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text: Netherwind Focus 104,546pages on this wiki Add New Page Edit Classic editor History Add New Page Talk0 This article or section is an ability or talent stub. You can help expand it by editing it. Abilities boilerplate · Boilerplate help · Research: Wowhead WoWDB 8/8 Bonus from Netherwind Regalia [1]. Next spell with a casting time under 10 seconds is cast instantly. Lasts 10 seconds. Wowhead Thottbot WoWDB Retrieved from "http://wowwiki.wikia.com/wiki/Netherwind_Focus?oldid=1444991" Categories: Ability stubs Powers Add category Cancel Save

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Master's Excellence Scholarships
The Taught Master's Excellence Scholarship Scheme for 2016/17 entry is now closed for applications.
We will be announcing the Scholarship Scheme for 2017/18 in due course.
The Information below relates to the 2016/17 Master's Excellence Scholarship Scheme.
Scholarship information
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See Past Polls
September 27, 2013 Poll Results
Are fraternities and sororities an important part of college life?
Note: This is not a scientific poll. The results reflect only the opinions of those who chose to participate.
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- Ile-de-France, France
Montmorency is a commune in the northern suburbs of Paris, France. It is located 15.3 km (9.5 mi) from the center of Paris.
Montmorency was the fief of the Montmorency family, one of the oldest and most distinguished families of the French nobility. It is now a wealthy suburb of Paris.
The name Montmorency was recorded for the first time in Medieval Latin as Mons Maurentiacus. Mons Maurentiacus, literally "Mount Maurentiacus", was the name given to the promontory over which a castle was built in the Early Middle Ages. The name "Enghien", on the other hand, was used for the lake and marshland in the valley beneath Montmorency.Montmorency is served by no station of the Paris Métro, RER, or suburban rail network. The closest station to Montmorency is Enghien-les-Bains station on the Transilien Paris – Nord suburban rail line.
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116 Ballygall Road, Finglas
Consort Motor Parts, Dublin
1 Review
Consort Motor Parts
1 8347065
Description Consort Motor Parts, Dublin
Keywords:Car Parts, Motor Factors, Garage, Batteries, Brakes, Car Supplies, Car and Four X Four Accessories, Car Parts and Supplies
Consort Motor Parts is listed in the following categories:
Gallery Consort Motor Parts, Dublin
Reviews Consort Motor Parts, Dublin
more than 6 months ago
I found them to be wonderful. Although they may not have everything, as can be expected in today's market of cars, if they don't have something they will order it and if they can't do that they will advise where to get it. The shops have an easy-going and friendly feel to them, and as far as I've experienced, they have a good Return policy, and that is one reason I shop there. In fact, I just came online to see if they were open normal hours on Saturday because I need break pads. Perhaps opening hours would be something made available at a glance on their webpage. Other than that, they are the ones I run to fist for my car care. John in Finglas
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The New World Alliance to reduce number of transpacific vessels soon
Spokesmen for TNWA – comprising APL, Hyundai Merchant Marine and Mitsui OSK Lines – noted that factory shutdowns during the holiday warrant the temporary carrier reduction.
in the NewsState of Logistics 2016: Pursue mutual benefit Saia announces plans for Northeast expansion Creform celebrates 25th anniversary PwC reports a mild decline in third quarter transportation & logistics M&A activity UPS turns in strong Q3 earnings performance More News
Coinciding with the Lunar New Year celebrated in Asia next month, several major ocean carriers will be withdrawing capacity on the Transpacific.
Spokesmen for The New World Alliance (TNWA) – comprising APL, Hyundai Merchant Marine and Mitsui OSK Lines – noted that factory shutdowns during the holiday warrant the temporary carrier reduction.
The announcement comes at a time when industry analysts are concerned about too much existing capacity in all trade lanes.
Drewry Shipping Consultants, Inc. in London believes that the industry has emerged from the global recession with both carrier profitability and demand figures recovering. But analysts there beg the question: have the carriers learned from their experience?
The fact that no major companies "went to the wall" still seems to have insulated the industry from the despair of 2009 and there is now the feeling that perhaps the dark days did not happen," said Neil Dekker, editor of the Drewry Container Forecaster.
In essence, Drewry observes that it is back to normal operating conditions.
"Perhaps the biggest carriers are happiest with no long-term profitability as long as they have market share. However, the utopia of freight rate stability sought by shippers seems a long way off if carriers abandon their short-lived prudence and profitability," said Dekker.
Dekker cautions that, "Just before the crucial contract re-negotiation period, carriers are passing any aces to their customers once again, but shippers maintain that they do not necessarily just want low rates – they also want a sufficiently reliable service. The Federal Maritime Commission is also suggesting that both parties talk to each other more, but unfortunately, it seems that some carriers are not necessarily heeding this message. However, it is also time for shippers to bring more detail and information to the negotiating table and anecdotally we hear that this process is starting to happen."
Donald Pisano, the newly-appointed chair of the Ocean Transport Committee for National Industrial Transportation League, said his organization will also be monitoring the situation closely.
"We would like to see continued momentum in freight policy reforms ensuring adequate vessel and equipment capacity to meet the transportation needs of our members," he told LM.
About the AuthorPatrick Burnson, Executive Editor Patrick Burnson is executive editor for Logistics Management and Supply Chain Management Review magazines and web sites. Patrick is a widely-published writer and editor who has spent most of his career covering international trade, global logistics, and supply chain management. He lives and works in San Francisco, providing readers with a Pacific Rim perspective on industry trends and forecasts. You can reach him directly at [email protected]
Subscribe to Logistics Management Magazine!Subscribe today. It's FREE!
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Article TopicsNational Industrial Transportation League · Ocean Freight · Transportation ·
European Logistics Update: Post-Brexit U.K. moving ahead, but in which direction? Badcock Home Furniture &more: Out with paper, in with Cloud TMS View More From this Issue


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CDA/CSEM Professional Conference and Annual Meetings
October 26 – 29, 2016 at the Shaw Convention Centre
Ottawa, Ontario
Join the Canadian Diabetes Association and the Canadian Society of Endocrinology and Metabolism as we come together for the 19th Annual Professional Conference and Annual Meetings in Ottawa, Ontario at Shaw Convention Centre from October 26 – 29, 2016.
