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Friday, December 09 2016 @ 07:43 AM UTC
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Montgomery County Police tell cyclists to be more careful, not going to talk about speed or design

Biking in Maryland[B' Spokes: Over 5 years ago Montgomery Police led the state in crosswalk enforcement. (See: https://www.baltimorespokes.org/article.php?story=20141009193234662 ) Something happened and apparently not only are the police not doing that any more, the police have shifted full tilt into victim blaming. The WashCycle does a excellent job of responding to the police's outrageous statements.]

http://www.thewashcycle.com/2016/10/cyclists-hit-by-careless-drivers-so-montgomery-county-police-tell-cyclists-to-be-more-careful.html
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Annapolis partners with state on pedestrian, motorist safety campaign

Biking in the Metro AreaBy Chase Cook, Capital Gazette

...
Between 2013 and 2015 there were 114 crashes involving pedestrians and motorists in Annapolis. These included people on foot, bicycles and mopeds. Of the 114 accidents, 28 happened in a crosswalk and in 40 of the accidents the pedestrian was at fault.
...

"Look Up, Look Out will play a vital role in helping save lives," Pantelides said Thursday at a news conference.
...

The Annapolis Police Department will focus on issuing citations and warnings in pedestrian and motorist interactions. These include citations like failing to use a crosswalk for pedestrians and failing to yield for a pedestrian in a crosswalk for motorists.
...


http://www.capitalgazette.com/news/annapolis/ph-ac-cn-pedestrian-safety-annapolis-1027-20161027-story.html

[B'Spokes: There is a lot I want to say here. Let's say at fault information is correct, that's peds fault 20% of the time, assuming that the police got the law right. IMHO which is doubtful if police are only driving (windshield perspective). I would guess that the percentage of peds at fault would actually be lower if the following was well understood and enforced, Surprising aspects of law:
https://www.baltimorespokes.org/article.php?story=20120724122923346
Which is to say most of the time there is no legal requirement to use marked crosswalks.]
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TORONTO, CANADA: GUIDE TO SAFER STREETS NEAR SCHOOLS

Biking Elsewhere-> The Toronto Centre for Active Transportation (TCAT) released the "Guide to Safer Streets Near Schools: Understanding Your Policy Options in the City of Toronto" (http://bit.ly/2dmF0mM). They created the Guide to help school communities and residents improve traffic safety in their neighborhoods. It explains the processes for requesting Toronto street improvements in a simple and easy to understand format, and provides direction and tools to assist readers in advocating for neighborhoods with slower vehicle speeds and safer street crossings. http://bit.ly/2dmGiOA

from CenterLines, the e-newsletter of the National Center for Bicycling & Walking.
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TORONTO & HAMILTON AREA, CANADA: CYCLING BEHAVIOR & POTENTIAL

Biking Elsewhere-> The Toronto Centre for Active Transportation also released "Cycling Behaviour and Potential in the Greater Toronto and Hamilton Area" (GTHA) (http://bit.ly/2e0vm73). This new report finds very high potential across the region for shifting over 4 million trips from motor vehicle to bicycle. "If only one in five (20%) of the trips that we identified as cyclable trips were actually cycled, that would take 716,000 cars off GTHA streets every day. It would also contribute to a significant reduction in congestion and green house gas emissions, and make a major improvement in physical activity levels among GTHA residents," said Raktim Mitra, the report’s Principal Investigator. http://bit.ly/2e0xgo6

from CenterLines, the e-newsletter of the National Center for Bicycling & Walking.
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101 SMALL WAYS YOU CAN IMPROVE YOUR CITY

Biking Elsewhere-> Curbed shared 101 urban interventions and ideas that show how even the tiniest changes can make our cities better places. They collected small ideas with huge potential to make outsized transformations. Quite a few involve walking or biking: http://bit.ly/2dmEEMX

from CenterLines, the e-newsletter of the National Center for Bicycling & Walking.
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BIKE LANES MORE COST-EFFECTIVE THAN MOST OTHER PREVENTION

