Q1 Please Indicate Your Gender: Total: 1159 Q2 My Age Is

Total Page:16

File Type:pdf, Size:1020Kb

Q1 Please Indicate Your Gender: Total: 1159 Q2 My Age Is Q1 Please indicate your gender: Total: 1159 Q2 My age is: Total: 1167 Q3 I am a resident of this Victoria neighbourhood or other municipality: Q4 Which of the following statements best describes your interest in cycling? Other: 8 - 10,000 km annually All year work commuter to downtown. avid cycler! Between option 3 & 4. I would like to cycle as often as I would like if proper infrastructure was in place for my safety Bicycle is my primary mobility solution Bike commuter can never cycle enough! commuter and recreational Commuter and recreational cycler commuter cyclist commuter, errands, life on abike! competitive cyclist COMUTE TO UVIC cycle a couple times a week spring summer and when weather permits during winter cycle often in the summer Cycle when the weather is good. Would like to cycle more. Cycling is my only mode of transportation Cycling is my primary mode of transportation in the city Fair weather rider -- lots (several times a week) in the summer, less in the winter. Have replaced car with bicycles I am a bike fanatic - used for most trips - would use more if safer I commute I commute to work I commute to work by bicycle, but would like to use bicycle more for other trips and errands. I cycle a bit in summer for recreation but would like to cycle more regularly and year round, as transport not just for recreation I cycle a few times a month but would like to cycle more I cycle as much as possible. I cycle as often as I can! I cycle as primary form of transport, with my children in tow. Routes to downtown, where many of my commercial activities are focussed are facilitated by the galloping goose trail. The separation of this route from car traffic enables my preferred mode of transport and provides the best degree of safety available. More facilities of this kind will enable me to travel farther, or to a greater variety of places, thus to take part in community, culture and commercial activities at greater range and distribution. I cycle commute but not as often to complete errands that are further than 3 km away. I cycle commute but would like to cycle more for errands and recreation I cycle everywhere. It is my only mode of transportation i cycle for 90% of errands and entertainment. Might like to have more time for 'recreational' day trips. i cycle frequently I cycle from May to September I cycle in the summer but would like to cycle more I cycle often and would like to cycle more I cycle recreationally 4-5 times per month but would like to be a commuter. The bike lanes do not Ho all the way to Uvic via Mackenzie I cycle regularly during between April and October. I cycle regularly in summer I cycle to and from work and would like to cycle more. I cycle to and from work but could make other trips via bike if better routes existed I cycle to work (UVic) at least one day a week from about May to Oct or more (or less) depending on weather I cycle to work 3 days a week. I ride mountain bikes in my spare time and used to race. I cycle to work from March/April to October each year I cycle weekly to and from work I drive/cycle, but would like to cycle from a farther distance. I just got a bike; haven't cycled since being a teen I really enjoy cycling I recently started to cycle often but could also choose to cycle more I ride all the time, but still not enough I ride my bike to work I used to cycle daily but after being hit by a car and then a year later crashed after avoiding a pedestrian on the Galloping Goose - I stopped riding. I plan to start cycling again though. I used to cycle daily but after being hit by a car and then a year later crashed after avoiding a pedestrian on the Galloping Goose - I stopped riding. I plan to start cycling again though. Prior to the last accident, I used to cycle daily: commuting to and from work, for errands, socially and recreationally. I used to cycle daily. After being hit by a car I have not returned to riding. I wish I felt more safe commuting with my 7 year old son In the Spring and Summer I cycle at least once a week. In the Fall and Winter I don't cycle at all. it's my main mode of transportation It's my primary mode of transport. I cycle a lot! MAIN MEANS OF TRANSPORTATION more cycling desired most in season Occasional cycle commuter, regular recreational cyclist once a day in summer once a month Recovering from bicycle / truck collision Regularly to wOrk ride every time