THE URBAN TRANSPORTATION MONITOR

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1 THE URBAN TRANSPORTATION MONITOR 2009 Law ley Pub li ca tions. All Rights Re served. VOL 23, NO 7 SEPTEMBER 8, 2009 Repeal of U.S. Max i mum Speed Limit Linked to More Deaths Long-Term Effects of Repeal Deter mined to be 12,500 More Traffic Fatalities Over 10 Years Increased speed lim its have let to more than 12,000 more deaths on U.S. roads between 1995 and 2005, accord ing to a new study pub lished in the Sep tem ber issue of the Amer i can Jour nal of Pub lic Health. The study, con ducted by research ers at the Uni ver sity of Illi nois at Chi cago s School of Pub lic Health, is the first long-term eval u a tion of the impact of repeal ing the National Max i mum Speed Law on road fatal i ties and inju ries in fatal crashes. Ear lier stud ies seemed to show that any effects of the elim i na tion of fed - eral con trols on the max i mum speed limit would be temporary. The National Max i mum Speed Law, which restricted the max i mum speed limit to 55 miles per hour on all inter state roads in the United States, was ini ti ated in 1974 in response to the oil embargo and had an immediate impact. Dur ing the first year there was a drop of almost 17 per cent in fatal i ties after the speed laws were reduced to 55 miles per hour, said Lee Fried man, assis tant research pro fes sor of envi ron men tal and occu pa tional health sci ences at UIC and lead author of the study. The law was mod i fied in 1987, allow - ing states to raise the legal speed lim its to 65 mph on some inter states. Then, in 1995, the fed er ally man dated 55 mph speed law was revoked, allow ing states to set their own speed laws. The pri mary find ing of our study was that over the 10-year period fol low ing the repeal of the National Max i mum Speed Law, there were approx i mately 12,500 Inside Sur veys....page 11 Re quests for Pro pos als....page 39 Con fer ences...page 40 deaths due to the increased speed lim its across the U.S., said Fried man. Approx i - mately 36,500 inju ries in fatal crashes also Wash ing ton D.C. Bike Sta tion at Union Sta tion to Offer Park ing, Rent als, Repair, and Accessories Bike Sta tion Also Opened at Toronto s Union Sta tion Ear lier this Year Approx i mately one year after break ing ground, the Dis trict of Colum bia Depart - ment of Trans por ta tion (DDOT) is get ting ready to open a new Bicy cle Tran sit Cen ter at the city s his toric Union Sta tion. This inno va tive pro ject the first of its kind on the East Coast will sup port the Dis trict s goal of pro vid ing res i dents, com mu ters and vis i tors a wide range of were attrib ut able to the increases in speed limits. The research ers used a Pois son Please turn to Page 10 alter na tive trans por ta tion options, a DDOT press release said. The facil ity s prom i nent loca tion is expected to make it a vis i ble trans por ta tion model as well as a prac ti cal bicycle service area. The bike sta tion is a con crete sym bol of the city s com mit ment to pro mot ing sus - tain able modes of trans por ta tion, said Please turn to Page 10 The new Washington, D.C. bike station at Union Station. (Photo: Courtesy of the District Department of Transportation)

2 THE URBAN TRANSPORTATION MONITOR, SEPTEMBER 8, 2009, VOL. 23, NO. 7 Page 2 Transportation Tort Liability: Case in Review Connecticut Supreme Court Upholds Non-Delegable Duty Doc trine In July 2009 the Su preme Court of Con - nect i cut up held a trial court s find ings that (1) the stat u tory duty to main tain its pub lic high ways was non-delegable by cit - ies, thereby ren der ing it bound to keep de - fec tive roads in re pair as a mat ter of law; and (2) the city of Hart ford, CT, was li a ble, un der de fec tive high way stat utes, for a mo - tor ist s in ju ries sus tained when she hit a large de pres sion that had de vel oped dur - ing re pair work be ing per formed by a third party con trac tor on a road way. In 2006, while driv ing home from work, the plain tiff hit a large de pres sion in the road way, caus ing her car to be come air borne and land on an ex posed man hole cover pro ject ing above the road way sur - face. The re sult ing im pact caused sig nif i - cant dam age to her car and in ju ries to her arms and upper body. Plain tiff filed suit against the de fen dant (the city of Hart ford) al leg ing that the city was li a ble for her in ju ries be cause it, its em ploy ees or its agents neg li gently failed to warn of the con struc tion; light the con - struc tion area; smooth the road way dur ing con struc tion; and re route traf fic. She claimed the de fect in the road way was the sole prox i mate cause of her in ju ries. The court found in her fa vor and awarded her damages. At trial, the city used a spe cial de fense, namely that it was a named in sured on the in de pend ent con trac tor s li a bil ity in sur - ance pol icy. Thus it claimed the con trac tor was the proper party in the case and in deed, should be pro vid ing a de fense for and in - demnifying it, the city. How ever, the trial court re jected this ar - gu ment find ing that the city owned the streets and was charged with their re pair and main te nance. With re gard to the sole prox i mate cause is sue, the trial court ruled that plain tiff had not been neg li gent in any way and that, al though the con trac tor s neg li gence caused the de fect in the road - way, the city was solely re spon si ble for plaintiff s injuries because the negligence was com mit ted by an agent of the [city]. The city ap pealed, as sert ing that the trial court im prop erly con cluded it was li a ble un der 13a-149 be cause: (1) it was not bound to keep the road way in re pair; and (2) plain tiff s in ju ries were caused by the neg li gence of the in de pend ent con trac tor re spon si ble for the road re pairs, and, there - fore, any neg li gence on its part was not the sole prox i mate cause of the plaintiff s injuries. The city claimed the ob li ga tion to keep the de fec tive road way in re pair had been del e gated by con tract to the con trac tors dur ing the con struc tion pro cess. The in de - pend ent con trac tor per formed the re pair work, had con trol over the man ner and means of per form ing the work, and, pur su - ant to the con struc tion con tract be tween them, had the duty to pro tect the pub lic and main tain a safe work site dur ing the con - struc tion pro cess. There fore it claimed that it was not re spon si ble for negligence by the contractors. The ap peal court con sid ered two is sues: Did Gen eral Stat utes 13a-99 im pose a non-delegable duty upon a mu nic i pal - ity to main tain the road ways within its city lim its, such that it is the party bound to keep the road ways in ques tion un der re pair? If the an swer to this ques tion is yes, did the re quire ment that the de fect must have been the sole prox i mate cause of the plain tiff s in ju ries, pre - clude municipal liability when a third party delegated by the municipality to maintain its roadways negligently cre - ated the de fect, but when the de fect caused the ac ci dent in the ab sence of any other in ter ven ing fac tors? The court found that the non-delegable duty doc trine cre ates a form of vi car i ous li - a bil ity, whereby the em ployer re mains vi - car i ously li a ble for the neg li gence of its in - de pend ent con trac tors in their per for mance of the em ployer s non-delegable duty. It fur ther found that in Con nect i cut, the leg is la ture del e gated the func tion to es tab - lish, main tain and re pair pub lic high ways to the state s towns when it en acted 13a-99. How ever the city ar gued this duty is delegable be cause the