Cycling through Atlanta last week was a great experience, especially since it was during the workday on a Tuesday where there was not much traffic. While I tend to feel comfortable cycling, I do not feel comfortable riding in the same domain as vehicle traffic in Atlanta. Many vehicles are frustrated by sharing the road which breeds a dangerous environment for the bikes. Even on dedicated infrastructure, when a cycle path crosses an intersection, there is confusion for unfamiliar drivers and it never feels totally safe. And that’s to an experienced, mid-twenties rider. Think about all the other target demographics… from seven to seventy year olds. For all people to feel safe, I think Atlanta would need great improvements to its infrastructure regarding physical separation from vehicles, separation from pedestrians, and clarity at points of right of way or yielding.
Part II – Mark Wagenbuur Videos
The origin and regrowth of bicycle infrastructure in the Netherlands is quite interesting. For a country that had given up parts of its bicycle infrastructure for the car as it developed wealth to actively return to the bicycle system gives me hope for US cities. My biggest struggle with the future of bicycles in America is our car-centric culture, so it was refreshing to see that culture in the Netherlands after WWI as well. When the gas crisis hit, the country realized it could not continue its dependency on gas and began the shift in infrastructure back to highlighting bicycles. This movement was spurred along by activists protesting the amount of road deaths caused by vehicles. Nowadays, bicycling is a common means of transportation for local travel in the Netherlands. It is seen as a standard rather than an exception.
Two keys to Netherlands infrastructure are clarity and separation. Each of the six categories of transportation – pedestrian, bikes, light motor vehicles, cars, trucks and trams - have their designated rules and spaces. There are even entire sections of towns exclusively for pedestrian and/or bike traffic. They also control the design speed of roads using space, road materials and bringing cars up to bike/pedestrian levels using raised crosswalks which act as speed bumps. One of the videos I watched was on signage and signals. The Dutch method for signage uses very simple symbols and color code: blue for allowed and red for forbidden.
To me, a large difference between the design of intersections in the Netherlands and in Atlanta is that there are specific signals for pedestrians, bikes, vehicles and trams. Another large difference is that in the Netherlands it is illegal to turn right at a red light. To them, that is a no-brainer because pedestrian and cycle traffic might be crossing or a tram may be turning. In other words, the signal is red for a reason and will be green as soon as it is safe for the vehicles to go. I cannot tell you the number of times I have almost been hit walking or biking by a car turning right that only looked left (towards it’s threats) and never checked the crosswalk it was turning through.
Last Tuesday, we biked around Atlanta. Going into the tour my expectations were ridiculously know. I know how Atlanta drivers treat pedestrians and figured they would treat cyclists even worse. Surprisingly, Atlanta’s bike infrastructure exceeded my rock-bottom expectations, but that is not saying much. Atlanta can still take steps to improve cycling safety and efficiency.
Leaving Georgia Tech to go to Piedmont park, displayed the differences of bike infrastructure in Atlanta. It started out with simply sharrows—arrows that simply display that drivers are supposed to share the road with cyclists. Sharrows made me the most uncomfortable throughout the trip, I felt like I always needed to peek over my shoulder to make sure a car wasn’t sneaking up behind me. The conditions also felt cramped with parked cars to the right of me while cycling.
The bike infrastructure improved closer to Piedmont with bike lanes next to the roadway, and then even “protected” bike lanes next to Piedmont. The bike lanes were only protected by plastic rods, that are an eyesore, but still made me more comfortable than an ordinary bike lane. The rectangular interchange on the way to Piedmont in my opinion is more effective than the interchange next to the Midtown Marta Station. I’ve seen pedestrians press the walk signal, almost enter a cross walk, then have a car cut them off. At the interchange on the way to Piedmont the cars stopped immediately and we could cross. This difference could be due to time of day, since it wasn’t rush hour yet while biking but was when the pedestrian crossed. Also, it could have been due to expectancy, since bikers are more likely bike around Piedmont cars may be accustomed to it. I usually do not see people use the crosswalk near the Marta Station.
The place where I felt the most comfortable throughout the whole trip was the BeltLine. Being a mixed-use path, there were no cars to worry about. The art on the BeltLine also made the ride visually pleasing. Ponce City Market even had a large (by Atlanta standards) area to park your bike. While the BeltLine is much busier on the weekends, I would still be more comfortable than sharing the road with cars.
