Wikipedia

Cycling infrastructure

(Redirected from Bicycle route)

See also: Bicycle transportation planning and engineering

Cycling infrastructure is all infrastructure cyclists are allowed to use. Bikeways include bike paths, bike lanes, cycle tracks, rail trails and, where permitted, sidewalks. Roads used by motorists are also cycling infrastructure, except where cyclists are barred such as many freeways/motorways. It includes amenities such as bike racks for parking, shelters, service centers and specialized traffic signs and signals. The more cycling infrastructure, the more people get about by bicycle.[1]

Cycling infrastructure being placed in Chicago, Illinois
Signposted greenway, bordering on a gracht in Nordhorn, Germany
Cyclists use a segregated cut through of a busy interchange in London at rush hour.
This fietspad (bicycle path) is in the Netherlands safely linking housing with decent street lights.

Good road design, road maintenance and traffic management can make cycling safer and more useful. Settlements with a dense network of interconnected streets tend to be places for getting around by bike. Their cycling networks can give people direct, fast, easy and convenient routes.

History

edit
Main article: History of cycling infrastructure

The history of cycling infrastructure starts from shortly after the bike boom of the 1880s when the first short stretches of dedicated bicycle infrastructure were built, through to the rise of the automobile from the mid-20th century onwards and the concomitant decline of cycling as a means of transport, to cycling's comeback from the 1970s onwards.

Bikeways

edit
See also: List of cycleways and Cycle track
"Cycleways" redirects here. For the category of route in London, see List of cycle routes in London § Cycleways.
Protected intersection design based on a common Dutch model, preserving the physical segregation of the cycle lane throughout the intersection

A bikeway is a lane, route, way or path which in some manner is specifically designed and /or designated for bicycle travel.[2] Bike lanes demarcated by a painted marking are quite common in many cities. Cycle tracks demarcated by barriers, bollards or boulevards are quite common in some European countries such as the Netherlands, Denmark and Germany. They are also increasingly common in major cities elsewhere, such as New York, Melbourne, Ottawa, Vancouver and San Francisco. Montreal and Davis, California, which have had segregated cycling facilities with barriers for several decades, are among the earliest examples in North America.

Various guides exist to define the different types of bikeway infrastructure, including UK Department for Transport manual The Geometric Design of Pedestrian, Cycle and Equestrian Routes,[3] Sustrans Design Manual,[4] UK Department of Transport Local Transport Note 2/08: Cycle Infrastructure Design,[5] the Danish Road Authority guide Registration and classification of paths,[6] the Dutch CROW,[7] the American Association of State Highway and Transportation Officials (AASHTO) Guide to Bikeway Facilities, the Federal Highway Administration (FHWA) Manual on Uniform Traffic Control Devices (MUTCD),[8][9] and the US National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide.[10]

In the Netherlands, the Tekenen voor de fiets design manual recommends a width of at least 2 meters, or 2.5 metres if used by more than 150 bicycles per hour. A minimum width of 2 meters is specified by the cities of Utrecht and 's-Hertogenbosch for new cycle lanes.[11] The Netherlands also has protected intersections to cyclists crossing roads.

Terms

edit
 
Segregated cycle facility in Karlsruhe, Germany. Fahrradstraße means "bicycle street".

Some bikeways are separated from motor traffic by physical constraints (e.g. barriers, parking or bollards)—bicycle trail, cycle track—but others are partially separated only by painted markings—bike lane, buffered bike lane, and contraflow bike lane. Some share the roadway with motor vehicles—bicycle boulevard, sharrow, advisory bike lane—or shared with pedestrians—shared use paths and greenways.

Segregation

edit

The term bikeway is largely used in North America to describe all routes that have been designed or updated to encourage more cycling or make cycling safer. In some jurisdictions such as the United Kingdom, segregated cycling facility is sometimes preferred to describe cycling infrastructure which has varying degrees of separation from motorized traffic, or which has excluded pedestrian traffic in the case of exclusive bike paths.[12]

There is no single usage of segregation; in some cases it can mean the exclusion of motor vehicles and in other cases the exclusion of pedestrians as well. Thus, it includes bike lanes with solid painted lines but not lanes with dotted lines and advisory bike lanes where motor vehicles are allowed to encroach on the lane.[13] It includes cycle tracks as physically distinct from the roadway and sidewalk (e.g. barriers, parking or bollards).[14] And it includes bike paths in their own right of way exclusive to cycling. Paths which are shared with pedestrians and other non-motorized traffic are not considered segregated and are typically called shared use path, multi-use path in North America and shared-use footway in the UK.

Safety

edit
Main article: Bikeway safety

On major roads, segregated cycle tracks lead to safety improvements compared with cycling in traffic.[15][16][17][18][19] There are concerns over the safety of cycle tracks and lanes at junctions due to collisions between turning motorists and cyclists, particularly where cycle tracks are two-way.[20][21] The safety of cycle tracks at junctions can be improved with designs such as cycle path deflection (between 2 m and 5 m) and protected intersections.[22] At multi-lane roundabouts, safety for cyclists is compromised. The installation of separated cycle tracks has been shown to improve safety at roundabouts.[16] A Cochrane review of published evidence found that there was limited evidence to conclude whether cycling infrastructure improves cyclist safety.[23]

Legislation

edit
Main article: Bikeway and legislation

Different countries have different ways to legally define and enforce bikeways.

Bikeway controversies

edit
Main article: Bikeway controversies

Some detractors argue that one must be careful in interpreting the operation of dedicated or segregated bikeways/cycle facilities across different designs and contexts; what works for the Netherlands will not necessarily work elsewhere, or claiming that bikeways increase urban air pollution.[24]

Other transportation planners consider an incremental, piecemeal approach to bike infrastructure buildout ineffective and advocate for complete networks to be built in a single phase.[25]

Proponents point out that cycling infrastructure including dedicated bike lanes has been implemented in many cities; when well-designed and well-implemented they are popular and safe, and they are effective at relieving both congestion and air pollution.[26]

Bikeway selection

edit
Main article: Bikeway selection

Jurisdictions have guidelines around the selection of the right bikeway treatments in order make routes more comfortable and safer for cycling.