stat ute spe cif i - cally pro vides that the duty shall be on the state s towns ex cept when such duty be - longs to some par tic u lar per son... The court re jected this ar gu ment say ing that, ex cept in rare in stances where the leg is la - ture specifically authorizes such delega - tion, towns lack the au thor ity to shift that duty onto a third party. Re gard ing the sec ond ques tion, the court found that neg li gence on the part of the plain tiff or an in de pend ent third party may serve as a de fense against li a bil ity by a town, when such neg li gence com bines with the de fect to cause the plain tiff s in ju - ries. The mere ex is tence of third party neg li gence could not de feat mu nic i pal li a - bil ity but must be com bined with other in - ter ven ing fac tors un re lated to the de fect it - self, to cause injury to the plaintiff. In the pres ent case, the court found that, be cause the de fen dant did not claim any other in ter ven ing fac tors that com - bined with that de fect to cause the plain - tiff s ac ci dent, the trial court prop erly de - ter mined that the city was li a ble under 13a-149. The Urban Trans por ta tion Mon i tor, ISSN , is pub lished monthly, except dur ing Jan u ary and August (10 issues per year), by Law - ley Pub li ca tions, 6813 Jer e miah Ct., Fairfax Sta - tion, VA 22039, Tel: (703) , Fax: (703) , edi tors@lawleypub lications.com. Sub scrip tions $295 per year. Peri - od i cals post age paid at Fairfax, VA. POSTMASTER: Please send address changes to The Urban Trans por ta tion Mon i tor, P.O. Box 12300, Burke, VA The Urban Trans por ta tion Mon i tor pub lishes cur rent news on all modes and aspects related to urban trans por ta tion. Law ley Pub li ca tions is an inde pend ent and pri vately owned orga ni za tion. Copy right 2009, Law ley Pub li ca tions. All Rights Reserved. Repro duc tion, includ ing pho - to copy ing and fac sim ile or elec tronic trans mis - sion, in whole or in part with out writ ten per mis sion from the Edi tor is expressly pro hib ited. Law ley Pub li ca tions assumes no respon si bil ity or lia bil ity of any kind for the accu racy or com - plete ness of the infor ma tion herein, or for addi - tional or changed infor ma tion sub se quent to the date the mate rial was received and/or pub lished. Publisher/Editor: Dan iel B. Rathbone, Ph.D., P.E. Man ag ing Edi tor: Clarissa Reeves, M.Ed. Assis tant Edi tor/researcher: J. Holden

3 THE URBAN TRANSPORTATION MONITOR, SEPTEMBER 8, 2009, VOL. 23 NO. 7 Page 3 Carrollton, TX, Transit-Oriented Development Places Residential Development at Center Rail to Arrive December 2010 A planned 17.6 mile Dal las Area Rapid Tran sit (DART) light-rail ex ten sion is pro - vid ing an im pe tus to tran sit-ori ented de - vel op ment (TOD) in Carrollton, Texas, a city aim ing to re vi tal ize its down town and im prove its eco nomic growth and com pet i - tiveness. The Down town Carrollton TOD pro - ject was es tab lished in April, when the city of Carrollton agreed to cre ate a pub lic/pri - vate part ner ship with Trammell Crow Com pany s ur ban de vel op ment group High Street Res i den tial. The pro ject is lo - cated on six acres of land ad ja cent to Carrollton s his toric down town sec tion and a new rail sta tion on DART s fu ture Green Line ex pan sion. Sched uled to open in De cem ber 2010, the DART sta tion will be the first of three stops in Carrollton, and it will even tu ally serve two more light-rail lines in the re gion. The rail sta tion is ex - pected to be a cat a lyst to re vi tal iza tion and a gate way to the city an en trance to a more pe des trian friendly housing and shopping destination. This cat a lyst pro ject will con nect our His toric Down town Square with the new DART light-rail sta tion. It will pro vide new res i dents an op por tu nity to en joy a high-qual ity res i den tial ex pe ri ence with shop ping and din ing down town and a three-min ute walk to a DART sta tion, said Pe ter Braster, se nior TOD man ager for the city of Carrollton in an April press re lease. This pro ject will come on-line soon af ter DART ar rives in De cem ber 2010, plac ing new res i dents at the cen ter of a ma jor tran sit hub that will even tu ally have trains go ing in six di rec tions: Dal las, Denton, Plano, Dallas/Fort Worth, Frisco and Irving. Down town Carrollton is 15 miles from down town Dal las along the soon to be com pleted DART Green Line, a 29-min ute rail trip. Braster told UTM re cently that about 1,000 boardings are es ti mated for the new rail sta tion per day. The pro ject will in clude 276,000 square feet in four build ings. Each build ing will help to con nect Carrollton res i dents and vis i tors, with a to tal of 295 apart ments and 10,500 square feet in re tail space. The High Street Res i den tial pro ject will be en - ergy ef fi cient and fea ture a five-level park - A ren der ing of Carrollton's TOD de vel op ment. (Photo: Cour tesy of the City of Carrollton, TX) ing ga rage. Braster said that a mar ket study found that the TOD can at tract 2.84 mil lion square feet of development by Asked about the den sity of de vel op ment planned for the TOD zone, Braster said, Build ing heights are reg u lated with a four-story min i mum (no max i mum) clos est to the sta tion, a zone of 2-6 story build ings is next, fol lowed by a 2-3 story townhome zone buff er ing the dis trict and the sin - gle-fam ily neigh bor hoods, he said. He noted that new build ings are en cour aged to have rear load ing. Ex ist ing build ings have both street and rear loading. Braster stressed that the city is build ing a 460-space park ing ga rage with 125 mu nic i - pal spaces that will be free to the pub lic. The cat a lyst de vel op ment will lease the re - main ing spaces at a dis count (approx. $20 per space per month), he said. Park ing will also be al lowed on all streets within the TOD, with no me ters. Some of the park ing will be di ag o nal and head-in. Also 260 park-and-ride spaces are be ing pro vided at the downtown station. The TOD man ager pointed out that the city street sys tem is a mod i fied grid with vary ing lot depths that dates back to the early 1900s. The turn ing ra dii at in ter sec - tions are feet, and turn ing lanes are pro vided only on a lim ited num ber of con - nec tions to ma jor thor ough fares. Me di ans will be pro vided only on the fu ture ex te rior loop road, he said. There are no bike lanes now, but the city has adopted a trans por ta - tion plan that in cludes bike lane pro vi - sions. Cur rently bike paths are pro vided un der the light rail guideway and on the nearby trail network. Asked about the level of ser vice for the TOD, Braster said that al though we al - ways hope for the better, we ex pect a LOS D, due to the lim it ing of road way widths within down town Carrollton. The city will fund the con struc tion of the pub lic in fra struc ture, pub lic park ing ga rage and re lated soft costs while High Street Res i den tial will fund the con struc - tion of the res i den tial and re tail por tions of the pro ject. No den sity bo nuses are be ing of fered at this time, Braster said. But, he added that as an in cen tive, the city is re - bat ing up to 80% of de vel op ment fees and 40% of in fra struc ture. The city will re tain all own er ship of the land, in clud ing the land un der the pri vate de vel op ment, and the city will own the en tire park ing ga - rage. Asked if prop erty own ers will con - trib ute to the in fra struc ture, Braster said that no con tri bu tions are expected other than from city-wide revenues. For more in for ma tion visit or con - tact Pe ter Braster at tel. (972) or by at Peter.Braster@cityofcarrollton.com.

