote the instructions in that book of yours that you instructed cyclists to disregard traffic laws and not using hand signals in slow speed traffic?
Heaven forbid the cyclists that learn the techniques, then have to try and change lanes in traffic moving 15mph faster - taught there's no value signalling in any way shape or form - they have learned under the auspices of the forester method of traffic cycling to simply pick a gap and swerve from one edge of the lane to the other, instructed to never get in front of traffic moving faster than the bicyclist.
(which drives my sneaking suspicion about some of the reports of 'the cyclist swerved and didn't signal' collisions of supposedly seasoned cyclists. These cyclists, RIP, could have been executing the trademarked Forester lane change for traffic moving 15mph faster and up)
this is all in your book, for anyone that can stand to look. I've read it.
Did you think cyclists wouldn't notice the deplorable techniques embodied in the forester method, and maybe ask you about them in the context of a thread about public criticisms by vehikular cyklists about Dutch cycle planning ?
Perhaps the Dutch Transport ministry has been asleep at the wheel regarding what truly constitutes competent cyclists, eh.
Quite the muddled, self-styled morass.
Such contradictions, overlaid on a foundation of inferiority laden techniques.
And this bluff?
john. it's getting tiresome having to repeat your published advice about not using a left hand signal in slow speed traffic -it's right in your book for anyone that can stand to look.
right on page 309, describing making turns in SLOW SPEED TRAFFIC, you instruct cyclists to not signal their turns with hand signals. your reasoning you give, and have reiterated in this thread, are that hand signals are anachronisms and should be written out of the vehicle code, and because the fear of crashing overrides making a hand signal.
did you not notice when you wrote the instructions in that book of yours that you instructed cyclists to disregard traffic laws and not using hand signals in slow speed traffic?
Heaven forbid the cyclists that learn the techniques, then have to try and change lanes in traffic moving 15mph faster - taught there's no value signalling in any way shape or form - they have learned under the auspices of the forester method of traffic cycling to simply pick a gap and swerve from one edge of the lane to the other, instructed to never get in front of traffic moving faster than the bicyclist.
(which drives my sneaking suspicion about some of the reports of 'the cyclist swerved and didn't signal' collisions of supposedly seasoned cyclists. These cyclists, RIP, could have been executing the trademarked Forester lane change for traffic moving 15mph faster and up)
this is all in your book, for anyone that can stand to look. I've read it.
Did you think cyclists wouldn't notice the deplorable techniques embodied in the forester method, and maybe ask you about them in the context of a thread about public criticisms by vehikular cyklists about Dutch cycle planning ?
Perhaps the Dutch Transport ministry has been asleep at the wheel regarding what truly constitutes competent cyclists, eh.
Quite the muddled, self-styled morass.
It is evident that Bek is cooking up objections by twisting words to make claims that falsely declare concepts that are not in the original text.
#279
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I know that Franklin delivers about the same message in vastly fewer pages. That is because his book is written for English cyclists (the version written for nations that drive on the right is no more than an adaptation to that situation) operating under English law and history. English cyclists, therefore, don't have to compete against the seventy or more years of American anti-cycling policy, both governmental and social. This needs to be explained to American cyclists, who would otherwise not recognize it to oppose it.
You find Hurst's book more informative. The principal part of Hurst's book appears to be justification for disobeying the traffic laws whenever the cyclist can take advantage of doing so. I disagree with this approach to cycling.
You recommend that I write only after doing research in several groups of places, four in Europe, three in the USA, to see "what is available and works". My purpose in writing is instructing American cyclists cycling in America. The very different systems in the European locations you mention, Holland, Copenhagen, Finland, London, are irrelevant to American cyclists cycling in America. Their only relevance to my purpose is the extent to which they, or more accurately some of their bits and pieces, get imported to America, and then they become evaluated by their results in American traffic conditions. As for the American locations, Davis, Portland, NYC, I have been to them all, have cycled a lot in the first, some in the second, though not lately, and I have read and viewed descriptions of their bikeways. Both Davis and Portland have typical AASHTO bikeway systems, but Portland has added cyclists turning left through motor traffic without looking and cyclist-killing bike boxes, both of which I think it is reasonable to criticize severely. As for what you call NYC, which presumably is only Manhattan and its eastern approaches, whose population, I have repeatedly written, is the most transportationally deprived of any in the USA; they are desperate for anything that can be used under their conditions. The videos that I have seen of their cycle-tracks tell me a lot about how they work, supporting, in large part, the views that I had previously reached through the written descriptions. I see no reason to change my views about such items.
You find Hurst's book more informative. The principal part of Hurst's book appears to be justification for disobeying the traffic laws whenever the cyclist can take advantage of doing so. I disagree with this approach to cycling.
You recommend that I write only after doing research in several groups of places, four in Europe, three in the USA, to see "what is available and works". My purpose in writing is instructing American cyclists cycling in America. The very different systems in the European locations you mention, Holland, Copenhagen, Finland, London, are irrelevant to American cyclists cycling in America. Their only relevance to my purpose is the extent to which they, or more accurately some of their bits and pieces, get imported to America, and then they become evaluated by their results in American traffic conditions. As for the American locations, Davis, Portland, NYC, I have been to them all, have cycled a lot in the first, some in the second, though not lately, and I have read and viewed descriptions of their bikeways. Both Davis and Portland have typical AASHTO bikeway systems, but Portland has added cyclists turning left through motor traffic without looking and cyclist-killing bike boxes, both of which I think it is reasonable to criticize severely. As for what you call NYC, which presumably is only Manhattan and its eastern approaches, whose population, I have repeatedly written, is the most transportationally deprived of any in the USA; they are desperate for anything that can be used under their conditions. The videos that I have seen of their cycle-tracks tell me a lot about how they work, supporting, in large part, the views that I had previously reached through the written descriptions. I see no reason to change my views about such items.
https://www.usatoday.com/videos/news/...12/02/1738129/
Further there have been later studies done on cycling infrastructure in other countries, and you would be quite remiss to not discuss those studies and their results on cycling... unless you chose to ignore such changes and continue to blindly preach to your small band of dedicated followers.
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The phrase, 'vehicular cycling' once thought about for awhile, in itself seems kind of intuitive and even empowering for people inclined to bike for transportation. I've read in someone's comment to this thread, that Mr. Forester came up with the phrase. Maybe so, and if so...that's fine...great, but if everyone understanding what that phrase means requires their reading reading his book, just forget it...it's not going to happen.
