I do not think anyone can logically accuse me of being a VC tool. I support bicycle-specific facilities where traffic speeds and potential for movement conflicts are high (the ultimate scenario being the access ramps of limited-access freeways -- I support freeway shoulder access for cyclists but acknowledge the need to loop up off and back on at each ramp set), but I support full integration of all traffic modes at residential and business district speeds of 25 mph / 40 kph. I generally support traffic calming and speed limit reductions.
As for the effect of cyclist training on the rate of cycling-related incidents, one has to look only at the at-fault statistics compiled by various cities. I would argue that proper cycling technique would have eliminated almost all of the incidents in which the cyclist was at fault, plus a significant fraction of those in which the motorist was officially at fault, but which the cyclist could have prevented through proper defensive driving.
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***** 1 April 2008: 135th anniversary of the birth of Sergei Rachmaninoff *****
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"Far and away the best prize that life offers is the chance to work hard at work worth doing." --Theodore Roosevelt
Capo: 1959 Modell Campagnolo, S/N 40324; 1960 Sieger (2), S/N 42624, 42597
Carlton: 1962 Franco Suisse, S/N K7911
Peugeot: 1970 UO-8, S/N 0010468
Bianchi: 1982 Campione d'Italia, S/N 1.M9914
Schwinn: 1988 Project KOM-10, S/N F804069