- AT-Network - University of Manitoba Mailing Lists

Winnipeg Urbanist Meetup
by Beth McKechnie 12 Mar '14

12 Mar '14

** Please share widely ** >From Matt Carreau... The Winnipeg Urbanist Meetup is a monthly gathering along the lines of Green Drinks <http://www.greendrinks.org/> [organized in Winnipeg by the Manitoba Eco-Network <http://mbeconetwork.org/resources/events> on the first Friday of each month] or Secret Handshake <http://secrethandshake.ca/> but designed for folks with an interest in cities and urbanism. The idea is to create a regular space for civic-minded individuals to come together for networking, idea sharing and collaborating on new initiatives that inspire positive urban change. *The first **meetup** has been scheduled for March 28th from 5-8pm at Cousin's on Sherbrook*. Subsequent meetups will be organized monthly. More information can be found at winnipegurbanist.tumblr.com.

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London Borough's set to become "Mini-Hollands"
by Jackie Avent (ASRTS) 11 Mar '14

11 Mar '14

http://road.cc/content/news/113286-enfield-kingston-and-waltham-forest-get-… -- *Jackie Avent* | Active and Safe Routes to School Green Action Centre <http://greenactioncentre.ca/> 3rd floor, 303 Portage Avenue* | *(204) 925-3773 *|* Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/become-a-member/>

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WFP: Councillor fears iconic corner could be closed another 40 years (Mar.10'14)
by Beth McKechnie 10 Mar '14

10 Mar '14

[Note the poll results (please vote if it's still open). I'm not sure if the strong response from those who want to keep peds underground at Portage & Main is a comment on Winnipeggers or on the WFP readership.] Councillor fears iconic corner could be closed another 40 years At a crossroads By: Carol Sanders http://www.winnipegfreepress.com/local/at-a-crossroads-249234051.html The iconic corner of Portage and Main is nearing a turning point, and some city councillors are speaking in favour of taking down the barricades that block pedestrians from crossing above ground. Coun. Jenny Gerbasi is nervous about whether it will happen. "There is a real risk that we could be stuck with this corner closed for another 40 years," said Gerbasi (Fort Rouge-East Fort Garry). "To have the most iconic intersection and to have it closed to pedestrians -- it doesn't make sense to anybody. Find me another place in the world that does this." The city's deal with property owners on the corners of Portage and Main, which keeps the famous intersection closed to pedestrians, expires in 2019. It drives pedestrians underground to businesses in a concourse below street level. Each of the property owners can renew its agreement for a further term of 40 years in 2019. On Thursday, an analysis of the Portage and Main crossing will be presented to Gerbasi and other councillors at a meeting of the city's standing policy committee on infrastructure renewal and public works. "We asked them to look at new options," said Gerbasi. One option is a scramble corner, in which all traffic stops and pedestrians can cross any which way through the intersection once signalled. "A scramble corner would slow down traffic massively; that's what the engineers are saying," Gerbasi said. A more viable option would be to reduce the number of vehicles turning where pedestrians are crossing, the report says. The analysis says more study is needed if the city wants to go ahead with reopening the corner to pedestrian traffic. "I think it would be nothing but positive," said Coun. Dan Vandal (St. Boniface). "People on the street is what is needed, especially downtown," to make it more vibrant and safe with "more eyes and ears on the street." Removing the pedestrian barricades would be a good thing, he said. "The barriers look like barriers -- they're not the most attractive look for downtown," said Vandal. Making the area more accessible and attractive should be good for businesses above and below ground, said Gerbasi. "The expectation is that if you bring a whole bunch more people to that part of the city, more are going to go down to the businesses (underground)." The city is in the process of studying how opening Portage and Main to pedestrians would affect business owners in the underground concourse. The last time the matter was considered nearly a decade ago, all but one of the owners was on board with opening the corner to pedestrians. The owner opposed no longer owns the property, said Gerbasi. "I don't think businesses are barriers," said Gerbasi. "What's been a barrier is the political will to sort this out and make it happen," she said. "It's a barrier that's dividing our downtown into sections that people don't go near and avoid on purpose -- from The Forks to the Exchange, they're blocked." Shovelling melting snow away from the statues and benches in front of the Richardson Building every day has made Chris Hay a believer in reopening the corner to foot traffic. The 24-year-old said people approach him with the same question all the time -- how to cross the road. "Every day it happens," he smiled. He directs them to the stairs down to the underground concourse, where the escalator wasn't working on Sunday. "There's issues with the underground system as well," Gerbasi said. "Some people find it very confusing -- especially the visually impaired or blind trying to navigate it," Gerbasi said of the underground system. carol.sanders(a)freepress.mb.ca

