Bike Plan Source 4 Es Article Step 3

Balancing Engineering, Education, Law Enforcement, and Encouragement in Local Bicycle Programs

By John Williams & Kathleen McLaughlin, Adventure Cycling Association

(published February 1993 as Case Study 11 of the National Bicycling and Walking Study; FHWA)

Step 3: Develop a detailed action plan

Once objectives have been established, project proposals and program initiatives can be identified for reaching those ends. The following tasks can form a skeletal Action Plan.

TASKS:
I Engineering and planning

A. Develop a master plan of bike considerations and adopt it as an element of the transportation plan.

1. Map current and potential bicycle destinations.

Approach: Using survey data, work with the planning department to compile a list of bicycling destinations. Identify those residents most likely to travel on bike to each, given typical bicyclist trip distances, and establish the resulting desire lines.
Result: A map of important destinations, combined with those residential areas most logically associated with each, and the resulting desire lines between them.
Examples: Eugene's bike plan, completed in the early 1970s, identified important bicycling travel needs and potential corridors for improving access.

2. Identify necessary bike-related improvements for existing roads.

Approach: Using the information gathered in the user surveys and hazard studies, work with the public works department to identify existing roadways that most need bicycle and pedestrian improvements in light of the desire lines identified in the previous step. Compare the list to the Transportation Improvement Program (TIP) list of projects. Identify already-planned projects that can, possibly with modification, satisfy the bicycle or pedestrian needs identified. Identify new project needs for insertion in the TIP.
Result: A list of projects for insertion in the TIP list; a second list of suggested bike- and pedestrian-related modifications for other planned projects.
Example: Davis' TIP includes many bicycle-related projects. Between 1991 and 2011, the City plans to spend over $20 million on bicycle facilities.

3. Target major bicycle barriers for removal.

Approach: Using the survey data and the hazard and barrier inventories, work with the planning and public works departments to determine which are the most important in terms of their effects on bicycling, particularly given the destination information. In determining which hazards and barriers are highest priority, also consider the potential impact of projects already planned, which may help eliminate the problems.
Result: A prioritized list of independent barrier-removal projects and modifications to already-planned projects for inclusion in the TIP.
Example: Over 20 years ago, Seattle's bicycling community identified the proposed Interstate 90 bridge project as an opportunity to break a major water barrier previously identified. Now the I-90 bicycle path links Seattle and Bellevue using two bridges and one tunnel.

4. Provide new bicycle by-pass routes.

Approach: Using survey data and an analysis of desire lines and potential improvements to existing roads, work with the public works and planning departments to identify by-pass routes (e.g., independent trails, connections through residential neighborhoods, etc.) that may provide a higher level of service than the available roadways.
Result: A prioritized list of trail and by-pass projects for inclusion in the TIP.
Example: When the first section of the American River Trail System in Sacramento was built in the early 1970s, it provided speedy non-motorized access from the north end of town, which has many residential areas, to the heart of town, where many governmental offices are located. Because the trail is located on the river's floodplain, it has very few at-grade intersections. For example, in the six miles from Cal Expo (in the north end of town) to Discover Park (near Old Town), there is one at-grade intersection.

5. Provide bicycle transit links.

Approach: Using information from the user surveys, as well as studies of local transit system usage, work with the local transit authorities to identify potential locations for bike "park and ride" facilities, as well as transit stop access needs for bicyclists. Also consider bus routes that may be good candidates for bike-on-bus pilot projects and look at the potential for allowing bikes on light rail and other commuter trains.
Result: A prioritized list of transit-related projects for inclusion in the transit system's budget priorities; and a prioritized list of access improvement projects for inclusion in the local TIP.
Examples: Seattle provides bike racks on buses on selected routes, as do other communities like Phoenix, and San Diego. Palo Alto and Tacoma allow bikes to on the buses themselves, Palo Alto also provides secure bicycle parking at commuter train stations for those going into San Francisco.

