Group items tagged

Bicycle Related Sites This page lists bicycle related web sites. Our focus is to provide information on bicycling as a mode of transportation. The sites listed below do not represent the views of the Department. They are for informational purposes only and the Department cannot be held liable for misinformation from any of these sites. Every effort has been made to review each site for content, however should a site grossly misstate facts or sources please send an e-mail to Ann Mahaney and the link will be removed. National Organizations: National Bicycle Safety Network - Contains safety and other information concerning bikes. Bicycle and Pedestrian Information Organization - Contains technical information on bicycles and walking. The League of American Bicyclists - ...for a bicycle friendly America, the national organization of bicyclists. Bicycle Federation of America - an electronic information center for bicycle and pedestrian advocates, practitioners, public officials and interested citizens. State Organizations: California Bicycle Coalition (CBC) - A non-profit organization that advocates increased bicycle use, access, safety and education, by promoting the bicycle as an everyday means of transportation and recreation. Smart Traveler - the single place on the internet to get information on all of your transportation options in California. California Association of Bicycling Organization (CABO) - California's bicycle clubs organized into a state federation in 1972 to protect bicyclists' interests state-wide and to encourage, maintain, and improve bicycling conditions. Local Organizations: LADOT Bicycle Services - The purpose of the LADOT Bicycle Homepage is to provide bicycle information to the constituents of the City of Los Angeles. Monterey Off Road Cycling Association (MORCA) - MORCA is an organized voice for responsible mountain biking in Monterey County. SLO County Bicycle Coalition - Transforming San Luis Obispo County into a safer and more livable

Cycling Data The collection of data on the number of bicycles per household, number of bicycle journeys and the nature of those journeys helps to inform transport policy and practice. Filter by : All |  Case Studies | Cycling Advocacy | Effective Marketing | International | Resources | Videos | United Kingdom | Australia | Victoria | New South Wales | Queensland | New Zealand | South Australia | Bike Commuting | Bike Share Schemes | Europe | North America | State and Territory Government | Tasmania | Sustainable Urban Transport Plans | Cost Benefit Analysis | Research paper | Austroads | Australian Capital Territory | Local Government | Northern Territory | National Government | Western Australia | United States of America | Canada | Australian Bicycle Council Active Transportation Beyond Urban Centers (USA) 06th Feb 2012 Active Transportation Beyond Urban Centers was published by Rails-to-Trails Conservacy in January 2012. It shows that in large and small "rural cores" of 2,500 to 50,000 residents, the share of total trips made on foot or by bike is only 20 percent below the rate for larger urban cores. Furthermore, when it comes to work trips, rural areas fall right in line with the national rates of biking and walking to work. Read more Local Government Bicycle Account 2011 (Australia) 02nd Feb 2012 In January 2012 the Australian Bicycle Council released the results of Local Government and Cycling Survey undertaken in July 2011. Councils responding to the survey spent more than $72 million on bicycle-related programs in 2009-10. More than two thirds of responding councils either have a bicycle strategy or are working towards one. As at June 2010, councils responding to the survey reported having constructed 11,704km of cycling infrastructure. When their cycle networks are complete the infrastructure will measure 17,842km. Read more Weather or Not to Cycle: Temporal Trends and Impact of Weather on Cycling in an Urban Environment (Canada) 01st Feb 2012 Thi