4 THE URBAN TRANSPORTATION MONITOR, SEPTEMBER 8, VOL 23 NO. 7 Page 4 Intelligence Study Finds Pub lic Trans por ta tion Helps Wel fare Re cip i ents Find and Keep Jobs and Pro vides Greater Over all Ben e fits than Own ing a Car San Jose, CA Im proved pub lic tran sit has greater ben e fits than car ownership for house holds re ceiv ing wel fare in terms of get ting and re tain ing jobs, ac cord ing to a new study by the Mineta Trans por ta tion Institute (MTI). The re port, Pub lic Ver sus Pri vate Mo bil ity for the Poor: Tran sit Im prove - ments Ver sus In creased Car Own er ship in the Sacramento Region, examines the de bate about trans por ta tion pol icy choice for welfare recipients and underscores the im por tance of pub lic tran sit for this sector of the population. Sur veys and em pir i cal stud ies dem - on strate that, be sides job skills and child care, lack of re li able trans por ta tion is a key fac tor pre vent ing many wel fare re - cip i ents from find ing and re tain ing jobs, said Dr. Rob ert A. Johnston, one of the study s prin ci pal in ves ti ga tors. The so - lu tion is ei ther to pro vide the means for wel fare re cip i ents to ob tain a car, to pro - vide im proved public transit, or to do both. Johnston is an emer i tus pro fes sor in the De part ment of En vi ron men tal Sci - ence and Pol icy at the Uni ver sity of Cal i - for nia, Da vis (UC Da vis). Shengyi Gao, the other prin ci pal in ves ti ga tor, is a re - search scientist in the Information Center for the Environment at UC Davis. The study tested the pos si ble effects of pro mot ing car own er ship ver sus tran - sit im prove ments on job ac ces si bil ity, work trips, and trav eler ben e fits (cal cu - lated as dol lars per trip) at the sys tem level by run ning a travel de mand model adopted by the Sac ra mento Area Coun cil of Gov ern ments (SACOG). It dem on - strated that as sign ing a car to house holds with out a ve hi cle would have only mi nor negative impacts in vehicle miles traveled (VMT), traf fic vol umes, and con - ges tion. How ever, it would sub stan tially re duce the mode-shared trips that is, trips in volv ing more than one means of trans - por ta tion, such as walking, cycling, etc. How ever, an im proved tran sit sys tem makes the jobs in par tic u lar, the en - try-level jobs in sub ur ban ar eas more ac - ces si ble to fam i lies who re side in in - ner-city ar eas, and it pro vides an al ter na - tive mode for all trav el ers. While all the par tic i pants in the study ben e fit ted from the travel mode pro vided, over all, the fam - i lies that re lied on pub lic transit saw greater benefits. The Mineta Trans por ta tion In sti tute (MTI) was es tab lished by Con gress in 1991 as part of the Intermodal Sur face Trans por ta tion Ef fi ciency Act (ISTEA) and was reauthorized in MTI con - ducts re search, ed u ca tion, and in for ma tion and tech nol ogy trans fer fo cus ing on trans - por ta tion pol icy and man age ment topics and issues. For more in for ma tion, visit or con tact Donna Maurillo, at tel. (831) or maurillo@mti.sjsu.eduor. req ui site for ef fec tive pub lic trans por ta - tion in fra struc ture fund ing. In a March state ment, the group said, Our fuel taxes should be pro gres sively raised at least to Eu ro pean lev els to pro vide an un - am big u ous warn ing that the days of cheap petrol are over, and also to pro vide badly needed funds which could be hy - poth e cated to health sys tem im prove - ments and to fund ma jor pub lic transport and cycling infrastructure initiatives. Sud den oil shocks could re sult from world events such as a rev o lu tion in Saudi Ara bia or a war over Iran, ASPO-Aus tra lia said. More over, the group stressed, it is nec es sary to pre pare for long-term oil shocks now. If oil prices reached $145/bar rel last year be - fore com ing down again, how much will they rise when world oil pro duc tion starts to de cline and de mand con tin ues to rise? ASPO-Aus tra lia said that ef fec tive oil-short age plans should be drawn up at fed eral, state and lo cal lev els. An ef fec - tive and equitable tradable fuel-alloca - tion sys tem must be im ple mented so it is avail able in the event of a liq uid-fuel emer gency, the group said. Less oil will mean less traf fic, friend lier health ier neigh bor hoods, a sharply lower road toll, more kids en joy - ing walk ing and rid ing to school, less obe sity and also less air port noise, for in - stance, ASPO-Aus tra lia said. But, the group stressed, with out ad e quate plan - ning, there will be se ri ous prob lems: It will take an enor mous de cades-long crash pro gram to im prove our pub lic trans port to the level which would ac - com mo date even 25% of all the trips now taken in cars. ASPO-Aus tra lia cited sup port ive com ments made by one of the world s lead ing en ergy ex perts: Fresh sources of oil equiv a lent to the out put of four Saudi Arabias will have to be found sim - ply to main tain pres ent lev els of sup ply by 2030, Fatih Birol, chief econ o mist of the In ter na tional En ergy Agency (IEA), Trans portation and Urban Plan ners Must De velop Pol i cies for Oil Shocks Now; ASPO-Aus tra lia, U.S. and Oth ers Call for Strat e gies to Ad dress Peak Oil Cottes loe, Aus tra lia, and Wash ing ton, D.C. Pub lic trans por ta tion plan ners must rec og - nize the ur gency of pre par ing for shortand long-term oil shocks be cause world - wide oil pro duc tion is fore cast to peak in about 2012, ac cord ing to the Aus tra lian As so ci a tion for the Study of Peak Oil & Gas (ASPO-Aus tra lia). Sim i lar warn ings have been have been is sued by an in ter na - tional or ga ni za tion and in a U.S. gov ern - ment re port. ASPO-Aus tra lia, a vol un teer-based net work of pro fes sion als work ing to re - duce Australian oil vulnerability, says that aware ness of the risks of peak oil that time when the rate of oil pro duc tion world - wide peaks and starts to de cline is a pre - Please turn to Page 5

