The Government’s announcement this week that motorcycles will be able to travel in the bus lane on Hoddle St for a six month trial period revealed a surprising diversity of views about who should and shouldn’t be able to travel in bus lanes.
At present, only buses and bicycles can use the bus lane on Hoddle St (it runs on the south side of Hoddle between the Eastern Freeway and Victoria Parade – there’s no bus lane on the northern side).
The reporter for The Age, Jason Dowling, did his homework and canvassed a number of organisations with an interest in the matter. The Government and the Victorian Motorcycle Council evidently favour buses, motorcycles and bicycles, but:
- The RACV says the lane should be limited to buses and taxis
- The Bus Association says only buses should be permitted
- Bicycle Network Victoria is against motorcycles – it says the lane should only be used by bicycles and buses
I can’t see any problem with motorcycles and scooters using the bus lane. They’re fast enough so they won’t hold up buses and they’re small enough that they shouldn’t present queuing problems at intersections. Although they’re not without problems (noise and pollution from two strokes), they’re a relatively efficient form of transport compared to cars and low occupancy buses. If cyclists can successfully share a lane with buses that barely fit, contending with motorcycles should be a cakewalk. Motorcycles warrant space in the bus lane.
However the logic of the RACV’s argument that taxis and hire cars should be able to use bus lanes is hard to fathom. There’s no environmental or equity benefit to be gained from making a trip by taxi rather than by car. The only real difference is that in one case you’re paying for a chauffeur and in the other you’re doing the driving yourself (although for a traveller from one of the 10% of Melbourne households that don’t own a car the equation would be different).
Taxis provide an important service, but they aren’t “public transport” in the meaningful sense of a vehicle shared by multiple passengers going to multiple destinations (except sometimes at the airport). They are “public transport” only in the narrow sense that they’re available to anyone for a price. That’s also true of rental cars and I can’t see any reason why they should get access to bus lanes either.
If anything, bicycles are probably the least appropriate mode to share with buses. They’re slower and hence can potentially hold buses up, depending on conditions. In order to overtake a cyclist safely, a bus on Hoddle St will need to enter the adjoining lane, thus weakening to some degree the whole point of a dedicated bus lane. Read the rest of this entry »
It’s evident from the response to my article two weeks ago (Is the mandatory helmet debate a distraction?), that some people still see compulsory helmets as one of the major obstacles, perhaps even the main obstacle, to significantly higher uptake of cycling in Australia. So I want to look at the main arguments for repealing the compulsory helmet law.
As I’ve said before, I accept that mandating helmets in the early 90s was arguable policy, at least in the case of adults. If it were proposed for the first time today, I doubt it would get up (except for children). So I don’t think those who advocate repeal are necessarily “wrong”.
But in my view the helmet law is not the main thing holding cycling back in this country – it doesn’t even come close. And since it’s got virtually no traction politically, it’s also a waste of energy. Ultimately it distracts from the key issue – the danger, whether perceived or real, of cycling in traffic.
A key argument made by many repeal advocates is that countries without mandatory helmet laws have high bicycle use. Australia, in contrast, has both low mode share and draconian helmet laws; ipso facto, they say, mandatory helmet laws are the key problem.
What I think is happening here is the familiar problem of confusing correlation with causation.
There’s no doubt bicycle use in Australia is indeed low compared to some other countries. For example, according to Pucher and Buehler in Making cycling irresistible: lessons from the Netherlands, Denmark and Germany, bicycles capture 27% of all trips in the Netherlands and 18% in Denmark, but a mere 1% in Australia (see exhibit). And there’s no doubt helmets aren’t considered important in these countries – in the Netherlands, for example, less than 1% of adults and only 3-5% of children choose to wear a helmet when cycling.
But does the law on helmets explain why cycling is so much more popular in these countries than it is in Australia?
The first thing the repeal advocates should ask themselves is this: why are only 1% of trips in the UK taken by bicycle even though helmets aren’t mandatory in that country? That’s no better than here! Or why is cycling’s mode share only slightly better in Ireland and Canada than it is in Australia, even though these two countries don’t have mandatory helmet laws? Clearly, whatever the explanation is for the comparatively low rates of cycling in these countries, it has nothing to do with any compulsion to wear a helmet.
They should also ask themselves why there are such enormous differences between countries where helmets aren’t mandatory. The fact that bicycle use is more than twice as high in the Netherlands as it is in Germany – and nine times higher than it is in France and Italy – suggests pretty clearly that there are other highly influential factors affecting the propensity to cycle that have absolutely nothing to do with helmets.
Helmet policy doesn’t explain why bicycles capture 34% of trips in Munster, but 13% in Munich. Or why the corresponding figure for Groningen is 37% compared to 10% in Heerlen; or 20% in Bruges but 5% in Brussells; or 19% in Salzburg but 3% in Wien. Read the rest of this entry »
There is an interesting new article on The Conversation by Deakin University’s Dr Jan Garrard, which asks the important question: Why aren’t more kids cycling to school?
Dr Garrard analyses the key warrants for increasing the proportion of children who cycle (and walk) to school; identifies the main obstacles; and sets out some actions that might help to reduce car use for school drop-off and pick-up. I generally agree with her conclusions but disagree with the emphasis she gives to childhood health and obesity as a warrant for encouraging more cycling to school.
I was going to write about that until I was distracted by various comments on her article relating to the desirability or otherwise of mandatory bicycle helmets. This topic is becoming an increasingly familiar pattern in cycling debates – it seems there are people who think abolishing the compulsion to wear a helmet when cycling is the silver bullet that will turn Australian cities into “new Amsterdams”.