After the BeltLine, biking towards the MLK center and streetcar area made me the most uncomfortable. I’m not sure what the speed limit is on the road, but it felt much faster than the rest of the trip. While there was a bike lane, it was unprotected and only seemed to be about 4 feet from where I was riding my bike to the cars next to me. While I still felt safe enough to ride my bike, I know my mom would not be comfortable riding that path and I would be a nervous wreck if I had kids riding before or behind me.
I was most impressed with the improvements made near Centennial Park. The bike line was protected by a curb which is more visually pleasing than the plastic rods. I hadn’t been to that area and a couple years and was surprised when I saw the protected bike lane. While there are still many improvements that can be made including clearer signage and markings, it excites me that the bike infrastructure is already improved from a few years ago. Once the corridor that connects to Georgia Tech is completed, bikers will have another safe place to ride.
Based on the six Wagenbuur videos, biking in the Netherlands is millions (might be an exaggeration, but also maybe not) times better than Atlanta’s. The Dutch infrastructure for bikes was not always there and did not magically appear, but was created by public outcry over car accidents and fatalities. The Dutch took back the car infrastructure and turned it into cycle tracks. The designs for the bike infrastructure are much different than the United States. A majority of the bike infrastructure in the Netherlands are protected cycle tracks. This design feature allows for safe comfortable biking that people of all ages can use.
Another major design feature is the use of roundabouts. While not all intersections in the Netherlands are roundabouts, many more are than in the United States. The roundabout is a safer option than signalized intersections; it slows cars down and lets bikers have clear priority.
A major design difference also exists in signalized intersection with right turn only lanes. In America, the bike lane is squeezed in between the right turn lane and through lane and is unprotected. In the Netherlands, the bike lane is protected by a curb, placed to the right of the right turn lane, and allows for two phase left turns, but right turning bikes never must stop. While I was doing my project for 4600, I saw the guidelines for America and didn’t really think there was a better way since this was the design handbook. Seeing the Netherlands intersections blew my mind a little bit, and really questioned why we aren’t doing that in America. It also reminded me to always think out of the box even if the book says one thing.
In the Netherlands, cycling is easily above cars for priority and possibly higher than pedestrians. The bikers always possess the right of way and the cars actually stop for the bikes. The intersection design clearly puts bike safety and efficiency as the number one priority. I cannot wait to go to the Netherlands and see the differences first hand.
Last week for class we cycled around Atlanta for 3ish hours. In my two years of city cycling I've grown uncomfortably comfortable with driving in traffic. Of the infra (infrastructure) we saw, the separated cycletracks seemed the most Dutch and comfortable. The "sharrows" seem to exist only to let the cyclists know that, yes they are in fact allowed to be on the road. In the US I've always been amazed at any sort of cycling infra. My perception of cycling in the US has always been measured in speed, agility, and distance. My ideal bike needs to able to take on any terrain and be geared for 15+ mph speeds. Wagenbuur's videos paint a different light. Yes, I am cycling in spite of good infra and I always ride like I'm racing all the cars. And this is why cycling isn't a bigger mode of transport. The Dutch create biking infra that demonstrates permanence and separation. Instead of having to match car speeds, cyclists can go at their own pace. Because of this much less aggressive environment, the need for high performance bikes and gear goes away.
Even the cycletracks of Atlanta aren't the best designed. I've always had an issue with merging onto the 10th street cycletrack coming east down 10th street. At the entrance to the cycletrack is this crosswalk with blinking lights, signaling cars to yield. I know some people who will stop at the crosswalk and wait for cars to stop. For some reason cars are always really hesitant to stop at this crosswalk. It's not nearly effective as those yield to pedestrians signs in the middle of the road.
My method for getting onto the cycletrack involves continuing down 10th in the left lane until I see a break in oncoming traffic. Only then will I merge onto the cycletrack. Doing so of course means yielding to anything in the cycletrack and dodging those plastic poles. It is a lot faster (and less confusing for cars), but the maneuver also carries more risk, thus requiring more experience. And this pretty much summarizes US traffic laws. Follow them explicitly as a cyclist and it'll take twice the time and involve more interactions with vehicles. Or, take a new interpretation and approach every moment thinking how to minimize interactions with traffic.
In Wagenbuur's videos, he tells of the Dutch "Vision Zero" which aims to systematically mitigating risks using engineering rather than reacting to them like the US does.