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Our 2016 Isabel Lockerbie Speaker is Dr. Edward Damiano, Professor of Biomedical Engineering at Boston University. Dr. Damiano and his engineering team, along with industrial collaborators in the medical device industry, built the first fully integrated biohormonal bionic pancreas that does not rely upon smart phone technology.
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Rip Ben81202 [2012-2016] Welcoming iChairman, born in 2016. I prefer to still be called Ben though :) Read More
The official group for all fans of the roleplaying hangout game, ROBLOX High School! PLAY: www.roblox.com/games/9689581/ROBLOX-High-School Join this group for FREE in-game items & iCinder phone texting when you play RHS the next day! ----- HOW TO RECEIVE A RANK: forum.roblox.com/Forum/ShowPost.aspx?PostID=192478052 ----- DON'T FALL FOR "FREE ROBUX" SCAMS! forum.roblox.com/Forum/ShowPost.aspx?PostID=188949158 ----- HOW TO SUBMIT RHS FANART: forum.roblox.com/Forum/ShowPost.aspx?PostID=196284526 ----- RULES FOR POSTING IN THIS GROUP: 1. Don't post "copy & paste" messages, those don't work. 2. No advertising stuff (other games/groups/channels/anything else). 3. Don't ask for ROBUX or free stuff. 4. Be nice to people. 5. No spamming (making useless posts). 6. Follow all other ROBLOX rules. ----- Thanks for joining! Enjoy playing ROBLOX High School.
Welcome to Grey Vice, we are a community of players that collects player points for the enjoyment of doing so, also we talk about anything and everything (obviously within the ROBLOX guidelines). Clan requirements: To join the clan you must have AT-LEAST 10,000 (10k) Player Points. You must also have been with the group (meaning in the group) for at-least 2 days. Once you have met the requirements PM a moderator + to be invited to the clan. Fans/Pending: Fans and Pending are the majority of our community, they consist of players with lower than required player points or people in other clans. Clan member: The Clan rank is quite straight forward,only people in the Clan (hints "CLAN member"). The clan will be checked every Saturday for members who have left the clan, players who do so will be demoted to Fan/Pending. Moderator: The Moderator rank is for the purely amazing. Please do not ask to become a moderator without good reason.
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Auburn AD Jay Jacobs Gave A State of Auburn Address To Donors On Tuesday
Inside The AU Tigers Top Stories
2 Minute Drill: Auburn Offense Vs. HogsAuburn's offense has chances to make plays against Arkansas this weekend.
Inside The AU Tigers7:06 AM
Auburn Opponent Preview: Arkansas RazorbacksBreaking down Auburn's opponent on Saturday, the Arkansas Razorbacks, who will be at Jordan-Hare Stadium for a Saturday evening SEC West football contest.
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Hide message
A standard definition Freeview digital box or digital TV recorder will come with instructions on how to set up, but if you're having problems, we've put together some information to help you along. If you require further support, you should contact the manufacturer.
With your box you should have the following items:
NB: Most products are now HD and use HDMI cables.
You will also need an aerial lead and a working aerial.
1. Plug your aerial lead into the aerial socket on your box (1). The socket may be marked 'RF in', 'Antenna', 'Aerial' or 'Ant in'.
2. Using a SCART cable (or for Freeview HD, a HDMI cable) connect to the equivalent socket on your TV to the port marked AV1 (HDMI 1) on the box. If your TV does not have a SCART/HDMI socket, then certain boxes with something called an 'RF modulator' will allow you to use another aerial cable to connect the box to the TV.
3. Put your TV on standby and then switch the TV on using your television remote control.
4. Plug the power lead into your new box and turn it on. Most televisions will automatically detect the recorder; if yours doesn't, go to the AV1 channel using your TV remote control.
5. Most boxes are ready to automatically start tuning. If you have problems with tuning see our Retuning Guide. Once your box is tuned, you'll be able to save the channels you have found and go to BBC One. You can now use your Freeview remote control to explore the range of channels.
The exact arrangement of sockets you see will vary across products.
Related content:
How to set up Freeview in your home – watch the video
Retuning guide
How do I set up a TV with Freeview built in?
How do I set up a Freeview box, TV and DVD together?
How do I set up my Freeview+ HD recorder?
How do I contact the manufacturer of a Freeview digital box or TV?
Your Freeview TV will come with instructions on how to set up, but if you're having problems, we've put together some information to help you along. If you require further support, you should contact the manufacturer.
NB: The following instructions are for standard Freeview boxes and sets, but Freeview HD and Freeview Play boxes connect similarly using HDMI instead of SCART.
Your Freeview TV should come with the following items:
? a power lead
? a remote control and batteries
1. Plug your aerial lead into the round aerial socket (1) on your TV.
The exact arrangement of sockets will vary across products.
You will need:
? 2 SCART leads
? an aerial lead connected to a working aerial
1. Plug your aerial lead into the aerial socket (1) on your Freeview HD Recorder.
2. Using a SCART cable connect any SCART socket on your TV to the port marked AV1 on your Freeview HD Recorder (2).
3. Using the second SCART cable , connect the Freeview HD Recorder to the DVD player (3).
The exact arrangement of sockets will vary across products. If you require further support, consult your user manuals or contact the manufacturers of your equipment.
Your Freeview HD recorder will come with instructions on how to set up, but if you're having problems, we've put together some information to help you along. If you require further support, you should contact the manufacturer.
You will need the following items:
? an HDMI cable
? an aerial lead connected to a working aerial
1. Plug your aerial lead into the Freeview HD recorder aerial socket (1).
2. Using an HDMI cable, connect from any available HDMI port on a HD ready TV to the HDMI port on the HD recorder (2). Note that to receive Freeview HD channels, you need an HD ready TV with an HDMI socket and Freeview HD coverage.
Related articles:
How do I set up my Freeview digital box?
How do I set up my Freeview TV?
How do I set up my Freeview+ HD recorder?
