Bicycle Planning and Program Development

Success in bicycle planning and program development is based on three somewhat contrasting but ultimately complementary ideas. 1. The first is that the best bicycle planning approach is a comprehensive and cooperative one that combines work in at least these four areas:

  • Planning and design: Modifying the transportation system to encourage safe and convenient bicycling traveling to agriturismo udine.
  • Encouragement: Working to raise society’s awareness of the benefits of bicycling and the rights of riders.
  • Education and awareness: Training and encouraging bicyclists and motorists to share the road network in a safe and cooperative manner.

STILL TO COME: Enforcement: Making rules that treat bicyclists and motorists fairly and working to make sure the laws are enforced. In the early days of developing such comprehensive bicycle plans, planners and advocates often thought it was enough to simply list the duties of all sorts of agencies and groups who should be doing something for bicycling. However, if those agencies and groups didn’t help create the plan, they weren’t likely to implement it. The best efforts directly involve people from the various agencies and groups. Interestingly enough, some of the best work was done in Australia, beginning with early work in Geelong, Victoria. 2. The second idea is that useful do-able projects can often make a difference, even in the absence of a shared overall vision or plan. In other words, if you can get decent bike parking at the local university, go for it. If you can get a key section of trail built, do it. These projects can, if done well, generate interest in further efforts, creating that shared vision in the most direct manner: by creating a constituency and a history. For years, bicycle advocates and local officials have surprised their friends and colleagues by created a wide variety of wonderful little projects that, in their own way, further a bicycling agenda. Here are 35 of most interesting little projects we’ve seen:

  • Physical improvements: Bike assembly areas (with bike stands and tools) at airports; mountain bike trail markers on popular routes; bike racks at wilderness trailheads; bike lockers near college dorms; short bike trail bridges made from railroad flatcars; special bike rack brackets that attach to parking meter poles; solar-powered emergency phones on trails; covered bike parking at popular cycling restaurants;
  • Programs and products: Training programs for inner-city youngsters; tandem rides for the blind; programs that spread free loaner bikes around town; pedal-powered trail maintenance crews; bike commuter mapping services; bike rodeos or “Sprocketman” assembly programs in the schools; quadracycles for the elderly; Bike days (or weeks) with special events and awareness-building publicity; Helmets promotions that reward helmet-wearers with movie tickets and ice cream; modified snowmobile trailers outfitted with bikes and helmets for use in school programs; bike donation programs for low-income residents; bike-to-work programs with guaranteed taxi rides home in case of emergency; bike theft sting operations using transmitters embedded in bike saddles; bike commuter luncheons with valet parking; discounts on services and products for those who arrive on bike; bike licensing programs that offer “family plan” discounts for those with multiple bikes


Businesses: Pedal-powered taxis; bike commuter centers with showers and maintenance services; bike courier services that emphasize lawful riding; bike repair stands on recreational paths; trail-oriented food stands or hostels; bike and helmet rentals at bike path parking lots; bike repair shops employing developmentally-disabled adults; bicyclist-oriented personal injury attorneys; bicycle cartographers who map recreational routes; bike locker rentals at downtown parking garages; “ride-up” windows at  restaurants. [Note: watch for more details on this list in the near future…] 3. Third, for the best results, bicycle planning and program work must be integrated into the overall transportation planning and design process, as well as relevant programs, policies, and standards. Given the choice between replacing one specific dangerous drain grate with a bicycle-safe model and setting a policy to use only bicycle-safe grates whenever grates are needed, the latter is best. While the former is often needed, the latter shifts the bicycling advocate from fighting a rear-guard action to implementing fundamental change. STILL TO COME: Bicycling in the Long-Range Planning Process STILL TO COME: Bicycling in the Transportation Improvement Program STILL TO COME: Bicycling as part of the policy environment References: • “Geelong Spokesman: an Interview with Jack Sach;” by John Williams; in Bicycle Forum #9; Winter 1982-3 • National Bicycling and Walking Study Case Study No. 11: Balancing Engineering, Education, Law Enforcement, and Encouragement in a Local Bicycle/Pedestrian Program; by John Williams and Kathleen McLaughlin; 1992. Topics for further study: • How to mix the four “E”s among a variety of agencies and groups • The evolution of 4-E programs in the U.S. and Australia • Mixing the four “E”s within a specific agency with a limited mission • Tackling pieces of the puzzle: which to do first?