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Walking and Cycling Encouragement
Strategies That Encourage People To Use Non-motorized Transportation
Victoria Transport Policy Institute
Updated 17 December 2014
This chapter describes various ways to encourage walking and cycling transport, including facility improvements, promotion campaigns, events, educational programs, and development of guides and other information materials.
Bicycle and Walking Encouragement include a variety of programs and activities that support and promote non-motorized transportation:
· Cycling and walking events and activities, particularly on trails and cycling routes.
· Cycling and walking commute campaigns. These often involve contests as to which workers and worksites commutes most by non-motorized modes.
· Bicycle Parking and clothes changing facilities at worksites, transportation terminals and other destinations.
· Education programs that teach cycling skills.
· Provide cycling maps that show recommended cycling routes and facilities, roadway conditions (shoulders, traffic volumes, special barriers to cycling, etc.) hills, recreational facilities, and other information helpful to cyclists.
· Improve walking and cycling safety through Traffic Calming, Streetscaping and Complete Streets policies (Ernst and Shoup 2009).
· Bicycles provided by employers and community organizations to rent or loan.
· Reimbursement of employee cycling mileage expenses.
· Programs to encourage use of bicycles for Freight deliveries and other commercial uses.
· Public Bike Systems which provide convenient rental bicycles for short utilitarian trips.
· Pedways, which are indoor urban walking networks that connect buildings and transportation terminals.
· Tourist promotion materials highlighting cycling and walking.
· Provide Wayfinding and Multi-Modal Navigation Tools such as maps and other information on how to walk and cycle to a particular destination.
· Providing employee bicycle travel reimbursement.
Bicycle and walking encouragement programs are usually implemented by community groups such as cycling organizations and advocacy groups (Buehler and Handy 2008; Roughton, et al. 2012), local transportation agencies, employers, Transportation Management Associations, chambers of commerce, Tourist Promotion Organizations, and individual businesses.
These programs can help increase non-motorized transportation. Travel impacts tend to be greatest during a particular campaign, but the experience can lead participants to long-term changes in travel habits. Analysis by Wardman, Tight and Page (2007) indicates that an integrated program of improved cycling conditions (with bike lanes on commuter routes), Financial Incentives ($2-10 per day of cycling rather than driving) and improved trip end facilities (bike parking and shower facilities) could increase British cycling rates from about 6% to more than 20% of for commute trips under 7.5 miles, about half of which displace automobile trips. Public Bike Systems can shift as much as 8% of short urban trips to bicycle. See Evaluating Non-motorized Transport chapter for more discussion of travel impacts.
Table 1 Travel Impact Summary
Reduces total traffic.
Reduces peak period traffic.
Shifts peak to off-peak periods.
Shifts automobile travel to alternative modes.
Encourages non-motorized transportation.
Improves access, reduces the need for travel.
Increased ridesharing.
Increased public transit.
Increased cycling.
Encourages cycling.
Increased walking.
Encourages walking.
Increased Telework.
Reduced freight traffic.
Rating from 3 (very beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.
Shifts from driving to cycling or walking can reduce traffic congestion, road and parking facility costs and environmental impacts, and increase community Livability and improved Public Health. Programs to encourage and support walking and cycling can increase Transport Choice by raising public acceptance and support for non-motorized travel (Fietsberaad 2008).
Shifts from automobile to non-motorized transportation can be particularly effective at Energy Conservation and Emission Reductions by reducing short motor vehicle trips which have high per-mile fuel consumption and emission rates. As a result, each 1% shift of mileage from automobile to non-motorized modes tends to reduce energy consumption and pollution emissions by 2-4%. A short pedestrian or cycle trip often replaces a longer automobile trip (for example, consumers may choose between shopping at a local store or driving to a major shopping center).
Safety impacts vary depending on circumstances and perspective: although non-motorized modes tend to have higher casualty rates per passenger-mile, this is offset by reduced risk to other road users, reduced total mileage, and improved health from aerobic exercise (Safety Impacts of TDM). A major study found that Danish workers who regularly commute by bicycle have a 40% reduction in mortality compared with people who do not cycle to work (Andersen, et al, 2000), which suggests that the incremental risks of bicycle transportation are outweighed by health benefits, at least for experienced adult cyclists riding in a bicycle-friendly community.
Costs consist primarily of program and facility expenses. See Evaluating Non-motorized Transport chapter for more discussion of benefits and costs.
Table 2 Benefit Summary
Congestion Reduction
Reduces automobile travel.
Road & Parking Savings
Reduces automobile travel.
Consumer Savings
Reduces automobile travel.
Transport Choice
Increases choice for people who can walk or cycle.
Road Safety
Mixed crash impacts. Overall beneficial to public health.
Environmental Protection
Reduces automobile travel.
Efficient Land Use
Reduces automobile travel. Encourages higher-density.
Community Livability
Reduces automobile travel, improves street environment.
Rating from 3 (very beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.
Most people can walk or cycle, although many cannot use these modes for transportation because they live in automobile-dependent areas. Programs that promote cycling and walking for transportation can benefit lower-income and transportation disadvantaged people by increasing public acceptance and support of non-motorized travel. These programs may require subsidies, although these are usually smaller than per-trip subsidies for automobile travel (such as free automobile parking).
Table 3 Equity Summary
Treats everybody equally.
Some people who cannot cycle may feel excluded.
Individuals bear the costs they impose.
May require subsidies, but often less than for a car trip.
Progressive with respect to income.
Many lower-income people cycle for transport.
Benefits transportation disadvantaged.
Many non-drivers cycle for transport.
Improves basic mobility.
Rating from 3 (very beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.
Walking and cycling promotion is appropriate in almost any geographic area, and can be particularly effective in areas with pedestrian and bicycle friendly environments. Such programs can be sponsored by local governments, business associations, neighborhood associations or educational organizations.
Table 4 Application Summary
Large urban region.
Federal government.
High-density, urban.
State/provincial government.
Medium-density, urban/suburban.
Regional government.
Municipal/local government.
Low-density, rural.
Business Associations/TMA.
Commercial center.
Individual business.
Residential neighborhood.
Resort/recreation area.
Neighborhood association.
College/university communities.
Ratings range from 0 (not appropriate) to 3 (very appropriate).
Incentive to Use Alternative Modes
This strategy is closely related to Non-motorized Transport Planning, Managing Non-motorized Facilities, Public Bike Systems, Bike/Transit Integration and Individual Actions for Efficient Transportation. It supports and is supported by Commute Trip Reduction, School Trip Management, Campus Transportation Management, and other strategies that provide incentives to reduce automobile travel.
A public agency or non-profit organization usually organizes these programs. They are often supported as part of Commute Trip Reduction, Transportation Management Associations and Transportation Demand Management programs. Some national organizations such as the League of American Bicyclists (which sponsors National Bike to Work Month) provide planning and marketing resources. Media and corporate support can be important.
These programs require organizational leadership and funding. There is seldom opposition to such programs, but some people may be skeptical of their benefits.
Organizations listed below have experience operating various types of cycling and walking campaigns, and provide resources for developing local programs. Cleary and McClintock (2000) provide recommendations for employee cycling program development. Best practices include:
· Create a clear, consistent and positive message about the benefits of non-motorized travel.
· Use promotional campaigns as part of an overall program to improve walking and cycling conditions. Identify and overcome barriers to non-motorized transport, including bottlenecks in the street system, lack of education resources, lack of bicycle parking, and inadequate support from employers.
· Find opportunities for cooperation with other organizations, including recreation, public health, community development, schools, tourist promotion and neighborhood organizations.
· Work with local planners, employers and employees who cycle to design and improve cycling facilities and services. Include people who current do not cycle in program development to help identify and overcome the barriers they perceive to cycle transportation.
· Use cycling, walking and recreational organizations to enlist volunteers.
· Emphasize cycling skills and safety education.
A couple were riding a tandem bicycle on a tour of the countryside. Late in the afternoon the stoker (rider in the back position) asked the captain (rider in the front) how they are doing.
"I've got some good news, and some bad news," said the captain.
"What's the bad news?" asked the stoker.
"We're lost," was the reply.
"What's the good news?" asked the stoker.
"We're making good time," replied the captain.
The "Bicycling and Walking Benchmarking Report" (ABW 2010) provides examples of successful walking and cycling encouragement programs.
The League of American Bicyclists has declared May to be National Bike Month since 1956. The League also promotes Bike to Work Week and Bike-to-Work Day. They invite communities, corporations, clubs, and individuals to join in sponsoring bicycling activities during the month of May in order to increase awareness and acceptance of bicycling. The League produces a National Bike Month Event Organizer's Kit, to help individuals and organizations that promote these events.
Some employers, such as the state of California offer employee travel reimbursement for cycling (www.dpa.ca.gov/job-info/short-term-travel/personal-vehicle-mileage-reimbursement.htm ). Such programs often provide a much lower reimbursement rate than for automobile travel, although it actually makes sense to apply the same rate to cycling and driving, since food energy is relatively costly and employers should not favor driving over cycling, although they may want to limit the amount of time that cyclists can bill for travel time using driving as the baseline. For example, if a car trip takes 20 minutes and cycling takes 30 minutes, the cyclist would only be able to charge the first 20 minutes of their trip as work time, the rest would be their personal time.
Eugene, Oregon has a well-planned and well used cycling network that includes 28 miles of off-street paths, 78 miles of on-street bicycle lanes, and 4 bicycle/pedestrian bridges spanning the Willamette River. This results in 8% of commute trips by bicycle.
The Thurston County, Washington Bicycle Commuter Contest encourages individuals to bicycle to work, school, and to run errands throughout the month of May. The contest has been a participatory event for Thurston County residents and employees since 1988. The goal of the Bicycle Commuter Contest is to promote cycling as an efficient, non-polluting method of travel. Participants keep track of how often and how far they commute by bicycle, and win prizes in a variety of categories. In 1999 574 participants rode a total of nearly 15,000 miles. Individuals and teams compete to see who can:
· Ride the most miles.
· Ride the most number of days in their age category.
· Tally more total miles than any other team.
· Ride the most days per team-member (advantage to smaller teams).
· Compile the most days ridden by all members (advantage to larger teams).
· Compile the most days ridden by first-time participants (advantage to teams that recruit first-time riders).
Pucher and Buehler (2006) find that despite a colder climate, Canadians cycle about three times more than Americans. Reasons for this difference include Canada's higher urban densities and mixed-use development, shorter trip distances, lower incomes, higher costs of owning, driving and parking a car, safer cycling conditions, and more extensive cycling infrastructure and training programs. The researchers point out that most of these factors result from differences in transport and land-use policies, and not from intrinsic differences in history, culture or resource availability. They suggest that it is possible to significantly increase cycling levels in the United States by adopting Canadian policies that have promoted cycling and enhanced its safety.
A Bike-to-Work-Week campaign is held annually in Victoria, British Columbia. In 2000 it included:
· A bicycle commuting contest with more than 200 teams at different worksites competing in various classes to see which can achieve the most bicycle commuters. All participants are eligible for prizes and drawings.
· A friendly contest between drivers and cyclists determines who gets the first cup of hot coffee at a downtown coffee shop without violating traffic rules.
· Free, bicycle skills training workshops for employees who want to learn more about bicycle commuting.
· An elementary school literary competition between bikes and cars. Cycling and driving parents leave the school at a specified time, travel to the downtown public library, check out a book and return to the school while following all the rules of the road. Students that estimate the closest time differences between the two modes are eligible to win great bike prizes.
· A Bike-to-Work-Week non-profit organization that plans and coordinates activities.
Go for Green is a national non-profit, charitable organization encouraging Canadians to pursue healthy, outdoor physical activities while being good environmental citizens. It encourages active transportation (walking and cycling). It sponsors the Commuter Challenge and school transport management programs. Go For Green provides information and materials, including newsletters, report, case studies and merchandize (logo shirts and hats).
A regional program in Nottingham, UK implemented in 1996, called "Cycle-Friendly Employers" included a number of improvements and incentives to encourage bicycle commuting, including workplace shower and changing facilities, workplace bicycle storage, cycle mileage allowances for short journeys (15 pence per mile), company pool bikes, public information, promotion (e.g., special events for cycle commuters), and a Bicycle Users Group to provide feedback from participants. Employers reported an increase in cycle commuting, and that most provisions for cycling are well used. More employees cycle more often. This resulting increase in cycle commuting stimulated additional bicycle facility improvements by local governments. The program is credited with increasing cycle commuting in the region by 19.5%, during which areas without such programs had a small decrease in bicycle travel.
The Bethlehem Bicycle Commuter Facility affords its members access to bicycle tools, a shower facility, work sink, bathroom, washer/dryer unit, secure bicycle parking and a bike wash. There is a $400 annual fee for membership, half of which is payable by 20 hours of community service. There is a $100 security deposit for the keys.
In 1995, the Free City-Bike Program was implemented by the City of Copenhagen. One thousand specially designed free City-Bikes were stationed at 120 stands around the City at train and subway stations, parking lots and large housing blocks. The bikes were also stationed around common final destinations, such as office buildings, shopping districts, parks and other tourist attractions. For a deposit of only 20 Dkr. (US$3), anyone can take a bike and cycle wherever they want, within downtown (restricted area). When the bike is returned to any bike stand within the area, the user gets their deposit back. There are now more than 2,000 bikes in the program.
The Downtown Management Commission of Boulder, CO, has made available 100 bicycles and 50 helmets for residents and tourists; all that's required is a credit card as a deposit. Champlain College in Burlington, VT, gives bikes to students who agree not to keep a car on campus.
The Nabisco bakery in Buena Park, CA, gives new bicycles to employees who commute to work three out of five days for a six-month period. Those who commute on their own bikes are given $300, the cost of a moderately priced new bike. Ten percent of the plant's 480 workers now commute regularly by bicycle, helping Nabisco satisfy the Los Angeles area's anti-pollution rules. "These commuters have become biking enthusiasts," reports Nabisco transportation coordinator Byron Kemp. "For them, biking is now an important social activity, and they regularly participate in fun rides on weekends."
Apple Computer provides free use of mountain bikes for employees at its Cupertino, CA, facility, as part of a Commuter Alternatives program. The chemical company Ciba-Geigy was able to avoid building a new garage at a facility in Switzerland by encouraging its employees to ride to work. Any worker willing to give up his or her parking space was given a new bicycle, an option 230 employees chose.
Each September I presented the idea of a cross-continent run to my elementary students. They were given a few days to think about it and then they voted on paper. The concept is simple. Each day an average size class of 25-30 students walks, jogs or runs one kilometre every school day. The class records the cumulative distance and marks the location on a map of Canada. A "thousand" party celebrates each 1000 kilometres with a film or stories and pictures about where we are at that point in the run. The proudest celebration is when we symbolically dip our toes in ocean water to signify crossing 4500km from ocean to ocean.
The activity provides many benefits. The children gain confidence in their ability to achieve a set goal and that confidence transfers to other areas of achievement. The students and teacher are energized by the physical activity at the start of the day. An honour system allows students to contribute additional kilometres that they run outside of school. Math skills were used to calculate the growing results and students enjoyed learning about places in Canada as we run by. We used variety to make our run interesting. Some days we included various guests. We tried racewalking and skipping and pursuit (a game when runners stay in single file and the last runner sprints to the lead and then slows to a jog, and then the next runner sprints to the lead, and so on.) Most importantly we actively contributed to our health and we felt good when we returned to our classroom.
The Australian Vision For Active Transport, is a report produced by the Australian Local Government Association, Bus Industry Confederation, Cycling Promotion Fund, National Heart Foundation of Australia and International Association of Public Transport that identifies specific active transport goals and implementation strategies. These include:
A study comparing neighborhood features and travel activity by the Canadian Mortgage and Housing Corporation (CMHC 2008) found that the highest proportion of pedestrian trips (18%) is found in areas where a path is relatively more direct to nearby retail and recreational destinations on foot than by car. The lowest proportion (10%) of trips occur on foot in places where there is a low degree of pedestrian connectivity. By comparison, places with both high levels of pedestrian and vehicle connectivity have only about 14% mode share on foot. These results suggest that the relative connectivity of pedestrian and vehicular modes is an important predictor of the choice to walk.
BikeWell works with employers, corporations and institutions to promote clean transport and "Wellness," a holistic concept based on healthy living and environmentally friendly transport. BikeWell's programs integrate green/clean transport into holistic human settlement and employment scenarios, which include:
· An employee based initiative that starts with road and cycling safety and maintenance.
· Encouraging students to develop projects which incorporate cycling as a means to reduce transport barriers.
· Bulk purchase to lower the cost of bicycles for participants.
· Cycle tours as an income-generating activity.
· Encouraging employers to purchase bicycles and allow employees to pay for the bikes over time by direct payroll deductions or savings schemes.
· Community and employer health and safety day events.
BikeWell, initially developed by the Institute for Transportation and Development Policy (ITDP) and South African partners, offers corporate and other sponsors the opportunity to start their own bicycle wellness program for employees as well as sponsoring initiatives for the less fortunate. PEER Africa and Kutlwanong Civic Integrated Housing Trust (KCIHT) are the principal implementing arm of the program in South Africa and both have launched projects for their staff. Letters of interest have been received from several large institutions keen to introduce the program into their corporate wellness programs.
BikeWell differs from traditional bike give-away projects in several key areas:
· Integration of a train-the-trainer concept.
· Integration of the health and safety aspects of the program, including activities for populations considered to be at high risk for HIV.
· Provision of new bikes fitted with proper safety equipment.
· The focus on empowering historically disadvantaged bike dealers like KCIHT.
In addition the program links cycling to small business and institutions. For example, the program allows the KCIHT staff the opportunity to earn a living through promotion of cycling events, and lowers the transport costs and time for staff to get to work. PEER Africa staff technician Richard Ramphiri uses his company sponsored bike on the job between construction sites and for personal use to travel to and from his home.
The University Police Department's Bicycle Safety Education Program is designed to promote a greater awareness of the duties and responsibilities associated with the operation of bicycles in the greater campus traffic mix. The goal of the program is to provide members of the university community with a desirable combination of education, encouragement, enforcement and facilities necessary to gain voluntary acceptance and compliance with bicycle safety standards and the law.
In conjunction with the Alachua County Traffic Court, the Community Services Division began conducting a twice-weekly Bicycle Traffic Safety School. This portion of the program allows bicyclists who violate traffic laws while on the university campus the opportunity to attend a safety school in lieu of paying the assessed fine. The school is designed to provide an educational alternative to the payment of traffic fines, thus creating an incentive to learn more about safe bicycling. The school is also available to anyone interested in obtaining a greater awareness of the duties and responsibilities associated with the operation of bicycles in the campus traffic mix.
When a person receives a bicycle traffic citation, they have 30 days from the citation date to exercise one of the following options: pay the fine ($70.00 for a moving violation or $36 for a nonmoving or equipment violation); appeal the citation to the Alachua County Traffic Court; or in lieu of the fine, enroll and complete attendance at the University Police Department's Bicycle Traffic Safety School within 30 days. Classes are currently scheduled on Tuesdays from 7:00 to 8:30 pm and Saturdays from 9:00 to 10:30 am.
Pedestrian Paradise
By Jay Walljasper, Utne Reader
April 30, 2004
One of the local characters in the small city where I grew up was Judge Green. A giant man, probably 6 feet 7, he was widely admired around town, in part because he had been star of the only Urbana High School team ever to make it to the championship game of the Illinois state basketball tournament. I remember him as a cheerful man who greeted everyone with a smile. But he had one trait that made him seem a bit peculiar: He walked to work every day. If you drove down Broadway Avenue at certain hours, you couldn't miss his towering figure striding along the sidewalk.
One day, home from college and already an ardent environmentalist, I was walking uptown myself when it dawned on me that Judge Green's home was only a few blocks from the courthouse hardly more than half a mile. I was shocked. The man many folks thought eccentric (and I thought heroic) for not driving to work each day was covering a distance that would be nothing to pedestrians in Europe, or most other places outside the United States. How sad, I sighed. There really is no hope that Americans will ever get out of their cars if a half-mile walk looks to them like an Olympic endurance event.
Walking, in many ways, is still viewed as an exotic and slightly odd habit. Try this experiment some time at a party or other gathering: Announce that you are walking home. I'll bet you, two-to-one odds, that someone will offer a ride, even if you live just three blocks away and it's a sunny 80 degrees outside. This is a generous gesture, of course, seen by most folks as similar to giving a glass of water to someone who says they're thirsty. Why walk if you could go in a car?
But the answer to that question is becoming more complicated than it used to be. The net effect of two hundred and fifty million Americans always taking the car results in polluted skies, congested roads, global warming, burgeoning obesity and a growing sense of isolation in most American communities.
Our decision to drive made over and over again, has eliminated the option to walk in many places. Many kids, old people, poor people, and disabled people are living under a form of house arrest, unable to go anywhere without finding someone to chauffeur them. Sidewalks are seen as an unnecessary luxury in most suburbs, and 60 years of traffic "improvements" on America's streets have rendered many other communities unfit for pedestrians. The simplest human acts buying groceries, going to school, visiting friends now depend upon climbing into a car. People today even drive somewhere to take a walk because the streets around their homes feel inhospitable.
Yet one thing has changed for the better since I was a kid in the days of cheap gas, open roads, and plentiful parking. Increasing numbers of Americans seeing a future of traffic jams, soulless sprawl, and never-ending wars for oil are looking for ways to get out of the driver's seat. Even at a time when politicians in Washington are allocating billions for another round of mega-highway construction and pop culture celebrates the sexy supremacy of Hummer drivers, there is an emerging movement to reclaim our right to take a walk.
All across the land, people are speaking up, organizing meetings, fighting city hall and, in some cases, working with city hall to make streets safer and more pleasant for pedestrians. They've gotten crosswalks painted in some places, streets narrowed in others, stop signs and speed bumps installed, zoning ordinances changed to promote pedestrian-friendly development, and plans created to help kids walk or bike to school.
