How Do You Spell Design ...

I got started cycling around my neighbourhood in a West coast, Vancouver Island city in British Columbia as a fair weather rider, as a youth.  When I got into my first career, I got into riding which morphed into competing and then into teaching.

 For the most part I have ridden and trained on the roads. I have not been an off road type, but I have tried the basic trail areas in the Delta watershed in Greater Vancouver.   The provided infrastructure hasn’t always been the best place to ride, and cycling infrastructure, when available, wasn't much more of an afterthought. Cycling infrastructure has not been taken seriously until the last few years.

Off road cycling and on road cycling are two different types, but they overlap. The cycling principals are the same.

These terms from the CAN-BIKE program ring true across the cycling spectrum;

Manoeuvrability               Visibility          

     Predictability      Communication

                                                            Or  See  Be Seen  Be Heard  Be Predictable

What brought on this blog entry is a new walkway along the West side (backside) of the Edmonds Skytrain station, in Burnaby BC.     

I am adding the below pictures the pathway I am speaking about.

 

The above pathway goes along the back of the Edmonds Skytrain station. It goes along and takes a very left turn at the fence, and goes up to the rear of the East bound Skytrain platform.

…..  The fence.  The fence blocks off the area under the street. The pathway comes up to the fence then turns about 120 degrees and goes up to the Skytrain emergency exit.

There isn’t any direct indication that the new path is connected to the Skytrain station, and it looks like other portions of the pathways through Burnaby.  If you look at the pathway it appears to be a continuation of the actual pathway that comes into the Edmonds Skytrain area.  There are footings for what appears will likely be lighting.

Now let’s trace our steps backwards down the pathways to the lighted paved pathway along the edge of Central park, from Kingsway Ave to past Patterson Skytrain and MetroTown Skytrain stations.

The pathway along this portion is paved, lit and designated as a separated cycle and pedestrian path.

If you look at the above pictures, this area appears to be paved, getting ready for lighting, and appears to be a separated bike and pedestrian path.

 Further, the Edmonds section has the appearance it couples into the pathways from the Burnaby side, through Edmonds Skytrain station parking lot, off of the path along Rumble and up from the path from 22^nd St Skytrain station, along and past graveyard and the elementary school.

The fence is intact and has in fact been there for several years. It’s only a few blocks from the path, the Central Valley Greenway.  Behind the fencing, is an area blocked off for I can only surmise is to keep the graffiti taggers out.

It is not until you suddenly come upon this fence that you realize the path goes nowhere past the Skytrain station. Because the fence blocks the whole distance opening from side to side.  The cyclist must dismount and walk back around to the greenway belt path.  I hope the cyclists realize the fence is there prior to running head long into it !! They have to turn around and either go back along Griffiths, or out and past the grocery store behind the BC Hydro building.  This leads me to the other half of what I wanted to mention.

As I said earlier road designers/urban planners/engineers, those who design roads, neighbourhoods, cycling tracks, multi-lane roads/highways aren't always cyclists.

 Let’s go back a number of years in British Columbia.  In South Surrey along a number of roads the engineers were told that they were to add bike lanes on the existing roads surfaces.  They weren't to spend any more money, since they had none to spend to build/rebuild the roads or expand the surfaces to add a separated bike lane. I suspect   the road people weren't real sure what they were supposed to add, or exactly where they were supposed to add them.

They did what they were told, and added a marked (painted) biking area along the edge of the traveled road lane.  This bike lane ran along the edge of the road, okay so far not as large problem.  This is where the conventional wisdom has the bike lanes running even today.

Now, let’s add the twist.  We come up to the area where the road meets another road, and the turn bay which was designed into the road moves to where a turn bay is supposed to go.  Yes, the straight through bike lane continues along the outside edge of the road, a stops where the solid road lines goes with the road surface.

The cycling lane is expected to continue but there is nothing marked on the road.  Further the bike lane going with the road lane puts the cyclist way out of position and into a dangerous spot.  The cyclist now has to cross the turn lane, and then into the path of the crossing vehicles in the intersection, and deal with the vehicles that are going straight through.

Road have gotten somewhat better, in some places this situation was corrected, but in a number of places it wasn't.

The road construction people tried to point this cycling error out but those complaints fell on deaf ears.

As I mentioned the brainiacs saw some of the problems but didn’t little about it.

It was these type pf situations that assisted the rise of cycling zealots and their voices of how the designs were screwed up, and they were right.  They pointed out the facts and what could be done to correct the problem, and again they were close to what could work for both sides.

 - 96^th Ave and King George Blvd, on King George Blvd.

NOTE 1:  The bike lane goes South on the West side of the right turn lane and crosses the right turn lane.

NOTE 2: The left turn bay/lane extends back a long distance, a rider must cross two lanes of traffic and the goard to turn 

This brings me back to where I started, cycling where it is safe.  I mentioned the path to nowhere and how it was constructed by, well we just don’t know.

When you are riding you need to check out your route or routes prior to using them.  Maps are great and can be dated but may be out of date.  GPS is great but it sometimes has flaws in the program.  Try looking up Georgia Street, then Georgia Straight.  They sound very similar and if you have two thumbs like me, then you might make a typo, and see what you get.  On the Canadian prairies many of the cities and towns have a “Central Avenue or Street” and a “Railway Avenue”.  The Canadian prairie towns  were built by and around the great push West of the railway, so they builders named the towns and the roads in the towns.  I am told that the names of the new places were on a list of names that when they got to the bottom of the list they started again, so the name likely appeared more than once along the same railway line.