The only way people's ability to safely ride a bike in traffic amongst motor vehicles is going to happen, is in their being provided with relatively easy to understand procedures that help to make themselves and their intentions as visible to other road users as possible. That and a fair bit of 'on the road in traffic' riding, responded to with constructive critique. Cyclists being provided with in-traffic procedures and advice that are conflicting, contradictory and self defeating, compounds the learning curve that any new road user deals with.
It is true that the ability to safely ride a bike in traffic requires of people riding, the development of various bike-specific abilities that aren't required for driving motor vehicles. Personally, I think the learning of these abilities shouldn't be left entirely to trial and error. Getting any kind of a consensus on what form relevant instruction should take, and how to administer it, seems elusive. Some of the bad, word of mouth instruction about biking in traffic that seems to have gotten passed around, isn't helping anyone.
"...but Portland has added cyclists turning left through motor traffic without looking and cyclist-killing bike boxes, ..." john forester, #276
Sorry, to have to say this, but that's just inflammatory and incorrect. I'm fairly certain Portland has had not one injury or death of a cyclist due to its relatively few bike boxes. I don't believe the city has in any way "...added cyclists turning left through motor traffic without looking ...". Here, John might be referring to experimentation with bike lane switch-overs to try address the right hook problem, as was mentioned earlier in this thread, but that infrastructure hasn't that I'm aware of, been accompanied by instructions to cyclists that they need not look over their shoulder for oncoming traffic as they approach and enter the switch-over. Unfortunately however, Portland does seem to have too many people biking in traffic that seem to somehow have come to the conclusion that signaling for turns, switching lanes, and stopping, isn't necessary.
The only way people's ability to safely ride a bike in traffic amongst motor vehicles is going to happen, is in their being provided with relatively easy to understand procedures that help to make themselves and their intentions as visible to other road users as possible. That and a fair bit of 'on the road in traffic' riding, responded to with constructive critique. Cyclists being provided with in-traffic procedures and advice that are conflicting, contradictory and self defeating, compounds the learning curve that any new road user deals with.
It is true that the ability to safely ride a bike in traffic requires of people riding, the development of various bike-specific abilities that aren't required for driving motor vehicles. Personally, I think the learning of these abilities shouldn't be left entirely to trial and error. Getting any kind of a consensus on what form relevant instruction should take, and how to administer it, seems elusive. Some of the bad, word of mouth instruction about biking in traffic that seems to have gotten passed around, isn't helping anyone.
"...but Portland has added cyclists turning left through motor traffic without looking and cyclist-killing bike boxes, ..." john forester, #276
Sorry, to have to say this, but that's just inflammatory and incorrect. I'm fairly certain Portland has had not one injury or death of a cyclist due to its relatively few bike boxes. I don't believe the city has in any way "...added cyclists turning left through motor traffic without looking ...". Here, John might be referring to experimentation with bike lane switch-overs to try address the right hook problem, as was mentioned earlier in this thread, but that infrastructure hasn't that I'm aware of, been accompanied by instructions to cyclists that they need not look over their shoulder for oncoming traffic as they approach and enter the switch-over. Unfortunately however, Portland does seem to have too many people biking in traffic that seem to somehow have come to the conclusion that signaling for turns, switching lanes, and stopping, isn't necessary.
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The phrase, 'vehicular cycling' once thought about for awhile, in itself seems kind of intuitive and even empowering for people inclined to bike for transportation. I've read in someone's comment to this thread, that Mr. Forester came up with the phrase. Maybe so, and if so...that's fine...great, but if everyone understanding what that phrase means requires their reading reading his book, just forget it...it's not going to happen.
The only way people's ability to safely ride a bike in traffic amongst motor vehicles is going to happen, is in their being provided with relatively easy to understand procedures that help to make themselves and their intentions as visible to other road users as possible. That and a fair bit of 'on the road in traffic' riding, responded to with constructive critique. Cyclists being provided with in-traffic procedures and advice that are conflicting, contradictory and self defeating, compounds the learning curve that any new road user deals with.
It is true that the ability to safely ride a bike in traffic requires of people riding, the development of various bike-specific abilities that aren't required for driving motor vehicles. Personally, I think the learning of these abilities shouldn't be left entirely to trial and error. Getting any kind of a consensus on what form relevant instruction should take, and how to administer it, seems elusive. Some of the bad, word of mouth instruction about biking in traffic that seems to have gotten passed around, isn't helping anyone.
"...but Portland has added cyclists turning left through motor traffic without looking and cyclist-killing bike boxes, ..." john forester, #276
Sorry, to have to say this, but that's just inflammatory and incorrect. I'm fairly certain Portland has had not one injury or death of a cyclist due to its relatively few bike boxes. I don't believe the city has in any way "...added cyclists turning left through motor traffic without looking ...". Here, John might be referring to experimentation with bike lane switch-overs to try address the right hook problem, as was mentioned earlier in this thread, but that infrastructure hasn't that I'm aware of, been accompanied by instructions to cyclists that they need not look over their shoulder for oncoming traffic as they approach and enter the switch-over. Unfortunately however, Portland does seem to have too many people biking in traffic that seem to somehow have come to the conclusion that signaling for turns, switching lanes, and stopping, isn't necessary.
The only way people's ability to safely ride a bike in traffic amongst motor vehicles is going to happen, is in their being provided with relatively easy to understand procedures that help to make themselves and their intentions as visible to other road users as possible. That and a fair bit of 'on the road in traffic' riding, responded to with constructive critique. Cyclists being provided with in-traffic procedures and advice that are conflicting, contradictory and self defeating, compounds the learning curve that any new road user deals with.
It is true that the ability to safely ride a bike in traffic requires of people riding, the development of various bike-specific abilities that aren't required for driving motor vehicles. Personally, I think the learning of these abilities shouldn't be left entirely to trial and error. Getting any kind of a consensus on what form relevant instruction should take, and how to administer it, seems elusive. Some of the bad, word of mouth instruction about biking in traffic that seems to have gotten passed around, isn't helping anyone.
"...but Portland has added cyclists turning left through motor traffic without looking and cyclist-killing bike boxes, ..." john forester, #276
Sorry, to have to say this, but that's just inflammatory and incorrect. I'm fairly certain Portland has had not one injury or death of a cyclist due to its relatively few bike boxes. I don't believe the city has in any way "...added cyclists turning left through motor traffic without looking ...". Here, John might be referring to experimentation with bike lane switch-overs to try address the right hook problem, as was mentioned earlier in this thread, but that infrastructure hasn't that I'm aware of, been accompanied by instructions to cyclists that they need not look over their shoulder for oncoming traffic as they approach and enter the switch-over. Unfortunately however, Portland does seem to have too many people biking in traffic that seem to somehow have come to the conclusion that signaling for turns, switching lanes, and stopping, isn't necessary.