These issues reach deep into the heart of people's lives. Two neighbors bump into one another on the sidewalk and start talking about planting more flowers along the street, turning an empty storefront into a coffee shop or lobbying the city council to add bike lanes to that busy road. In small but important ways, these people are changing the face of America block by block.
This is a classic grassroots movement, with no clearly identifiable leaders. But a number of the people most active in the cause have been inspired by a former seminary student, magazine editor and window washer from Brisbane, Australia named David Engwicht. Marked-up copies of Engwicht's books, Reclaiming Our Cities and Towns and Street Reclaiming (both New Society Publishers), are passed from hand to hand at community meetings and potlucks across North America.
Engwicht's message is as simple as it radical. For nearly all of human history, he declares, streets belonged to everybody. Kids played there, dogs slept there, people stopped there to flirt or gossip. But over recent decades, beginning in Detroit and spreading over much of the world, streets have been seized for the exclusive use of cars and trucks. Most communities have never recovered from this theft. Deprived of our neighborhood gathering spots, we've retreated to the backyard or indoors to avoid the noise, smell and danger of speeding traffic. In the process, we've withdrawn from one another.
"Traffic Calming," the booklet Engwicht wrote to make the case against road widening, not only turned the tide in his hometown; it took on a life of its own. He expanded it into the book Reclaiming Our Cities and Towns, which inspired a group of neighbors and me to organize resistance to the proposed widening of an already unsafe street near our homes in Minneapolis. At a public meeting, we outlined Engwicht's ideas about traffic calming, quoting from the book and noting that streets could be redesigned so people and cars could share the space. Road-widening projects had been opposed around town many times before, but rarely stopped because city officials succeeded in branding opponents as "anti-progress." We, however, were able to win over the crowd by articulating a vision of what we were for, rather than just what we were against. The city dropped its plans to widen the avenue that very night.
Engwicht suggests we treat the street as our "outdoor living room" and find ways it can be used for more than just transportation of people and goods. He now believes that traffic-calming efforts must encourage vital public life just as much as discourage speeding traffic. "Kids playing on the sidewalk or beautiful canopies of trees over the streets slow traffic more than speed bumps," he told me. "There are all kinds of fun things a neighborhood can do to accomplish this. When I get back home, I am going to put a bench in my front yard to get people to stop awhile, and maybe help kids on the block create scarecrows to put up along our street. Drivers will definitely slow down to look at that."
Anyone joining the burgeoning movement to make America more walkable soon discovers the key issue is not urban planning or transportation priorities but love. Places we love become places that we hang out, and those are always the best places for walking. Fred Kent, president of the Project for Public Spaces (PPS), means that almost literally. "If I had to summarize our work in one image," he says, leading me through a maze of Asian shops along Canal Street in New York, "it would be a couple smooching on a park bench."
Kent actually has thousands of pictures of people hugging and kissing on city streets on file among the hundreds of thousands of photos he has shot in 30 years as a tireless advocate for public places. His deep love for street life became apparent when I visited the PPS office last year. Every time we sat down to talk, Kent suggested we take a walk, so for several days I trailed him through the streets of New York as he snapped photos, pointed out favorite spots, and shouted answers to my questions above the hubbub of the city.
"Isn't it fun when you don't know where you're going to wind up?" Kent asked with a grin as we wandered past an Italian bakery, antique toy store and guitar shop near the PPS office, stopping to talk with two well-dressed and slightly tipsy couples from Auburn, Alabama, who were enjoying their walk through Greenwich Village as much as we were.
Inspired by William H. Whyte, a noted journalist and author who invented a "smile index" to measure the quality of urban spaces, Kent founded PPS in 1975 with environmental designer Kathleen Madden and architect Steve Davies to draw attention to the importance of creating and preserving congenial public settings where people can walk, talk, and just enjoy themselves. The group gained international acclaim for its part in the revival of Bryant Park, the backyard of the New York Public Library, once overrun with drug dealers and now one of New Yorkers most beloved places to pass time.
With a staff of 24, PPS worked in 31 states and 11 countries last year, joining with local citizen groups, public officials, foundations and businesses to engage in what they call "placemaking." This means taking every opportunity to promote public life and pedestrian activity by careful attention to how streets, parks, buildings, transportation options and public markets work. Through workshops, seminars, a participatory "Place Game" they've created, and a book, How to Turn a Place Around, PPS offers a grassroots approach to help people make their communities more livable and lovable.
"Those who live in a place are the experts on that place," Kent told me. "They know more than architects, urban planners, traffic engineers, landscape architects, and real estate agents about what will make that place thrive. But often they are not even asked about their ideas."
The central point of PPS's work, everyone involved with the organization will tell you, is that projects need to be "place-driven." By that, they mean that any effort to improve a place should not be viewed strictly as a question of transportation access, or crime control, or economic development, or affordable housing, or architectural excellence. These are worthy goals, but they cannot be achieved if too little attention is devoted to creating a vital place where people will want to live, work, visit, or walk a place they will care about, that they will love.
"The single thing that makes a place a good place is that it is interesting," Kent explained as we strolled down Fifth Avenue toward Central Park. "And that's the same with a good place to walk. I love to walk down this street not because of the fancy shops. I love it because there's always a surprise, a sense of serendipity, great people-watching, and moments of just pleasure."
"Of course," he added as we step into the Plaza Hotel to look over the elegant lobby and use the bathroom, "I like Chinatown more. It has all the life of Fifth Avenue but with different accents and price tags. And Mulberry Street in Little Italy it's so nice and alive and messy. There is nothing you could do to make that place any more interesting."
A few minutes later, as we headed up Madison Avenue to explore the Upper East Side, I looked over at Kent, his face shining with the energy and excitement of a kid on the first day of summer vacation, and thought, for the first time in years, of Judge Green back in my hometown. A reserved Midwesterner rather than an ebullient Easterner, Judge Green nonetheless had the same wide, sincere smile on his face as he strolled through the streets of Urbana. Then it dawned on me: The way to get people out of their cars, something I had been wondering about since college, is not to chide them about ruining the environment or shame them about being fat but to show them how much fun, and how much of life itself, they are missing by not walking. And how much more fun we'd all have if we created better places for everyone across America to take a walk.
Every Sunday more than 70 miles of Bogota, Columbia streets are closed to motor vehicle traffic so residents can walk, bike, run, skate, recreate, picnic, and visit with family, neighbors & strangers. Nearly 1.8 million Colombians use the Ciclovia and Recreovia to de-stress, get healthy, and connect personally with their fellow citizens. Young or old, rich or poor, pedestrian or cyclist - in Bogotá everyone loves the Ciclovia. This program encourages share living, civility and urbanism.
In 2007 the city of Paris launched a new self-service bicycle rental system called Velib. The system provides approximately 20,000 rental bikes at approximately 1,400 stations located around the city. To access the bikes, riders can purchase a one-day card for 1 euro, a weekly card for 5 euros, or an annual card for 29 euros. For each trip, the first half-hour of use is free, the second half-hour costs 1 euro, at third half hour costs 2 euros, and each addition half-hour after that costs 4 euros. Example: a 25 minute trip = 0 euros, a 50 minute trip = 1 euro, an hour and 15-minute ride = 3 euros. This price structure is designed to encourage frequent use of the bikes for short trips. Each Velib' parking station is equipped with muni-meters to purchase one and 7-day passes and to pay any additional charges once the bike is dropped off. The Velib' meters also provides information on other station locations. Paris also has over 371 km (230 miles) of cycling lanes.
Because a portion of U.S. Federal transport funding is partly based on health, air quality, injury prevention and equity objectives, regional and local governments are increasing their investment in non-motorized transport. For example, the 2035 Nashville Area Regional Transportation Plan, approved in 2010, sets aside 15% of Federal funding for bicycle and pedestrian infrastructure and education.
The League of American Bicyclists' (www.bikeleague.org) Bicycle Friendly Community Program provides incentives, assistance, and award recognition for communities that actively support bicycling. In total the program identified four states, more than one hundred cities and towns, and approximately one hundred businesses considered outstanding in their efforts to accommodate and encourage cycling. The annual report describes the highlights and accomplishments of each awarded jurisdiction and organization.
by Eleanor Lippman, California Association of Bicycling Organizations Newsletter, CommuniCABO, Fall 2000
We all know that bicyclists are expected to operate their bicycles by the same rules of the road as do motorists. Both bicyclists and motorists have equal responsibility to follow all laws and regulations in the vehicle code.
However, the question of what to do about bicycle scofflaws often comes up. Should police actively enforce the laws and ticket bicyclists for infractions of the vehicle code?
Several cities have looked at the statistics pertaining to bicycle collisions and have concluded that deaths and injuries to cyclists can be significantly reduced by education and training bicyclists as compared to merely recommending the use of a bicycle helmet.
Since studies clearly show that bicyclists are solely at fault in about half of the reported crashes resulting in injury or death, some police departments are addressing the issue directly using a refreshingly new concept called Bicycle Diversion Training programs.
Rather than police issuing tickets to bicyclists leaving riders no option but to pay hefty fines (and possibly have the infraction appear on their driving records), some cities are using the Bicycle Diversion Training Program to change the behavior of bicyclists.
How does Bicycle Diversion Training Program work? Police (ideally police who are trained cyclists and understand how the vehicle code applies to bicycles) issue tickets to bicyclists who break traffic laws. Instead of paying a fine (running a red light results in a fine of $271) or making a court appearance, the cyclist is offered the opportunity to attend a safety training workshop. Training is designed for the age level of the bicyclist; it includes rules of the road, common traffic events and proper response, equipment and clothing that contributes to bicycle safety. In some cases, training includes videos and practical exercises including the use of mock cities or actual trips on city streets. Training ends with a test to emphasize important teaching points and participants who complete the program are given a gift that relates to safety (such as a helmet or headlight). The goal is to provide training to change behavior rather than to be punitive.
Bicycle Diversion Training Programs are established and effective. Tempe, Arizona, University of California at Davis through their Transportation and Parking Services, Huntington Beach, California, as well as Walnut Creek and Brentwood in Contra Costa County California, have adopted Bicycle Diversion Training Programs. The advocates among us would do well to spread the word to public officials to encourage all local jurisdictions to develop their own programs.
We can make a difference by contacting local officials and encouraging them to establish:
· An education program for bicyclists.
· A program that in lieu of paying a traffic fine or going to court, bicyclists can attend an education program and finally.
· An end to police turning a blind eye to illegal and unsafe bicycling practices.
Thanks to Robert Raburn of the East Bay Bicycle Coalition for providing information for this article.
ABW (2010 and 2012), Bicycling and Walking in the U.S.: Benchmarking Reports, Alliance for Biking & Walking, (www.peoplepoweredmovement.org); at www.peoplepoweredmovement.org/benchmarking.
ALR (2013), How to Increase Cycling for Daily Travel, Active Living Research (www.activelivingresearch.org); at www.activelivingresearch.org/dailybiketravel.
ALGA (2010). An Australian Vision For Active Transport, Australian Local Government Association, Bus Industry Confederation, Cycling Promotion Fund, National Heart Foundation of Australia and International Association of Public Transport; at www.alga.asn.au/policy/transport/ActiveTransport_Draft_5.pdf.
Alta Planning + Design (2005), Caltrans Pedestrian and Bicycle Facilities Technical Reference Guide: A Technical Reference and Technology Transfer Synthesis for Caltrans Planners and Engineers, California Department of Transportation (www.dot.ca.gov); at www.dot.ca.gov/hq/traffops/engineering/investigations/docs/technical-reference.pdf. .
Lars Bo Andersen, et al (2000), "All-Cause Mortality Associated With Physical Activity During Leisure Time, Work, Sports and Cycling to Work," Archives of Internal Medicine, Vol. 160, No. 11 (http://archinte.ama-assn.org/issues/v160n11/full/ioi90593.html), pp. 1621-1628.
Austroads (2014), Low Cost Interventions to Encourage Cycling: Selected Case Studies, AP-T281-14, Austroads (www.austroads.com.au); at www.onlinepublications.austroads.com.au/items/AP-T281-14.
Bike Commuter (www.bikecommuter.com) is a website that provides resources and encouragement for using cycling as a transportation mode.
Bicycle Information Center (www.bicyclinginfo.org) provides information on non-motorized transport planning and programs.
Bicycle Policy Audit (www.bypad.org) is a European Union research project to develop guidance for optimizing municipal and regional cycling policies.
BikePlan Source (www.bikeplan.com) provides resources to help improve community bicycling conditions.
Andrea Broaddus, Todd Litman and Gopinath Menon (2009), Training Document On "Transportation Demand Management, Sustainable Urban Transport Project (www.sutp.org) and GTZ (www.gtz.de).
Rick Browning (1999), End-0f-The-Trip Facility Design Program, Oregon Department of Environmental Quality (www.deq.state.or.us). This is a set of excellent information sheets on bicycle parking facilities that are now at the Victoria Transport Policy Institute website:
"Installing Secure and Convenient Bike Racks" (www.vtpi.org/bp1.pdf)
"Providing Covered Bike Parking" (www.vtpi.org/bp2.pdf)
"Bike Parking in Public Areas" (www.vtpi.org/bp3.pdf)
"Indoor Bicycle Parking" (www.vtpi.org/bp4.pdf)
"Lockers, Showers and Changing Rooms" (www.vtpi.org/bp5.pdf)
Victoria Bike To Work Society (www.biketoworkvictoria.ca).
Ted Buehler and Susan Handy (2008), "Fifty Years of Bicycle Policy in Davis, California," Transportation Research Record 2074, Transportation Research Board (www.trb.org), pp. 52–57; at www.des.ucdavis.edu/faculty/handy/Davis_bike_history.pdf.
Ralph Buehler and John Pucher (2012), "Cycling To Work In 90 Large American Cities: New Evidence On The Role Of Bike Paths And Lanes," Transportation, Vol. 39, No. 2, pp. 409-432, DOI: 10.1007/s11116-011-9355-8.
Sally Cairns, et al (2004), Smarter Choices - Changing the Way We Travel, UK Department for Transport (www.dft.gov.uk); at www.dft.gov.uk/stellent/groups/dft_control/documents/contentservertemplate/dft_index.hcst?n=13850&l=2. This comprehensive study provides detailed evaluation of the potential travel impacts and costs of various mobility management strategies. Includes numerous case studies.
CATSIP (California Active Transportation Safety Information Pages) (www.catsip.berkeley.edu) is a comprehensive online resource for improving walking and cycling conditions.
J. Cleary and Hugh McClintock (2000), "Evaluation of the Cycle Challenge Project: A Case Study of the Nottingham Cycle-Friendly Employers' Project, Transport Policy, Vol. 7, No. 2, April 2000, pp. 117-125.
CMHC (2008), Giving Pedestrians an Edge - Using Street Layout to Influence Transportation Choice, Canadian Mortgage and Housing Corporation (www03.cmhc-schl.gc.ca); at www03.cmhc-schl.gc.ca/b2c/catalog/product.do?next=cross#.
Marie Demers (2006), Walk For Your Life! Restoring Neighborhood Walkways To Enhance Community Life, Improve Street Safety and Reduce Obesity, Vital Health Publishing (www.vitalhealthbooks.com/book/2414947630.html), 2006.
DFT (various years), Traffic Advisory Leaflets: Cycle Facilities, Department for Transport (www.roads.dft.gov.uk/roadnetwork/ditm/tal/cycle/index.htm). Various information resources related to cycling promotion and planning.
Jennifer Dill and John Gliebe (2008), Understanding and Measuring Bicycling Behavior: A Focus on Travel Time and Route Choice, Oregon Transportation Research and Education Consortium (OTREC); at www.lulu.com/items/volume_64/5687000/5687029/1/print/OTREC-RR-08-03_Dill_BicyclingBehavior_FinalReport.pdf.
Richard Dowling, et al. (2008), Multimodal Level Of Service Analysis For Urban Streets, NCHRP Report 616, Transportation Research Board (www.trb.org); at http://trb.org/news/blurb_detail.asp?id=9470; User Guide at http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_w128.pdf. This describes ways to evaluate roadway design impacts on various modes (walking, cycling, driving and public transit).
Clarence Eckerson (2007), Ciclovia and Recreovia, Transportation Alternatives (www.streetfilms.org/archives/ciclovia)
Michelle Ernst and Lilly Shoup (2009), Dangerous by Design: Solving the Epidemic of Preventable Pedestrian Deaths (and Making Great Neighborhoods), Transport for America (http://t4america.org); at http://t4america.org/docs/dangerousbydesign/dangerous_by_design.pdf.
FHWA (2008), A Resident's Guide for Creating Safe and Walkable Communities, Federal Highway Administration Office of Safety; FHWA-SA-07-016 (http://safety.fhwa.dot.gov); at http://safety.fhwa.dot.gov/ped_bike/ped/ped_walkguide.
FHWA (2012), Report to the U.S. Congress on the Outcomes of the Nonmotorized Transportation Pilot Program, Federal Highway Administration (www.fhwa.dot.gov); at www.fhwa.dot.gov/environment/bicycle_pedestrian/ntpp/2012_report/final_report_april_2012.pdf.
FHWA (2014), Nonmotorized Transportation Pilot Program: Continued Progress in Developing Walking and Bicycling Networks – May 2014 Report, John A Volpe National Transportation Systems Center, USDOT (www.fhwa.dot.gov); at www.fhwa.dot.gov/environment/bicycle_pedestrian/ntpp/2014_report/hep14035.pdf.
Fietsberaad (2009), Cycling in the Netherlands, Ministry of Transport, Public Works and Water Management (www.minvenw.nl) and Fietsberaad (Expertise Centre for Cycling Policy) (www.bicyclecouncil.org); at www.fietsberaad.nl/library/repository/bestanden/CyclingintheNetherlands2009.pdf.
Thomas Gotschi and Kevin Mills (2008), Active Transportation for America: A Case for Increased Federal Investment in Bicycling and Walking, Rail-To-Trails Conservancy (www.railstotrails.org); at www.railstotrails.org/ATFA.
GTZ SUTP and the Interface for Cycling Expertise (2009), Cycling-inclusive Policy Development: A Handbook, Sustainable Urban Transport Project (www.sutp.org); at www.sutp.org/index.php?option=com_content&task=view&id=1462&Itemid=1&lang=uk.
Healthy Transportation Network (www.healthytransportation.net) is a government-sponsored program to works with local communities to encourage bicycle and pedestrian transportation, encourage safety and help create communities that are walkable and bicycle-friendly.
LAB (2010), Bicycle Friendly America, League of American Bicyclists (www.bikeleague.org); at www.bikeleague.org/programs/bicyclefriendlyamerica. This annual report identifies U.S. states and communities that provide safe accommodation for cycling and encourage cycling for transportation and recreation.
Todd Litman (2003), "Economic Value of Walkability," Transportation Research Record 1828, Transportation Research Board (www.trb.org), pp. 3-11; at www.vtpi.org/walkability.pdf.
Todd Litman (2004), Whose Roads?; Defining Bicyclists' and Pedestrians' Right to Use Public Roadways, Victoria Transport Policy Institute (www.vtpi.org); at www.vtpi.org/whoserd.pdf. .
Todd Litman (2006), "Managing Diverse Modes and Activities on Non-motorized Facilities: Guidance for Practitioners," ITE Journal, Vol. 76, No. 6 (www.ite.org), June 2006, pp. 20-27; based on Todd Litman and Robin Blair (2005), Managing Personal Mobility Devices (PMDs) On Non-motorized Facilities, Victoria Transport Policy Institute (www.vtpi.org); at www.vtpi.org/man_nmt_fac.pdf.
Todd Litman (2012), Evaluating Complete Streets: The Value of Designing Roads For Diverse Modes, Users and Activities, Victoria Transport Policy Institute (www.vtpi.org); at www.vtpi.org/compstr.pdf.
Todd Litman (2013), Evaluating Active Transport Benefits and Costs: Guide to Valuing Walking and Cycling Improvements and Encouragement Programs, Victoria Transport Policy Institute (www.vtpi.org); at www.vtpi.org/nmt-tdm.pdf.
Living Streets (2011), Making The Case For Investment In The Walking Environment, Living Streets Program (www.livingstreets.org.uk), University of the West of England and Cavill Associates; at www.livingstreets.org.uk/index.php/tools/required/files/download?fID=1668.
LTNZ (2008), Cyclist Skills Training: A Guide for the Set-up and Delivery of Cyclist Training, Land Transport New Zealand (www.landtransport.govt.nz); at www.nzta.govt.nz/resources/cyclist-skills-training-guide/docs/cyclist-skills-training.pdf.
Andrew A. McDonald, Andrew G. Macbeth, Karisa Ribeiro and David Mallett (2007), Estimating Demand for New Cycling Facilities in New Zealand, Land Transport New Zealand Research Report 340 (www.ltsa.govt.nz); at www.ltsa.govt.nz/research/reports/340.pdf.
Nancy McGuckin (2011), Biking in the U.S.: Trends from the National Household Travel Survey, National Bike Summit (www.travelbehavior.us/Nancy--ppt/Biking%20in%20the%20US%20PPT.pdf.
NACTO (2012), Urban Bikeway Design Guide, National Association of City Transportation Officials (www.nacto.org); at www.c4cguide.org.
Luc Nadal (2007), "Bike Sharing Sweeps Paris Off Its Feet," Sustainable Transport, No. 19, Institute for Transportation and Development Policy (www.itdp.org), Fall 2007, pp. 8-13; at www.itdp.org/documents/st_magazine/ITDP-ST_Magazine-19.pdf.
PBIC, Image Library (www.pedbikeimages.org), by the Pedestrian and Bicycle Information Center (www.walkinginfo.org) provides an extensive collection of photographs related to walking and cycling.
Richard Pratt, et al (2012), Pedestrian and Bicycle Facilities, Chapter 16, Traveler Response to Transportation System Changes, TCRP Report 95, TRB (www.trb.org); at http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_95c16.pdf.
John Pucher (2007), Cycling for Everyone: Key to Public and Political Support, keynote address at the 2007 National Bike Summit, League of American Bicyclists, Washington, DC, March 16, 2007; at www.policy.rutgers.edu/faculty/pucher/BikeSummit2007COMP_Mar25.pdf.
John Pucher and Ralph Buehler (2006), "Why Canadians Cycle More Than Americans: A Comparative Analysis Of Bicycling Trends And Policies," Transport Policy, Vol. 13, May, 2006, pp. 265–279; at www.policy.rutgers.edu/faculty/pucher/TransportPolicyArticle.pdf.
John Pucher and Ralph Buehler (2007), "At the Frontiers of Cycling: Policy Innovations in the Netherlands, Denmark, and Germany," World Transport Policy & Practice, Vol. 13, No. 3; at www.eco-logica.co.uk/pdf/wtpp13.3.pdf.
John Pucher and Ralph Buehler (2008), "Making Cycling Irresistible: Lessons from the Netherlands, Denmark, and Germany," Transport Reviews, Vol. 28, No. 4, July 2008; at www.vtpi.org/irresistible.pdf.
John Pucher and Ralph Buehler (2009), "Sustainable Transport that Works: Lessons from Germany," World Transport Policy and Practice, Vol. 15, No. 1, May, pp. 13-46 (www.eco-logica.co.uk/pdf/wtpp15.1.pdf ).
John Pucher, Jennifer Dill and Susan Handy (2010), "Infrastructure, Programs and Policies To Increase Bicycling: An International Review," Preventive Medicine, Vol. 48, No. 2, February; prepared for the Active Living By Design Program (www.activelivingresearch.org/resourcesearch/journalspecialissues); at http://policy.rutgers.edu/faculty/pucher/Pucher_Dill_Handy10.pdf.
John Pucher and Ralph Buehler (2011), Analysis of Bicycle Trends and Policies in Large North American Cities: Lessons For New York, University Transportation Research Center; at www.utrc2.org/research/assets/176/Analysis-Bike-Final1.pdf; summary at www.utrc2.org/research/assets/176/Bicycle-Brief1.pdf.
John Pucher, Ralph Buehler, and Mark Seinen (2011), "Bicycling Renaissance in North America? An Update and Re-Assessment of Cycling Trends and Policies," Transportation Research A, Vol. 45, No. 8, pp. 451-475; at http://policy.rutgers.edu/faculty/pucher/TRA960_01April2011.pdf.
PRESTO (Promoting Cycling for Everyone as a Daily Transport Mode) (www.presto-cycling.eu) is a project of the EU's Intelligent Energy.
Inas Rashad (2007), Cycling: An Increasingly Untouched Source of Physical and Mental Health, Working Paper No. 12929, National Bureau Of Economic Research (www.nber.org); at www.nber.org/papers/w12929.
Collin Roughton, et al. (2012), Creating Walkable and Bikeable Communities: A User Guide to Developing Pedestrian and Bicycle Master Plans, Center for Transportation Studies at Portland State University (www.ibpi.usp.pdx.edu); at www.ibpi.usp.pdx.edu/media/IBPI%20Master%20Plan%20Handbook%20FINAL%20(7.27.12).pdf.
Robert Salter, Subash Dhar and Peter Newman (2011), Technologies for Climate Change Mitigation: Transport Sector, Risø Centre on Energy, Climate and Sustainable Development, United Nations Environmental Program (www.uneprisoe.org); at http://tech-action.org/Guidebooks/TNAhandbook_Transport.pdf.
Sam Swartz (2012), Steps to a Walkable Community: A Guide for Citizens, Planners, and Engineers, America Walks (www.americawalks.org/walksteps).
Rachel Smith (2010), Cycling Super Highways Toolkit, AITPM JBMS, at
Jay Walljasper (2013), Walking As A Way Of Life Movement For Health & Happiness, Everybody Walks ( (www.everybodywalk.org); at www.everybodywalk.org/media_assets/WalkingAsAWayOfLife1_Final.pdf.
Mark Wardman, Miles Tight and Matthew Page (2007), "Factors Influencing The Propensity To Cycle To Work," Transportation Research, Vol. 41, Issue 4 (www.elsevier.com/locate/tra), pp. 339-350; at http://eprints.whiterose.ac.uk/2448/1.
Charles V. Zegeer, Laura Sandt and Margaret Scully (2009), How to Develop a Pedestrian Safety Accident Plan, National Highway Traffic Safety Administration, U.S. Federal Highway Administration; at http://safety.fhwa.dot.gov/ped_bike/docs/fhwasa0512.pdf.
This Encyclopedia is produced by the Victoria Transport Policy Institute to help improve understanding of Transportation Demand Management. It is an ongoing project. Please send us your comments and suggestions for improvement.
Victoria Transport Policy Institute
Web page: www.vtpi.org Email: firstname.lastname@example.com
1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA
Phone & Fax 250-360-1560


