Are Crosswalks There to Protect Us or Simply Make More Room for Cars?

Written By: Christopher Dolan and Nancy Villatoro

This week’s question comes from Fran in San Jose: I enjoy walking and like to do so as much as possible. If I can avoid having to drive, I will do so and complete some errands on foot. Even when I drive, I don’t mind parking at the end of a parking lot where there is plenty of room rather than circling for a spot that will only save me a few seconds. In my walks I have noticed how restrictive sidewalks can be and how we are herded along crosswalks. Don’t get me wrong, I realize it’s for my safety to use crosswalks, but I can’t help to think that crosswalks are not engineered to protect pedestrians. While waiting for a light to turn green, I have seen some dangerous street corners where only an imaginary line stands between me and a car going 40 mph. One wrong turn or distraction is all it would take for me to get hit by a car. Are crosswalks there to protect us or simply make more room for cars?

Thank you for your question, Fran. You have a good point of view and excellent question. Prior to the 1920s, city streets looked dramatically different than they do today. There were few crosswalks on the street, and they were generally ignored by pedestrians. Streets were considered to be a public space: a place for pedestrians, children at play, similar to a stroll in the park or a walk in the mall. People would move in any direction without really thinking about it. Author Peter D. Norton in the book Fighting Traffic: The Dawn of the Motor Age in the American City (Inside Technology), describes pedestrians as walking “in the streets anywhere they wanted, whenever they wanted, usually without looking.”

As cars began to spread widely during the 1920s, there was a spike in the number of pedestrian deaths. Over the first few decades of the century the number of people killed by cars skyrocketed.

Before formal traffic laws were put in place, judges typically ruled that in any collision, the vehicle was to blame. A movement began to regulate the speed of vehicles to reduce the number of pedestrian deaths. In response, automakers, dealers and car enthusiast groups worked to legally redefine the street.

By the 1930s, most streets were primarily motor thoroughfares where children did not belong and where pedestrians who failed to use the crosswalks were condemned as “jaywalkers.” Cities and downtown businesses began to regulate traffic in the name of “efficiency.” The articles printed in that era shifted blame for accidents to pedestrians, signaling that following the new traffic laws were important.

Today, in California, the driver of a vehicle must yield the right-of-way to a pedestrian crossing a roadway within a marked crosswalk or within an unmarked crosswalk at an intersection. (California Vehicle Code § 21950(a).) If the driver approaches a pedestrian within a marked or unmarked crosswalk, he or she must exercise all due care and must reduce speed or take any other action as necessary to safeguard the safety of the pedestrian. (California Vehicle Code § 21950(c).) However, a pedestrian is nevertheless responsible for exercising due care for his or her safety, thus cannot suddenly “leave a curb or other place of safety and walk or run into the path of a vehicle that is so close as to constitute and immediate hazard.” Additionally, no “pedestrian may unnecessarily stop or delay traffic while in a marked or unmarked crosswalks.” (California Vehicle Code § 21950(b).) The duties of the pedestrian do not relieve the driver from the duty to exercise due care for the safety of a pedestrian within a marked crosswalk or within an unmarked crosswalk at an intersection. (California Vehicle Code § 21950(d).)

Although some intersections and crosswalks can be designed better, crosswalks serve a purpose to keep pedestrians safe while allowing drivers the room they need to travel across city streets. As more people begin to rely less on their cars, more people like yourself will see how we need better designed crosswalks. Continue making your voice heard. You will find you are not alone. 

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Accidents Involving Pedestrians are on the Rise

Written By Christopher Dolan and Jeremy Jessup

This week’s question comes from Jordan from Emeryville: As people have started to get out more, I keep hearing about pedestrians being struck by cars. I know this is nothing new but seems to be coming up a lot more lately. Do you know what the trend is, I hope I am just paranoid, and whether or not anyone is doing anything to address the issue, if there is one?  

With the holiday season upon us, and despite the cold weather, people are out shopping and just being out more. With the current status of COVID-19, ridership on public transportation is still down, so those without vehicles, have taken to walking. But unfortunately, you are correct, though not a new problem, accidents involving pedestrians are on the rise. Earlier this year, the Governors Highway Safety Association (GHSA) projected that 2020 had the largest ever annual increase in the rate at which drivers struck and killed pedestrians, and they were correct. 