 I know some of you are wondering about names and building of maritime towns and cities.  I understand they  were built from the beach and central dock out, and no I have no idea how some of those places were names.

This brings us back to our opening line… How do you spell design….

There are many many factors that go into cycling infrastructure and design. Some that make sense, and then some that make absolutely no sense at all.

 Please take a minute to think it through and then take a breath.  We know the designers don’t normally ride, so they build what appears to make sense to them, and yes at times the world can look wonderful through rose coloured spectacles.

Find the route(s) that works best for you and where you are wanting to be.

 The most direct may not be the best route, or the safest route.  There may be a road/street/avenue/bike path that gets you where you want to be and is safer. It might be a little out of your way, but if it is quicker or the same distance and or time then it only makes sense.

Part of safe and defensive cycling is knowing your limitations and riding within them.

Now the kicker… knowing where the best place to be riding may not be where the designers have planned for you.

 This could mean riding where you are not accustomed to and maybe bend or twist the riding rules/laws.

Best to be right and where it is safe for you and not follow blindly what an anonymous designer thinks is best.

Use your head, use your abilities. When doing this hopefully you won’t have to use your superior defensive skills.

  Thanks for stopping by

      Safe Ride Home,

Chuck

Plans, Preparations, Courses and Combining them all together

The teaching season has started, at least for me here in BC.

Yes it has also been the first time I have taught a bike course with light snow falling.  It does give an ironic humour in saying cycling is an all weather sport, perspective is everything.

I would like to speak about some points that I feel should be considerations with teaching students/clients the concepts that are CAN-BIKE.

These concepts are valid for any teaching. CAN-BIKE, The League of American Cyclists courses, or the NCCP courses, or any course. I use these as I have taken Instructor classes from both of those cycling aspects very recently.

These concepts, are valid when teaching.  There are numerous reading, dissertations and up to and including PhD level writings on the subject.  I have picked out what I have been shown/taught, and what has worked for me.

As Instructors we have to recognize that we have a diverse group that are coming to us with the request to learn to ride better.

The next thing we as Instructors need to recognize is the four ways people learn;

1 By Doing – Many people need to try some activity in order to learn a particular skill.  This is sometimes called Kinesthetic or Tactile Learning

2  By Hearing – There are many who have to hear what they are learning in order to best absorb it.  These people are often called Auditory Learners.

3  By Seeing – Some of us need to use our sight to get a good idea about what they are learning.  This is called Visual Learning.

4  By Thinking – Some people need time to think and understand before they learn.  People that learn this way are often called Cognitive Learners.

We all learn in all four of the ways above, but most people have one or two ways that are more prominent.  If we know how we learn best, it can help us to better and more quickly assimilate new information and develop new skills quicker. In turn how to pass the information we are teaching across to others.

I have learned from the NCCP Facilitator training there are three levels of teaching.  I have also learned as the person who is teaching, we need to recognize how we fit into the grand scheme.  The three key functions are;

Instructor

Guide

Moderator

We learn while teaching where we fit, and then to use the three levels mentioned. 

Each person is different and uses the levels differently, and views the levels differently.

Experience teaches us to recognize when to use the levels and how to make them work the best for the group be taught.  

Once we know how best to present the material then we can present our lessons to achieve the best outcomes.

As an Instructor we need to be aware that we need to teach in ways that everyone can learn, not just those who are closest to our way.

Now once we combine the ways we learn, and the ways we teach and the way others learn with the courses being taught, then the outcome will be better for those taking the course(s).

 Let’s look at the CAN-BIKE course list.

There are a number of different levels of courses that are offered. They are:

Youth Kids CAN-BIKE Festival

Youth Kids CAN-BIKE

CAN-BIKE  Adult learn to ride 01,

CAN-BIKE  Adult learn to ride 02,

CAN-BIKE 01, tailored for youths

CAN-BIKE 01, tailored for adults

CAN-BIKE 01, tailored to Police volunteers and Security officers

CAN-BIKE Freedom for Women  (CAN-BIKE 01 Women Only)

Rural CAN-BIKE

CAN-BIKE 02,

Here in BC I offer:

CAN-BIKE Advanced 

CAN-BIKE Pro courses.

The courses offered depends on the Province you are in.

 *NOTE* Not all courses offered in all places in CANADA.  Please check with the CAN-BIKE office in Ottawa Ontario at www.canbikecanada.ca for further course information.

When you look at the courses offered through the CAN-BIKE program, you discover they cover the spectrum of age, 6 to 80, and ability. I use 80 since I had a gent 80 years young in a CAN-BIKE One class last year, and did very well.

Is it fair to allow a person to take the class if it is above their ability? A rider who gets either hurt or embarrassed isn't likely to continue. We want them to learn, come back and more over have fun.

You should have a plan, okay a basic idea, of how you want the class, and/or portions of the class to go. The goal is to have the teaching objectives successful.