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Reminder: Baseline Commuting Surveys workshop, Wed. March 12, 12-1:30pm
by Jessie Klassen 10 Mar '14

10 Mar '14

Just a reminder of a free workshop happening this Wednesday on creating basic baseline commuting surveys. RSVP is required, all are welcome! [image: Inline image 3] *II: Baseline commuting surveys* *Wednesday, March 12, 12:00 - 1:30pm* *Eco Centre Boardroom, 3rd Floor, 303 Portage Ave. * Understanding how your co-workers currently get around will help inform your next steps. This 1-1/2 hour workshop will help you plan and create a basic online survey to determine existing commuting habits and what programs, policies or incentives could have the biggest impact on commuting choices at your workplace. *Jessie Klassen* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca>| Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Avenue* | *(204) 925-3772 Green Action Centre is your non-profit hub for greener living. Support our work by becoming a member<http://greenactioncentre.ca/support/become-a-member/>

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Perceptions of bike-friendly policy impacts on access to transit: the first and last mile
by Beth McKechnie 09 Mar '14

09 Mar '14

PERCEPTIONS OF BICYCLE-FRIENDLY POLICY IMPACTS ON ACCESSIBILITY TO TRANSIT SERVICES: THE FIRST AND LAST MILE BRIDGE (January 2014) http://transweb.sjsu.edu/PDFs/research/1104-bicycle-policy-transit-accessib… The coordination of bicycle and transit modes has received close attention from public transit planners and researchers in recent years, as transit agencies around the world have installed bicycle racks on transit vehicles, implemented bicycles-on-trains policies, and made other efforts to facilitate bicycle-transit integration. Many planners presume that the catchment area for transit is enlarged by these efforts, but geographic changes in the size of catchment areas have not been effectively documented. This research project was designed to assess the distances travelled on bicycle by cycle-transit users (CTUs), both those who use bicycles as a means of access to transit stops and stations and those who bicycle to and travel on transit with theirbicycles. A mixed-methods approach was employed, using a literature review, a survey of cyclist-transit users in Philadelphia and San Francisco, and telephone interviews with a subset of survey respondents. Responses provided by CTUs in the two cities allow us to define their characteristics and behaviors in detail. What is more, they highlight two intriguing conclusions: that transit catchment areas can be much larger for cycle-transit users than for traditional transit users who access transit buses and rail on foot, and that the very concept of a cycle-transit catchment area is quite complex because of the variety of travel opportunities that cycle-transit coordination policies present transit riders. CTUs take advantage of larger catchment areas to reduce their travel costs, and they use those catchment areas in curious, less predictable and more varied ways.

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A little 'cheeky' Friday humour
by Beth McKechnie 07 Mar '14

07 Mar '14

Think Bike ad from the UK's AA... http://www.youtube.com/watch?v=AlGmiHKCDI4 Definitely cheeky! cheers, Beth

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Fwd: This week's Green Lane Project news
by Beth McKechnie 07 Mar '14