According to the GHSA the likely culprits are speeding, drunk driving, drugged driving, and distraction, which were rampant on U.S. roads during the COVID-19 pandemic. In addition, the March GHSA report also examined the 2019 FARS data to provide insights on trends regarding these issues. Some of the findings include the following:

  • Pedestrians accounted for 17% of all traffic deaths in 2019, compared to 13% in 2010. While pedestrian deaths have risen by 46% over the past decade, the number of all other traffic deaths has increased by only 5%
  • Drivers struck and killed a larger proportion of pedestrians that were minorities, including Black, Indigenous and People of Color, than expected based on the population. On the other hand, white/non-Hispanic pedestrians accounted for a considerably smaller proportion based on population
  • Most pedestrians are killed on local roads, in the dark and away from intersections. During the past 10 years, the number of pedestrians struck and killed after dark increased by 54%, compared to a 16% rise in pedestrian fatalities in daylight
  • Alcohol impairment by the driver and/or pedestrian was reported in nearly half of traffic crashes that resulted in a pedestrian fatality
  • Although passenger cars make up the largest categories of vehicles involved in fatal pedestrian crashes, over the past decade the number of pedestrian deaths in crashes involving SUVs has increased at a faster rate – 69% – than deaths in crashes involving passenger cars, which increased by 46%.

“Last year was filled with so much death and loss as COVID swept across the country. As America gets vaccinated and returns to normal, we need to treat pedestrian safety like the public health emergency that it is,” said GHSA Executive Director Jonathan Adkins. “We must strengthen our efforts to protect those on foot from traffic violence by implementing equitable and proven countermeasures that protect people walking and address those driving behaviors that pose the greatest risk.”

However, given the wide-open roads that existed following the stay in place order, many drivers have failed to adjust to more people being out and about. “The wrecks that are occurring are at higher speeds,” said Dr. James Augustine, the medical director for emergency medical services in Atlanta, as well as a spokesman for the American College of Emergency Physicians.

To help with this issue, AB43 was introduced by State Assemblymember Laura Friedman out of Glendale, to assist cities struggling to combat pedestrian fatalities. Beginning in 2022, cities will be able to force drivers to slow down on accident-prone streets. AB43 gives cities new authority to reduce limits in increments of 5 mph by factoring the safety of pedestrians and cyclists in traffic surveys. The state’s existing standards set limits based upon certain findings determined by an engineering and traffic survey and on the speed drivers feel comfortable driving at, rather than what’s actually safe.

Unfortunately, while it should be the ultimate duty of drivers to pay attention and follow the rules of the road, pedestrians should be mindful of the hazards and follow a few basic tips: 

  • Increase your visibility at night by carrying a flashlight when walking and wearing reflective clothing, such as reflective vests.
  • Cross streets at a designated crosswalk or intersection whenever possible.
  • Walk on a sidewalk or path instead of the road. Walk on the shoulder and facing traffic if a sidewalk or path is not available.
  • Avoid using electronic devices like earbuds or walking if you have been using alcohol or drugs. They can cause distractions and impair judgement and coordination. 
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Identifying liability in an officer-involved accident

This week’s column focuses on a recent incident about which we have received a number of inquiries. On Sept. 18, a Redwood City police officer en route to a reported crime scene lost control of his patrol vehicle and struck a pedestrian standing in the median of El Camino Real, as well as two other cars approaching from the opposite direction. The pedestrian was hospitalized with critical injuries. Readers have reached out wondering who bears responsibility when an officer-involved accident results in serious injury.

In general, the California Vehicle Code (CVC) regulations apply to all drivers, whether or not they are acting in a law enforcement or other public capacity. However, an exception provided in CVC Section 21055 applies when an authorized emergency vehicle is either: (1) responding to an emergency call or fire alarm; (2) engaged in rescue operations; or (3) in immediate pursuit of an actual or suspected violator of the law. In any of these situations, emergency vehicle drivers are required to warn the public with red lights visible from the front of their vehicles and, when reasonably necessary, activation of sirens. This exception is designed to ensure emergency vehicles a clear and speedy pathway when the risks to the public from an emergency outweigh the risks to the public from the emergency vehicle’s haste.

Municipalities may also establish “general orders” governing local practices for handling emergency vehicle responses in line with CVC requirements. For instance, Redwood City Police Department’s General Order 316.4 further requires officers to “reduce speed at all street intersections to such a degree that they shall have complete control of the vehicle” and to “elect to respond to the call without the use of red lights and siren at the legal speed limit” where the officer judges that violating traffic laws would present an unreasonable risk given present road and traffic conditions.