5 THE URBAN TRANSPORTATION MONITOR, SEPTEMBER 8, 2009, VOL. 23 NO. 7 Page 5 Intelligence (continued) has said. Birol told The Times of Lon don in No vem ber 2008 that the de ple tion of ex ist ing oil fields meant that vast new in - vest ments would be re quired to sat isfy the de mand for oil. Since pub li ca tion of the ASPO-Aus - tra lia state ment, Birol has said that global oil pro duc tion is likely to peak in about 10 years ear lier than most gov ern ments had es ti mated. Even if de mand re - mained steady, the world would have to find the equiv a lent of four Saudi Arabias to main tain pro duc tion, and six Saudi Arabias if it is to keep up with the ex - pected in crease in de mand be tween now and 2030, Birol said in an in ter view with The In de pend ent published August 3, The IEA es ti mates that the de cline in oil pro duc tion in ex ist ing fields is now run ning at 6.7 percent a year com pared to the 3.7 per cent de cline it had es ti mated in 2007, which it now ac knowl edges to be wrong, the In de pend ent said. The first de tailed as sess ment of more than 800 oil fields, cov er ing three quar ters of global re serves, found that most of the big gest fields have al ready peaked. Birol also said that there is a prob lem of chronic un - der-in vest ment by oil-pro duc ing coun - tries, which will likely re sult in an oil crunch within the next five years. In the United States, the Gov ern ment Ac count abil ity Of fice (GAO) called on the U.S. gov ern ment to es tab lish a strat - egy for ad dress ing peak oil is sues sev eral years ago. In March 2007, GAO is sued a re port say ing that at a min i mum such a strat egy should seek to: Mon i tor global sup ply and de mand of oil with the in tent of re duc ing un cer - tainty sur round ing es ti mates of the tim ing of peak oil pro duc tion. This ef - fort should in clude im prov ing the in - for ma tion avail able to es ti mate the amount of oil re main ing in the world as well as the fu ture pro duc tion and con - sump tion of this oil; and As sess al ter na tive tech nol o gies in light of pre dic tions about the tim ing of peak oil pro duc tion and ad vise Con - gress on likely cost-ef fec tive ar eas where the gov ern ment could as sist the pri vate sec tor with de vel op ment and adop tion of such tech nol o gies. GAO ex am ined when oil pro duc tion could peak, as sessed the po ten tial for transportation technologies to mitigate the con se quences of a peak in oil pro duc tion, and ex am ined fed eral ef forts that could re - duce un cer tainty about the tim ing of a peak or mit i gate the con se quences. It found that most stud ies es ti mate peak oil pro duc tion to oc cur be tween 2007 and 2040, and that the ac tual tim ing would de pend on mul ti - ple fac tors. These fac tors in clude the amount of oil still in the ground; how much oil can be pro duced given tech no log i cal, cost, and en vi ron men tal chal lenges as well as po lit i cal and in vest ment con di tions in coun tries where oil is lo cated; and fu ture global de mand for oil. De mand for oil would be in flu enced by global eco nomic growth as well as gov ern ment policies on the environment and consumer choices about conservation. Al ter na tive fu els and trans por ta tion tech nol o gies face chal lenges that could im pede their abil ity to mit i gate the con se - quences of a peak and de cline in oil pro - duc tion, un less suf fi cient time and ef fort are brought to bear, GAO said. Key al ter - na tive tech nol o gies cur rently sup ply the equiv a lent of only about 1 per cent of U.S. con sump tion of pe tro leum prod ucts and, ac cord ing to U.S. De part ment of En ergy (DOE) pro jec tions, could dis place only about 4 per cent of pro jected U.S. an nual con sump tion by In such cir cum - stances, GAO warned, a sharp de cline in oil production could cause a worldwide recession. GAO said that alternative technologies have a better chance of mit i gat ing the con - se quences if peak oil is de layed. Ac cord - ing to DOE pro jec tions, if chal lenges are met, al ter na tive tech nol o gies could dis - place up to 34 per cent of U.S. con sump tion in For more in for ma tion, visit df and FHWA An nounces Third So lic i ta tion for High ways for Life Grants Wash ing ton, DC The Fed eral High way Ad min is tra tion (FHWA) has an nounced that it will award $2 mil lion through a third so lic i ta - tion un der the Tech nol ogy Part ner ships Pro gram. The funds are be ing awarded to test and eval u ate high way tech nol o - gies that are ready for im ple men ta tion. Both for-profit, pri vate com pa nies and in dus tries, and non profit do mes tic and in ter na tional or ga ni za tions are el i gi - ble to ap ply. FHWA en cour ages part ner - ship with state and lo cal gov ern ments and ac a demic in sti tu tions. For more in - for ma tion on the Tech nol ogy Part ner - ships pro gram and pre vi ous awards, go to FHWA looks for in no va tive ap - proaches and tech nol o gies that will im - prove work zone safety, re duce con ges - tion due to con struc tion, im prove qual ity or ac cel er ate con struc tion. The in no va - tions must make a sig nif i cant con tri bu - tion to one of the High ways for LIFE goals and be late-stage de vel oped pro to - types need ing fi nal test ing and eval u a - tion un der real-world con di tions be fore they can be commercialized, according to FHWA s High ways for LIFE website. Existing innovations are not eligible. For a copy of the re quest for pro pos als go to Se lect Find Grant Op por tu ni ties from the left col - umn. Se lect the "Browse by Agency" but ton. Se lect the "De part ment of Trans - por ta tion" from the list. Se lect Sort by Open Date link above the ta ble. Look for the open date 8/14/2009 and click on the Op por tu nity Ti tle High ways for LIFE Tech nol ogy Part ner ships Pro gram Then se lect Full An nounce - ment at the top of the page. For more in for ma tion, visit or con tact Nancy Singer at the De part - ment of Trans por ta tion at (202)