Yesterday we took a bike tour of Atlanta cycling infrastructure. We experienced a variety of infrastructure types including bike lanes, cycle tracks, a mixed use-path, and sharrows. As someone who has ridden around Atlanta outside this tour, I already had some thoughts on these infrastructure types.
As would be expected, sharrows or no infrastructure at all causes me the most stress when riding. These situations make me feel like I need to move as quickly as possible. I also worry that a driver who is predisposed to be an angry or reckless driver will come behind me and due to my slower speed will react rashly, endangering me. Additionally, sometimes people miss things when they are looking for a certain expected thing, so sometimes I worry a driver will not notice me, even with my light on my seat post, or misestimate my speed because they are preoccupied by looking for cars. Finally, when being mixed with cars, if something were to happen (accidentally riding into a large pothole or being hit by a parked car door opening) that caused me to crash, I could be run over. Altogether, I prefer at least some level of separation and I am a fairly fit and capable cyclist. I would certainly not want someone I cared for riding on these roads. I felt safe with the group riding at a time of low traffic, but typically I would be riding alone and at a time with higher traffic.
I feel most safe riding on the beltline because there are no vehicles for me to come into conflict with. However, it can get very crowded with slow moving pedestrians, making me nervous that a conflict will occur between me and a pedestrian. The next safest I felt was on the cycle track with the curbs because it would be difficult for a car to come into contact with me most of the time, and I would be able to only be highly vigilant at certain sections such as driveways or intersections. Overall, the fewer interactions with cars, the safer I feel. Coupling that with a situation where I also do not have to worry about pedestrians, makes for an easy and pleasant ride that I would be willing to make on a daily basis. I think this separation is even more important when considering families or people who are less physically capable with biking. When starting out, I think the physical stress of biking added to the stress of worrying about traffic, car doors opening, and potholes can all be too much. To get people to start biking, I believe we need facilities that more than just experienced cyclists can feel comfortable on.
Bike lanes are the type of cycling infrastructure I grew up with and I generally feel safe in them, but less safe as traffic speed increases and bike lane width decreases. I also find the potholes in the bike lane a significant problem because they may cause me to swerve into a traffic lane and if I hit one it could be much more dangerous than if a car hits one. For me, this could mean falling off my bike and into a vehicle lane and potential serious injury or death. For a car, this just means discomfort and some minor property damage at the worst. Having a space for just cyclists is an improvement over a sharrow, but it could be much more effective. For example, people parking in the bike lane, which we experienced on this ride, can cause a dangerous situation. Additionally, a bike lane creates a false sense of security that could cause cyclists to be less aware of their surroundings than they should be. It is easy to forget that the line on the road is a guideline and not a true barrier to a conflict with a vehicle.
Cycle tracks allow more separation and are definitely an improvement over a simple bike lane, in my opinion. Cycle tracks are more visibly separated, giving vehicles further cue to stay away. Additionally, unlike bike lanes, cycle tracks don’t have to deal with any potential danger from doors opening on parked cars. But the barrier used is important. The plastic bollards are not a separator that could stop a car from entering the bike lane, like a painted line they are more of a visual cue than a physical impediment and can also create a false sense of security. The cycle track on 10th St. only has this type of barrier. However, the one on Peachtree Center, had concrete curbs separating the vehicle and bike lanes. This is an actual physical barrier that is a great improvement. However, the bike lane on 10th street has no active driveways on it, but the other does. It may be too idealistic to have no driveways along a cycle corridor, but the concrete curbs could realistically be added in more places, such as along 10th street. These cycle tracks feel much safer, and due to the increased separation may encourage more people to try biking. Increasing the number of cyclists can make drivers more aware of cyclists on the road, which may make these driveway conflict points a safer situation. Another thing that might help cycle tracks in Atlanta would be to time the signals for cyclists. There were some stretches where we would be stopped at a light, it would turn green, and by the time we got to the next light, it would be red. This isn’t a big challenge as a cyclist on flat ground, but on the hills in Atlanta, it can be frustrating to need to regain momentum every block. Timing the lights so an average cyclist who starts going as the previous light turns green can make it through the next light would make commuting by bike much less physically taxing.
