Thursday, December 12, 2013

Cycling Beach Road Bunch Cycling Regulate Bunch Size re "Difficulty Stopping" & Road Rule 126 "keeping a safe distance behind vehicles" No Stopping Zones Negligence Cycling Participation Policy Victoria's Cycling Strategy

“Most rules in the Road Rules apply to bicycle riders in the same way

as they apply to drivers—

There are some other rules that are for bicycle riders only,

or that have exceptions for bicycle riders.”

Road Rules Victoria 1999

Victorian Government Gazette

                  Road Rule 126. Keeping a safe distance behind vehicles

A driver (rider) must drive (ride) a sufficient distance behind a (bicycle) vehicle 

travelling in front of the driver (rider) so the driver (rider) can, if necessary, 

stop safely to avoid a collision with the (bicycle) vehicle (in front).

* braquets added by Pete Dowe

“The evidence establishes that there can be difficulties,

especially for inexperienced cyclists, in stopping safely 

when traffic lights are red, when they are riding in bunches.”

CycleSport Victoria and Amy Gillett Foundation submission to Coroner Johnstone’s inquest into the death of James Gould.

Pete Dowe
Road Safety Advocate

"A vocal minority has over ruled a silent majority which is negatively impacting health system costs
The majority of road cyclists 'break their own wind'  and enjoy higher visibility of upcoming Hazards with materially reduced likelihood of suffering a fall
Over 90% of motorists, and well over half of all road cyclists, would like to see the size and behaviour of Bunch Rides regulated
Casual empiricism from canvassing the Writer's non-cyclist friends, and other cyclists who ride hills and seek to consciously stay away from fellow riders, particularly during steep descents, suggests that 90% of all road users would like to see -
A.         the size of Bunch Rides capped at between 14 and 20 riders; and
B.         Regulation 126 “Keeping a safe distance behind vehicles” resolved so that cyclists behind have a reasonable likelihood of having sufficient time and space to avoid a fallen cyclist(s) ahead or be able to stop for a red light and not be concerned that other riders 'down the line' will not stop also. 
Watching You Tube videos of Bunch Riding on Beach Road evidence that a serious problem occurs when a traffic light turns amber/red and a large Bunch Ride is approaching the intersection, or partially through the intersection, particularly if travelling at above 20km p/h which is through most of the intersections.  If the riders near the back of the Bunch Ride start to brake, they often run the risk of other riders behind them continuing to ride through the intersection?
Beach Road has a few weekly Bunch Rides with over 100 riders during the warmer months which appears selfish, needless and reckless.  The penchant by a few fellow citizens to want to maximise avoiding wind resistance by being part of a behemoth bunch places an unnecessary Health System Cost on taxpayers due to increasing the likelihood of Avoidable Trauma Bicycle Accidents
A vocal minority has out-weighed the wishes of a passive majority of fellow road users, which is counter-productive when the majority of road cyclists are happy to 'break their own wind', as explained at the tail of Popularity of Bunch Riding.  These road cyclists, and motorists, have to pay heed to Regulation 126.
Road rules to mitigate trauma accidents and maximise road user efficiency cover all sorts of common sense issues such as -
(a)        side of the road to drive on;
(b)        specified (road sign) speed to take an upcoming corner (based on angle, gradient and road width);
(c)        physical size and weight of heavy vehicles;
(d)        drinking and driving; and
(e)        maximum speed limits.
Regulating the size and structure of Bunch Rides is necessary due to vital Unknown Hazards of not running red lights and not avoiding fresh potholes, which physically cannot be avoided if the Bunch Ride is too large and/or travelling too fast."

Bicycle Brake Reaction Distance means the distance a bicycle travels, prior to applying the brakes, whilst a cyclist -
• sees a danger ahead;
• perceives what it means;
• decides on a response; and
• instigates that response by applying the brakes.
A cyclist who is concentrating will have a Brake Reaction Time of about 2½ seconds to apply his/her brake levers in an emergency situation.  By using the Bicycle Brake Stop Calculatorif the cyclist is travelling at 40 km p/h which equates to 11.11 metres p/s, the Bicycle Brake Response Distance would be 27.78m.
Bicycle Brake Reaction Time of 2½ seconds, which has been used in “Guide for the development of bicycle facilities” by the 'American Association of state highway and transportation officials', is the mode Bicycle Brake Reaction Time used in most bicycle modelling.
The following is the Federal Requirement for bicycle stopping distance with a hand brake.  It is in 16 CFR 1512.5.  Hope it helps.

(1) Stopping distance. A bicycle
equipped with only handbrakes shall be
tested for stopping distance by a rider
of at least 68.1 kg (150 lb) weight in accordance
with the performance test,
§ 1512.18(d)(2) (v) and (vi), and shall have
a stopping distance of no greater than
4.57 m (15 ft) from the actual test speed
as determined by the equivalent
ground speed specified in
§ 1512.18(d)(2)(vi).
Nigel Waterhouse & Associates
Aeronautical Consulting Engineers

On a two wheeled vehicle, you cannot jam the brakes on for a 'full' in an emergency stop.
You have to achieve weight transfer first. This means an initial gentle application of the brake before a big squeeze. If you jam them on instantaneously without moving the body weigh backwards, ideally over the seat, the front end can go out from under you, particularly if you have powerful brakes like hydros.
Also on a bike, when braking heavily you'll find that you subconsciously lift off the brakes momentarily as you cross bumps etc on the road surface (eg cracks, manhole covers etc). This is to stop the wheel locking as it is unweighted over the bumps. In a car this isn't necessary.

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