When an officer is sued for personal injuries or property damage resulting from a vehicular accident, CVC Section 21055 may be raised as an affirmative defense, meaning an officer may avoid liability if they can prove every element of the exception. Such a legal determination depends heavily on the facts of a particular case. However, the defense will generally not apply if the officer: (1) neither received information to justify an emergency response nor reasonably determined from observation that such a response was necessary; (2) failed to warn the public by illuminating a red light visible from the front of their vehicle and, if reasonably necessary, activating a siren; (3) failed to drive with due regard for public safety given the extraordinary circumstances; or (4) exercised their emergency privileges “arbitrarily,” which courts have interpreted to mean acting either with knowledge that serious injury will probably result or with wanton or reckless disregard of the possible consequences.

In the case of the Sept. 18 crash, it appears that the officer was dispatched pursuant to a legitimate emergency, namely reports of a home invasion. However, the affirmative defense still may not apply if a court finds any of the other three conditions to exist. For example, it is not clear from available video footage whether the officer’s vehicle was operating the minimum required forward facing red light, or siren if conditions are found to warrant one. It is also unclear why the officer lost control of the vehicle and, given such a result, whether he would be found to have been driving with due regard for public safety. The narrative initially offered by the Redwood City Police Department relies on a finding of wet, slippery road conditions. However, as stated above, the Department’s own General Order requires officers to use sound judgment, including taking road conditions into account, when considering their manner of response to an emergency. The Department has turned investigation of the accident over to the California Highway Patrol.

Employers are generally liable for the negligence of employees acting within the “scope and course” of their employment. Therefore, if the officer is found to have acted negligently, the city of Redwood City can be held responsible for any injuries caused and forced to pay for legal damages. However, if a court finds the officer to have acted with knowledge or wanton and reckless disregard that serious injury will probably result, this level of culpability may be found to be outside the “scope and course” of his employment, relieving the city of employer liability.

The city may also be found liable for the legal damages involved in this accident if it is found to have resulted from a vehicle defect and a court finds the Department failed to properly maintain, inspect, or repair the patrol car. If the car is found to have been defective upon purchase, the manufacturer and dealer may also bear responsibility under a products liability theory.

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Drivers, slow down for students

This week’s question comes from Becky M. in SoMa who asks:

Q: “When I was dropping my daughter off at elementary school last week, I drove up the street next to the school. It’s a narrow road with one lane in each direction. I was waiting in line for curbside drop-off when a yellow schoolbus stopped in front of us and turned on its red flashing lights. I stopped behind the bus and waited, even though I could have passed the bus in the lane for oncoming traffic. All the other cars behind me started honking and passing the bus on the left side. I was in a rush to drop off my daughter, but I waited for the lights to stop flashing before I went ahead and dropped her off. I thought I was supposed to wait behind the bus, but no one else was waiting, did the law change?”

A: Thank you for your question, Becky. The law has not changed. You did the right thing by stopping for the bus and remaining stopped until the bus turned its flashing lights off. California Vehicle Code section 22454(a) requires “[t]he driver of any vehicle, upon meeting or overtaking, from either direction, any schoolbus equipped with signs as required in this code, that is stopped for the purpose of loading or unloading any schoolchildren and displays a flashing red light signal … visible from the front or rear, shall bring the vehicle to a stop immediately before passing the schoolbus and shall not proceed past the schoolbus until the flashing red light signal … cease[s] operation.”

Simply put, this means that when the bus stops and flashes its red lights, located at the top front and back of the bus, you must bring your car to a stop, even if you are traveling in the direction opposite the bus. You must stop with enough clearance to allow for children to safety cross the street in front of the bus. You also must stay stopped until the bus turns off its red flashing lights, even if you do not see any children crossing the street. While it might seem inconvenient to stop and stay stopped for such a long time, this is an important, life-saving rule. When the bus is stopped with its red lights flashing, it means that children are either getting on or off the bus and are likely to be crossing the street. Because the bus is large and the children are small, your view of the children crossing may be obstructed.

The consequences for breaking this law can be astronomical — your careless decision could take away a precious, young life. Even if you are lucky enough not to harm a child while passing a stopped bus with flashers activated, your selfish act can earn you a $1,000 fine and a 1-year license suspension.

