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Tuesday, July 29 2014 @ 08:39 AM UTC
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Why what we are teaching is wrong

Biking Elsewhereimage

Via Light, Sharpness, and Song
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5 Economic Myths About Bicycling

Biking in BaltimoreWe’re all rich, and poor, and freeloaders

By Elly Blue, Bicycling

y new book, Bikenomics: How Bicycling Can Save the Economy came out this week! During my research on the book, I ran up against a bunch of myths about people who ride bicycles. Like all good myths, these contained a kernel of truth. Likewise, they all miss the boat while trying to describe the reality of the pedal-powered economic revolution that’s quietly spreading across the US of A.

Myth 1: We’re rich
Myth 2: We’re poor
Myth 3: We’re cheapskates
Myth 4: We’re freeloaders
Myth 5: We just help ourselves
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"Bicycle Police": The Case of the Dashed Bike Lane [video]

Biking Elsewhere
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This is much more important than any political talk.

Biking ElsewhereAmsterdam children fighting cars in 1972, Via BICYCLE DUTCH


Image from the documentary from 1972. The streets are dominated by cars and there is not a tree in sight.


The same street as seen in Google Streetview is very different. The carriage way was narrowed. The homes renovated and the trees and bicycles make the area a lot friendlier.


Excerpt from a 1972 TV-documentary about the traffic situation for the children in an old Amsterdam neighbourhood.

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A simple case of trying to everything fails to do anything well.

Biking Elsewhereimage

B' Spokes: This post from Strong Towns makes an excelent point in graphs, local roads that try to be freeway like fail.


It always amazed me that road designers use the word artery after the way the body carries volumes of blood but never use the word/concept capillary where the thing we just carried great distances does the actual useful function.
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Secret city designs that prohibit desired social behavior

Biking Elsewhere[B' Spokes: Did you hear about the kindergarten teacher that became a bike/ped planer? Single file sidewalks, single file bike lanes, single file bike trails and no talking! And it goes beyond that, place designs get approved with conceptual drawings showing lots of people then when they build it lots of no loitering signs and things mentioned in the following article so the place ends up looking sterile and void of life... and we call that nice pleasant design? What's next to the road is as important as the road its self, we need to put an end to false idea that accommodating people is a bad thing.]
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MARC Train Edge Cities-They Don’t Exist, Yet

Mass TransitVia Comeback City

What is surprising is there is nary a sprout of an urban cosmopolitan edge city that is oriented around a MARC train station between Penn and Union Stations. Arlington, Rockville, Bethesda, and Silver Spring are small cities that have grown up around Washington Metro Stations. Kaid Benfield has covered the Arlington success story and Chris Leinberger has described the growth of what he calls “walk up” development that is becoming so prevalent in the Washington Metro Area. By contrast, all seven MARC Penn Line stations between Penn and Union or “stations in the middle” (SIM), lie in a desert of surface parking lots (there is a garage at BWI). It is difficult to even get a cup of coffee at most of these outposts.
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Working from home, bicycle commuting on the rise in Baltimore

Biking in BaltimoreBy Ryan McDonald, Baltimore Business Journal

Fewer workers are commuting by car in Maryland’s urban areas, including Baltimore, according to a report by the Maryland PIRG Foundation.
Between 2006 and 2011, there was a 1.8 percent decrease in vehicle miles traveled per capita in Baltimore.

The steepest reduction in driving belongs to the younger workers. Americans between the ages of 16 and 34 reduced their average driving miles by more than 20 percent between 2001 and 2009.
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What's it Like to Be a Cyclist on the Road in Maryland?

Biking in Maryland

Via Edgewater Patch
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Lower the speed limit in pedestrian crash corridors

Biking Elsewhere[B' Spokes: Rather than focus on speeding in on a street with an already high speed limit, consider lowering the speed limit.]
Literature Review on Vehicle Travel Speeds and Pedestrian Injuries Among Selected Racial/Ethnic Groups


The relationship between vehicle travel speeds and resulting pedestrian injury was reviewed in the literature and in existing data sets. Results indicated that higher vehicle speeds are strongly associated with both a greater likelihood of pedestrian crash occurrence and more serious resulting pedestrian injury. It was estimated that only 5 percent of pedestrians would die when struck by a vehicle traveling at 20 miles per hour or less. This compares with fatality rates of 40, 80, and nearly 100 percent for striking speeds of 30, 40, and 50 miles per hour or more respectively. Reductions in vehicle travel speeds can be achieved through lowered speed limits, police enforcement of speed limits, and associated public information. More long-lasting speed reductions in neighborhoods where vehicles and pedestrians commonly share the roadway can be achieved through engineering approaches generally known as traffic calming. Countermeasures include road humps, roundabouts, other horizontal traffic deflections (e.g., chicanes), and increased use of stop signs. Comprehensive community-based speed reduction programs, combining public information and education, enforcement, and roadway engineering, are recommended.

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Maryland should adopt the Idaho stop law.

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