A study reviewing the safety of "road diets" (motor traffic lane restrictions) for bike lanes found in summary that crash frequencies at road diets in the period after installation were 6% lower, road diets do not affect crash severity, or result in a significant change in crash types. This research was conducted by looking at areas scheduled for conversion before and after the road diet was performed. While also comparing similar areas that had not received any changes. It is noted that further research is recommended to confirm findings.[27]

Bikeway types

edit

Bikeways can fall into these main categories: separated in-roadway bikeways such as bike lanes and buffered bike lanes; physically separated in-roadway bikeways such as cycle tracks; right-of-way paths such as bike paths and shared use paths; and shared in-roadway bikeways such as bike boulevards, shared lane markings, and advisory bike lanes. The exact categorization changes depending on the jurisdiction and organization, while many just list the types by their commonly used names[28][29][30]

Dedicated bikeways

edit
Table of separated and in-road bikeways
Type Variant Description Image
Cycle lane (aka bike lane) Advisory A bike lane which other users are permitted to use, for example to park or pass other vehicles.
 
Advisory bike lane as implemented in Netherlands. Seen in Ouddorp in Alkmaar, North Holland.
Mandatory A bike lane for the exclusive use of cyclists, marked by a solid line in most places.
 
A bike lane in Providence, Rhode Island
Buffered A bike lane with some form of buffer between motor traffic and the cycle lane.
 
Buffered bike lane in Manhattan, New York
Lightly segregated A bike lane with separating features such as wands or orcas.
 
Light segregation on a cycle lane in Berlin
Contraflow A bike lane which allows cyclists to go against the flow of a one-way street.
 
A contraflow lane in Łódź, Poland
Cycle track (aka bike track) A physically separated part of the highway dedicated for cycling which typically excludes all motorized traffic with some sort of vertical barrier
 
A cycle track in the Netherlands
Cycle path (aka bike path or bike trail) A path dedicated for cycling which is remote from a public highway.
 
A cycle path next to a guided busway
Shared use path (aka multi-use path) Shared A path dedicated for both pedestrians and cycling with the whole path shared. This includes greenways, which are trails along a strip of undeveloped land, in an urban area, set aside for recreational use or environmental protection.[31][32] Greenways are frequently created out of disused railways, canal towpaths, utility or similar rights of way, or derelict industrial land. Greenways can also be linear parks, and can serve as wildlife corridors.
 
Former railway line transformed into a shared use path in England
Segregated A path dedicated for both pedestrians and cycling, split into a walking and cycling section, typically by a painted line (or other feature).
 
A segregated cycle path
Road shoulder A reserved lane on the verge of a roadway that is often used by bicyclists and also serves as an emergency stopping lane for motor vehicles.
 
A road shoulder indicating that it can also be used by cyclists

Sharing with motor traffic

edit

Cyclists are legally allowed to travel on many roadways in accordance with the rules of the road for drivers of vehicles.

 
Generously broad separated bike lanes on Dronning Louises Bro in Copenhagen, Denmark. Normally filled with bicycles, as it has been the busiest stretch of bicycle lane in the world.[33] The title has been taken over by Knippelsbro, another bridge in Copenhagen.
 
Baana, a 1.3 kilometres (0.81 mi) long pedestrian and cycling path in the center of Helsinki, Finland
 
An unprotected bike lane in Campbell, California being blocked by a delivery van

A bicycle boulevard or cycle street is a low speed street which has been optimized for bicycle traffic. Bicycle boulevards discourage cut-through motor vehicle traffic but allow local motor vehicle traffic. They are designed to give priority to cyclists as through-going traffic.

A shared lane marking, also known as a sharrow is a street marking that indicates the preferred lateral position for cyclists (to avoid the door zone and other obstacles) where dedicated bike lanes are not available.

A 2-1 road is a roadway striping configuration which provides for two-way motor vehicle and bicycle traffic using a central vehicular travel lane and "advisory" bike lanes on either side. The center lane is dedicated to, and shared by, motorists traveling in both directions. The center lane is narrower than two vehicular travel lanes and has no centerline; some are narrower than the width of a car. Cyclists are given preference in the bike lanes but motorists can encroach into the bike lanes to pass other motor vehicles after yielding to cyclists. Advisory bike lanes are normally installed on low volume streets.[13] Advisory bike lanes have a number of names. The U.S. Federal Highway Administration calls them "Advisory Shoulders".[34] In New Zealand, they are called 2-minus-1 roads. They are called Schutzstreifen (Germany), Suggestiestrook (Netherlands), and Suggestion Lanes (a literal English translation of Suggestiestrook).[35]

Bicycle highways

edit
Main article: Bicycle highway

Denmark and the Netherlands have pioneered the concept of "bicycle superhighways". The first Dutch route opened in 2004 between Breda and Etten-Leur; many others have been added since then.[36] In 2017 several bicycle superhighways were opened in the Arnhem-Nijmegen region, with the RijnWaalpad as the best example of this new type of cycling infrastructure.

The first Danish route, C99, opened in 2012 between the Vesterbro rail station in Copenhagen and Albertslund, a western suburb. The route cost 13.4 million Danish kroner and is 17.5 km long, built with few stops and new paths away from traffic. "Service stations" with air pumps are located at regular intervals, and where the route must cross streets, handholds and running boards are provided so cyclists can wait without having to put their feet on the ground.[37] Similar projects have since been built in Germany among other countries.

The cost of building a bicycle super highway depends on many things, but is usually between €300,000/km (for a wide dedicated cycle track) and €800,000/km (when complex civil engineering structures are needed).[38]

Cycling-friendly streetscape modifications

edit
 
Ciclovia Adriatica, in Italy

There are various measures cities and regions often take on the roadway to make it more cycling friendly and safer. Aspects of infrastructure may be viewed as either cyclist-hostile or as cyclist-friendly. However, scientific research indicates that different groups of cyclists show varying preferences of which aspects of cycling infrastructure are most relevant when choosing a specific cycling route over another.[39] Measures to encourage cycling include traffic calming; traffic reduction; junction treatment; traffic control systems to recognize cyclists and give them priority; exempt cyclists from banned turns and access restrictions; implement contra-flow cycle lanes on one-way streets; implement on-street parking restrictions; provide advanced stop lines/bypasses for cyclists at traffic signals; marking wide curb/kerb lanes; and marking shared bus/cycle lanes.[40]

Colombian city, Bogota converted some car lanes into bidirectional bike lanes during coronavirus pandemic, adding 84 km of new bike lanes; the government is intending to make these new bike lanes permanent. In the US, slow-street movements have been introduced by erecting makeshift barriers to slow traffic and allow bikers and walkers to safely share the road with motorists.[41]

Traffic reduction

edit

Removing traffic can be achieved by straightforward diversion or alternatively reduction. Diversion involves routing through-traffic away from roads used by high numbers of cyclists and pedestrians. Examples of diversion include the construction of arterial bypasses and ring roads around urban centers.