Wsbob expresses ignorance of cyclist deaths at Portland's bike boxes. On the contrary, I have read of such deaths, with, not surprisingly, the reply by Portland's spokesperson that the deaths are due to a multitude of possible causes. That seems to confirm the death(s), although I don't believe in the excuse provided. As for what Wsbob calls "switchover lanes", the only investigation that I have read of such devices showed that the cyclists failed to look for traffic with greater frequency after their installation. Consider the situation. If the cyclists have the right of way, then they need not look carefully, just as drivers on a road protected by stop signs have the right of way and have little need to look carefully at traffic on cross roads. If, on the other hand, motorists have the right of way in this situation, then cyclists have the duty to look and to yield. And, the same situation could be in reverse, with cyclists given the right of way. But Portland has done nothing to sort out this contradictory situation. Very bad, that.
Last edited by John Forester; 12-03-12 at 02:29 PM. Reason: I simply want to complete my post.
#282
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It's unclear what you're actually trying to say HERE about looking and signaling - in this thread and elsewhere on BF.
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In a sense I am sorry for you, for having been so misled by Bek's propaganda, but, on the other hand, you have chosen to comment repeatedly about cycling in America, about which it seems that much of what you think you know is that provided by Bek.
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To tell the truth,John that is what turned me off most from "Effective Cycling" :too much diatribe, not enough meat. As a rider in the States, I found no need, nor desire, to read about anti this or anti that.I also couldn't care less about your, (often derisive)opinion of various types of bikes. I wanted tips about safer riding in traffic. period.
Franklin delivers.
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FIFY.
To tell the truth,John that is what turned me off most from "Effective Cycling" :too much diatribe, not enough meat. As a rider in the States, I found no need, nor desire, to read about anti this or anti that.I also couldn't care less about your, (often derisive)opinion of various types of bikes. I wanted tips about safer riding in traffic. period.
Franklin delivers.
To tell the truth,John that is what turned me off most from "Effective Cycling" :too much diatribe, not enough meat. As a rider in the States, I found no need, nor desire, to read about anti this or anti that.I also couldn't care less about your, (often derisive)opinion of various types of bikes. I wanted tips about safer riding in traffic. period.
Franklin delivers.
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This thread is not a book of instruction, but a discussion about parts of cycling. Bek has presented his deliberate misrepresentations of vehicular cycling and of Effective Cycling with the purpose, I suppose among others, of persuading you and others like you that my instructions about cycling by obeying the rules of the road for drivers of vehicles are confusing, misleading, and dangerous. That's his ideological purpose. One can respond to honest criticism, such as that recently provided by Genec, by providing reasonable answers. However, when the criticism starts with dishonest misrepresentation for the purpose of ideological warfare, as does Bek's, it is very difficult to provide, to an audience that has not read the original, full answers to all the aspects that can be brought up, not without republishing major parts of the book being criticized. That's been long known about the theory of propaganda. Lies jump over all fences, while truth has to wait for the gate to be opened.
In a sense I am sorry for you, for having been so misled by Bek's propaganda, but, on the other hand, you have chosen to comment repeatedly about cycling in America, about which it seems that much of what you think you know is that provided by Bek.
In a sense I am sorry for you, for having been so misled by Bek's propaganda, but, on the other hand, you have chosen to comment repeatedly about cycling in America, about which it seems that much of what you think you know is that provided by Bek.
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FIFY.
To tell the truth,John that is what turned me off most from "Effective Cycling" :too much diatribe, not enough meat. As a rider in the States, I found no need, nor desire, to read about anti this or anti that.I also couldn't care less about your, (often derisive)opinion of various types of bikes. I wanted tips about safer riding in traffic. period.
Franklin delivers.
To tell the truth,John that is what turned me off most from "Effective Cycling" :too much diatribe, not enough meat. As a rider in the States, I found no need, nor desire, to read about anti this or anti that.I also couldn't care less about your, (often derisive)opinion of various types of bikes. I wanted tips about safer riding in traffic. period.
Franklin delivers.
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Heh. It's not so much Bek as some of your staunchest disciples (some of whom, I've learned, take the "Vehicular" part a bit further than you do yourself) who have at times led me astray. The discussion between you and Bek first of all leaves me rather confused as to what you think about not least signaling. Though he does kinda twist what you'resaying here, I basically read what you write in much the same sense as does he. Thus my observation that you might have expressed yourself a bit more clearly. After all, it isn't rocket science, eh?
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....... Society cooperates with government by emphasizing that cyclists don't belong on the roadway and should not obey the rules of the road for drivers of vehicles. That's what Bek is trying to defend by criticizing its strongest opponent, the idea that cyclists should obey the rules of the road for drivers of vehicles. What do you think is most contradictory, obeying the rules of the road for drivers of vehicles, or disobeying those rules?
I support the rules of the road and the requirement cyclists operate legally and signal their turns. And WSBob has been doing a great job detailing the safety merits of signaling.
John's long published cycling advice has been to not signal - (in traffic, mind you) for various not-so-sound reasons like the laws are anachronistic, it doesn't do any good, and fear of losing control in traffic while braking.
What is most contradictory - obeying the legal requirement to use hand signals in every state and Holland or changing lanes, making turns while
Originally Posted by John Forester,
disregarding its specific requirement to make the left-arm signal.
what a morass of contradiction and absurdity.
Last edited by Bekologist; 12-03-12 at 08:58 PM.
#291
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The phrase, 'vehicular cycling' once thought about for awhile, in itself seems kind of intuitive and even empowering for people inclined to bike for transportation. I've read in someone's comment to this thread, that Mr. Forester came up with the phrase. Maybe so, and if so...that's fine...great, but if everyone understanding what that phrase means requires their reading reading his book, just forget it...it's not going to happen.
The only way people's ability to safely ride a bike in traffic amongst motor vehicles is going to happen, is in their being provided with relatively easy to understand procedures that help to make themselves and their intentions as visible to other road users as possible. That and a fair bit of 'on the road in traffic' riding, responded to with constructive critique. Cyclists being provided with in-traffic procedures and advice that are conflicting, contradictory and self defeating, compounds the learning curve that any new road user deals with.