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text: King Richard III Grave Confirmed Feb. 4, 2013 6:02 a.m. ET fullscreen The University of Leicester unveiled an image Monday of the skeleton of Richard III, the English king who ruled between 1483 and 1485. The university said DNA analysis of the skeleton found at an archaeological dig in a parking lot in Leicester, England, confirmed his identity. The University of Leicester … An image of the complete skeleton of the king clearly shows a curved spine. The battle-scarred skeleton was unearthed last year. University of Leicester/European Pressphoto Agency … Archaeologist Mathew Morris pointed to where the skeletal remains were found. Darren Staples/Reuters … University researchers said it is "beyond reasonable doubt" that the battle-scarred skeleton, which includes the skull, is the king who died at the Battle of Bosworth Field in 1485. The skeleton was found with no evidence of clothing or personal objects. University of Leicester/Reuters … King Richard III was the last English king to die in battle. He was depicted in a play by William Shakespeare as a hunchbacked usurper who left a trail of bodies — including those of his two princely nephews, murdered in the Tower of London — on his way to the throne. Neil Hall/Reuters … Canadian-born furniture-maker Michael Ibsen is a direct descendant of Richard III's eldest sister. Researchers from the University of Leicester conducted tests using DNA from Mr. Ibsen to determine whether the male skeleton was that of Richard III. Justin Tallis/Agence France-Presse/Getty Images … Part of a stone frieze, which may have been from a choir stall, was discovered during an excavation of the parking lot behind council offices in Leicester. University of Leicester/Associated Press … A parking-lot attendant sat in a booth as an archaeologist pushed a ground penetration radar unit before the archaeological dig. Darren Staples/Reuters … A portrait of King Richard III was displayed during the news conference in which British researchers announced that a skeleton with a cleaved skull and a curved spine entombed under a car park was that of Richard III. Darren Staples/Reuters … Replay King Richard III Grave Confirmed More Slideshows Photos of the Day: July 29 Photos: Wildfires Rage in California of SHOW CAPTION HIDE CAPTION fullscreen RELATED: Grave Discovery Confirmed Show More Archives