safety limits my cycling although I currently cycle 5 times weekly seasonal commuter - I bike when its not raining (20+km per day) Training for the ride to conquer cancer used to cycle - now have mobility problem We don't have a car, and bicycles are our family's main transportation. Weekly, multiple times. Whenever I'm in Vancouver where my bike is. Q5 Which of the following best describes how often you cycled du ring the last dry weather season? Other: All trips I do alone are on bike During Bike to Work Week I didn't have a bike until January I ride to work from March to October I used to bike to work before I moved to Victoria New to the city Prior to my last bike accident, I cycled daily Summer Q6 Which of the following best describes how often you cycled during the last wet weather season? Other: Commute Did not ride due to accident Fall I cycle to work from March/April to October each year, but not during November - February when it is wet and dark I do not ride from Nov to Feb New to the city Not in city during winter NOTHING STOPS ME October-December only; starting up again now. only if i have to Prior to my last bike accident, I cycled daily in all types of weather rain isn't an issue; the combination of traffic, darkness, and rain in the winter is the problem - mainly motorized traffic that has trouble seeing you Slipped on b lack ice on bike on Dec 5 2013 and started cycling again 21 Apr 14 varies When I'm in the city I use my bike to commute. I live too close to work here. Q7 What types of trips do you cycle for? Other: anytime I go downtown, its so much easier than driving in downtown band practice Commuting between homes Cycle camping cycle-touring Cycling with friends downhill mountain biking everything everywhere Everywhere exercise / pleasure exercise classes, music lesson's to entertainment exercise recreation exercising dog ferry Festivals Festivals and special events Fitness and Yoga Going out at night downtown going to tennis groceries grocery shopping gym holiday hybrid I want to cycle to work downtown Leisure library liesure bike ride long distance exercise mental health most of my local business my primary transportation randonneuring retired, but cycled to work for 20 years Riding to other activities self employed cyclist Shopping theatre, movies, shopping to city events/celebrations to commute to choir and dance classes To get to rec centre To hang out downtown (out for dinner or go to pub) To rec centre to volunteering To/from rec ctr Touring Training Training Training for bike tours transporting my cat travel to a pub travel to other locales vacations whatever Q8 How long is your average trip distance for your most frequent type of trip? Q9 For your most frequent type of trip, what is your average travel time? Q10 I am comfortable cycling on (please check all that apply): Other: all All All roads could ride a bike any street anything anywhere anywhere and everywhere! Anywhere I need to go! Bay St betweenTyee and Quadra (including the narrow bridge) is on my commute to work & daycare... I won't go on it with my bike trailer with my son inside, meaning I have to take a long detour over the Johnson St bridge or trestle. Otherwise I'm comfortable on everything. biggest concern is vehicle emissions and collision cars to not respect bike lanes!! depends somewhat on volume and speed of traffic and width of road - especially for street without bike lanes do not enjoy main roads like Shelbourne everywhere have had my bike mirror knocked off a few times, bike lanes too close highway shoulder Highways Hwy - touring I am more comfortable on the road than on the Goose - it is too narrow and bikes go to fast! I do them all but am always uncomfortable I have completed several bike safety courses and so am comfortable riding anywhere, but prefer side streets, bike trails and separated or marked bike lanes. I will cycle on some side (local) roads marked as bike routes, but only ones that tend to have very little traffic, no buses, and few cars parked at the curb. I avoid streets like Haultain, for example. I would love to cycle in a lane separated by a physical barrier, but have never experienced it. I'll ride anywhere like Japan Merging on Douglas at Finlayson No bike lane provided Not 'comfortable' on any major street due to barriers 1 & 2 in question 12 NOT McKenzie, too busy Pat Bay Highway pedestrian zone periodic street closures for use of cycling prefer to NOT bike on main roads without cycling lanes, very sketchy preferred separated bike lane from traffic.
