Cambridge Civic Journal Forum

February 21, 2017

Black ice blindness

Snowmelt drains across "protected" bikeway on Massachusetts Avenue in Cambridge

Snowmelt drains across “protected” bikeway on Massachusetts Avenue in Cambridge

The photo is of a stretch of barrier-separated bikeway recently installed on the north side of Massachusetts Avenue between Sidney Street and Douglass Street in Cambridge. The headline of the February 17, 2017 Boston Globe article with this picture is “Snowbank becomes accidental hero for area cyclists”.

But — the shiny area in the bikeway is meltwater from said snowbank. When the temperature drops, the water freezes into a sheet of black ice. The usual drainage techniques don’t work here because, if you will excuse me for belaboring the obvious, the “hero barrier’ is uphill and water runs downhill. I discussed bikeway drainage issues in more detail recently in a post on another blog and years ago in connection with the 9th Avenue bikeway in Manhattan. Just to make it clear, I do have  nice things to say about other features of the 9th Avenue bikeway.

Neither Steve Annear, author of the Globe article, nor anyone quoted in it, makes any mention of the black-ice problem. They are all enthusiastic about the snow-barrier.

From the article: “I like this snowbank-protected cycle track,” Ari Ofsevit, a local cyclist, said on Twitter.

Ari is more than just a “local cyclist”. He widely, imaginatively and thoughtfully discusses transportation improvements his blog. I usually agree with him, except when he turns a blind eye to problems with barrier-separated on-street bikeways.

The article cites Joe Barr. Director of Traffic, Parking, and Transportation for the City of Cambridge:

Barr acknowledged that the snow mound separating the bike lane and the road has offered a sense of protection to cyclists, but he said it could also be masking damage to the base of the flexible posts.

“We won’t know that until we get some more melting. But it certainly looks good on the street,” he said.

And Richard Fries, Executive Director of the massachusretts Bicycle Coalition, commented:

It’s great. It won’t last that much longer, but it does help to hammer into people’s heads [road] patterns and driving habits,” he said. “Because it’s there, it makes the existing bike lane more visible to drivers and more prominent.

Segregation promotes a sense of entitlement on the part of the majority group –in this case, motorists. How do I explain to horn-honking motorists that I have to ride my bicycle in “their” travel lane, now narrowed to make room for the barrier, to avoid crashing on a sheet of black ice?

Or for that matter, to travel at my usual 15 miles per hour so I’m not stuck behind a cluster of bicyclists who are traveling at 8 miles per hour?

Or to avoid being right-hooked and crushed under the back wheels by a right-turning truck where the bikeway ends at Douglass Street?

Just asking.

July 27, 2012

City Council to discuss last December’s fatal bicycle crash

On Monday, July 30, 2012, the Cambridge City Council is to discuss a City Manager’s report on the December, 2011 fatal truck/bicycle crash at Vassar Street and Massachusetts Avenue. (I commented on that crash in an earlier post in this Forum).

The city has posted the agenda of the meeting. The City Manager’s report on the crash is on that agenda.

I’ve posted that report here — indented, with my comments unindented:

July 30, 2012

To the [City Council]:

In response to Awaiting Report Item Number 12-63 relative to a report on safety issues at the intersection of Massachusetts Avenue and Vasser [sic] Street, Director of Traffic, Parking and Transportation Susan E. Clippinger reports the following:

In response to the fatal bicycle crash on December 27, 2011, the Traffic, Parking + Transportation Department conducted a review of the intersection that included the operation of the traffic signal, signs and pavement markings of the intersection, and a review of the crash history of the location.

Using both the Massachusetts Department of Transportation and Cambridge Police Department crash information, TP+T reviewed 19 incidents involving bicycles which occurred in the 5 years between 2007 and 2011 (excluding the fatality which was under investigation). The purpose of the review was to determine if a common type of crash was frequently occurring and if engineering measures could be implemented to prevent future crashes.