In my particular case, when it comes to the parking lot portion, slow speed skills, I carry a laminated recipe card with all the skills written down/listed. That way I can follow the progression, and keep a track on what I have done, what I need to do and make sure my time line is working out correctly.

My dear wife is a teacher and has taught me how to make sure you are as prepared as you can be. Get your material in order,  get the things you are going to use inside and outside the class ready and on hand.

I carry everything I use in the back of the truck and in places I can reach quickly and easily.

Keeping a class, inside and outside running smoothly and as seamless as possible, is the key.  At the end of the day when those taking the course didn't see any hiccups or disruptions, then you are closer to being successful.

The other thing you want to take into account is who you are going to teach with. Good chemistry is everything. I am blessed that I have a group that I can work and co-teach/team teach with.

To those in that group, and you know who you are, THANK-YOU for your assistance and support.

Not everyone can lead, and in turn not everyone can sit second chair. You need to be comfortable and have the confidence to be in either spot. The success of the students must be the first consideration, after all in all most every case, they are paying you to teach them.

The last thing you want is someone coming up to you at the end of the day and saying they didn’t get their monies worth.

The objective is to be prepared, to be confident in your material and your abilities and those you are team teaching with.

The bonus is someone coming up to you, shaking your hand, and saying Wow, that was great I have been riding for a lot of years and I learned something new today, Thank-you.

Thanks for Stopping,

                    Safe Ride Home.

Chuck

Let there be Light Updated

Previously I had done a blog entry entitled “Let there be Light”.

In that entry I spoke about using lights when riding at anytime, day or night. I spoke about the fact that lighting IS A MUST when riding, and I also said that being seen when riding is imperative to safely finishing a ride or a commute.

I have just completed, very successfully I might add, the American League of American Cyclists Instructors course in Seattle Washington.  On that course was a night portion. Initially, I couldn't figure out what the purpose was or why they would have a group of Instructor candidates go for a night ride. The night ride was a good idea as I quickly saw, let me explain.

Once darkness fell we got together outside the Cascade bike club office for the ride.  We rode down into and through the former naval complex were there office is located and out to the back road and onto bike/foot path.

I should mention the weather was clear, the roads were dry, and the temp was about +2 degrees Centigrade, so blaming weather, roads or sight lines were not a factor.

 It was dark as we rode away from the overhead lighting and at that point I could see the true value of lights and reflective clothing, and the reason for this portion of the Instruction.

I must admit that that 90 minutes changed my point of view, in a good way.  It also showed me that lights at both helmet height, and handle bar height are a good idea. 

We as Instructors need to know how and what we see and how others see us, as riders.

We as Instructors need to be able to explain this concept in a way understandable to our students/clients/candidates.

 CAN-BIKE teaches the 4 Core Concepts as follows:

                                                Manoeuvrability   Visibility   Predictability and Communication

  I have paraphrased these as                    

See  Be Seen  Be Heard  Be Predictable

Now here is where these two streams come together, because I am quite sure you were wondering where I was going.

If you can’t be seen when riding during the semi-darkness/darkness hours, then you are far more likely to be a statistic, and possibly a fatal statistic.

Studies have shown that most bike crashes/incidents happen between 4 PM and 7 PM, on suburban streets/roads, in other words -  afternoon rush hour.  In a number of those crashes the rider wasn’t using proper lighting or reflective clothes.  The rider wasn’t seen until it was too late.

When we went out on that night ride, it became obvious who had lights and clothes for after hours and who didn’t. I guess I just thought that if you are going to ride after dark, and you are going to teach others and want them to take you seriously, then you need to be able to show what I would consider “best practices”.

We went down to the end of the road, along the path, into the growing darkness, stopping about 50 meters from the path end. We rode down the path, in two’s with our lights on, with the others in the group observing how our lights and clothes reflected back.

The rain pants that I have from Cascade Ware Ltd. in Vancouver BC were the most notable in the lights. The reflective stripes on the legs were what stood out the most, second was the stripping down each leg.  As a matter of fact I was asked where these rain pants could be purchased.

There were others that didn’t have much reflecting material and their lights were what I would consider sub-par.  I guess it comes down to perspective.  Who believes in what level and at what level are people comfortable teaching and leading others.

I have always joked that on a clear bright day I should be able to be tracked from the space shuttle by my lighting and clothing. Safety first, safety last, safety always.

The Master League Certified Instructor and associate League Certified Instructors (LCI) made their point about lights and reflective materials in a way that explanation in a classroom could never have achieved. I was impressed and will seriously consider adding the night ride, showcasing lights and reflective clothing/materials in classes where it can be best understood.  I’m thinking this would be a good addition to Police training classes, showing perspective.

The bottom line is that lights and reflective clothing/materials are essential to riding at anytime and absolutely critical after the sun goes down.  It is great to be able to see, but the question quickly becomes: Who can see you?  If the driver didn’t know you were there until he heard and felt the thump, then it is way way too late, and you, my riding friend, have become a crash stat, or worse. Somewhat melodramatic, yes, but ….

What I am trying to say in this entry is that proper lighting that can be seen from a reasonable distance, along with effective reflective clothing, are a key to safe defensive riding after dark and in most types of weather.  The worse the weather to ride in goes hand in hand for the lack of ability of drivers to see the riders.  As riders we know that when the weather is lousy and it is hard for us to see what is happening around us, then it is hard for the drivers around us to see us. In other words it is just as hard for them to see us as us to see them.  I would suggest that in some cases it is harder for drivers to see us, due to the fact that cyclist’s not properly lit/reflective blend into the back round.