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"Mardin - Historical, with religious tolerance" Mardin Ili by Caniko
Mardin Ili Travel Guide: 184 reviews and 755 photos
Mardin has an old and a new part. This house, from the old part, used to be owned by the Sahtana-family, great-grandparents of one of travelmates. In the old days, three or for generations of the family lived together in the house (which is of the type called "Konak", or mansion).
Today it is used by PTT, the Turkish post service, and there is free access to see it, as well as the wonderful view of the Mesopotamian plains from the building's top. The building is made from the local yellow sandstone and is decorated with very nice, traditional (arabesque-like) stone carvings round the windows and doors. The external stairs, leading up three stories, are very impressive and with classical dimensions, giving the whole building a serene view.
The old city is a maze of narrow streets, with steps going up and down the hillside and alleyways going through buildings. In spite of the weatherworn look of many of the buildings, some of medieval origin, there is nothing decrepit about the impression - rather, one is half expecting an Aladdin to come sprinting past one, sharply followed by traders yelling "Thief, thief". There is a sense of timelessness, yet also of days gone by, about walking in this quarter.
At the top of the hill-almost-mountain behind the city proper, an impressive castle can be seen guarding this place where the Silk Road in the old days met the Mazidag mountain range. The height, at 1083 m, was almost certainly why Tamerland in his conquest in the 14th century failed to capture this fortress.
Inside the walls a self-sufficient city could be found, complete with mosque, church, bazaar and palace. But the same height that protected the fortress was probably also why tradesmen i later, more secure, times, preferred to stop halfway up the mountain and set up camp there - creating the Mardin we have today.
Mardin contains both old churches and old mosques, and although it used to be mostly inhabited by Syrian Catholic believers, the majority today is of the Islamic faith (many Christians have left the area for safer and more prosperous parts of the world).
The whole area, a focal point of the Syrian Catholic church, was instrumental in defining the understanding of the nature and work of Jesus as believed by most Christians today, due to its insistence on thinking differently than the rest. Unfortunately, that made life very difficult for the Syriac Christians and they are a small minority today in the Christian world.
There is a sense of tolerance and polite openness in the city towards other inhabitants as well as the curious tourist - possibly because this is still a relatively undiscovered part of the world, in spite of its historical significance.
- Pros:Colorful, mysterious, tolerant.
- Cons:You would like to go there again.
- In a nutshell:Mysterious
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POM Wonderful's seeds of success from Fresno County
POM Wonderful may be a brand known all around the world but it is also one produced entirely here in the Valley.
BJ Mcall: I don't trust her and will never trust her, does anyone remember the time when she wanted to get rid of our FREEDOM of SPEECH ? She wanted to pass the law where Talk shows and anyone else couldn't speak against the Politicians or how the Government was doing things. I believe our FREEDOM of SPEECH will be the FIRST thing to go if she is elected to office so that she can combat any and all who appose her and her Dictator ambitions. So all you Bernie voters are really going to be in for a ride if she gets elected to office. How can anyone TRUST this LADY.