Indirect methods involve reducing the infrastructural capacity dedicated to moving motorized vehicles. This can involve reducing the number of road lanes, closing bridges to certain vehicle types and creating vehicle restricted zones or environmental traffic cells. In the 1970s the Dutch city of Delft began restricting private car traffic from crossing the city center.[42] Similarly, Groningen is divided into four zones that cannot be crossed by private motor-traffic, (private cars must use the ring road instead).[43] Cyclists and other traffic can pass between the zones and cycling accounts for 50%+ of trips in Groningen (which reputedly has the third-highest proportion of cycle traffic of any city). The Swedish city of Gothenburg uses a similar system of traffic cells.[44]

Another approach is to reduce the capacity to park cars. Starting in the 1970s, the city of Copenhagen, where now 36% of the trips are done by bicycle,[45] adopted a policy of reducing available car parking capacity by several per cents per year. The city of Amsterdam, where around 40% of all trips are by bicycle,[46] adopted similar parking reduction policies in the 80s and 90s.

Direct traffic reduction methods can involve straightforward bans or more subtle methods like road pricing schemes or road diets. The London congestion charge reportedly resulted in a significant increase in cycle use within the affected area.[47]

Traffic calming

edit
Main article: Traffic calming

Speed reduction has traditionally been attempted by statutory speed limits and enforcing the assured clear distance ahead rule.

Recent implementations of shared space schemes have delivered significant traffic speed reductions. The reductions are sustainable, without the need for speed limits or speed limit enforcement. In Norrköping, Sweden, mean traffic speeds in 2006 dropped from 21 to 16 km/h (13 to 10 mph) since the implementation of such a scheme.[48]

Even without shared street implementation, creating 30 km/h zones (or 20 mph zone) has been shown to reduce crash rates and increase numbers of cyclists and pedestrians.[49] Other studies have revealed that lower speeds reduce community severance caused by high speed roads. Research has shown that there is more neighborhood interaction and community cohesion when speeds are reduced to 20 mph.[50]

One-way streets

edit

German research indicates that making one-way streets two-way for cyclists results in a reduction in the total number of collisions.[51] In Belgium, all one-way streets in 50 km/h zones are by default two-way for cyclists.[52] A Danish road directorate states that in town centers it is important to be able to cycle in both directions in all streets, and that in certain circumstances, two-way cycle traffic can be accommodated in an otherwise one-way street.[53]

Two-way cycling on one-way streets

edit
 
Two opened one-way streets for cyclists with additional signs (Germany)

One-way street systems can be viewed as either a product of traffic management that focuses on trying to keep motorized vehicles moving regardless of the social and other impacts, such as by some cycling campaigners,[54] or seen as a useful tool for traffic calming, and for eliminating rat runs, in the view of UK traffic planners.[55]

One-way streets can disadvantage cyclists by increasing trip-length, delays and hazards associated with weaving maneuvers at junctions.[40] In northern European countries such as the Netherlands, however, cyclists are frequently granted exemptions from one-way street restrictions, which improves cycling traffic flow while restricting motorized vehicles.[56]

German research indicates that making one-way streets two-way for cyclists results in a reduction in the total number of collisions.[57]

There are often restrictions to what one-way streets are good candidates for allowing two-way cycling traffic. In Belgium road authorities in principle allow any one-way street in 50 kilometres per hour (31 mph) zones to be two-way for cyclists if the available lane is at least 3 metres (9.8 ft) wide (area free from parking) and no specific local circumstances prevent it.[58] Denmark, a country with high cycling levels, does not use one-way systems to improve traffic flow.[59] Some commentators argue that the initial goal should be to dismantle large one-way street systems as a traffic calming/traffic reduction measure, followed by the provision of two-way cyclist access on any one-way streets that remain.[60]

Intersection and junction design

edit

In general, junction designs that favor higher-speed turning, weaving and merging movements by motorists tend to be hostile for cyclists. Free-flowing arrangements can be hazardous for cyclists and should be avoided.[40] Features such as large entry curvature, slip-roads and high flow roundabouts are associated with increased risk of car–cyclist collisions.[61][62] Cycling advocates argue for modifications and alternative junction types that resolve these issues such as reducing kerb radii on street corners, eliminating slip roads and replacing large roundabouts with signalized intersections.[60][63]

Protected intersection

edit
Main article: Protected intersection

Another approach which the Netherlands innovated is called in North America a protected intersection that reconfigures intersections to reduce risk to cyclists as they cross or turn. Some American cities are starting to pilot protected intersections.

Bike box

edit

A bike box or an advanced stop line is a designated area at the head of a traffic lane at a signalized intersection that provides bicyclists with a safer and more visible way to get ahead of queuing traffic during the red signal phase.[64]

Roundabouts

edit
 
A bicycle signal light in Toronto

On large roundabouts of the design typically used in the UK and Ireland, cyclists have an injury accident rate that is 14–16 times that of motorists.[62] Research indicates that excessive sightlines at uncontrolled intersections compound these effects.[61][65] In the UK, a survey of over 8,000 highly experienced and mainly adult male Cyclists Touring Club members found that 28% avoided roundabouts on their regular journey if at all possible.[66] The Dutch CROW guidelines recommend roundabouts only for intersections with motorized traffic up to 1500 per hour. To accommodate greater volumes of traffic, they recommend traffic light intersections or grade separation for cyclists.[67] Examples of grade separation for cyclists include tunnels, or more spectacularly, raised "floating" roundabouts for cyclists.[68]

Traffic signals/Traffic control systems

edit

How traffic signals are designed and implemented directly impacts cyclists.[69] For instance, poorly adjusted vehicle detector systems, used to trigger signal changes, may not correctly detect cyclists. This can leave cyclists in the position of having to "run" red lights if no motorized vehicle arrives to trigger a signal change.[70] Some cities use urban adaptive traffic control systems (UTCs), which use linked traffic signals to manage traffic in response to changes in demand.[69] There is an argument that using a UTC system merely to provide for increased capacity for motor traffic will simply drive growth in such traffic.[71] However, there are more direct negative impacts. For instance, where signals are arranged to provide motor traffic with so-called green waves, this can create "red waves" for other road users such as cyclists and public transport services.[69] Traffic managers in Copenhagen have now turned this approach on its head and are linking cyclist-specific traffic signals on a major arterial bike lane to provide green waves for rush hour cycle-traffic.[72] However, this would still not resolve the problem of red-waves for slow (old and young) and fast (above average fitness) cyclists. Cycling-specific measures that can be applied at traffic signals include the use of advanced stop lines and/or bypasses. In some cases cyclists might be given a free-turn or a signal bypass if turning into a road on the nearside.[40]

 
One of the mountain pass cycling milestones placed along the climb to the Col d'Izoard in the French Alps

Signposting

edit

In many places worldwide special signposts for bicycles are used to indicate directions and distances to destinations for cyclists. Apart from signposting in and between urban areas,[73] mountain pass cycling milestones have become an important service for bicycle tourists. They provide cyclists with information about their current position with regard to the summit of the mountain pass.[74]

Numbered-node cycle networks are increasingly used in Europe to give flexible, low-cost signage.