07 Mar '14

Some good articles, as usual, in this week's Green Lane (cycle track or protected bike lane) Project news. I particularly like this quote: "Every person biking on a sidewalk is really just casting a vote for a protected bike lane." Also, this chart from San Francisco<http://www.peopleforbikes.org/blog/entry/no-protected-bike-lanes-are-not-to…>comparing the miniscule cost of building a curb extension or a protected bike lane vs a mile of roadway. View this email in your browser<http://us5.campaign-archive1.com/?u=64bd122c67bd28d620978f4a5&id=104ee4aae9…> <http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…> This week's Green Lane Project news Temporary curb-protected bike lane in DC<http://greenlaneproject.us5.list-manage1.com/track/click?u=64bd122c67bd28d6…> Mar 05, 2014 09:25 am You've heard of sneckdowns<http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…>, those time-traveling bits of infrastructure from the cities of the future that appear on our street corners in the form of piles of unplowed snow? With Washington DC clearing up its latest blizzard, we were pleased to discover a similarly paranormal phenomenon in the bollard-protected bike lane on L Street. (And to discover that, yes, it did actually make the lane more pleasant to ride a Capital Bikeshare bicycle in.) The rise of curbs<http://greenlaneproject.us5.list-manage2.com/track/click?u=64bd122c67bd28d6…>: happening in most U.S. cities, at least occasionally, whether they intend it or not. *The Green Lane Project <http://greenlaneproject.us5.list-manage1.com/track/click?u=64bd122c67bd28d6…>is a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets. You **can follow us on Twitter <http://greenlaneproject.us5.list-manage1.com/track/click?u=64bd122c67bd28d6…>or Facebook <http://greenlaneproject.us5.list-manage2.com/track/click?u=64bd122c67bd28d6…>or sign up for...* Read More<http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…> No, protected bike lanes are probably not too expensive for your city to build (chart)<http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…> Mar 05, 2014 04:13 am Last week, the San Francisco Bicycle Coalition published a brief exploration<http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…>of what it called the "myth" that "there's no way we can keep spending so much on bike lanes with so many other pressing needs in San Francisco." To make their point that dramatically improving biking and walking in a city costs almost nothing compared to many other transportation projects -- in San Francisco, one of the bike-friendliest cities in the country, bike projects take up less than 1 percent of the municipal transportation budget -- they listed some typical cost figures. We decided to further explore this question by creating a simple bar chart, based on the same data. We'll let you draw whatever conclusions you see fit. [image: bar chart comparing SF transportation project costs] *The Green Lane Project <http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…>...* Read More<http://greenlaneproject.us5.list-manage1.com/track/click?u=64bd122c67bd28d6…> One weird old trick to find the best streets for protected bike lanes<http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…> Mar 04, 2014 02:20 am [image: sidewalk biker] *Photo by waltarrrrr <http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…>.* Every person biking on a sidewalk is really just casting a vote for a protected bike lane. That's the core of another<http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…>great idea from Minneapolis's remarkable advocacy coalition Bikeways for Everyone<http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…>, the group that has made constructing 30 miles of protected bike lanes in the Twin Cities by 2020 its top priority. Here's their map of the six locations in Minneapolis where more than 25 percent of people on bikes tend to ride on the sidewalk<http://greenlaneproject.us5.list-manage2.com/track/click?u=64bd122c67bd28d6…> : [image: Minneapolis sidewalk biking map] And to get a sense for why, here's the Google Street View for one such location, at NE Lowry Avenue and Central Avenue NE: *Image: Google Street View <http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…>.* This concept isn't quite the same as a "desire line<http://greenlaneproject.us5.list-manage1.com/track/click?u=64bd122c67bd28d6…>," the long-established principle of urban planning that... Read More<http://greenlaneproject.us5.list-manage1.com/track/click?u=64bd122c67bd28d6…> follow on Twitter<http://greenlaneproject.us5.list-manage1.com/track/click?u=64bd122c67bd28d6…>| friend on Facebook<http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…>| forward to a friend<http://us5.forward-to-friend.com/forward?u=64bd122c67bd28d620978f4a5&id=104…> You are receiving this email because you either signed up to receive it on GreenLaneProject.org or you attended a Green Lane Project event in the past. If you no longer wish to receive these emails, click the unsubscribe link below. The Green Lane Project<http://greenlaneproject.us5.list-manage1.com/track/click?u=64bd122c67bd28d6…>is a program of PeopleForBikes<http://greenlaneproject.us5.list-manage.com/track/click?u=64bd122c67bd28d62…>helping U.S. cities build better bike lanes to create low-stress streets. We focus on protected bike lanes, which are on-street lanes separated from traffic by curbs, planters, parked cars or posts. unsubscribe from this list<http://greenlaneproject.us5.list-manage.com/unsubscribe?u=64bd122c67bd28d62…>| update subscription preferences<http://greenlaneproject.us5.list-manage1.com/profile?u=64bd122c67bd28d62097…> This email was sent to beth(a)greenactioncentre.ca *why did I get this?*<http://greenlaneproject.us5.list-manage1.com/about?u=64bd122c67bd28d620978f…> unsubscribe from this list<http://greenlaneproject.us5.list-manage.com/unsubscribe?u=64bd122c67bd28d62…> update subscription preferences<http://greenlaneproject.us5.list-manage1.com/profile?u=64bd122c67bd28d62097…> Green Lane Project · 207 Canyon Blvd Suite 202 · Boulder, CO 80302 · USA [image: Email Marketing Powered by MailChimp]<http://www.mailchimp.com/monkey-rewards/?utm_source=freemium_newsletter&utm…>

