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With more protected bike lanes and low-stress bike networks being built across the country than ever before, we had a tough time picking this past year’s best new bike lanes. While numerous projects deserve recognition, we rounded up the top nine projects worth emulating. 

9. Marin Boulevard Bikeway
Hoboken and Jersey City, New Jersey



In November, Jersey City and Hoboken completed construction on the Marin Boulevard and Henderson Street bikeway, which was first called for in the “Let's Ride JC Bike Master Plan” as a way to better connect the two cities. The expansion of CitiBike into Hoboken also increased demand to ride between the two cities, says Mike Lydon of Street Plans, who worked on the project’s design. In 2022, CitiBike’s most popular route was between Hoboken Terminal and Jersey City’s Hoboken Avenue and Monmouth Street, which saw a total of 5,500 bike share trips. With the completion of the Marin Boulevard project, those rides can now be made entirely on protected bike lanes.

The bikeway is separated from traffic with plastic curbing and flexible posts, and it includes a textured painted surface that makes the bikeway more visible and improves traction. As a “quick build” project, the cities chose to move forward with somewhat temporary materials to expedite the project and improve safety, something that wouldn’t have been feasible with more permanent materials that require sidewalk reconstruction and drainage work, not to mention a longer timeline. According to Lyndsey Scofield, senior transportation planner of Jersey City, this approach “provides us with more flexibility to iterate on the design over time as we learn what works well and what could be improved.”

After being declared one of Rhode Island’s most dangerous streets, Providence worked with the local community to reimagine Broad Street with protected bike lanes, bus islands, and crosswalk improvements. While balancing the needs of local businesses, bus riders, and people walking and biking, Broad Street now serves as a key component of the city’s Urban Trail Network, improving safety and accessibility for some of the city’s poorest and most diverse neighborhoods to jobs and opportunities citywide, as well as access to three major urban parks and multiple regional trails. Space for the bikeway was created by removing a wide center turn lane, which also helped reduce speeding along the street. 

7. Green Lake Outer Loop
Seattle, Washington

By converting a state highway lane into a two-way protected bike lane, Seattle created a new connection between Green Lake — one of the city’s most popular parks — and neighborhoods to the west. It also improved safety along the notoriously dangerous Aurora Avenue. As part of the project, precast concrete jersey barriers, which were repurposed from a nearby bridge repair project, were used to provide ample protection from adjacent motor vehicles. They also helped accelerate the construction of the project due to their immediate availability. 

According to Brock Howell, a member of the local advocacy group Aurora Reimagined Coalition, one of the primary goals of the project was to provide families the ability to ride around the park’s entire outer loop. The group hopes these improvements are a first phase in what will eventually become a completely redesigned Aurora Avenue, which stretches more than 10 miles from the Seattle-Shoreline border to downtown. “We have more work to do to improve safety along the rest of Aurora Ave North,” says Seattle Department of Transportation Director Greg Spotts, “But we expect this project to lead to safer speeds near Green Lake.” 

6. Hub City Hopper Trail
Spartanburg, South Carolina

As part of the larger 50-mile Daniel Morgan Trail System, the Hub City Hopper Trail — an extension of the Mary Black Rail Trail — demonstrates the benefits of connecting trails to town centers and urban areas. The project makes streets safer for people walking and biking while expanding access to recreational riding opportunities. It’s a trend we hope to see more of in urban and rural areas alike. 

The trail extension is already attracting new development to Spartanburg: A 132-unit housing project, the Fitzgerald, was planned by developers, in part, to take advantage of the city’s investment in the trail extension. In a recent WSPA feature on the project, John Montgomery, chair of the Daniel Morgan Committee, noted that they expect “to continue to see development pop up around the trail, [including] more residential, more apartments, because people see the value in trails and connecting them and promoting health and wellness. It’s a real community builder.” 

In 2021, Spartanburg County received a $23.8 million U.S. Department of Transportation (USDOT) RAISE grant — one of largest grants awarded by USDOT that year — to install more than 14 miles of multi-use trails and a new bicycle and pedestrian bridge as part of the Daniel Morgan Trail System.

Although it was technically completed in late 2021, we couldn’t resist putting Bloomington’s new 7-Line protected bike lane on our list for 2022. With a population of just under 80,000 people, the 7-Line proves that protected bike lanes aren’t just for big cities like New York or Los Angeles. The project connects downtown Bloomington with Indiana University’s campus and aims to increase bike ridership by providing a safe, comfortable place for people to ride.

