Megan Schwarzman, 42, a research scientist at the Berkeley School of Public Health, was riding her bike southbound on Fulton Street near Bankcroft Way on Tuesday around 5 p.m. when she was hit and dragged under a car driven by Berwick Haynes, a Sunnyvale resident. Haynes remained at the scene and was later arrested for suspicion of driving under the influence of drugs, according to reports. Schwarzman’s injuries were so severe that the Berkeley Police sent its “Fatal Accident Investigation Team.” Fortunately, Schwarzman is expected to live, reported Berkeleyside, an independent news site.
It’s difficult to see what, if anything, Schwarzman could have done to ride more safely. Reportedly, she was wearing florescent green safety gear, a helmet, and she had lights on her bike. She was struck from behind. There’s no way anyone can call this an “accident,” given the conditions on Fulton—its design encourages dangerous speeds and provides no protection for cyclists.
According to the Daily Californian citing data from the California Highway Patrol, there were ten reported bicycle-versus-motor vehicle collisions at the intersection of Fulton Street and Bancroft Way from 2001 to 2014. Meanwhile, Berkeley’s Mayor Tom Bates has declared that he wants to make Berkeley the most bike-friendly city in the US.
Then why do such conditions persist? It wasn’t a cost issue: the city repaved Fulton last year. “We asked them to put in bike lanes and got our usual response that they need to do a traffic study,” said Dave Campbell, Advocacy Director for Bike East Bay. “We were told both would take time and they didn’t want to delay the paving. It would have been very easy to do.”
Campbell said it’s a problem endemic to Berkeley and other cities: the paving engineers work in a different department from the city planners. Putting protected bike lanes on Fulton “was in the 2000 bike plan. It was in the 2005 bike plan. It was in the 2010 downtown plan — every five years the city says ‘yes, do this’ and then they repave without doing it,” said Campbell. He hopes that with the end of CEQA’s car-centric “Level of Service” (LOS), things might improve, but he’s fears the foot-dragging and excuses will continue.