Montgomery County of Maryland — Separated and marked bike lanes, bike-friendly shoulders, signed and sharrowed on-road routes, paved and natural surface trails in Montgomery County. A '1' in LEVEL...
Bike transport has numerous advantages. It is nature friendly and has beneficent influence on psycho-physical condition of an individual. In urban areas it is able to compete with public transport. On short distance it is even more efficient as a car. It is important to stimulate not just everyday usage of bicycle, but also recreational and tourist cycling. The development of which depends on constructing suitable remote-traveling bike infrastructure. The Slovenian Road Agency ...
... facilities described in paragraph (f) of this section of feeder bikeways to bridges, on-bridge bikeways... deems it necessary, for a public comment period prior to the effective date of his response. (f... Government Center; (13) Porter Square, Cambridge to Columbus Park, Boston; (14) Cleveland Circle...
Trails, Bike, Bike Paths; bikepaths10; This data set contains center lines for all bicycle paths, bicycle routes, and bicycle lane center lines for all statewide and local bikeways, bike routes, and bike lanes for the entire state of Rhode Island., Published in 2010, 1:4800 (1in=400ft) scale, State of Rhode Island and Providence Plantations.
NSGIC GIS Inventory (aka Ramona) — This Trails, Bike dataset, published at 1:4800 (1in=400ft) scale, was produced all or in part from Orthoimagery information as of 2010. It is described as 'Bike...
... CFR part 771. (d) Acquiring agencies shall charge current fair market value or rent for the use or... exceptions to the FHWA in writing. (2) Use by public utilities in accordance with 23 CFR part 645. (3) Use by Railroads in accordance with 23 CFR part 646. (4) Use for Bikeways and pedestrian walkways in...
Hanson, Royce; Young, Garry
In Arlington, Virginia, a steady evolutionary change in biking policy during the last three decades has yielded some of the nation's best biking assets. It has a comprehensive, well-connected, highly integrated, well-mapped, and well-signed system of shared-use paved trails, bike lanes, bike routes, and other biking assets, such as workplace showers. Understanding the conditions that led to Arlington's current biking system can provide lessons in the strategy and tactics of active-living politics. One potentially effective political strategy that was successful in Arlington is for activists to pressure elected officials to select professional managers who see bike-ways as crucial to the overall transportation system. Then it is important to formalize the government-citizen relationship through an advisory panel. Also, in Arlington, the incremental creation of biking assets helped create demand for more and better facilities. In turn, this created political support for expanding and upgrading. Finally, Arlington used potentially negative circumstances (e.g., the building of highway corridors, the introduction of the Metro) as opportunities to change the built environment in ways that have encouraged more active living. PMID:18469167
Full Text Available We have investigated public preferences for use intensity and visual quality of forest recreational infrastructure. Forest infrastructure covers five classes, along a continuum from unmarked paths to paved walkways. Altogether, 39 sites were categorized into the five classes and measured with automatic counters. A sample of 545 respondents living in southeastern and middle Norway were asked to rate 15 forest scenes and 35 preconceptions of recreational settings. The path scenarios were depicted as digitally calibrated photos that systematically displayed physical path feature in boreal, semi-natural settings. Survey participants showed a clearly greater preference for photos and preconceptions of forests settings containing minor elements of forest infrastructure; unmarked paths received the highest score and forest roads/walkways/bikeways the lowest. We identified a clear mismatch between public preferences for forest infrastructure and the intensity of use; the less appreciated infrastructure was the most used. Planning and management has to consider these different needs for recreational infrastructure, and we propose an area zoning system that meets the different segments of forest visitors.
Browne, J.; Zegras, C. [International Institute for Sustainable Development, Winnipeg, MB (Canada); Sanhueza, E. [Cambio Climatico y Desarollo (Chile); Silsbe, E.; Winkelman, S. [Centre for Clean Air Policy (United States)
The transportation sector is responsible for almost 25 per cent of global carbon dioxide emissions. This share is increasing annually, particularly in developing countries. This report presented the findings of a study examining possible scenarios for using the Clean Development Mechanism (CDM) as a tool to promote sustainable development in Chile's transportation sector. Mobility challenges, a strong modelling capacity, commitment to CDM and excellent data sets made Chile an ideal location in which to test transportation solutions. It was noted that projects in the transportation sector of the CDM have been slower to develop than those in other sectors. It was suggested that demand-side initiatives face significant methodological and financial barriers. This project examined 3 case studies that revealed how the CDM can be used to address both technological and demand-side solutions for reducing emissions from Santiago's transportation sector. Case study 1 examined the potential greenhouse gas (GHG) benefits of switching bus technologies from diesel to hybrid and analyzed its feasibility as a CDM project. Case study 2 involved bicycle initiatives and assessed the methodological challenges associated with developing bike-ways and networks. Case study 3 focused on location efficiency and involved the measurement of change in travel demand and GHG reduction from encouraging infill development, as well as discussing how the CDM could be used as an incentive for more location efficient urban development. It was concluded that the CDM should accommodate travel demand reduction efforts as well as policy-based and sectoral approaches. It was suggested that the project-based framework required by the current CDM rules is limiting and makes quantification complicated. In addition, most transportation projects do not fit well within the CDM as it currently functions. It was recommended that consideration of emissions reductions should be integrated into long term