Riding in the proper places for cyclists is a safety factor that can’t be ignored.

Remember above it says Seen, Be Seen, Be Heard,  Be Predictable.

Money spent on better than average lights and reflective clothes is money well spent, very well spent. You do not have to break the bank for good bike lights, and reflective clothing.  Mountain Equipment Coop (MEC) in CANADA, has both front and rear lights, both battery and rechargeable from computer, at a very reasonable cost. They also have reflective clothing in bright colours.  I am not a fan of the red cycling jackets, since what I have seen is that the red just seems to blend into its surroundings  I don’t feel red is bright enough after dark.  That is my opinion and observation.  Good enough, just isn’t.

If you take the time to make sure you are seen by those around you in time to deal with you as a rider and make the proper safe adjustments, then you have fulfilled three of the four above – See, Be Seen, and  Be Predictable.  Then the Core concepts have been understood and achieved.

I'm not here to support any particular company or product, but when I find products that I believe are worth noting, then I will mention them.  I wear them and if I am prepared to use them why not tell others about them.

Thanks for stopping by,

    Safe Ride Home

Chuck

January Cycling courses

Good day and Happy New Year, Gung Hei Fat Choi.

I am sorry that I haven’t kept up with my saying that I was going to post twice a month.  Jan 2014 has been busy for me in regards to taking cycling classes/courses, not giving them.  I firmly believe that we as Instructors must keep current and know what is happening. So that is what I have been doing.

So far this month I have completed

The National Coaching Certification Program (NCCP) Learning Facilitator training for

                 Let’s Ride!  Community Cycling Initiation stream

                 Ready to Race, Introduction to Competition stream

I am now “Trained” as a Learning facilitator for the Let’s Ride Stream and “In-Training” for the Ready to Race, Intro to Comp stream. Once I co-facilitate two courses in the Community stream I will then be certified to facilitate in that stream.

I know that sounds like a mouthful, and it is, but these are two district streams in the NCCP system. Both are excellent and if you are interested then by all means make contact with your Provincial cycling office and ask about them.

I successfully completed the League of American Cyclists Traffic Safety 101 (TS101) course.

This week-end I’ll be taking and expect to successfully complete the League of American Cyclists Instructors (LCI) course.  Once I facilitate one course, in the US, then I can be certified there also.

The NCCP training was through Cycling BC in Vancouver BC and the LCI courses was through the Cascade Cycling Club in Seattle Washington USA.

A tip of the cycling helmet to both groups to facilitate these training courses.  In the case of Cycling BC, they brought the Master Learning Facilitator in from Winnipeg Manitoba for that week-end. The TS101 was led by two gentlemen from Seattle. The Seattle LCI Instructors course Instructor is being brought in from Eugene Oregon.

Three January week-ends, three cycling courses.  When you add working and travelling to the mix it has been busy.  This is why I haven’t had much time to post.

Please note, I am not complaining, quite to contrary, I have been expanding my knowledge and seeing how other sections and cycling groups do things.

I have mentioned previously that cycling is a life skill, and a life time skill, so taking more courses/classes is part of that lifelong learning.

I have already noticed areas where we as the non-competitive cycling community can do things better. In turn I can see where the non-competitive  community can assist with cycling safety and knowledge with the competitive community.  I have also seen aspects that are similar and could be changed from the League of American community and CAN-BIKE.

I will be making comment on the similarities and differences once I complete this week-end in Seattle. Please don’t take that as anything other than what I see, and I am not making judgments on programs.  I can see where CAN-BIKE came from and how both systems have grown from the seeds planted by John FORESTER. FORESTER was a visionary that much is obvious to me.

I may have mentioned previously that I also sit with two others on the CAN-BIKE national curriculum committee. This training is also assisting with the work of the committee.  As a matter of fact aspects of the NCCP streams were brought forward to the table to show a way to make training safer for the CAN-BIKE side.  So, the newest training is already showing positives. The cross training in teaching techniques and knowledge will show more dividends, of that I am absolutely certain.

One of the benefits of knowing we were going to be riding in Seattle and our cycling ability being assessed was the fact to get the road bike/wind trainer back out and going.  I could see others on the TS101 course that hadn't done that and were powering out on the way back to the Cascade office, so I know that I did the right thing by preparing.

The 2014 CAN-BIKE calendar is already getting spaces filled, and that is a very good thing.

Will have more to add once this week-end in Seattle is done. I’m looking forward to it.

Collisions: What to do when.....

Let me state at the outset, I have a back round in law enforcement. This has been mentioned previously. So if there is a perceived law enforcement slant, it isn’t intentional.

I just want anyone and everyone who rides or reads this to come back home alive and well after their ride.

Let's be clear on the words we use here, as the words are going to be critical in this blog entry as we continue on.

An accident is just that, an accident. You are hit by a falling meteor, that is an accident.

When two or more objects come together, that isn't an accident, that is a collision.  When a motorized vehicle and a cyclist make contact, that isn't an accident, that is a collision or incident.

