copyright 1996, Tracy-Williams Consulting

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 1: Understand the bicycling situation

In order to set a program's objectives and create a well-targeted action plan, it is vital to look at the current situation. This is particularly true for bicycling because, in many communities, so little is known about it. It is the rare transportation survey that asks where or how much people ride bicycles. In looking at bicycling, the focus should be on the following:

1. Assess levels of actual and potential bicycling.

Approach: Survey the public to determine their concerns, habits, desires, and attitudes with respect to non-motorized and motorized travel. Find out where they ride, where they would like to ride, what the trip purposes are for their riding trips, what barriers keep them from riding (or doing it more), and what concerns and ideas they have.
Result: A study of current use, problems, limitations, and projections of potential use to help set priorities for project ideas and give baseline data for evaluation purposes.

Examples: Davis, as part of their 1991 Transportation System Management Study conducted a survey which gave figures for bicycle commuting and measured the potential for increased utilitarian bicycling among employees of particular workplaces. Similar detailed studies have been done in San Francisco and Toronto.

2. Bike counts should be routinely done.

Approach: Develop a list of locations of interest and work bicycle counts at those locations into the routine traffic count procedures. Counts can be done manually, by using video or stop action cameras, or by modifying standard traffic counting equipment.
Result: A list of bicycle volumes at key locations.

Examples: Eugene has installed loop detectors in key locations on its trail network. As a result, they gather data on an on-going basis. Madison has collected bicycle traffic count data at key locations for years. As a result, they have a good idea of changes in use at those particular sites. While preparing the case for a major improvement to a dilapidated independent bicycle-pedestrian bridge, the Missoula, Montana, bicycle advisory committee conducted a 12-hour bicycle and pedestrian count. With over 2000 people crossing the bridge during that period, it was clear that the project was justified.

3. Identify major hazards and barriers on the road network.

Approach: Conduct a hazard and barrier inventory, focusing on relatively permanent problems. Identify high priority problems.
Result: A list of the barriers and hazards for bicyclists.

Examples: Missoula used a Federal bike map grant to survey the road system for hazards and barriers. In 1982, they identified major hazards like narrow bridges and tunnels and barriers like railroad yards and interstate highways. Currently, bicycle provisions for most of the problem locations identified are planned for elimination as part of the Transportation Improvement Program (TIP).

4. Analyze and quantify reported crashes.

Approach: Assemble and analyze crash reports accumulated for at least several years. These should be categorized according to the crash classification systems developed for the National Highway Traffic Administration: A Study of Bicycle-Motor Vehicle Accidents: Identification of Problem Types & Countermeasure Approaches (1977, Cross & Fisher). While relatively few of the serious car/bike crashes are reported, the reports can give a general picture of the community's problems. By collecting all reports and providing analysis, the task force can help the police set priorities for selective enforcement, educators determine which problems to emphasize in their courses, and media specialists focus on important safety messages.
Result: A study showing the magnitude of the problem, a list of important types of car/bike crashes and a list of the critical factors for each crash type.

Examples: Gainesville has collected their crash statistics for a number of years. In the mid-1980s, for example, they based a series of college student-oriented comic strips on their most common adult bicycle/car crash problems. Missoula began analyzing their car/bike crash records in 1981 and has kept records ever since. As a result, the local bike program has a good idea what crash problems are most common and what kinds of topics should be emphasized in education and awareness campaigns. In 1973-4, Palo Alto's City Engineer conducted a study of bicycle/car crash frequency and bicycle use of a particular sidewalk facility. On the basis of the increase noted in the bicycle/ motor vehicle crash rate, the facility was modified. More recently, a Palo Alto bicycling instructor has analyzed bike/car crash problems of middle school-aged students and developed an education program based on the results.

5. Identify important but unreported crash problems.

Approach: Hospital emergency rooms should be encouraged to collect data on bicyclist admissions and treatment. While detailed causation information is unlikely to come from such data, it will be useful in determining overall crash frequency and severity. This information, when combined with the data from police reports, can help the task force understand the community's bicycle safety problems.
Result: A list of other serious injury-producing bicycle crash types, along with other critical data on ages, location, etc.

Examples: Eugene did a hospital emergency room study as part of their bikeway plan evaluation in 1980. The study allowed the City to determine, among other things, the accident rates for their different types of facilities. Seattle's Harborview Medical Center is a major source for many recent studies, particularly those relating bicycle helmet use and injury severity.

6. Identify bicycle theft problems.

Approach: Analyze bicycle theft reports gathered by the police department. Look at overall numbers per year, particularly popular theft locations, typical theft scenarios, types of bikes stolen, types of locks defeated, and typical values of bikes taken.
Result: A report on how theft happens and how serious a problem bike theft is in the community.

Examples: In 1982, Missoula studied its bicycle theft problem, identifying the main problems. The resulting media and information campaign, registration campaign, and a bike advisory committee-led "sting" project reduced the number of thefts by 50 percent in one year.

7. Identify bicyclist assault problems.

Approach: Analyze police reports on assaults that involve bicyclists. Identify problem locations, typical assault techniques, and possible solutions.
Result: A report on how and where bicyclist assaults happen and how serious a problem they are in the community.

Examples: Philadelphia found that pedestrians were being assaulted on the paths and rest areas in Fairmount Park. Since the early 1970s, they have put plain clothes police on bikes to patrol the park.
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