A Policy Order Resolution from the May 14 City Council meeting (third page here) describes Vassar Street and Massachusetts Avenue as the second-worst intersection for crashes in the city, and reports 55 crashes, with 24 involving “cars” (which I take to mean all motor vehicles). Clippinger reported on 19 bicycle-motor vehicle crashes over a 5-year period — however, single-bicycle, bicycle-bicycle and bicycle-pedestrian crashes are just as real. Perhaps Clippinger did not report on 5 of the bicycle-motor vehicle crashes because evidence was too sparse, but on the other hand, what about the remaining 31? All 55 crashes were serious enough that police reports were filed. Also, bicycle crashes of all kinds, especially those not involving motor vehicles, are greatly under-reported to police.

A couple years ago in a national Webinar, the City’s bicycle coordinator, Cara Seiderman, said that there had been no crashes on the Vassar Street sidepaths. Evidently, she excluded intersections, and even so, her statement was incorrect. There had been at least two bicycle-pedestrian crashes on the sidepaths in which someone was taken away in an ambulance. Following each of these crashes, one of the parties e-mailed me, having read my online comments about the sidepaths. There have almost certainly been additional crashes.

Clippinger’s report continues:

We found that in 17 of the 19 crashes, the bicycle was proceeding through the intersection and was not turning left or right. In eight of the 19 crashes, the vehicle was turning right. A common cause of this type of crash is that either the driver fails to yield upon turning or the bicycle is traveling too fast to stop in time for a vehicle that is in the process of turning.

Clippinger places the responsibility on the motorist to look to the right rear to yield to bicyclists who are foolishly overtaking on the right. Bike lanes to the right of right-turning traffic at intersections, as here, encourage bicyclists to make this mistake.

It also appears that most of these crashes were minor; only two crashes resulted in the cyclist’s being transported to the hospital.

17 of the 19 cyclists described in the report evidently were lucky. Such “coffin corner” crashes are often fatal when the right-turning vehicle is a large truck or bus. However, Clippinger doesn’t report how serious any of the injuries were, whether or not the cyclists were transported to the hospital. To be fair, she may not have had access to this information. It’s hard to get.

Based on the limited information we have on the location and direction of the cyclist involved in the December 27 crash, TP+T determined that this crash is not consistent with the crashes experienced previously at this location. Further, we determined that the traffic signal operation, signs, pavement markings, and layout of the intersection did not contribute to this crash.

I agree that this was a different type of crash. However, features of the intersection almost certainly contributed to the crash. As I noted in my review of the Tech article — and as reported by eyewitnesses — the right turn was difficult for the trucker because of a bulbout and street furniture on the corner. It is likely that the driver was looking into his right side-view mirror to make sure that the truck cleared the street furniture, and so failed to see the bcyclist. To clear the street furniture, the truck crossed the centerline on Vassar Street, placing it in head-on conflict with traffic in the oncoming left-turn lane, one of the possible locations of the cyclist. The layout of the intersection had nothing to do with this?

However, I think that the cyclist most likely was crossing in front of the truck from right to left. In that case, he had been riding wrong-way on the Vassar Street sidepath, and then turned to his right across the street. The sidepath and connecting bike lane enable this conduct. He could have been looking to the right for traffic, and failed to notice the truck on his left. Also, his brakes may have functioned poorly in the wet.

Clippinger concludes:

TP+T remains fully committed to improving the safety of our roads for all users, particularly for pedestrians and bicycles. We continue to research causes of crashes citywide, and each year we use that information to make engineering improvements we feel will reduce the number and severity of crashes.

“We feel”. I’d prefer a stronger report, examining all types of crashes, and a bicycle program guided by careful research rather than feelings.

May 18, 2012

Reports on December, 2011 fatal truck/bicycle collision

(Note: this post has been updated since first placed online, because readers have asked for images to clarify the location and details of the incident. Also see comments following this post. Review of the reports, images and comments has led to some changes in the post, as well.)