It is true that the ability to safely ride a bike in traffic requires of people riding, the development of various bike-specific abilities that aren't required for driving motor vehicles. Personally, I think the learning of these abilities shouldn't be left entirely to trial and error. Getting any kind of a consensus on what form relevant instruction should take, and how to administer it, seems elusive. Some of the bad, word of mouth instruction about biking in traffic that seems to have gotten passed around, isn't helping anyone.
"...but Portland has added cyclists turning left through motor traffic without looking and cyclist-killing bike boxes, ..." john forester, #276
Sorry, to have to say this, but that's just inflammatory and incorrect. I'm fairly certain Portland has had not one injury or death of a cyclist due to its relatively few bike boxes. I don't believe the city has in any way "...added cyclists turning left through motor traffic without looking ...". Here, John might be referring to experimentation with bike lane switch-overs to try address the right hook problem, as was mentioned earlier in this thread, but that infrastructure hasn't that I'm aware of, been accompanied by instructions to cyclists that they need not look over their shoulder for oncoming traffic as they approach and enter the switch-over. Unfortunately however, Portland does seem to have too many people biking in traffic that seem to somehow have come to the conclusion that signaling for turns, switching lanes, and stopping, isn't necessary.
The only way people's ability to safely ride a bike in traffic amongst motor vehicles is going to happen, is in their being provided with relatively easy to understand procedures that help to make themselves and their intentions as visible to other road users as possible. That and a fair bit of 'on the road in traffic' riding, responded to with constructive critique. Cyclists being provided with in-traffic procedures and advice that are conflicting, contradictory and self defeating, compounds the learning curve that any new road user deals with.
It is true that the ability to safely ride a bike in traffic requires of people riding, the development of various bike-specific abilities that aren't required for driving motor vehicles. Personally, I think the learning of these abilities shouldn't be left entirely to trial and error. Getting any kind of a consensus on what form relevant instruction should take, and how to administer it, seems elusive. Some of the bad, word of mouth instruction about biking in traffic that seems to have gotten passed around, isn't helping anyone.
"...but Portland has added cyclists turning left through motor traffic without looking and cyclist-killing bike boxes, ..." john forester, #276
Sorry, to have to say this, but that's just inflammatory and incorrect. I'm fairly certain Portland has had not one injury or death of a cyclist due to its relatively few bike boxes. I don't believe the city has in any way "...added cyclists turning left through motor traffic without looking ...". Here, John might be referring to experimentation with bike lane switch-overs to try address the right hook problem, as was mentioned earlier in this thread, but that infrastructure hasn't that I'm aware of, been accompanied by instructions to cyclists that they need not look over their shoulder for oncoming traffic as they approach and enter the switch-over. Unfortunately however, Portland does seem to have too many people biking in traffic that seem to somehow have come to the conclusion that signaling for turns, switching lanes, and stopping, isn't necessary.
I'd hate to think that certain advice offered in Mr. Forester's book may somehow have encouraged some people biking to feel it isn't necessary to use hand signals to indicate intention while riding in traffic, but for whatever reason, there does seem to be too many people on bikes that aren't signaling. Yes...many people driving motor vehicles, are notoriously bad about not signaling turns, but they are not the vulnerable road users people on bikes are.
At the local weblog, bikeportland.org, of which I'm a regular reader and to which I contribute comments to, safe procedures for people riding bikes in traffic, is a frequent topic that both directly and coincidentally, often comes up in response to stories ranging in subject from collision reports to infrastructure improvements. When the topic comes up, cyclists not signaling turns, stops and slowing are frequently complained about as presenting a danger. Cyclists that don't signal, use the opportunity to explain their justification for not signaling. Somewhat mysteriously, their justification for not signaling has sounded similar to rationale for not signaling that John Forester has posted in comments to this thread. As I mentioned in a comment earlier to this thread, people have actually written, responding in comments to bikeportland stories, their view that they don't feel it's safe to take a hand off the handlebars to signal. To the extent this may be a common feeling amongst people that bike, it's definitely area of in-traffic riding technique that people should be provided assistance and encouragement in learning, because it definitely is something that can be done safely while still maintaining reasonable control of the bike they're riding.
"(snip)...Wsbob expresses ignorance of cyclist deaths at Portland's bike boxes. On the contrary, I have read of such deaths, with, not surprisingly, the reply by Portland's spokesperson that the deaths are due to a multitude of possible causes. ...(snip)" John Forester #280
First of all, for those of you reading that may not be familiar with what bike boxes are:
at certain intersections, an approximately 8' long area ranging across the main lane, accessible from adjoining bike lane adjoining the main lane created at intersections. The idea for use being that the bike box stops motor vehicles the 8' depth of the box, short of the intersection, potentially putting the cyclist ahead of motor vehicles in adjacent main lanes, allowing the cyclist to either travel travel through the intersection by taking a position in the box directly in the main lane, or for a right turn...to the right side of the road in the bike lane. In either case, the intended effect is for the motor vehicle to be kept behind cyclists at the intersection, allowing cyclists a safety margin from right turning motor vehicles. Also, you might find it helpful to browse the bikeportland article accessible with the following link: https://bikeportland.org/2012/10/16/c...859#more-78859
The underlining in the excerpt below, is my addition:
"(snip)...For seventy years government has tried to prohibit cyclists from obeying the rules of the road for drivers of vehicles, first by mandatory side-of-the-road laws and mandatory bike path laws, more recently by mandatory bike lane laws. These laws are not part of the rules of the road for drivers of vehicles, because they apply to cyclists alone, which results in adverse discrimination. Oregon has the first and the last; I don't know about the second there. (snip)..." John Forester #281, first paragraph response
My understanding of the status of cyclists with respect to road use in Oregon, is that with the exception of certain freeways, people biking are effectively acknowledged by law, the right to ride the main lanes of virtually every street, road, and highway in the state, regardless of whether a bike lane, MUP, cycle track or other bike infrastructure exists adjacent to the road being ridden. Earlier in this thread, I've posted the following link to a site providing text to Oregon's laws, but it possibly bears re-posting for anyone wanting to check out the only two laws Oregon has that define unusual circumstances when someone riding a bike would be guilty of 'Failure to use bicycle lane or path': https://www.oregonlaws.org/ors/814.420. I won't dig it up and provide the link for it, but Oregon also has a bike lane related law, defining use of motor vehicles in bike lanes. For general purposes, that use is prohibited.