Widening outside lanes

edit
Main article: Wide outside lane

One method for reducing potential friction between cyclists and motorized vehicles is to provide "wide kerb", or "nearside", lanes (UK terminology) or "wide outside through lane" (U.S. terminology). These extra-wide lanes increase the probability that motorists pass cyclists at a safe distance without having to change lanes.[75][76] This is held to be particularly important on routes with a high proportion of wide vehicles such as buses or heavy goods vehicles (HGVs). They also provide more room for cyclists to filter past queues of cars in congested conditions and to safely overtake each other. Due to the tendency of all vehicle users to stay in the center of their lane, it would be necessary to sub-divide the cycle lane with a broken white line to facilitate safe overtaking. Overtaking is indispensable for cyclists, as speeds are not dependent on the legal speed limit, but on the rider's capability.

 
A buffered bike lane in Vaughan, Ontario, Canada

The use of such lanes is specifically endorsed by Cycling: the way ahead for towns and cities, the European Commission policy document on cycle promotion.[77]

Shared space

edit
 
New Road, Brighton – shared space scheme reduced motor traffic by 93%.

Shared space schemes extend this principle further by removing the reliance on lane markings altogether, and also removing road signs and signals, allowing all road users to use any part of the road, and giving all road users equal priority and equal responsibility for each other's safety. Experiences where these schemes are in use show that road users, particularly motorists, undirected by signs, kerbs, or road markings, reduce their speed and establish eye contact with other users. Results from the thousands of such implementations worldwide all show casualty reductions and most also show reduced journey times.[78] After the partial conversion of London's Kensington High Street to shared space, accidents decreased by 44% (the London average was 17%).[78] However, in July 2018, the UK 'paused' all further shared space schemes over fears that a scheme dependent on eye-contact between drivers and pedestrians was unavoidably dangerous to pedestrians with visual impairments.[79]

 
A shared bus and cycle lane in Mannheim, Germany

CFI argues for a marked lane width of 4.25 metres (13.9 ft).[40] On undivided roads, width provides cyclists with adequate clearance from passing HGVs while being narrow enough to deter drivers from "doubling up" to form two lanes. This "doubling up" effect may be related to junctions. At non-junction locations, greater width might be preferable if this effect can be avoided. The European Commission specifically endorses wide lanes in its policy document on cycling promotion, Cycling: the way ahead for towns and cities.[77]

Shared bus and cycle lanes

edit
Main article: Shared bus and cycle lane

Shared bus and cycle lanes are also a method for providing a more comfortable and safer space for cyclists. Depending on the width of the lane, the speeds and number of buses, and other local factors, the safety and popularity of this arrangement vary.

In the Netherlands mixed bus/cycle lanes are uncommon. According to the Sustainable Safety guidelines they would violate the principle of homogeneity and put road users of very different masses and speed behavior into the same lane, which is generally discouraged.[80]

Road surface

edit

Bicycle tires being narrow, road surface is more important than for other transport, for both comfort and safety. The type and placement of storm drains, manholes, surface markings, and the general road surface quality should all be taken into account by a bicycle transportation engineer. Drain grates, for example, must not catch wheels.

Trip-end facilities

edit

Bicycle parking/storage arrangements

edit
Main article: Bicycle parking
 
Bicycle parking at the Alewife subway station in Cambridge, Massachusetts, located at the intersection of three cycle paths
 
Multi-storey bicycle parking in Amsterdam

As secure and convenient bicycle parking is a key factor in influencing a person's decision to cycle, decent parking infrastructure must be provided to encourage the uptake of cycling.[81] Decent bicycle parking involves weather-proof infrastructure such as lockers, stands, staffed or unstaffed bicycle parks,[82] as well as bike parking facilities within workplaces to facilitate bicycle commuting. It also will help if certain legal arrangements are put into place to enable legitimate ad hoc parking, for example to allow people to lock their bicycles to railings, signs and other street furniture when individual proper bike stands are unavailable.[83]

Other trip end facilities

edit

Some people need to wear special clothes such as business suits or uniforms in their daily work. In some cases the nature of the cycling infrastructure and the prevailing weather conditions may make it very hard to both cycle and maintain the work clothes in a presentable condition. It is argued that such workers can be encouraged to cycle by providing lockers, changing rooms and shower facilities where they can change before starting work.[84]

Theft reduction measures

edit

The theft of bicycles is one of the major problems that slow the development of urban cycling. Bicycle theft discourages regular cyclists from buying new bicycles, as well as putting off people who might want to invest in a bicycle.

Several measures can help reduce bicycle theft:

Certain European countries apply such measures with success, such as the Netherlands or certain German cities using registration and recovery. Since mid-2004, France has instituted a system of registration, in some places allowing stolen bicycles to be put on file in partnership with the urban cyclists' associations. This approach has reputedly increased the stolen bicycle recovery rate to more than 40%. By comparison, before the commencement of registration, the recovery rate in France was about 2%.

In some areas of the United Kingdom, bicycles fitted with location tracking devices are left poorly secured in theft hot-spots. When the bike is stolen, the police can locate it and arrest the thieves. This sometimes leads to the dismantling of organized bicycle theft rings, as bike theft generally enjoys a very low priority with the police.

Bicycle lift

edit
Main article: Bike lift
 
Bicycle lift in Trondheim, Norway

Bicycle lifts are used to haul bikes up stairs and steep hills. They are used to improve accessibility and encourage casual cycling.

Bike escalators are widely used in East Asia and are used in parts of Europe.

Impact

edit

According to a 2019 study, protected and separated bike infrastructure is associated with greater safety outcomes for all road users.[86]

A 2021 review of existing research found that closing car lanes and replacing them with bike lanes or pedestrian lanes had positive or non-significant economic effects.[87]

A 2021 case-control study of cities found that redistributing street space for cycling infrastructure—for so-called "pop-up bike lanes" during the COVID-19 pandemic—lead to large additional increases in cycling. These may have substantial environmental and health benefits[88][89] which contemporary decision-makers have pledged to genuinely strive for with set goals such as CO2 emissions reductions of 55% by 2030 by the EU, climate change mitigation responsibilities of the Paris Agreement and EU air quality rules.[90][91]

Integration with public transit

edit
See also: Bicycle carrier
 
Bike commuters disembark at Palo Alto, California

Cycling is often integrated with other transport. For example, in the Netherlands and Denmark a large number of train journeys may start by bicycle. In 1991, 44% of Dutch train travelers went to their local station by bicycle and 14% used a bicycle at their destinations.[92] The key ingredients for this are claimed to be:

  • an efficient, attractive and affordable train service
  • secure bike parking at train stations
  • a quick and easy bicycle rental system for commuters, the OV-bicycle scheme,[93] at train stations
  • a town planning policy that results in a sufficient proportion of the potential commuter population (e.g. 44%) living/working within a reasonable cycling distance of the train stations.