6 THE URBAN TRANSPORTATION MONITOR, SEPTEMBER 8, 2009, VOL. 23 NO. 7 Page 6 Caltrans to Cre ate Dy namic Lane Us ing In-Pavement Lights En ables Lane to Op er ate as Through Lane or a Con nec tor Lane to An other Free way By us ing in-pave ment lights, the Cal i for - nia De part ment of Trans por ta tion (Caltrans) in tends to in crease the func tion - al ity of a free way tun nel where there is no room to ex pand. Caltrans Dis trict 7 plans to cre ate a dy namic lane on the Ar royo Seco Park way (SR-110) at the north bound Golden State Free way (I-5) con nec tor. Lighted pave ment mark ers will be used to al low a free way lane to op er ate as a con - nec tor lane to an other free way (I-5) or op - er ate as a reg u lar through lane in re sponse to road con di tions. Cur rent traf fic was not en vi sioned in 1940, when SR-110 was built, or it never would have been de signed with a one-lane con nec tor through a tun nel, ac cord ing to a Caltrans Dis trict 7 news let ter. A sig nif i - cant traf fic queue de vel ops in the con nec - tor lane dur ing peak hours, and many mo - tor ists cut over at the last min ute, re sult ing in rear-end and sideswipe accidents. Caltrans will re solve this prob lem by An example of the in-pavement lights ("Smartstuds") to be used on SR-110. (Photo: Cour tesy of 3i-Innovation Ltd.) An example application of the Smartstuds in the Tanzenburg Tunnel in Austria, where the studs operate as an intelligent warning system. (Photo: Cour tesy of 3i-Innovation Ltd.) The en trance to the tun nel on north bound SR-110 in the Los An geles area where the use of in-pave ment lights will start to al low a change in the func tion of a lane (sec ond lane from the left) to op er ate as an ex clu sive through lane dur ing off-peak times or as a through and "con nec tor" lane dur ing peak times. (Photo: Cour tesy of Google Inc.) turn ing the sec ond lane from the left (lane number 2) on SR-110 into a con nec tor lane dur ing peak hours and leav ing it as a through-lane the rest of the time, ac cord ing to Se nior Trans por ta tion En gi neer Sheik Moinuddin of Caltrans Dis trict 7 s Traf fic Investigations Office. We believe this is the best so lu tion to con ges tion at the con - nec tor given the con straints of the ge og ra - phy, Moinuddin said. It s a great ex am - ple of tech nol ogy help ing us to drive smarter. The pro ject in volves de vel op ing an active-lane management system based on real-time traf fic de mand, Moinuddin said. Dur ing the ini tial phase, the sys tem will be ac ti vated from 3 p.m. to 7 p.m. on week days only. Later, the system will be based on real-time traffic demand. Three over head Ex tin guish able Mes - sage Signs (EMS) will man age the lanes and help mo tor ists to un der stand. One will be placed near an on-ramp be fore the first tun nel; the other two will be in stalled be - fore the sec ond and fourth tun nels. A ground-mounted elec tronic lane as sign - ment sign will also be used. Moinuddin said that lighted pave ment mark ers, or Smartstuds, will be in stalled be tween the leftmost lane and lane num ber 2. Dur ing peak hours, the lighted pave - ment mark ers will be turned off, al low ing mo tor ists to use lane num ber 2 for north - bound SR-110 or for the north bound I-5 con nec tor. Other times, lighted pave ment mark ers will be turned on. Near the con - nec tor, the mark ers are in stalled so closely that, when lighted, they will look like a solid white line, keep ing mo tor ists from us ing lane 2 as an optional SR-110 lane. Smartstud is a road marker guid ance sys tem that is highly vis i ble in any weather or road way con di tion. Each Smartstud is lit with 10 or 20 high-in ten sity LED lights, vis i ble from up to 500 me ters away. Ac - cord ing to Moinuddin, they are cost ef fec - tive to in stall and run, and du ra ble even in the heavi est traf fic conditions. Pro duced by a New Zea land firm, 3i In - no va tion Lim ited, the de vices are in duc - tively pow ered, mean ing that they con vert mag netic en ergy to elec tri cal en ergy. This al lows them to func tion in de pend ently from a fixed-ca ble sys tem. 3i-In no va tion Limited International Sales Manager Tim Crab tree told UTM that a high-fre quency RF con stant cur rent sig nal is sent along the ca ble, [and] at each point where a light is Please turn to Page 7

7 THE URBAN TRANSPORTATION MONITOR, SEPTEMBER 8, 2009, VOL. 23 NO. 7 Page 7 HOT Lane Grow ing in Pop u lar ity in Se at tle Im proves Traf fic Flow, Gen er ates Rev e nue More than 30,000 solo driv ers paid a toll to es cape heavy traf fic on State Route 167 and drive in the high-oc cu pancy toll (HOT) lane dur ing the first year of a four-year pi lot. The SR 167 HOT Lanes Pi lot Pro ject s first An nual Per for mance Sum mary, re - leased July 30, shows that more peo ple are choos ing to pay a toll to avoid con ges tion de spite an eco nomic re ces sion and un prec - e dented snow storms. The num ber of sin - gle oc cu pant ve hi cles us ing the HOT lane in creased nearly ev ery month since the HOT lanes opened. The pi lot pro ject is aimed at learn ing how vari ably-priced, elec tronic toll ing can ease traf fic con ges tion on SR 167 about 12 miles south east of down town Seattle Dur ing the first year of HOT lanes: Gen eral pur pose lane speeds in creased 10 per cent and vol umes in creased 3-4 percent. HOT lane speeds in creased 7-8 per cent and vol umes in creased 1-3 per cent. More than 30,000 driv ers paid to use the HOT lane. The av er age num ber of tolled trips rose, from 1,050 trips per week day in May 2008 to 1,710 trips per week day in April The av er age num ber of peak-hour tolled trips rose, from 140 north bound trips in May 2008 to 270 trips in April 2009, and 100 south bound trips in May 2008 to 160 trips in April The av er age peak-hour travel time for carpools and tran sit held steady. Tran sit ridership within the cor ri dor in creased 16 per cent. The HOT lanes pi lot be gan May 3, The Wash ing ton State Department of Transporta - tion (WSDOT) con verted pre-ex ist ing HOV lanes to HOT lanes, and driv ers with a Good to Go! tran sponder were of fered the op tion of pay - ing to use the carpool lane when space was avail able. The high way s two gen eral pur - pose lanes in each di rec tion re main toll-free and open to all traf fic. The HOT lane is sep - a rated by a solid dou ble white line, which is The SR 167 HOT lane (leftmost lane) with a toll in di cated. (Photo: Cour tesy of the WSDOT) il le gal to cross. Ac cess in and out of the HOT lane is re stricted to ac cess zones iden ti fied by a dashed line. HOT lane tolls op er ate daily 5 a.m. to 7 p.m. Carpools, vanpools, buses and mo tor cy cles use