• Ø  Was there a reason for the contact?
• Ø  Could it have been avoided by the parties involved?
• Ø  What’s the reason the collision occurred?
• Ø  Which party involved was at fault?
• Ø  Was there another mitigating factor involved?

In every collision there was a reason why it happened, therefore it was no accident, short of riding on a country road and you get nicked by that meteor we spoke of previously.

I refer back to the Four Core Principals of CAN-BIKE

            Manoeuvrability, Visibility, Predictability, and Communication

                                   Or

                    See,   Be Seen,  Be Heard,   Be Predicable 

Defensive driving, like defensive cycling is trying to predict what the other guy on the road is going to do, by their actions or inaction's, before they do it. Being able to act or react are the keys to arriving back home in one piece. Cycling isn't a place where you can jump on your bike, put your brain in neutral and go. Cycling is a thinking exercise, I would almost equate it to chess. If you watch the pro racers they have coaches who build strategies for a reason. The first person to the other end of the ride, still in the saddle wins it’s just that simple.

Starting from your residence, having a great ride and ending up where you planned, that is a win.

Planning is a safety thing, so when that collision does happen, then you need to know what to do.

A special thanks to Mr. Hay, a lawyer in Vancouver, who is also a cyclist, or should that read a cyclist who is a lawyer to support his riding habit. Either way he has published a list of Do's and Don'ts when it comes to what you do and do not do when involved in a collision.  He has allowed me to re-publish that list here.

Please take a look at the list, and remember as many as you can when the time comes.

Statistics say “A cyclist is involved in a minor event about once every three years and a major event once every ten years".

When I found that stat, I looked back over my riding years and figured I have better than the odd smackers said I would, but I also didn't kid myself, I know my time is coming at some point.

I want to add a little levity at this point because this is a sombre subject...

Someday my ship will come in... And with my luck I'll be at the airport !!

We can't control fate or our destiny, but we can make some preparation so and knowing what to do and what not to do makes good sense. 

Cycling safety isn't just knowing the rules of the road, and how to negotiate tight confines with confidence, skill and grace.  Safety is also thinking ahead a couple of moves on the chess board of traffic you are in, about to go into or through.

In my classes I joke about cycling being full contact, full combat, and the courses not being your mothers cycling course.  I, as an Instructor teach and expect the rider to think ahead.

I recall another saying about pilots, I believe it is; A superior pilot uses his superior ability and experience so he doesn't have to use his superior flying skills.

Cycling should be viewed in the same basic way. Using your ability and experience to see what is happening around you so you can act and be ready, therefore you don't have to use your superior skills learned and honed.

Avoidance is the best policy, wearing bight coloured reflective clothing, having lights front and back, and riding where you are reasonably expected to ride will assist you in avoiding a collision, but when 'that' time comes please remember what Mr. Hay has said, and deal with the situation accordingly.

       Your safety is first and foremost !!!

       Bikes are just stuff, and we can replace stuff. We can't replace the cyclist.

All the parts attached you started with you want to end with. That certainly sounds melodramatic, but it is hard to argue with.

Bottom line, avoid collisions should go without saying, but if and/or when it happens be prepared. Here is a case when knowledge is power. Have the proper mind-set, WIN, there is no prize for second place in this one. Be a fighter, you could be injured, and seriously injured. Like I said, WIN and you will likely be around to ride another day.

Hopefully you will never have to use the points made. 

Please remember the points from Mr. Hay, and look out for yourself.

Winning and thinking are the only options to ride again another day.

DAVID HAY'S TOP TEN LIST OF DO'S AND DON'TS FOLLOWING A TRAFFIC ACCIDENT

The things people do and say following a traffic accident are often given significant weight by a judge or jury during the trial process. Underlying the theory of evidence is the notion that the further one is from the event in issue, the more inherently unreliable is the recollection of that event, given the impact of anger and denial around the trauma itself, the tendency to reconstruct, and factors related to litigation around the event. However, witnesses I have come across over the course of ten years of practising law have seldom possessed the presence of mind following a serious trauma to take steps to protect their legal position related to that trauma. Let's face it, the furthest thing from anyone's mind following an accident on a bicycle is the possible impact of what they say or do on a lawsuit over the accident. With that caveat in mind, here is my top ten list of do's and don'ts following an accident. This list is based on some of the difficulties I have seen people get in which might have been avoided if they simply had been a wee bit more mindful of the future implications of their conduct.

I preface this list by saying that if you have been involved as a cyclist in a serious traffic accident (and in my experience most accidents between cars and bicycles are relatively serious) there is very little if any anything you can do to improve your legal position and almost invariably, anything you say or do in an effort to explain what happened will be used against you. So don't try.

                The Do's

1.     Try to observe where you are immediately following an accident - make a mental note of where you are in relation to your bike, the car which struck you, and a reference point such as the painted lines of cross walk, a light standard, fire hydrant, corner, bus stop, etc.

2.     Try to obtain as much information as you can relating to the identity of the driver, licence plate of the vehicle, and any witnesses to the accident - this is particularly important if the accident is a hit and run and the police do not attend. Get legal advice immediately as there is a positive obligation on you to attempt to ascertain the identity of the driver and owner of the vehicle.

3.     If the ambulance attendants ask you to go to the hospital, go - you score no points for being stoic and from a medical point of view it is usually a good idea to take the time to get examined.

