In August, the City of Los Angeles officially adopted Vision Zero as policy, joining a worldwide movement to eliminate all traffic deaths by the year 2025. In this repost from the Vision Zero Network blog, Carolyn Szczepanski writes on how Vision Zero and equitable policing intersect.
Over the past two years, Vision Zero has helped to focus a long overdue spotlight on traffic crashes and their tragic toll on millions of people across the U.S. At the same time, activists with movements like Black Lives Matter have raised our awareness around another long-standing issue playing out in our streets: policing in communities of color.
This week, the “Why Isn’t Anyone Talking About This?” podcast out of Portland, Ore., (a Vision Zero city) explored the intersections between these two rising movements for health and safety for all. With enforcement as a common tenet for Vision Zero initiatives nationwide, the new podcast that focuses on social justice and the built environment convened three leaders of color in the active transportation movement to share their insights on Vision Zero and enforcement:
Keith Benjamin, Street Scale Campaign Manager, Safe Routes to School National Partnership
Tamika Butler, Executive Director, Los Angeles County Bicycle Coalition
Naomi Doerner, a transportation planner and mobility advocate based in New Orleans
To frame the conversation Stephanie Routh, a co-host of the podcast, asked a powerful question: “Does street safety only refer to traffic safety? Thanks to work of activists such as those involved in Black Lives Matter, there’s increasing awareness to the death, discrimination and disproportionate enforcement experienced by Black people, as well as other marginalized populations at the hands of police forces on our streets everyday. How does Vision Zero intersect with a broader call to street safety? Where can we go together?”
That question led to a rich discussion about the challenges and opportunities for Vision Zero, particularly as it relates to police enforcement.
Historically, many low-income communities and communities of color have been left out of the conversation about transportation planning — and their neighborhoods have seen chronic under-investment in creating safe environments, including sidewalks, bikeways and sufficient crossing times for pedestrians. Now, not surprisingly, many of those same neighborhoods are coming to the forefront as Vision Zero priority areas, because they are being recognized as hot spots for traffic crashes.
As officials and advocates take a more data-driven approach, thanks to Vision Zero, and prioritize making those streets safe, how do they ensure the strategies and tactics serve residents of these areas rather than exacerbate other challenges?Read more
On January 1st, 2016, several new road laws went into effect. LACBC board member and bicycling attorney Jim Pocrass was kind enough to talk about these new laws on a recent episode of Bike Talk and write up a summary of the new laws.
With the new year comes a host of new laws. Here is an overview of the new California laws that affect cyclists and drivers of vehicles (motor-driven or not).
Yellow Alert: The California Highway Patrol will start using a Yellow Alert to enlist the public’s help in hit-and-run crashes. It will operate almost exactly as the emergency Amber Alert. Hit and runs have become a California epidemic, taking the lives of hundreds of cyclists, bikers, pedestrians, and motorists each year.
The next two laws are not “new,” in the sense that they have been on the books for a while. They have been clarified in order to make them more specific to California lawmakers’ intentions.
Earbuds and Headphones: It has long been illegal to operate a vehicle—including a bicycle—wearing headphones or earphones on both ears, except in a few specific circumstances. Senate Bill 491 amends CVC 27400, which makes it unlawful to wear a headset covering, earplugs in, or earphones covering, resting on, or inserted in, both ears, while operating a motor vehicle or a bicycle. This prohibition does not apply to persons operating authorized emergency vehicles, construction equipment, and refuse or waste equipment while wearing a headset or safety earplugs.
There is some conversation among the bicycle community about whether or not earbuds are included in this statute. Though the word “earbud” is not stated within the law, apparently the Department of Motor Vehicles is interpreting the law to include earbuds as demonstrated by its press release in which it uses the term “earbuds” in the title of the law.
It seems clear to me that whether or not earbuds are specifically included in the writing of the law, they are certainly included in the intention of the law.
Slow-Moving Traffic: Assembly Bill 208 is codified in California Vehicle Code Section 21656. It was amended to read that on a two-lane highway, when passing is unsafe because of oncoming traffic or other conditions, any slower moving vehicles that are traveling slower than the normal speed that traffic is moving in the same direction at that time, must pull over either into the nearest designated turn off or wherever there is a sufficient area for safe turnout when there are five or more vehicles behind it so that those vehicles may pass the slower vehicle.
AB 208 has caused a lot of discussion in the bicycle community because the changes are so slight. The salient points you need to know are: 1.) since cyclists have the same rights and responsibilities of vehicle drivers, this law, naturally applies to cyclists, too; and 2.) the law only specifies two-lane roads and five or more vehicles behind you.
E-Bikes: Assembly Bill 1096 gave two of the three classifications of electric bike the right to access bike paths and bike lanes. This is the first of its kind of legislation in the country and demonstrates the growing popularity of e-bikes.
As of 2017, manufacturers must label e-bikes Type 1, 2, or 3. Simplistically explained, Types 1 and 2 have a maximum assisted speed of 20 miles per hour versus Type 3, which has a maximum assisted speed of 28 miles per hour.
According to AB 1096, Type 1 and 2 e-bikes may now be ridden in bike paths, bike lanes, bike routes, and protected lanes (Class I, II, III, IV bikeways). Having said that, counties, cities, and other government entities retain the right to regulate e-bikes as they wish.
E-bike riders still may not be permitted to ride, unless specifically indicated, in the following areas:
Bike paths and roads that are not under federal or state vehicle codes. For example, in a county park.
On natural surface parks, such as on mountain bike trails, and in open spaces.