It has been argued in relation to this aspect of Dutch or Danish policy that ongoing investment in rail services is vital to maintaining their levels of cycle use.

Cycling and public transport are well integrated in Japan.[94] Starting in 1978, Japan expanded bicycle parking supply at railway stations from 598,000 spaces in 1977 to 2,382,000 spaces in 1987. As of 1987, Japanese provisions included 516 multi-story garages for bicycle parking.[95]

In some cities, bicycles may be carried on local trains, trams and buses so that they may be used at either end of the trip. The Rheinbahn transit company in Düsseldorf permits bicycle carriage on all its bus, tram and train services at any time of the day.[96] In Munich bicycles are allowed on the S-Bahn commuter trains outside of rush hours,[97] and folding bikes are allowed on city busses. In Copenhagen, you can take your bicycle with you in the S-tog commuter trains, all times a day with no additional costs.[98] In France, the prestigious TGV high-speed trains are even having some of their first class capacity converted to store bicycles.[99] There have also been schemes, such as in Victoria, British Columbia, Acadia, and Canberra, Australia, to provide bicycle carriage on buses using externally mounted bike carriers.[100][101][102]

 
Kōjaku Kōtsū bus in Shiga Prefecture, Japan

In some Canadian cities, including Edmonton, Alberta, and Toronto, Ontario, busses on most city routes have externally mounted carriers for bicycles, and bikes are allowed on the light rail trains at no extra cost outside of rush hour.[103][104] All public transit buses in Chicago and suburbs allow up to two bikes at all times.[105][106][107] The same is true of Grand River Transit buses in the Region of Waterloo, Ontario, Canada.[108] Trains allow bikes with some restrictions.[106][109] Where such services are not available, some cyclists get around this restriction by removing their pedals and loosening their handlebars as to fit into a box or by using folding bikes that can be brought onto the train or bus like a piece of luggage. The article on buses in Christchurch, New Zealand, lists 27 routes with bike racks.

In the EU regional train services must carry bikes, and from 2025 new and major upgraded trains are generally required to have space for at least 4 non-folding bikes; however international services with countries outside the EU are exempt from these rules.[110] In 2023 Eurostar cycle booking was described as “farcical”.[111] Nevertheless EU train operators are sometimes allowed to restrict bikes, for example on old rolling stock or during peak hours.[112]

UK provision for bikes on trains varies considerably,[113] with some train operating companies being criticised, for example for only providing vertical storage, which can be difficult or impossible to use.[114] A UK Department for Transport 2021 white paper said “Bringing a bike on board makes a train journey even more convenient, yet even as cycling has grown in popularity, the railways have reduced space available for bikes on trains. Great British Railways will reverse that, increasing space on existing trains wherever practically possible, including on popular leisure routes.”[115] A DoT train specification document issued in 2012 says “ Provision must be made for an excess luggage storage area which, as a minimum, is capable of accommodating two bicycles or luggage up to a minimum total volume of 2m3” with a bicycle being defined as a “Full size ‘road’ bicycle with 25inch frame”.[116] As of 2024 some UK train companies severely limit bikes, for example GWR does not guarantee storage for bikes which have wheels with a rim diameter more than 50cm,[117] which most bicycles do.[118]

Bikesharing systems

edit
Main article: Bikesharing

A bicycle sharing system, public bicycle system, or bike share scheme, is a service in which bicycles are made available for shared use to individuals on a very short-term basis. Bike share schemes allow people to borrow a bike from point "A" and return it at point "B". Many of the bicycle sharing systems are on a subscription basis.

Examples of cycling infrastructure

edit

See also

edit

Organizing bodies:

Muli-modal road safety:

References

edit
  1. ^ Mueller, N (2018). "Health impact assessment of cycling network expansions in European cities" (PDF). Preventive Medicine. 109: 62–70. doi:10.1016/j.ypmed.2017.12.011. hdl:10230/42143. PMID 29330030. S2CID 3774985.
  2. ^ "Urban Bikeway Design Guide". National Association of City Transportation Officials. 27 June 2012. Retrieved 30 June 2015.
  3. ^ "Standards for Highways online resources – Detailed guidance – GOV.UK" (PDF).
  4. ^ "Sustrans Design Manual" (PDF). Archived from the original (PDF) on 24 September 2015. Retrieved 8 July 2015.
  5. ^ "Cycle Infrastructure Design" (PDF). Department of Transport. Archived from the original (PDF) on 20 October 2016. Retrieved 9 July 2015.
  6. ^ "Stiklassificering" (PDF). vejdirektoratet.dk. Archived from the original (PDF) on 26 September 2020. Retrieved 30 June 2015.
  7. ^ "Home – CROW". crow.nl. Retrieved 6 March 2018.
  8. ^ "Bicycle Facilities and the Manual on Uniform Traffic Control Devices". Federal Highway Administration (FHWA). Archived from the original on 12 September 2014. Retrieved 8 July 2015.
  9. ^ "2009 MUTCD with Revisions 1 and 2, May 2012". U.S. Federal Highway Administration (FHWA). Retrieved 8 July 2015.
  10. ^ "Urban Bikeway Design Guide". National Association of City Transportation Officials. 27 June 2012.
  11. ^ "How wide is a Dutch cycle path?". wordpress.com. 29 June 2011.
  12. ^ "Sustrans Handbook for Cycle-friendly Design" (PDF). Sustrans. Archived from the original (PDF) on 24 September 2015. Retrieved 9 July 2015.
  13. ^ a b "Advisory bike lane". Association of Pedestrian and Bicycle Professionals. Retrieved 8 July 2015.
  14. ^ "Cycle Tracks – National Association of City Transportation Officials". 14 December 2011.
  15. ^ Lusk, A. C.; Furth, P. G.; Morency, P.; Miranda-Moreno, L. F.; Willett, W. C.; Dennerlein, J. T. (2011). "Risk of injury for bicycling on cycle tracks versus in the street". Injury Prevention. 17 (2): 131–5. doi:10.1136/ip.2010.028696. PMC 3064866. PMID 21307080.
  16. ^ a b Reynolds, Conor CO; Harris, M Anne; Teschke, Kay; Cripton, Peter A; Winters, Meghan (21 October 2009). "The impact of transportation infrastructure on bicycling injuries and crashes: a review of the literature". Environmental Health. 8 (1): 47. Bibcode:2009EnvHe...8...47R. doi:10.1186/1476-069x-8-47. ISSN 1476-069X. PMC 2776010. PMID 19845962.
  17. ^ Schepers, P.; Twisk, D.; Fishman, E.; Fyhri, A.; Jensen, A. (1 February 2017). "The Dutch road to a high level of cycling safety". Safety Science. 92: 264–273. doi:10.1016/j.ssci.2015.06.005. hdl:11250/2766251. ISSN 0925-7535. S2CID 110938997.
  18. ^ Teschke, Kay; Harris, M. Anne; Reynolds, Conor C. O.; Winters, Meghan; Babul, Shelina; Chipman, Mary; Cusimano, Michael D.; Brubacher, Jeff R.; Hunte, Garth; Friedman, Steven M.; Monro, Melody; Shen, Hui; Vernich, Lee; Cripton, Peter A. (2012). "Route Infrastructure and the Risk of Injuries to Bicyclists: A Case-Crossover Study". American Journal of Public Health. 102 (12): 2336–43. doi:10.2105/AJPH.2012.300762. PMC 3519333. PMID 23078480.
  19. ^ Ling, Rebecca; Rothman, Linda; Cloutier, Marie-Soleil; Macarthur, Colin; Howard, Andrew (February 2020). "Cyclist-motor vehicle collisions before and after implementation of cycle tracks in Toronto, Canada". Accident Analysis & Prevention. 135: 105360. doi:10.1016/j.aap.2019.105360. ISSN 0001-4575. PMID 31785479. S2CID 208515946.
  20. ^ Ling, Rebecca; Rothman, Linda; Cloutier, Marie-Soleil; Macarthur, Colin; Howard, Andrew (February 2020). "Cyclist-motor vehicle collisions before and after implementation of cycle tracks in Toronto, Canada". Accident Analysis & Prevention. 135: 105360. doi:10.1016/j.aap.2019.105360. ISSN 0001-4575. PMID 31785479. S2CID 208515946.
  21. ^ http://vbn.aau.dk/files/14344951/agerholm_et_al._bicycle_paths.pdf[full citation needed]
  22. ^ Zangenehpour, Sohail; Strauss, Jillian; Miranda-Moreno, Luis F.; Saunier, Nicolas (1 January 2016). "Are signalized intersections with cycle tracks safer? A case–control study based on automated surrogate safety analysis using video data". Accident Analysis & Prevention. 86: 161–172. doi:10.1016/j.aap.2015.10.025. ISSN 0001-4575. PMID 26562673.
  23. ^ Mulvaney, Caroline A; Smith, Sherie; Watson, Michael C; Parkin, John; Coupland, Carol; Miller, Philip; Kendrick, Denise; McClintock, Hugh (10 December 2015). Cochrane Injuries Group (ed.). "Cycling infrastructure for reducing cycling injuries in cyclists". Cochrane Database of Systematic Reviews. 2015 (12): CD010415. doi:10.1002/14651858.CD010415.pub2. PMC 8629647. PMID 26661390.
  24. ^ Solomon, Lawrence (1 December 2017). "Ban the Bike". Financial Post.
  25. ^ Brown, Mark (9 October 2020). "The Benefits of Building Complete Bike Lane Networks In One Fell Swoop". Car Free America. Retrieved 14 October 2020.
  26. ^ Norman, Will (1 December 2017). "Bike lanes don't clog up our roads, they keep London moving". The Guardian. Retrieved 6 March 2018.
  27. ^ Herman, F. (30 May 2019). "Evaluation of Lane Reduction "Road Diet" Measures and Their Effects on Crashes and Injuries". FDLP Electronic Collection Archive. Archived from the original on 30 May 2019. Retrieved 30 May 2019.{{cite web}}: CS1 maint: bot: original URL status unknown (link)
  28. ^ "Highway Design Manual, Chapter 1000" (PDF). California Department of Transportation. Retrieved 7 July 2015.
  29. ^ "City of Portland Bicycle Master Plan" (PDF). Retrieved 7 July 2015.
  30. ^ "NYC Street Design Manual" (PDF). Archived from the original (PDF) on 28 December 2019. Retrieved 8 July 2015.
  31. ^ Oxford Dictionary of English
  32. ^ Encyclopedia of Environmental Studies by William Ashworth and Charles E. Little. New York: Facts on File, c1991.
  33. ^ "The world's busiest bike path is in Copenhagen – INDEX: Design to Improve Life®". INDEX: Design to Improve Life®. 30 March 2011. Retrieved 10 June 2016.
  34. ^ "Small Towns – Publications – Bicycle and Pedestrian Program – Environment – FHWA". Federal Highway Administration (FHWA).
  35. ^ "Advisory bicycle lanes – Home". Advisory Bicycle Lanes.
  36. ^ "A view from the cycle path: First cycle "superhighway" revisited".
  37. ^ "The project | Cykelsuperstier". www.cykelsuperstier.dk. Archived from the original on 17 April 2012. Retrieved 15 January 2022.