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Youth Forum « Towards a successful social entrepreneurship project »
In the context of the 8th UNESCO Youth Forum taking place from 29 to 31 October 2013 at the Organisation's Headquarters under the overall theme "Youth and Social Inclusion: Civic Engagement, Dialogue and Skills Development", the Africa Department, in collaboration with the African Business Club, will organize a workshop entitled "Towards a successful social entrepreneurship project". This workshop will gather young people from all over the world, particularly from Africa, as well as stakeholders interested in youth.
The training workshop follows the recommendations of UNESCO and the African Union framework documents on Youth which share similar aspirations on the need to accelerate youth empowerment in Africa and globally.
Social entrepreneurship is a lever for empowering youth while maximizing its contribution to inclusive economic growth. Capacity building is a key factor to such success. Strengthening skills, structuring an organization, using suitable tools and methodologies, developing partnerships or achieving strategic intelligence are fundamental elements to an organization's performance and longevity. Through this workshop, UNESCO and African Business Club wish to provide young people with a set of practices essential to the management and the sustainability of a social entrepreneurial project. This workshop will be structured around four axes:
- Offer a simplified youth-friendly approach covering the entire project cycle from the idea to the implementation;
- Identify and address key factors necessary for the proper execution of tasks inherent to the project;
- Apply methodologies learnt through practical case studies;
- Inspire young people through sharing experiences in view of enabling them to start new social project or improve on their ongoing projects.
It is expected that through the Youth Forum, young people will contribute in an effective way to the three objectives of the UNESCO Operational Strategy for Youth 2014-2021, that is:
- The formulation and revision of policies with youth participation;
- Capacity building and lifelong learning while transitioning to adulthood;
- Civic and democratic participation, as well as social innovation.
The training workshop will take place on the 31st of October 2013, in room IX, at UNESCO Headquarters in Paris from 9.00 to 13.00. The workshop will be organised in 2 sessions of 2 hours each (1 session in English and 1 session in French) and will be interactive.
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What does this term mean?
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Please clarify your specific problem or add additional details to highlight exactly what you need. As it's currently written, it's hard to tell exactly what you're asking. See the How to Ask page for help clarifying this question.If this question can be reworded to fit the rules in the help center, please edit the question.
OVM probably means Oracle VM in case. So