4.     Control your temper and avoid belligerence or antagonistic behaviour - you may be understandably upset but restraint in these circumstances is of immense value - conversely, displays of anger only predispose witnesses, adjusters, and the ultimate triers of fact to not see things your way.

5.     Talk to a lawyer prior to talking to ICBC - you are required at law to provide information to ICBC but you are not required to provide information directly to ICBC and there is seldom an upside.

                The Don'ts

6.     Do not apologize - we have a tendency to apologize to the person who stepped on our foot. Unfortunately, an apology is often interpreted later as an admission against interest even when, at the time it was made, it may have had nothing to do with who was at fault for the accident.

7.     Do not discuss with the driver of the car or the witnesses what happened unless the driver is explaining to you how he/she was at fault for the accident - in that event, listen carefully and do not offer a statement such as 'It's ok, I think I am fine.' Accident victims are often in a state of shock as a result of which they cannot experience the full extent of their injuries until sometime later.

8.     Do not agree to settle the dispute privately. It may be that you can do this but wait until you have had a chance to fully consider what happened and the consequences.

9.     Do not give or sign long winded or complicated statements surrounding the circumstances of the accident - you will likely be approached both by the police and ICBC - if it is not practical or reasonable to contact a lawyer prior to giving a statement, then keep it very short and concise to allow for further reflection: remember, your statement can seldom help you.

10. Do not pay a traffic ticket related to the accident simply because you have no time to file a dispute. The payment of a ticket, though not conclusive of your legal dispute with the driver, certainly indicates a guilty mind or a lack of confidence in one's position and tends to impact on a case in negligence against the wrongful driver.

David Hay is a litigation lawyer and partner at Richards Buell Sutton LLP. RBS is a full-service law firm in Vancouver delivering legal advice and solutions in all areas of practice. The information above is not legal advice. Anyone seeking legal advice should contact David directly.

  

I believe that if you wear your helmet, wear bright reflective clothing, and use your bike lights anytime you are on your bike, you should lower you chances of being involved in an traffic incident.

This does bring up the question of proper and effective cycling infrastructure.  Excellent points, points that I will address in the coming months.

Please ride defensively and using your riding skills and ability to keep you out of having to refer to Mr. Hay’s tips, but if you end up in an incident, make sure you remember what Mr Hay’s has put forth.

Thanks for stopping by

      Safe Ride Home,

Chuck

** The Do’s and Don’ts list republished with permission of David Hay.

 First published by the British Columbia Cycling Coalition newsletter, July 2003.

Possible Christmas ideas for Cyclists

Christmas is just about here, and the Christmas shopping season has started in Ernest, after all it’s the last week of November.

In our house ideas for stocking stuffers and Christmas gifts are being sought with great fervor.  Put on the spot, these questions are hard to answer, but when moving about and at strange times, you think about items that you could use or would like to get. 

 I have tried to put together a possible list of fun and useful items,  things that we as cyclists would like, but make others think we’re a little off our gourds.

THE LIST

  What I feel is the most important gift I can get from my family and friends is the gift of time. 

Why not go for a ride with your cyclist, or help them work on their bike(s). Ask them about their bike, or, if biking is not an option for you, go for an easy workout, a swim or a skate.

 My daughter gave me a gift of going skating, then a burger and a beer.  That couple of hours was worth far more than any monetary gift. 

Here is my list of suggestions, in no particular order and by no means definitive:

Ø  LIGHTS, Lights can be purchased for a very reasonable price. They affix to your bike your helmet, your bag, your back pack. They can be either AAA battery, or USB rechargeable.  Both front white and rear red.

Ø  Hi-Viz clothing (vests). Yes they are an ugly fashion statement, but they will save your life. They can be purchased at bike shops, or anywhere construction supplies are sold. As long as they are bright; I like orange since they don’t clash with those workers on the streets or emergency personnel.

Ø  Reflective tri-angle that you can affix to your back-pack.

Ø  Bike helmets, I believe in bike helmet usage, so I think they are a great gift.  Costs of helmets span the financial spectrum. Please make sure they haven’t timed out.(check the mfg. date and add 5 years, if your helmet is inside those numbers then great, if outside, then seriously think about replacing it, it has timed out.)

Ø  Multi Tool which includes a chain breaker/repair tool. Crank Bros, for example has a good one, their “17 tool” model. Park tools also make excellent bike tools.  Others companies have the same thing, I just mention two companies I am familiar with.

Ø  Chain cleaning tool/ chain cleaner.  This should have a bottle of cleaner with it. Biodegradable is a great idea, and planet friendly.

Ø  Cleaning brushes. There are different ones, for different uses and places on your bike.  Good idea to have a few since once they get dirty they are all but impossible to clean.

Ø  Bike mounted mini-pump. I got mine from my local bike shop.  Make sure it can work on your type of tire valves !!!

Ø  Y-Tool, male ends, 4.5/5/6 mm.  I carry one of these with me anytime I am on my bike, and especially when I teach.  This tool will adjust about 85% of the bolts on your bike.

Ø  Y-tool, female ends, 8/9/10 mm.  I have a couple in tool box, but it isn’t as well used.

