How can urban areas be designed to better accommodate bicycles?

Urban areas can be designed better for bicycle users when we can address land ownership issues. More often than not, urban planners intending to design connected and accessible routes are faced with 'whose land does this belong to' situations. Some stakeholders are unwilling to give up even a sliver of land to accommodate safer routes for bicycles (or even pedestrians!). There are some ways to get around this: community efforts in realizing the importance of safety and bringing vibrancy and economic gains. Perhaps stubborn stakeholders are able to see the benefits.

I'm sure, everything about bicycle, it's depend urban design of building and areas. I mean, If urban design entering the concept of transportation for the areas, and it's transportation is bicycle and walking, automatically the real transport happen is bicycle and walking. That is why, I believe, if we want to have transportation system, it's can be start from land use and zoning system reform. Because, trip generation in any kind, it's depends on the typically of land use and building function. So, LUTI should be useable to reform existing city has already bad transportation system.

La estimulación de la actividad económica a través de promocionar el uso de la bicicleta suele ser un aspecto subestimado de este medio de transporte. Tanto negocios grandes como peque?os tienen la oportunidad de crear incentivos adecuados para atraer a consumidores que usen bicicleta. Por su puesto que la administración pública desempe?a un papel fundamental con la implementación de la infraestructura en vía. La idea de establecer una red ciclista que conecte directamente con los con los negocios o que fomente la intermodalidad, cuando sea pertinente, puede contribuir significativamente al aumento de los ingresos para estos establecimientos. Por ejemplo, el cicloturismo en áreas urbanas impulsa el desarrollo económico regional.

Bicycle is an an efficient and eco friendly mode of transportation. Provide an important transport mode for last mile connectivity in CBD area, with zero emissions and smoke free urban areas.

Urban areas can accommodate bicycles by incorporating dedicated bike lanes, bike-friendly infrastructure, and secure parking. Integrate bike-sharing programs, traffic calming measures, and intersection improvements. Provide well-lit, covered parking facilities and connect cycling with public transit. Use wayfinding signage, promote education, and ensure regular maintenance. Cultivate a bike-friendly culture for healthier, sustainable urban living.

In rural areas, there needs to be better integration between bikes and bus services. At the very least this means ensuring safe bike storage near to bus stops. However, other countries are increasingly installing bike racks on the front of buses. Cycle racks extend the range of the ‘last mile’ (the radius within which people will travel to catch a bus) to the “last 3 miles”. It also allows people to travel further from their destination bus stop therefore supporting active travel at the end of the bus journey, assisting and extending options for commutes to work, school or for healthcare. Front-mounted bus racks are preferable to rear racks as they are user-operated and the bus driver can see them being loaded.

Obstructionist politicians prevent high quality and connected bike infrastructure from being installed, leading to dangerous gaps and bike lanes that become de-facto parking lanes due to a lack of enforcement or hardened protection (bollards, barriers, etc.). Substandard intersection design leads to cyclists being thrown to the wolves with aggressive drivers and truckers. All this leads to cyclists being (rightfully) concerned for their lives and may decide not to cycle, or worse, get killed or injured. When elected leaders don't care for our safety or actively disparage active transportation, it does not instill confidence in riders that we are welcome and protected in our own city.

Even where dedicated or segregated cycle lanes are provided, an issue for less assertive cyclists is what happens when these meet with road junctions. These can prove daunting to users, and unfortunately have proved to be dangerous. To overcome this, the 'Cyclops' style of signalised junction provides an enhanced facility to both cyclists and pedestrians, but without unduly inconveniencing them. Based on Dutch-style roundabouts, but adaptable to a wide range of junction geometries, they can be fitted into reasonably small footprints.

Barriers that exist in a city like San Antonio are seen in the vehicles that congest the small two way or one way streets. One solution could be to provide car free zones within the city that only allow for our cyclists, the horse carriages, and our walkers. In addition, where cars are present, it would be in the cyclists/walkers best interest to have walking/biking lights allow for them to move 15 seconds before the light allows for cars to move straight or turn right, and that can be supported by Jeff Speck.

Its modal share will remain less than that of the automobile while cycling facilities require space, which is often taken up from pedestrian space. Creating a cycling network requires space in an often restricted urban environment, a network that is legible and secure for cyclists but also for pedestrians. The bicycle is for the pedestrian undetectable and unpredictable. It is an underestimated source of danger for the pedestrian.

The key is to look at the inventory of streets in one’s city. Every multilane street is an opportunity for a road diet that would enable the construction of protected bike lanes. This may seem outlandish, but we now know that each additional lane for motorists induces demand. In other words, more lanes equals more traffic which begets more congestion. There are no exceptions to this rule. The opposite is also true: fewer lanes results in reduced demand. Extensive research shows that reducing lanes via road diets causes traffic to quite simply evaporate. Why? Because traffic isn’t water, which too many planners can’t understand. People may choose to stay closer to home, use alternate modes, or otherwise reduce their car use.

The first and essential thing is to design a network that meets the needs of potential users. We must identify the main travel attraction points, the streets that lead to these points, and from there, select the most appropriate type of cycling infrastructure based on the conditions of these streets.

Over the years, there have been numerous examples of how not to implement cycle-friendly design. Fortunately, a positive shift is occurring, thanks to comprehensive guides and policies. Recently I conducted a research project exploring the integration of biophilic design & cycle infrastructure. link below: https://www.dhirubhai.net/pulse/cycling-infrastructure-nature-paving-path-connection-james-scott/ Key Message: incorporating nature into cycling infrastructure is not just about design aesthetics; it represents a transformative path towards a sustainable and interconnected urban future. This approach enhances well-being, fosters a profound human-nature connection, and encourages active travel through nature-enriched corridors.

