Cycling infrastructure

{{Use American English|date=August 2023}} {{Short description|Facilities for use by cyclists}} {{Use dmy dates|date=August 2023}} {{See also|Bicycle transportation planning and engineering}} [[File:Most rowerowy - Środula, Sosnowiec.jpg|thumb|upright=1.2|A bicycle bridge in Sosnowiec, Poland]] [[File:Chicago Bicycle Program 01.jpg|thumb|Cycling infrastructure being placed in Chicago, Illinois]] [[File:Bikepath in Nordhorn, Germany.jpg|thumb|Signposted [[Bicycle boulevard|greenway]], bordering on a [[gracht]] in [[Nordhorn]], Germany]] [[File:Cyclists at Hyde Park corner roundabout in London.jpg|thumb|Cyclists use a segregated cut through of a busy interchange in [[London]] at rush hour.]] {{Public Infrastructure}} {{Sustainable_transport_sidebar}} '''Cycling infrastructure''' is all [[infrastructure]] cyclists are allowed to use. Bikeways include [[bike paths]], [[bike lane]]s, [[cycle track]]s, [[rail trail]]s and, where permitted, [[sidewalk]]s. Roads used by [[Motor vehicle|motorists]] are also cycling infrastructure, except where cyclists are barred such as many [[Controlled-access highway|freeways/motorways]]. It includes amenities such as [[Bicycle stand|bike racks]] for parking, shelters, service centers and specialized traffic signs and signals. The more cycling infrastructure there is, the more [[modal share|people travel by]] bicycle.<ref name="Mueller">{{cite journal | last = Mueller | first = N | title = Health impact assessment of cycling network expansions in European cities. | journal = Preventive Medicine | volume =109 | pages =62–70 | year = 2018 | pmid = 29330030| doi = 10.1016/j.ypmed.2017.12.011 | hdl = 10230/42143 | s2cid = 3774985 |url=https://www.zora.uzh.ch/id/eprint/148599/1/Health-impact-assessment-of-cycling-network-expansions-in-European-cities.pdf | hdl-access = free }}</ref>

[[File:Fietspad PeeWee32.jpg|thumb|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 [[Safety of cycling infrastructure|cycling safer]] and [[Cyclability|more useful]]. Settlements with a dense network of [[grid plan|interconnected streets]] tend to be places for [[utility cycling|getting around by bike]]. Their [[cycling network]]s can give people direct, fast, easy and convenient routes.

==History== {{More citations needed|section|date=June 2024}}{{Main|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 == {{See also|List of cycleways|Cycle track}} {{Redirect|Cycleways|the category of route in London|List of cycle routes in London#Cycleways}} [[File:Protected intersections for bicyclists.webm|thumb|right|Protected intersection design based on a common Dutch model, preserving the physical segregation of the cycle lane throughout the intersection]]