Recommended publications
  • Safe Speed for All Road Users: Promoting Safe Walking and Cycling
    Safe Speed: promoting safe walking and cycling by reducing traffic speed This report has been prepared by Dr Jan Garrard for the Safe Speed Interest Group, November, 2008. © 2008 Safe Speed Interest Group, comprising the Heart Foundation, City of Port Phillip and City of Yarra Cover images: © City of Port Phillip Material documented in this publication may be reproduced providing due acknowledgement is made. Enquiries about this publication should be addressed to the Secretariat of the SSIG: Heart Foundation Level 12, 500 Collins St Melbourne, Victoria 3000 Phone: (03) 9329 8511 2 Safe Speed: promoting safe walking and cycling by reducing traffic speed Contents Executive summary 4 Full report 12 1. Introduction 12 2. Active transport in Australia 15 3. Speed and active transport 17 4. Evidence associated with reduced vehicle speed and active travel 18 4.1 Vehicle speed and active travel behaviour 18 4.2 Vehicle speed and perceptions of pedestrian/cyclist safety and community amenity 27 4.3 Vehicle speed and injury to pedestrians and cyclists 30 4.4 Perceived and actual safety, and active transport 38 5. Implementation issues 39 5.1 Area‐wide versus site‐specific traffic calming 39 5.2 Speed reduction and the Safe System approach to road safety 40 5.3 Barriers to speed reduction: perceived and actual impacts on travel time 41 5.4 Community attitudes to speed reduction 42 5.5 Health and environmental benefits of lower speed limits 44 5.6 Lessons from overseas 45 6. Conclusions 46 References 50 Appendices 59 Appendix A: Summary of the health benefits of active transport 59 Appendix B: ‘Sharp rise in deaths of elderly pedestrians’‐ The Age, 7th Sept 2008 65 Appendix C : Summary of: ‘Speed management: a road safety manual‐ WHO 2008 66 3 Safe Speed: promoting safe walking and cycling by reducing traffic speed Executive summary 1.
    [Show full text]
  • Bike Lanes.4 Numbers
    Bicycling | A LIVABILITY FACT SHEET Half of all trips taken in the United States are three miles alongside Brooklyn’s Prospect Park. Weekday bicycling or less, yet most Americans drive — even to the closest traffic tripled, speeding by all vehicles dropped from 74 to destinations. Only 3 percent of commuting trips in the 20 percent, crashes for all road users dropped 16 percent U.S. are by bicycle, compared to up to 60 percent in The and injuries went down 21 percent, all without a change Netherlands. in corridor travel time.3 Throughout New York City, deaths and serious crashes are down 40 percent where there are Still, it’s not unreasonable to believe we can improve our bike lanes.4 numbers. The popularity of bicycling has been on the rise. The number of bike trips doubled between 1990 and Bicycling also provides economic benefits: Two-thirds of 2009, and many communities and the federal government merchants surveyed on San Francisco’s Valencia Street say are embracing the bicycle as a transportation solution for that bike lanes have improved business. In North Carolina’s a healthy and viable future.1 Outer Banks, bicycle tourism has already generated $60 million in annual economic activity on its $6.7 million Surveys show that 60 percent of Americans would ride a bicycle infrastructure investment. In 2009, people using bicycle if they felt safe doing so, and eight out of 10 agree bicycles spent $261 million on goods and services that bicycling is a healthy, positive activity. in Minnesota, supporting more than 5,000 jobs and generating $35 million in taxes.5 Although issues related to bicycling continue to be debated, experience shows that bicycle-friendly features Building bike infrastructure creates an average of 11.4 increase safety for all road users, including motor vehicles.2 jobs for every $1 million spent.