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It's mating season now for a lot of snakes in Thailand. The eggs and young start to arrive about April-May, and into June-July timeframe.
That means some snakes are on the move to find a mate and you may find them outside more often than other times, but definitely not more than you would find them in the middle of July after or during a rain.
I have friends in the south that are reporting more snakes being found at the moment – some of them locked in the sexual embrace. If I'm not mistaken, the King Cobras mate in Dec/January in Thailand and have young born in April. I might be off by a month.
If you are in Krabi – and need a snake removed, call: 085-691-6735, and if I'm close by I'll come and get it.
About Vern Lovic
All posts by Vern Lovic. Amateur herpetologist roaming about Thailand on field herping tours to find king cobras, kraits, vipers, coral snakes, and other snakes native to Thailand. FYI - Thailand has over 200 snake species with more than 60 of them venomous and dangerous to humans.
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Laugh more daily


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Media Monitoring
New Resource (Book) for Millennial Job Seekers
As a PRSSA professional adviser and PR student mentor, I often get questions about job searching, professional networking etiquette, cover letters, interview preparation and follow-up, and résumé writing (as well as personal branding). Those questions are typically prefaced with "how do I …" and followed by "will you read what I wrote and give me feedback". Now, don't get me wrong, I get incredible joy and satisfaction from helping and mentoring PR students and gladly do so; however, I can't count how many times I've thought that I should write this stuff down so I could just send a 'canned' response to some of those frequently asked questions—just to save time.
Last Fall, I was contacted via Twitter by Danny Rubin who had just completed a book called, "Wait, How Do I Write This Email?" and subtitled, "Game-Changing Templates for Networking and the Job Search". He knew (from my bio and various social media activity) that I do a lot with PR students and thought it might be helpful. A free book? Um, yes, please! Then I completely forgot about it until a couple months later when the book arrived in the mail along with a personal note from Danny. After skimming through, I knew within minutes that this book is as good as GOLD to, not just students but young pros or really anyone—especially those who've been out of job search mode for some time.
Around that same time, I was planning the PRSA St. Louis annual Career Development Day and thought this would be the perfect opening keynote topic. Fortunately, we were able to bring Danny in for the event to speak and do a mini-writing workshop and it was so helpful I wanted to share with you a few takeaways.
Use the power of storytelling in your cover letters , bio, etc. (even during the interview) to make you stand out from the crowd.
- Lead with a compelling personal story—an anecdote that you can relate to the job skills required.
- Stories, told properly, will capture the reader's attention and keep them reading.
- Unique details matter!
- A personal story will leave a more lasting impression and makes you more memorable.
- Starting and ending on the same story (a technique that professional journalists use) demonstrate that you "get it," and that you know how to apply these tactics in a real-world setting.
So how do you do this? I'll share an excerpt from Danny's book (Chapter 9: The Power of Stories) where he steps the reader through the six parts of a storytelling cover letter.
Danny's outline for the storytelling cover letter:
- Open with a line that places readers into the story. Grab their attention and make them think.
- Include concrete details about the story. The more specific you are, the more colorful the anecdote, the more memorable you will be. Quantify your results—provide hard numbers when appropriate.
- Demonstrate how the story applies to the job by referring to the job description—making sure the anecdote reflect the person the company is looking to hire.
- Show you did your research and understand how the company fits into the marketplace by explaining how you will help the company grow its business and make it more successful.
- Share more of your qualities as they relate to the story. Again, referencing the job description, touch on qualities you know the company admires and show how you would be a good cultural fit.
- Mention your story one final time and bring the cover letter full circle.
As I mentioned in the beginning of this post, Danny offers up more than 100 templates demonstrating various scenarios and taking the guesswork out of applying these techniques.
Do you have an example of how you've done this effectively that you'd care to share with our readers? Or additional thoughts to offer?
Campaign Mistakes PR Practitioners Should Learn From
by Emma Hawes
It's that time of year when you hesitate posting a political gaffe of a candidate in fear that your Facebook page will become a battle ground by posting the article. The truth is election brings out the worst in both parties. Let's stop fighting for a moment and think about how awesome, and scary, it is that the future of our country is determined by your vote. So not only do your part and vote this election, but do your research over candidates from non-biased sites. It is inevitable that all candidates make mistakes regardless of the party.
Cue the music-
If there's one mistake we see each year, it's a political candidate or campaign manager who does not ask an artist to use their music. It just backfires and makes the candidate look bad for not doing their research. Even though a musician might share the same political views they may not want to endorse the candidate. Songwriters need to be included too because Sam Moore changed the lyrics of the Sam and Dave hit "Soul Man" to "Dole man" for Bob Dole. However, the songwriter Isaac Hayes demanded a cease and desists where eventually the song wasn't played. Enter Sam Moore in 2008, when he asked Barack Obama to quit using "Hold On I'm Coming." His statement included how his vote was a private matter between him and the ballot box. However, he did perform for Obama later at the 2013 Inaugural Ball.
Communication Breakdown–
Whatever you say on the Internet is eternal because a screenshot of a deleted post lives forever. That happened to Bernie Sanders when a tweet was sent out that said, "Greed, fraud, dishonesty and arrogance. These are just some of the adjectives we use to describe Wall Street." The tweet was deleted because the words were nouns not adjectives. It's okay if you have to sing a Schoolhouse Rock song while writing to reintegrate basic grammar.
Cruz fired his communication director around two weeks after the Iowa Caucus. Lies were spread about Ben Carson suspending his campaign after Cruz won Iowa and Rubio's religious beliefs. Just creating a lie about the opposing candidate is bad and if issues arise the first time the director should not even have a second chance.
When celebrating, don't get crazy–
Before John Kerry won the Democratic ticket in 2004 enter Howard Dean, the man who won the coveted Iowa Caucus. He stated his excitement how he was going to win states then a scream that doomed his political career. Not only does that moment live on YouTube, but Dave Chappelle made a skit, which parodied the scream.
Everyone is important –
Where does one begin on Donald Trump's comments about different races and women? His comments about reporter Megyn Kelly is just one of the many numerous comments. That is not a smart way to pick your battles considering that according to NY Magazine single women are currently the strongest political force.
However, during a debate, Ted Cruz stated most Americans could not relate to Trump because he had New York Values. Well Cruz's mistake was just as bad because it is like calling someone from a rural area in Wyoming a country idiot.
Also, as much as you might want to get a certain demographic don't try to reach out too hard. Hillary Clinton faced flack for the Hispanic community when she posted an article that said "7 ways Hillary Clinton is just like your Abuela." Soon after the post was made, #notmyabuela became a trending topic on Twitter. Instead, she should have made the post in different languages to reach out to different demographics instead of speaking Spanglish.


