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Wednesday, January 28 2015 @ 02:08 PM UTC
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MoCo, State Come To Agreement On Controversial Stretch Of Old Georgetown Road NEWS

Biking in Marylandby Aaron Kraut, Bethesda Now

Montgomery County says it’s come to an agreement with the State Highway Administration on a stretch of White Flint area road that caused controversy earlier this year.

County Executive Isiah Leggett announced today that the state will allow the county to reduce the number of lanes on Old Georgetown Road in the recently rebranded Pike District to make it easier to cross for pedestrians.

The county’s Department of Transportation (MCDOT) will also be able to build the on-road bike lanes recommended by the 2010 White Flint Sector Plan.

County officials said they’re hands were tied because SHA controls decisions on lane configurations and construction permits for the state road.
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Life-Saving Truck Design Fix Sidelined By Federal Inaction

Bike Laws[B' Spokes: As if the only "safety" the Feds are concerned about is protecting the driver from their own mistakes... others be damned.]
by Stephen Miller, Streets Blog

American cities are beginning to take the lead on requiring side guards on large trucks in municipal fleets. That’s a good first step toward saving lives, but without addressing privately-owned vehicles, city streets will not be safe from trucks that tend to crush people beneath the rear wheels after impact. The federal government continues to drag its feet, however, and without a national mandate, the prospects for meaningful action from Albany look slim.
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Biking Elsewhere-> According to a Dec. 12th APBP Member Listserve posting from Jessica Zdeb, "The Council in Washington, DC just passed a rule in follow up to the 2007 Bicycle Commuter and Parking Expansion Act that requires residential buildings of 8 units or more to provide secure bike parking at a 1 to 3 ratio. It might not sound that exciting, but tenants may request retrofitting of an existing building, and spaces must be provided within 30 days of the request. Retrofits require the lesser of the 1 to 3 ratio or enough to meet the requested demand.

"Note that all spaces required are preferably indoors, but if not feasible, shall be secure, covered and adjacent to the building. Some savvy developers are already exceeding this minimum here, but it is now the law of the District. See all associated documents of the rulemaking here:

from CenterLines, the e-newsletter of the National Center for Bicycling & Walking.
[B' Spokes: We need the same rule here, including businesses. (I'm tired of stores that have made their (handicap parking) sign poles unusable for bike parking with a cement casing.)]
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Avoid holiday theft by documenting bike, electronic serial numbers

Biking in BaltimoreBy Kelly Rule, WMDT

To prevent the successful theft of gifts this holiday season, police are urging you to take some simple steps.

They recommend for everyone to document and take pictures of the serial numbers on all bicycles and electronics, new or old.
[B' Spokes: I also heard engraving your driver's licence number on your bike can help recovery by the police as well.]
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Biking Elsewhere-> According to a Sept. 15th League of American Bicyclists article, "Last week in Pittsburgh, U.S. Secretary of Transportation, Anthony Foxx, announced a groundbreaking agenda by US DOT (U.S. Transportation Secretary Foxx Announces New Initiative to Enhance Pedestrian and Bicycle Safety: to address the safety of people who bike and walk in all 50 states.

"'Safety is our highest priority and that commitment is the same regardless of which form of transportation people choose, including walking and biking,' Foxx told the more than 1,000 attendees at the Pro Walk/Pro Bike/Pro Place conference. 'This initiative is aimed at reversing the recent rise in deaths and injuries among the growing number of Americans who bicycle or walk to work, to reach public transportation and to other important destinations.'

"Rolling out over the next 18 months, the 'Safer People, Safer Streets' Action Plan ( commits the Federal Highway Administration (FHWA), the Federal Transit Administration (FTA), and the National Highway Traffic Safety Administration (NHTSA) to identify the causes of bicycle and pedestrian crashes and to work with practitioners, elected officials and advocates to find solutions to reduce injuries and fatalities..."


from CenterLines, the e-newsletter of the National Center for Bicycling & Walking.
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The new wonder drug? Cycling, some advocates say

Biking Elsewhereby Shaun Courtney, Urbanful

Images courtesy of 105MM and British Cycling

[This and more]
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Cars vs Bicycles – The Motorist’s Warped View Actually Reveals the Problem

Biking ElsewhereVia The Warrior Factor

Five key grievances were made in an editorial in Melbourne’s major newspaper, the Herald Sun, today. Some are actually genuine. The problem is that the motorist’s fury is poorly directed. The true culprit is decades of government inaction, over zealous nanny state regulations, and an obsession with turning cyclists into “vehicles”.


