its a post of a 15 year old article verbatim into the forum, dude!
You don't think its a bit over the top if you want to have a discussion
about Jeffery Hiles dated piece, listening to bike lanes?
I'm not trying to boss you around, i'm suggesting using widely accepted, near universal standards when using a source of others peoples work.
excerpts, not verbatim wholesale cut and paste.
fine. my rebuttal to jeffery hiles dated piece where he overemphasizes the dichotomy between facilities advocates and vehicular cycling advocates -
the FHWA has moved beyond the feud
Reducing the number and severity of collisions involving bicyclists requires strategies that are
targeted towards addressing the main factors that lead to collisions. Based on what is known
about bicycle-related crashes, the following objectives—targeted both toward locations where
crashes occur as well as toward the causal factors of crashes—are most likely to reduce the
number and/or severity of crashes:
• Reduce bicycle crashes at intersections
• Reduce bicycle crashes along roadways
• Reduce motor vehicle speeds
• Reduce bicycle crashes at midblock crossings
• Improve safety awareness and behavior
• Increase use of bicycle safety equipment
• Reduce influence of hazards
Each of these strategies can be accomplished through a variety of the 23 individual strategies
(i.e., treatments) presented in Exhibit I-3.Most strategies will work best when used at multiple
locations, so that they become standard and expected by roadway users, and in combination
with other treatments, so that multiple causal factors are addressed.
In addition, many of the strategies may help accomplish more than one single objective. It is
important for transportation professionals and others charged with improving conditions for
bicyclists to choose the right combination of treatments to accomplish the maximum desired
effect with the available resources.
Finally, those involved in transportation engineering, planning, design, education, and safety
should be aware of Safe Routes to School (SRTS) programs as a potential comprehensive
technique for improving the transportation safety for children traveling to and from school.
SRTS programs are comprehensive programs that involve making safety-related changes to the built environment, implementing extensive child bicyclist (and pedestrian) safety education,
and increasing traffic law enforcement around schools. SRTS programs are also intended to
increase the number of children walking or bicycling to school, so programs usually include
encouragement components as well. More about SRTS, including the full range of
comprehensive activities and projects, information about selecting appropriate activities, and
evaluation strategies can be learned from the National SRTS Clearinghouse (established by
the U.S. Department of Transportation) at: http://www.saferoutesinfo.org
Recent practitioner experience indicates that multi-faceted approaches are more effective
in achieving desired program outcomes, including creating safer walking environments
(Zegeer et al., 2004), meeting public health goals (Schieber and Vegega, 2002), and increasing
walking and bicycling to school (Raborn and Toole, 2006; FHWA, 2006). Although similar
research has not yet been applied to bicycling-specific outcomes, it logically follows that
what works for safe walking and increasing physical activity will also work for creating
safer bicycling environments. Many bicycle-related safety problems cannot be solved simply
by addressing one of the “three Es” (i.e., engineering, education, or enforcement) without
also addressing the others. Engineers, planners, law enforcement officers, designers,
teachers, public officials, and citizens should all play a role in identifying problems and
planning and implementing effective countermeasures and programs for improving
Particular attention should be paid to education. Skill levels vary widely within the bicycling
community. Novice riders may only feel comfortable on slow-speed, neighborhood streets
or off-street paths. Children may be more confident and want to bicycle to explore their
environment, but may also lack the skills and experience to ride safely under varying
conditions. Effective and sustained education programs, often neglected by transportation
agencies that focus on engineering solutions, can significantly improve safe riding behavior
for all bicyclists.
Bicycle safety issues should be addressed using proactive measures. Many of the solutions that
work for proactive pedestrian safety activities should also work for bicyclists. For example,
planners can host interactive public workshops, survey bicyclists and other roadway or
facility users, and talk with police and traffic engineers to identify safety issues in an area
before crashes occur (Zegeer et al., 2004). Bicyclist safety, both actual and perceived, and the
provision of appropriate infrastructure, will influence how many people will ride, as well as
the number and types of bicyclist crashes that will occur.
Finally, in making any decisions about program or countermeasure implementation, the
special characteristics and needs of the targeted population should be considered. This is
especially true with respect to education or enforcement interventions, but even road signs
and pavement markings can be affected. People of different cultures and ethnic backgrounds,
non-English speaking populations, those with physical impairments, and even children
and the elderly may necessitate modifications to the countermeasures to ensure that
improvements reach their intended audience and have the desired safety benefits.