A bikeway ([[American English|US]]) or cycleway ([[British English|UK]]) is a lane, route, way or path which in some manner is specifically designed and/or designated for [[bicycle]] travel.<ref name="nacto">{{cite web|title=Urban Bikeway Design Guide|url=http://nacto.org/publication/urban-bikeway-design-guide/|publisher=National Association of City Transportation Officials|access-date=30 June 2015|date=27 June 2012}}</ref> 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 [[Cycling in the Netherlands|Netherlands]], [[Copenhagenization (bicycling)|Denmark]] and [[Germany]]. They are also increasingly common in major cities elsewhere, such as [[Cycling in New York City#Bikeways|New York]], [[Melbourne]], [[Ottawa]], [[Vancouver]] and [[San Francisco]]. [[Montreal]] and [[Davis, California#Bicycling|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'',<ref name="dft">{{cite web|url=http://www.dft.gov.uk/ha/standards/dmrb/vol6/section3/ta9005.pdf|title=Standards for Highways online resources – Detailed guidance – GOV.UK}}</ref> Sustrans Design Manual,<ref name="sustrans-design-manual">{{cite web|title=Sustrans Design Manual|url=http://www.sustrans.org.uk/sites/default/files/file_content_type/sustrans_handbook_for_cycle-friendly_design_11_04_14.pdf|access-date=8 July 2015|archive-url=https://web.archive.org/web/20150924113659/http://www.sustrans.org.uk/sites/default/files/file_content_type/sustrans_handbook_for_cycle-friendly_design_11_04_14.pdf|archive-date=24 September 2015}}</ref> UK Department of Transport Local Transport Note 2/08: Cycle Infrastructure Design,<ref>{{cite web|title=Cycle Infrastructure Design|url=http://www.sustrans.org.uk/sites/default/files/images/files/migrated-pdfs/ltn208.pdf|publisher=Department of Transport|access-date=9 July 2015|archive-date=20 October 2016|archive-url=https://web.archive.org/web/20161020061847/http://www.sustrans.org.uk/sites/default/files/images/files/migrated-pdfs/ltn208.pdf}}</ref> the Danish Road Authority guide ''Registration and classification of paths'',<ref name="vejdirektoratet">{{cite web|url=http://vejdirektoratet.dk/DA/vejsektor/samarbejde/kommuner/samkom/Documents/stiklassificering.pdf|title=Stiklassificering|website=vejdirektoratet.dk|access-date=30 June 2015|archive-date=26 September 2020|archive-url=https://web.archive.org/web/20200926011903/https://www.vejdirektoratet.dk/DA/vejsektor/samarbejde/kommuner/samkom/Documents/stiklassificering.pdf}}</ref> the Dutch ''CROW'',<ref>{{Cite web|url=http://www.crow.nl |title=Home – CROW |website=crow.nl |access-date=6 March 2018}}</ref> 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),<ref>{{cite web|title=Bicycle Facilities and the Manual on Uniform Traffic Control Devices|url=http://www.fhwa.dot.gov/environment/bicycle_pedestrian/guidance/design_guidance/mutcd/|archive-url=https://web.archive.org/web/20140912145452/http://www.fhwa.dot.gov/environment/bicycle_pedestrian/guidance/design_guidance/mutcd/|archive-date=12 September 2014|publisher=Federal Highway Administration (FHWA)|access-date=8 July 2015}}</ref><ref>{{cite web|title=2009 MUTCD with Revisions 1 and 2, May 2012|url=https://mutcd.fhwa.dot.gov/kno_2009r1r2.htm|publisher=U.S. Federal Highway Administration (FHWA)|access-date=8 July 2015}}</ref> and the US [[National Association of City Transportation Officials]] (NACTO) ''Urban Bikeway Design Guide''.<ref name="nacto3">{{cite web|url=http://nacto.org/cities-for-cycling/design-guide/|title=Urban Bikeway Design Guide|publisher=National Association of City Transportation Officials|date=27 June 2012|access-date=30 June 2015|archive-date=28 June 2015|archive-url=https://web.archive.org/web/20150628043413/http://nacto.org/cities-for-cycling/design-guide/}}</ref>

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.<ref>{{cite web|url=https://bicycledutch.wordpress.com/2011/06/30/how-wide-is-a-dutch-cycle-path/|title=How wide is a Dutch cycle path?|date=29 June 2011|website=wordpress.com}}</ref> The Netherlands also has [[protected intersections]] to cyclists crossing roads.

=== Terms === [[File:Fahrradstrasse.jpg|thumb|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]], [[Shared lane marking|sharrow]], advisory bike lane—or shared with pedestrians—[[shared use path]]s and [[Greenway (landscape)|greenway]]s.

==== Segregation ==== 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.<ref>{{cite web|title=Sustrans Handbook for Cycle-friendly Design|url=http://www.sustrans.org.uk/sites/default/files/file_content_type/sustrans_handbook_for_cycle-friendly_design_11_04_14.pdf|website=Sustrans|access-date=9 July 2015|archive-url=https://web.archive.org/web/20150924113659/http://www.sustrans.org.uk/sites/default/files/file_content_type/sustrans_handbook_for_cycle-friendly_design_11_04_14.pdf|archive-date=24 September 2015}}</ref>

