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Jeremy Blakespear too soft for San Diego's Bicycle Coalition
Ponzi, please note that not every person who rides a bicycle supports separated bikeway projects especially ones like the proposed one on 30th street in North Park. Part of the controversy Mr. Blakespear mentioned was about so-called “vehicular cyclists” who generally ride their bicycles as drivers of vehicles which was the default mode of operation since the late 1800s. Later bike lanes and bike paths were introduced mostly to shove bicyclists off the roads and nowdays many bicycle advocates support building them in hopes that they’ll encourage more people to ride. It’s a new group of people who want these facilities, in part because bicycling education (hot to follow the rules and stay safe) is seen as inferior to reworking the transportation network (aka making it a pain in the rear for most people to do their everyday driving trips) As for your statements about fuel taxes and registration. Neither of those monies grant someone the right to use the public roads. Nor do those taxes and fees remotely pay for the roads. Many, if not most bicyclists own cars too and they purchase goods and services brought by motor vehicles whose operators also paid such fees. Most local roads where bicycle travel is permitted is funded by property taxes, sales taxes, other special use taxes, and bonds. Bicyclists are far from “economic refugees.” In fact continuing to promote unsustainable motor vehicle use places further strain on the transportation system both at a traffic level and fiscally for the governments who own them. Multiple studies have confirmed that our roadway infrastructure is vastly underfunded. The American Society of Civil Engineers constantly studies this as well however efforts to properly fund the roadway system as extremely unpopular as is the removal of the parking spots in North Park.— November 18, 2019 7:35 a.m.
Jeremy Blakespear too soft for San Diego's Bicycle Coalition
Doorings are horrible crashes but fortunately for cyclists, they are 100 percent preventable. There’s no need to roll any dice. The best course for a person bicycling is to ride well out of the door zone. Unfortunately many bike lanes exist that are painted in this area essentially instructing cyclists to ride in this hazardous area.— November 8, 2019 6:54 p.m.
Jeremy Blakespear too soft for San Diego's Bicycle Coalition
Can you be more specific as to why you believe sharrows and routes where motorists and bicyclists share the road (which is the vast majority of roads, BTW) don’t work? Class II Bikeways can be useful and safe but they can also be the sheer opposite. Bicyclists get in crashes from motorists turning across bike lanes while making left or right turns or pulling into the roadway for example. Many bike lanes are installed in the “door zone” which is a hazard for bicyclists riding in the door’s strike zone but also at the edge. Bicycle lanes also subject cyclists to close passes and often contain debris or nasty gutter lips.— November 6, 2019 7:57 a.m.
Jeremy Blakespear too soft for San Diego's Bicycle Coalition
See graphic for crashes. The pie chart on the left shows all crashes and the one on the right expands car-bike crashes only. It divides the car-bike crashes into who was at fault and what the crash was. Separated bikeways do not really reduce the risk of any of these crashes with the exception of the overtaking (from behind) crashes. Those crashes might seem common, given the number of them that occur between motorists but between bicyclist’s they’re incredibly rare. http://www.sandiegoreader.com/users/photos/2019/n…— November 5, 2019 5:09 p.m.
Jeremy Blakespear too soft for San Diego's Bicycle Coalition
Roads are for people including those who use bicycles and other slower moving conveyances with the exception of limited access expressways where no other parallel route exists. Bicyclists have had the right to use the public road network since the late 1800’s- far before motor vehicles were popularized and made available for the masses. In fact the rules of the road were developed by a man who never drove a car. He created them to bring some civility to NYC’s streets after the number of conflicts between animal-driven vehicles and bicycles increased. Roads aren’t designed for cars either. They’re actually designed for the largest vehicle allowed on them. This includes the horizontal and vertical design elements, pavement loads, and lane widths. On some roads that’s emergency vehicles (fire trucks) or utility trucks (garbage trucks) and on others it’s tractor-trailers. And speaking of the large vehicles, they often cannot “keep up” with other motor traffic. That’s okay however because right of way on roads isn’t based on speed. Speed LIMITS aren’t mandatory goals. Drivers of vehicles operating at slower speeds than others traveling in the same direction are supposed to drive in the right-most lane that serves their destination unless they are preparing to turn left, passing, or avoiding something in front of them. These principles also apply to bicycle drivers. Bicycle lanes however often encourages users - both cyclists and motorists to not obey the law. Many bicyclists remain in bike lanes near places where driveways and right turns are permitted and pass turning traffic on the right. Motorists are supposed to actually move into bike lane (after yielding of course to those already in that lane) and perform their right turn from there, unless their operating a vehicle -such as a large truck- that’s not physically capable pf making that turn. Lastly on the topic of large vehicles, collisions between cars and these large vehicles occur on a regular basis. And who wins those?— November 5, 2019 4:43 p.m.