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Fwd: Active Transportation Canada - New Listings: March 6, 2014
by Beth McKechnie 06 Mar '14

06 Mar '14

---------- Forwarded message ---------- From: Michael Haynes <activetransportation(a)rogers.com> Date: Thu, Mar 6, 2014 at 1:12 PM Subject: Active Transportation Canada - New Listings: March 6, 2014 Winter does not slow down conversations and controversies about our transportation choices. Since the last notice, on February 1, links to more than 50 new articles that have been posted on Active Transportation-Canada. You might not have time to read them all, but here some that I found worthwhile: 1. Calgary crafting strategy for pedestrian promotion<http://activetransportation-canada.blogspot.ca/2014/02/calgary-crafting-str…> 2. We're Driving Less, So Should We Stop Building New Roads?<http://activetransportation-canada.blogspot.ca/2014/03/were-driving-less-so…> 3. A Comparison of Measures of Walkability in Relation to Transportation Behaviors, Obesity and Diabetes in Toronto, Canada<http://activetransportation-canada.blogspot.ca/2014/02/a-comparison-of-meas…> 4. Bike Share and Helmet Laws: An Uncomfortable Relationship<http://activetransportation-canada.blogspot.ca/2014/03/bike-share-and-helme…> 5. Walk 21 Sydney 2014<http://activetransportation-canada.blogspot.ca/2014/02/walk-21-sydney-2014.…> 6. America's Cities Are Still Too Afraid to Make Driving Unappealing<http://activetransportation-canada.blogspot.ca/2014/03/americas-cities-are-…> 7. Winnipeg - Political will a must to spur year-round cycling in city<http://activetransportation-canada.blogspot.ca/2014/02/winnipeg-political-w…> 8. Why big downtown developers are betting on cyclists<http://activetransportation-canada.blogspot.ca/2014/02/why-big-downtown-dev…> 9. When Will Skateboarding Get the Olympic Seal of Approval?<http://activetransportation-canada.blogspot.ca/2014/03/when-will-skateboard…> 10. Urban walking is a legal high, so why are cities cruel to pedestrians?<http://activetransportation-canada.blogspot.ca/2014/03/urban-walking-is-leg…> But if you have some time, just visit the home page and explore for yourself: http://activetransportation-canada.blogspot.ca/. If you are interested in Active Transportation isssues, I suspect you will find something worthwhile among the nearly 3,000 items that have been posted. Michael Haynes Director TransActive Solutions

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America's Cities Are Still Too Afraid to Make Driving Unappealing
by Dave Elmore 06 Mar '14