6. Consider bicycle parking at all existing "bicycleable" destinations and showers and lockers at workplaces.

Approach: Based on the user surveys and desire line studies, consider the quality and quantity of available bicycle parking at popular destinations. Work with the public works department and redevelopment agencies to prepare a prioritized plan for addressing those needs that may be satisfied on public property. Help organize a campaign for improving private sector parking provisions. Also, consider providing showers and lockers at public workplaces as a pilot project to encourage other employers to follow suit.
Result: A plan for public bicycle parking installation, suggestions for private sector parking, and a pilot project on public workplace locker and shower provision.
Example: Each year, the Missoula Redevelopment Agency, in cooperation with the Bicycle Program, installs approximately 50 new bicycle racks downtown. Racks are built to City standard and are installed on sidewalks according to a set of location guidelines.

B. Set up standard procedures for dealing with on-going bicycle needs.

1. Adopt bike-friendly road standards.

Approach: In cooperation with the public works, streets, and parks departments, review local standards for such things as drain grates (type and installation), signal timing, traffic lane widths, trail widths, and other bicycle considerations. Use manuals and reports like the AASHTO Guide to the Development of Bicycle Facilities, AASHTO's Policy on Geometric Design of Highways & Streets, and other similar sources for this review. Modify local standards and adopt the changes.
Result: An official set of bicycle-friendly design standards covering roadways, roadside design, and independent paths.
Example: Seattle specifies a vane-design drainage grate for bicycle safety reasons. San Diego uses bicycle-sensitive loop detectors (e.g., quadrupole and modified quadrupole loops) for traffic signal systems on their roadways.

2. Eliminate small problems through a "bicycle spot improvement" program.

Approach: Small barriers (like short stretches of narrow roadway) or hazards (like dangerous drainage grates) should routinely be located and eliminated. Work with the maintenance department to use existing procedures for finding and fixing small barriers and hazards. Identify needs for additional procedures to eliminate those barriers and hazards that such procedures will likely miss.
Result: A procedure for eliminating minor hazards and barriers as a routine part of the public works process.
Example: The Seattle bicycle-pedestrian program has a special budget for pedestrian and bicycle "spot improvements." The program distributes spot improvement postcards to bike shops and other sites; local cyclists and pedestrians use the postcards to alert staff to problems and the program sends the necessary work orders to the street department.

3. Modify land use policies and plans and zoning ordinances to make bicycle trips more feasible.

Approach: In cooperation with local planning officials, review land use plans and zoning ordinances and their assumptions; compare to bicycle travel needs identified in user surveys. In particular, consider the impacts of practices that exclude small-scale commercial development in residential areas on utilitarian bicycling.
Result: Proposed changes to the land use plan and zoning ordinance.
Examples: Gainesville has created higher housing density requirements for areas near their university in order to facilitate bicycle and pedestrian transportation to and from the campus. Davis uses developer dedication and special dwelling unit equivalent fees to build many of their facilities.

4. Modify zoning requirements to include bicycle parking and showers and lockers.

Approach: Work with local zoning officials to review current development regulations and compare to those found in well-known bicycle-friendly communities. Prepare a revised version of the regulations for adoption.
Result: Suggested modifications to the parking ordinance and other relevant aspects of the local zoning regulations.
Examples: Palo Alto requires new commercial developments to include showers, lockers, and secure bicycle parking in their plans. Madison, Gainesville, Boulder, and Seattle, among other communities, also have bicycle parking requirements in their parking ordinances.

II Education

A. Provide instruction in lawful, responsible behavior among bicyclists and motorists.

1. Teach youngsters important bicycling skills.

Approach: Using user surveys and crash studies, work with school administrators and teachers to identify target ages for key educational messages. Review course options and identify opportunities for implementing bicycling curricula for the target ages.
Result: A program that reaches the target audience.
Examples: Missoula's school district has included bicyclist education in its core curriculum since 1980; the program is taught by physical education instructors. Boulder's bicycle-pedestrian program staff includes a full-time education person in charge of implementing curricula in cooperation with the local school system. Madison's program works with the local schools to do the same.

2. Teach adults important bicycling skills.

Approach: Using information gathered from the user studies, as well as the crash studies, work with college and high school administrators and teachers to identify key educational messages. Review course options and identify opportunities for implementing bicycling curricula for the target ages.
Result: A program that reaches the target audience.
Examples: Effective Cycling instructors in Seattle and Tucson, among other communities, have offered adult courses through local junior colleges. Missoula and several other communities have offered cycling classes to traffic law violators through the local municipal court systems.

