A ghost bike (also referred to as a ghostcycle or WhiteCycle) is a bicycle roadside memorial, placed where a cyclist has been killed or severely injured, usually by the driver of a motor vehicle. [1]
Apart from being a memorial, it is usually intended as a reminder to passing motorists to share the road. Ghost bikes are usually junk bicycles painted white, sometimes with a placard attached, and locked to a suitable object close to the scene of the accident.
The idea of painting bikes white originated in Amsterdam in the 1960s as part of an anarchist project and tactical urbanism initiative called the White Bicycle Plan to liberate two-wheel transport—white bikes were free, help yourself and then leave it for someone else. [2]
The ghost bike idea in the United States may have originated with a project by San Francisco artist Jo Slota, begun in April 2002. This was a purely artistic endeavor. [3] Slota was intrigued by the abandoned bicycles that he found around the city, locked up but stripped of useful parts. He began painting them white, and posted photographs on his website, ghostbike.net. [4] San Francisco is one of the safer U.S. cities for bicyclists, but memorial ghost bikes sprang up there as elsewhere, changing perceptions of his project.[ citation needed ]
A ghost bike memorial project was started in St. Louis, Missouri, in October 2003. [5] After observing a motorist strike a bicyclist in a bike lane on Holly Hills Boulevard, Patrick Van Der Tuin placed a white-painted bicycle on the spot with a hand-painted sign reading "Cyclist Struck Here". Noticing the effect that this had on motorists in the area, Van Der Tuin then enlisted the help of friends to place 15 more "ghost bikes" in prominent spots in the St. Louis area where cyclists had recently been hit by automobiles. [6] They used damaged bikes, in some cases deliberately damaged to create the desired mangled effect. [7]
Similar projects began in Pittsburgh in 2004, [8] New York City, [9] Seattle in 2005, [10] Albuquerque, [11] and Toronto in 2006. [12] In August 2005, nearly 40 ghost bikes were placed throughout Seattle to draw awareness to locations of crashes, near-misses, and poor road conditions. [10] A ghost bike in Dupont Circle, Washington, D.C., commemorating a rider killed by a garbage truck in 2008, remained for a full year. When it was removed by city employees, friends of the rider replaced it with 22 ghost bikes, one on every lamppost. [13] London Ghostcycle was active in 2005 and 2006. [14] There have been similar projects in dozens of other cities worldwide. A bike memorial project [15] was started in Durham, North Carolina, in 2013 to commemorate the death of two prominent cyclist [16] and bicycle safety advocates. [17]
In late 2013 and early 2014, the Houston Ghost Bike Group has placed 47 ghost bikes to raise awareness during an especially deadly string of traffic violence involving automobiles taking place in Houston, many of them hit and run. Later in 2014 they were working on 13 more bikes to bring the list of deaths in recent years up to date. [18] [19]
As of 2017 there were over 630 ghost bikes that have appeared in over 210 locations throughout the world. [20] No single entity governs the installation of all ghost bikes, and they are sometimes removed by those who dislike the practice. [21]
Critical Mass is a form of direct action in which people travel as a group on bicycles at a set location and time. The idea is for people to group together to make it safe for each other to ride bicycles through their streets, based on the old adage: there's safety in numbers.
Vehicular cycling is the practice of riding bicycles on roads in a manner that is in accordance with the principles for driving in traffic. The phrase vehicular cycling was coined by John Forester in the 1970s. In his book Effective Cycling, Forester contends that "Cyclists fare best when they act and are treated as drivers of vehicles".
Dooring is the act of opening a motor vehicle door into the path of another road user. Dooring can happen when a driver has parked or stopped to exit their vehicle, or when passengers egress from cars, taxis and rideshares into the path of a cyclist in an adjacent travel lane. The width of the door zone in which this can happen varies, depending upon the model of car one is passing. The zone can be almost zero for a vehicle with sliding or gull-wing doors or much larger for a truck. In many cities across the globe, doorings are among the most common and injurious bike-vehicle incidents. Any passing vehicle may also strike and damage a negligently opened or left open door, or injure or kill the exiting motorist or passenger.
A wide outside lane (WOL) or wide curb lane (WCL) is an outermost lane of a roadway that is wide enough to be safely shared side by side by a bicycle and a wider motor vehicle at the same time. The terms are used by cyclists and bicycle transportation planners in the United States. Generally, the minimum-width standard for a WOL in the US is 14 feet. A wide outside through lane (WOTL) is a WOL that is intended for use by through traffic.
Bicycle transportation planning and engineering are the disciplines related to transportation engineering and transportation planning concerning bicycles as a mode of transport and the concomitant study, design and implementation of cycling infrastructure. It includes the study and design of dedicated transport facilities for cyclists as well as mixed-mode environments and how both of these examples can be made to work safely. In jurisdictions such as the United States it is often practiced in conjunction with planning for pedestrians as a part of active transportation planning.
Bicycle safety is the use of road traffic safety practices to reduce risk associated with cycling. Risk can be defined as the number of incidents occurring for a given amount of cycling. Some of this subject matter is hotly debated: for example, which types of cycling environment or cycling infrastructure is safest for cyclists. The merits of obeying the traffic laws and using bicycle lighting at night are less controversial. Wearing a bicycle helmet may reduce the chance of head injury in the event of a crash.