If you have not found the information you need in these FAQs, your best option is to consult your user manual or to contact the manufacturer of your equipment.
The Digital UK website has a Connection Guide which will help you to connect your Freeview TV, HD recorder, digital box, and aerial.
Friends, family and neighbours are also good resources, as many of them will already have Freeview equipment set up.
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When Elvis Perkins takes the stage, ladies swoon. He bears a scruffy resemblance to his father, Psycho star Anthony Perkins, but his songs of alienation, heartbreak and emotional mending conjure up the poetic lyrics of Leonard Cohen. Elvis' personal burden is public record; dad died of AIDS in '92, and his mother, photographer Berry Berenson, was one of the victims aboard American Airlines Flight 11, which crashed into the World Trade Center on September 11. That, combined with his duct-taped shoes and tattered V-neck sweaters, surfaces in his music where songs whisper and wail the heartfelt pleadings of a man unraveled. But they're beautiful. He's tapped into that meta-point that dawdles along the brink of consciousness and slumber, then he scored its musical accompaniment. Not sad, not joyful—Elvis juggles the range of feelings freely until they blur into a lovely blend of sound and color. It's bathtub music, Sunday morning music, baking cupcakes on a rainy day music; it's what you want playing when you wake up on your 30th birthday and don't know whether to be happy or sad. Elvis Perkins opens for Clap Your Hands Say Yeah.
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Video animates the "Idaho stop"
Oregon is considering a bill to allow the "Idaho stop", where bicyclists can proceed through stop signs without stopping completely as long as they slow down and make sure the intersection is totally clear. DC should implement a similar bill.
Via BikePortland and WashCycle.
I'm an angry pedestrian and I'm tired of lately having as many encounters with inconsiderate cyclists on the sidewalks and roads as the same cyclists complain about having with cars.
One reason many might use sidewalks is that we don't have any decent bicycle facilities downtown. When I've ridden downtown I always feel much more at risk than when I ride elsewhere where there are bike lanes and narrower side streets. Downtown, every street is a major street and they're all wide. Surely we can find one north-south route on each side (west of the White House and east) and one or two east-west routes and give a lane over to a high quality protected bicycle lane so cyclists can get downtown, be safe, and not be in the way of the rest of the traffic.
by David Alpert on Apr 16, 2009 11:46 am • link • report
1) For those who do get a ticket for a "rolling stop", it can be quite expensive, as a friend of mine knows.
2) For those who do follow the law to the letter, doing a foot-down complete stop at every intersection is irritating, arduous, unnecessary, and a discouragement to bicycling.
3) It can help clear up for cyclists, pedestrians, and drivers what the boundary is between safe, acceptable cycling and dangerous, illegal behavior. Bicyclists should not be penalized for safely yielding, without necessarily stopping, at intersections, while they certainly should be penalized for blowing through intersections without yielding.
by RichardatCourthouse on Apr 16, 2009 11:54 am • link • report
Is it simply to be different? I don't honestly know too many Idaho bicyclists.
BTW I completely agree about downtown riding. I commute to Farragut, and around there, esp down EyeStr, Pennsylvania its a lot easier and safer to drive on the sidewalk than try to weave through aggressive cabbies and SUV's. We ought to as well distinguish between bike messengers and the commuting types like me who tend to be a little more Dutch in their bicycling sensibilities.
by David Alpert on Apr 16, 2009 12:34 pm • link • report
by Justin from ReadysetDC on Apr 16, 2009 12:36 pm • link • report
BTW, this from the Fashion section of the NYT should interest folks who commute to work by bike.
As a commuter myself, and as someone who has ridden bikes in Holland too, I found the article fun and this quote particularly good:
"I use to think that car culture was the problem, but now I think it's bike culture," he said. By that he meant that the discourse about city biking is dominated by cycling zealots who don't have the desire, or the skill, to attract people who don't see themselves as cyclists, just as people who ride a bike to work."
When people start seeing that 'regular' folks ride, the stigma of the spandex crowd and the insane bike messengers. To see that riding a bike can be for those who don't embrace the whole subculture of bicyclists would be a good thing.
This whole coversation is amusing in the respect that many of the pro-cycling crowd (at least those chiming in here) have the same devil may care attitude toward pedestrians on sidewalks as they like to bitch about drivers having towards cyclists.
And hey Bianchi, thanks for assuming that I don't support policy for better biking infrastructure...remember what they say when you assume something....
The law works in Idaho because, even at its most urban (Boise), the traffic patterns and density are nothing close to that of DC and its nearby suburbs. Many areas of the District are seldom without traffic of some sort, and enabling a specific vehicular segment - the bicycle - to have "special privileges" is not an ideal solution. It stands only to alienate the cyclist as an equal-share user of the road - the ultimate goal of vehicular cycling.
Sure, the video argues the "lack of efficiency" in a stopped bicycle - fair enough. But part of the brilliance of a bicycle is its ability to stop and start efficiently: it's not that difficult to start a bicycle from a full stop, and it's still the law to come to a full stop at stop signs and traffic lights.
Additionally, many vehicular cyclists in DC (likely including previous commenters) may not fully grasp the Idaho legislation. Case in point: an oft-seen scenario in DC is a cyclist coming to a four-way stop intersection where card take up three or four of the stop positions, yet a bike rolls right through the intersection. This is *not* true to the Idaho law, which states that a cyclist may only proceed when the intersection is clear; when other traffic is present, the cyclist is required to stop.
All the adoption of the "Idaho stop" rule will do is further muddy the waters between cyclists and motorists, already a contentious relationship due to the behavior of "bad apples" in both communities. Sure, there needs to be enforcement of the laws on the books (perhaps having a properly trained and physically fit squad of bicycle cops would help in terms of enforcement), and there needs to be better education on both sides of the equation (e.g. sidewalks are for walking, bike lanes are not two-way lanes unless stipulated, et al). But adding a law that expressly favors one group and encourages potentially dangerous misinterpretation is not the right answer.
In terms of full disclosure, I am a vehicular cyclist and a staunch proponent of increased commuting via bicycle. And as a user of the road, I adhere to the laws on the books. It's not difficult to do, it doesn't slow me down on my commute, and it earns good favor with motorists - all wins, in my book.