With school back in session for Fall, it is a good time to remind ourselves to slow down, be patient, and drive safely. Here are a few good rules of thumb to help keep school children safe:

  • School Zone Speed Limits: Drivers should always observe reduced school speed limits, typically 25 mph or even as low as 15 mph. Watch out for school crossing guards and follow their instructions.
  • Watch for Pedestrians and Bicycles: Drivers should be extra vigilant in keeping an eye out for children walking, biking, or scootering to school. Young children riding bikes or scooters can be unsteady, unpredictable, and are often inexperienced.
  • No Distractions: Keep your eyes on the road rather than on your phone or any other device. Taking your eyes off the road for just two seconds means that you may not see a child crossing in front of your car.
  • Talk to your Child: Teach your child to be safety-conscious. Remind your child to keep a proper lookout for cars in the roadway, be alert while crossing the street, and make sure that drivers see you/acknowledge your crossing. Also, remind your child to be aware of cars entering driveways or backing up.

If you were injured in an accident caused by a careless driver, you have the right to seek compensation for your economic and non-economic damages. Economic damages include items such as property damage, medical bills and lost wages; non-economic damages include things like pain and suffering, physical impairment and inconvenience. It is important to retain a skilled trial attorney to ensure that you receive full and just compensation for your injuries.

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Redwood City Police Officer Hits Pedestrian and Two Other Vehicles in High Speed Accident

Several Bay Area News agencies have reported that a Redwood City Police Officer hit a pedestrian and two vehicles while responding at high speed to reports of a home invasion crime. According to the reports, the incident took place at approximately 10am on Wednesday, September 18th while the officer was responding from the vicinity of James Avenue and El Camino Real to the 300 block of Poplar Avenue.

Here are two links to related news stories:

Pedestrian Seriously Injured In Redwood City Police Officer Crash

Redwood City Accident: Police officer spins out on wet road striking pedestrian, colliding with 2 other cars

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Reporting a Dangerous Condition of Public Property

This week’s question comes from a reader in Larkspur, who writes:

Q:“The intersection of Bon Air and Magnolia in Larkspur is very dangerous. There is a lot of construction going on affecting the signage and control of the intersection, especially during rush hour when lots of cars, bikes and kids going to school are present. Someone was already hurt here and the city hasn’t taken action to reduce or eliminate the danger. What can I do?”

A: Being a lawyer who takes on government entities that fail to monitor and correct dangerous conditions, I know what motivates governments to take action: a demand letter from an appropriate stakeholder indicating that a lawsuit will be initiated if the condition is not corrected.

A city can be sued for a dangerous condition of public property, defined in the California Government Code as “a condition of property that creates a substantial (as distinguished from a minor, trivial or insignificant) risk of injury when such property … is used with due care in a manner in which it is reasonably foreseeable that it will be used.” Courts have held dangerous conditions on public property when the property “is physically damaged, deteriorated, or defective in such a way as to foreseeably endanger those using the property itself.” Bonanno v. Cent. Contra Costa Transit Auth. (2003).

Government Code section 835 makes a public entity, such as the City of Larkspur, liable for injury caused by a dangerous condition of its property if the plaintiff establishes the following:

  • The property was in a dangerous condition at the time of the injury
  • The injury was proximately caused by the dangerous condition
  • The dangerous condition created a reasonably foreseeable risk of the kind of injury which was incurred
  • And, the injury was either:
    • Caused by a negligent or wrongful act or omission of an employee of the public entity within the scope of his employment which created the dangerous condition or
    • The public entity had actual or constructive notice of the dangerous condition under Section 835.2 a sufficient time prior to the injury to have taken measures to protect against the dangerous condition

Thus, in order to have a viable lawsuit and hold the city accountable in the unfortunate but likely event of future injuries, you have to send the city a letter that puts them in actual notice of the danger.

I have written letters like this before and seen change occur promptly. This, because if someone does get hurt after the actual notice provided in this proposed letter, the City will find it impossible to claim lack of notice. The more letters you and your neighbors send, shut the greater the chance they act with haste.

You should send the letter to the City Attorney and the City Counsel via the City Clerk. The City of Larkspur outsources the City Attorney function to an outside Law Firm. This is not uncommon in small cities.