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 lane]]s with solid painted lines but not lanes with dotted lines and [[#Advisory bike lane|advisory bike lanes]] where motor vehicles are allowed to encroach on the lane.<ref name="Advisory bike lane">{{cite web|title=Advisory bike lane|url=http://www.apbp.org/?page=2009_2_Advisory|website=Association of Pedestrian and Bicycle Professionals|access-date=8 July 2015}}</ref> It includes [[cycle track]]s as physically distinct from the roadway and sidewalk (e.g. barriers, parking or bollards).<ref name="nacto2">{{cite web|url=http://nacto.org/cities-for-cycling/design-guide/cycle-tracks/|title=Cycle Tracks – National Association of City Transportation Officials|date=14 December 2011}}</ref> And it includes [[bike path]]s 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=== {{Main|Bikeway safety}}On major roads, segregated cycle tracks lead to safety improvements compared with cycling in traffic.<ref name="montreal">{{cite journal |last1=Lusk |first1=A. C. |last2=Furth |first2=P. G. |last3=Morency |first3=P. |last4=Miranda-Moreno |first4=L. F. |last5=Willett |first5=W. C. |last6=Dennerlein |first6=J. T. |year=2011 |title=Risk of injury for bicycling on cycle tracks versus in the street |journal=Injury Prevention |volume=17 |issue=2 |pages=131–5 |doi=10.1136/ip.2010.028696 |pmc=3064866 |pmid=21307080}}</ref><ref name="Reynolds-2009">{{Cite journal |last1=Reynolds |first1=Conor CO |last2=Harris |first2=M Anne |last3=Teschke |first3=Kay |last4=Cripton |first4=Peter A |last5=Winters |first5=Meghan |date=21 October 2009 |title=The impact of transportation infrastructure on bicycling injuries and crashes: a review of the literature |journal=Environmental Health |volume=8 |issue=1 |page=47 |doi=10.1186/1476-069x-8-47 |pmid=19845962 |pmc=2776010 |issn=1476-069X |doi-access=free |bibcode=2009EnvHe...8...47R }}</ref><ref>{{Cite journal |last1=Schepers |first1=P. |last2=Twisk |first2=D. |last3=Fishman |first3=E. |last4=Fyhri |first4=A. |last5=Jensen |first5=A. |date=1 February 2017 |title=The Dutch road to a high level of cycling safety |url=https://www.sciencedirect.com/science/article/pii/S0925753515001472 |journal=Safety Science |language=en |volume=92 |pages=264–273 |doi=10.1016/j.ssci.2015.06.005 |hdl=11250/2766251 |s2cid=110938997 |issn=0925-7535|hdl-access=free |url-access=subscription }}</ref><ref>{{cite journal |last1=Teschke |first1=Kay |last2=Harris |first2=M. Anne |last3=Reynolds |first3=Conor C. O. |last4=Winters |first4=Meghan |last5=Babul |first5=Shelina |last6=Chipman |first6=Mary |last7=Cusimano |first7=Michael D. |last8=Brubacher |first8=Jeff R. |last9=Hunte |first9=Garth |last10=Friedman |first10=Steven M. |last11=Monro |first11=Melody |last12=Shen |first12=Hui |last13=Vernich |first13=Lee |last14=Cripton |first14=Peter A. |year=2012 |title=Route Infrastructure and the Risk of Injuries to Bicyclists: A Case-Crossover Study |journal=American Journal of Public Health |volume=102 |issue=12 |pages=2336–43 |doi=10.2105/AJPH.2012.300762 |pmc=3519333 |pmid=23078480}}