I find making left turns when cycling very uncomfortable. It can be difficult to move from the right to the center lane because I don’t want to be riding in the center lane too long, but cars will be using the left lane and I need a much bigger gap to change lanes than a car. It can be very tricky. I do not like the crossing at Myrtle St. and 10th St. It isn’t uncommon for vehicles to ignore the beacon. Additionally, it is multiple lanes to cross and having one car stop doesn’t necessarily mean all the other lanes will stop as well. I hate even more crossing from the 10th St. cycle track back on to Myrtle. There really isn’t any set up there for a cyclist returning that direction.
I watched a lot of the videos by Mark Wagenbuur following the bike tour. They were mesmerizing. With the wide, highly used and connected bike paths that give cyclists priority over cars, biking there looks so pleasant (the calm, pleasant music might have helped), except during rush hour. But I would rather have that kind of rush hour traffic than that of Atlanta. At least they were moving and the que seemed to always clear during the lights. I think the Dutch bikes reflect well the difference in how they are used. They look much more comfortable than bikes here, more suited for commuting and less for recreation than bikes in America. I think that reflects how the Dutch consider bikes more of a common, everyday means of travel whereas Americans see it more as a recreational thing. We do have more hills than the Netherlands, which requires more effort and the ability to change gears. But we also have bike facilities that make us feel a need to go as close to traffic speed as possible, calling for things such as road bikes optimized for speed. But, if we had such separated facilities as in the Netherlands, perhaps we could make bikes that were a bit more comfortable. The most surprising video was the one entitled “How the Dutch got their Cycle Paths.” I didn’t realize that they were ever a car centric society. This makes me more hopeful that their infrastructure practices can be used in America. A lot of the times people make an argument that we are just too built around cars to move in that direction, but they were able to do it. However, it would require a major shift in thinking. Biking would have to move up in priority in comparison to where it is now and something would need to be sacrificed to do so, which could be a politically unpopular thing to do. Taking away from pedestrians may also not be the answer, although the Dutch did seem to have some trouble with parking on the sidewalks. I saw one video of his that talked about creating zones for each mode/purpose to reduce the congestion on the bike lanes (mainly meaning, bikes could now take the roads in some areas). It may be possible if we implement some Dutch ideas, to improve them and adapt them to our own situation. To get the biking infrastructure in place, the Dutch rallied to make the cultural shift they needed because of the high death toll caused by automobiles as well as the environmental and health benefits of cycling. America too has a high death toll from vehicle accidents, although the percentage of deaths out of total VMT reduces from improved safety measures. I wonder if it would be possible to get the American people to rally behind such an idea if we started bringing these challenges to the forefront of people’s minds.
Hello, my name is April and I'm a master's student in Transportation Engineering. I did my undergrad at Tech as well, so I've been in Atlanta for about 5 years now, but I'm originally from Santa Barbara, CA. Santa Barbara is generally very bike friendly, except in some of the downtown areas. I worked for the City of Goleta, a small city that was once a part of Santa Barbara, and they told me that they had to be careful to not make their bike lanes so wide that drivers thought they were a driving lane. I used to walk and bike to school until I got to high school which was an hour bike ride (I did it a few times). Most of my riding was recreational and some of my favorite memories are riding my bike to the beach with my Dad. As far as transit goes, there is a bus system, but I have never used it. Although bike friendly, there is very little traffic, so there is hardly any deterrent from driving. I didn't realize how much I disliked driving until I came to Atlanta. Since joining the cycling team last semester, I'm becoming more comfortable riding without the nice wide bike lanes I had in Santa Barbara, opening up many more destinations by bike within Atlanta for me.
I've been to quite a few other countries and cities, and as a transportation engineer I do always check out their transportation system. I studied abroad in New Zealand, Australia, and Fiji my second year. Each was a very different experience. In Wellington, New Zealand, it was easy to walk everywhere within the city, but I was terribly disappointed by the difficulty of getting to any other city in New Zealand. In contrast, Sydney was giant but with so many buses, trains, and ferries, it was easy to just hop on one and go somewhere. I hardly even worried about catching the wrong bus because buses were so frequent, it was hardly a delay to get off at the next stop and catch the correct one, or it just turned into an adventure. In Brisbane the buses even had their own underground passageways! In Fiji, I was surprised by the complete lack of infrastructure. They had roads, but hardly anything else and coming from America, this was pretty startling. I've also been to Europe and enjoyed testing out their subway systems. I especially appreciated the walkability of cities like Paris and Florence where even though I might have walked a long distance, there was always something interesting around to pass the time. I also went to Amsterdam for a couple days, but was terribly disappointed that it was raining and no one was willing to ride a bike with me, so I missed the chance to bike in the Netherlands. I vowed to return to this place where people biked even in suits! I didn't expect it to be so soon. Overall, I'd say my travels have given me more of an appreciation for alternative modes of transportation and how they can bring about more public space and community interaction.