The MIT student newspaper, The Tech, has obtained and posted copies of some of the police reports on the truck-bicycle crash on Dec. 27, 2011 which resulted in the death of an MIT graduate, Phyo Kyaw, ’10. I comment here on the Tech story about the crash, and the police reports it links to.

I study bicycle crashes — it’s part of what I do in my profession, but I offer the following comments for free as, I hope, some small service to the MIT community and to the public at large. [Disclaimer, if needed: I am an MIT alumnus. That is, to some extent, why I take the trouble to write this.]

To sum up what I’m about to say, there’s enough blame to go around. Also, the crash investigation failed to look into a number of significant issues or to frame the legal issues accurately. It shows considerable bias toward the truck driver. The Tech‘s reporting missed on a few points. Specifics follow.

The Google satellite view below shows the intersection. The truck was turning the same corner as the tourist “trolley” bus with the green roof shown in the satellite view. This view is from the west, and so north is at the left in the image.

Massachusetts Avenue and Vassar Street, Cambridge, Massachusetts, USA

Massachusetts Avenue and Vassar Street, Cambridge, Massachusetts, USA. Note that north is to the left in this image.

(Cambridge Civic Forum’s blog software won’t let me embed the actual Google view, in which you could scroll around, look from other angles, zoom in and out etc. but you can link to the Google view here.

Now we add Kyaw on his bicycle. He may have been traveling toward Massachusetts Avenue on Vassar Street and stuck the truck head-on, as shown by the arrow coming down diagonally from the upper left in the image below — or traveling toward MIT on the sidewalk of Massachusetts Avenue, as indicated by the arrow at the lower left — or crossing the street from MIT, but not in the crosswalk, as indicated by the arrow pointing straight down from the top. The semitrailer truck crossed the centerline of Vassar Street as it turned. The crash occurred at night, in the rain.

Update: surveillance video excludes Kyaw’s approaching on the sidewalk of Massachusetts Avenue. Damage to the bicycle confirms that it was struck on its left side. Kyaw most probably then was traveling westbound in the eastbound bike lane on Vassar Street and cut across the street in front of the truck.

Massachusetts Avenue and Vassar Street, indicating possible direction of travel of bicycle

Massachusetts Avenue and Vassar Street, indicating possible direction of travel of bicycle

Here is the intersection seen in a Google Street View from the direction of the approaching truck. The three arrows, again, show directions from which Kyaw on his bicycle may have been approaching the intersection. (Update: but not the leftmost arrow in the photo.)

Intersection seen from direction of truck, with arrows indicaing possible approaches of Kyaw on bicycle.

Intersection seen from direction of truck, with arrows indicaing possible approaches of Kyaw on bicycle.

You may also view this Street View in Google Maps.

Here is the Massachusetts State Police diagram showing the final location of the truck, and of Kyaw (to the left of the trailer, on Vassar Street).

Massachusetts State Police diagram

Massachusetts State Police diagram

As also described in the Massachusetts State Police accident reconstruction report, the bicycle contacted the truck’s front bumper and came to rest under the dual tandem left rear wheels of the cab. It evidently was dragged quite a distance farther than Kyaw. The report indicates that Kyaw was not riding in the bicycle lane on Vassar Street (also assuming that he was traveling head-on toward the truck) — but does not indicate that the truck had crossed the centerline of that street. There is similar bias later in the report. As described in The Tech:

“The possible cause of this collision was the encroachment of the bicycle into the path of the turning tractor trailer unit,” the [Massachusetts State Police vehicle accident examination] report [page 6] said.

Encroachment of the bicyclist into the path of the truck when the bicyclist was described as on the right side of the street and the truck partially on the left side? Encroachment means that a vehicle is where it isn’t supposed to be. The bicyclist was encroaching, then?

Different considerations apply if Kyaw was not approaching the truck head-on; I’ll discuss them later.

The reconstruction report goes on to say that

…roadway design and engineering did not precipitate or contribute to this collision.