* {{cite web |title=Safety & Route Type: Bicyclists' Injuries & The Cycling Environment |url=http://cyclingincities.spph.ubc.ca/injuries/the-bice-study/ |website=University of British Columbia}}</ref><ref>{{Cite journal |last1=Ling |first1=Rebecca |last2=Rothman |first2=Linda |last3=Cloutier |first3=Marie-Soleil |last4=Macarthur |first4=Colin |last5=Howard |first5=Andrew |date=February 2020 |title=Cyclist-motor vehicle collisions before and after implementation of cycle tracks in Toronto, Canada |journal=Accident Analysis & Prevention |volume=135 |article-number=105360 |doi=10.1016/j.aap.2019.105360 |pmid=31785479 |s2cid=208515946 |issn=0001-4575}}</ref> 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.<ref>{{Cite journal |last1=Ling |first1=Rebecca |last2=Rothman |first2=Linda |last3=Cloutier |first3=Marie-Soleil |last4=Macarthur |first4=Colin |last5=Howard |first5=Andrew |date=February 2020 |title=Cyclist-motor vehicle collisions before and after implementation of cycle tracks in Toronto, Canada |journal=Accident Analysis & Prevention |volume=135 |article-number=105360 |doi=10.1016/j.aap.2019.105360 |pmid=31785479 |s2cid=208515946 |issn=0001-4575}}</ref><ref name="vbn.aau.dk">http://vbn.aau.dk/files/14344951/agerholm_et_al._bicycle_paths.pdf{{full citation needed|date=February 2013}}</ref> The safety of cycle tracks at junctions can be improved with designs such as cycle path deflection (between 2{{nbsp}}m and 5{{nbsp}}m) and [[protected intersection]]s.<ref>{{Cite journal |last1=Zangenehpour |first1=Sohail |last2=Strauss |first2=Jillian |last3=Miranda-Moreno |first3=Luis F. |last4=Saunier |first4=Nicolas |date=1 January 2016 |title=Are signalized intersections with cycle tracks safer? A case–control study based on automated surrogate safety analysis using video data |url=https://www.sciencedirect.com/science/article/pii/S0001457515301068 |journal=Accident Analysis & Prevention |language=en |volume=86 |pages=161–172 |doi=10.1016/j.aap.2015.10.025 |pmid=26562673 |issn=0001-4575|url-access=subscription }}</ref> At multi-lane roundabouts, safety for cyclists is compromised. The installation of separated cycle tracks has been shown to improve safety at roundabouts.<ref name="Reynolds-2009" /> A Cochrane review of published evidence found that there was limited evidence to conclude whether cycling infrastructure improves cyclist safety.<ref>{{Cite journal |last1=Mulvaney |first1=Caroline A |last2=Smith |first2=Sherie |last3=Watson |first3=Michael C |last4=Parkin |first4=John |last5=Coupland |first5=Carol |last6=Miller |first6=Philip |last7=Kendrick |first7=Denise |last8=McClintock |first8=Hugh |date=2015-12-10 |editor-last=Cochrane Injuries Group |title=Cycling infrastructure for reducing cycling injuries in cyclists |journal=Cochrane Database of Systematic Reviews |language=en |volume=2015 |issue=12 |article-number=CD010415 |doi=10.1002/14651858.CD010415.pub2 |pmc=8629647 |pmid=26661390}}</ref>

===Legislation=== {{Main|Bikeway and legislation}} Different countries have different ways to legally define and enforce bikeways.

===Bikeway controversies=== {{Main|Anti-cycling sentiment|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.<ref>{{Cite news|url=http://business.financialpost.com/opinion/lawrence-solomon-ban-the-bike-how-cities-made-a-huge-mistake-in-promoting-cycling|title=Ban the Bike|last=Solomon|first=Lawrence|date=1 December 2017|website=Financial Post}}</ref>

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.<ref>{{cite web |last1=Brown |first1=Mark |title=The Benefits of Building Complete Bike Lane Networks In One Fell Swoop |url=http://carfreeamerica.net/2020/10/09/building-full-bike-lane-networks/ |website=Car Free America |date=9 October 2020 |access-date=14 October 2020}}</ref>

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.<ref>{{Cite web|url=https://www.theguardian.com/environment/bike-blog/2017/dec/01/bike-lanes-dont-clog-up-our-roads-they-keep-london-moving|title=Bike lanes don't clog up our roads, they keep London moving|last=Norman|first=Will|date=1 December 2017|website=The Guardian|language=en|access-date=6 March 2018}}</ref>

===Bikeway selection=== {{Main|Bikeway selection}} Jurisdictions have guidelines around the selection of the right bikeway treatments in order to make routes more comfortable and safer for cycling.

A study reviewing the safety of "[[road diet]]s" (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.<ref>{{Cite web|url=https://permanent.access.gpo.gov/|title=Evaluation of Lane Reduction "Road Diet" Measures and Their Effects on Crashes and Injuries|last=Herman|first=F.|date=30 May 2019|website=FDLP Electronic Collection Archive|archive-url=https://web.archive.org/web/20190530150354/https://permanent.access.gpo.gov/|archive-date=30 May 2019|access-date=30 May 2019|url-status=bot: unknown}}</ref>

==Bikeway types== {{Expand German|Radfahrstreifen#Internationale_Übersicht|date=June 2018}} {{Expand French|Bande_cyclable#Aperçu_international|date=June 2018}} <!-- Useful international comparison, by [[User:Ulamm]]. -->