In 2015, after Bike Portland called on the city to address a lack of safe space for people walking and biking along Naito Parkway and Waterfront Park, the city responded with improvements that provide plentiful safe space for people walking, biking, and rolling along the parkway. According to Gwen Shaw of Toole Design Group, the adjacent Waterfront Park “became busy with festivals and visitors during the summer months, making the existing conditions of no sidewalk and a standard bike lane a challenge.” Now, with a sidewalk, bi-directional protected bikeway, and pedestrian refuge islands, Naito Parkway offers a complete street that meets the needs of this busy area.

3. Bigelow Boulevard
Pittsburgh, Pennsylvania

The Bigelow Boulevard project, which was initiated and managed by the University of Pittsburgh, serves as an example of how institutions can invest in surrounding communities — to the benefit of both. According to Paul Supowitz, special assistant for strategic initiatives at the University of Pittsburgh, the project was driven by conflicts between various road users, congestion, and the need for better connectivity to the city’s bike network. 

Photo Credit: Matt Johnson, Montgomery County Department of Transportation

2. Capital Crescent Surface Trail
Bethesda, Maryland

When it was completed in November 2022, the Capital Crescent Surface Trail became the third project in Montgomery County to include a protected intersection. As part of a larger network, the project links downtown Bethesda to the nearby Capital Crescent Trail, an 11-mile paved and gravel trail that connects Bethesda with Georgetown and Silver Spring. According to Matt Johnson, capital project manager with the Montgomery County Department of Transportation, the two-phase project is part of a larger planning effort for the nearby Purple Line light rail project.

In April 2022, New York City announced plans to make the 34th Avenue Open Street permanent. (Photo Credit: John Surico)

One great way to make communities safer and more welcoming for people riding bicycles doesn’t even involve constructing new bike paths or bike lanes — simply remove cars from streets.

Although car-free streets have been a staple of people-centered spaces for decades, 2022 saw new examples come to fruition in communities across the country. San Francisco’s JFK Drive (which became permanent after voters rejected a ballot initiative to re-introduce cars), Beach Drive in Washington D.C.’s Rock Creek Park, and new car-free developments such as Culdesac in Tempe and Neighborhood Next in San Diego are all examples that advocates and elected officials should seek to emulate in their own communities. 

While many of these projects, including New York’s 34th Avenue, were spurred by the ongoing COVID-19 pandemic, cities are now moving to make them permanent, a trend unlikely to go away any time soon. Although some car-free streets were phased out of existence by many U.S. cities in the latter half of the 20th century, nearly all of those removals and declines can be attributed to other failed policies such as urban renewal, redlining, and auto-centric zoning. With these new wildly popular projects being integrated into low-stress bike networks, we think it's safe to say that car-free streets are making a comeback.

By all accounts, protected bike lanes save lives, and for the most part, they prevent the most dangerous kind of crashes: getting hit from behind. They don’t, however, keep cyclists safe at intersections, where most crashes happen. There are also a lot of nuances among intersections, with some designs being more dangerous than others. Understanding what works and what doesn’t is key to improving intersection safety and saving lives (as well as money — the average city spends around $100 million a year on road crashes). 

Knowing this, PeopleForBikes made the decision to support sophisticated research from MicroTraffic, a company that helps engineers proactively improve road safety by analyzing traffic videos to produce near-miss data and reports. For this study, the firm relied on artificial intelligence analysis of thousands of hours of video footage focused on signalized intersections. The analysis took into account a variety of situations to determine which designs were more or less likely to result in “right hook” crashes or close calls. 

A key benefit of this analytical approach is that it considered “near misses” and evaluated the actual behavior of road users. Without video analytics, engineers traditionally have to rely on the evaluation of crashes after they happen, leaving them with less meaningful data and often no reliable information about specific behaviors that may have led to the crash. 

After recording data from August 2021 to April 2022, MicroTraffic created a tool that can predict, with impressive accuracy, the rate of crashes and injuries people will suffer depending upon the infrastructure at any given intersection. The resulting report makes 10 recommendations based on design principles, all of which should reduce the number and severity of crashes where a protected bike lane approaches and crosses an intersection.