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Highest return for your scrap metal
Independently-operated for over 55 years, Gamberg Metals ensures you receive the highest return for your scrap metal. We use state-of-the-art equipment to reduce your handling costs and decades of marketing experience to seek out the best prices for your metal within the United States and internationally.
We take pride in providing prompt service and handling all of our clients' needs. All Gamberg Metals' trucks are in continuous contact with our dispatch office to minimize response times. We provide roll-off containers, bins of various sizes and drums with a 24-hour pick-up response, if not sooner.
We are an environmentally friendly company, compliant with all state and federal regulations. Gamberg Metals recycles for a better tomorrow.


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Radiant Silvergun Priced and Dated For September 14th
Written Tuesday, August 30, 2011 By Richard WalkerView author's profile
Treasure's classic 1998 SEGA Saturn shoot 'em up, Radiant Silvergun is coming to the Xbox Live Arcade in just a couple of weeks with a lovely HD remake, with a price and date emerging today on Andriasang.
You'll be able to download the vertically scrolling shooter from September 14th, 2011 with online 2-player co-op, as well as original Saturn and Arcade versions to choose from, with multiple visual modes and an optional Ikaruga scoring system.
When Radiant Silvergun comes to the Xbox Live Arcade on September 14th, you'll be able to pick it up for 1200 Microsoft Points. If that's not enough Saturn nostalgia for you, then you can soon look forward to Guardian Heroes on XBLA too.
[Via Joystiq]


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ODT Online
ODT /directory
After days of rain and warm temperatures, snow struck
southern skifields including Treble Cone (pictured) on Monday
night and more is forecast.
All southern skifields should be open before the weekend,
just in the nick of time for the school holidays.
The Remarkables Ski Field, above Queenstown, announced
yesterday it would open tomorrow and the Treble Cone Ski
Field, near Wanaka, announced it was
''tentatively''scheduling its opening day for Friday.
The Cardrona Alpine Resort and Coronet Peak are already open.
With the Australian school holidays already under way and the
New Zealand holidays starting at the weekend, Remarkables ski
area manager Ross Lawrence said the arrival of fresh snow
could not have been better timed.
The Southern Hemisphere Proving Ground on the Pisa Range
above the Cardrona Valley opened for the season at the
weekend and now has clients testing cars and tyres in winter
• The Central North Island skifields are likely to receive
between 20cm to 30cm of snow today, forecasters say.
MetService forecaster Allister Gorman said while it wasn't a
"big dumping" it would be welcome fresh snow for Turoa and
"The cold stuff is still to come on there. The freezing level
is likely to come down lower, down to 600 metres," he said.
It was currently at around 700 to 800 metres.
"It's down to zero at the top of the Desert Road.... it's
almost certainly snowing there already."
Up to 10cm could accumulate above 800 metres on the Desert
Road today, and lesser amounts would be seen down to 600
Auckland would have a typical "four seasons in one day" kind
of day, Mr Gorman said.
"It's going to be a windy day, and quite cold, similar
weather to what [Auckland] has been having recently. There'll
be some blue patches followed by really heavy showers coming
through with some hail and the odd clap of thunder."
The rest of the North Island would be having a similarly
unsettled day, he said.
Mr Gorman said Wellingtonians may be seeing a clear blue sky
this morning, but by lunchtime a strong southerly wind will
move in and bring wet weather with it. - APNZ
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text:
Hi thanks for the nice plugin.
I wanted to an extra field to the Add New event page like
a checkbox to agree to the terms and conditions of the site etc. The information should be stored in database and emailed to the admin or a particular email id.
How can that be done ? I am ok with PHP coding (avg level)


text: I'm sympathetic, but the backquote mechanism can be challenging to understand. I don't think the benefit here outweighs the cost of complicating the backquote facility, in my opinion. -- Dan Tobias C Rittweiler said the following on 6/13/2010 12:55 AM: > I find myself wanting to splice in something into a macro's expansion > depending on some condition -- most often a macros&key parameter. > > The way to do is to write > > ,@(when (foop) (list `(something ,x ,y))) > > I find that cumbersome and not exactly to the point. > > What is your opinion on extending the backquote reader macro > to include ,? so you can write the above as > > ,?(when (foop) `(something ,x ,y)) > > Semantics are that in ,?form, nothing will be spliced in case FORM > evaluates to NIL, otherwise it behaves like , (comma). > > -T. > > > ------------------------------------------------------------------------------ > ThinkGeek and WIRED's GeekDad team up for the Ultimate > GeekDad Father's Day Giveaway. ONE MASSIVE PRIZE to the > lucky parental unit. See the prize list and enter to win: > http://p.sf.net/sfu/thinkgeek-promo > _______________________________________________ > Sbcl-devel mailing list > Sbcl-devel@... > https://lists.sourceforge.net/lists/listinfo/sbcl-devel >


text:
Alaska Communications: Great Alaska
We used tilt-shift techniques to visually demonstrate Alaska Communications new brand platform: Alaska is the most important place on earth, and in this vast state Alaska Communications provides the technology to make it feel a little bit smaller. The technology and customer service offered by Alaska Communication, helps connect Alaskans - making America's largest state feel a little bit smaller.
Advertising Agency: Vitro, San Diego, CA, USA
Creative Director: KT Thayer
Copywriter: Simone Nobili
Creative Chairman: John Vitro
Broadcast Director: Mickey Strider
Director: Sam O'Hare
Production: Aero Films
Edit: Aero Studios
Sound Design: Play
3 comments
I think it's pretty tight for a corporate ad.
Lovely art direction, and kudos to the copywriter because it's hard to write this stuff without getting boring, or outright poetic.
My only question is 'who the hell cares?'