I accept the mandatory helmet issue is one factor that bears on the level of cycling, but quite frankly I think it’s a sideshow. As I’ve argued before, my feeling is that even in the unlikely event helmets were made discretionary, the great bulk of existing and prospective cyclists would make the rational decision and elect to wear a helmet. There is good evidence to support the intuition that cycling with a helmet is safer than cycling without one.
To date I’ve accepted the proposition that at a social level the exercise disincentive effect of mandatory helmets probably outweighs their protective benefits. The undeniable drop in cycling that immediately followed the introduction of mandatory helmets seems to support that view. However a new study by the Centre for Accident Research and Safety – Queensland (CARRS-Q), Bicycle Helmet Research, suggests that might not be the case. The authors say:
It is reasonably clear (the mandatory helmet law) discouraged people from cycling twenty years ago when it was first introduced. Having been in place for that length of time in Queensland and throughout most of Australia, there is little evidence that it continues to discourage cycling. There is little evidence that there is a large body of people who would take up cycling if the legislation was changed.
The CARRS-Q study also concludes that “current bicycle helmet wearing rates are halving the number of head injuries experienced by Queensland cyclists”. It says this finding is consistent with published evidence that mandatory bicycle helmet wearing legislation has prevented injuries and deaths from head injuries.
In my view the number one deterrent to higher levels of cycling isn’t compulsory helmets, it’s concerns about safety, whether real or perceived. Addressing safety concerns will require more infrastructure like segregated bike lanes. However that’s expensive – realistically, any significant increase in cycling means bicycles will have to share road space with other vehicles for many years yet, so the priority should be to get more respect and consideration from drivers.
Drivers don’t see cyclists as valid and legitimate road users. That’s not because cyclists dress in lycra, flout the road rules, wear helmets or don’t pay rego – it’s because drivers think roads are for motorised vehicles only. Drivers think they “own” the roads. This perception is the key issue that needs to be addressed to make cycling safer and hence more appealing. I’ve outlined before how I think this challenge might be addressed through driver education and licensing; through schools; through media campaigns; and through changes to the law. Read the rest of this entry »
This fascinating video by designer Ron Gabriel shows the problems caused by errant motorists, pedestrians and cyclists at an intersection in Manhattan. Each class of traveller has members who act selfishly and inconsiderately toward the others. This is just one of 12,370 intersections in New York City – they are the site of 74% of traffic accidents in the City, according to the video.
Cars are the biggest problem because they can do the most harm to other users, but at least they usually keep off areas dedicated exclusively to walking. A new problem emerging with the increasing popularity of cycling is bikes intruding into areas like footpaths, squares and promenades usually considered the sole domain of pedestrians. I wouldn’t dare make a sudden move when walking along the river at Southbank without checking first to see if there’s a cyclist threading his way through the throng who might possibly collect me!
Mounted cyclists do not mix well with pedestrians on footpaths. Those who cycle in crowds at speed are of course more dangerous, but speed is a relative term. I don’t relish being stabbed by a Shimano 105 shifter carrying the momentum of an 80-90 kg man, even if it’s only moving at 10 kph. My greatest worry was when my kids were very young and likely to run about unpredictably – they should be able to do that in a pedestrian area without the risk of being collected by a bike. In fact I think the greatest risk is from 10 kph cyclists who track too close to walkers, leaving no room for avoiding an incident with pedestrians who don’t behave as predictably as the cyclist (incorrectly) anticipated.
As I understand it, cycling in pedestrian areas is illegal for anyone over the age of twelve unless they’re supervising a child who’s also cycling. It isn’t just an issue of endangering pedestrians – it also makes walking a less enjoyable and relaxed way of getting from A to B. What’s more, like cyclists running red lights, it can potentially reinforce the negative perceptions and rhetoric of the anti-cycling brigade. The cyclist who ignores red lights really only puts himself at risk, but if he cycles in pedestrian areas he can put others at risk. Read the rest of this entry »
Australian suburbs are commonly thought of as low density, single-use dormitories offering residents spacious lots, detached houses, quiet streets and a good measure of “leafy” amenity. Since it is assumed residents commute to the city centre, the suburbs are unsullied by the noise and grind of daily commerce.
It’s also commonly implied that the suburbs are homogeneous, alienating and unauthentic. As Graeme Davison says, suburbanites have variously been accused of conformity, philistinism, apathy and wowserism.
But it seems this stereotype is outdated. Housing densities are rising in the suburbs, whether through large developments like this 13 storey, 520 unit development on a redundant government site at Coburg in Melbourne (10 km from the CBD), or via numerous dual occupancy and small-scale infill town house developments in middle ring suburbs and the older parts of outer suburbs. Read the rest of this entry »
VECCI’s recently released Infrastructure and Liveability policy paper, which is intended to influence public debate in the lead up to this year’s state election, argues that “road users should be treated equally. For example, all road users, including cyclists, should be licensed and vehicles registered”.
There are four key arguments commonly advanced against compulsory registration.
The first is that registration, as it is traditionally understood, is a charge for road damage, which rises exponentially with axle load. Since bicycles are extremely light compared to cars and trucks, the amount of damage they do is inconsequential.
The second is that fees for compulsory third party personal insurance are collected as part of the registration process. Again, bicycles are so light that the likelihood of cyclists seriously injuring other road users is very low (although they might injure themselves).
The third argument is that the scope for “incentivising” cyclists to obey the road rules via registration is limited. The main offence committed by motorists – speeding – doesn’t apply to most cyclists. They don’t avoid tolls because they’re not permitted on freeways and they don’t do a runner at petrol stations. Some might get picked up running red lights but not enough to justify the administrative cost of registration or the inconvenience of arming bicycles with legible number plates.
Finally, it is contended that cyclists impose very low, even zero, costs on the environment compared to motorised vehicles. Accordingly, they should be exempted from registration charges. Read the rest of this entry »