By far, the most effective intervention was an exclusive signal phase for people on bikes. At such intersections, right-turning cars are held back for a portion of the green signal phase while bicycles and pedestrians cross. Then, bicycles and pedestrians are held back to allow cars to turn. Separating the signal phase reduced conflicts by a whopping 93%. Unfortunately, this treatment is rare because the tradeoffs are significant: both motorists and people on foot and bike experience shorter green phases and therefore longer delays. The report’s top recommendation was to examine those tradeoffs more carefully and choose to implement the exclusive phase more often. 

The rest of the report examined treatments that reduce conflicts where “permissive right turns are allowed,” or instances where cars are allowed to turn right even though people on bikes may be crossing the intersection on their right. Of the nine other recommended design principles, most aim to increase the visibility of people on bikes at the intersection and reduce the speed of motor vehicles at the potential conflict point:

Use paint and signs to alert motorists that they are crossing the bicycle path of travel. Treatments such as a green lane across the intersection or a “crossbike” (a crossing lane for bikes) adjacent to the crosswalk can reduce conflicts by as much as 36%. 

Design “tight” turns with small turning radii, forcing motorists to navigate their turn at very slow speeds. 

Reduce crossing distances by reducing the travel lanes on the cross street or widening the sidewalk and/or median.

Build separate right-turning lanes so people on bikes can predict whether an adjacent car is about to turn right.

Swerve the “crossbike” at the intersection to increase the distance between the turning vehicle and the crossing bicycle.

The report also made some more general recommendations, which will inform PeopleForBikes’ work advising and advocating for safer intersections:

Mixing zones, or combined bike/turn lanes, don’t work well. Researchers found that motorists typically do not merge into the bike lane across the dashed bike lane line as they are required to when an unprotected bike lane approaches an intersection. Instead, they stayed to the left of the bike lane before turning, exposing the bicyclist to “same potential right-hook conflicts as with a protected approach.” The report suggested that “designers are likely better off simply designing for full physical separation up to the intersection.”

Take extra caution when cyclist volumes are low. The data from this report is yet more evidence of the “safety in numbers” theory, which supports that people on bikes are safer there more people there are riding bikes. 

Take extra caution when downhill grades increase cyclist speed approaching an intersection. Grades steeper than a gentle, 2% slope resulted in an increase of conflicts as high as 47% in some cases.  

We hope city planners, elected officials, and decision-makers nationwide pay attention to the recommendations outlined in this study, helping design safer bike networks that are accessible to people of all ages and abilities. 

This Ground-Breaking Research Will Improve Intersection Safety

Ever wonder how all those bike lanes, paths, and trails get built? Not sure where you can turn when legislation and regulations affect your business? Want your company to learn more about the current market and global bike business? 

PeopleForBikes exists to tackle these issues and more, supporting bike riders and bike businesses nationwide. We’re also not your typical industry trade organization: Our mission is to make the United States the best bicycling nation in the world.

More than 320 bicycle brands are members of the PeopleForBikes Coalition — including the industry’s most influential suppliers — and many have been members for more than two decades. 

When our member companies cut their annual membership check, they’re investing in representation that leads to tangible results. 

Since almost all bicycling in the United States takes place on publicly owned paths, roads, and trails, access should never be taken for granted. PeopleForBikes, formerly Bikes Belong, was founded in 1999 by bicycle industry executives to help businesses like yours succeed and improve conditions for all bike riders across the U.S. In 2019, we joined forces with the Bicycle Product Suppliers Association to form a single entity devoted to moving the industry and bicycling forward.

Fast-forward 24 years and PeopleForBikes is more effective in achieving our mission than ever. Our staff works with more than 200 industry executives that serve on our board and committees, all helping steer the industry’s future. We’ve also achieved big wins for the industry when it comes to getting more bike lanes on the ground, increasing the number of people on bikes, and moving important, pro-bike and pro-bike-business policies forward. 

As an organization, we have the connections and tools to help clear a path for your business and staff to do what they do best: build and market the world’s best bicycle products.

Like all other industries, ours operates in a regulatory environment affected by government policy at the municipal, state, and federal levels. Each year, PeopleForBikes monitors more than 400 bills and proposals that could affect your business and lobbies for bicycling’s best interests. As the industry’s trade association, no other organization works on behalf of bike businesses at this scale. 

