March 22, 2012
ELAYNE JACKSON REFUSED TO BECOME THE
WORST STAtistic, in part by wearing a helmet. It was the first
in a list of several things she did right as a bicyclist in North Naples
traffic — but it was the only one that paid off.
The worst
statistic is listed under “Fatality.” It occurs often enough in Florida to give
the Sunshine State its infamous tag: “Most Dangerous” — the most dangerous
state in the union for bicyclists and pedestrians, according to Transportation
for America, an organization that collects data from all 50 states.
What happened to
the 45-year-old Ms. Jackson, a fit, everyday Neapolitan bicyclist, very nearly
put her in the grave. She found
herself halted in traffic and waiting to turn left from Vanderbilt Beach Road
onto U.S. 41 northbound, in the middle of the afternoon on Feb. 29.
“I got to the
outside of the left hand turn lane, because I needed to go north on 41,” she
recalls. “All I remember is being in the left turn lane where I was supposed to
be, at the intersection. And when the light turned, I guess I went.“I woke up three
days later not knowing whether I was in Rhode Island (her home state) or
Florida.” The answer was
neither.
Ms. Jackson was
in the intensive care unit at Lee Memorial Hospital in Fort Myers, where she’d
been airlifted to the trauma center — a world unto its own. The driver of a
Collier County-owned Ford 350 pick-up hauling a trailer — apparently positioned
on her right, and also facing east on Vanderbilt Beach Road — accelerated when
the light turned green and ran over her, dragging her for many feet.
Fault has not
been established; no witnesses have come forward, and as of press time, the
Florida Highway Patrol has not yet seen a video of the crash from cameras
facing the intersection, according to a spokesman, who did not say why the
video was still unavailable after more than two weeks. A 3-foot state driving
law requires drivers passing bicyclists to come no closer than a yard to any
bicyclist.
If
her memory serves, along with the judgments of other bicyclists who studied the
scene, nothing Ms. Jackson did was an error on her part, including getting out
in traffic.
“Cyclists
operating on roads and who do so in a manner similar to how motorists operate —
including controlling a lane when it’s too narrow to share (less than 12 feet)
— fare best,” says Dan Moser, a bicycle advocate who writes a column for the
Fort Myers edition of Florida Weekly. “Our traffic principle is based on ‘first
come, first served,’ and that includes cyclists having that right.”
Michelle
Avola, executive director of the Naples Pathways Coalition, a nonprofit
organization that for the past eight years has promoted safer streets for
bicyclists and pedestrians, echoes that judgment.
“Cyclists are
advised to ride on the right side of the lane in the absence of a bike lane,
and she obviously couldn’t safely make a left turn from the bike lane on the
far right side of Vanderbilt Beach Road. She was doing nothing wrong, based on
what she told me.”
Ms. Jackson,
meanwhile, is preparing to spend months recovering from a long laundry list of
injuries and hard knocks: nine broken ribs that punctured her lung, a lacerated
liver, a broken collar bone and shoulder bone, a broken tibia (the larger bone
in the lower leg), two broken vertebrae and a broken knee cap — not to mention
skin and tissue ground down to the bone.
She
was going back into surgery this week to begin skin grafts and repair damage,
according to her mother, Ann Palumbo, who flew in from Rhode Island to be with
her daughter the day after the accident.
“The doctor said
probably three more weeks in the hospital,” Ms. Palumbo says.
Cost and
education
That’s
expensive, and not just because of the hospital bill.
For each
pedestrian or bicyclist killed in a traffic accident, the economic cost is
about $4.1 million, according to figures determined by the National Safety
Council. Even for injuries that do not incapacitate the victim, the cost per
accident averages about $53,000. Those numbers take into account the cost of
the accident itself and the loss of a productive work life in part or full.
Ms. Jackson’s —
cost yet to be determined — is one more avoidable run-in between a motor
vehicle and a bicycle that suggests two needs, say advocates of safer and
“complete” streets.
First is the
desperate need to fit and retrofit roadways to accommodate bicycles and pedestrians.
Equally important is the need for drivers and cyclists — both — to exhibit a
goingforward sympathy and respect for each other.
That’s something
they might acquire through education, suggests Ms. Avola, in a note to Collier
County Commissioner Georgia Hiller.
“Proper
facilities for cyclists and pedestrians (off-road, multi-use pathways, bike
lanes and sidewalks in a complete transportation network) are part of the
solution, but education is just as vital to knock Florida out of the number one
spot for killing cyclists and pedestrians,” she says.
For her part,
Ms. Jackson, who has lived and ridden her bicycle in Naples for four years, is
both generous in her assessment of the efforts of county officials to establish
opportunities for bicyclists and pedestrians, and realistic about the results.
“I do believe
they do a good job (planning and building) bike paths,” she says. “But they’re
not all connected. It’s kind of choppy. It’s hari-kari (like ritual suicide)
until you get to the next smooth stretch.”
Statistics bear
out the hari-kari estimate of conditions.
In 2010, the
Collier County Sheriff ’s Office investigated 84 crashes between bicycles and
motor vehicles, and 54 accidents in which pedestrians were hit, says Michelle
Batten, a CCSO spokeswoman.
Then it got
worse. In 2011, the CCSO investigated traffic crashes involving 99 bicyclists
and 49 pedestrians. The two-year total is 284, and that does not include
crashes investigated by the Naples police, the Florida Highway Patrol or Marco
Island police.