Possibly one of the oddest things about the so called 'sidepath laws', is the very, very rare occasion in which people riding bikes seem to be cited or found guilty of not riding in a bike lane when a bike lane is somewhere adjacent to the roadway. Oregon's 814.420 law has a glitch that's partially responsible for cyclists not being cited, but that I've been able to find from simple web searches and reading articles, it doesn't seem that in the history of the law...I think it's at least 25 years old...more than three people have even been cited. Two of the people cited had their citations thrown out in court. Even worldwide, where bike lane use laws may exist, it doesn't seem that cyclists get cited. Maybe they do. I welcome anyone to post links to accounts of incidents in the U.S. particularly, but elsewhere as well, where cyclists have been found guilty of not riding in bike lanes, cycle tracks or other non-main lane parts of the road.
Last edited by wsbob; 12-04-12 at 02:32 AM.
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Well, if that is all that you want, then just read that portion of Effective Cycling, or buy a different book, or even one of John Allen's pamphlets, which I believe to be free in many states, courtesy of their governments. But by concentrating on only one aspect of cycling, or shall we say by deliberately ignoring the political aspect of cycling, you are depriving yourself of some greater understanding of the situation in which you operate. It is my view that a great many more American cyclists need to become aware of the difficulties that American government and society are inflicting upon them and what ought to be done about that problem. If you don't understand the problem, you cannot take appropriate action.
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persuading you and others like you that my instructions about cycling by obeying the rules of the road for drivers of vehicles are confusing, misleading, and dangerous. ..... it is very difficult to provide, to an audience that has not read the original, full answers to all the aspects that can be brought up, not without republishing major parts of the book being criticized.
the section of traffic cycling takes up slim pages of Johns' book. If John feels i am somehow misinterpreting his writings (I'm not) it should be easy for the author to directly quote as much of their own work as they want if they feign misrepresentation.
Make no mistake,
Failure to use legal hand signals is a recurrent theme of the forester cycling method.
There's several passages of 'don't use hand signals' aggrandizement that allude to not signaling as an ostensible source of pride for the foreseter method cyclists so 'skilled' they no longer use hand signals.
It's appalling. It's appalling that someone who's engineered decades of instructing cyclists in failing to use hand signals and riding the lane lines to let traffic pass around them on both sides, etc, has maintained a semblance of credibility in the bicycle planning community and can generate controversy about Dutch cycle planning.
The bull running loose in cycling advocacy - and watch out, the bull is riding the lane lines while not signalling! It's amazing the attendant dreck wasn't discarded wholesale years ago.
Last edited by Bekologist; 12-04-12 at 05:54 AM.
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[...] Even worldwide, where bike lane use laws may exist, it doesn't seem that cyclists get cited. Maybe they do. I welcome anyone to post links to accounts of incidents in the U.S. particularly, but elsewhere as well, where cyclists have been found guilty of not riding in bike lanes, cycle tracks or other non-main lane parts of the road.
Another problem is the question of liability in case of an accident. If a cyclist chooses to not use a mandatory cycling facility, and an accident happens, he or she is usually confronted by the accusation of contributory negligence which results in split liability (normally 50%:50%), even if the cyclist committed no fault other than not using the mandatory cycle facility.
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I can only tell you about the situation in Germany. Well, the situation is not homogenous throughout the country. It really depends on local law enforcement. In Frankfurt I often ignore mandatory cycling facilities and have never been bothered by the police about it. In Munich, police is very strict. There are many stories of incidents, especially in smaller towns, where police told bicyclist to ride on not mandatory cycling facilites or even sidewalks reserved for pedestrians.
Another problem is the question of liability in case of an accident. If a cyclist chooses to not use a mandatory cycling facility, and an accident happens, he or she is usually confronted by the accusation of contributory negligence which results in split liability (normally 50%:50%), even if the cyclist committed no fault other than not using the mandatory cycle facility.
Another problem is the question of liability in case of an accident. If a cyclist chooses to not use a mandatory cycling facility, and an accident happens, he or she is usually confronted by the accusation of contributory negligence which results in split liability (normally 50%:50%), even if the cyclist committed no fault other than not using the mandatory cycle facility.
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I'd hate to think that certain advice offered in Mr. Forester's book may somehow have encouraged some people biking to feel it isn't necessary to use hand signals to indicate intention while riding in traffic, but for whatever reason, there does seem to be too many people on bikes that aren't signaling. Yes...many people driving motor vehicles, are notoriously bad about not signaling turns, but they are not the vulnerable road users people on bikes are.
At the local weblog, bikeportland.org, of which I'm a regular reader and to which I contribute comments to, safe procedures for people riding bikes in traffic, is a frequent topic that both directly and coincidentally, often comes up in response to stories ranging in subject from collision reports to infrastructure improvements. When the topic comes up, cyclists not signaling turns, stops and slowing are frequently complained about as presenting a danger. Cyclists that don't signal, use the opportunity to explain their justification for not signaling. Somewhat mysteriously, their justification for not signaling has sounded similar to rationale for not signaling that John Forester has posted in comments to this thread. As I mentioned in a comment earlier to this thread, people have actually written, responding in comments to bikeportland stories, their view that they don't feel it's safe to take a hand off the handlebars to signal. To the extent this may be a common feeling amongst people that bike, it's definitely area of in-traffic riding technique that people should be provided assistance and encouragement in learning, because it definitely is something that can be done safely while still maintaining reasonable control of the bike they're riding.
At the local weblog, bikeportland.org, of which I'm a regular reader and to which I contribute comments to, safe procedures for people riding bikes in traffic, is a frequent topic that both directly and coincidentally, often comes up in response to stories ranging in subject from collision reports to infrastructure improvements. When the topic comes up, cyclists not signaling turns, stops and slowing are frequently complained about as presenting a danger. Cyclists that don't signal, use the opportunity to explain their justification for not signaling. Somewhat mysteriously, their justification for not signaling has sounded similar to rationale for not signaling that John Forester has posted in comments to this thread. As I mentioned in a comment earlier to this thread, people have actually written, responding in comments to bikeportland stories, their view that they don't feel it's safe to take a hand off the handlebars to signal. To the extent this may be a common feeling amongst people that bike, it's definitely area of in-traffic riding technique that people should be provided assistance and encouragement in learning, because it definitely is something that can be done safely while still maintaining reasonable control of the bike they're riding.
Now this is NOT to say I have never lost control of my bike. This has indeed happened, and in every case it was due to some flaw in the road surface and my lack of understanding about what that flaw entailed.... such flaws are longitudinal cracks in pavement, deep sand, and wet metal plates and small bearing like objects. Oddly, every time I lost control of my bike, I had both hands on the bars.
