modernizing the british columbia motor vehicle act...municipal speed limits default speed limit on...

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

2.6

7.4

1.0

2.2

4.0

0.2

1.3

1.6

0.2

0.2

Sweden

Netherlands

UK

British Columbia

Deaths per 100 million km: BC vs. best international

“vulnerable road users”

Greater injuryreductions for driving than walking & cycling(now 25% of all traffic deaths)

0

50

100

150

200

250

300

350

400

450

500

1990 1995 2000 2005 2010 2015

Traffic deaths in BC, 25-year period

drivers & passengers -62%

pedestrians -27%

cyclists 0%

Cycling is more common than many people realize

3.92.7

2.21.8

1.611.1

6.36.1

4.13.7

3.63.0

2.62.5

2.01.8

1.71.6

1.41.31.3

1.21.1

1.01.0

MontréalToronto

SaskatoonWinnipeg

CalgaryVictoriaSaanich

VancouverSquamishKelowna

CourtenayPentictonLangford

North VancouverCranbrook

NanaimoWest VancouverCampbell River

VernonChilliwackRichmondKamloops

BurnabyNew Westminster

Prince George

% commuting by bikeselected cities2016 Census

BC averages2.5% cycling

6.8% walking

Canadian averages1.4% cycling

5.5% walking

Proposed changesWhy?

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

Photo: Ken Ohrn

25 recommendations for reform, based on• legislative history in BC & elsewhere• jurisprudence & case studies• scientific evidence on injuries & injury

reduction

Photo: Ken Ohrn

25 recommendationsSection 1. Change the Name of the ActSection 2. Amend Rules of General Application

Classification of road users Definition of a cycle Motor assisted cycle Due care & attention/reasonable considerationMunicipal speed limitsDefault 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 rightRights of way Roundabouts & traffic circlesRed traffic arrowsRail tracks & cattleguards Following too closely Riding abreastRiding on or astride the seat Signaling by the operator of a cycleSeizure of cycle

Section 4. Add Rules for Cyclist-Pedestrian SafetySidewalks Access to cyclist or pedestrian controlled traffic signals Crosswalks

Section 5. Add Fines for Violations that Threaten Vulnerable Road UsersDooring Obstruction of a travel lane designated for the use of cycles

bikehub.ca/sites/default/files/modernizing_the_bc_motor_vehicle_act.pdf

1. Safe passing & following distances

Safety evidence• rule for following distance only for

“vehicles” in MVA• 40% US cycling deaths rear-

ends

• 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 circleà counter-clockwise travel

directionà standardized signage to

indicate right of way

Burnaby traffic circle signageVancouver traffic circle signage

3. Dooring

Safety evidence

• our study: 10% of injuries to cyclists

• 15% of car-bike collisions in ICBC data – most common crash type

Ghost bike in remembrance of 38 year old Kelowna mother who died after dooring crash

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

[Sources: Teschke et al, 2012; Harris et al, 2013]

Safety & health evidence

Busy street with painted bike lane • obstruction a major issue• not as safe as separated

bike lane• not a cycling motivator

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 riskvia increased peripheral vision

Graphics: World Resources Institute

Reduced crash riskvia reduced stopping distances

Graphic: World Resources Institute

If there is a crash, reduced crash forces

30 km/h =1 storey fall

50 km/h =3 storey fall

70 km/h =6 storey fall

90 km/h =10 storey fall

Fall height with same force as being struck by an MV at given speed

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

Photo: Evening Standard

Many major cities already adopting lower city speed limits …

Edinburgh, Paris, Barcelona, New York City Denmark, the Netherlands, Germany

Public support?

• CAA poll: 94% think speeds on residential streets too fast

• Toronto poll: 81% will trade lower limits for safety

Our study: most already drive slowerà 37 km/h = 85th %ileà 31 km/h = 50th %ile

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 stableWalking, bicycling, transit

Retail sales 30 % Noise levels 77 %

Photos: www.cnu.org/publicsquare/2018/01/10/road-diet-bridges-barrier-boosts-safety

Photo: Ken Ohrn

Photos: Marrickville Greens, Google Streetview

Raised crossings = 1/2 crash risk

Photo: Alternative Dept for Transport

clearly signals right of waysignals that you are entering lower speed zone

Raised crossings = 1/2 crash risk

We welcome your supportfor a new Road Safety Act

Photo: Ken Ohrn

@kteschkeCycling in Cities UBC