  38. ^ Buekers, J; Dons, E; Elen, B; Int Panis, L (2015). "Health impact model for modal shift from car use to cycling or walking in Flanders: application to two bicycle highways". Journal of Transport and Health. 2 (4): 549–562. Bibcode:2015JTHea...2..549B. doi:10.1016/j.jth.2015.08.003.
  39. ^ Susanne Grüner; Mark Vollrath (27 June 2021). "Reaching Your Destination on Time - Route Choice Decisions of Different Commuter Cyclist Types". Advances in Human Aspects of Transportation. Lecture Notes in Networks and Systems. Vol. 270. pp. 162–169. doi:10.1007/978-3-030-80012-3_20. ISBN 978-3-030-80011-6. S2CID 237284652.
  40. ^ a b c d e Cycle-Friendly Infrastructure: Guidelines for Planning and Design Archived 7 February 2012 at the Wayback Machine, Institution of Highways and Transportation, Cyclists Touring Club, 1996.
  41. ^ Johanson, Mark (19 November 2020). "How bike-friendly 'slow streets' are changing cities". BBC. Archived from the original on 18 November 2020. Retrieved 29 October 2021.
  42. ^ Woonerf revisited Archived 9 April 2008 at the Wayback Machine Delft as an example, Steven Schepel, Childstreet2005 conference, Delft 2005 (Accessed 21 February 2007
  43. ^ Transport Planning in Groningen, Holland Bicycle Fixation (Accessed 27 January 2007)
  44. ^ The Impacts of Reallocating road space on Accident Rates: Some Initial Evidence Sally Cairns Note from Road Danger Reduction Forum conference, Leicester, 16 February 1999. (Accessed 7 March 2014)
  45. ^ "Copenhagens Bicycle Account 2014" (PDF). Archived from the original (PDF) on 5 September 2015. Retrieved 15 January 2017.
  46. ^ DIVV Amsterdam Archived 27 January 2005 at the Wayback Machine
  47. ^ "Cycling in London Report, May 2008 section 4.6" (PDF). tfl.gov.uk.
  48. ^ "No accidents after road conversion in Norrköpping" (PDF). Newsletter. Shared Space. 2007. Archived from the original (PDF) on 9 April 2008. Retrieved 18 March 2008.
  49. ^ Elizabeth Press (30 August 2010). "No Need for Speed: 20s Plenty for Us". Streetfilms. Archived from the original on 27 November 2021. Retrieved 27 November 2011.
  50. ^ Joshua Hart. "Driven To Excess: A Study of Motor Vehicle Impacts on Three Streets in Bristol UK" (PDF). Walk21. Archived from the original (PDF) on 26 April 2012. Retrieved 27 November 2011.
  51. ^ Traffic safety on one-way streets with contraflow bicycle traffic, Alrutz, D., Angenendt, W., Draeger, W., Gündel, D., Straßenverkehrstechnik, 6/2002
  52. ^ Le SUL Cyclistes a contresens dans les sens uniques Archived 14 May 2009 at the Wayback Machine Groupe de Recherche et d'Action des Cyclistes Quotidiens, Brussels 2006, (Accessed 27 January 2007)
  53. ^ "Collection of Cycle Concepts". Danish Roads Directorate. 2000. Archived from the original on 27 September 2007. Retrieved 18 March 2008.
  54. ^ Hanka, Matt; Gilderbloom, John (31 January 2008). "Oped: Time to end one-way thinking". The Courier-Journal. Retrieved 31 January 2015.(subscription required)
  55. ^ "Traffic calming schemes: One way streets, banned turning movements and no entry restrictions". Bury Metropolitan Borough Council. Archived from the original on 16 May 2010. Retrieved 26 March 2008.
  56. ^ "Ministerieel rondschrijven betreffende de toepassing van het beperkt éénrichtingsverkeer". Belgisch Staatsblad. 13 November 1998., "Circulaire ministérielle relative à l'application du sens unique limité". Moniteur Belge. 13 November 1998.
  57. ^ Verkehrssicherheit in Einbahnstraßen it gegengerichtetem Radverkehr Archived 14 May 2009 at the Wayback Machine, Alrutz, D., Angenendt, W., Draeger, W., Gündel, D., Straßenverkehrstechnik, 6/2002
  58. ^ Le SUL Cyclistes a congress dans les sens uniques Archived 14 May 2009 at the Wayback Machine Groupe de Recherche et d'Action des Cyclistes Quotidiens, Brussels 2006, (Accessed 27 January 2007)
  59. ^ Collection of Cycle Concepts Archived 27 September 2007 at the Wayback Machine, Danish Roads Directorate, Copenhagen, 2000
  60. ^ a b Infrastructure position document Archived 9 June 2009 at the Wayback Machine, Dublin Cycling Campaign (Accessed 27 January 2007)
  61. ^ a b Layout and Design Factors Affecting Cycle Safety at T-Junctions, Henson R. and Whelan N., Traffic Engineering and Control, October 1992
  62. ^ a b Pedal cyclists at dual carriage-way slip roads, M.C. Williams and R.E. Layfield, Traffic Engineering and Control, pp. 597–600, November 1987
  63. ^ Multilane Roundabouts Archived 2 December 2012 at the Wayback Machine, An Information Sheet, Galway Cycling Campaign, February 2001
  64. ^ "Bike box". National Association of City Transportation Officials. 14 December 2011. Retrieved 9 July 2015.
  65. ^ Accidents at Three Arm Priority Junctions on Urban Single Carriageway Roads Summersgill I., Kennedy J.V. and Baynes D. TRL Report 184, Transport Research Laboratory, 1996.
  66. ^ Cyclists and Roundabouts-A review of literature, Allot, and Lomax, 1991
  67. ^ "The best roundabout design for cyclists. The safest Dutch design described and an explanation of why this is the most suitable for adoption elsewhere". A view of the cycle path. Retrieved 9 July 2015.
  68. ^ "Spectacular New Floating Cycle Roundabout". Bicycle Dutch. 22 August 2012. Retrieved 9 July 2015.
  69. ^ a b c Priority for cycling in an urban traffic control system, Stephen D. Clark, Matthew W. Page, Institute for Transport Studies, University of Leeds, Velomondial Conference Proceedings, Amsterdam 2000
  70. ^ Traffic Signal Actuators: Am I Paranoid? John S. Allen, 2003 (Accessed 25 March 2008)
  71. ^ Assessing the Impact of Local Transport Policy Instruments Susan Grant-Muller (Editor), it is Working Paper 549, Institute of Transport Studies, Leeds University, April 2000
  72. ^ Green wave for cycles Archived 27 February 2008 at the Wayback Machine, Cycle Campaign Network News, No 85, November 2006
  73. ^ "Holland-Cycling.com – Signposting". Holland-cycling. Retrieved 28 August 2014.
  74. ^ "Cycling – Pra Loup". Valée Ubaye. Archived from the original on 5 December 2020. Retrieved 25 August 2014.
  75. ^ "Legally Speaking – with Bob Mionske: Law of the land". velonews.com. Archived from the original on 11 October 2008.
  76. ^ Steven G. Goodridge PhD (18 February 2005). "Wide Outside Through Lanes: Effective Design of Integrated Passing Facilities" (PDF). Archived from the original (PDF) on 9 April 2008. Retrieved 7 March 2008. The function of wide outside through lanes as passing facilities is presented.