(And, frankly speaking, starting from a full stop is excellent fitness training - another benefit of vehicular cycling.)
As for whether full stop is okay for cyclists--no, it's not. It requires removing feet from the pedals, which is even more disruptive if one uses clipless pedals. (Other than match racers, few people practice "stopping" on a bike with the feet remaining on the pedals)
It also wastes cars' time--once I have the right of way, I have to clip back in and get up to speed before anyone else can proceed. If I rolled through the stop (on my turn), any cars arriving after me could proceed sooner.
couldnt agree more, boots, about the biker crowd. in portland you see them all wearing their spandex, helmets indoors and walking around in their biker shoes with clips on them. this just creates a small insular group of biking zealots who try to out do each other for who can be more "biker." the biker dress code tells you who is a "biker" and who is not. i really think the "biker crowd" in portland does more harm to the bicycle movement than anyone else, they need to paint themselves out as mainstream not fringe.
secondly bikers arent going to win anyone over onto bikes without quality bicycle infrastructure... cycle tracks, off street paths bike signals, bollard protected, on-street bike parking, etc. focus the money on building the best bike infrastructure possible that is carefully planned with safety and rider comfort in mind on a few key corridors. start with the 1 or 2 busiest bike routes in the city now and grow from there. forget the worthless painted bike lanes on every street with no thought given to their placement.
I will not be happy until we no longer see these spandex warriors and vehicular /sucuidal cyclists and I can cycle to work in my regular work clothes and get my groceries on my cargo bike w/o being stigmatized by these maniacs- who -incidentally- are almost all males below 40 years of age.
It is clear from research and experience done all over the world that practical cycling is best when separated facilities are given. Our cyclists here in the USA are influenced by macho sports culture and the automobile infatuation with speed over safety and comfort.
The era of vehicular cycling and moronic fascists like John Forester is coming to a close.
And - yes- he IS a fascist- because he wants EVERYONE to do as he does- and doesnt want "inexperienced cyclists " to be riding out there- He wants it all for himself and his racing cronies. He doesn't seem to care that this is life threatening to anyone who is not a well-conditioned superior athlete - it excludes just about everyone who is not part of his self-declared master racer culture of maniacs.
You never drive even one mile per hour over the speed limit?
As to how many times this has wastes a motorist's time, it doesn't really matter: as a user of the road, properly occupying my lane, there is no time limit to getting underway, so long as it's safe. Motorists are just as likely to take their time to get going, given the distractions many deal with during their commutes (e.g. cell phones, children, conversations with passengers, map and street sign reading, etc.). Is it more convenient to all to get moving promptly? Sure, but it's not a requirement - safety is paramount.
And while the rule technically won't change the right-of-way, it will open up a rather muddy interpretation of right-of-way when it comes to occupied intersections. Already, many cyclists will whiz through fully occupied intersections (gotta remain efficient, after all), and giving them any kind of excuse is asking for tons of legal wrangling when an accident occurs.
Again, DC is not Boise, which is still a rather uncongested city compared to DC, with far fewer traffic issues. If DC were a large state, with rural areas and intersections between lonely roads a reality, then the "Idaho stop" law might make sense. But in the case of our city, in my view, it's not the best approach to sensible vehicular cycling.
they say when you assume something...."
I have also noticed that the racer elite do not or seldom have bells to warn or alert pedestrians.
I will continue to cycle on DC's sidewalks until the city figures out that it is the only way to have safe cycling.
Has anyone noticed that the segway tour companies are allowed to use downtown DC's sidewalks while cycling is prohibited?
Clearly they understand that the majority of sane people are unwilling to trade in their lives and safety for some racing /athletic cyclist's utopian vision of how the world should be.If they are allowed to use the sidewalks- why not regular- non-racer type bicyclists who are just carrying home groceries or putting along ?
In the future- there will have to be separated cycling tracks- it is the only way to safely accomodate all kinds of cyclists- and make it safe for pedestrians as well.
Wouldn't it be great to have recurring regional PSAs that foster good relations between all road users first and then work on loosing things up?
Would an Idaho law be sensible in central NYC, SF or DC-- what are the similar conditions? Does the Idaho law actually make public road use safer, users more responsible for their actions? Isn't it a good thing to have uniform traffic laws? Could we also allow motorcycles and mopeds (mopeds can use bike lanes in DC) to Idaho stop? Will this later apply to traffic signals as well, red is really yellow, yellow is green and green is whatever? Will it become illegal for cyclists to stop or slow down at stop signs, or even more dangerous to do so than now (danger from overtaking cyclists)?
What I'd like to see is some really beneficial legislative and law enforcement work being done for bicyclists (instead of copy cat antics)-- for instance, have you seen the contributory negligence laws here in DC? You give up your hairs width of legal protection for just having a red reflector fall off your bike!
However, I found that it helps drivers a lot if you give them a hand signal that shows you intend to stop for them at a stop sign. After all, if they arrived at a four-way stop first, they have the right of way. There are enough unsafe bikers out there that many of the drivers I encounter reasonably expect me to blow through a stop sign, and giving them the "go ahead" signal makes sure they know they're OK to proceed as if I'm a car.
Sometimes it happens that we get into the "no, after you" game, and to save confusion I usually just go after it's offered by a driver.
This seems to work for my short ride down 7th street SE, which is a low-density residential corridor with four-way stops at almost every intersection.
by Michael Perkins on Apr 17, 2009 6:33 am • link • report
Your concern with the Idaho stop seem to be the following:
"It stands only to alienate the cyclist as an equal-share user of the road - the ultimate goal of vehicular cycling."
"All the adoption of the "Idaho stop" rule will do is further muddy the waters between cyclists and motorists, already a contentious relationship due to the behavior of "bad apples" in both communities. But adding a law that expressly favors one group and encourages potentially dangerous misinterpretation is not the right answer."