Here are some of the major wins we achieved in 2022:

We secured the extension of Section 301 tariff exclusions, resulting in more than $350 million in savings across the industry.

We helped lock in more than $50 billion in federal funding to be spent over the next five years for active transportation, a 70% increase in federal bike infrastructure funding with bikes eligible for almost $3 billion a year.

Through one of our most successful campaigns to date, our model three-class legislation for electric bicycles has been passed in 39 states. This sets the national narrative as to how e-bikes should be categorized and establishes that they have similar rights and duties as traditional bicycles.

Seven states now have electric bicycle purchase incentive programs and dozens more exist at the local level due to our advocacy efforts. 

We spearheaded the first industry wide electric bicycle battery recycling program, representing 53 brands, and already collected 20,464 pounds (3,170 batteries) for recycling.

Alongside our Sustainability Working Group, we produced the industry’s first comprehensive Sustainable Packaging Guide and Chemicals Management Memo to help bike industry members improve their packaging and understanding of chemical regulations as they relate to their products.

We concluded work on our Final Mile program, an accelerated build-out of more than 400 miles of bike networks in five U.S. cities. We also hired two new senior staff members devoted to helping build better bike networks nationwide. 

Currently, our team is focused on pivotal issues like tariffs, electric bicycle access and regulations, purchase incentives, and a constant effort to help cities build more bike infrastructure quickly. We also offer the industry’s most robust package of tangible services for bike businesses, free to all staff of our member companies. These include monthly webinars and Bicycle Leadership Conference discounts. These are all available in our private Member Center, which includes some new tools for 2023:

Quantitative and qualitative analyses of headwinds and tailwinds that will affect your company's performance

Bicycle unit sales forecasts, estimating unit sales of bikes, e-bikes, and kids’ bikes through 2028

Single-sport participation trends for various bicycling categories

State-level participation data for eight states (CA, TX, NY, GA, AZ, CO, MN, AR)

Estimates of bicycles sold through the direct-to-consumer market channel 

Measures of access to recreational bicycle facilities across the U.S.

We are also updating our Bicycle Owner’s Manual this year to include electric bicycle content. An owner’s manual is required under federal law and ours is available through a very affordable annual license fee, which can save your company tens of thousands of dollars in production and legal costs.

We deeply appreciate all of our current members that support us and contribute to our work. Thank you! If you’re not currently a PeopleForBikes member and would like to learn more, please email Kerri Salazar, PeopleForBikes’ senior membership manager — it’s a smart investment for every bike business.

It was the late 1990s and I thought we were so clever. We had just convinced the San Francisco Department of Parking and Traffic to incorporate an innovative new design into its bike plan, a bold statement conveying “bikes belong” right there in the middle of the street. I had first seen a shared-use marking, or “sharrow” — a white bicycle painted directly on asphalt — in photos of Paris and Chicago, put there to help bicyclists get through intersections by indicating their path of travel. In 1993, James McKay, a bike planner in Denver, used it on a trial basis to emphasize a bicyclist’s right to ride in the middle of the lane. 

I was the young executive director of the San Francisco Bicycle Coalition. We published a hard-hitting newsletter and organized leaders from businesses, churches, community organizations, youth groups, and more into a coalition that was giving unprecedented voice to the demands of San Franciscans for safer streets. Looking to those examples from Chicago, Paris, and Denver, we pushed to get an improved version of the sharrow design formally included in the city’s bike plan and approved for use by the state of California. Mayor Willie Brown famously painted the first sharrow on Grove Street outside of City Hall, getting some green paint on his fancy suit and laughing it off in his inimitable style. 

The City of Oakland, CA, experimented with this "super sharrow" on 40th Street in hopes that the symbol would be more effective if underlined by green pavement. It didn't work, and the USDOT did not approve the treatment.

San Francisco went on to paint thousands of these symbols all over its bike network, and hundreds of cities followed suit. I thought the sharrow would educate bicyclists to stay out of the “door zone”— the three or so feet of space adjacent to parked cars where motorists opening car doors and bicyclists could collide — and usher in a new era of safer streets, one where motorists would patiently wait behind bicyclists “taking the lane” because this painted symbol made it clear they had the right to do so. Where we couldn’t get a bike lane, I hoped this symbol would effectively convert the mixed-traffic lane into an adhoc bike lane when bicyclists were present.