3. Include bike information in driver training.

Approach: Using crash study data, work with local driver training instructors and violators' classes to identify key messages for delivering to new drivers, as well as those required to take remedial driving courses. Assemble a model curriculum unit and deliver to all local instructors.
Result: A model curriculum and delivery mechanism for reaching drivers during training.
Examples: The Gainesville Bicycle Coordinator taught 14- and 15-year-old drivers' education students how to share the road with bicycles. The coordinator brought copies of bicycle/automobile crash reports to illustrate her points. She then divided the class into groups, each with an accident report. Groups analyzed how the crashes happened and how they could have been avoided.

B. Deliver safety messages via print and electronic media.

1. Determine which safety messages are most important for which audiences.

Approach: Using information gathered from the crash studies, identify important messages for the whole range of target audiences.
Result: A prioritized list of messages and target audiences.
Examples: The Gainesville program determined that one of the audiences most in need of attention was the college student population. Key safety messages that these bicyclists needed to get were identified.

2. Create a process to effectively deliver those messages.

Approach: Work with the local media and other groups to determine how best to reach the audiences identified above, given the resources available.
Result: A long-term strategy for delivering selected messages to key target audiences.
Examples: In 1986, Madison's program created an ambitious helmet campaign, working with local bicycling groups and the media. They did before and after studies of helmet wearing rates and their success in delivering the messages. In Gainesville, officials created college student-oriented bicycling comic strips for publication in the campus newspaper and for printing as brochures.

III Enforcement

A. Improve existing traffic laws and their enforcement.

1. Review and modify bicycle laws.

Approach: In cooperation with the police department and city attorney, review local and state bicycle laws and compare with the current version of the Uniform Vehicle Code and Model Traffic Ordinance. Focus, in particular, on those regulations that may unnecessarily restrict bicycle traffic or that seem out-of-date when compared to the national models.
Result: A report listing suggested changes to local and state traffic laws.
Examples: Palo Alto, after reviewing potential crash problems and liability concerns, decided to allow bicycle traffic on a key expressway. In so doing, they opened a new route for fast across-town travel.

2. Enforce laws that impact bicycle safety.

Approach: Using information from the crash studies, determine which traffic violations are implicated in the most common serious car/bike crashes. Working with the police department, traffic court, and city attorney, develop a plan for enforcing the key laws.
Result: A plan for equitable enforcement of bicycle and motor vehicle traffic laws.
Examples: Since the mid-1980s, Madison's police department has used an on-bike "bicycle monitor" patrol program, staffed by specially-deputized university students, to enforce bicycle traffic laws. Missoula's bicycle patrol routinely gives tickets to cyclists and motorists who violate the law.

3. Review and modify youthful violator procedures.

Approach: In cooperation with the police department, develop procedures for handling young bicycle law violators.
Result: A set of procedures for dealing with young bicyclists.
Examples: For years, Dallas operated a youth court for young bicyclists caught violating traffic laws. The City of Santa Barbara, California, a pioneer in bicycle enforcement, developed a campaign which included special tickets for youngsters, a publicity campaign, and a training film for officers. Missoula has a special warning ticket for youngsters: one copy goes to the violator, one is mailed to the parents, and one is kept at the police station.

B. Reduce the incidence of serious crimes against bicyclists.

1. Develop a strategy for reducing bike theft and increasing the proportion of recovered bikes returned.

Approach: Based on the police department's bike theft study develop a strategy for reducing the impact of bike theft rings and other sophisticated thieves. Also consider means to inform the public of simple steps they can take to keep their bikes from being stolen.
Result: A plan for reducing bike theft in the community.
Example: Missoula used their 1982 bicycle theft study as the basis for TV spots, appearances on news shows, news releases, brochures and posters, all of which promoted using high security locks. They also developed a computerized bicycle registration procedure which has helped identify and return many licensed bikes to their owners.

2. Develop a strategy for reducing assaults on bicyclists.

Approach: Based on the study of bicyclist harassment and assault, develop a standard procedure for dealing seriously with these complaints.
Result: Policies and procedures for dealing with bicyclist assault and harassment.
Example: For years, the Missoula bicycle program has worked with the city attorney's office on a case-by-case basis to resolve complaints of bicyclist harassment. Their efforts resulted in irresponsible motorists receiving numerous warnings and citations.

