Unfortunate circumstances caused the lack of involvement by Gorski Consulting in the public participation meeting regarding the long-term use of Blackfriars Bridge in London, Ontario. However positive developments have taken place in other areas of study such as the involvement of Western University’s WERCAT team in conducting analysis of data collected during recent observations at Colborne St at St James in London.

Infection is a dangerous game. I found this out two weeks ago when I suddenly developed a pain in my right leg for no apparent reason. Ten days in hospital reminded me that infection can strike anyone. Now released I am still trying to deal with the painful results. Hopefully for not to much longer.

This occurrence has been unfortunate because of a detailed review of the Blackfriars Bridge In London which occurred precisely as my medical issue exploded. I was substantially involved as Gorski Consulting completed a traffic study last year at the Blackfriars Bridge. I am glad however that the data and analysis were available to all, regardless of one’s position on how the bridge should be used.

A positive development is that I was informed that the WERCAT team at Western University completed analysis of the data from my traffic documentations of October 5, 2022 on Colborne Street just north of St James Street. This means that we now have results from 3 sessions of traffic studies at the site. I cannot extend a greater appreciation to WERCAT for this effort. I understand that this work was done by a group of young resident doctors who would have a tremendous workload related to their official medical assignments. Indeed, they volunteered their time at no expense to anyone and I am impressed with that dedication. I am committed not to allow this effort to go unrecognized.

Just before my medical problems developed I had just completed a third round of observations at the Colborne Street site in which I have documented the lateral travel paths of cyclists, transit buses, heavy trucks and a percentage of passenger vehicles. I believe this is important work as it will provide base data about how cyclists and motor vehicles interact on an urban roadway. This site is slated to have a painted cycling lane at some future date so comparing the lateral paths of traffic units before and after the lane is developed will help in understanding how cyclists could be involved in collisions with passing motor vehicles. This can lead to some recommendations about where painted cycling lanes may be an acceptable risk and where that risk could be unacceptable. From decades of reconstructing motor vehicle collisions I am aware that there is a higher risk of straying out of a travel lane at locations where there is a roadway horizontal curve. Similarly cyclists have a greater likelihood of straying out of a cycling lane at a curve, where the cyclist speed is low, or where there is a elevation change. These matters need to be identified and discussed. These issues will not be revealed at the Colborne Street site because it contains wide lanes, is straight, and has no elevation changes to speak of. But we must start somewhere and the Colborne Street site is a location where we will be able to see what conditions exist where these problems do not exist. These explorations are time-consuming but I believe they will be worthwhile when good data is made available.