I disagree with the premise that making separate laws for cyclists "mudd[ies] the water" or that the only way for cyclists to be "equal-share user of the road" is to follow the same laws as drivers. Cyclists already follow different laws from drivers (I could make a list, but will "assume" I don't need to). Stop sign and stop light rules were written for cars and to address problems unique to cars. It makes only slightly more sense to require cyclists to follow these laws in the same way as drivers as it does to require cyclists to wear seatbelts.
This law decriminalizes standard cycling behavior and removes one of the big sources of contention between cyclists and drivers, namely that cyclists don't follow the law the way drivers do (which is a totally unfair claim, btw).
If trapping cyclists into the laws that drivers need to follow is the ultimate goal of vehicular cycling, then I suppose that I'm not a vehicular cyclist.
Why adopt a bill for something that 99.9% of cyclists already do and never get in trouble for?Getting cited by the police - yes, it happens - for not coming to a complete stop at a stop sign is ridiculous and the result is that a cyclist might ride on the sidewalk in order to ride with as few stops as possible. Most bike riders (no, not all) ride intelligently in DC, and are mindful of peds in the street, but on the sidewalk, to me they are the biggest menace.
I'm an angry pedestrian and I'm tired of lately having as many encounters with inconsiderate cyclists on the sidewalks and roads as the same cyclists complain about having with cars.
by Adams Morgan on Apr 16, 2009
I always respect pedestrians when cycling on downtown DC sidewalksI always respect pedestrians when cycling on downtown DC sidewalks
I have also noticed that the racer elite do not or seldom have bells to warn or alert pedestrians.
I will continue to cycle on DC's sidewalks until the city figures out that it is the only way to have safe cycling.
Has anyone noticed that the segway tour companies are allowed to use downtown DC's sidewalks while cycling is prohibited?
Clearly they understand that the majority of sane people are unwilling to trade in their lives and safety for some racing /athletic cyclist's utopian vision of how the world should be.If they are allowed to use the sidewalks- why not regular- non-racer type bicyclists who are just carrying home groceries or putting along ?
In the future- there will have to be separated cycling tracks- it is the only way to safely accomodate all kinds of cyclists- and make it safe for pedestrians as well.
by w on Apr 16, 2009 4:04 pm
That's nice. But, you can't always control what pedestrians do. If a pedestrian runs into another moving pedestrian, unpleasantness, perhaps. If a pedestrian runs into or turns into a moving bike, something more indeed. It seems you are taking your anger at cars and becoming the car of the sidewalk.
I will continue to cycle on DC's sidewalks until the city figures out that it is the only way to have safe cycling.
Will this day ever come? Unlikely. Meantime, you can always learn a lot more to improve the way you can ride safely in the streets. Or, you can continue to endanger pedestrians.
There will always be risk to you when riding in the streets, just as there's risk for pedestrians when crossing the streets, and risk to cars when driving in the streets.
I don't think that "decriminalizes standard cycling behavior and removing one of the big sources of contention between cyclists and drivers, namely that cyclists don't follow the law the way drivers do" is really the purpose of vehicular laws. I also do not think that soothing relations between vehicular types is a good enough reason to change/make law. I think laws should actually maintain safety and order. How does the Idaho law support this purpose, does it make intersections safer (where 70% of car-bike crashes occur)?
sidewalks are made for walking (design speed) not for bicycling, they are crowded in certain places and have more conflicting and 'blind' intersections (driveways and alleys) than streets do. DC recognizes this and disallows sidewalk cycling in the CBD.
Mark McNeese, the Bicycle / Pedestrian Coordinator with the Idaho Transportation Department said "I have been called and emailed by many folks around the country asking questions about Idaho's law. The questions take a logical course but always end with the REAL question—how many cyclists get injured because they don't stop at stop signs? My answer is always the same, NONE. The stop sign indicates to the cyclist (and motorist too)"you have no right-of-way here, so yield to other vehicles." To the motorist it also says "stop." Not properly yielding the right-of-way is what causes crashes. Please understand that the stop sign law gives no new right-of-way privileges to bicyclists. A cyclist who fails to yield the right-of-way and causes a crash is at fault."
So if there is no reduction in safety, why not allow it.
Besides all of this, during peak use hours when we will have the majority of bicycle users on roads, there will rarely be an opportunity when yielding right of way will not apply. This law would 'benefit' such a small population of off peak users (in major metropolitan areas)that it hardly seems worth the ink.
If there is no improvement in safety, why allow it.
Apparently the Idaho law's purpose has nothing to do with improving right of way compliance, since right of way rules remains in place. How will the Idaho law increase compliance? On what information does your expectation rest?
you say there is proof? Where? Has Idaho shown an increase in compliance? Do youth bicyclists have a greater rate of right of way compliance (this group is over represented in crash statistics in DC, VA and Maryland because they fail to yield right of way)?
The convenience issue is moot in the face of public safety.
Also, are we considering the red light version of the Idaho law or just the stop sign version?
By compliance, I met compliance with stop sign law. If usual cyclist behavior becomes legal, then it is reasonable to believe that cyclists will break the law less often.
As I recall, children over-represent because they're hit by cars turning into driveways as they ride on the sidewalk. But assuming your right, no I don't have proof that it has changed children's behavior for the better. Nor is there evidence that it has changed children's behavior for the worst (again, the evidence from Idaho is that safety has not been impacted by this). Changing children's behavior is not the goal.
DC is only considering the stop sign portion, but I'm talking about both.
Again, if this law doesn't reduce safety and makes cycling easier why should it be opposed?
I agree contrib needs to be fixed. I'm talking about ideals not the opportunity costs of political realities. I'm not familiar enough with the legislative environment to know if this is an either/or choice. I prefer to look at them as a this and that situation.
During what hour of the day would I have to bicycle on DC's streets for this to benefit me? 2 am?
Under this non-stop law during peak hours bicyclists will still be required to yield ROW, come to near 0 mph and wait for the first of a long line of vehicles to clear the intersection (or in the case of a signalized intersection- wait for green), so where is the benefit, how much convenience has been gained, how much efficiency maintained? Will this law shave off 2 or 3 minutes from a commute or require a hundred calories less of sustenance?