It turns out that motorists really don’t like to wait behind someone on a bike, regardless of the paint on the street. Even Oakland’s experiment with the so-called “super sharrow,” where the bicycle path of travel is painted solid green, isn’t enough to get people on bikes to comfortably “take the lane.” Sharrow or no sharrow, most people on bikes dangerously hug the edge of the roadway, squeezing themselves into the door zone to avoid blocking car traffic.

Simply put, sharrows don’t do what we hoped they would. Studies back up that claim.

Early research in San Francisco and Florida showed evidence that behaviors changed slightly on streets with sharrows. For example, some bicycle riders positioned themselves a few inches further from the curb or car doors. A 2010 evaluation of shared lane markings in three separate cities again showed that the markings had some positive impact on behavior. Looking closely at the results, however, it was clear the changes were too minor to make a difference. After Oakland’s experiment with the super sharrow, the Federal Highway Administration announced it would not support future experiments, and Oakland does not plan to continue the treatment when it repaves the street. 

San Francisco still uses sharrows, but for the most part, city officials know better than to expect them to do much for safety. Today, beautiful sharrows point bicyclists along the circuitous path of the “wiggle,” where a right-left-right-left series of turns directs riders on a gentle grade between San Francisco’s steep hills. They are great for navigation and, perhaps, concentrating riders on certain streets — that’s about it.

Bright green arrows are useful for marking the zig-zag path that takes bicyclists across San Francisco while avoiding the steep hills.

It’s been more than 20 years since I had high hopes for the sharrow as a tool for safety. Today, we know so much more about what it takes to make our streets safer for bicycling. We need separate bike paths; we need protected bike lanes on busy roads; and where the lanes are shared, we need actual speeds reduced to 20 mph or slower. Sharrows don’t do any of that.

Sharrows do, however, accomplish something pernicious which I did not anticipate. They allow officials to take credit for doing something for bicycle safety without impacting car traffic, even though that something is next to nothing. It’s just pretending, and it’s worse than being honest about priorities. It’s insulting to the public to encourage bicycling by painting bike symbols on the street but doing nothing to actually make riding a bike any safer. 

Yes, good bike infrastructure can require tradeoffs that are more politically challenging than simply painting a symbol on the street. Now, at PeopleForBikes, I’m part of a team that has successfully helped cities build networks of bikeways that actually get more people riding safely and joyfully. We help city leaders with communications, organizing, and political strategies to overcome the challenges they will surely face in building truly effective infrastructure. 

We never suggest using sharrows to create a bikeway. We’ve learned our lessons. Now that we know better, it’s time to do more.

The Village of Ossining, located 40 miles north of New York City on the banks of the Hudson River, is indicative of a lot of other small, more rural communities throughout the United States. With a population of roughly 27,000 people, Ossining faces an incredibly high cost of living, leaving many of its residents underwater with rising housing costs and little in the way of affordable transit options — in fact, the average Ossining household spends 55% of its income on housing and transportation.

Introducing a new method of transportation came about organically. Ossining was working with the holistic planning firm Nelson\Nygaard on a mobility and parking study, the goal of which was to ease some of its downtown parking problems and improve curb management. When that project ended, the village — which prides itself on being a leader when it comes to sustainability — continued to work with the same consulting team, brainstorming ideas for new ways to expand its transportation network over relatively hilly terrain, all without contributing to greenhouse gas emissions. Those sessions led to the creation of Project MOVER. 

MOVER stands for Moving Onto Vast E-Micromobility Replication, and the project’s goal is to dramatically expand access to shared and personal e-bikes for all residents. Not only will Project MOVER feature comprehensive support infrastructure, including e-bike charging docks, low-cost lease-to-own e-bikes, reduced fare shared e-bike trips, and additional bike parking but community-led training and marketing are also integral to the plan.

The Village of Ossining and its project lead, EIT InnoEnergy, were recently selected for a grant through the New York Clean Transportation Prizes program administered by the New York State Energy Research and Development Authority (NYSERDA). One of just 10 projects selected(and one of only four in the electric mobility category), Project MOVER was awarded $7 million and will be eligible to compete for additional funding down the road. 