Ø  Y-tool, male ends, 2/2.5/3 mm. Again I have a couple of these, but not used as much

** NOTE **   I mean no disrespect, expressed or implied when I mention, male or female ends.  I just want to explain the type of ends.  This is how I learned it through tool places. Sorry if I have offended anyone.

Ø  Pump straps, a great idea to hold your pump onto your bike.  I have very low faith in the plastic clips that hold your pump into the plastic holder.  These are a great idea to have one around your pump when you ride.

Ø  Tire Levers.  I have about two dozen of them in my tool box, teaching materials and on my bike. I carry three on my bike and as I said I have lots more nearby.

Ø  Basic bike tool bag for attaching to your bike.  Bags don’t need to be big, but they need to be able to carry the few items you really should carry with you. This isn’t a suitcase, think less is more.

Ø  Stubby crescent wrench, sometimes the bolt you need to tighten/adjust just isn’t part of your multi-tool.

Ø  Basic eye cover, protect your eyes, you only have two of them, and you just can’t see bugs coming, or keep the rain and road grime out with your hands. Basic safety glasses will work fine, or you can use fancier name brand ones.

Ø  Neck warmers, they may look goofy but they work.

Ø  Skull cap, it’s thin, it goes under your helmet, and it covers your ears.  We lose a majority of our heat through the head, so this will slow that cooling process, and make the ride more enjoyable.

Ø  Cycling shoe Booties, they fit over your cycling shoes and keep your feet from getting soaked. Your feet will likely get moist, but not soaked.  These also look goofy, but they work.

Ø  Full finger gloves that fit properly. I would suggest gloves with material that will not allow the gloves to slide about on your handle bars.  Again, glove costs cover the gambit, so look around.

Ø  Full finger gloves for wet, that fit properly. Mountain Equipment Co-op is a multi-sport place, similar to MEI in the United States. They sell gloves for canoeing that are for use when wet.  Well, we ride in the wet, and these work great.  I have a couple of pairs, the thin about 2mm ones is what I have.

     Information Tid Bit One – If you are looking at mitts over gloves, then make sure you get the type that has the thumb and at least one finger available.  If you can’t grab and operate brakes, then they aren’t safe. SAFETY FIRST, SAFETY LAST, SAFETY ALWAYS!!

Ø  Boot Dryer, in my opinion, wet, cold, soggy cycling shoes and wet socks are the last thing I want to put back on. Cycling shops don’t normally sell boot dryers, but work clothing places such as Mark’s Work World, or similar type places usually do. From soaked through and through to dry – overnight.  And that is a very good thing. You can also put your gloves on once your shoes are done.  If there is an outdoor worker in your house, they can put their work boots on. IT WORKS.  I bought one for my cycling shoes.  My son the plumber found it and I lost it to him.

Ø  Book by Deny’s Beames – Taking the Road, Safe and Effective use of the Bicycle for Fun and Transportation. 216 pages of really excellent information on cycling and safety cycling and defensive cycling, $ 24.95. Beames is a CAN-BIKE National Examiner and incredible knowledgeable in this field.  I feel a “Must Have: for any cycling library.

Ø  A basic glass case that way when you drop your glasses into your bag / back pack you won’t break or bend them. I suggest a hard sided case, since a whole lot of other stuff will also be stuffed into your bag.

Ø  Water Bottles/ water bottle holders, just like it sounds, you can get these at your local bike shop with their logo on them. If there is room on the bike frame for more than one, then fill all the spots.  Your rider will thank you on a longer ride or a hot day.

Ø  Hydration packs, great idea, and you can carry any extra things you feel you need to carry. It is for water and not much more.

Ø  Locks, cable/lock combination, only leave out and unlocked what you can afford to lose. Locks come in many sizes, shapes and price points. A small amount for a lock, or a large amount to replace a bike. Small diameter steel cables can be custom made at most hard ware stores for your bike, your vehicle bike carrier/rack.  Locks are cheap insurance. Make sure it is long enough to capture both wheels and frame.

Ø  Bag of rags, can get these anywhere, such as Costco or Rona, or any similar type place.

I have mentioned a couple of product names, I am not trying to push any particular company.  I mention these names to direct you to what you are looking at. It gives the ability to ask for what you want, rather than getting what you don’t want, and finding out after the fact.

Do your homework and have an idea of what you want prior to buying.  My other suggestion is deal with a place that deals with bikes and bike supplies. They can assist you to get what you want, and give you options and price ranges.

If your cyclist deals with a particular bike shop, and I suspect they do, then go there.  They will know your cyclist and can assist you with your purchases. A good chance they already know what is on their bike.

Most expensive isn’t always best.  Functional is what you are after.  Sometimes you have to think outside the box to get what you are wanting

I am very sure there are other bike items that could be added to this list.  If you have other items, please let me know and we can make a list for everyone that might be struggling with small items for the cyclist(s) in their lives.

A good ride, either on the roads or attached to an air trainer will help with the extra dessert or chocolates you consumed, or snuck when you thought nobody was looking.

From Kim and myself may your Holiday Season be wonderful, and the positive memories they bring last a lifetime.

Merry Christmas, Happy New Year, Happy Hanuka

Thanks for stopping by

      Safe Ride Home

  Chuck

Let There Be Light

One of the basic corner stones of bicycle safety is the ability to be seen.