Speaking of efficiency-- this law would still require automobiles to stop which really is inefficient. Although, maybe hybrids could be allowed to also fall under a non-stop law. Traffic circles anyone?
The goal here should be to actively encourage bicycling as an efficient mode of transport by incentivizing it with tax breaks, convenient facilities, public awareness, fair share of funding for alternative transportation users and protective laws-- but nuanced shades of stop vs. yielding ROW laws for certain vehicles unable to reach speeds greater that 35 mph (I'm assuming the segway and moped groups will want in on the non-stop law too) might be lost on the least vulnerable users.
1) There are many, many times that I come to intersections with a four-way stop and no other traffic. DC is much more than downtown. Perhaps your experience is different, but most cyclists I've spoken with agree that this would often benefit them without having to bike at 2am. Maybe you're just arguing to be contrary or maybe you've never really ridden a bike in DC.
2) The law would not be a good fit for cars (hybrid or otherwise) for the reasons already stated in this chain. Namely a driver is farther back, lower down, inside a sound proof booth and in a less maneuverable vehicle. I'm not sure Segways are allowed on the road. I don't know enough about what moped activists want and I don't care.
3)I agree with all of your goals, but if your argument against it is that we should pass other laws instead, well then how far up can you go with that. You think the contrib law should be done first. Someone else may think gay marriage is more important, so we should do that first. Another person might think saving the Bay is more important so let's do that first. But legislation is not done in series. It's done in parallel. The contrib law change is working it's way through the BAC legislative committee. So is the 'safe stopping act.' So we can do both at the same time.
4) I earlier conceded the safety point because I can't prove that this is safer, but the Meggs study I mentioned above seems to indicate that it is, and I have other reasons to believe so. Bikes are different than cars in that, at slow speeds they lose stability. [Am I the only cyclist to fall down because I couldn't unclip my shoes fast enough?] A moving bike is also easier to maneuver.
5. Furthermore, low efficiency for cyclists can dissuade people from riding. The same is not true for drivers. As more people ride it has been shown that safety improves. So this law may encourage people to ride and that should improve safety.
I think the arguments for the law change are better than the arguments you've listed against it (confusing, won't help many, we should change other laws first)
In DC Segways and mopeds are currently allowed use of bicycle lanes!
Probably DC law is done in a mixture of series and parallel. If you can achieve passing both of these laws together (non-stop law and changing contributory negligence) then great, go for it-- the contributory negligence gains will outweigh the non-stop public confusion. Contributory negligence laws in DC are philistine and they directly affect the protection of people who ride bicycles-- whether or not some one is married or registered as a domestic partner only has a distant relationship to bicycling (I'm thinking medical benefits). We can leave this for now if you wish...
Again, do your feasibility study for this non-stop law (I'll be asking for it during the hearing) and its applicability to metropolitan areas. Why haven't DC bicyclists thought to put this forward before-- its been around since the eighties (and hardly anything has changed since then, right)?
Just for fun let's dig into the legislation. How will DC write it up? How will "slow to a reasonable speed" be interpreted by road users and enforcers (think contributory negligence here)? What is your reasonable speed? What is Taylor Phinney's reasonable speed?
Stopping is a way to help assign who has the right of way to proceed. Check this out, under a non-stop law, does a cyclist need to even pause when approaching a 4 way stop with one vehicle on the left and/or one across the intersection-- wouldn't ROW dictate that the cyclist has ROW and can continue without pausing? Is this confusing? How about one way streets (you may have noticed one or two in DC)-- do cyclists need to slow at these two or three way stops if they are approaching from a direction where ROW dictates that the cyclist's placement has ROW? Roll on through, right? My concern is not in DC's 'rural hinterland'-- read the DDOT bicycle crash report, focus on high crash intersections (this is also where most bicycle trips occur) and let me know how the non-stop law helps out there. Does it clear the current conflicts or further confound?
A cyclist non-stop law is confusing in a major metropolitan city, cyclist efficiency is not noticeably improved and safety in high crash intersections is not improved.
Boise, ID population: 202,832; metro: 587,689
DC population: 591,833 (1 million during workweek); metro: 5.3 million
Why are you trying to convince people that this non-stop law would make bicycling more efficient-- it already is a very efficient and noble means of transport!
You start out by screaming that Segways and mopeds are allowed to use bike lanes. I'll infer that your point is that if we allow bikes to utilize a non-stop law we'll have to allow it for Segways and mopeds. That is faulty logic.
The legislature is not required to follow precedent the way the judicial branch is. So they can allow bikes to follow one set and mopeds another and Segways still another. For example bikes can ride on the sidewalk in most parts of the city and can be operated by people of all ages. Segways can ride on the sidewalk in most parts of the city, but are limited to those 16 and older. Mopeds are not allowed on the sidewalk. There is no reason that such differentiation can not continue.
By pointing out the ways bicycles are different from Mopeds and Segways (slower, something the District wants to encourage, etc...) the District could reasonably do so. I, for one, would have no problem applying the law to Segways, but it is something of a red herring and my point is that there is no slippery slope here.
The contributory negligence gains will outweigh the non-stop public confusion
Do you have any evidence that this will result in "non-stop public confusion". It hasn't in Idaho. Are people in Idaho less easily confused than people in D.C. And before you say that Idaho is only one datum and that it isn't analogous to D.C. (see below) let me point out that it's one datum more than you have. [Really it's much more than one datum]
Do your feasibility study for this non-stop law (I'll be asking for it during the hearing) and its applicability to metropolitan areas.
Does every change in law require a 'feasibility study'? Was one required before removing the mandatory bike registration? Or requiring a three-foot minimum passing distance? Or upgrading the safety features on all D.C. trucks? I'll answer that, no.
Is your argument really one of bureaucratic hoops to be jumped through? I assure you that if we are only feasibility study away from passing the law, then we are only a few months away.
Why haven't DC bicyclists thought to put this forward before-- its been around since the eighties (and hardly anything has changed since then, right)?
I was unaware that good ideas have expiration dates. I'm not sure the answer matters as to why. Suffice it to say that some are asking for it now.