the Please turn to Page 8 Con tin ued from Page 6 Caltrans to Cre ate Dy namic Lane Us ing In-Pave ment Lights re quired, the ca ble is sep a rated, and a larger mag netic field is gen er ated; a light ahead is then placed in this field and the marker con verts this mag netic field en ergy back into elec tri cal en ergy to power the LEDS. With out any phys i cal con nec tion the marker can float with the tosses and turns of the road sur face with out los ing its con nec tion, Crab tree ex plained. As the power is high fre quency RF, there are no is sues with cor ro sion and the sys tem can operate completely immersed, he added. The studs used in the Caltrans pro ject have em bed ded sen sors that can trans mit in for ma tion. Data on traf fic flow and road and weather con di tions will be sent to a con trol cen ter, which will re lay the in for - ma tion to elec tronic road way signs, alert - ing driv ers to re sult ing lane changes. The Caltrans pro ject re quires about 650 of the lights mounted close together in twin lines. Crab tree pointed out that one ben e fit of the sys tem is that it is highly ef fi cient, ca - pa ble of driv ing out to 2km and over 200 light heads on as lit tle as 400watts of power. Asked how in duc tively pow ered lights are turned on and off, he said that in the sim plest cases, the track cur rent is turned off by the power sup ply. But, he added, in the case of in tel li gent studs, each car ries a unique ad dress and can be com mu - ni cated with over the same track as the IPT power source. In the Caltrans case, Crab - tree said, studs can flash and dim or se - quence in the same way as any light source can with a hard-wired com mu ni ca tions ca - ble. They can have pre pro grammed re - sponses or can be con trolled at will. The lat - est ver sions can send back in for ma tion about a tech ni cal prob lem or an en vi ron - mental situation such as temperature and light con di tions. Com mu ni ca tions oc cur on the sin gle un der ground ca ble, which re - duces the pos si bil ity of in ter fer ence. The mark ers and con trol ler can be con nected to any external activation devise such as ice de tec tion, speed, ra dar etc., which can then direct the studs to flash or pace according to the desired driver reaction. Asked for the spec i fi ca tions, Crab tree said, The lights com prise a high-im pact polycarbonate shell and highly ro bust elec tron ics which can with stand many, many vehicle impacts. An extensive test pro gram that is on go ing has de vel oped a unique power tech nol ogy. The prod uct is de signed as the next gen er a tion of de lin - ea tion and will re place con ven tional re - flec tive pave ment mark ers be cause lighted mark ers re tain their ben e fits in all weath ers fog, snow, rain and all light conditions, day and night. For more in for ma tion, visit or or con tact Sheik Moinuddin at sheik_m_moinuddin@dot.ca.gov or Tim Crabtree at smartstud.nz@gmail.com.

8 THE URBAN TRANSPORTATION MONITOR, SEPTEMBER 8, 2009, VOL. 23 NO. 7 Page 8 Con tin ued from Page 7 HOT Lane Grow ing in Pop u lar ity in Se at tle HOT lane toll-free and do not need a tran - sponder. In the SR 167 HOT lane pro ject, the toll rate ad justs dy nam i cally based on real-time traf fic data. The data, col lected by sen sors em bed ded in the road way, com - bine ve hi cle speed and vol ume. Toll rates in crease when traf fic is heavy and de crease when traf fic is light. Ev ery five min utes the sys tem cal cu lates a new toll rate that can range from 50 cents to $9. Dur ing the first year of HOT lanes, the av er age toll rate paid was about $1.00. There are no tollbooths. Janet Matkin, WSDOT tolls com mu ni - ca tion man ager told UTM that, prior to open ing HOT lanes, rev e nue from the HOT tolls was pro jected at $85,500 per month. But the ac tual rev e nue has been sig nif i cantly less, rang ing from a low of $20,581 in May 2008 to a high of $31, in June What we have de ter mined, Matkin said, is that peak-hour rev e nue is close to the pro jec tion; how ever, the rev e nue pro - jec tion was too high at non-peak-hours. She stressed that the goal of HOT lanes is to max i mize the through put in ex ist ing lanes, not gen er ate rev e nue. Since we have not had as many us ers as orig i nally an tic i pated, there is ad di tional room for more ve hi cles to use the HOT lanes. We are charg ing the min i mum toll nec es sary to keep the lanes op er at ing at free-flow speeds of at least 45 mph. WSDOT did not un der take an ex ten - sive mar ket ing cam paign at the launch of the HOT lanes in or der to mon i tor how the sys tem worked dur ing the start up phase and to en sure that the HOT lanes were not flooded with traf fic. Dur ing the last two months, Matkin said, we have launched a mar ket ing cam paign to ed u cate driv ers about how HOT lanes work and to in crease the num ber of driv ers us ing the HOT lanes. Ad ver tise ments at gas sta tions along the cor ri dor pro mote the pro gram and a di rect mail post card will be sent out to households in the target area. WSDOT also has placed new signs that in di cate the best place to leave the HOT lane in time to catch a spe cific high way exit. Other new signs in form driv ers that HOT lanes are toll-free to carpools and bus es. Matkin said that the cost to op er ate the HOT lanes is about $96,500 per month. She added that this cost is ex pected to de - crease as WSDOT adds more toll ing fa cil i - ties next year, re sult ing in better econ o - mies of scale. The HOT lane is one ex am ple of WSDOT s plan for curb ing con ges tion, known as Mov ing Wash ing ton. The ap - proach is com prised of three ba sic strat e - Advertisement: Are you feel ing in se cure in your cur rent po si tion? gies: add new road space stra te gi cally; of - fer com mu ters more choices to re duce traf - fic de mand; and make the state s ex ist ing high ways as ef fi cient as pos si ble For more in for ma tion, visit HotLanes/default.htm or con tact Janet Matkin at tel. (226) or at matkinj@wsdot.wa.gov. Are you ready for more sta bil ity in your ca reer? Since our in cep tion over 55 years ago, Delcan has con trib uted our award-win ning in te - grated ser vices to key pro jects through out North Amer ica