Here is a suggested letter:

Larkspur City Attorney,
Sky Woodruff, Meyers Nave, 555 12th St #1500, Oakland, CA 94607
City Counsel, care of
Jamie Kuryllo
City Clerk
400 Magnolia Ave.
Upstairs, City Hall
Larkspur, CA 94939

Gentlepersons,

Please let this letter serve as actual notice of the existence of a dangerous condition at the intersection of Bon Air and Magnolia in Larkspur. The configuration of the intersection, in combination with inadequate traffic control devices, construction, high traffic volumes and other factors creates a non-trivial danger which poses a substantial likelihood of imminent injury or death. The available visibility, signage, signaling and striping is not only inadequate, it gives a false sense of security to pedestrians and cyclists thereby creating a trap for the unwary pedestrian or bicyclist.

This risk is heightened by the fact that there are many children going and coming from school and numerous bicyclists use this intersection as part of their daily commute route.

I am informed and believe that there have already been several serious injuries which have occurred because of the dangerousness of the intersection. As a concerned citizen I implore you to undertake prompt remedial measures to address this hazard. Save lives and taxpayer money by avoiding a tragedy and subsequent lawsuit.

Please forward a copy of this letter to the persons or departments responsible for traffic, pedestrian and bicycle safety as well as those responsible for inspecting, evaluating, maintaining and configuring intersections so they are on notice and can act promptly.

It may be helpful to hold a community town hall on intersection safety.

Please keep a copy of this letter on file with the City Attorney, The City Counsel, the Department of Public works, and Police and Fire Departments.

Please provide me with correspondence indicating receipt of this letter. You may send it by mail to my address _________ and of by email to ___________.

Regards,

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Picking a scooter company

This week’s question comes from Quinton in San Francisco, who asks:

Q: “I have been reading your columns on the electric scooters being rented in San Francisco. Is there one scooter company which, from a legal perspective, you believe is better to rent from?”

A: Quinton, based upon my review of the terms and conditions set forth by Skip and Scoot, I do have an opinion: Scoot is the way to go. Not only does it provide you with a free helmet if you request one after signing up, Scoot Networks’ user contract binds the company to provide you with insurance benefits in the event of an accident with a third party or the theft of a scooter. Skip provides neither of these amenities. While both Skip and Scoot are required to maintain insurance with the San Francisco Metropolitan Transportation Authority, it is not clear from the permit language that those regulations require insurance for the benefit of the rider, in addition to the company.

Unfortunately, if you are injured in a collision with another vehicle, whether it’s your fault, the fault of another, or because of a defective product or a defective roadway, no scooter provider will offer you any insurance coverage for your medical bills, lost wages or personal injuries, so you should make sure you have good health insurance before you go riding. If you are harmed by the fault of another then contact an experienced trial lawyer, like myself, for a consultation on your rights.

However, Scoot’s terms of service require the company to provide ”third-party” liability coverage, up to $2,000,000, for damages arising from a rider’s non-negligent use. Third-party liability is implicated when someone, not a party to the agreement between the rider and Scoot or its insurance company, is injured by the rider. Additionally, If a scooter is stolen during the rental period through no fault of the rider, the customer will only be liable up to the deductible amount. You should make sure to follow all required procedures to close out your ride so that you are not deemed negligent and held fully financially responsible for the theft. By using their service, you also give the company the right to bring an action in your name (termed subrogation) against any third party which it believes may be responsible for any incident.

There are several conditions and limitations to Scoot’s insurance coverage. Any independent vehicle insurance you own will be applied first, before Scoot will become financially involved. It is important to note that this coverage requires the user to pay any and all deductible amounts (listed at $500 for the Bay Area) per claim that arises out of a collision. Therefore, if a claim is for less than the deductible, the user will be responsible for paying the entire claim and the third-party insurance does not “kick in.” Scoot also prohibits you from engaging with any other parties to negotiate any outside offer, promise of payment, settlement, waiver, release, indemnity, or admission of liability in relation to a collision.

Scoot provides itself a way out of providing this insurance if you do not strictly comply with all of its terms and conditions of use. Indeed, Scoot clearly states that it “does not cover damage due to User’s breach of the Terms and in such an event User will be responsible for the full cost of such damage.” Scoot’s Terms of Service can be found at scoot.co/legal/united-states/terms-of-service/. You should also familiarize yourself with their Collision and Insurance Policy: scoot.co/legal/united-states/collision-and-insurance-policy/. Those terms include obligations to contact the police and Scoot within one hour, fill out a police report and provide Scoot with a factual description as to how the incident occurred and other details concerning the incident. You will be required to submit the involved license plate numbers, makes and models of involved vehicles, involved drivers’ license numbers and contact information, insurance information, witness information and any information concerning insurance policies you have that may provide you with insurance coverage.