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<ref name="cdot-hdm">{{cite web|title=Highway Design Manual, Chapter 1000|url=http://www.dot.ca.gov/hq/oppd/hdm/pdf/chp1000.pdf|publisher=California Department of Transportation|access-date=7 July 2015}}</ref><ref>{{cite web|title=City of Portland Bicycle Master Plan|url=http://nacto.org/wp-content/uploads/2012/06/City-of-Portland-2010-2030-Plan.pdf|access-date=7 July 2015}}</ref><ref>{{cite web|title=NYC Street Design Manual|url=http://www.nyc.gov/html/dot/downloads/pdf/nycdot-streetdesignmanual-interior-lores.pdf|access-date=8 July 2015|archive-date=28 December 2019|archive-url=https://web.archive.org/web/20191228123854/http://www.nyc.gov/html/dot/downloads/pdf/nycdot-streetdesignmanual-interior-lores.pdf}}</ref>

=== Dedicated bikeways === {| class="wikitable" |+Table of separated and in-road bikeways !Type !Variant !Description !Image |- | rowspan="5" |[[Bike lane|Cycle lane]] (aka bike lane) |Advisory |A bike lane which other users are permitted to use, for example to park or pass other vehicles. |[[File:Fietsstrook_Herenweg_Oudorp.jpg|thumb|left|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. |[[File:Bike lane on Pleasant Valley Parkway, Providence RI.jpg|thumb|A bike lane in [[Providence, Rhode Island|Providence]], Rhode Island]] |- |Buffered |A bike lane with some form of buffer between motor traffic and the cycle lane. |[[File:0114 klzwick DSCN0804.JPG|thumb|Buffered bike lane in [[Manhattan]], New York]] |- |[[Light segregation|Lightly segregated]] |A bike lane with separating features such as [[Bollard (traffic)|wands]] or orcas. |[[File:Pop-up bike lane Kottbusser Damm Berlin.jpg|thumb|Light segregation on a cycle lane in [[Berlin]]]] |- |[[Contraflow lane|Contraflow]] |A bike lane which allows cyclists to go against the flow of a one-way street. |[[File:Contraflow bike lane with its sign, Łódź Wólczańska Street.jpg|thumb|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 |[[File:Cycle track with a yield sign and a tram is currently crossing the cycle track.jpg|thumb|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. |[[File:Cycle path by Guided Busway - geograph.org.uk - 2675907.jpg|thumb|A cycle path next to a guided busway]] |- | rowspan="2" |[[Shared-use path|Shared use path]] (aka multi-use path) |Shared |A path dedicated for both pedestrians and cycling with the whole path shared. This includes [[Greenway (landscape)|greenway]]s, which are [[trail]]s along a strip of undeveloped land, in an urban area, set aside for recreational use or environmental protection.<ref>Oxford Dictionary of English</ref><ref>''Encyclopedia of Environmental Studies'' by William Ashworth and Charles E. Little. New York: Facts on File, c1991.</ref> Greenways are frequently created out of [[Rail trails|disused railways]], [[towpath|canal towpath]]s, [[utility company|utility]] or similar [[right of way (transportation)|rights of way]], or derelict industrial land. Greenways can also be [[linear park]]s, and can serve as [[wildlife corridor]]s. |[[File:Cressbrook tunnel2.jpg|thumb|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). |[[File:Segregated cycle path - bottom - geograph.org.uk - 3883386.jpg|thumb|A segregated cycle path]] |- |[[Shoulder (road)|Road shoulder]] | |A reserved lane on the [[Road verge|verge]] of a roadway that is often used by bicyclists and also serves as an emergency stopping lane for motor vehicles. |[[File:Springfield Road, Blackburn North (32870112836).jpg|thumb|A road shoulder indicating that it can also be used by cyclists]] |}

===Sharing with motor traffic=== Cyclists are legally allowed to travel on many roadways in accordance with the [[Traffic#Rules of the road|rules of the road for drivers of vehicles]].[[File:Dronning Louises Bro 2012.jpg|thumb|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.<ref>{{cite web|url=http://designtoimprovelife.dk/busybikecph/|title=The world's busiest bike path is in Copenhagen – INDEX: Design to Improve Life®|date=30 March 2011|website=INDEX: Design to Improve Life®|language=en-US|access-date=10 June 2016}}</ref> The title has been taken over by [[Knippelsbro]], another bridge in Copenhagen.]] [[File:Baana 2018.jpg|thumb|[[Baana]], a {{convert|1.3|km}} long pedestrian and cycling path in the center of [[Helsinki]], Finland]] [[File:Van blocking a bike lane on Union Avenue in Campbell.jpg|thumb|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.<ref name="Advisory bike lane" /> Advisory bike lanes have a number of names. The U.S. Federal Highway Administration calls them "Advisory Shoulders".<ref name="FHWA Small Town and Rural Multimodal Networks Guide">{{cite web|url=https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/small_towns/ |title=Small Towns – Publications – Bicycle and Pedestrian Program – Environment – FHWA |website=[[Federal Highway Administration|Federal Highway Administration (FHWA)]]}}</ref> 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).<ref name="Advisory Bicycle Lanes">{{cite web|url=https://www.advisorybikelanes.com|title=Advisory bicycle lanes – Home|website=Advisory Bicycle Lanes}}</ref>