    [Show full text]
  • Sport and Recreation Strategy Background Report
    SPORT AND RECREATION STRATEGY BACKGROUND REPORT ‘Getting Our Community APagective’ 1 of 166 About this document The City of Port Phillip’s Sport and Recreation Strategy 2015-24 provides a framework which achieves our objective of developing a shared vision for Council and the community, to guide the provision of facilities and services to meet the needs of the Port Phillip community over the next ten years. The documents prepared for this strategy are: Volume 1. Sport and Recreation Strategy 2015-24 This document outlines the key strategic directions that the organisation will work towards to guide the current and future provision of facilities and services to meet the needs of the Port Phillip community over the next ten years. Volume 2. Getting Our Community Active – Sport and Recreation Strategy 2015-24: Implementation Plan This document details the Actions and Tasks and the associated Key Performance Indicators KPI’s required to achieve Council’s defined Goals and Outcomes. Volume 3. Sport and Recreation Strategy 2015-24: Background Report This document presents the relevant literature that has been reviewed, an assessment of the potential demand for sport and recreation in Port Phillip, analysis of the current supply of sport and recreation opportunities in Port Phillip, and outlines the findings from consultation with sports clubs, peak bodies, schools and the community. *It is important to note that this document attempts to display the most current information available at the time of production. As a result, there are some minor inconsistencies in the presentation of some data due to the lack of available updated information.
    [Show full text]
  • Examining the Association Between Cycling Infrastructure and Cycling
    Examining the association between cycling infrastructure and cycling: Baseline results from INTERACT Victoria By Melissa Tobin A thesis submitted to the School of Graduate Studies in partial fulfillment of the requirements for the degree of Master of Science in Kinesiology School of Human Kinetics and Recreation Memorial University of Newfoundland July 2020 St. John’s, Newfoundland & Labrador Abstract The majority of Canadians are not meeting physical activity guidelines. Implementing infrastructure that supports active transportation is an important intervention to increase population physical activity levels. The INTErventions, Research and Action in Cities Team (INTERACT), has the goal to advance research on the design of healthy and sustainable cities for all. My study is a sub-project of INTERACT and has three main objectives. The first objective is to determine whether participants support the All Ages and Abilities (AAA) Cycling Network. The second objective is to examine the association between exposure to the Pandora protected cycle track and physical activity levels and the third objective is to determine if there are gender differences in overall levels of physical activity. I hypothesized that participants would support the AAA Cycling Network and exposure to the Pandora protected cycle track would be associated with greater overall physical activity levels of residents who cycle at least once a month in Victoria. I also hypothesized that women would have lower levels of physical activity when compared to men. INTERACT recruited 281 people who completed online surveys; 149 of whom wore a Sensedoc (an accelerometer and global positioning system (GPS), for ten days to collect physical activity and spatial location data).
    [Show full text]
  • The Colorado Safety Stop
    Updated 02-02-2021 1 The Colorado Safety Stop What is the Safety Stop? The Safety Stop creates a safer way for people on bikes to cross at intersections when they have the right of way. The maneuver allows people riding bicycles to: ● treat stop signs as yield signs. ● treat stop lights as stop signs. The Safety Stop does not impact the current right-of-way whatsoever. Bicycles can proceed straight, right, or left at a reasonable speed of no more than 15 miles per hour only when the coast is clear. Why make this legal statewide? The Safety Stop has a number of benefits, including the fact that it: ● is cost-neutral, safety-enhancing policy. ● encourages people to ride for transportation, protecting and enhancing our air quality. ● attracts tourism and increases livability. ● allows police to focus on major infractions (e.g. reckless endangerment) rather than common behaviors. Most importantly, it’s safer for bicyclists and motorists alike. Research shows that the Safety Stop: ● Reduces interactions between motorists and bicyclists in intersections. ● Reduces crashes in intersections. ● Increases the visibility of bicyclists in the intersection. ● Reduces the number of bicyclist-only injuries associated with starting and stopping on a bicycle. Additionally, adopting the safety stop decriminalizes a common-sense behavior for bicyclists, taking a potential crime off the books. This also frees up law enforcement resources to focus on bigger, more pressing issues. Conversations with law enforcement officials across the state indicate this is not a crime they currently enjoy focusing on. Finally, Colorado’s current system for adopting the Safety Stop on a community-by-community basis creates a dangerous patchwork of places where this is and is not allowed.