06 Mar '14

http://www.theatlanticcities.com/commute/2014/03/americas-cities-are-still-t oo-afraid-make-driving-unappealing/8564/ America's Cities Are Still Too Afraid to Make Driving Unappealing The morning I wrote this I took public transportation to work. I hopped on the bus around the corner from my house, then the train for a few stops farther. I took mass transit because it was convenient, because my card was already preloaded with the cash that diverts from my paycheck, and because the ride gave me 20 minutes to start the day browsing Twitter. Baked into this decision, however, were a number of other nearly subliminal calculations about the alternatives not taken. I did not drive the car (yes, my household has a car) because downtown Washington, D.C., is a hot mess at rush hour, and because parking near the office costs the equivalent of a fancy hamburger a day. I did not bike because it was snowing. (Again. <http://www.theatlanticcities.com/topics/polar-vortex/> ) And I did not walk because the distance was too far. My commuting choices - just like everyone's - are the sum of the advantages of one transportation mode weighed against the downsides of all other options. Or, more succinctly: my feelings about the bus are mediated by what I'm thinking about my car. At a macro level, this decision-process implies that there are two ways to shift more commuters out of single-occupancy vehicles and into other modes of transportation, whether that's biking, carpooling, walking, or transit. We can incentivize transit by making all of those other options more attractive. Or we can disincentivize driving by making it less so. What's become increasingly apparent in the United States is that we'll only get so far playing to the first strategy without incorporating the second. "One of the things I keep looking at is cities like Boulder, Davis [California], and Portland - places well-known for walking and biking," says Daniel Piatkowski, a recent graduate of the design and planning doctoral program at the University of Colorado at Denver. I met him earlier this year at the Transportation Research Board annual conference, where he was presenting on what he's simply come to describe as the <http://amonline.trb.org/2014-1.405766/t-1132-1.418964/525-1.419007?qr=1> "carrots" and "sticks" that might be deployed to get people out of their cars. "We're still not seeing any really significant mode shifts, despite decades of investment," he says, still talking about the cycling capitals of Portland and Boulder. "The crucial component that's missing is that we're not implementing any policies that disincentivize driving." "We're still not seeing any really significant mode shifts, despite decades of investment." We can quibble over how to define "really significant" mode shifts. In Portland, the share of commuters who get to work by bike is about 6 percent <http://www.oregonlive.com/commuting/index.ssf/2014/03/portland_bike_share_i s_it_a_go.html> , well above the national average (roughly half a percent <http://traveltrends.transportation.org/Documents/CA10-4.pdf> ). But Piatkowski's latter point is unquestionably true: relative to European cities <http://www.theatlanticcities.com/commute/2014/02/9-reasons-us-ended-so-much -more-car-dependent-europe/8226/> , it is exceptionally hard in U.S. communities to implement real disincentives to driving. There are ways to do it. We could reduce parking availability or raise parking rates. We could implement congestion pricing <http://www.theatlanticcities.com/commute/2011/10/only-hope-reducing-traffic /315/> . We could roll back subsidies for gas and highways and public parking garages. We could tie auto-insurance rates or infrastructure taxes to how much people actually drive <http://www.theatlanticcities.com/commute/2013/10/someday-soon-youll-pay-eve ry-mile-you-drive/7113/> . All of these "sticks," to use Piatkowski's term, would have a real impact on how people chose to get around. And that impact would no doubt be larger than what we get from building new bike lanes, sidewalks, or bus stops. But these are the options we almost never choose. For his research, Piatkowski looked at four cities that won grants each worth $25 million to increase biking and walking as part of a federal Nonmotorized Transportation Pilot Program <http://www.fhwa.dot.gov/environment/bicycle_pedestrian/ntpp/> . Unanimously, those cities spent almost all of their money on "carrots." Piatkowski couldn't even find much literature on the impact of driving disincentives in the United States because so few are implemented. "On a scale of getting to a place that is like Zurich or Freiberg, one of these really epic walkable, transit-friendly, bikeable places," he says. "We're just so far away from that." . . . . . Piatkowski and his research collaborator, Wesley Marshall, aren't arguing that cities shouldn't deploy carrots like striping bike lanes or improving bus service or paving shaded sidewalks for pedestrians. After all, driving disincentives won't be all that effective if commuters don't have viable alternatives. More likely, these would just harm low-income commuters by increasing