text:
Meet the entrepreneurs in this year's Summer Venture Program in Boston and San Francisco.
Babson is the first private college to offer a Global Entrepreneur In Residence Program, supporting international entrepreneurs.
A new report from Babson College offers unique perspective from entrepreneurs on how to grow the U.S. business landscape.
The bond between siblings runs deep. What happens when they decide to go into business together?
Believing a company is only as strong as the community it serves, Shainoor Khoja has spent more than 10 years engaging with and investing in the development of "bottom of the pyramid" consumers in Middle Eastern markets.
Through their startups, these Babson women hope to inspire youth to embrace who they are and not let social norms decide who or what they can be.
The family that works together, changes the world together. Meet the Zamoras, bankers who feel equally at home analyzing the currency market in Miami as they do handing out free laptops to children in Central America.
Savitha Sridharan MBA'14 and Mateen Abdul MBA'09 collaborated to develop a clean-energy lighting solution for villagers in rural India.
In Shakti Leadership: Embracing Feminine and Masculine Power in Business, Sisodia and Nilima Bhat, founder of Sampurnah: The Wholeness Practice, showcase how men and women alike have been conditioned to value leadership qualities that emphasize 'masculine' behaviors and 'win-at-all-cost' attitudes.
Undergraduate students advance their skills during summer internships at companies such as Deloitte, Fenway Recordings, Melanoma Foundation of New England, Rent the Runway, Sony Music Entertainment, and Viacom: Spike Television.
Didn't find what you were looking for:
You may also be interested in:


text:
Search Results
Keywords: Measles
Historical Items Showing 3 of 6 View All
Item 23889
Title: Letter about measles, influenza, Brunswick, 1815
Contributed by: Maine Historical Society
Date: 1815
Location: Brunswick
Media: Ink on paper
Item 66035
Title: Samuel B. Hunter, 7th Maine, to Alonzo Garcelon, 1862
Contributed by: Edmund S. Muskie Archives and Special Collections Library
Media: Ink on paper
Item 34560
Title: Dr. Joseph H. Lombard, Brunswick, ca. 1880
Contributed by: Pejepscot Historical Society
Date: circa 1880
Location: Brunswick; Bath
Media: Photograph
Exhibits Showing 1 of 1 View All
Surgeon General Alonzo Garcelon
Alonzo Garcelon of Lewiston was a physician, politician, businessman, and civic leader when he became Maine's surgeon general during the Civil War, responsible for ensuring regiments had surgeons, for setting up a regimental hospital in Portland, and generally concerned with the well-being of Maine soldiers.
Sites Showing 3 of 3 View All
John Martin (1823-1904) of Bangor began in 1864 looking back at his life, family, business and recreational experiences and recording those events and thoughts -- with narrative and illustrations -- for his children. Martin called himself an "expert accountant," but he was interested in architecture, dance, fashion, gardening, politics, business, religion, and the world around him.
A unique two-town history. Prince Memorial Library, Cumberland Historical Society, North Yarmouth Historical Society, Skyline Farm, and Greely Middle School partnered to tell the story of how Cumberland and North Yarmouth were originally part of the same community. Libraries, the Civil War, pauper laws, main streets, local industries, and Skyline Farm are some of the topics covered on the site.
Farmington: Franklin County's Shiretown
The history of Farmington as depicted by representatives from Farmington Historical Society, Farmington Public Library, Center for Community GIS, University of Maine at Farmington, and the Mallett School. Topics covered include education, culture, early settlers, important residents, agriculture, and a special section on maps.


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Olen Wilson, loving husband of Edna and father to their six children, died November 23, 2012, after struggling with dementia. Throughout his life, Olen was committed to giving to his family, his church, and his community.
A celebration of his life will be held at 3 p.m., December 15, 2012, at First Presbyterian Church in Amarillo. Family will be present at 2:30 p.m. for visitation. Arrangements are by Boxwell Brothers Funeral Directors, 2800 Paramount Blvd.
Olen was born in Elkhart, Kansas, in 1931. College experiences took him to the University of Colorado and Texas Tech University. He graduated in 1956, from Washington University School of Dental Medicine in St. Louis, where he met and married Edna. After completing his Army service in Germany, they chose Amarillo to raise their family and establish his dental practice, which he continued until his retirement in 2008.
He was intensely proud of Amarillo and his family. Olen was gregarious, fiercely independent, and loved playing practical jokes. He taught his six children the power of generosity, the pursuit of endeavors larger than oneself, and the importance of education, self-reliance, and perseverance.
Olen joined First Presbyterian Church as a teenager. His devotion to First Presbyterian Church was manifest in decades of service in roles ranging from Sunday School teacher and superintendent to deacon and elder. His Presbyterian commitment extended beyond local service to significant regional and national contributions.
Dr. Wilson believed practicing dentistry was a privilege, and he was active in the Panhandle District Dental Society, Texas Dental Association, American Dental Association, and Alpha Omega International Dental Fraternity. He helped build a collaborative local dental culture that included assisting dentists new to the area launch their practices. He also worked with high school students to provide vocational training opportunities in his busy practice.
Olen was a passionate advocate and leader for the Presbyterian Home for Children, serving on its board of directors for many years. He set a striking example by ensuring that the children always had access to necessary dental care. Olen also was a committed member and leader of the Amarillo West Rotary Club, always finding that the Friday lunch meetings were important to his weekly schedule.
His home was a regular crossroad for meetings, parties, and spontaneous drop-ins. He showed perpetual optimism through his yard work, sharing vegetables and arranging fresh flowers from his gardens. Olen was a lifelong learner, loving to read and discuss ideas. He expressed creativity in many avenues, including stained glass and jewelry making. He also loved traveling, dancing, and any competitive card game.
Earlier this fall, he was preceded in death by his beloved wife of 56 years, Edna.
He is survived by his children and their families: Lynn (Amarillo); Mark (Iowa City, IA), wife Mary Beth, Vince, Elena; Anne (Arlington, VA), Megan, Melissa, Brad, Drew; Erik (Amarillo); Lisa (Arlington, TX); Sara (Richmond, VA), husband Steven, Avery, Ainsley. Other survivors include many in-laws, cousins, nieces, and nephews; and two grand-dogs, Millie and Becca.
Special thanks to Ware Living Center and to Hospice of the Southwest for all their tremendous care and support. In lieu of flowers, the family encourages others to honor Olen through memorials to the Edna and Olen Wilson Scholarship Fund at Opportunity Plan, Inc, PO Box 1035, Canyon, TX 79015-1035. This fund will award college scholarships for students graduating from the Presbyterian Home for Children.
Sign the online guest book at www.boxwellbrothers.com.
Amarillo Globe-News, Dec, 13, 2012


text: I installed and network-activated this plugin, as the network admin. It works great for me but an admin to a member site mentioned it's not working for her. I tried logging in as a test user on a member site used for testing purposes and it's not showing up there either. Any ideas what could be causing this?


text:
The Pontiac BrothersVer en iTunes
Para escuchar en vista previa una canción, pasa el ratón sobre el título y haz clic en reproducir. Abre iTunes para comprar y descargar música.
"Our singer was a drummer, our drummer was a bass player, and collectively we had all the drive of a perpetual hangover," wrote Ward Dotson of his band the Pontiac Brothers, and while that statement gives you a clear picture of the band's self-effacing attitude and fondness for beer, it doesn't tell you that they were one of the best and most purely enjoyable American bands of the '80s, embracing the joys of vintage hard rock with a punk's jaundiced eye well before the grunge explosion made such things fashionable (and doing so with far greater humor and less pretension than the Seattle contingent). Ward Dotson, the group's de facto leader, was best-known as a former guitarist for punk blues trailblazers the Gun Club, but he left the group in 1983 and formed the Pontiac Brothers with fellow guitarist Jon Wahl, bassist Kurt Bauman, percussionist D.A. Valdez, and lead singer Matt Simon. The band cut their first album, Big Black River, for a French label in 1985, but when the band finally scored an American deal with the L.A. indie Frontier Records later that year, they dropped half the songs and recorded a batch of new material for their stateside debut, Doll Hut. Wahl had left the group by the time they cut 1986's Fiesta en la Biblioteca, which added a weightier '70s hard rock edge to the group's "Replacements meet the Stones" approach. While the band earned a loyal cult following (including kindred spirits the Replacements, who stuck a copy of Doll Hut into their video for "Bastards of Young"), the band's witty meat-and-potatoes rock was somewhat out of place in the mid-'80s indie rock scene, and they never found the larger audience their work deserved. After 1988's Johnson, the Pontiac Brothers decided to hang it up, but four years later, the band gave it one more try, writing and recording the witty and surprisingly open-hearted Fuzzy Little Piece of the World within the space of a month in 1992; the band mounted a West Coast tour to support the album, and haven't worked together since. Since then, Dotson has led the Liquor Giants, who briefly employed Matt Simon as their drummer; short-time guitarist Jon Wahl went on to form Clawhammer.
Top álbumes
Top canciones
Se formó en:
1983 en Los Angeles, CA
Años de actividad:
'80s, '90s