The road was made for cars. It’s a road that’s slowly being shrunk and chopped up so bike lanes and Lycra-friendly nooks can be carved into parking spaces across the city. As a motorist I don’t mind sharing the road. With other cars. But cyclists often take things too far, and I’m not just talking about their leg grooming habits. Some of the things they do on the road simply drive me mad. So here they are.

[B' Spokes: Some of the responses here are great. Keep this kind of thinking in mind so next time an anti cycling letter appears in the paper we can call it out for what it is.]
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Annapolis woman sentenced to 18 months in jail for hitting cyclists with car

Biking in the Metro AreaRobin Colbert of Annapolis was sentenced to 18 months in jail for hitting two cyclists while driving drunk last summer.,0,971360.story
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Injustice at the Intersection

Biking ElsewhereBy Benjamin Ross, Dissent

The rules for pedestrian crossings nationwide are set out in the Manual of Uniform Traffic Control Devices, known to specialists as the MUTCD. Chapter 4C specifies when red lights can be installed. One rule concerns vehicle traffic that approaches busy highways from a side street. It takes 240 cars in four hours to justify a traffic signal.

Under the same conditions, at least 300 people must walk across the main road before a red light can be installed. A pedestrian, in other words, counts for four-fifths of a driver.*

Even then, no signal is allowed if there is another light within 300 feet. This distance is considered a short enough detour to impose on pedestrians, even though, at a steady pace, a 600-foot round trip on foot takes two-and-a-half minutes. Drivers’ time is valued quite differently: engineers classify an intersection as “failing” if an average car is delayed in rush hour by a minute twenty seconds.
If pedestrians don’t use the crossing because it is unsafe, moreover, no light may be installed. Determining where to install traffic lights by counting people who step onto a dangerous highway, critics point out, is like deciding whether a bridge is needed by observing how many people swim across the river.

Absent a traffic light, might Cobb County at least paint simple crosswalk stripes at the Nelsons’ bus stop? No, it may not. The 2009 revision of the MUTCD banned new crosswalk markings on roads where heavy traffic moves faster than 40 miles per hour—just the sort of environment where the only people likely to walk are those who cannot afford a car.

The ostensible rationale for this edict rests on a little known and less enforced provision of traffic law. In most states, a pedestrian crossing the road at an intersection with no traffic signal always has the right of way, whether or not there are stripes on the pavement. Pedestrians, therefore, should need no help getting across the street. In theory, markings exist only to prevent collisions by warning drivers of the need to stop. But in a massive federal study, researchers observed that, in practice, “very few motorists stopped or yielded to pedestrians either before or after marked crosswalks were installed” at intersections with no traffic light.

This much, surely, was already obvious to anyone who’s ever navigated the suburbs on foot. But the study’s conclusion was somewhat more surprising: on roads with four or more lanes, pedestrians were more likely to be hit by drivers in a marked crosswalk than when crossing at a corner without crosswalk markings.

They concluded that the absence of stripes makes it safer to walk across wide roads.

Not only does this defy common sense, but the highway officials’ own behavior contradicts it. Their safety campaigns never advise pedestrians to avoid striped crosswalks and cross at unmarked intersections.
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Biking to Campus; Jumping the hurdles

Biking in the Metro AreaGreetings,

You are invited to participate in a survey of students, faculty, and staff in colleges and universities in the Baltimore Metropolitan Area. This survey is conducted by a research team from Morgan State University.

The objective of the survey is to identify barriers of bike-to-campus. Your responses will help us to understand your concerns on biking, and find desirable policies to overcome hurdles and improve rate of biking. Completing the survey would take about 10-15 minutes. This survey is completely voluntary.

There is no risk associated with your participation. Your responses will be anonymous and confidential.

If you're interested to participate please access the survey using below link:
(Please copy & paste below link in your browser to join the survey!)
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Maryland should adopt the Idaho stop law.

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The state should support what kind of bicycle facilities?

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