Modernizing the British Columbia Motor Vehicle Act Road Safety Law Reform Group of BC Photo: Ken Ohrn
BC Motor Vehicle Act passed in 1957, with motorists in mind First proposal, rename act to include all road users clarify focus on safety Road Safety Act
Background on traffic safety & cycling in British Columbia
Deaths per 100 million km: BC vs. best international 0.2 0.2 0.2 1.0 Sweden Netherlands UK British Columbia 1.6 4.0 7.4 vulnerable road users 1.3 2.2 2.6
500 Traffic deaths in BC, 25-year period Greater injury reductions for driving than walking & cycling 450 400 350 300 250 200 150 drivers & passengers -62% (now 25% of all traffic deaths) 100 pedestrians -27% 50 cyclists 0% 0 1990 1995 2000 2005 2010 2015
Cycling is more common than many people realize Montréal Toronto Saskatoon Winnipeg Calgary Victoria Saanich Vancouver Squamish Kelowna Courtenay Penticton Langford North Vancouver Cranbrook Nanaimo West Vancouver Campbell River Vernon Chilliwack Richmond Kamloops Burnaby New Westminster Prince George 2.7 2.2 1.8 1.6 3.0 2.6 2.5 2.0 1.8 1.7 1.6 1.4 1.3 1.3 1.2 1.1 1.0 1.0 3.9 4.1 3.7 3.6 6.3 6.1 11.1 % commuting by bike selected cities 2016 Census BC averages 2.5% cycling 6.8% walking Canadian averages 1.4% cycling 5.5% walking
Proposed changes Why?
Aims of reform clarify rights & duties of road users to improve understanding & reduce conflict align law with best practices & new infrastructure acknowledge differences in road user vulnerabilities à higher risks faced by people on foot & bike reduce crash likelihood & injury severity for people on foot or bike motivate rather than deter active travel
Aims of reform align with other BC road safety initiatives à BC Road Safety Strategy
25 recommendations for reform, based on legislative history in BC & elsewhere jurisprudence & case studies scientific evidence on injuries & injury reduction Photo: Ken Ohrn
25 recommendations Section 1. Change the Name of the Act Section 2. Amend Rules of General Application Classification of road users Definition of a cycle Motor assisted cycle Due care & attention/reasonable consideration Municipal speed limits Default speed limit on local streets Section 3. Add Rules to Improve Cyclist Safety The same rights & duties as the operator of a vehicle Safe passing distance As far to the right as is practicable Passing on the right Rights of way Roundabouts & traffic circles Red traffic arrows Rail tracks & cattleguards Following too closely Riding abreast Riding on or astride the seat Signaling by the operator of a cycle Seizure of cycle Section 4. Add Rules for Cyclist-Pedestrian Safety Sidewalks Access to cyclist or pedestrian controlled traffic signals Crosswalks Section 5. Add Fines for Violations that Threaten Vulnerable Road Users Dooring Obstruction of a travel lane designated for the use of cycles bikehub.ca/sites/default/files/modernizing_the_bc_motor_vehicle_act.pdf Photo: Ken Ohrn
1. Safe passing & following distances
Safety evidence rule for following distance only for vehicles in MVA 40% US cycling deaths rearends no guidance on passing distances evidence shows they are lower in more dangerous conditions higher vehicle speeds & traffic vehicles in opposing direction heavy vehicles
Our proposal include cycles in following distance rules add passing distance rules à at least 1 m at 50 km/h à at least 1.5 m at > 50 km/h Other juridictions passing distance laws in more than 27 NA jurisdictions
2. Roundabouts, traffic circles
Safety evidence Vancouver / Toronto study 8-fold higher risk at traffic circles compared to other local street intersections half of injuries in collisions with MVs, where driver & cyclist didn t know who should go first
Our proposal currently: driver must drive to right of island proposal à yield to traffic in circle à counter-clockwise travel direction à standardized signage to indicate right of way
Vancouver traffic circle signage Burnaby traffic circle signage
3. Dooring
Ghost bike in remembrance of 38 year old Kelowna mother who died after dooring crash Safety evidence our study: 10% of injuries to cyclists 15% of car-bike collisions in ICBC data most common crash type
Our proposal make clear that staying wide of car doors is legal raise to equal fine for distracted driving: $368 Other juridictions Ontario fine is $365 plus 3 demerit points, potential for fine up to $1000
4. Bike lane obstruction
Safety & health evidence Busy street with painted bike lane obstruction a major issue not as safe as separated bike lane not a cycling motivator [Sources: Teschke et al, 2012; Harris et al, 2013]
Our proposal Currently no basis to fine for bike lane obstruction in MVA ($121 for blocking roads) Other jurisdictions Ontario $150 fine for blocking bike lane
5. Neighbourhood speed limits - 30 km/h
Reduced crash risk via increased peripheral vision Graphics: World Resources Institute
Reduced crash risk via reduced stopping distances Graphic: World Resources Institute
Fall height with same force as being struck by an MV at given speed 90 km/h = 10 storey fall If there is a crash, reduced crash forces 70 km/h = 6 storey fall 50 km/h = 3 storey fall 30 km/h = 1 storey fall
If there is a crash, reduced injury severity Graphic: HUB Your cycling Connection
London results 20 is plenty = 32 km/h 42% fewer injuries children: 50% fewer serious injuries & deaths Many major cities already adopting lower city speed limits Edinburgh, Paris, Barcelona, New York City Denmark, the Netherlands, Germany Photo: Evening Standard
Public support? Our study: most already drive slower à 37 km/h = 85 th %ile à 31 km/h = 50 th %ile CAA poll: 94% think speeds on residential streets too fast Toronto poll: 81% will trade lower limits for safety
Official support? Provincial Health Officer s 2016 Report Survey of 83 BC municipal transport personnel: #1 safety issue = speed
Infrastructure measures supporting 30 km/h
La Jolla road diet success Speeds 40-45 à19 mph Traffic crashes 90 % Motor vehicle traffic stable Walking, bicycling, transit Retail sales 30 % Noise levels 77 % Photos: www.cnu.org/publicsquare/2018/01/10/road-diet-bridges-barrier-boosts-safety
Raised crossings = 1/2 crash risk Photo: Ken Ohrn Photos: Marrickville Greens, Google Streetview
Raised crossings = 1/2 crash risk clearly signals right of way signals that you are entering lower speed zone Photo: Alternative Dept for Transport
We welcome your support for a new Road Safety Act
@kteschke Cycling in Cities UBC Photo: Ken Ohrn