Why the Bike Lane is the Golf Course of the 21st Century Posted on January 26, 2012 Hello Dear Readers, The Sightline Daily, a blog affiliated with a Northwest policy think tank, published an article I wrote about my Stevens Fellowship experience. You can read the article here! A funny story about how the opportunity with Sightline came about. I was waiting at a stoplight near Mercer Street in Seattle in late November and this guy pulled up to me (on his bicycle) and commented on how bad the bicycle infrastructure was at that particular intersection. He noticed that I had no "biking clothes" on and asked me if I'd ever heard of Copenhagen Cycle Chic.  "Copenhagen Cycle Chic is my favorite blog!" I told him. Then we started talking bike politics and eventually I realized he was Alan Durning, the founder of the Sightline Institute. I've been reading the Sightline blog and using their research in my work for years. I really like that this Sightline article came about because of a conversation that started on the bike lane (or..errr…lack of bike lane).  Who needs the golf course when you cycle! Cycling is such a social form of transport. Sean and I were biking in to work a few days before Christmas and bumped into our friend Jed who I hadn't seen in almost a year.  (Jed and his wife recently had a baby!) We rode together along the cold, but sunny, shores of Westlake for about ten minutes and caught up.  It was a great way to start the day and I was happy to know that Jed was doing well. Then, the next morning, Sean and I bumped into Jed again-in almost the same place as the day before-and we shared another pleasant commute together while joking about how we were becoming a bike commuter gang. The morning before I left for Copenhagen I biked downtown alone after saying goodbye to Sean. I was feeling the weight of the goodbye and also some anxiety about professional challenges ahead.  I pedaled slowly along Dexter, my pace matchi

Pros and cons regarding bicycle helmet legislation Promote cycling and bicycle helmets or not? Promoting cycling: changes to expect Pros and cons regarding bicycle helmet legislation Although bicycle speed is rather limited, it is acknowledged that a properly designed helmet provides very good protection for the most vulnerable part of the body, the head, from being severely injured in a crash. Whereas the helmet is more or less compulsory in all countries for participants in sporting events, in most countries it is still optional for cycle touring or bicycle rides in general (see Bicycle helmet legislation for exceptions). Some cyclists are against the helmet as it imposes a requirement conflicting with the feeling of freedom given by the bicycle or because it is unsightly, uncomfortable, or unnecessary over short distances. Others are firmly in favour of it as it provides good head protection [16]. In 2000, helmets were worn on a voluntary basis by 15% of cyclists in Finland, 16% in the United Kingdom, 17% in Sweden, 7% in Switzerland and 6% in Norway. In Denmark, 68% of children, who are passengers on bicycles (children between 0 and 5 years old), were using helmets. 34% of the children between 6 and 9 years old use helmets on their bicycles. Only 5% of cyclists aged between 10 and 25 year old used a helmet, and among cyclists aged 25 years and older only 3% used a helmet. The proportion is insignificant in most other countries [16]. Several reviews have been conducted on the effectiveness of bicycle helmets in reducing head and facial injuries [54][53][41][30] . Studies over the last 15 years in the United States, Europe, Australia and New Zealand indicate that bicycle helmets are very effective in decreasing the risk of head and brain injuries. Critics of legislation, though, have pointed out that reductions in absolute numbers of cycling fatalities and severe head injuries can be at least partially explained by a decrease in cycling per se. Given that good evi

Walking and cycling as transport modes No speed, no mass, and no protection Pedestrians and cyclists: unprotected road users Walking and cycling as transport modes Of all journeys, 20-40% are travelled by cycle or on foot, with the highest percentage in the Netherlands and the lowest in Finland. Trips on foot take place most frequently in Great Britain, whereas bicycle trips are most frequent in the Netherlands, Denmark and Sweden [34]. Some groups of traffic participants walk or cycle more than others. These differences are also reflected in their crash involvement (see Crash characteristics). Age groups for which walking is particularly important, are children below the age of 12 and adults aged 75 and above. The bicycle is used most frequently by those younger than 18 years of age [34]. Walking as a transport mode Cycling as a transport mode Age groups most involved in walking and cycling Walking as a transport mode Walking as a means of transport is commonly used for rather short trips. This means that it is actually difficult to assess pedestrian mobility at country level, as the national travel surveys often do not register the shorter trips. Also, the walking parts of trips made primarily by public transport are usually not taken into account. At present, the importance of walking is therefore underestimated [60]. Survey data from a selection of seven European countries show that 12-30% of all trips is made by walking (as main transport mode), the highest figure being for Great Britain [34]. For short trips under 5 km, the share of walking is higher, with a maximum of 45% in Great Britain. The average length of walking trips varies from just under 1 km (Great Britain) to 2.8 km (Finland). It should be noted, however, that the extent of coverage of short trips may vary from country to country in the national travel surveys. This will affect the comparability of average trip length and the share of walking. In Great Britain, all trip lengths are included, where