  77. ^ a b Cycling: the way ahead for towns and cities Archived 10 May 2008 at the Wayback Machine, European Commission, 1999
  78. ^ a b Simon Jenkins (29 February 2008). "Rip out the traffic lights and railings. Our streets are better without them". The Guardian. Guardian News and Media. Retrieved 18 March 2008.
  79. ^ "'Shared' road schemes paused over dangers to blind people". BBC News. 27 July 2018. Retrieved 16 January 2022.
  80. ^ "Sustainable Safety". wordpress.com. 2 January 2012.
  81. ^ "Federal Highway Administration Research and Technology-- – Federal Highway Administration". Archived from the original on 30 May 2010. Retrieved 19 October 2011.
  82. ^ Michael Baltes (2005), Integration of bicycles and transit, National Research Council (U.S.). Transportation Research Board, p. 39, The first staffed bicycle parking facility in the United States was opened in Long Beach, California.
  83. ^ Success is on the cards, London Cyclist, June–July 2009, p. 6
  84. ^ Guide for Employers: Showers, lockers and drying room Archived 19 December 2010 at the Wayback Machine, London Cycling Campaign, 13 September 2006 (Accessed 16 August 2007)
  85. ^ Staples, Steven. "Holland-Cycling.com – Bicycle parking". holland-cycling.com. Retrieved 6 March 2018.
  86. ^ Marshall, Wesley E.; Ferenchak, Nicholas N. (1 June 2019). "Why cities with high bicycling rates are safer for all road users". Journal of Transport & Health. 13: 100539. Bibcode:2019JTHea..1300539M. doi:10.1016/j.jth.2019.03.004. ISSN 2214-1405. S2CID 191824684.
  87. ^ Volker, Jamey M. B.; Handy, Susan (12 April 2021). "Economic impacts on local businesses of investments in bicycle and pedestrian infrastructure: a review of the evidence". Transport Reviews. 41 (4): 401–431. doi:10.1080/01441647.2021.1912849. ISSN 0144-1647.
  88. ^ Fraser, Simon D.S.; Lock, Karen (December 2011). "Cycling for transport and public health: a systematic review of the effect of the environment on cycling". European Journal of Public Health. 21 (6): 738–743. doi:10.1093/eurpub/ckq145. PMID 20929903.
  89. ^ Gore, Ross; Lynch, Christopher J.; Jordan, Craig A.; Collins, Andrew; Robinson, R. Michael; Fuller, Gabrielle; Ames, Pearson; Keerthi, Prateek; Kandukuri, Yash (24 August 2022). "Estimating the Health Effects of Adding Bicycle and Pedestrian Paths at the Census Tract Level: Multiple Model Comparison". JMIR Public Health and Surveillance. 8 (8): e37379. doi:10.2196/37379. PMC 9453587. PMID 36001362.
  90. ^ Penney, Veronica (1 April 2021). "If You Build It, They Will Bike: Pop-Up Lanes Increased Cycling During Pandemic". The New York Times. Retrieved 19 April 2021.
  91. ^ Kraus, Sebastian; Koch, Nicolas (13 April 2021). "Provisional COVID-19 infrastructure induces large, rapid increases in cycling". Proceedings of the National Academy of Sciences. 118 (15): e2024399118. Bibcode:2021PNAS..11824399K. doi:10.1073/pnas.2024399118. ISSN 0027-8424. PMC 8053938. PMID 33782111.
  92. ^ Ton Welleman: The autumn of the Bicycle Master Plan: after the plans, the products in: Proceedings of the 8th VELO-CITY Conference, Basel, 26–30 September 1995
  93. ^ Staples, Steven. "Holland-Cycling.com – Bicycle rental". holland-cycling.com. Retrieved 6 March 2018.
  94. ^ Cycling for Transportation: The Japanese Example By Paul Dorn (Accessed 27 January 2007)
  95. ^ Bicycle Access to Public Transportation: Learning from Abroad by Michael Replogle, Journal of the Institute for Transportation Engineers, December 1992
  96. ^ Taking bicycles on the VRR Archived 19 October 2007 at the Wayback Machine Rheinische Bahngesellschaft AG (Accessed 23 February 2007)
  97. ^ eCommerce, Deutsche Bahn AG, Unternehmensbereich Personenverkehr, Marketing. "Fahrradtageskarte". Archived from the original on 1 March 2021. Retrieved 14 September 2015.{{cite web}}: CS1 maint: multiple names: authors list (link)
  98. ^ "What are you allowed to bring on public transportation?". Visitcopenhagen. Retrieved 10 June 2016.
  99. ^ First class to bike class Archived 28 September 2007 at the Wayback Machine Cycle Campaign Network News Archive 2006 (Accessed 23 February 2007)
  100. ^ "BC Transit – Welcome to Victoria". Archived from the original on 1 May 2008. Retrieved 19 October 2011.
  101. ^ "New Ways to Explore Acadia". exploreacadia.com. Archived from the original on 12 March 2008.
  102. ^ "Home". action.act.gov.au. 4 June 2017. Archived from the original on 31 October 2012. Retrieved 19 October 2011.
  103. ^ "Bikes on ETS". edmonton.ca. Archived from the original on 10 September 2015.
  104. ^ "TTC Bike Racks". City of Toronto Knowledge Base. City of Toronto. Retrieved 12 October 2018.
  105. ^ "Bikes on Buses :: City of Edmonton". Archived from the original on 27 October 2014. Retrieved 27 October 2014.
  106. ^ a b "Archived copy" (PDF). www.yourcta.com. Archived from the original (PDF) on 14 September 2000. Retrieved 15 January 2022.{{cite web}}: CS1 maint: archived copy as title (link)
  107. ^ "Pace Bus – Bicycle Racks".
  108. ^ "Bus 'n' Bike". grt.ca. Archived from the original on 8 February 2011.
  109. ^ "Metra – Bikes on Trains Program". 9 February 2006. Archived from the original on 9 February 2006. Retrieved 6 March 2018.{{cite web}}: CS1 maint: bot: original URL status unknown (link)
  110. ^ "New rail passenger rights across EU" (PDF).
  111. ^ Tims, Anna (17 August 2023). "Eurostar derailed my efforts to book a bike on to one of its trains". The Guardian. ISSN 0261-3077. Retrieved 3 June 2024.
  112. ^ "L_2021172EN.01000101.xml". eur-lex.europa.eu. Retrieved 2 June 2024.
  113. ^ "Train Travel with Bicycles | National Rail". www.nationalrail.co.uk. Retrieved 3 June 2024.
  114. ^ Walker, Peter (4 November 2019). "Do rail companies need to change their bike policies?". The Guardian. ISSN 0261-3077. Retrieved 3 June 2024.
  115. ^ "Williams-Shapps plan" (PDF).
  116. ^ "Train Technical Specification" (PDF). p. 60.
  117. ^ "Cycling by train" (PDF).
  118. ^ "A guide to cycle tyre sizes | Cycling UK". www.cyclinguk.org. Retrieved 3 June 2024.
edit
 
Wikimedia Commons has media related to Cycling infrastructure.
Retrieved from "https://en.wikipedia.org/w/index.php?title=Cycling_infrastructure&oldid=1257527578#Bikeways"