Cyclist Passing Observation #8 From June 8, 2023 on Colborne St in London Ontario
This article is a continuation of reports regarding the passing motions of motor vehicles as they approach cyclists from behind. It has been noted in several previous articles that a single article is dedicated to each observed passing motion on Colborne Street in London, Ontario. This data was collected through video recording sessions on April 12, April 14, and June 8, 2023. Fourteen instances of such passing motions were documented and these are shown the table below.
The present article is focused on the observation labelled “Jun 8 – 8”. In this incident a Dark Grey SUV passes a cyclist at the 30-metre marker of the 50-metre observation zone. The lateral position of the cyclist who travelled through the observation zone is shown in the table below. The lateral position is with respect to the edge of the concrete gutter at the right side of the northbound lane of Colborne.
As can be seen in the above table the cyclist has travelled through the site at an average distance of 0.56 metres west of the concrete gutter. This position is relatively close to the gutter and closer than the typical position of cyclists.
Th figure at the top of this article shows the cyclist at the timecode 01;21;41;08 as the cyclist is passing the Zero marker at the south end of the 50-metre zone of observation. The next figure, below, shows the situation at timecode 01;21;43;22, as the Dark Grey SUV crosses the Zero marker. At this time the right front tire of the SUV is located 2.10 metres west of the concrete gutter.
in the next figure, below, at timecode 01;25;45;24 we see the situation as the cyclist is crossing the 25-metre marker and the Dark Grey SUV is approaching closely behind. The orange markers only extend to 2.00 metres from the concrete gutter and it can be seen that the SUV is beyond that distance, and its left side is to the west of the roadway centreline.
In the next figure, the timecode is in error and should read 01;21,45;53. The SUV is seen crossing the 25-metre marker while the cyclist is just ahead of it. We noted that the right front tire of the SUV was located 2.50 metre west of the concrete gutter. Given that the cyclist was positioned 0.60 metres west of the concrete gutter this provides the evidence that the SUV driver has chosen a path that is well beyond the 1.00 metre requirement under Provincial regulation.
In the next figure, below, we see the situation as the Dark Grey SUV crosses the 50-metre marker at timecode 01;21;47;44. At this time the right front tire of the SUV is located 2.50 metres west of the concrete gutter. This lateral location is more than sufficient since the cyclist is still approaching the 40-metre marker and is located about 0.55 metres west of the concrete gutter.
In the final figure below we see the cycle’s front tire crossing the 50-metre marker at timecode 01;21;49;43 and the tire is riding over top of the junction between the asphalt lane and the longitudinal edge of the concrete gutter. While it is advisable to maintain a lateral location that is a far to the right as possible, it is not safe to ride over a longitudinal junction like this because it can quickly cause a loss of cycle control. This is one of the problems with the advice provided in Book 18 of the Ontario Traffic Manual which stipulates that cycling lanes can be as narrow as 1.50 metres and this width includes the concrete gutter.
As in previous articles we can conduct further analysis of this scenario by examining the lateral and longitudinal positions of the traffic units.
For example we can calculate the average speed of the cyclist. It took the cyclist 4.48 seconds to travel the 25-metre distance from the Zero marker to the 25-metre marker. This is an average speed of 5.58 metres per second or 20.09 km/h. In the second part of its travel to the 50 metre marker it took 4.10 seconds to travel the 25-metre distance or 6.10 metres per second or 21.95 km/h.
We can also calculate the speed of the Dark Grey SUV. In the first 25 metres the SUV travel the distance in 2.35 seconds or 10.64 metre per second or 38.30 km/h. In the second half of its travel it covered the 25 metres in 1.85 seconds or 13.51 metres per second or 48.65 km/h.
Overall the Dark Grey SUV maintained a reasonable lateral distance away from the cyclist while the passing motion occurred. At the Zero marker the SUV was 2.10 metres away from the concrete gutter, this increased to 2.50 metres at the 25-metre marker and this lateral distance was maintained at the 50-metre marker.