===Bicycle highways=== {{Main|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.<ref>{{cite web|url=http://www.aviewfromthecyclepath.com/2011/11/first-cycle-superhighway-revisited.html|title=A view from the cycle path: First cycle "superhighway" revisited}}</ref> 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, Copenhagen|Vesterbro]] rail station in [[Copenhagen]] and [[Albertslund]], a western suburb. The route cost 13.4&nbsp;million Danish kroner and is 17.5&nbsp;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.<ref>{{cite web |url=http://www.cykelsuperstier.dk/project |title=The project &#124; Cykelsuperstier |website=www.cykelsuperstier.dk |access-date=15 January 2022 |archive-url=https://web.archive.org/web/20120417181135/http://www.cykelsuperstier.dk/project |archive-date=17 April 2012 }}</ref> 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).<ref name="Buekers">{{cite journal | last1 = Buekers | first1 = J | title = Health impact model for modal shift from car use to cycling or walking in Flanders: application to two bicycle highways | journal = Journal of Transport and Health | volume = 2 | issue =4 | pages =549–562 | year = 2015 | doi = 10.1016/j.jth.2015.08.003 | last2 = Dons | first2 =E | last3 = Elen | first3 =B | last4 =Int Panis | first4 = L | bibcode = 2015JTHea...2..549B }}</ref>

==Cycling-friendly streetscape modifications== [[File:Ciclovia Adriatica ad Alba Adriatica (Teramo).JPG|thumb|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 [[bicycle friendly|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.<ref>{{cite book|author1=Susanne Grüner |author2=Mark Vollrath |chapter=Reaching Your Destination on Time - Route Choice Decisions of Different Commuter Cyclist Types |title=Advances in Human Aspects of Transportation |chapter-url=https://link.springer.com/chapter/10.1007/978-3-030-80012-3_20 |series=Lecture Notes in Networks and Systems |isbn=978-3-030-80011-6 |volume=270 |date=June 27, 2021|pages=162–169 |doi=10.1007/978-3-030-80012-3_20|s2cid=237284652 }}</ref> 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 line]]s/bypasses for cyclists at traffic signals; marking wide curb/kerb lanes; and marking shared bus/cycle lanes.<ref name="cfi1">[http://www.iht.org/publications/technical/cyclefriendly.asp Cycle-Friendly Infrastructure: Guidelines for Planning and Design] {{webarchive|url=https://web.archive.org/web/20120207182959/http://www.iht.org/publications/technical/cyclefriendly.asp |date=7 February 2012 }}, Institution of Highways and Transportation, Cyclists Touring Club, 1996.</ref>

Colombian city, Bogota converted some car lanes into bidirectional bike lanes during coronavirus pandemic, adding 84&nbsp;km of new [[bike lane]]s; 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 [[motor vehicle|motorists]].<ref>{{Cite web|last=Johanson|first=Mark|date=19 November 2020|title=How bike-friendly 'slow streets' are changing cities|url=https://www.bbc.com/worklife/article/20201112-how-bike-friendly-slow-streets-are-changing-cities|url-status=live|access-date=29 October 2021|website=[[BBC]]|language=en|archive-url=https://web.archive.org/web/20201118235912/https://www.bbc.com/worklife/article/20201112-how-bike-friendly-slow-streets-are-changing-cities |archive-date=18 November 2020 }}</ref>

===Traffic reduction=== 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 [[Bypass (road)|arterial bypasses]] and ring roads around urban centers.

[[File:Bike only street cut in Ottawa's Chinatown.jpg|thumb|right|250px|A [[filtered permeability]] "street cut" in [[Chinatown, Ottawa]], allows bicycle and pedestrian through-traffic while preventing motorized vehicles from using the residential street as a shortcut.]]