Bicycles riders (cyclists) on public streets have the same rights and responsibilities as automobile drivers and are subject to the same rules and regulations as any other vehicle on the road. Each year in California, over one hundred people are killed, and hundreds of thousands more are injured in bicycle collisions. The keys to safe bicycling include being predictable, visible and communicating your intentions to motorists. The following links provide valuable information on Bicycle Rules and Safety, as well as some helpful hints and general bicycle information. Bicycle Rules and SafetySafety Tips for Bicyclists and Motorists (FFDL 37)DMV Driver's Handbook-Bicycle SectionSafety Guidelines and Bike TipsTips for Safe Bicycle RidingBicycle Safety Links10 Smart Routes to Bicycle SafetyGeneral Bicycle InformationCaltrans Bicycle InformationCalifornia Air Resources Board-Bicycle Awareness ProgramBicycle Related SitesCalifornia Vehicle Code Sections for BicyclesVehicle Code 21200 Series-Operation of BicyclesVehicle Code 39000 Series-Registration and LicensingFor information on Motorized Bicycles and Motorcycles check DMV's Motorcycle Driver Handbook.Motorcycle Driver Handbook (PDF)  Everyone should be aware of Bicycle Safety   

BIKING How bicycling will save the economy (if we let it) 83 BY ELLY BLUE 28 FEB 2011 3:08 PM This is the first column in a series focusing on the economics of bicycling. Imagine getting a $3,000 to $12,000 tax rebate this year. Now imagine it coming again and again. Every year it grows by around a thousand dollars. Imagine how this would change your daily life. Sounds like a teabagger's wet dream, but it's actually a conservative estimate of how much you'd save by ditching your car, or even just one of your cars -- and getting on a bicycle instead. Car-centric conditions don't always make it easy to choose the bicycle. Communities designed exclusively for motor vehicles impose a major financial penalty on those who are compelled to take on the expense of driving. But if you're one of those who lives in a bike-friendlier place, you'll be doing your local business community a good turn and padding Uncle Sam's pockets as well as your own if you trade four wheels for two. In the many North American cities where two-wheeled transportation is taking off, a new bicycle economy is emerging. It's amazing how much money can stay in your community when it isn't being pumped into the gas tank, big insurance, and the auto market. What will this new bicycle economy look like? We don't have to guess. It's already emerging along urban, low-traffic bikeway networks nationwide. One thing is guaranteed: it includes a lot of new bike shops like this one on a bikeway in Baltimore -- one of five new bike shops to have opened in the last two years in that city. A 2008 study in Portland clocked bicycle-related industry alone as contributing $90 million to the local economy every year. Bicycle tourism is another huge boon to regions that can attract it -- in 2010, Wisconsin bragged of a yearly $1.5 billion bike economy [PDF]. Less obvious synergies abound as well. People who ride, just like people who drive, buy groceries, visit the doctor, need a new shirt sometimes, and en