Just for fun let's dig into the legislation. How will DC write it up? How will "slow to a reasonable speed" be interpreted by road users and enforcers (think contributory negligence here)? What is your reasonable speed? What is Taylor Phinney's reasonable speed?
Here's how Arizona did it
The driver of a vehicle approaching a yield sign and any person riding a bicycle approaching a yield sign or a stop sign shall slow down in obedience to the sign to a speed reasonable for the existing conditions and shall yield the right of way to any vehicle in the intersection or approaching on another highway so closely as to constitute an immediate hazard during the time the driver or bicycle rider is moving across or within the intersection. If after driving or riding past a yield sign or stop sign without stopping the driver or bicycle rider is involved in a collision in the intersection, the collision is prima facie evidence of the driver's or bicycle rider's failure to yield the right of way.
DC's law is not yet written.
Slow to a reasonable speed will be interpreted in the exact same way that it is for yield signs now. We're not creating a new animal here.
A reasonable speed is that which allows for a cyclist to determine who has the right of way and yield it as needed, that will be as true for you and I as it is for Taylor Phinney.
Stopping is a way to help assign who has the right of way to proceed. Check this out, under a non-stop law, does a cyclist need to even pause when approaching a 4 way stop with one vehicle on the left and/or one across the intersection-
Yes, they would have to pause. Cyclists will have to slow down for every stop sign.
- wouldn't ROW dictate that the cyclist has ROW and can continue without pausing?
No, the cyclist would not have the ROW
Is this confusing?
No, not really.
How about one way streets (you may have noticed one or two in DC)-- do cyclists need to slow at these two or three way stops if they are approaching from a direction where ROW dictates that the cyclist's placement has ROW?
I'm unclear how the cyclist's placement has ROW, but – as stated above - cyclists need to slow down for every single stop sign; so, yes, they would need to slow for this one too.
Roll on through, right?
Wrong. Again, they must slow for every single stop sign.
My concern is not in DC's 'rural hinterland'-- read the DDOT bicycle crash report, focus on high crash intersections (this is also where most bicycle trips occur) and let me know how the non-stop law helps out there. Does it clear the current conflicts or further confound?
Based on the evidence at hand, probably neither. Again, this is less of a safety feature – since the research is incomplete – and more about making cycling easier and faster. Most of the intersections you refer to, from the crash report, are busy and this law will still require cyclists to stop at busy intersections (and also it doesn't change red light behavior at all).
A cyclist non-stop law is confusing in a major metropolitan city, cyclist efficiency is not noticeably improved and safety in high crash intersections is not improved.
There is no proof that it's confusing. Again, the only proof available is that it's not confusing. If you're going to demand proof then so can I. Do you have any proof that it's confusing in a major metropolitan city?
You're definition of noticeably may be different from mine. But let's try an experiment shall we. We'll map out a five mile route with several stop signs. I'll ride using the Idaho stop and you can ride putting your foot down at each stop sign and we'll see who gets to the end first and how much time is saved. (We'll have to account for average cycling speed, but that shouldn't be too hard).
Boise, ID population: 202,832; metro: 587,689
DC population: 591,833 (1 million during workweek); metro: 5.3 million
Thanks, my Google is broken.
Again, you aren't really stating a point, but I'll infer that you're saying that whatever safety changes (slightly improved) Idaho has seen is not analogous because Idaho is SOOOO different from DC. If this were really so confusing – so much so that it causes 'non-stop confusion' – don't you think Idaho would have seen some drop in safety? Idaho is different but they aren't riding yaks or flying jetpacks. What is so different about Idaho intersections that makes this work there, but will prevent it from working here? What's so different about the people of Idaho that they don't suffer from non-stop confusion but we in D.C. would?
Even if I concede that it's not 100% comparable, it has to be more than 0%. I suspect much more.
And where would be 100% comparable? New York? Too big. Portland? Too bike friendly. Baltimore? Too Marylandy. Nowhere is going to be perfectly identical. And if Idaho isn't identical to anywhere, and proof that it works is needed, then it can't be tried anywhere, right?
Your argument is really one against innovation. If you can't do anything that hasn't been successfully demonstrated in several places, then you can't try anything new because there is no one to go first.
Why are you trying to convince people that this non-stop law would make bicycling more efficient-- it already is a very efficient and noble means of transport!
Because the non-stop law would make bicycling more efficient! (see, I can scream too) Is there a maximum amount of allowable efficiency? If cycling were more efficient, more people would do it, right? And I think if more people bicycle, then everyone wins. Additionally, I bike and I'd like to be able to do it as efficiently as possible.
Why are you trying to convince people that cycling shouldn't be any more efficient or that people in Idaho are smarter than people in D.C.?
This is where the faulty logic lies-- vis a vis your red herring:
"If cycling were more efficient, more people would do it, right?"
Apparently not, they haven't yet. This is not really that innovative and it won't draw the kinds of numbers you need to "make everyone win". I.e. it won't change behavior in the way you say-- except, of course "If usual cyclist behavior becomes legal, then it is reasonable to believe that cyclists will break the law less often", which really isn't behavior change, but changing rules to fit behavior.
Perhaps I am confused. I thought you were defending this proposed law because it would increase compliance with ROW yielding, encourage (non)cyclists to cycle more or at all and to ease the exertion of cycling.
I don't think that this law will do what you say; however, actual behavior change, through public education pieces and other infrastructure improvements will. Why waste our time with something that doesn't make any noticeable improvements or deficiencies. I guess we could allow it, but why?
Here's what I think it will do.
1. For cyclists who already bike as though the Idaho stop were the law, it would remove the risk of getting a ticket. Cyclists are often ticketed for this kind of behavior so it is a real risk.
2. For cyclists who comply with the current law (even if it's only when a police car is near) it will remove the need to stop unnecessarily thereby making cycling more efficient for them.
3. The perception of the general public of cyclists as scofflaws is a great detriment to the greater good of cycling. By changing a frequently broken, and unnecessary law, this could change that perception for the better.
4. As someone in Oregon said, "If you think riding behind a cyclist who's running stop signs is annoying, wait until you ride behind one who stops at every sign." This law would help drivers by allowing cyclist to keep moving and reducing congestion. This in turn could help reduce bike-car conflicts and reduce animosity towards cyclists.