Nonsense. Though they are not mentioned in any of the reports, a bulbout and street furniture on the corner made the turn difficult for the truck, forcing it across the centerline of Vassar street. The truck driver may have been looking in his right rear side-view mirror to make sure that the rear of the trailer cleared the obstacles.

The Tech goes on to say:

Kyaw’s bicycle’s final position was not in a bicycle lane, the report said. Local laws do not require bicycles to travel in the bicycle lane, and it is common for left-turning bicycles to travel in Vassar’s left lane.

The observation about the law is correct other than that it’s state law, but the last part of the quote is incorrect and misleading. Assuming that Kyaw was traveling along Vassar Street toward the truck, he was in the left-turn lane. Bicyclists must merge out of the bike lane to go straight or turn left without conflict with through and right-turning traffic, or with traffic stopped at the curb. I happen to have a Web page with photos of this very intersection illustrating that point.

Again, however, Kyaw may not have been traveling head-on toward the truck. Then the bike lane is irrelevant, because he then would have been crossing the street, and it is impossible to cross the street while remaining in a bike lane.

The Tech also stated that

The reconstruction report cited contributing factors of “moderate to heavy rainfall,” Kyaw’s nonreflective clothing, Kyaw’s presumed high speed, and the lack of a front light on the bicycle.

A headlight is required by law. The lack of a headlight makes sense as a contributing factor, assuming that the truck driver was looking in Kyaw’s direction, placing some of the responsibility for the crash on Kyaw. Reflective clothing is not required by law. A reflector or reflective material only works if headlights are aimed at it. Rain also may have affected Kyaw’s ability to see. Eyeglasses were found at the scene, and when beaded with rain, they spread glare. Kyaw, like the truck driver, may not have been looking ahead. To merge toward the center of the street, Kyaw should have looked back over his shoulder for overtaking traffic.

The Tech continues:

Kyaw was wearing a helmet at the time of the accident, Cambridge Police report #5 said. The bicycle was “not equipped with a front-facing light,” and its front white reflector was partially obstructed by brake and shifter cables, the report said. Massachusetts law requires bicycles to have a front light at night.

Cables obstructing a reflector don’t seem a likely explanation. They’re too narrow unless the reflector is very small. How the position of the cables could be determined from a bicycle that had gone under a truck also isn’t at all clear. The reflector may, however, have been obstructed by Kyaw’s hand, or its reflective properties compromised by dirt or beads of rainwater. The truck’s headlights were in any case not aimed at Kyaw to light up the reflector as the truck rounded the corner. A large truck’s cab is so high above the headlights that a bicycle’s reflectors barely work if the bicycle is close, see explanation here. A vehicle ahead of Kyaw, or car headlight glare behind him, made worse by a wet or fogged windshield on the truck, may have concealed him.

And, again, if Kyaw was not headed toward the truck head-on, the front reflector is irrelevant.

Kyaw’s 21-speed bicycle appeared to be set at the gear combination that was as hard to pedal in as possible, indicating travel “at a fairly fast pace,” police report #5 said. On the other hand, if Kyaw was intending to turn left and was approaching a red light, it is also possible he was slowing down, or had even come to a stop.

The fifth Cambridge police report includes this statement but also indicates that the shifter for the rear derailleur was in the second-highest position, not the highest.

The discussion of Kyaw’s speed would have benefited from interviews with people who knew his riding style, if they could be found. There are many bicyclists who ride in high gear at a low cadence. On the other hand, he might have been strong and fast, yet still foolish enough to ride at night without a headlight. In this case, he would have been heading into an intersection with a major street against a red light at high speed. I consider that unlikely.

Still, all this brings up the issue of educating bicyclists. I’ve advocated for decades that institutions of higher education provide bicycling instruction to incoming students. Avoiding death or brain injury to even one student every couple of years would more than pay for this. Think of the wasted educational investment, and the loss of future alumni contributions. But I digress.