C. Use bicycling to help accomplish other unrelated departmental goals.

1. Implement bicycle patrols in appropriate areas.

Approach: Based on the experiences of other communities, determine the potential of bicycle patrols in the community and develop an implementation plan.
Result: A plan for funding and creating bicycle police patrols in the community.
Examples: Seattle pioneered the mountain bike patrol as a way of dealing with street crime. After starting in 1987, the patrol has grown to over 100 officers and the founders have given training seminars to police departments all over the country. Each year, hundreds of mountain bike officers gather for a national conference sponsored by the League of American Bicyclists; many also attend the annual "Beat the Streets" patrol competition hosted by Seattle.

IV Encouragement

A. Reduce or eliminate disincentives for cycling and incentives for driving single-occupant motor vehicles.

1. Add bicycle options to agency motor pools.

Approach: Identify all agency motor pools and determine which can be modified to include bicycles. In addition, consider which trips can be efficiently taken on foot. Create a plan of action for adding non-motorized options where possible. Promote the approach as a model for other local employment centers.
Result: A plan for using non-motorized modes in satisfying agency transportation needs.
Examples: For years, Eugene has done bike path maintenance using a bicycle-mounted crew. They tow a bicycle trailer which holds their tools. The City of Seattle recently created a "non-motorized pool," adding bicycles to the motor vehicles available for employee use. The bikes are proving extremely popular.

2. Require companies and agencies to produce balanced transportation plans for their workforce's commuting needs.

Approach: Review city policies and practices, as well as those of private companies and other large employers, that reward driving private automobiles or discourage bicycling. Work with all appropriate agencies and companies to modify those provisions.
Result: A set of proposed options (policies, ordinances, programs) that address institutional biases against bicycling.
Examples: In Palo Alto, a transportation plan for Stanford University suggested helping staff purchase bicycles if they would use them for commuting to work. The City reimburses those who use their bicycles for work-related trips. The University campus in Davis has for many years severely restricted motor vehicle parking. This has been identified as one of the major factors in encouraging students and faculty to ride bikes to the campus.

B. Provide ways for non-participants to receive a casual introduction to bicycling.

1. Include entry-level bicycling activities in local recreation programming.

Approach: Identify existing programs or groups that could become sponsors for introductory-level bicycling activities. Based on user studies create a list of potential activities and match them with groups willing to offer sponsorship.
Result: A schedule of introductory-level bicycle recreational activities.
Examples: Eugene's recreation department sponsored a variety of recreational rides and workshops for novice adult riders through their network of parks. The Chesterfield County Parks Department in Richmond, Virginia, sponsors an annual "Peanut Ride" which visits peanut farms in the area, allowing participants to learn more about local agriculture while getting good exercise.

2. Promote utilitarian bicycling through introductory fun events.

Approach: Through promotional events and media publicity, encourage citizens to ride in place of driving.
Result: An annual series of promotions supporting bicycle travel.
Example: Boulder's annual Bike Week has become a major event over the years, encompassing a schedule of senior citizen rides, bike polo, business challenges, bicycle parades, and non-polluter commuter races. During their Bike to Work Day in 1992, approximately 7000 people rode bicycles to work.

3. Offer key target audiences detailed information on utilitarian bicycling.

Approach: Based on the user studies, determine which audiences are most likely to bicycle; further determine their detailed informational needs and create a plan for getting that information to the audiences.
Result: A plan for giving detailed useful information to key target audiences.
Examples: The Ann Arbor, Michigan, program has run seminars at local hospitals and other employment centers, helping participants learn how bicycle commuting might work for them. In Los Angeles, the El Segundo Employers Association, in cooperation with the Southern California Association of Governments, has produced maps, pamphlets, and seminars to promote non-motorized transportation among their workers.

C. Use electronic and print media to spread information on the benefits of bicycling.

1. Develop and disseminate a limited set of simple but important pro-bicycling messages.

Approach: Based on the user studies, determine the educational needs of bicyclists, assemble a list of the most important messages, and create a media campaign to get them across. Include the experiences of current bicyclists as a way of personalizing the messages and lending added credibility.
Result: A media campaign promoting the benefits of bicycling directed at key target audiences.
Examples: San Diego has used bus-mounted advertising to promote the benefits of non-motorized travel. Seattle, in cooperation with a local TV station, has created a series of local promotional television spots.

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