    [Show full text]
  • Cycling Victoria State Facilities Strategy 2016–2026
    CYCLING VICTORIA STATE FACILITIES STRATEGY 2016–2026 CONTENTS CONTENTS WELCOME 1 EXECUTIVE SUMMARY 2 INTRODUCTION 4 CONSULTATION 8 DEMAND/NEED ASSESSMENT 10 METRO REGIONAL OFF ROAD CIRCUITS 38 IMPLEMENTATION PLAN 44 CYCLE SPORT FACILITY HIERARCHY 50 CONCLUSION 68 APPENDIX 1 71 APPENDIX 2 82 APPENDIX 3 84 APPENDIX 4 94 APPENDIX 5 109 APPENDIX 6 110 WELCOME 1 through the Victorian Cycling Facilities Strategy. ictorians love cycling and we want to help them fulfil this On behalf of Cycling Victoria we also wish to thank our Vpassion. partners Sport and Recreation Victoria, BMX Victoria, Our vision is to see more people riding, racing and watching Mountain Bike Australia, our clubs and Local Government in cycling. One critical factor in achieving this vision will be developing this plan. through the provision of safe, modern and convenient We look forward to continuing our work together to realise facilities for the sport. the potential of this strategy to deliver more riding, racing and We acknowledge improved facilities guidance is critical to watching of cycling by Victorians. adding value to our members and that facilities underpin Glen Pearsall our ability to make Victoria a world class cycling state. Our President members face real challenges at all levels of the sport to access facilities in a safe, local environment. We acknowledge improved facilities guidance is critical to adding value to our members and facilities underpin our ability to make Victoria a world class cycling state. Facilities not only enable growth in the sport, they also enable broader community development. Ensuring communities have adequate spaces where people can actively and safely engage in cycling can provide improved social, health, educational and cultural outcomes for all.
    [Show full text]
  • Cycling Into the Future 2013–23
    DECEMBER 2012 CYCLING INTO THE FUTURE 2013–23 VICTORIA’s cyCLING STRATEGY Published by the Victorian Government, Melbourne, December 2012. © State of Victoria 2012 This publication is copyright. No part may be reproduced in any process except in accordance with the provisions of the Copyright Act 1968. Authorised by the Victorian Government Melbourne Printing managed by Finsbury Green For more information contact 03 9655 6096 PAGE III CYCLING INTO THE FUTURe 2013–23 VICTORIA’s CYCLING STRATEGY CONTENTS Minister’s foreword v Executive summary vi 1 Cycling in Victoria 1 2 Growing cycling in Victoria 5 Current cycling patterns 5 Potential growth 5 3 Benefits of cycling 8 Healthier Victorians 8 Better places to live 9 Stronger economy 9 Healthier environment 10 4 Strategic framework 11 Direction 1: Build evidence 12 Direction 2: Enhance governance and streamline processes 14 Direction 3: Reduce safety risks 16 Direction 4: Encourage cycling 20 Direction 5: Grow the cycling economy 22 Direction 6: Plan networks and prioritise investment 24 5 Implementation, monitoring and evaluation 29 Appendix 1: Cycling networks, paths and infrastructure 30 PAGE IV CYCLING INTO THE FUTURe 2013–23 VICTORIA’s CYCLING STRATEGY Some of our work in metropolitan Melbourne includes: > a new bridge on the Capital City Trail at Abbotsford > bike lanes along Chapel Street > extensions and improvements to the Federation Trail, Gardiner’s Creek Trail and Bay Trail on Beach Road > Jim Stynes Bridge for walking and cycling between Docklands and the CBD along the Yarra River > Heatherton Road off-road bike path from Power Road to the Dandenong Creek Trail > a bridge over the Maroondah Highway at Lilydale > bike connections to Box Hill and Ringwood > Parkiteer bike cages and bike hoops at 16 railway stations > Westgate Punt weekday services > bike paths along the Dingley Bypass, Stud Road, Clyde Road and Narre Warren – Cranbourne Road > bike infrastructure as part of the Regional Rail Link project > a new trail in association with the Peninsula Link.