Ed's Bicycle Advocacy Page Over 20 years ago I began looking at climate change impacts on infrastructure. Since about 2003, I have been more focused on human-induced climate disruption and its impacts on water resources. As I pursued this research, I have had the good fortune to work with some world-class scientists, and the findings of all of them have framed this issue as one that transcends discplines and crosses political and geographical boundaries in a way that demands more of us than most other issues. While I already have lots of web space devoted to climate change and water issues, one passion that is not well represented is bicycling. Our inefficiency in transportation (accounting for nearly 30 percent of U.S. energy demand) produces a huge proportion of the greenhouse gases that will dramatically alter the climate our children and grandchildren inherit. I'm not sure what shape this page will eventually take, but I will use it to link to articles and resources that will at least help me keep track of things. Maybe if anyone else lands here they'll find something useful too. The True Cost of Transportation Energy The report by the National Research Council, "Hidden Costs of Energy: Unpriced Consequences of Energy Production and Use" summarizes some of the externalized costs of energy generation and use. Of particular interest is that motor vehicles are responsible for about 1.5 cents/mile in nonclimate-related damages, such as health impacts. At 10,000 miles/year, this is maybe $150/year. Interestingly, electric and hybrid vehicles are about as bad, and vehicles using biofuels are generally the same or worse. Development and Bicycle Advocacy Here's the civil engineering connection: planning and construction often leaves out bicycle (and pedestrian) considerations. A great movement to include this in neighborhood and city design is the National Complete Streets Coalition, where lots of resources are available. A Place for Optimism While maybe contrar

PUBLIC BICYCLE SYSTEMS Contemporary public bicycle schemes refer to the provision of bicycles to enable short-term rental from one docking station (where bicycles are picked up and returned) to another. What initially began as small pilot projects in some Northern European cities in the 1960s, have expanded into large-scale, city-wide schemes in many European cities, as well as similar, albeit typically smaller programs in the US, Canada and Australia. Hangzhou, China currently has the largest bicycle program globally, with over 60,000 bicycles. The Institute for Sensible Transport provides technical analysis and policy advice to governments interested in public bicycle schemes. Our key services include: Assessing the impacts and improving the performance of existing public bicycle schemes. Feasibility studies for cities interested in establishing a public bicycle scheme. Bringing together our knowledge of the successes and failures of bicycle share systems across the globe, we are able to maximize the effectiveness of investment in these schemes. We are able to provide services to cities across Australia, Asia, Europe and North America. Read Elliot Fishman's recently published response in the British Medical Journal of a paper on Barcelona's public bicycle scheme.   

WP4: Interventions to the bicycling infrastructure Coordinated by Henrik Harder, AAU The research approach will rely on a survey of Danish bicycle infrastructure cases/interventions in the period from 1978 until 2009, and a comparative case study of seven Danish cases of intervention to the bicycling infrastructure. WP4 incorporate a Dutch reference study analyzing seven cases of intervention to the bicycling infrastructure, including new (to the Danish context) forms of interventions/projects - such as "bicycle streets" - that have not yet been implemented in any Danish municipality until 2009. The results of WP4 will provide WP1.3 with information on types of interventions/project and case based assessments for validation and triangulation of conclusions. The WP consists of 4 subprojects. WP4.1 The Danish bicycling infrastructure cases will survey bicycling infrastructure cases implemented between 1978 and 2009, based on a web-based questionnaire to all Danish municipalities. A typology of interventions will be developed, and assessment made with respect to the state of knowledge as well as evidence of effects. WP4.2 Study of selected Danish bicycling interventions will study a selection of bicycling infrastructure cases in a multiple case study representing a variety of interventions as well as regional and urban contexts. Two case studies will be reserved for planned interventions in the projects main case study areas Odense and Copenhagen while the rest will assess projects and effects in retrospect and based on available data. WP4.3 Reference study of selected bicycling interventions in the Netherlands will conduct a multiple case study will be carried out in the Netherlands by the projects Dutch partner, focusing on bicycle infrastructure cases that helped increase local bicycle traffic significantly. This reference study will be based on considerations related to the classic study "Sign up for the Bike: Design Manual for a Cycle friendly Infrastr