My goal for this course is to broaden my knowledge and learn about an aspect of transportation that I rarely deal with. My research has thus far been very focused on pavements and highways, but I hope to one day apply the skills I have learned there to other areas. I believe both the cultural exposure and the exposure to topics of sustainable transportation will allow me to widen my focus when thinking of future research projects.
Hey All! My name is DeShawn Samad, I am a Senior from Pasadena, CA. Pasadena is in the northern part of Los Angeles county, since it is incorporated into the LA area the transportation system is pretty robust. Thought the subway system could be improved for efficiency, the buses and metro rail are pretty efficient to get around to all areas of LA. I have lived in Atlanta for the last five years now, but every time I visit home they are steadily upgrading the subway and rail systems to travel more places. Los Angeles county has a population of about 10 million people and most get around by cars, that creates a ridiculous amount of traffic so more people are looking to public transportation and biking as better methods of transport. My mom tells me that on her morning commute (1 hour +) she’s beginning to see more and more groups of bikers travelling to their work places than she had seen in the past. Because it is such a huge city and expensive city, I know lots of people, especially those who live on the suburban areas, are looking for alternative ways to get around in order to avoid two and three hour driving commutes.
Within the last three years I have travelled to Spain, Cuba, and Bolivia, where many of the methods of transportation were by foot, car, or overcrowded buses. This has influenced my thinking transportation as a way to understand the differences between how others live outside of the United States. I am excited to learn about the Netherlands and the differences in the infrastructure and transportation designs they have there. It is always interesting to observe a new place and see how their alternative methods of building is integrated into their everyday lives.
Hello, world! I'm a 5th year Civil Engineering student at Georgia Tech and in 3 weeks I'll have the amazing opportunity to travel to the Netherlands to study their cycling infrastructure system. To preface this blog, I'll talk a little about where I'm from and my previous experiences with transportation.
I moved around a lot when I was a kid, but a majority of my childhood memories were formed in the city of Evans, Georgia which is located about 10 minutes west of Augusta, Georgia. I usually just tell people I'm from Augusta as most people have heard of The Masters Golf Tournament that takes place there. I would say Evans is your typical suburban area, though. Lots of sprawling neighborhoods, an occasional strip-mall, and transportation infrastructure geared predominantly towards automobiles. Right now, I can't think of a single street in Evans that has a designated bike lane and there is no established bus system, either. Hence, the only feasible and efficient method of transportation within Evans is driving a car. Because of this, I never really gave much thought to any other form of transportation when I was growing up.
Back in the Spring of 2014, I had the opportunity to spend a semester studying at Georgia Tech's European campus located in Lorraine, France. My time spent there was very formative in many ways: one of those being my perspective on transportation. During my four months at GT Lorraine, I traveled to and experienced more places than I ever had before, all without the use of a personal automobile. This was facilitated by Europe's incredible transportation infrastructure which includes: a highly developed system of high-speed trains, plentiful public transportation within cities, and affordable airline prices. One of my most memorable experiences in Europe was my trip to Amsterdam. Upon arriving there, my buddies and I immediately rented bicycles and began to explore the city. I fell in love with the city, partly because of its innate charm and beautiful architecture, and partly because of how the city facilitated cyclists. Not once did I ever feel uneasy while biking through Amsterdam like I often do when biking through Atlanta. Coming back to the States after my trip, I fantasized about what it would be like if the US had an equivalent transportation system to Europe. How incredible would it be to hop on a high-speed train and spend the weekend in Chicago or Miami! Imagine how much larger the cycling community in Atlanta would be if almost every street had a bike lane.
I have a few notable goals for this course. The first is to experience the Dutch culture in a way that I've never done before. From the little experience I do have with the culture, I find it to be very genuine. The people there value different things than Americans, like sustainability rather than efficiency, or quality rather than quantity. Second, I'd like to gain a better understanding for what it would take to begin to alter the transportation system of the US to emulate that of other more sustainable systems. This transformation will require a huge change in the hearts of policy makers and citizens alike, but it is necessary if the US hopes to establish a sustainable transportation system.