As noted in previous articles, the reason for this detailed study of passing motions is that we want to see how the installation of a painted cycling lane changes the passing motions of motor vehicles and the cycles that are being passed. Once the painted cycling lane is created it is hoped that another series of video sessions will document additional passing motions . There is no guarantee of what results may occur. But it is an important exercise to complete such work given the large number of instances where cyclists are stuck from behind by passing motor vehicles yet there is no objective data to determine how and why this happens.
Cyclist Passing Observation #7 From June 8, 2023 on Colborne Street in London Ontario
Continuing with our reports of passing motions of cyclists on Colborne Street in London, Ontario has us examining the observation labelled “Jun 8- 7” as shown in the list of observations in the table below.
The above table shows the 14 instances where passing motions were documented during three video sessions on April 12, April 14 and June 8, 2023. No observations were made during the April 12, 2023 session.
The figure at the top of this article shows a northbound cyclist who crosses the Zero marker of the site at timecode 01;19;39;28. The cyclist’s path along the road for the full 50 metre distance is shown in the table below.
The above table shows that the cyclist rode through the site at an average lateral location of 0.59 metres west of the concrete gutter. This is generally closer to the gutter than the average cyclist.
As the cyclist continued northward a Grey Car approached from the rear and it crossed the Zero marker at timecode 01;19;40;16, as demonstrated in the figure below. At this time the Grey Car was located 2.05 metres west of the concrete gutter. This was at a time when the cyclist was just approaching the 5-metre marker and the cycle’s lateral location was 0.60 metres west of the concrete gutter.
As shown in the figure below the Grey Car passes the cyclist and then comes to the 25-metre marker at timecode 01;19;42;28. At this time the Grey Car is located 1.50 metres west of the concrete gutter.
As shown in the figure below a Silver Car is observed crossing the Zero marker at timecode 01;19;41;39. At this time the cyclist and Grey Car are located between the 10 and 15-metre markers.
As the Grey Car passes the 25-metre marker we see in the figure below that the timecode is 01;19;42;28.
A curious action took place during this incident. As seen above the cyclist seemed to make somekind of hand gesture. It was questioned if perhaps the gesture was made to the drivers of passing vehicles. Yet, as seen in the next figure, it would seem that the cyclist raised his left arm because he appeared to be looking at a wristwatch. The figure below shows the cyclist crossing the 25-metre marker at timecode 01;19;43;49, a time when his cycle is positioned about 0.75 metres west of the concrete gutter. This figure also shows the Silver Car passing him and the car appears to be a wide distance away from the cyclist. Meanwhile the Grey Car is seen passing the 40-metre marker.
In the next figure below we see the scenario as the Grey Car passes the 50-metre marker at a timecode of 01;19;44;14. At this point the right front tire of the Gray Car is positioned 0.90 metres west of the concrete gutter. So the Grey Car moved from being 1.50 metres from the concrete gutter to just 0.90 metres from the gutter. Again this confirms what typically occurs: that as vehicles pass cyclists they steer wide of the cycle and then steer back into the northbound lane once the cycle has been passed. Note in the figure below that the Silver Car has also passed the cyclist and the left side of the vehicle is over (west of) the roadway centreline.
In the next figure we see the Silver Car passing the 50-metre marker at a timecode of 01;19;45;28. At this time the right front tire of the Silver Car is 2.10 metres west of the concrete gutter and this is at a time when the cyclist is just crossing the 35-metre marker.
In the final figure below we see the situation as the cyclist crosses the 50-metre marker. The front tire of the cycle is located 0.30 metres west of the concrete gutter and this distance is smaller than typical distance ridden by typical cyclists.
Once again we can use the information obtained from the video to determine the speed of the traffic units. The Grey car travelled the first 25 metres of the observation zone in a time of 2.20 seconds or 11.36 metres per second or 40.90 km/h. In the second half of the 50 metre distance the Grey Car covered that distance in 1.77 seconds or 14.12 metres per second or 50.85 km/h.
