Zero Sight Line Incident Sites

https://youtu.be/2tkvzDW6UI4?si=2CbLtP8ivql3tnoKhttps://youtu.be/2tkvzDW6UI4?si=2CbLtP8ivql3tnoKhttps://youtu.be/2tkvzDW6UI4?si=2CbLtP8ivql3tnoKhttps://www.youtube.com/watch?v=2tkvzDW6UI4As a school teen I was riding down this path when a car drove out of number 86 Cedric Street driveway, I locked up brakes and stopped avoiding a T-bone into the side of it. I was in shock of the near miss and remember it vividly 30 years later.

Looking at the Google street view, I remember the driveway had a downward decline, I was riding downhill, the approximate area within half a dozen houses, but something was throwing me off.

Check the 2009 streetview image, versus the 2023 image to see why it wasn’t a clear match to my memory when something was missing…

2023: hedge removed so I would have more than the _zero_ sight line that existed for decades prior.

Continuing down from 86, number 80 and 78 dual property driveways adjacent with full height walls, zero distance sight lines from path to driveway.

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My near miss was 20 years prior to a similar root cause to this 11yo boy Dorin Prince hit by a car, pinned and crushed to death underneath it in June 2013. I’ve posted of his incident before, but first time I’ve compared to my childhood incident in similar street and building design issues.

https://www.watoday.com.au/national/western-australia/witnesses-tell-of-shock-after-boy-is-killed-by-car-in-nollamara-20130617-2od8k.html

17 June 2013

https://youtu.be/2tkvzDW6UI4?si=2CbLtP8ivql3tnoK

As for the 2023 topic of 30kph, don’t have to look far, here’s an August 2013 nearby incident of above, with a 5yo hit by a 4WD driver suffering head injuries in a 50kph zone walking with Mum to school.

https://www.watoday.com.au/national/western-australia/young-boy-struck-by-4wd-in-mirrabooka-20130802-2r3ew.html

""I will be writing to the City of Stirling now asking them to act immediately for the safety of the residents especially the children who use this road to attend schools in the area," Ms Freeman said."

Paths have priority by law, and now in WA transport design

INTER MODAL HIERARCHICAL
PRIORITISATION ( )
In Western Australia, it is common practice for off-road active transport infrastructure (footpaths, shared paths, bicycle paths) to terminate at minor road intersections. This lack of priority can signifcantly impact network continuity, reduce the attractiveness of off-road paths and ultimately, disadvantage people who choose to ride or walk.
High-order active transport routes should not stop and start by default each time they intersect with a low-order road. Consideration should be given to the relationship between the route within the functional Cycling Network Hierarchy, and the intersecting road within the MRWA road hierarchy. We call this ‘inter-modal hierarchical prioritisation’ or ‘I’M-HiP’ for short.
The Department of Transport encourages priority across minor roads for people riding and walking, where safe to do so.
Application Local Context
Where active transport infrastructure crosses minor roads, intersections should be designed in a manner that ensures safe use by everyone. This means:
• Both people driving and those on the path are aware of the existence of the crossing, and the priority that applies; and
• The location and design of the crossing, and the priority adopted, does not put people, whether on the road or on the path, at risk when turning.
The local appropriateness of continuing active transport infrastructure and/or surface treatments through intersections should be considered, and road infrastructure should not automatically sever path infrastructure as a standard intersection treatment.
Primary bicycle route bisected by minor access road (Wellington Street, Perth, WA)
Primary bicycle route maintaining priority over access road (Bourke Street, Sydney, NSW)
Note: For further guidance on applying priority at intersections, please refer to Department of Transport – Planning and Designing for Bike Riding in Western Australia: Shared and Separated Paths.

AT_CYC_P_IMHIP_Flyer.pdf

Simpsons Itchy and Scratchy TV Off

https://youtu.be/rw9uNgvfJsY

Do it with style

Active Transport

Associations between commute mode and cardiovascular disease, cancer, and all-cause mortality, and cancer incidence, using linked Census data over 25 years in England and Wales: a cohort study

https://www.thelancet.com/journals/lanplh/article/PIIS2542-5196(20)30079-6/fulltext

Findings

Between the 1991 Census and the 2011 Census, 784 677 individuals contributed data for at least one Census, of whom 394 746 were included in the ONS-LS and were considered to be economically active working-age individuals. 13 983 people died, 3172 from cardiovascular disease and 6509 from cancer, and there were 20 980 incident cancer cases. In adjusted models, compared with commuting by private motorised vehicle, bicycle commuting was associated with a 20% reduced rate of all-cause mortality (hazard ratio [HR] 0·80, 95% CI 0·73–0·89), a 24% decreased rate of cardiovascular disease mortality (0·76, 0·61–0·93), a 16% lower rate of cancer mortality (0·84, 0·73–0·98), and an 11% reduced rate of incident cancer (0·89, 0·82–0·97). Compared with commuting by private motorised vehicle, rail commuters had a 10% lower rate of all-cause mortality (HR 0·90, 95% CI 0·83–0·97) and a 21% decreased rate of cardiovascular disease mortality (0·79, 0·67–0·94), in addition to a 12% reduced rate of incident cancer (0·88, 0·83–0·94). Walk commuting was associated with 7% lower cancer incidence (HR 0·93, 95% CI 0·89–0·97) Stratified analyses did not indicate differences in associations between socioeconomic groups.

Interpretation

Our findings augment existing evidence for the beneficial health effects of physically active commute modes, particularly cycling and train use, and suggest that all socioeconomic groups could benefit.

Funding

National Institute for Health Research.

2016 Adelaide Motorised Head-On

https://www.adelaidecyclists.com/m/discussion?id=3086792%3ATopic%3A1046865

Right to Drive – Right to Smash Brains – Increase in Motor Vehicle Serious Injuries

Stats dedicated to Randell Holland. Reporting of serious injuries has been abandoned in some statistics for various reasons, possibly due to the the number being much larger and growing, less suitable to political posturing compared to the fatalities figure is smaller and decreasing, so much sexier on a chart.WA has stopped reporting serious injuries, and even then the official data is unpublished since 2015, with preliminary data only up to 2018.

https://www.bitre.gov.au/sites/default/files/Road%20trauma%20Australia%202018%20statistical%20summary.pdf

While road deaths have declined, hospitalised injuries have increased. The most recent annual count of hospitalised injuries for 2016 was 38,945, an increase of 3.6 per cent per year since 2013 (Figure III). A quarter of people who were hospitalised had high threat to life injuries (Table 1.20).

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Variety of commutes

"If, on my journey by bicycle I encounter no verbal abuse, no close passing, vehicles turning in front of me, pulling out in front of me from side streets, I count that trip as unusual."

I’m fortunate enough to be able to choose 8km longer route and have PSP and shared path 99% of my commute trip.
In public commute sense it’s a bit like having the luxury of an express train from Mandurah with a reserved seat and tea/coffee service (Euro dreaming) with seating/decor little changed from the 80s…
While the 8km shorter on-road mixed with paths crossing driveways route is public transport equivalent of having to stop at every station to meet an unmediated schizophrenic wielding a dangerous weapon they’re apparently licensed for.
The comparison makes the 8km extra distance/time option A a no brainer, but it’s not always possible.

Cyclo Knitter

By George Barratt-Joneshttps://vimeo.com/user57282219

Walking Dead Season 9