the burdens of driving without decreasing the burdens of alternative transportation. The question is really how far we can get down the path of least resistance, pursuing only the politically easy tactics. If the goal at the end of the day is changing behavior, how much can you really achieve by showing people a nice new bike lane? "It's going to be marginal," says Marshall, an assistant professor in the College of Engineering and Applied Science at UC-Denver. "You can't expect to put in a bike lane and for it to be a magical elixir in most of the country." That's not always the case. Carrot-like improvements to transit in New York City have significantly changed behavior <http://www.schallerconsult.com/pub/modeshft.pdf> because disincentives to drive are already built into the environment. New York is expensive and crowded, which means that parking is costly and congestion is bad. But elsewhere - in cities where driving is systematically subsidized in so many ways - the disincentives would have to come from more explicit policy. In the absence of such policies, Arlington County, Virginia, offers a good case study for the upper bounds of what's possible with incentives alone. The county's commuter services office runs one of the most advanced travel demand management programs in the country, just across the Potomac from Washington, D.C. "We're afraid to push the disincentive lever too hard." "The stuff we focus on is much more mundane, ground-level tactics," says Chris Hamilton, chief of the county's Commuter Services Bureau. "The Bike Arlington <http://www.bikearlington.com/> guys are just trying to help so many adults over the hump of riding a bike for the first time again." The county runs commuter stores and bike clinics. It teaches people how to swipe transit cards and find the bus. It works with building managers to coax them into putting bike lockers in the basement, and transit screens in the lobby. It prods local employers to subsidize transit cards and bike-share memberships. Through all of this work, Hamilton's office calculates that 42,000 trips a day in the county that would otherwise take place in a single-occupancy vehicle now occur in other modes instead. Three-quarters of those trips are taken by mass transit. All of that has come through lowering the barriers or increasing the appeal of alternative transportation. That's an impressive number. But when asked if he wouldn't rather the county just tax the heck out of parking, Hamilton laughs. He knows that would make his job much easier. "We wouldn't have to do any of this," he says. A creative city might be able to make a disincentive feel like an incentive. Piatkowski points to a <http://www.arb.ca.gov/planning/tsaq/cashout/cashout.htm> "parking cash-out" law in California that requires employers to give workers a cash allowance to not use parking. "The stick then becomes missing out on the reward," Piatkowski says. But why not just wield disincentives as what they honestly are? "Behavior change" sounds vaguely manipulative (whether we're talking about behavior involving automobiles or thermostats <http://www.theatlanticcities.com/neighborhoods/2011/10/reducing-water-energ y-use-through-peer-pressure/384/> ). But in this context, the disincentives are really about removing subsidies and distortions from the market. Parking isn't really free <http://www.theatlanticcities.com/commute/2011/10/its_parking_stupid/323/> . Gas taxes <http://www.theatlanticcities.com/politics/2013/12/we-urgently-need-fix-gas- tax-2014/7974/> don't actually cover the costs of maintaining our roads. So why is it so hard to disincentivize driving at the same time that we incentivize the alternatives, at least until they're in some better kind of equilibrium? "Because we're afraid," Hamilton says. "Because we don't have the guts to pull the levers on what we want. We know that we want a walkable, bikeable, transit community. We're building it. But we're afraid to push the disincentive lever too hard."

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Bicycles 2013: Planning, Design, Operations, and Infrastructure
by Beth McKechnie 05 Mar '14

05 Mar '14

---------- Forwarded message ---------- From: Terry Zdan <tjzdan50(a)gmail.com> Date: Tue, 4 Mar 2014 10:14:27 -0600 Subject: Fwd: Bicycles 2013: Planning, Design, Operations, and Infrastructure *Bicycles 2013: Planning, Design, Operations, and Infrastructure <https://odlinks.govdelivery.com/track?type=click&enid=bWFpbGluZ2lkPTUxYTNjO…>* [image: http://www.trb.org/Resource.ashx?sn=cover_TRR2387small]<https://odlinks.govdelivery.com/track?type=click&enid=bWFpbGluZ2lkPTUxYTNjO…> TRB's Transportation Research Record: Journal of the Transportation Research Board, No. 2387 consists of 17 papers that explore bicycle-specific traffic signals; automated collection of cyclist data; the role of the bicycle in the limitation of transportation poverty in the Netherlands; passing events in mixed bicycle traffic; driver and cyclist... Happy Trails -- Terry Zdan 126 Duncan Norrie Drive Wpg MB R3P 2J9 CANADA tjzdan50(a)gmail.com <tjzdan(a)gmasil.com>

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