"(snip)...Wsbob expresses ignorance of cyclist deaths at Portland's bike boxes. On the contrary, I have read of such deaths, with, not surprisingly, the reply by Portland's spokesperson that the deaths are due to a multitude of possible causes. ...(snip)" John Forester #280
First of all, for those of you reading that may not be familiar with what bike boxes are:To sum up, cyclist deaths at bike boxes, and in bike boxes are two different things. As I said before, that I know of, cyclists have not been injured or killed in a bike box, due to the bike box. The article I've provided a link to reports on an incidence of collisions at bike boxes, which the city's dept/transportation is attempting to determine the causes of, but that I'm able to learn from the article, there is no indication that the bike boxes themselves have contributed to collisions at the intersections where the boxes have been installed.
First of all, for those of you reading that may not be familiar with what bike boxes are:
at certain intersections, an approximately 8' long area ranging across the main lane, accessible from adjoining bike lane adjoining the main lane created at intersections. The idea for use being that the bike box stops motor vehicles the 8' depth of the box, short of the intersection, potentially putting the cyclist ahead of motor vehicles in adjacent main lanes, allowing the cyclist to either travel travel through the intersection by taking a position in the box directly in the main lane, or for a right turn...to the right side of the road in the bike lane. In either case, the intended effect is for the motor vehicle to be kept behind cyclists at the intersection, allowing cyclists a safety margin from right turning motor vehicles. Also, you might find it helpful to browse the bikeportland article accessible with the following link: https://bikeportland.org/2012/10/16/c...859#more-78859
The underlining in the excerpt below, is my addition:
"(snip)...For seventy years government has tried to prohibit cyclists from obeying the rules of the road for drivers of vehicles, first by mandatory side-of-the-road laws and mandatory bike path laws, more recently by mandatory bike lane laws. These laws are not part of the rules of the road for drivers of vehicles, because they apply to cyclists alone, which results in adverse discrimination. Oregon has the first and the last; I don't know about the second there. (snip)..." John Forester #281, first paragraph response
My understanding of the status of cyclists with respect to road use in Oregon, is that with the exception of certain freeways, people biking are effectively acknowledged by law, the right to ride the main lanes of virtually every street, road, and highway in the state, regardless of whether a bike lane, MUP, cycle track or other bike infrastructure exists adjacent to the road being ridden. Earlier in this thread, I've posted the following link to a site providing text to Oregon's laws, but it possibly bears re-posting for anyone wanting to check out the only two laws Oregon has that define unusual circumstances when someone riding a bike would be guilty of 'Failure to use bicycle lane or path': https://www.oregonlaws.org/ors/814.420. I won't dig it up and provide the link for it, but Oregon also has a bike lane related law, defining use of motor vehicles in bike lanes. For general purposes, that use is prohibited.
Possibly one of the oddest things about the so called 'sidepath laws', is the very, very rare occasion in which people riding bikes seem to be cited or found guilty of not riding in a bike lane when a bike lane is somewhere adjacent to the roadway. Oregon's 814.420 law has a glitch that's partially responsible for cyclists not being cited, but that I've been able to find from simple web searches and reading articles, it doesn't seem that in the history of the law...I think it's at least 25 years old...more than three people have even been cited. Two of the people cited had their citations thrown out in court. Even worldwide, where bike lane use laws may exist, it doesn't seem that cyclists get cited. Maybe they do. I welcome anyone to post links to accounts of incidents in the U.S. particularly, but elsewhere as well, where cyclists have been found guilty of not riding in bike lanes, cycle tracks or other non-main lane parts of the road.
"(snip)...For seventy years government has tried to prohibit cyclists from obeying the rules of the road for drivers of vehicles, first by mandatory side-of-the-road laws and mandatory bike path laws, more recently by mandatory bike lane laws. These laws are not part of the rules of the road for drivers of vehicles, because they apply to cyclists alone, which results in adverse discrimination. Oregon has the first and the last; I don't know about the second there. (snip)..." John Forester #281, first paragraph response
My understanding of the status of cyclists with respect to road use in Oregon, is that with the exception of certain freeways, people biking are effectively acknowledged by law, the right to ride the main lanes of virtually every street, road, and highway in the state, regardless of whether a bike lane, MUP, cycle track or other bike infrastructure exists adjacent to the road being ridden. Earlier in this thread, I've posted the following link to a site providing text to Oregon's laws, but it possibly bears re-posting for anyone wanting to check out the only two laws Oregon has that define unusual circumstances when someone riding a bike would be guilty of 'Failure to use bicycle lane or path': https://www.oregonlaws.org/ors/814.420. I won't dig it up and provide the link for it, but Oregon also has a bike lane related law, defining use of motor vehicles in bike lanes. For general purposes, that use is prohibited.
Possibly one of the oddest things about the so called 'sidepath laws', is the very, very rare occasion in which people riding bikes seem to be cited or found guilty of not riding in a bike lane when a bike lane is somewhere adjacent to the roadway. Oregon's 814.420 law has a glitch that's partially responsible for cyclists not being cited, but that I've been able to find from simple web searches and reading articles, it doesn't seem that in the history of the law...I think it's at least 25 years old...more than three people have even been cited. Two of the people cited had their citations thrown out in court. Even worldwide, where bike lane use laws may exist, it doesn't seem that cyclists get cited. Maybe they do. I welcome anyone to post links to accounts of incidents in the U.S. particularly, but elsewhere as well, where cyclists have been found guilty of not riding in bike lanes, cycle tracks or other non-main lane parts of the road.
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I'd hate to think that certain advice offered in Mr. Forester's book may somehow have encouraged some people biking to feel it isn't necessary to use hand signals to indicate intention while riding in traffic, but for whatever reason, there does seem to be too many people on bikes that aren't signaling. Yes...many people driving motor vehicles, are notoriously bad about not signaling turns, but they are not the vulnerable road users people on bikes are.
At the local weblog, bikeportland.org, of which I'm a regular reader and to which I contribute comments to, safe procedures for people riding bikes in traffic, is a frequent topic that both directly and coincidentally, often comes up in response to stories ranging in subject from collision reports to infrastructure improvements. When the topic comes up, cyclists not signaling turns, stops and slowing are frequently complained about as presenting a danger. Cyclists that don't signal, use the opportunity to explain their justification for not signaling. Somewhat mysteriously, their justification for not signaling has sounded similar to rationale for not signaling that John Forester has posted in comments to this thread. As I mentioned in a comment earlier to this thread, people have actually written, responding in comments to bikeportland stories, their view that they don't feel it's safe to take a hand off the handlebars to signal. To the extent this may be a common feeling amongst people that bike, it's definitely area of in-traffic riding technique that people should be provided assistance and encouragement in learning, because it definitely is something that can be done safely while still maintaining reasonable control of the bike they're riding.
