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CYCLING-AND-SOCIETY  September 2015

CYCLING-AND-SOCIETY September 2015

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Subject:

Re: CSRG Manchester - Manchester new tram tracks / HGV fatals

From:

Dave Holladay <[log in to unmask]>

Reply-To:

Cycling and Society Research Group discussion list <[log in to unmask]>

Date:

Mon, 14 Sep 2015 22:59:15 +0100

Content-Type:

text/plain

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I've a meeting in Barnsley on Wednesday, and would like to drop by en 
route to catch up if that's OK.

Would like to see how we can tie in some known detail which seems to 
correlate and point to further research.

1) at least 80% of HGV-cycle fatal crashes in London are initiated by an 
impact between the front nearside quarter of the HGV and the rear 
offside quarter of the cycle.

2) immediately prior to an impact in this area the cyclist will be in 
the position of least visibility from the driving position - viz masked 
by the nearside A pillar, (ironically) the cluster of external mirrors 
placed to remove the blind spots across the front and down to the rear 
and side of the truck, and the entire solid panelled front nearside 
corner and door of the truck.

3) there are indications that the cyclists are also unaware of the 
approaching truck because they do not maintain good all round 
observation by both aural and visual checks, especially the rearward 
over the right shoulder visual check, which is known by motorcyclists as 
the Lifesaver - which pretty bluntly tells you why you need to keep 
doing this in busy traffic.

4) 10 years ago a robust 5000 response survey of cyclists clearly 
highlighted 2 points
      i) female respondents answered that they had problems with looking 
back over their right shoulder
      ii) female cyclists were disportionately involved in traffic 
incidents where they moved to the right (or the vehicle movement was 
equivalent to this?) without adequate rearward observation.

5) it is thus no surprise that female cyclists feature strongly in fatal 
crashes where the major feature if the convergence of HGV and cycle 
paths equivalent to the cyclist moving right without adequate rearward 
observation potentially compounded by a failure to recognise or hear 
vital clues (truck engine note changing as driver slows down to turn 
left/truck approaching close behind)

6) the Oxcam survey concluded that the most effective cycle safety 
campaign would be to encourage all cyclists to become competent at 
looking back over their right shoulder.

Aside from a limited local poster campaign no safety organisation has 
taken this on board but instead pursue the futile and insulting campaign 
to tell cyclists not to ride through on the nearside, when the figures 
scream out 5 from the 7 HGV-cycle fatal crashes in London this year fot 
that 80% group, another was a rear end shunt, leaving only the detail of 
the Homerton High Street (HGV turning on to the main road - a very low 
speed move at 10mph or less? - and yet stopping over 50 metres from the 
point of impact?) 6 out of the 7 impacts might have been avoided had the 
cyclist been more aware of the HGV entering their road space from the 
rear offside quarter.

I think I know one reason for females having the rear shoulder check 
problem. Many women I know who ride diamond frames make their first move 
a change of handlebar stem to get a shorter reach. This is because 
proportionately a 'normal' female has shorter arms relative to their 
torso than a male of similar height or leg length, and many cycles are 
built to fit male body proportions.  Thus a female will be more likely 
to be riding with straight arms, on a bike which a male will be riding 
with slightly bent arms. and turning the head will bring the shoulder 
back sufficiently to pull back on the steering, and make such an action 
something that she will not feel comfortable doing.

Who do I go to kick some sense into to get cyclists using the lifesaver 
as a key danger management campaign?

The whole issue of hearing is much broader - we need to discuss the use 
of audible warnings of approach in their correct sense by both drivers 
and cyclists. the noise must be made BEFORE the situation degenerates to 
an unavoidable collision. Should we promote the practice of the rail 
industry of train drivers sounding the horn and getting an 
acknowledgement from all staff on or near the track that they have heard 
and are taking action.

Drivers may complain about cyclists with headphones (and the review of 
fatal level crossing incidents confirms this is a serious issue) but 
equally we should go through the fatal HGV-cycle crashes and not how far 
the truck driver continued after the noise of impact, screams & shouts 
from the victim and bystanders. At one inquest we heard that it took 49 
metres to stop after an impact at 13mph! Hardly an emergency brake 
application.

Dave Holladay

I think I'm on the way to cracking the tram lines issue too.

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