and in over 70 coun tries around the world with out stand ing suc cess. Delcan s growing Transportation Division s current career opportunities: Calgary, Alberta Senior Transportation Manager Roads and High ways De sign En gi neer CADD Tech ni cian Tran sit/high way De sign Toronto, Ontario Highway Design Engineering Technician/Technologist Pro ject Man ager, Trans por ta tion Ham il ton, On tario In ter me di ate Civil En gi neer Trans por ta tion In ter me di ate Traf fic En gi neer/tech nol o gist Niagara Falls, Ontario Senior Design Technician, Transportation In ter me di ate Traf fic En gi neer/tech nol o gist Junior Design Technician, Transportation Ottawa, Ontario CADD Tech ni cian Tran sit/high way De sign Highway/Road Design Engineer London, Ontario Intermediate/Senior Transportation Engineer Civil Engineering Technologist Transportation Delcan Cor po ra tion is a dy namic multi-dis ci plin ary en gi neer ing firm pro vid ing sys - tems and in fra struc ture so lu tions in three pri mary ar eas: Trans por ta tion, Wa ter and In - for ma tion Tech nol ogy. For more in for ma tion, po si tion re quire ments and to sub mit your re sume, please visit out ca reer website at Delcan of fers in dus try com pet i tive com pen sa tion and ben e fits pack age. We thank all ap pli cants for their in ter est, how ever only qual i fied can di dates will be con tacted. Delcan Is An Equal Op por tu nity Em ployer

9 THE URBAN TRANSPORTATION MONITOR, SEPTEMBER 8, 2009, VOL. 23 NO. 7 Page 9 Plano, TX Applies Median Left Turn to Reduce Congestion and Increase Safety The city coun cil in Plano, Texas has ap - proved more than $1 mil lion to build a me - dian left turn to al le vi ate traf fic back ing up in the left turn lane. This will be the first me dian left turn de sign to be con structed in Texas. Ac cord ing to Plano Trans por ta tion En - gi neer ing Man ager Lloyd Neal, the main rea sons for ap ply ing this tech nique in clude re duc tion in traf fic queue lengths, col li sion re duc tion, and an in crease in through traf - fic vol umes as well as air qual ity im - prove ment. Also, Neal told UTM that re - cently the Plano City Coun cil im ple mented a di rec tive to con sider at-grade im prove - ments be fore seek ing grade sep a rated road modifications such as overpasses. The cost of build ing the me dian left turn is $2.4 mil lion, Neal said, and fed eral stim - u lus funds will be used for the pro ject. The me dian left turn has been used in the East Coast of the U.S. as well as in sev - eral other coun tries. Wash ing ton, D.C., Mary land, Lou i si ana, Mex ico and Aus tra - lia are among lo ca tions where Neal said it has been used. It is em ployed so of ten in Mich i gan that the de sign is some times called a Mich i gan left turn. In a Mich i - gan left turn, driv ers make a right at an in - ter sec tion, fol lowed by a U-turn in a spe - cially de signed lane through the median. In Plano, the me dian left turn will be con structed at the in ter sec tion of Pres ton Road and Leg acy Drive. This site has ex - pe ri enced ex ces sive traf fic vol umes through the in ter sec tion, sub stan tial left-turn traf fic and a con sis tent pat tern of not yield ing to left-turn traf fic. The U-turn lane will be ap prox i mately 400 feet from the in ter sec tion and built into the me dian di vid ing east bound and west bound traf fic on Leg acy Drive. Traf fic within the U-turn lane will be con trolled with traf fic lights. Thus, in stead of go ing north on Pres ton Road to make a left turn onto west bound Leg acy Drive, driv ers will make a U-turn to go westbound, for example. Asked about the min i mum me dium width when ap ply ing this tech nique, Lloyd said that width is based on the turn ing ra - dius of the larg est de sign ve hi cle ex pected to use the fa cil ity. The [me dian] width is no less than 90 (WB 50 de sign ve hi cle) which rep re sents the turn ing ra dius of a large truck. In the case of Plano, Neal ex plained, the pro jects are be ing built in a right of way that was for merly re served for over passes. When the city coun cil elected not to pro - ceed with any over passes, the staff eval u - ated the Me dian Left Turn (MLT), con ven - tional in ter sec tion con fig u ra tions, and a Con tin u ous Flow In ter sec tion (CFI) de - sign, and de cided that con struc tion of the me dian left turn will be the least dis rup tive of all alternatives considered. According to Neal, the ad van tages of the me dian left turn as com pared to other de signs in clude that it will re quire min i mal right of way takes and will result in delay reductions for left turns and through traffic. One of the city s main tasks, Neal said, will be ob tain ing pro ject sup port from the pub lic and other stake holders such as the city coun cil, the cham ber or com merce, mo tor ists and lo cal res i dents. Be cause the me dian left turn in Plano will be the first de sign of its type in Texas, Neal said, there is a need to ed u cate driv - ers on how to use the new fa cil ity. The city will post sign age around the in ter sec - tion and con duct ex ten sive out reach with pub lic ser vice an nounce ments and other means of mass com mu ni ca tions. But even with sign age, in the first few weeks, driv - ers may con tinue to make traditional left turns. The city is plan ning to ask mo tor ists for feed back about the de sign af ter a pe - riod for ac cep tance. If mo tor ists are re - cep tive to the de sign, me dian left turns will be in stalled at other sev eral in ter sec - tions in Plano in clud ing Pres ton Road at Plano Park way and Spring Creek Park - way at Coit Road. Con struc tion at the other in ter sec tions would be gin a few months af ter the open ing of the first median left turn. For more in for ma tion, visit b_pres/legacyprestonstudy pdf or con tact Lloyd Neal at Lloydn@plano.gov. The di a gram shows the path (in green) of a ve hi cle that wants to make a left turn. In the me dian left turn de sign as shown, the ve hi cle will in stead make a right turn and then a U-turn. (Photo: Cour tesy of the City of Plano)