Similar analysis shows that the Silver Car travelled the first 25-metre distance in 2.18 seconds or 11.48 metres per second or 41.28 km/h. In the second half of its travel it crossed the 25-metre distance in 1.63 seconds or 15.34 metres per second or 55.21 km/h. So the Silver Car increased it speed substantially between the first and second halves of its travel.
With respect to the cyclist it took 4.18 seconds for the cycle to travel the 25 metres between the Zero marker and the 25-metre marker. This is an average speed of 5.98 metres per second or 21.53 km/h. In the second half of its travel it took 3.75 seconds to travel the distance or 6.67 metres per second or 24.00 km/h.
These detailed observations are being shown to provide some data with respect to how passing motions occur on a residential street where no cycling lane exists. The City of London is preparing to create a painted cycling lane at this location. Some cyclists have expressed concerns about the safety of such painted lanes. And it is known that many cyclists have been struck in the past by motor vehicles approaching them from behind. While these problems exist there is essentially no data available to guide anyone as to how these collisions occur. Police investigations are made but they are never shared with the general public nor, even more importantly, with the cyclists, some of whom pay for this secrecy with their lives. It is for this reason that Gorski Consulting has decided to conduct the detailed studies of cyclist passing events. Once the painted cycling lane comes to existence it is expected that further observations will take place to see if and how these passing motions become different from when no cycling lane existed. It is this kind of base data that may help in providing objective evidence of what factors are relevant.
Cyclist Passing Observation #3 from June 8, 2023 on Colborne St North of St James in London Ontario
Once again another passing incident is being discussed in this article from video observations made on June 8, 2023. As may be recalled these actions are being taken to obtain further insight into how and why cyclists are struck while being passed by motor vehicles. Furthermore the Colborne Street site is expected to have a painted cycling lane created by the City of London and it is interesting to see how passing motions occur before creation of the painted cycling lane and how these might change after the cycling lane is operational.
As may be recalled Gorski Consulting has documented 14 incidents of passing motions from video sessions conducted on April 12, April 14 and June 8, 2023. A table of those observations has been shown several times in previous articles and is being shown again below.
No passing incidents were documented during the April 12, 2023 video session. Six incidents were documented on April 14 and another eight we documented on June 8. The present article will review the passing motion labelled as “Jun 8-3” which involved a Black Pick-up truck passing a cyclist before the two reached the 50-metre zone of observation.
The cyclist’s progress during travel through the 50-metre zone of observation is shown in the table below. Generally the cyclist remained relatively close to the concrete gutter of the northbound lane as evidenced by the average distance of 0.61 metres west of the concrete gutter. This is the first instance where we see the results from someone riding an e-bike.
As can be seen in the video frame shown above, the cyclist crossed the Zero marker at timecode 00;18;53;25. It can be seen that the pick-up truck had already passed the cyclist at this time and the truck can be seen in the background of the above figure. The pick-up truck had previously crossed the Zero marker at 00;18;51;58 or about 2.5 seconds before the cyclist arrived.
Shortly afterward a White Car approached and it crossed the Zero marker at timecode 00;18;54;03, as seen the figure below. It is noted that the White Car was located about 2.50 metres west of the concrete gutter as it passed the Zero marker.
The figure below shows a view looking southward as the Black Pick-up truck is crossing the 25-metre marker as its right front tire is located about 1.60 metres west of the concrete gutter. Thus the Pick-up truck is moving back into the northbound lane when it is about 20 metres ahead of the cyclist.
In the next figure we see the White Car crossing the 25-metre marker at timecode 00;18;56;03 and its right front tire is about 2.00 metres west of the concrete gutter. This is at a time when the cyclist is just north of the 15-metre marker. Thus the White Car is already moving back into the northbound lane when it is about 10 metres north of the cyclist’s location.
Next the figure below shows the Black Pick-up Truck crossing the 50-metre marker while its right front tire is 1.30 metres west of the concrete gutter.
The figure below shows how the rider of the e-bike is just crossing the 25-metre marker at timecode 00;18;57;32.