BICYCLE STRATEGIES The Institute for Sensible Transport is among Australia's leading authorities on the development of bicycle strategies. We have provided advice on world's best practice strategies to increase bicycle use to local, state and federal governments, as well as organisations in the private sector and major Australian universities. Our bicycle strategies focus on the following areas: Background information, including current modal share, existing policies, demographics and emerging issues The benefits of cycling, with an analysis of cycling issues related to climate change, congestion, health and petrol prices. Policy objectives and strategic vision Audit of existing bicycle network and gap analysis Facilitation of community forums and intercept surveys Target setting and demand forecasting Actions and Recommendations Bicycle use measurement tools/evaluation techniques Bicycle parking and other end of trip facilities Public bicycle systems Funding opportunities Bicycle Strategy Presentations 1. An Introduction to the Victorian Cycling Strategy. PDF 1.6MB Client: Metropolitan Transport Forum (MTF) 2. Bicycle Strategies and an outline of the Victorian Cycling Strategy. PDF 2.1MB Client: Municipal Association of Victoria (MAV)

cycle Maintenance Guide and Riding Tips - an online manual about bicycle maintenance and repairs, and tips for how to ride efficiently, covering the wheels, steering, the drive train, bicycle computers, clothes, riding, travel tips, what to do in an accident and more   (Rating: 7.06 Votes: 1683)   Rate this site: 5 6 7 8 9 10 Bicycle Street Smarts - an illustrated online tutorial on bicycle safety and safe bike riding on public streets and roads, covering such topics as starting and stopping, where to ride on the road, riding through intersections, getting across non-standard intersections, steer out of trouble, using your brakes, riding in groups, riding in rain and darkness, safety equipment, bicycle helmets, ways to deal with tough situations and more   (Rating: 6.97 Votes: 1529)   Rate this site: 5 6 7 8 9 10 Locking your Bicycle - a collection of illustrated guides about locking your bicycle, including "The art of locking your bike", "The science of locking your bike", "A study of what not to do", "A comparative analysis of locks" and more   (Rating: 7.06 Votes: 1559)   Rate this site: 5 6 7 8 9 10 REI: Expert Advice -- Cycling - a large collection of instructional articles and online clinics about cycling, including such articles as "Repairing a Flat Tire", "Basic Bicycle Maintenance", "Designing a Specific Route", "Pedaling Basics", "Riding in Traffic", "Avoiding Injury" and much more   (Rating: 7.06 Votes: 1612)   Rate this site: 5 6 7 8 9 10  Read Comments (2)

Resources for Practitioners Urban Quick Links ecoMOBILITY MOST UTSP Information Network Policy This section provides resources that support the implementation of green transportation initiatives. This information is targeted at transportation professionals and decision makers. Active Transportation in Canada: A resource and planning guide This guide is a resource tool for transportation planners and related professionals to accommodate, promote, and support active transportation in current and long-range planning and development. [ More... ] Bicycle End-of-Trip Facilities This guide is primarily addressed to municipal agencies responsible for promoting bicycle use and providing bicycle facilities. It will help municipalities and employers create appropriate and attractive bicycle parking and related facilities that will encourage bicycle use. The guide provides guidance on how to determine where, how much, and what type of bicycle parking and related facilities to provide, and how to best design them. [ More... ] Bike Sharing Guide This guide is intended to help planners and decision makers determine whether public bicycle sharing is viable in their community and, if so, how to design, implement, and operate a successful system. The material presented in this guide is drawn primarily from recent European experiences, with the information being assessed in terms of relevance to the Canadian context, where appropriate. [ More... ] Canadian Guidelines for the Measurement of Transportation Demand Management Initiatives User's Guide These guidelines will help organizations that are conducting TDM initiatives to measure the impacts of those initiatives and, over time, effectively evaluate progress toward established goals. The guidelines are applicable to a range of TDM initiatives and offer a step-by-step framework, providing the practitioner with the information from which to choose the impact measurement technique that suits the specific application, local cond