Hello, I'm Tanner Passmore, but I go by Reid (my middle name). I'm a rising third year from Bentonville Arkansas, home of Walmart. Bentonville is a small rural town in Northwest Arkansas (NWA). 20 years ago, it didn't even have an interstate passing through it. Three years ago we got our first Chipotle. Now it is the home of numerous IMBA rated mountain biking trails and the 36-mile Razorback Regional Greenway. Despite a good number of trails, cycling is still thought of as a recreational activity rather than a legitimate mode of transportation. Cars pretty much rule the road.
I've traveled to and cycled in Iceland, Lyon, and most recently Toronto. I've learned from
The first thing I check when I visit a city is how to get around. I don't often travel by car, so the my first impression of a city usually involves its public transportation. As such, I learn about different alternatives of transportation. Moreover, I learn about what infrastructure works for different types of cities.
When we visit the Netherlands, I want to figure out the steps needed for a city like Atlanta to adopt Dutch bike infrastructure. Although, as good as its bike infrastructure is, the Netherland's solution may not be feasible for Atlanta. If so, I want to figure out what adjustments need to be made.
My name is Anna Nord and I fell in love with a neon pink beach cruiser at the ripe age of 14.
The bike weighed over 40 lbs (nearly half my weight back then), with tire so thick that it glided across the sand. That bike took me everywhere. Well, everywhere my mom would let me ride.
I grew up in Atlantic Beach, Florida, which for the most part, is fairly easy to navigate by bike. The streets near the beach are laid out in a simple grid and contain a low volume of traffic. On the weekends, I biked 9 miles, by myself, to my friend Niki’s house, in Ponte Vedra Beach. Even though there were no bike lanes, we cruised up and down the streets all day. We’d bike to get Icees at the gas station, and then to Pablo Theaters to meet friends at the movies. I didn’t realize or appreciate how much freedom my bike gave me, at the time.
Riding with friends in Atlantic Beach, Florida
When I was 16, my mom moved to a farm on Black Hammock Island, a beautiful remote area north of Jacksonville, Florida. I stopped biking to friends’ houses and, instead, drove nearly 40 minutes to get anywhere I needed to go. Because Jacksonville was (and still is) a very hostile place for cyclists and pedestrians, I accepted driving as the normal form of transportation.
Exposure to biking at a young age instilled in me an unbreakable love for bikes, but It wasn't until I moved to Boulder Colorado that I became aware of how much biking and walking, for transportation, can impact a person’s physical and mental health. I spent 8 years commuting on Boulder and Denver’s greenway networks. The seamless integration between biking and public transit allowed me to live a car free life, during the weekdays. This experience was profound. It motivated me to learn how we can plan, design, and build cities that support walking and biking as a means of transportation.
Bike to Work Day at the 29th Street Mall Boulder, Colorado 2013
I moved to Atlanta, Georgia to study the technical aspects of transportation planning and engineering, at the Georgia Institute of Technology. My experiences with faculty and students, thus far, have been remarkable. I have learned an incredible amount about infrastructure systems and policies, in America. During the Netherlands Sustainable Transportation Study Abroad trip, I hope to continue building on this foundation of knowledge and gain new perspectives on how we can build integrated multi-modal networks and support a culture of cycling.
Riding with my cousin Archie in Atlantic Beach, Florida 2017
Hi! My name is Miller and I am a third year Civil Engineering undergrad. I grew up in Marietta, just outside of the perimeter. Growing up in the suburbs meant that the only way to get around was by car, so I have rarely used any form of public transportation. My first introduction to a good public transportation came when I visited Boston. I traveled through much of the city and some surrounding suburbs without ever being more than a short walk from a subway stop. This experience opened my eyes to how useful public transport can be and how lacking it is in Atlanta. It felt like everyone in Boston could benefit from the T, regardless of where they lived or worked. MARTA, on the other hand, only serves very limited portions of metro Atlanta. Running a line up I–75 would have been such a natural choice when MARTA was first built; The Cumberland area is completely disconnected from MARTA despite having a major business district, the braves stadium, and the intersection of two major highways all in one place.
I’m excited to visit cities with a completely different way of managing transportation. My parents took me to the Netherlands when I was one year old and I rode around on the front of my father’s bike. I don’t remember much, so I can’t wait to go back again.