The official
effort
For their part,
officials have capitalized on federal, state and local money to create a
significant web of bicycle “facilities” — that’s the word they use to describe
bike-accessible sidewalks, paths that run along or near roads and so-called
greenways (paths that are not next to roads).
“We’ve built 133
sidewalk miles and more than 16 miles of greenways,” says Connie Deane,
community liaison in the Growth Management Division of Collier County. “One of
the visions is to have more of these facilities and to connect them all,
eventually,” she adds.
Two projects
underway now are set to be complete late in 2013:
¦ A route along
Collier Boulevard from Davis Boulevard to the Golden Gate main canal that
merges with existing paths, and
¦ Miles of
sidewalk and pathway along Oil Well Road from Immokalee Road to Everglades
Boulevard, and from Oil Well Grade Road to Ave Maria Boulevard.
Additionally,
planners meet March 30 to begin a yearlong research effort to lay out the
future, says Sue Faulkner, a principal planner for the Collier County
Metropolitan Planning Organization.
Now is the
chance for Jane and John Q. Public to help shape that future, Ms. Faulkner
says.
“We’re going to
begin working with ad hoc committees — citizens’ agencies throughout the county
who might have a perspective to contribute to development of a new plan. That
new plan will identify projects they want to pursue and their vision for what
the connections will be.”
Perhaps easier
said than done.
Lucie Ayer,
executive director of the MPO, says that politics and strong opinions play a
constant role in changing both the roadways and the culture of thought about
the rights of bicyclists, especially in private neighborhoods such as the ones
flanking Vanderbilt Drive.
There, residents
have fought a bikepath plan for which funds are already available that would
connect their neighborhood with Bonita Estates in Lee County, allowing
bicyclists, runners, walkers and all other foot or pedal traffic safe access to
both communities.
“We encounter
this all the time,” Ms. Ayer reports. “There are always competing priorities.
It’s pretty common, especially when you try to make improvements through areas
populated by private residents.”
Darla
Letourneau, director of the nonprofit Bike Walk Lee (www.bikewalklee.org),
encouraged Collier County commissioners to push the project forward by arguing
both safety and economics in a February letter to Com- missioner Hiller
(Commissioner Hiller did not respond to a request for comments by press time).
“Collier County
is in an enviable position — you have the funds on hand now from the developer
to pay for the needed 12-foot standard multi-use pathway,” Ms. Letourneau
wrote. “Not moving forward with the pathway as planned will cost future
taxpayers of Collier County more money in inevitable retrofits, and will deny
current residents and visitors an adequate and safe multi-use path system.
“One of the key
principles of complete streets is to ‘do it right the first time,’” she added.
“There is nothing more costly on transportation projects than not providing for
anticipated use and having to come back later and pay 10 times more to retrofit
the project.”
Needed: mutual
respect
But retrofitting
the attitudes of everyone in the driving-bicycling community might be the most
challenging project of all.
Whether
individuals are guiding a ton or two of combustion-powered motor vehicle or a
few pounds of pedal powered bicycle, the way they think about each other can
probably both prevent injuries and save lives, suggests Ms. Avola at the Naples
Pathways Coalition.
“The lack of
regard for people who have been injured or killed walking or biking really
surprises me,” she says, reacting to the flurry of online comments about Ms.
Jackson’s accident that criticized both Ms. Jackson and bicyclists in general.
But it cuts both
ways, Ms. Avola adds. Bicyclists sometimes show little sympathy for drivers,
and the attitudes together become dangerous.
In an e-mail
letter to Commissioner Hiller last week, Ron Tougas, who walks the family dog
with his wife each morning, made these observations: “(Bicyclists) around our
Pine Ridge area are blatantly ignoring all normal rules of the road. In
particular, I might point to the intersection of West and Carica (south end),
where there is a school bus stop and where vehicles on Carica have stop signs
and those on West don’t…
“Every morning
around 7:45, a group of speed bikers, ranging in numbers from eight to 20, come
along Carica (heading SE) and turn west on West and never stop. At about that
same time, the school bus passes, heading east on West. On several occasions I
have wondered if there might be a problem or collision because the bikers
hardly slow down, passing through the stop sign as they turn right onto West;
one of the lead bikers usually yells “clear,” giving the rest a go-ahead to
proceed at speed. Occasionally we’ve also seen close calls with local trash
collector trucks.”
Ms. Avola
acknowledges that bicyclists and drivers alike make mistakes and can hold
grudges. And that has to stop.
Instead, she
advises, we need “to educate cyclists, pedestrians and motorists to help us all
do the right things more of the time — to reduce accidents and reduce the
friction between cyclists and pedestrians.”
Ms. Ayer at the
MPO advocates both a personal ethic and education. The ethic is empathy.
“As planners, we
want to do the appropriate thing for bikers who can ride fast. Their preference
is to be away from the sidewalk,” she says.
Statistics show
that sidewalks are the most dangerous place for bicyclists, since many have
been killed or injured by traffic emerging suddenly and drivers who don’t spot
them.
“But sometimes,”
adds Ms. Ayer, “you cannot provide the wider pathways. If nothing else is
available, shouldn’t everybody be considerate of other people, and share?”
In the end, that
may prove to be the most important question, and the clearest answer.
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