Presentations delivered at past conferences
Cycling in Cities, Steps toward cycling growth, Growth layers in a Model
Some cities aspire to be cycling-active cities and reach the status of icon cities such as Copenhagen, Amsterdam, Freiburg and other large and smaller cities where cycling is part of the local transportation culture. Frequently, cycling is the first choice for transportation or is combined with trips by commuter train or rapid transit. For these cities, the cycling portion of the transportation mode share tends to be in the 30% plus range. For these cities, transit is an important alternative. Car usage tends to be very low when compared to most North American cities.
For these cities to reach the cycling stature with 30% plus mode share many techniques have been used. One could look at these techniques as layers, each one which can be stacked into a model for cycling growth for a city. These layers encompass the network, the infrastructure, and social marketing for selling the concept to of cycling as a viable alternative for the next trip. So goes the concept.
These layers are not unique to cycling-active cities. Even cities with very low cycling traffic may have a few of these layers in place. Now if a city were to take these successful layers and implement them, then the cycling iconic stage can be reached.
Travel provides an opportunity to view cities from the perspective of successful cycling layers. With time, more cities will be highlighted here.
From a day’s cycling in Austin, some of the cycling advancements that stood out included:
- Network - Density of cycling facilities within the urban core
- Infrastructure - Designing for social cycling; back-in, drive-out car parking adjacent to bike lanes; and traffic circles (small roundabouts) designs for reducing conflict and providing mini-parks.
- City’s approach to cycling - Forward thinking of cycling staff – including narrower traffic lanes; cycling facilities within the city the responsibility of one group, no matter the public ownership of lands (municipal, parks, etc.); and ordinances supporting safe cycling – passing laws.
Cycling and Vibrant, Liveable Cities
Presented at the 2011 Science and Technology Society Conference, Chang-Hua University, Taiwan, 2011-06-25
Presented at the CAA. Changing Lanes Conference in 2011-05-25 in Vancouver, BC
Municipalities have Choice
Municipalities and their politicians, their staff, and residents need to define what type of city they want in the future. That will define the appropriate level of cycling that should be in their transportation system. From that, the proper level of cycling infrastructure design, network design, and social marketing program toolkits can be selected.
Presented at a BCCC Networking Session in 2011-05-15 in Parksville, BC
Significant Cycling Traffic Growth
Significant cycling growth in cities will only come from targeting potential, future cyclists. The most significant growth market for cycling is the motorist of today. The next largest growth market comprises of the future commuters, the children and youths of today. Then as we, the population, age, the seniors will be the next significant opportunity. By providing the cycling infrastructure and network that suits the needs of these markets and supported by targeted social marketing, the switch from driving to cycling and to combine mobility of cycling and transit should evolve at a significant growth rate. The environment must be conducive to attract these to change from the traditional driving model of the last half-century.
Presented 2011-02-03 in San Antonio TX at the Texas Trails & Active Transportation Conference (Bike Texas)
Presented at Vancouver’s downtown Simon Fraser University in 2006
Presented 2001-03- at the Velo-city 2011 Conference in Seville, Spain
Presented 2011-05-16 in Calgary, AB
public bike sharing systems
Public bike systems have been called a transportation mode for the last section of trips. It is an enabler for people to leave their cars at home and choose combined mobility trips instead. Public bikes allow for linearity of trips with routing not being circular, bound in by having to return to a parked vehicle. Public bikes allows for selection of routing independent of set schedules and routes for transit or the rigours of streets affecting car route selection. Public bikes are a transportation fill-in when the transit system shuts down for the night.
That is today. Public bikes are at the first generation for market penetration. In the future, public bike systems will enter new markets where bike provide different services and maybe different bike designs.
Presented 2011-10-24 at the World Share / Transport II Conference in Changzi, China H-JEH Becker
Cycling tourism provides an opportunity for people to travel and to get to know their provinces and country at a pace where the splendor of the lands traversed can be easily absorbed. This tourism is also a significant boost for the economy from provision of accommodation and hospitality in urban to rural municipalities to nurturing significant employment through development of local, provincial, and national bicycle economies.
In essence, it is the return to the early 1900’s before the car became the desired means of transportation.
Growth is happening in many places of large cycling touring networks along with the products that induce people to take on cycling tourism.
For the Province of British Columbia, an initiative was undertaken to interest the provincial government, municipalities, businesses, and the public in a touring cycling network for the province. This network will bring more visitors to the smaller, more rural cities and will contribute to local economies, especially the hospitality, accommodation, and retailing trades.
In North America, La Route Verte in the Province of Quebec is the model to emulate.
Presented at the International Bike Friendly Forum, Chang-Hua University, Taiwan, 2011-06-24, H-JEH Becker
Presented to the Province of British Columbia and the public at regional BCCC Networking Sessions in 2007 and 2008.
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