So, if you or someone else is injured and you are on a Scoot scooter make sure to call the police and get a police report. Make sure you get an incident report number, so you can request a copy of the report. If there is only property damage, the police usually will not respond, but you can file a “counter report” at the nearest police station. You can request a copy of the report online at https://sanfranciscopolice.org/traffic-collision-report. This usually takes 10 days to process.

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Scooter companies show no concern for users, pedestrians

Today’s article is a continuation of my open letter to Scoot, Skip and other providers of the electric, app-based, scooters that are littering our cities. For part 1, please visit “Time for scooter companies to be responsible” and stay tuned: I will inevitably need more than these two columns to provide my readers with the “full scoop” on the greedy and cynical way that scooter companies are behaving and endangering us all, riders and non-riders alike.

 

Your products present an unreasonable risk of harm to pedestrians, especially the disabled and visually impaired, who trip and fall over the unattended scooters. Many of the scooters are dark in color and not easily seen on a dark sidewalk. While one manufacturer has some lighting on their boards to make them more visible at night, most don’t. As a result, sidewalk, parking lot, and roadway obstructions often cannot be appreciated until someone gets injured by tripping or falling over a scooter. Unlike electric City Bikes, which must be docked to terminate the ride and end user liability, or Jump bikes, which include a locking mechanism for use only at suitable location, your scooters are not required to be returned to fixed or organized locations. Instead, they are left strewn about the sidewalk in random locations. While you “encourage” riders to park them safely, and San Francisco has an ordinance requiring that they be parked near and between certain objects to reduce tripping hazards, let’s face it: your users largely just get off and drop them wherever they want.

 

California’s basic liability law is contained in California Civil Code 1714 which reads:  “(a) Everyone is responsible, not only for the result of his or her willful acts, but also for an injury occasioned to another by his or her want of ordinary care or skill in the management of his or her property or person, except so far as the latter has, willfully or by want of ordinary care, brought the injury upon himself or herself.” These scooters are YOUR PROPERTY and you are responsible to use care to manage that property. Suggesting that riders park safely does not get you off the hook if you are not taking reasonable steps to manage your property in a safe manner. You should fulfill your legal responsibility by adopting docking stations so that the scooters are left at pre-arranged, well-marked locations in a safe and organized fashion.

 

As a lawyer who represents unfortunate, blameless people who are injured by the “want of ordinary care” in the management of property, whether it be bikes, skateboards, electronically motorized boards, scooters, cars, slippery steps or driveways, collapsing staircases, unsafe balconies, etc., I would have no problem extending my use of the law to sue a scooter company on behalf of anyone who trips or falls over them.

 

Your products are endangering innocent property owners in many locations, such as Richmond, San Francisco, and other cities, where they are held responsible for the maintenance of the sidewalks in front of their buildings. As I previously noted in my April 20, 2017 column for this paper, “San Francisco is Obligated to Inspect Public Sidewalks for Hazards,” California State and Highways Code Section 5610 states that “owners of lots or portions of lots fronting any portion of a public street … shall maintain any sidewalk in such condition that the sidewalk will not endanger persons or property.” Likewise, San Francisco Public Works Code Section 706 mandates that “owners must maintain sidewalks surrounding their property in a reasonably safe condition.” If a landowner is aware of an obstruction and fails to remove it, they are exposed to financial liability for injuries sustained as a result of the obstruction. By allowing your customers to arbitrarily drop off scooters on sidewalks, where they sometimes cluster around certain buildings, you may cause landowners to be sued for not removing them.

 

Your terms and conditions are unconscionable and show your lack of concern for users. In your agreements, which you must know most customers fail to read before accepting, you include some of the most unbelievable, self-serving, and, in my opinion, unethical language seeking to shield you from any responsibility for the harms your products cause. It is unfathomable that you seek to escape responsibility from even improper maintenance of scooters, which can and will break and injure or kill people. You go even so far as to require injured riders to waive their rights against scooter manufacturers if the provided vehicle is defective in design or manufacturing.