According to Cambridge Police Report #1, the truck driver “stated that he was traveling westbound on Mass. Ave. when he attempted to take a right turn onto Vassar St. [The driver] said that the light was green and his right directional light was on. Moments later, [he] said he felt the impact of something hitting his truck. He stopped and got out of his truck to investigate and observed that he had been in a collision with a bicycle.

This doesn’t indicate which way the driver was looking — not a very informative statement from him. Did the police ask?

According to the reconstruction report, MIT provided video that showed the truck did activate its right directional signal.

(As indicated in a comment with the article, the video did not show Vassar Street, so it didn’t show Kyaw’s approach).

The police reports say little about the condition of the truck other than that its brakes worked. Was its windshield clean? Were all the mirrors in good working order? Were the headlights aligned? Was the driver’s view ahead obstructed? Etc.

The Massachusetts State Police accident reconstruction report says almost nothing about the bicycle, but page 2 of the fifth Cambridge report describes the locations of scrapes and other damage to the bicycle. These are consistent with the truck’s striking the left side of the bicycle and dragging it on its right side. The front fork was bent to the right, suggesting that the bicycle was struck from the left — except that the front fork and wheel were crushed under the wheels at the rear of the truck’s cab. as shown in the still below from a television news report. I have labeled the locations of the bicycle — the saddle is facing the camera; of a shoe; and of where Kyaw lay following the crash. He had been removed by the time the video was shot.

Locations of bicycle, shoe and Kyaw following crash

Locations of bicycle, shoe and Kyaw following crash

The reports are incomplete in describing the bicycle. Of most importance, what was the condition of the bicycle’s brakes? Even when a bicycle has been damaged by going under a truck, it is possible to examine brake shoe and rim wear, and to determine whether a brake cable had frayed and parted. It is often possible to operate the brakes and determine whether they were in good adjustment.

The bicycle was an under $200 model sold through big-box stores, which are notorious for poor assembly of bicycles — here is the best description of it I could find online. It does have aluminum rims, which brake much better than steel rims in the wet, but how well was the bicycle maintained, and were the brakes working properly at the time of the crash? The police reports say nothing about this.

Though the Massachusetts State Police accident reconstruction report and vehicle inspection report really ought to be definitive on the topics they are supposed to cover, police reports which have not yet been released may possibly fill in some of the missing information.

I hope that my comments have been informative and helpful. — John S. Allen

(Update: please click on the link below to read Paul Schimek’s comments and my replies to them. Paul has suggested that Kyaw was approaching on the Massachusetts Avenue sidewalk. Based on further review of damage to the bicycle, I think that Kyaw may have been cutting the corner from right to left across the path of the truck.)

Save

Save

August 15, 2010

Construction detour at Mass. Ave. and Alewife Brook Parkway

I attended a Livable Streets StreetTalk event on August 4, at which the city of Copenhagen, Denmark was praised for, among other things, always providing a good detour for bicyclists during construction projects.

Only a couple of days later, I got a report from a cyclist who had attempted to take Massachusetts Avenue across Alewife Brook Parkway (Route 16) , and found that the official detour was on Alewife Brook Parkway to Broadway in Arlington — circuitous, and Alewife Brook Parkway has to be one of the least bicyclist-friendly roads in the area. The detour apparently was in effect from 8 PM till 5 AM each night. I don’t know how for how many days this situation continued.

A quote:

It took over 5 minutes for them to stop the 16 traffic and let the Mass Ave traffic go…there are different people out there every day from 5 different agencies. I was not looking for special treatment, just direction when out there as to what the cops wanted me to do. I ended up scooting up the traffic for the last 2 blocks on the sidewalk (because of the lane closing) and waited with many pedestrians at the corner for an extended amount of time until they let the rest of the traffic go and did not try to give us a safe way to cross. I had to cross onto the sidewalk and then get onto the road further down. It took over 5 minutes for them to stop the 16 traffic and let the Mass Ave traffic go.

If Cambridge can’t get something as basic as this right…?

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