    [Show full text]
  • Dear Mayor Helps and Council Members, I Am Writing in Response
    Dear Mayor Helps and Council members, I am writing in response to the city budget, because I am concerned that funding is not properly allocated to address the needs of Victoria and its residents. I feel that a disproportionate amount of City money goes toward the Police -- while other city resources are underfunded -- and the police end up doing jobs they are not adequately prepared to do, which is ineffective and inefficient. Police Chief Elsner said in the Time Colonist (September 22, 2014) that “25 to 30 of what we do is actual law enforcement…But the rest of it, 75 or 80% of what we do is all about the social side…mental health, homelessness and addiction issues. That‟s what takes up the vast majority of our resources." Is this an appropriate use of police resources? Over the next few years, the police budget should gradually be re-allocated (not “cut”) to support the development of another set of institutions more appropriate to responding to these social issues in partnership with other local organizations, such as: Social housing (in partnership with the Greater Victoria Coalition to End Homelessness) Supervised Consumption Site (in partnership with VIHA) 24-hour mental health crisis team to replace police as first responders to citizens facing mental health crises (in partnership with VIHA). When Chief Elsner reports that 90% of his resources are spent on law enforcement, then City Council will know they have the right size police force doing the right job, and an equally effective and efficient set of institutions with the right training and skills to respond to social issues.
    [Show full text]
  • The Idaho Rule, Traffic Law, and the Quest to Incentivize Urban Cycling
    Chicago-Kent Law Review Volume 92 Issue 2 Cities in Crisis Article 8 10-30-2017 Roll On, Cyclist: The Idaho Rule, Traffic Law, and the Quest to Incentivize Urban Cycling Asmara M. Tekle Texas Southern University, Thurgood Marshall School of Law Follow this and additional works at: https://scholarship.kentlaw.iit.edu/cklawreview Part of the Public Law and Legal Theory Commons, State and Local Government Law Commons, and the Transportation Law Commons Recommended Citation Asmara M. Tekle, Roll On, Cyclist: The Idaho Rule, Traffic Law, and the Quest to Incentivize Urban Cycling, 92 Chi.-Kent L. Rev. 549 (2017). Available at: https://scholarship.kentlaw.iit.edu/cklawreview/vol92/iss2/8 This Article is brought to you for free and open access by Scholarly Commons @ IIT Chicago-Kent College of Law. It has been accepted for inclusion in Chicago-Kent Law Review by an authorized editor of Scholarly Commons @ IIT Chicago-Kent College of Law. For more information, please contact [email protected], [email protected]. ROLL ON,CYCLIST:THE IDAHO RULE,TRAFFIC LAW, AND THE QUEST TO INCENTIVIZE URBAN CYCLING ASMARA M. TEKLE* I. INTRODUCTION On urban roadways built for motorists, how best to accommodate the urban cyclist? That intrepid soul who dares to brave the shared space of the road on two wheels, yet all too commonly endures the wrath of those on four. The cyclist may choose to commute by bike because of personal choice, wanting to do her part in battling climate change, or to increase her fitness. As compared to driving, cycling has lower economic cost and can enhance access and opportunity to the benefits of the city for those with less means (or those who choose to spend them elsewhere), such as em- ployment, education, culture, and community.