  So naturally it should be part of the 4 core CAN-BIKE concepts, that being VISIBILITY.

At this point let me remind you of the other three

     Manoeuvrability, Predictability, and Communication.

OR   See, Be Seen, Be Heard, Be Predictable

  One of the first things most people do when they enter their residence is turn on a light - so we can see. We get into our vehicles and the day time running lights automatically come on, so others can see us while the vehicle is moving.

Cycling should be no different. Lighting, proper lighting, effective lighting, should be one of your first considerations when going for a ride.

In British Columbia lights are required for cyclists operating 1/2 hour before sunset and 1/2 hour after sunrise.

About 2% of traffic fatalities are bicyclists. Some of the characteristics of these fatalities are as follows:

                94% of bicyclists killed in traffic crashes were 16 years of age or older; 

                34% of fatally injured bicyclists were struck by a vehicle in darkness; 

                19% of bicyclists killed in traffic crashes were struck by a heavy truck.

Given that a third of fatalities occur at night, enforcement campaigns should also detect bicyclists riding at night without a light on.

**1

 Information tid bit One - if you check the BC Motor Vehicle Act it actually reads - 1/2 hour after sunset and 1/2 hour before sunrise.

 I suspect this is a typo that no one has caught previously.

I am a firm believer that if a cyclist is out and moving, then they should be lit up as much as possible.

Last week I was in downtown Vancouver after dark and the majority of the cyclist moving in the separated bike lanes had lights, and had them on.

Contrast that with today just after sunset along the Haney bypass a lone female cyclist is riding along the side of the road, with traffic, but with no lights at all.  She had stopped at an intersection, and was waiting to cross.  You couldn’t see her in the semi dark, until the last second.  I noticed in my mirror that she found a hole in traffic and rode across, and continued riding.

When you consider most cycling incidents occur at intersections, in the later afternoon, and when the cyclist has no lights…..  She is a recipe for disaster, or much worse.

Bike lights used to be a generator based unit that attached to the front fork and the generator unit sat against the front wheel and gave some light as long as the bike was moving.  When you stopped moving then the light went out. We then went to a battery type system.  That battery was the size of the water bottle and heavy. The battery’s weight was almost the weight of today’s bikes, and took hours to recharge for a short duration of light. Better, but not great, at least you had lights when you stopped moving. The light seemed to last for the first half of the trip then ran out of charge for the ride home, and took all the next day to recharge.

Technology has brought smaller, brighter, lighter, and more powerful lights and lighting systems.

Information Tidbit Two:

                  Lumen's is the term used to measure the candle power of some lights.

                  The higher the lumen's number the more powerful the light and the more light is                                                               generated.

 Bike lights come in all varieties of size, lumen's and attachment points. So a light that has a rating at 200 lumen's is a bright light.  The light I have mounted on my helmet is 250 lumen's. It lights my way allowing me to see what is ahead, illuminates the road in front of me, and allows others around me to see me and react accordingly.  Moreover other road users can see it from a distance.

I have the white light on the front of my helmet, along with a white light attached to the front handle bars on my bike, and a red light to the rear of my bike and on my helmet.

BC requires cyclists to have a red light to the rear that can be seen at a distance of 150 meters.  

Lumen's is one measurement, know lets add another – wattage.  A number of the current rear lights are measured in wattage.  I have a one watt rear light, AAA battery powered. The red rear light on my helmet is the rechargeable type.

The newest light I just purchased has two .5 watt lights to it, still one watt, just distributed a little differently.  My current one watt cherry bomb rear light shows up in downtown Vancouver, through the light pollution that comes with a busy downtown core. That is quite something when you consider the lights along Dunsmuir Street.  I have been able to follow the same light as mine on a bike up to three blocks away.  That same light was see able at a kilometre on the highway out here in Maple Ridge at night.

When you combine good, visible lights, affixed properly to your bike, you or both, then you are being a much safer and polite rider. When you add a high visibility safety vest, you are see-able from a longer distance and in more than one direction. 360 degree visibility is an achievable goal !!

Day time and especially at night, using your lights when you ride should be a natural part of your safety preparation.

In comparison to the possible consequences lights don't cost much, and have a safety return of many fold.

Lights for your bike, front and rear don’t cost much.  Triple A batteries can be a recurring cost if that type of light is used, but I have only had to change the batteries in my rear light once in two years, so the return in investment is pretty good. Even once a year, the cost per mile ridden, is  very very low. 

Most of the newer lights have a USB slot and come with the cord, so plugging in your light(s) into your lap top or any device with a USB port will keep your lights charged. This brings the cost down to a very reasonable level.

I feel affordability is a given, trying to say you can’t afford the light… you simply can’t afford not to. About $ 10.00 each, one front and one back.

You’ll likely spend more than that in 24 hours for coffee from your favourite coffee barista.

Please use your lights any time you ride.

                          Riders that ride using the motto:

                                   SEE, BE SEEN, BE HEARD, and BE PREDICTABLE

have a much higher likelihood to survive to ride another day. 

Safety is also about letting others know you are there so both sides can make the proper decisions with the correct information.

Using lights is a cornerstone to safe riding.

Thanks for Stopping By,

       Safe Ride Home

Chuck

**1 – Information obtained from the BCAA website in an article on traffic safety, 2013.