A bicycle boulevard, sometimes referred to as a neighborhood greenway, neighborway, neighborhood bikeway or neighborhood byway is a type of bikeway composed of a low-speed street which has been "optimized" for bicycle traffic. Bicycle boulevards discourage cut-through motor-vehicle traffic but may allow local motor-vehicle traffic at low speeds. They are designed to give priority to bicyclists as through-going traffic. They are intended as a low-cost, politically popular way to create a connected network of streets with good bicyclist comfort and/or safety.
Cycling is the second-most common mode of transport in the Netherlands, with 36% of Dutch people listing the bicycle as their most frequent way of getting around on a typical day, as opposed to the car (45%) and public transport (11%). Cycling has a modal share of 27% of all trips nationwide. In cities this is even higher, such as Amsterdam which has 38%, and Zwolle 46%. This high frequency of bicycle travel is enabled by excellent cycling infrastructure such as cycle paths, cycle tracks, protected intersections, ample bicycle parking and by making cycling routes shorter and more direct than car routes.
A shared lane marking, shared-lane marking, or sharrow is a street marking installed by various jurisdictions worldwide in an attempt to make cycling safer.
The Ride of Silence is an annual multi-location, international bicycle ride to commemorate cyclists killed and support those injured while riding on public roads. It helps to raise awareness among motorists, the public and decision makers of the dangers cyclists face on the roads, especially from other traffic.
There have been many conflicts during Critical Mass events since the founding of the worldwide bicycling advocacy event in 1992. The conflicts have resulted in injuries, property damage, and arrests, and both bicyclists and motorized vehicle drivers have been victims. Critics say that Critical Mass, held primarily in large metropolitan cities, is a deliberate attempt to obstruct automotive traffic and disrupt normal city functions, when individuals taking part refuse to obey traffic laws, while participants variously consider it a celebration of cycling, of cyclists' rights, and a practical re-imagining of urban space.
Toronto, Ontario, like many North American cities, has slowly been expanding its purpose-built cycling infrastructure. The number of cyclists in Toronto has been increasing progressively, particularly in the city's downtown core. As cycling conditions improve, a cycling culture has grown and alternatives such as automobiles are seen as less attractive. The politics of providing resources for cyclists, particularly dedicated bike lanes, has been contentious, particularly since the 2010s.
Cycling in Illinois encompasses recreation, bikeways, laws and rules, and advocacy. The director of the Illinois Department of Natural Resources, Joel Brunsvold, explained Illinois cycling opportunities: “Bicycle riding is one of the most popular outdoor recreational activities in Illinois, enjoyed by young and old alike...Illinois has a variety of trails for the public to enjoy. The terrain includes flat prairie land to rolling hills, towering bluffs to the breathtaking river and lakefront views.” Many communities across the state are updating bicycle infrastructure in order to accommodate the increased number of cyclists on the roads.
Bicycle use in Portland, Oregon has been growing rapidly, having nearly tripled since 2001; for example, bicycle traffic on four of the Willamette River bridges has increased from 2,855 before 1992 to over 16,000 in 2008, partly due to improved facilities. The Portland Bureau of Transportation says 6% of commuters bike to work in Portland, the highest proportion of any major U.S. city and about 10 times the national average.
Cycling in San Francisco has grown in popularity in recent years, aided by improving cycling infrastructure and community support. San Francisco's compact urban form and mild climate enable cyclists to reach work, shopping, and recreational destinations quickly and comfortably. Though San Francisco's famed steep hills can make cycling difficult, many parts of the city are relatively flat, including some of the most densely populated. However, heavy automobile traffic, the lack of bike lanes on many streets, and difficulty in crossing major streets deter most residents from cycling frequently in San Francisco.
Cycling infrastructure is all infrastructure cyclists are allowed to use. Bikeways include bike paths, bike lanes, cycle tracks, rail trails and, where permitted, sidewalks. Roads used by motorists are also cycling infrastructure, except where cyclists are barred such as many freeways/motorways. It includes amenities such as bike racks for parking, shelters, service centers and specialized traffic signs and signals. The more cycling infrastructure, the more people get about by bicycle.
The Bicycles May Use Full Lane sign, also referred to as BMUFL or R4-11, is a traffic sign used in the United States to:
The history of cycling infrastructure starts from shortly after the bike boom of the 1880s when the first short stretches of dedicated bicycle infrastructure were built, through to the rise of the automobile from the mid-20th century onwards and the concomitant decline of cycling as a means of transport, to cycling's comeback from the 1970s onwards.
The Idaho stop is the common name for laws that allow bicyclists to treat a stop sign as a yield sign, and a red light as a stop sign. It first became law in Idaho in 1982, but was not adopted elsewhere until Delaware adopted a limited stop-as-yield law, the "Delaware Yield", in 2017. Arkansas was the second US state to legalize both stop-as-yield and red-light-as-stop in April 2019. Studies in Delaware and Idaho have shown significant decreases in crashes at stop-controlled intersections. In France and Belgium, some intersections use red-light-as-yield signs.
There is debate over the safety implications of cycling infrastructure. Recent studies generally affirm that segregated cycle tracks have a better safety record between intersections than cycling on major roads in traffic. Furthermore, cycling infrastructure tends to lead to more people cycling. A higher modal share of people cycling is correlated with lower incidences of cyclist fatalities, leading to a "safety in numbers" effect though some contributors caution against this hypothesis. On the contrary, older studies tended to come to negative conclusions about mid-block cycle track safety.