"(snip)...Wsbob expresses ignorance of cyclist deaths at Portland's bike boxes. On the contrary, I have read of such deaths, with, not surprisingly, the reply by Portland's spokesperson that the deaths are due to a multitude of possible causes. ...(snip)" John Forester #280
First of all, for those of you reading that may not be familiar with what bike boxes are:To sum up, cyclist deaths at bike boxes, and in bike boxes are two different things. As I said before, that I know of, cyclists have not been injured or killed in a bike box, due to the bike box. The article I've provided a link to reports on an incidence of collisions at bike boxes, which the city's dept/transportation is attempting to determine the causes of, but that I'm able to learn from the article, there is no indication that the bike boxes themselves have contributed to collisions at the intersections where the boxes have been installed.
The underlining in the excerpt below, is my addition:
"(snip)...For seventy years government has tried to prohibit cyclists from obeying the rules of the road for drivers of vehicles, first by mandatory side-of-the-road laws and mandatory bike path laws, more recently by mandatory bike lane laws. These laws are not part of the rules of the road for drivers of vehicles, because they apply to cyclists alone, which results in adverse discrimination. Oregon has the first and the last; I don't know about the second there. (snip)..." John Forester #281, first paragraph response
My understanding of the status of cyclists with respect to road use in Oregon, is that with the exception of certain freeways, people biking are effectively acknowledged by law, the right to ride the main lanes of virtually every street, road, and highway in the state, regardless of whether a bike lane, MUP, cycle track or other bike infrastructure exists adjacent to the road being ridden. Earlier in this thread, I've posted the following link to a site providing text to Oregon's laws, but it possibly bears re-posting for anyone wanting to check out the only two laws Oregon has that define unusual circumstances when someone riding a bike would be guilty of 'Failure to use bicycle lane or path': https://www.oregonlaws.org/ors/814.420. I won't dig it up and provide the link for it, but Oregon also has a bike lane related law, defining use of motor vehicles in bike lanes. For general purposes, that use is prohibited.
Possibly one of the oddest things about the so called 'sidepath laws', is the very, very rare occasion in which people riding bikes seem to be cited or found guilty of not riding in a bike lane when a bike lane is somewhere adjacent to the roadway. Oregon's 814.420 law has a glitch that's partially responsible for cyclists not being cited, but that I've been able to find from simple web searches and reading articles, it doesn't seem that in the history of the law...I think it's at least 25 years old...more than three people have even been cited. Two of the people cited had their citations thrown out in court. Even worldwide, where bike lane use laws may exist, it doesn't seem that cyclists get cited. Maybe they do. I welcome anyone to post links to accounts of incidents in the U.S. particularly, but elsewhere as well, where cyclists have been found guilty of not riding in bike lanes, cycle tracks or other non-main lane parts of the road.
At the local weblog, bikeportland.org, of which I'm a regular reader and to which I contribute comments to, safe procedures for people riding bikes in traffic, is a frequent topic that both directly and coincidentally, often comes up in response to stories ranging in subject from collision reports to infrastructure improvements. When the topic comes up, cyclists not signaling turns, stops and slowing are frequently complained about as presenting a danger. Cyclists that don't signal, use the opportunity to explain their justification for not signaling. Somewhat mysteriously, their justification for not signaling has sounded similar to rationale for not signaling that John Forester has posted in comments to this thread. As I mentioned in a comment earlier to this thread, people have actually written, responding in comments to bikeportland stories, their view that they don't feel it's safe to take a hand off the handlebars to signal. To the extent this may be a common feeling amongst people that bike, it's definitely area of in-traffic riding technique that people should be provided assistance and encouragement in learning, because it definitely is something that can be done safely while still maintaining reasonable control of the bike they're riding.
"(snip)...Wsbob expresses ignorance of cyclist deaths at Portland's bike boxes. On the contrary, I have read of such deaths, with, not surprisingly, the reply by Portland's spokesperson that the deaths are due to a multitude of possible causes. ...(snip)" John Forester #280
First of all, for those of you reading that may not be familiar with what bike boxes are:
at certain intersections, an approximately 8' long area ranging across the main lane, accessible from adjoining bike lane adjoining the main lane created at intersections. The idea for use being that the bike box stops motor vehicles the 8' depth of the box, short of the intersection, potentially putting the cyclist ahead of motor vehicles in adjacent main lanes, allowing the cyclist to either travel travel through the intersection by taking a position in the box directly in the main lane, or for a right turn...to the right side of the road in the bike lane. In either case, the intended effect is for the motor vehicle to be kept behind cyclists at the intersection, allowing cyclists a safety margin from right turning motor vehicles. Also, you might find it helpful to browse the bikeportland article accessible with the following link: https://bikeportland.org/2012/10/16/c...859#more-78859
The underlining in the excerpt below, is my addition:
"(snip)...For seventy years government has tried to prohibit cyclists from obeying the rules of the road for drivers of vehicles, first by mandatory side-of-the-road laws and mandatory bike path laws, more recently by mandatory bike lane laws. These laws are not part of the rules of the road for drivers of vehicles, because they apply to cyclists alone, which results in adverse discrimination. Oregon has the first and the last; I don't know about the second there. (snip)..." John Forester #281, first paragraph response
My understanding of the status of cyclists with respect to road use in Oregon, is that with the exception of certain freeways, people biking are effectively acknowledged by law, the right to ride the main lanes of virtually every street, road, and highway in the state, regardless of whether a bike lane, MUP, cycle track or other bike infrastructure exists adjacent to the road being ridden. Earlier in this thread, I've posted the following link to a site providing text to Oregon's laws, but it possibly bears re-posting for anyone wanting to check out the only two laws Oregon has that define unusual circumstances when someone riding a bike would be guilty of 'Failure to use bicycle lane or path': https://www.oregonlaws.org/ors/814.420. I won't dig it up and provide the link for it, but Oregon also has a bike lane related law, defining use of motor vehicles in bike lanes. For general purposes, that use is prohibited.