Project MOVER was designed to deploy e-bikes across three different models. The first is a classic bike share program where people can use a mobile app to find and book a bike, unlock it from a docking station, pay as they use it, and then return it to a docking station to charge. Another is through the use of bike libraries — individual employers or multi-family residences will have fleets of bikes available for their staff or residents to use around Ossining to conduct business or run errands. Finally, the lease-to-own program will allow folks that wish to acquire an e-bike for their exclusive use — and who can demonstrate financial hardship — to enter into a program under which they can lease the e-bike for a short time before transitioning to ownership. 

“We wanted to ensure that e-bikes are not out of reach for anyone in our community, and that is one of the core tenets of Project MOVER,” says Ossining Mayor Rika Levin. “I suspect that most of our adult community members will interact with Project MOVER at several points during the duration of the project.”

Levin predicts that for some, an e-bike will become their primary mode of transportation, while others will use the bikes to connect to recreational opportunities or to run errands when a car is less practical.

“I expect that, even for folks who don’t use the bikes themselves, this program will touch their lives — more bikes on the road, and infrastructure for bikes, makes drivers more conscious of their movements behind the wheel,” says Levin, adding that more alert drivers are always a good thing. 

Crucially, Project MOVER was co-designed with four local nonprofits — Hudson Link, Neighbors Link, Open Door Family Medical Center, and the Interfaith Council For Action — that represent folks often marginalized in community planning processes, including immigrant families, affordable housing tenants, and formerly incarcerated individuals. Ossining is surprisingly diverse for a small town, with a growing immigrant population that 

includes many low-income BIPOC residents. Not only was it important that this population had seats at the planning table from the outset, but they’ll continue to play an important role as the project is lived out, assisting in everything from the placement of charging stations to equipment maintenance to facilitating educational workshops and helmet giveaways.

“One of the most important issues we discussed in planning this project was not only the ability to pay but also, the ability to make payment,” says Levin, explaining that not everyone has access to a debit or credit card and not everyone feels comfortable uploading their personal data into a mobile app. “Fortunately, we have developed strategies so that even those who are unbanked can use the program, with the assistance of partners like Neighbors Link, who will assist in cashiering services.”

In addition to offering a cash payment option, Project MOVER will accept alternative forms of identification and accept offline bookings. Subsidized and free membership options will also be available. The project’s partners will deploy 1,000 e-bikes and 120 charging stations across four incubator communities, with bikes and stations spread out to connect residential areas with public amenities (schools, jobs, grocery stores, etc.), as well as transportation hubs like the regional train station. Part of the new infrastructure will also include a network of convenient and safe bike “boulevards” between key destinations, and many of the e-bike libraries are being established in partnership with local businesses hoping for increased customer traffic.

“Ossining is a socio-economically diverse community—many of our residents cannot easily afford a personal automobile, let alone the insurance, maintenance, and storage requirements that come along with that,” says Levin, adding that many who do own cars do so at the expense of a higher quality of life. “Pedal-assist e-bikes, readily and affordably available, will be a solution for many Ossining residents, while at the same time alleviating some of our parking woes and improving our health by making our community more walkable. It’s a win-win.”

Project MOVER doesn’t yet have a set start date but there are plans for a soft launch at Green Ossining’s Earth Day Festival in April. Once it’s off the ground, data will be a huge part of the project. The implementation team will track how folks choose to get around, as well as what they might choose differently with more options. Learnings from the initial deployment in the Village of Ossining will be shared through the newly formed Electric Mobility Incubator, a knowledge exchange platform for communities to access deployment blueprints and replicate the project in nearby communities.

The plan is to first expand to the towns of Tarrytown, Dobbs Ferry, and Croton-on-Hudson before scaling to include dozens of communities by 2030 (already, the project team has identified 20 additional municipalities within a 30-mile radius with similar mobility profiles). Hopefully, what the small Village of Ossining is doing with e-bikes will ripple outwards, proving a replicable framework for other underserved, car-dependent communities across the country. 

“I think a cultural shift is coming in which we all, regardless of immediate financial condition, will need to re-consider the practicality of using an automobile,” says Levin. “With gas prices ever fluctuating and climate change in our very midst, we in Ossining are working to change the culture around biking infrastructure and make alternative transportation the norm — and maybe even cool.”

This story was originally published on the Better Bike Share Partnership website. To learn about more ways to make shared micromobility more equitable, make sure and sign up for the BBSP newsletter.

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