    [Show full text]
  • Newsletter September 2007
    Newsletter October 2013 Boroondara BUG meetings are normally held on the 2nd Wednesday of each month except January. Our next meeting is on Wednesday 9th October. It will be held in the function room of the Elgin Inn, cnr Burwood Rd and Elgin St Hawthorn (Melway 45 B10). The meeting starts at 7.00pm. Some of us arrive around 6.30pm for a meal at the Elgin Inn before the meeting. The Boroondara BUG is a voluntary group working to promote the adoption of a safe and practical environment for utility and recreational cyclists in the City of Boroondara. We have close links with the City of Boroondara, Bicycle Network Victoria, and other local Bicycle Users Groups. Two of the positions on the Boroondara Bicycle Advisory Committee, which meets quarterly, are assigned to Boroondara BUG members. Boroondara BUG has a website at http://www.boroondarabug.org that contains interesting material related to cycling, links to other cycle groups, recent Boroondara BUG Newsletters and breaking news. Our email address for communications to the BUG is [email protected] We also have a Yahoo Group: Send a blank email to: [email protected] to receive notification when the latest monthly newsletter and rides supplement have been placed on the web site and details of our next meeting, and very occasional other important messages. All articles in this newsletter are the views and opinions of the authors and do not necessarily represent the views of any other members of Boroondara BUG. All rides publicised in the Rides Supplement are embarked upon at your own risk.
    [Show full text]
  • The Rebirth of Bicycling Law?
    The RebiRTh of bicycling law? Christopher Waters * This article sketches the “law of wheelmen” as it developed in the late 19th century and suggests that, with the renaissance of cycling in North America, it is time to renew focus on the legal issues of cyclists. A comprehensive analysis of cycling’s legal needs across a range of issues – from legislation to enforcement and infrastructure – is in order and this article suggests an agenda for undertaking this analysis. For health, environmental and cultural issues, cycling is growing and the law and legal actors need to grapple with this means of active transit in a way that has not been done since before the automobile era. Cet article présente dans les grandes lignes le « droit des cyclistes » tel qu’il s’est développé à la fin du XIX e siècle. Il y est suggéré qu’avec le regain d’intérêt pour le cyclisme en Amérique du Nord, il est opportun de se pencher de nouveau sur les questions juridiques dans ce domaine. Il importe ainsi d’ effectuer une analyse complète des besoins juridiques liés au cyclisme à travers une série de questions allant des infrastructures à la législation et à son application. Cet article suggère un ordre du jour pour entreprendre cette analyse. Pour des raisons de santé, environnementales et culturelles, le cyclisme est en plein essor. Le droit et ses acteurs doivent en découdre avec ce moyen de transport actif, tout comme cela a été le cas du temps où ce moyen de transport était roi. 1. Introduction In the late nineteenth and early twentieth centuries, bicycling law, or “the law of wheelmen” as it was known at the time, was a distinct subject.
    [Show full text]
  • Measures to Address Traffic Enforcement and Bicycle Safety
    Page 1 of 6 ACTION CALENDAR October 29, 2019 To: Honorable Mayor and Members of the City Council From: Councilmember Rigel Robinson Subject: Referral: Measures to Address Traffic Enforcement and Bicycle Safety RECOMMENDATION 1. Refer to the Transportation Commission to consider a Resolution deprioritizing enforcement of the Idaho Stop and Dead Red conventions for persons operating a bicycle, after the operator has yielded to any other road users with the right of way, by prohibiting the use of any City funds or resources in assisting in the enforcement or issuance of citations for bicyclist violations of California Vehicle Code Sections 22450(a) and 21453(a). 2. Refer to the City Manager to develop a ticket diversion program to educate bicyclists as an alternative to monetary fines related to other infractions, and to ensure integration of Vision Zero principles in implementation of state Office of Traffic Safety grants. 3. Refer to the City Manager to develop a plan to calm and divert motor vehicle traffic on bicycle boulevards to provide people who bicycle and walk a safe, comfortable and convenient mobility experience by adding or reconfiguring stop signage and other traffic calming measures, per the recommendations of the 2017 Bicycle Plan. SUMMARY The proposed Resolution seeks to improve safety and incentivize bicycling by creating common-sense traffic enforcement priorities that align with our stated Vision Zero goals. This item further asks staff to create a ticket diversion program for bicyclists and explore adding and reconfiguring traffic calming measures and stop signage to maximize the efficiency of travel on bicycle boulevards. BACKGROUND Currently, VEH Section 21200 requires bicyclists and other pedal-operated vehicle riders to abide by the same laws as motorists.
    [Show full text]