Pedestrian & Bicycle Safety Livable communities are a high priority of the U.S. Department of Transportation and the Obama Administration. A livable community is one that provides safe and convenient transportation choices to all citizens, whether it's by walking, bicycling, transit, or driving. Each year, unfortunately, pedestrian fatalities comprise about 12 percent of all traffic fatalities and there are approximately 4,000 pedestrian deaths. Another 59,000 pedestrians are injured in roadway crashes annually. The numbers are improving, but we still have a ways to go. Pedestrian safety improvements depend on an integrated approach that involves the 4 E's: Engineering, Enforcement, Education, and Emergency Services. The FHWA's Office of Safety develops projects, programs and materials for use in reducing pedestrian and bicyclist fatalities. Pedestrian Safety Strategic Plan Pedestrian Safety Focus States and Cities Crash Facts Tools to Diagnose and Solve the Problem Education and Outreach Pedestrians and Transit Pedestrian Safety in Communities Hispanic Pedestrian and Bicyclist Safety [En Español] Legislation and Guidelines Research Order Copies of CD's, Reports, and Other Resources Webinar Information Related Websites Consideration and Implementation of Proven Crash Countermeasures Medians and Pedestrian Refuge Areas in Urban and Suburban Areas Curbed medians provide a pedestrian refuge area both at intersections and midblock locations. While the length of the crossing is important in the pedestrian being able to cross the street during one cycle, it is the median that gives them a refuge if they can not. This is very important especially in midblock locations as that is where over 70% of pedestrian fatalities occur. Also it is where vehicle travel speed are higher which contributes to the injury and fatality rate at this location. Over 80% of pedestrians die when hit by vehicles traveling at 40 mph or faster while less than 20% die when hit at 20 mph.

Spotlight on Pedestrian Safety by Tamara Redmon, Dan Gelinne, Leah Walton, and Jeff Miller FHWA's aggressive approach to reducing the fatality rate in 13 States and 5 municipalities is showing promising results. Focus cities have installed high-visibility crosswalks, such as this one in Montclair, NJ, in a number of locations to improve pedestrian safety. For the past 7.5 years, the Federal Highway Administration (FHWA) has been trying to aggressively reduce pedestrian deaths by focusing extra resources on the States and cities with the highest numbers or rates of pedestrian fatalities. In recent years, 13 States experienced pedestrian fatalities above 150 per year and above the national rate of 2.5 per 100,000 population. In 2003 those States were Arizona, California, Florida, Georgia, Hawaii, Illinois, Michigan, New Jersey, New Mexico, New York, North Carolina, Pennsylvania, and Texas. An increase in Nevada's rate later added it to the list, while Michigan dropped off in 2007. In addition, five cities had the highest number of fatalities per year: Chicago, IL; Detroit, MI; Los Angeles, CA; New York, NY; and Phoenix, AZ. Washington, DC, later went on the list, and Detroit dropped off (only to rejoin in 2011). To address this challenge, FHWA's Focused Approach to Pedestrian Safety project began with a memorandum dated May 2004 outlining the goal of reducing pedestrian fatalities by 10 percent by the year 2008 (goal later changed to 2011). To address this performance goal, FHWA encouraged the affected States and cities to develop and implement pedestrian safety action plans. A previous article in Public Roads documented the early implementation of the Focused Approach to Pedestrian Safety (see "In Step With Safety" in the September/October 2006 issue). "The focused approach to pedestrian safety has changed the way road owners and operators view pedestrians," says Elizabeth Alicandri, FHWA director of the Office of Safety Programs. "One of the reasons it has bee