In the next figure we see the White Car passing the 50-metre marker when its right front tire is 1.30 metres west of the concrete gutter. This is at a time when the cyclist is just north of the 25-metre marker.
And in the final figure below we see the e-bike crossing the 50-metre marker at timecode 00;19;01;49
Just like in previous articles we can determine the speed of the various traffic units by considering the time as they pass the various markers.
So the speed of the Black Pick-up truck can be determined by noting its location at the Zero marker and at the 25-metre marker. This indicates that it travelled 25 metres in 2.15 seconds, or at 11.63 metres per second, or at 41.86 km/h. In the second half of the 50-metre observation zone it travelled from the 25-metre marker to the 50-metre marker in 1.97 seconds or 12.69 metres per second or 45.69 km/h. This truck moved from a lateral location of 2.60 metres west of the concrete gutter at the Zero marker then to 1.60 metres at the 25-metre marker and then to 1.30 metres at the 50-metre marker. This is consistent with it moving away from the cyclist while passing and then returning to the northbound lane once past the cyclist.
We can also assess the speed of the White Car, which travelled the first 25 metres in 2.00 seconds, or 12.5 metres per second or 45.00 km/h. It travelled the second half of the 50 metre distance in 1.97 seconds or 12.69 metres per second or 45.69 km/h. This car also performed a similar action as the Black Pick-up truck in terms of being at 2.50 metres west of the concrete gutter at the Zero marker, then reducing that lateral distance to 2.00 metres at the 25-metre marker and then reducing it lateral distance again to just 1.3 metres west of the concrete gutter at the 50 metre marker. This action indicates that the White Car steered wide of the cyclist as the driver passed, then returned to the northbound lane after passing the cyclist.
The speed of the e-bike can also be calculated. In the first 25 metres it travelled from the Zero marker to the 25-metre marker in 4.12 seconds, or 6.07 metres per second or 21.84 km/h. In the second half of the zone of observation the cyclist travelled the distance in 4.28 seconds or 5.84 metres per second or 21.03 km/h. This speed is not high and is lower than several of the instances where manually powered cycles passed through the area.
These motions were generated at a location where there was no cycling lane. And we know that the City of London will create a painted cycling lane in the near future. Thus it will be of research value to conduct additional observations of passing motions once the cycling lane is completed. This will create some useful data regarding how painted cycling lanes change passing motions, if in fact they do that.
Cyclist Passing Observation #11 From April 14, 2023 On Colborne Street in London Ontario
As previously discussed in several articles, Gorski Consulting is engaged in a research project to gain further knowledge about how motor vehicles pass cyclists. This information is needed to provide further insight into efforts to minimize the common scenario where cyclists are struck. Little objective information is available anywhere about this process. Video sessions conducted on April 12, April 14 and June 8, 2023 have enabled the documentation of 14 instances where passing motions occurred at our test site. These 14 observations are shown in the table below.
We have previously created articles discussing three observations: Apr 14-1, April 14-2 and April 14-8. The present article will now discuss a fourth observation: Apr 14-11. As in previous occasions the path of the northbound cyclist has been identified with respect to the lateral position with reference to the concrete gutter located near the right edge of the lane. The table below shows the cyclist path throughout the 50-metre travel distance within the observation zone.
As shown above the current cyclist rode rather close to the edge of the concrete gutter, mostly in the range of 0.65 to 0.50 metres to the west. Overall the average distance from the concrete gutter was 0.56 metres and this is below the overall average of all cyclist observations.
The figure at the beginning of this article shows the scenario as the cyclist is passing the Zero marker and is entering the 50-metre zone of observation. The timecode at this specific time is 01;21;36;58.
As seen below, a white Honda SUV enters the view at 01;21;39;49 and is crossing the Zero marker while its right front tire is located about 2.05 metres west of the concrete gutter. This is at a time when the cyclist is riding near the 20-metre marker.
The figure below shows the scenario at 01;21;40;37 as the cyclist is crossing the 25-metre marker while the white Honda SUV begins to approach from the rear.