10 THE URBAN TRANSPORTATION MONITOR, SEPTEMBER 8, 2009, VOL. 23 NO. 7 Page 10 Con tin ued from Page 1 Re peal of U.S. Max i mum Speed Limit Linked to More Deaths mixed-re gres sion model to take into ac - count when the speed lim its changed in each state and the different characteristics within and be tween each state, such as car vol ume den sity, pop u la tion den sity, vari a - tions in fleet sizes, the types of ve hi cles on the road, and ve hi cle qual ity (newer vs. older ve hi cles), as well as driver char ac ter - is tics. They as sessed changes in the num - ber of fa tal i ties and in ju ries in fa tal crashes be tween 1995 and 2005 on ru ral in ter - states, where all U.S. states have raised speed lim its since the re peal, and on ur ban in ter states and non-in ter state roads, where many states have raised speed lim its. The re search ers found a 3.2 per cent in - crease in road fatalities attributable to the raised speed lim its on all road types in the United States. The high est in creases were on ru ral in ter states (9.1 per cent) and ur ban in ter states (4 per cent). In fact, ac cord ing to the study, im ple men ta tion of nu mer ous pro tec tive coun ter mea sures be tween 1995 and 2005 such as in creased seat belt use, more rig or ous child re straint laws and use, man da tory dual front air bag laws, as well as im proved ve hi cle and road de signs ac - tu ally may have re duced the overall effect of the rise in speed limits. All states were el i gi ble for in clu sion in the study if they had ru ral and ur ban in ter - states, did not change the in ter state speeds be tween 1990 and 1995 and made changes to speed lim its uni formly across the en tire state s road sys tem or within the state s func tional road type. Ha waii and Mas sa - chu setts were not in cluded be cause they did not meet the criteria. Fried man sug gests that pol icy mak ers re eval u ate na tional pol icy on speed and road safety, and con sider re duced speed lim its and im proved en force ment with speed cam era net works to save lives. Speed cam era pro grams have been im - ple mented in Eng land, France and Aus tra - lia and have shown im me di ate re duc tions in mo tor ve hi cle crash fa tal i ties, said Friedman. For more in for ma tion, visit m-effects-repealing-national-maximum-s peed-limit-united-states or con tact Sherri McGinnis González, Of fice of Pub lic Af - fairs, Uni ver sity of Il li nois at Chi cago at smcginn@uic.edu or con tact Lee Fried - man at lfriedman@tspri.org.. Con tin ued from Page 1 Wash ing ton D.C. Bike Sta tion at Un ion Sta tion DDOT trans por ta tion plan ner Jim Sebastian. Sebastian told UTM re cently that the new fa cil ity will high light the bi cy - cle as a le git i mate mode of trans por ta tion. He said the bike cen ter could open as soon as late Sep tem ber. The ap prox i mately 1,700 square foot facility will offer bicycle parking, rentals, re pairs and re tail ac ces so ries, all in one con ve nient area near an im por tant trans - por ta tion hub. Un ion Sta tion is vis ited by mil lions of com mu ters, trav el ers and tour - ists each year. The ter mi nal is served by Am trak, MARC and VRE com mu ter rail - roads, and the Wash ing ton Metro tran sit sys tem of buses and sub way trains. When it opened in 1908, Un ion Sta tion was de - signed to be a gateway to Washington, D.C. The DC Bi cy cle Tran sit Cen ter will in - clude se cure in side park ing for about 130 bi cy cles on two-tier racks. Park ing will cost $1 a day or $100 for an an nual mem - ber ship. Ad di tional free park ing will be avail able out side the fa cil ity free of charge. The bike sta tion also will have chang ing rooms and short- and long-term lock ers. By pro vid ing a safe ha ven for bike stor age, the bike sta tion should en cour age com mu - ters who want to cy cle within Wash ing ton af ter arriving from nearby cities. Sebastian said that a pri vate re tail com - pany will han dle the bi cy cle rental, re pair and retail accessories portion of the facility. There will be at least 20 bikes avail able for rent al, he said. The pri vate op er a tor will be on-site dur ing busi ness hours 7 am to 7 pm. The city has a pro ject man ager spend ing about half of his time on the bike sta tion pro gram, but he will not be on-site. Bike sta tion mem bers will be able to ac - cess the bike sta tion 24-hours a day, seven days a week, Sebastian said. Cus tom ers seek ing daily park ing or daily rent als will be able to walk into the sta tion from 7 am to 7 pm. Cre ated as a strik ing glass and steel struc ture, the Bike Sta tion will be lo cated at the west end of Un ion Sta tion near Mas sa - chu setts Av e nue and 1 st street NE, across from the his toric U.S. Post Of fice build ing and near the Un ion Sta tion sub way exit. The cost of con struct ing the Bike Station is ap prox i mately $3 mil lion plus an ad di tional $1 mil lion for site work on the new plaza. Ac cord ing to the press re lease, park ing rev - e nues are ex pected to off set the ex pense of operating the new facility. In an un usual co in ci dence, this year also saw the open ing of a bike sta tion at Un ion Sta tion in To ronto. That bike sta tion, the first in Can ada, opened on May 26. The To ronto bike fa cil ity has 180 park ing spots that can be used on a daily ba sis, or cus tom ers can be come mem bers. There is a one-time reg is tra tion fee of $25 for mem ber ship; cus tom ers then pur chase a one-month park ing plan for $20 or a four-month plan for $60. Or cus tom ers can pay $2.00 for pay and park, which gives them ac cess to the sta tion for one day dur ing 7 am to 7 pm op er at ing hours only with no registration fee. Mem ber ship ben e fits for the To ronto bike sta tion in clude: 24-hour se cure bi cy - cle park ing (card en try); ac cess to show - ers and lock ers at a lo ca tion nearby (and a five-day com pli men tary pass to Goodlife Fit ness); use of the shared bike pro gram, 10% off bi cy cle parts and ac ces so ries (at par tic i pat ing lo cal bike shops); and a bicycle station t-shirt For more in for ma tion about the Dis - trict bike sta tion, con tact DDOT Spokes - man John Lisle at (202) or visit KGP De sign Stu dio at For in for ma tion about To ronto s bike sta tion, visit #what or con tact Stu Pe ters at (416)

11 THE URBAN TRANSPORTATION MONITOR, SEPTEMBER 8, 2009, VOL. 23 NO. 7 Page 11