Pleasures of Life in the Slow Lane By MICHAEL KIMMELMAN Published: November 7, 2011 RECOMMEND TWITTER LINKEDIN SIGN IN TO E-MAIL PRINT SINGLE PAGE REPRINTS SHARE New Yorkers should love bicycling. We're control freaks. We want to get from here to there in a New York minute and moan about the subways and the buses, about lunatic taxi drivers and the gridlock that slows us down. Enlarge This Image Tony Cenicola/The New York Times The Williamsburg Bridge in the Lower East Side of Manhattan. More Photos » Multimedia Slide Show Urban Life on a Bike Related ArtsBeat Blog: After the Splat: Our Critic Is Back on the Bike (November 7, 2011) Breaking news about the arts, coverage of live events, critical reviews, multimedia and more. Go to Arts Beat » A sortable calendar of noteworthy cultural events in the New York region, selected by Times critics. Go to Event Listings » The other day I jumped on my bicycle and rode downtown to meet Janette Sadik-Khan, transportation commissioner for New York City. She is the driving force behind the city's new bike lanes and now also a piñata for their vocal opponents. I started out along the Hudson, then headed east at 40th Street, past that nowhere stretch of depots that muscles its way toward the chaos of the Port Authority Bus Terminal. The waterfront is bucolic and almost Zen-like without a million other bikes around, but I've also come to love those gruff, empty, brooding blocks on the far West Side, which I almost never bother to walk. River gives way to industry then density, silence to the din of Midtown - a classic New York transition, an urban glory best absorbed, I have come to realize, from a bike. It's too bad that so many New Yorkers still complain about the bike lanes' contribution to the inconvenience of urban driving instead of promoting them for their obvious role in helping solve the city's transportation miseries, and for their aesthetic possibilities. I don't mean they're great to look

Active Transportation Alliance News and Events Get a Member in December! Our members are our power - the more members we have, the more successful we will be in creating better conditions for biking, walking and transit in our communities. If you're an Active Trans member, you have an assignment - get just one new member to join Active Trans during the month of December! We're sure you know people who ride bikes, take transit and appreciate walkable communities - we need them to join us in action. And for those of you who are not members of Active Trans, please demonstrate your dedication to better transportation by joining now! Meet Ald. Solis at the Active Trans Social in Pilsen - Dec. 7 Join Active Trans as we celebrate all that has been accomplished over the past year to put Chicago on the path to building a world-class bike network. Ald. Danny Solis will discuss his recent educational trip to one of the most bicycle-friendly countries in the world - the Netherlands! Learn about Dutch approaches to city cycling that could be applied in Chicago: Dec. 7, 6 -7:30 p.m., Simone's bar, 960 W. 18th St., Chicago. The event is free and open members and nonmembers. Come to the Active Trans Social in Logan Square - Dec. 8 Calling all Logan Square Active Trans supporters! Join your friends and neighbors at Cole's tavern to connect with others who have a deep and abiding affection for biking, walking and transit. Local authors Greg Borzo and John Greenfield will be celebrating the release of On Bicycles: 50 Ways the New Bike Culture Can Change Your Life, 8 -10 p.m., Dec. 8, Cole's, 2338 N. Milwaukee, Chicago. The event is free and open members and nonmembers. Active Trans Volunteer Appreciation Party - Jan. 18 If you've volunteered for Active Trans during the past year, we're throwing you a party. We want to recognize all of the dedicated individuals who make our events, campaigns and programs successful. The evening will include light appetizers,

BIKING Virtuous cycle: 10 lessons from the world's great biking cities 9 BY CHRISTINE GRANT 30 JAN 2012 7:04 AM Cross-posted from Sightline Daily. In the Seattle suburb where I grew up, the main transportation choice most residents face is what kind of car to buy. I moved to the city after college and, inspired by the "car-lite" lifestyles of several friends, decided to give cycling a try. I fell in love with it. Urban cycling freed me from slow buses, parking meters, and mind-numbing elliptical machines. I arrived at work with more energy. I lost weight. I discovered charming neighborhood restaurants. I could smell fresh laundry and dinners in the oven while I pedaled home through residential streets. Getting from A to B on my bike became the best part of my day. Recently, I won a fellowship and got to spend six months living life on two wheels in the world's most bike-friendly cities. I brought home 10 lessons for us here in the States: A bike lane in Denmark. (Photo by Christine Grant.) 1. It's the infrastructure, stupid! Amazing infrastructure makes cycling normal and safe in bike meccas. For example, parked cars to the left of the bike lane not only provide a barrier between motorized traffic and cyclists, they also minimize a cyclist's chance of getting "doored." Most cars only have one occupant, the driver, and drivers get out on the left. Bikes move at different speeds than cars or pedestrians, so intersections are safer for cyclists if they have their own traffic signal rhythm. Cyclists in Copenhagen generally get a slight head start over cars so that they'll be more visible as they cross the intersection. 2. Bike share! Bike-share programs are sweeping the world, and they are very successful at boosting bike numbers. About 130,000 trips are made each day in Paris on public bikes thanks to the pioneering Vélib bike-share program. Barcelona's bike-share program has been wildly succesful at boosting ridership. (Photo by C