Possibly one of the oddest things about the so called 'sidepath laws', is the very, very rare occasion in which people riding bikes seem to be cited or found guilty of not riding in a bike lane when a bike lane is somewhere adjacent to the roadway. Oregon's 814.420 law has a glitch that's partially responsible for cyclists not being cited, but that I've been able to find from simple web searches and reading articles, it doesn't seem that in the history of the law...I think it's at least 25 years old...more than three people have even been cited. Two of the people cited had their citations thrown out in court. Even worldwide, where bike lane use laws may exist, it doesn't seem that cyclists get cited. Maybe they do. I welcome anyone to post links to accounts of incidents in the U.S. particularly, but elsewhere as well, where cyclists have been found guilty of not riding in bike lanes, cycle tracks or other non-main lane parts of the road.
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Then you either do not recognize that traffic law gives cyclists fewer rights than it gives motorists, or you accept that situation as normal.
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snip
"(snip)...Wsbob expresses ignorance of cyclist deaths at Portland's bike boxes. On the contrary, I have read of such deaths, with, not surprisingly, the reply by Portland's spokesperson that the deaths are due to a multitude of possible causes. ...(snip)" John Forester #280
First of all, for those of you reading that may not be familiar with what bike boxes are:
at certain intersections, an approximately 8' long area ranging across the main lane, accessible from adjoining bike lane adjoining the main lane created at intersections. The idea for use being that the bike box stops motor vehicles the 8' depth of the box, short of the intersection, potentially putting the cyclist ahead of motor vehicles in adjacent main lanes, allowing the cyclist to either travel travel through the intersection by taking a position in the box directly in the main lane, or for a right turn...to the right side of the road in the bike lane. In either case, the intended effect is for the motor vehicle to be kept behind cyclists at the intersection, allowing cyclists a safety margin from right turning motor vehicles. Also, you might find it helpful to browse the bikeportland article accessible with the following link: https://bikeportland.org/2012/10/16/c...859#more-78859
Consider what happens. The bike box provides an additional temptation for cyclists to overtake on the right-hand side of right-turning traffic, just so that they can get into the bike box. The obvious then happens: there are more right-hook car-bike collisions near those bike boxes. Anytime that government attempts to rewrite traffic law in ways that contradict traffic principles, as in encouraging overtaking on the right-hand side of traffic that may turn right, the traffic principles supersede the law and people get killed or injured. That principle has been demonstrated repeatedly over the past forty years.
#300
Senior Member
Wsbob is wrong about the principle embodied in Oregonian traffic law. Yes, he correctly quotes the law with his conclusion that cyclists are allowed to use the roads provided that they use bike lanes or side-paths wherever these exist. That is not the same as having the right to use the roadway, which is the usual subject of discussion. Oregon has both the mandatory-bike-lane law and the mandatory-bike-path law as is commonly described and with rather typical wording. In short, cyclists in Oregon don't have the normal right to use the roadway; they have the right to use the roadway only where government has not built the facilities required to prohibit that use.
In Oregon, people riding bikes are acknowledged by law to have the right to use the roadway. (In the below excerpt of the law, the bold face and underlining is my addition.):
"(1) Every person riding a bicycle upon a public way is subject to the provisions applicable to and has the same rights and duties as the driver of any other vehicle concerning operating on highways, vehicle equipment and abandoned vehicles, except: ..." ORS 814.400 Application of vehicle laws to bicycles https://www.oregonlaws.org/ors/814.400
"...Yes, he correctly quotes the law with his conclusion that cyclists are allowed to use the roads provided that they use bike lanes or side-paths wherever these exist. ..." John Forester
Not 'allowed', but "...effectively acknowledged by law, the right to ride the main lanes of virtually every street, road, and highway in the state, regardless of whether a bike lane, MUP, cycle track or other bike infrastructure exists adjacent to the road being ridden. ..."
Interested readers may study the entirety of the text ORS 814.420 (it's brief, easily readable...takes some careful thinking to fully understand.) to notice for themselves, the conditions detailed in the law, not included in John's remark above. People riding bikes in Oregon are not in violation of the 'Failure to use a bike lane or path' law, unless the bike lane or path meets all of those conditions. The law doesn't rescind the right to use the road people biking in Oregon are acknowledged by law to have, in exchange for a state of permission to use the road. In ORS 814.400, ORS 814.420, or ORS 814.430, all of which are bike specific road use laws, there is no mention of 'normal'. https://www.oregonlaws.org/ors/814.420
" (snip) Consider what happens. The bike box provides an additional temptation for cyclists to overtake on the right-hand side of right-turning traffic, just so that they can get into the bike box. The obvious then happens: there are more right-hook car-bike collisions near those bike boxes.(snip) " John Forester #299
I don't think the city has come up with anything to suggest bike boxes are leading people on bikes to do this sort of thing. As I've said before, the boxes are just something the city has been experimenting with at certain intersections. They're not that great to use, because, for example, it's awkward to actually get into a box ahead of a motor vehicle that's already at an intersection waiting for a light to change. People riding bikes may not be using bike boxes much at all, for any reason. For bikes intent on through travel at an intersection, it's easier and better to either remain a car length back of the intersection, positioned in the bike lane if one is present and hazard free, or on approach to the intersection from a further distance back, transition from the bike lane to the main travel lane for travel through the intersection, a maneuver people biking in Oregon are effectively acknowledged by law to have the right to make.
Downtown, where I believe the boxes have primarily been located, are various intersections that tend to be relatively more problematic for motor vehicle-bike close calls and collisions. Personally, I believe it's greater numbers of people biking, and more of them not well skilled in riding in traffic, as well as the ever present hazard of various erratic people driving motor vehicles, that's resulted in an increase of collisions at certain intersections where bike boxes have been installed in Portland.
I don't think the city has come up with anything to suggest bike boxes are leading people on bikes to do this sort of thing. As I've said before, the boxes are just something the city has been experimenting with at certain intersections. They're not that great to use, because, for example, it's awkward to actually get into a box ahead of a motor vehicle that's already at an intersection waiting for a light to change. People riding bikes may not be using bike boxes much at all, for any reason. For bikes intent on through travel at an intersection, it's easier and better to either remain a car length back of the intersection, positioned in the bike lane if one is present and hazard free, or on approach to the intersection from a further distance back, transition from the bike lane to the main travel lane for travel through the intersection, a maneuver people biking in Oregon are effectively acknowledged by law to have the right to make.
Downtown, where I believe the boxes have primarily been located, are various intersections that tend to be relatively more problematic for motor vehicle-bike close calls and collisions. Personally, I believe it's greater numbers of people biking, and more of them not well skilled in riding in traffic, as well as the ever present hazard of various erratic people driving motor vehicles, that's resulted in an increase of collisions at certain intersections where bike boxes have been installed in Portland.
Last edited by wsbob; 12-04-12 at 04:19 PM.