5. If cycling is x% more efficient, it is logical to believe that it will result in some proportional increase in cycling. Despite your assertion that it is apparently not true, there is a great deal of evidence that it is. Each time new trails or connections are made - making cycling more efficient - there is a commensurate increase in cycling. Already I've heard people saying that with the Shirlington underpass usable (which shaves about 10 minutes off a commute) they or someone they know has started bike commuting.
6. I suspect, though the evidence is yet to be gathered, that the Idaho stop makes things slightly safer because a moving bike is more maneuverable, a moving bike spends less time in intersections and in the stream of cars and because when more people bike there are fewer bike/car collisions per capita.
While I agree that we have other fish to fry(contrib, education, facilities), perhaps even bigger ones, I don't think that precludes us from frying this one. We have many pans.
And I think the things it gains us (above) are worth the investment in time. I guess it depends on how hard you think it will be to change the law. I don't think it will be that difficult.
As for your Portland friend, the annoyance isn't riding/driving behind a cyclist who run stop signs (fails to yield), it's when they do so at right angles to other vehicles and endanger public safety.
Your Portland friend also might like to know that in DC we have an insufficient Bicycle Safety Enhancement Law that while requiring a safe passing distance of not less than three feet for operators of motor vehicles, it did nothing additional to account for non-motorized vehicles overtaking bicycles.
Perhaps there should also be a new law and fine for non-motorized vehicles passing too closely or unsafely to bicycles. We could use the $25 fine for bicycle failure to stop at control device and apply it here.
Wait, if we had a three foot passing distance for non-motorized vehicles overtaking bicycles then certain multi-use paths would have to be widened to allow for safe passage... And what about a three foot passing distance for bicycles overtaking pedestrians?
I apologize, I think I may be straying from the confines of this particular blog's subject.
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Clearly my daughter is less than human to this medical office because she no longer has "regular" insurance and we had to get on passport insurance until our new insurance from our new jobs kick in. They were EXTREMELY rude and refused to see my daughter. I explained that she is only 11 months old and is very sick and has been to the emergency room several times with infection after infection after infection and needs to see a pediatrician and pleaded with them to see her once. I was told absolutely not and hung up on.
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Get an overview of this hotelHotel in Windsor with free breakfast and indoor pool
Situated in Windsor, this hotel is within 6 mi (10 km) of Token Creek Park, Pink Elephant, and Madison Area Technical College. Olbrich Botanical Gardens and East Towne Mall are also within 9 mi (15 km).
Hotel Features
This hotel features an indoor pool, a fitness center, and a spa tub. Free continental breakfast, free WiFi in public areas, and free self parking are also provided. Other amenities include a sauna, a business center, and conference rooms.
Room Amenities
All 54 rooms provide conveniences like refrigerators and microwaves, plus free WiFi and LED TVs with cable channels. Free newspapers, free local calls, and ironing boards are among the other amenities that guests will find.Information missing or incorrect? Tell us!Opens in a new window
Days Inn Madison Northeast6311 Rostad Dr I-90/94 and Hwy 19 Windsor WI 53598
Hotel Amenities
Hotel Amenities
In addition to an indoor pool, Days Inn Madison Northeast provides a spa tub, a sauna, and a fitness center. High-speed wireless Internet access is complimentary. This hotel offers access to a business center and a meeting room. Guests can enjoy a complimentary breakfast each morning. This Windsor hotel also offers complimentary newspapers in the lobby, laundry facilities, and dry cleaning/laundry services. Complimentary self parking is available on site.
- 24-hour front desk
- Total number of rooms - 54
- Business center
- Free newspapers in lobby
- Free breakfast
- Conference space
- Fitness facilities
- Dry cleaning/laundry service
- Elevator/lift
- Free WiFi
- Laundry facilities
- One meeting room
- RV, bus, truck parking
- Safe-deposit box at front desk
- Free self parking
- Sauna
- Spa tub
- Indoor pool
Family Friendly Amenities
- Family Hotel
- Indoor pool
- Free Wi-Fi
- Laundry facilities
- Refrigerator
- Microwave
- Cribs/infant beds (complimentary)
Available in all rooms: Free WiFi
Available in some public areas: Free WiFi
Free self parking, RV, bus, truck parking
Room Amenities
- Free newspaper
- Air conditioning
- Free local calls
- Refrigerator
- Microwave
- Daily housekeeping
- Private bathroom
- Free toiletries
- Shower/tub combination
- Desk
- Iron/ironing board
- Television
- Cable TV service
- Free WiFi
- Connecting/adjoining rooms available
- Free cribs/infant beds
Where to Eat
Guests are offered a complimentary continental breakfast each morning.
Nearby Things to Do
An indoor pool and a spa tub are on site. Other recreational amenities include a sauna and a fitness center.
The recreational activities listed below are available either on site or nearby; fees may apply.
- Golfing nearby
- Downhill skiing nearby
- Personal motorized watercraft on site
- Rafting nearby
- Sailing nearby
- Water skiing nearby
- Snorkeling nearby
To make special requests for accessibility needs, please note them at check-out when you book your room.
- Accessible bathroom
- In-room accessibility
- Roll-in shower
Hotel Policies
Check-in time ends at midnight
Minimum check-in age is 18
Check-in time starts at 3 PM
Check-out time is 11 AM
Payment types
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Extra-person charges may apply and vary depending on property policy.
Government-issued photo identification and a credit card or cash deposit are required at check-in for incidental charges.
Special requests are subject to availability upon check-in and may incur additional charges. Special requests cannot be guaranteed.
No rollaway/extra beds available
Hotel Name
- Days Inn Madison Northeast
- Days Inn Madison Northeast Hotel
- Days Inn Madison Northeast Hotel Windsor
- Days Inn Madison Northeast Windsor
We should mention
Children 17 years old and younger stay free when occupying the parent or guardian's room, using existing bedding. The property has connecting/adjoining rooms, which are subject to availability and can be requested by contacting the property using the number on the booking confirmation.