The next figure below shows the scenario as the white Honda SUV is crossing the 25-metre marker at timecode 01;21;41;56. The right front tire of the Honda is estimated to be about 2.60 metres west of the concrete gutter. This is at a time when the cyclist is approaching the 40-metre marker and we can see from the previous table that the cyclist is located about 0.55 metres west of the concrete gutter at the 40-metre marker.
In the figure below we can see the cyclist is riding at about 0.50 metres west of the concrete gutter just as the White Honda SUV is passing by. No estimate has been made of the Honda’s lateral position but the view clearly shows that it is well over the roadway centreline.
As shown below, the cyclist crosses the 50-metre marker when his front tire is riding over the 0.60 metre marker west of the concrete gutter. We do not have a precise location for the Honda SUV but the figure below shows its shadow and it appears to be somewhat in front of the cyclist but not far.
As noted in previous articles, some information can be obtained about this occurrence by examining the what happens when the traffic units pass by various roadway markers. For example we can estimate the speed of the cyclist by examining the timecode as the cycle passes the Zero marker, 25-metre marker and the 50-metre marker. With respect to the speed of travel in the first 25 metres, the cyclist travels that distance in 3.65 seconds or 6.85 metres per second or 24.66 km/h. This is a relatively high speed. We can also examine the speed of the White Honda SUV. It took 2.12 seconds for the Honda to travel the initial 25 metres, or 11.79 metres per second or 42.45 km/h. So the difference in speed of the two traffic units about 17.8 km/h.
We can also examine the speed of the traffic units in the latter portion of the zone of observation. The cyclist took 3.00 seconds to travel the second 25-metre distance so its average speed was 8.33 metres per second or 30.00 km/h. That speed is substantially higher than the typical cyclist speed. Unfortunately we cannot calculate the speed of the Honda in this latter portion of the zone of observation as it is out of camera range as it passes the 50-metre marker. However the Honda appears to pass the 45-metre marker at a timecode of approximtely01;21;43;07.
Using this estimate we would say that the Honda travelled 20 metres in about 1.18 seconds. Thus it average speed would be 16.95 metres per second or 61.02 km/h. Thus both traffic units would appear to have increased their speeds in the latter portion of the zone of observation. The Honda’s speed would be unacceptably high for a roadway posted with a maximum speed of 40 km/h. One consideration is that the Honda driver might have increased speed because this was needed to counter the higher speed of the cyclist. The Honda driver may not have wanted to be driving across the centreline for any long distance because of the possibility of encountering opposing traffic. Thus increasing speed would cause the Honda to pass the cyclist quicker and allow the Honda to return into the northbound lane in a quicker time.
The purpose of this study is to compare these results to what is expected when the City of London completes the creation of a painted cycling lane through the area. While concern has been expressed that the painted lane will not provide the adequate level of safety to the cycling users, it is really unknown just what will unfold. It is the intention of Gorski Consulting to return to the site and conduct additional documentations of cyclists and motor vehicles thus enabling a comparison between the before and after scenarios. In the meantime we continue to write website articles discussing what has been found while the cycling lane does not yet exist.
Cyclist Passing Observation #8 From April 14, 2023 On Colborne Street in London Ontario
Cyclist passing actions by drivers of motor vehicles are important to document in detail if we are to understand how we can avoid dangerous interactions when motor vehicles and cyclists come into contact. Knowing this, Gorski Consulting has commenced a detailed study of such passing motions on Colborne St, just north of St James St, in London, Ontario. The study involved the creation a matrix of markers on the road and then taking video of the cyclists and motor vehicles that pass through the markers. This zone of observation takes place over a distance of 50 metres.
Several articles have already been written about this study. Fourteen instances of cyclist passing motions have been identified as shown in the table below. Articles have already been written about the observations from the first two incidents “Apr 14-1” and “Apr 14-2”. We will now proceed to discuss a third observation “Apr 14-8”.