1- Ensure that cycle routes connect to places people are travelling to rather than just across the area of new development. 2- ensure cycle journeys taken along new routes are safer, and faster than the alternatives. Junctions are key, if there’s a complex intersection that requires 2/3minutes of waiting for the lights to change, that period of cool down mid winter is enough to ensure cyclists won’t use the route

Also, can someone please make it rain a little less please. After 30 years of bicycle commuting, the weather is the main reason I choose to not cycle. On those days I use the bus.

The design practices for bicycle-friendly urban areas encompass various solutions like segregated lanes, bike boulevards, & advanced stop lines NACTO's Urban Bikeway Design Guide offers comprehensive solutions, while Copenhagenize advocates for prioritizing bicycles in urban planning GIZ's guideline for Viet Nam highlights key design areas. Challenges include balancing segregation & integration, effective implementation, & thorough evaluation Ethically, addressing systemic inequalities & promoting inclusivity are crucial Innovative strategies involve comprehensive planning #SUIMS model adaptation, & global collaboration among bike-friendly cities Integrating new technologies like smart bikes & sensors enhances cycling convenience and safety

To foster bicycle-friendly urban areas, beyond dedicated lanes, installing bike racks with e-bike charging facilities is key, especially near high-traffic venues like arenas. Such infrastructure not only maintains order by preventing bikes from cluttering sidewalks but also enhances safety for all. Without adequate bike parking, bicycles may obstruct pathways, forcing pedestrians and other riders into streets, posing risks. Thoughtfully designed spaces that cater to cyclists’ needs, including secure and accessible parking solutions, are essential for promoting cycling as a viable and attractive mode of transportation in urban settings.

Urban areas have a wealth of design principles at their disposal to enhance bicycle infrastructure and policies, ultimately making cycling safer and more appealing for everyone. From segregated bike lanes to bike boulevards, advanced stop lines to bike share systems, these strategies prioritize cyclists' needs and encourage more people to choose two wheels over four. By investing in such initiatives, cities can create a more sustainable, healthy, and inclusive transportation landscape for all residents and visitors alike.

In my experience, a cycle network, be it cycle sharing or not, will succeed only if the safety factors are considered. Many cities in India had initiated cycle sharing however it worked only as leisure in low traffic hours. A way to this can be designing a comprehensive cycle track network with combination of greenways, shared routes and separate bike lanes connecting all major nodes.

In my experience, Lima-Callao in Peru, benefits should be also economical. Various states or cities have implemented salarial bonuses for people who ride to their work centers. Economical incentive is key for developed and developing cities. South America and Lima-Callao is not an exception, transit accidents have a high rate, so transit security is really important also, where shared lanes are still not a good strategy.

as metrópoles já vem aplicando recursos para serem amigas da bicicletas, além de melhora o fluxo intenso de carros reduz a emiss?o de gases e traz um novo estilo de vida, mudando hábitos da popula??o, para hábitos mais saudáveis e cuidados com as cidades.

Nunca fui a S?o Paulo, mas tenho muitos colegas que s?o de lá e comentam bastante a respeito da forte predominancia de ciclovias que de certa forma contribui com a diminui??o dos congestionamentos e aglomera??es nos transportes públicos.

Urban areas worldwide have demonstrated the transformative power of implementing bicycle-friendly infrastructure. Cities like Copenhagen, Amsterdam, and Portland serve as inspiring examples, showcasing how dedicated bike lanes, comprehensive networks, and innovative initiatives can significantly increase cycling rates. By prioritizing cyclists and investing in infrastructure, these cities not only promote sustainable transportation but also foster healthier, more vibrant communities. Their success highlights the potential for other urban centers to follow suit and reap the numerous benefits of a bike-friendly environment.

STOP Bicycle Welfare ! Pay for them with Bike and User Fee Taxes” Build Bike Paths, Utilize existing Transportation Infrastructure “where Feasible and Safe to all modes” STOP Bicyclists who ride in multiples against One Way Motorized Traffic! This needs a BiPartisin Solution! Just like The Border and Life!

One thing I don’t see talked about much is cycling’s relation to transit. E.g. 3 bay bike racks on buses are a cheap and easy intermediate step to improving access to existing cycling infrastructure, while helping build the demand for more. And bike bypass stops/stations allow cyclists to go around stopped buses without needing them to slow down. These bus stops also keep cyclists out of traffic that’s not used to interacting with them. Cyclists love these! Another fairly cheap fix is designing proper striping of already scheduled paving projects. Be sure to include actual cyclists during the design phase! Even if they don’t have a transportation planning background they provide invaluable insight & feedback!

We focus on hard infrastructure and seem to forget the basics. It’s not about infrastructure, it’s about access. Walk or ride only requires access to the network. On, off, shared and or separated do not matter more than simply ensuring safe access to the existing network. This can be as simple as making sure the street sweeper cleans the debris off the edge of the road. Yes, building infrastructure is part of the picture. But if you don’t provide access first, there is little point in building infrastructure.

Investing in cycling infrastructure benefits a wide range of micro-mobility solutions, including scooters and electric wheelchairs, and significantly enhances urban inclusion. Such infrastructure makes cities more accessible to everyone, promoting independence and mobility for people with disabilities. By addressing different transport needs, we not only support sustainable travel, but also foster a more inclusive community by ensuring that everyone can navigate urban spaces safely and efficiently. This holistic approach to mobility infrastructure underlines the crucial role of inclusivity in urban planning.

Wide, smooth cycling lanes. Campaigns to promote and educate people on the good of cycling. Increased number of bicycle parking areas around a city