 

SCOOTER RIDERS READ THIS CAREFULLY: These scooter contracts include provisions stating that users assume all risks of harm, injury and death, and release manufacturers and vendors from all liability caused by the use of their products, even if those companies are at fault for the injuries.

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Time for scooter companies to be responsible

The following is part one of an open letter to Scoot, Skip, and other providers of electric scooters detailing serious safety concerns I have pertaining to their scooter rental businesses. Part two will be published next week.

I wrote this letter because, as a trial lawyer representing seriously injured people, I see preventable tragedy ahead. The current circumstances remind me of 2012-2013, when Uber and Lyft first hit the streets and I was writing about the inevitable injury and death I could foresee from their business models, as well as the resulting insurance crisis in which victims would be unable to receive compensation for medical expenses, lost wages, and loss of loved ones.

Tragically, shortly after I wrote about those risks, Sophia Liu was killed by an Uber driver on New Year Eve of 2013 and Uber denied any responsibility for her death. After Sophia’s death, I was retained by her family and pursued both a lawsuit on their behalf and, in conjunction with the Consumer Attorneys of California, a change in the law to require Uber and Lyft to provide one million dollars insurance coverage for people injured by their services.

The time has come for these “new scooter transportation services” to act like responsible businesses and ensure their users are not left with life-altering injuries and hundreds of thousands in hospital bills.

 

To Whom It May Concern:

I am writing you to put you on notice of safety risks created by your products/services, your non-compliance with the California Vehicle Code, your unconscionable contract clauses which harm your consumers, and the lack of insurance coverage which will leave your users financially and, in many instances, physically crippled for life if injured in a collision. I appeal to your consciences and implore you to take immediate action to correct these very real threats to public safety before someone is severely injured or killed. I can assure you that such a day is unfortunately, and inevitably, fast approaching. You now have the opportunity to act as a socially responsible business by adapting your model to prevent injury and protect those who will ultimately be harmed by the use of your product.

Based on my review the following is my educated legal opinion about the dangers and legal violations which your products/services create.

Your devices appear to fall under regulations promulgated under the California Vehicle Code, meeting the definition of an “electronically motorized board (EMB)” pursuant to California Vehicle Code Section 313.5.

Your products/services are defective due to their lack of providing required head protection (helmets). California Vehicle Code Section 313.5 requires that a user of an EMB use a helmet if they are operating on a roadway, sidewalk or bike path.  You know your products will be operated on these facilities, yet you provide no helmets! That is analogous to a rental car company renting vehicles without seatbelts. Any casual observer can see that the majority of users of your products are helmetless. As such, you should provide a helmet or obtain proof of the use of a helmet before you rent your product. Anything less is socially irresponsible and uncaring for your customers. The fact that it may be difficult to create a mechanism to reliably provide each user with a helmet does not circumvent the requirement that a helmet be used.  

Your devices violate minimum visibility requirements. Along with head protection, there is probably no bigger safety factor than visibility. California Vehicle Code Section 21293 requires that EMB’s meet certain minimum visibility standards: 1) a headlight that provides a minimum of 100 feet of visibility; 2) a red tail light visible from a minimum of 500 feet; and 3) white or yellow reflectors on the sides visible from no less than 200 feet. To comply with Section 21293, the lighting must be visible to others who are using the travel ways and may be affected by the movement of the scooters. A review of your scooters on the roadways demonstrates that most, if not all, vehicles violate these visibility requirements. While Scoot vehicles have headlights mounted on their handlebars, and therefore visible to others in a normal and customary manner, their luminosity is questionable and may vary depending on the charge in the battery. Skip vehicles have lights positioned on the floorboard, less than 10 inches off the ground. These lights may provide some visibility for the user to see roadway defects, but do not alert other roadway users to the scooter’s presence. Moreover, neither service provides white or yellow reflectors on the sides of the devices and their rear tail lamps are weak, small, and too low to be meaningfully visible. In short, these devices appear to be defective and dangerous products manufactured and operated in violation of the California Vehicle Code.

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New Legislation Will Require A Permit For Electric Scooter Companies

Today’s column continues where last week’s left off regarding legal responsibility for injuries caused by hazardously placed Bird, LimeBike and/or Spin electric scooters. Today, I will first discuss new legislation designed to reduce the risks these scooters present and next address responsibility for injuries caused when motorized scooters are driven on the sidewalk.

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