Pedestrians and Cyclists Introduction | Crash characteristics where and how | Measures to reduce crash numbers and injury severity | Pedestrians and cyclists unprotected road users | Promote cycling and bicycle helmets or not | References | Special regulations for pedestrians and cyclists | PDF This text on pedestrians and cyclists safety, reviews the scientific studies on the magnitude and nature of the safety problem, the contributing accident factors, and the effectiveness of countermeasures. For information on the development of casualty frequencies and accident circumstances over the period 1996-2005 per European country, please consult the Basic Fact Sheet Pedestrians [467 KB] and the Basic Fact Sheet Bicycles [574 KB] on the Data section of the website. Diagram & Summary Unprotected road users Walking and cycling are transport modes where relatively unprotected road users interact with traffic of high speed and mass. This makes pedestrians and cyclists vulnerable. They suffer the most severe consequences in collisions with other road users because they cannot protect themselves against the speed and mass of the other party. Of all journeys, 20-40% are travelled by cycle or on foot, with the highest percentage in the Netherlands and the lowest in Finland. Trips on foot take place most frequently in Great Britain, whereas bicycle trips are most frequent in the Netherlands, Denmark, and Sweden. Some groups of traffic participants walk or cycle more than others. These differences are also reflected in their crash involvement. Walking is particularly important for children below the age of 12 and adults aged 75 and above. The bicycle is used most frequently by adolescents (12-17 years of age). Crash characteristics Of all traffic fatalities in EU countries, the proportion of pedestrian fatalities is about 17% and the proportion of cyclist fatalities is about 6%. Age groups that have the highest percentage of pedestrian fatalities are children younger than 10 ye

NACTO Urban Bikeway Design Guide The purpose of the NACTO Urban Bikeway Design Guide (part of the Cities for Cycling initiative) is to provide cities with state-of-the-practice solutions that can help create complete streets that are safe and enjoyable for bicyclists. Bike Lanes Cycle Tracks Intersections Signals Signs & Markings The NACTO Urban Bikeway Design Guide is based on the experience of the best cycling cities in the world. The designs in this document were developed by cities for cities, since unique urban streets require innovative solutions. Most of these treatments are not directly referenced in the current versions of the AASHTO Guide to Bikeway Facilities or the Manual on Uniform Traffic Control Devices (MUTCD), although many of the elements are found within these documents. The Federal Highway Administration has recently posted information regarding approval status of various bicycle related treatments not covered in the MUTCD, including many of the treatments provided in the NACTO Urban Bikeway Design Guide. All of the NACTO Urban Bikeway Design Guide treatments are in use internationally and in many cities around the US. To create the Guide, the authors have conducted an extensive worldwide literature search from design guidelines and real-life experience. They have worked closely with a panel of urban bikeway planning professionals from NACTO member cities, as well as traffic engineers, planners, and academics with deep experience in urban bikeway applications. A complete list of participating professionals is included here. Additional information has been gathered from numerous other cities worldwide. The intent of the Guide is to offer substantive guidance for cities seeking to improve bicycle transportation in places where competing demands for the use of the right of way present unique challenges.  Each of the treatments addressed in the Guide offers three levels of guidance: Required: elements for which there is a strong consensus t