Biking Elsewhere-> A recent report published in the Journal of Injury Prevention concluded that "investments in bike lanes are more cost-effective than the majority of preventive approaches used today" and simultaneously address multiple public health problems. (The Cost-effectiveness of Bike Lanes in New York City: http://bit.ly/2dn3qwl) Researchers who looked at cycle infrastructure in New York found that every $1,300 spent on it could equate to an additional quality-adjusted life year, or QALY, for every one of the city’s residents. By contrast, the authors showed that a health treatment like dialysis costs $129,000 for one QALY, while vaccines have a return of one QALY per $100 spent. http://bit.ly/2dn2esQ

from CenterLines, the e-newsletter of the National Center for Bicycling & Walking.
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NEW YORK, NY: BIKE SHARE GETS MORE USE THAN FREE PARKING SPOTS

Biking Elsewhere-> The new bike-share stations in Brooklyn, NY are getting a lot more use than the average free on-street parking space, according to a report of recent Citi Bike data addressed to the Brooklyn Community Board 6. The Board is holding a hearing in response to complaints about bike-share stations replacing curbside car parking. Compared to free on-street car parking, just about every bike-share station is well used. http://bit.ly/2dmQLcF

from CenterLines, the e-newsletter of the National Center for Bicycling & Walking.
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Pedestrian-shaming campaigns have got to stop

Biking ElsewhereBy Alissa Walker, Curbed

...
A campaign that launched today is the newest misguided attempt to prevent traffic deaths by shaming pedestrians—not by addressing the root causes of our country’s frightening epidemic: too many drivers using increasingly inadequate infrastructure.
...

http://www.curbed.com/2016/10/28/13455962/pedestrian-shaming-streets-safety-campaigns
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Carroll County Bicycle-Pedestrian Master Plan 2nd Survey

Biking in the Metro AreaThe Carroll County Bureau of Comprehensive Planning is working on a comprehensive, county-wide bicycle-pedestrian master plan. The Plan will focus on the transportation aspects of bicycle-pedestrian movements, as well as recreational and tourism opportunities.

For the latest updates to the plan and ways you can participate, please subscribe to our mailing list.

Comments are welcome; we find them extremely helpful.

Participating in our 2nd SURVEY will allow us to gauge how the community is responding to progress with the plan and will allow us to make necessary changes!

https://content.govdelivery.com/accounts/MDCARROLL/bulletins/16f9f17

Survey: https://www.surveymonkey.com/r/G2N25NN
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RAISING THE INTEREST AND REDUCING THE CONCERN

Biking ElsewhereBY ALEX PLINE (Annapolis cyclist/advocate), Strong Towns

Contemporary cycling in the United States is largely viewed by the public as a recreational endeavor. However, it was not always this way. For distances greater than those easily covered on foot, bicycles were the preferred mode of local transportation prior to the early 1900s when the automobile came into wider use. During the next half decade, bicycles were seen primarily as children’s toys. The 1970s and 1980s brought a new boom in bicycle sales for adult recreational purposes and this was augmented by the “Lance effect” in the early 2000s, introducing a large number of people to performance cycling.

As a result, most infrastructure built in the latter half of the 20th century was geared around this recreational aspect of cycling—primarily off road paths in parks, “rails to trails” efforts and even mountain bike facilities. It is only in the last 10 years that urban areas have started to look again at bicycles as part of their transportation strategy and to construct suitable infrastructure to implement it. By most measures these efforts have been fairly successful in increasing the numbers of transportation cyclists, but still not to a level of places like the Netherlands where there is upwards of 30% bicycle mode share. The United States will likely never achieve that kind of mode share if for no other reason than our systemic land use issues, but in areas where the land use patterns do support bicycle transportation, we can get to more modest shares like that of Portland (7+%). What actions can be taken take to increase this mode share?
...

http://www.strongtowns.org/journal/2016/10/14/raising-the-interest-and-reducing-the-concern
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