The table below shows the lateral position of the cyclist as he travelled through the 50-metre zone of observation. Thus the cyclist crosses the Zero marker at timecode 01;09;56;50 and then we see that he generally rides in an area that is less than 1.0 metres west of the concrete gutter. Overall his average position is 0.78 metres west of the concrete gutter. This distance appears to be less than the frame shown below where it suggests that the cyclist is riding substantially further from the concrete gutter.
The scenario in the “Apr 14-8” involves a black Audi car which passes a cyclist just before the traffic units reach the area of observation. So the first frame, taken from video, is shown at the top of the article and we can see the front portion of the Audi passing through the Zero marker at the timecode of 01;09;54;14. The figure below shows the same timecode but looking southward, and here we can see that the Audi has already passed the cyclist who has not reached the area of observation. We can note that the Audi has moved well over the roadway centreline. Our analysis indicates that the right front tire of the Audi is 2.90 metres to the west of the concrete gutter of the northbound lane.
In the next figure below we can we the cyclist crossing the Zero marker thus he is just entering the 50-metre zone of observation. Our analysis indicates that the cyclist is riding at 0.85 metres west of the concrete gutter. It also shows that the Audi has already passed the 25-metre marker.
The next figure below shows the position of the Audi at timecode 01;09;56;47 just as the Audi is crossing the 25-metre marker.
In the next figure below we see the position of the cyclist as he crosses the 25-metre marker at timecode 01;10;01;15. At this time the figure shows that the cyclist is located 0.60 metres west of the concrete gutter. The Audi is no longer in view because it has already moved well north of the cyclist.
In the next figure below we can see that the Audi crosses the 50-metre marker at timecode 01;09;58;47. At this time the right front tire of the Audi is located 1.50 metres west of the concrete gutter. So, when the Audi was at the Zero marker it was located 2.90 metres from the concrete gutter so it has moved back into the northbound lane by 1.40 metres.
In the next figure below we see the status of the cyclist as he passes the 50-metre marker at timecode 01;10;05;14. Here the cyclist is positioned about 0.75 metres west of the concrete gutter.
These figures shown above can be used to examine some further details about this scenario. For example, we can calculate the average speeds of the traffic units. With respect to the Audi it took 2.88 seconds to travel the 25 metre distance between the Zero marker and the 25-metre marker. So its average speed within this zone was 8.68 metres per second or 31.3 km/h. Similarly the cyclist travelled the same distance in 4.42 seconds so its average speed was 5.66 metres per second or 20.36 km/h. Thus the difference is speed of the Audi and cyclist was not large at this first half of the observation zone.
In the second half of the observation zone the Audi travelled from the 25-metre marker to the 50 metre marker in 2.0 seconds so its average speed was 12.5 metres per second or 45 km/h. So the Audi increased it speed during the latter portion of the zone of observation. With respect to the cyclist, he travelled the latter 25 metres in 3.98 seconds so its average speed was 6.28 metres per second or 22.61 km/h. So the cyclist also increased his speed during the latter portion of the observation zone.
Changes in speed matter. Drivers of passing motor vehicles develop a sense of when they should pull out to the left to pass a cyclist by judging their own speed as well as the speed of the cyclist. The driver may steer back into the traffic lane based on that expectation. If a cyclist’s speed suddenly increases the driver of the passing vehicle may misjudge when he should steer back into the lane and a potential contact could occur in some rare instances. Such instances are rare because, generally, cyclists cannot generate a very high acceleration in a short distance so the difference in speed of a cyclist would not be expected to be high in such short distances.
The ultimate purpose of this study is to consider what these scenarios may be like once a painted cycling lane is fully created by the City of London. How will the lateral positions of motor vehicles and cyclists change when the painted cycling lane exists? Will there be a greater potential for motor vehicle and cyclist contact? Will the defined cycling lane improve the safety of cyclists? These are the types of questions that need to be studied in an objective and unbiased fashion. It is the intention of Gorski Consulting to write further articles on other passing motions so that some understanding of the issues can be gained by anyone wishing such information.
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