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.<ref>[http://www.urban.nl/childstreet2005/downloads/StevenSchepel-CF..pdf Woonerf revisited] {{webarchive|url=https://web.archive.org/web/20080409170446/http://www.urban.nl/childstreet2005/downloads/StevenSchepel-CF..pdf |date=9 April 2008 }} Delft as an example, Steven Schepel, Childstreet2005 conference, Delft 2005 (Accessed 21 February 2007</ref> Similarly, [[Groningen (city)|Groningen]] is divided into four zones that cannot be crossed by private motor-traffic, (private cars must use the ring road instead).<ref>[http://www.bicyclefixation.com/groningen.htm Transport Planning in Groningen, Holland] Bicycle Fixation (Accessed 27 January 2007)</ref> 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.<ref>[https://web.archive.org/web/20070812190058/http://www.cts.ucl.ac.uk/tsu/tpab9908.htm 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)</ref>

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,<ref>{{Cite web |url=http://www.cycling-embassy.dk/wp-content/uploads/2015/05/Copenhagens-Biycle-Account-2014.pdf |title=Copenhagens Bicycle Account 2014 |access-date=15 January 2017 |archive-date=5 September 2015 |archive-url=https://web.archive.org/web/20150905082046/http://www.cycling-embassy.dk/wp-content/uploads/2015/05/Copenhagens-Biycle-Account-2014.pdf }}</ref> 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,<ref>[http://www.ivv.amsterdam.nl DIVV Amsterdam<!-- Bot generated title -->] {{webarchive|url=https://web.archive.org/web/20050127094936/http://www.ivv.amsterdam.nl/ |date=27 January 2005 }}</ref> 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 diet]]s. The [[London congestion charge]] reportedly resulted in a significant increase in cycle use within the affected area.<ref>{{cite web|url=http://www.tfl.gov.uk/assets/downloads/businessandpartners/cycling-in-london-report.pdf|title=Cycling in London Report, May 2008 section 4.6|website=tfl.gov.uk}}</ref>

===Traffic calming=== {{Main|Traffic calming}} Speed reduction has traditionally been attempted by statutory [[speed limit]]s and enforcing the [[Assured clear distance ahead|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&nbsp;km/h (13 to 10&nbsp;mph) since the implementation of such a scheme.<ref>{{cite news |title=No accidents after road conversion in Norrköpping |year=2007 |publisher=Shared Space |work=Newsletter |url=http://www.shared-space.org/files/18445/nieuwsbriefSS.06.6.pdf |access-date=18 March 2008 |archive-url=https://web.archive.org/web/20080409170447/http://www.shared-space.org/files/18445/nieuwsbriefSS.06.6.pdf |archive-date=9 April 2008 }}</ref>

Even without shared street implementation, creating [[20 mph zone|30 km/h zones]] (or [[20 mph zone]]) has been shown to reduce crash rates and increase numbers of cyclists and pedestrians.<ref>{{cite web |author=Elizabeth Press |url=http://www.streetfilms.org/no-need-for-speed-20s-plenty-for-us/ |title=No Need for Speed: 20s Plenty for Us |publisher=[[Streetfilms]] |date=30 August 2010 |access-date=27 November 2011 |archive-date=27 November 2021 |archive-url=https://web.archive.org/web/20211127232400/http://www.streetfilms.org/no-need-for-speed-20s-plenty-for-us/ }}</ref> 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&nbsp;mph.<ref>{{cite web |author=Joshua Hart |url=http://www.walk21.com/papers/Josua_Hart.pdf |title=Driven To Excess: A Study of Motor Vehicle Impacts on Three Streets in Bristol UK |publisher=Walk21 |access-date=27 November 2011 |archive-url=https://web.archive.org/web/20120426002544/http://www.walk21.com/papers/Josua_Hart.pdf |archive-date=26 April 2012}}</ref>

===One-way streets=== German research indicates that making [[one-way street]]s two-way for cyclists results in a reduction in the total number of collisions.<ref>[http://bikexprt.com/research/contraflow/gegengerichtet.htm Traffic safety on one-way streets with contraflow bicycle traffic], Alrutz, D., Angenendt, W., Draeger, W., Gündel, D., Straßenverkehrstechnik, 6/2002</ref> In [[Belgium]], all one-way streets in 50&nbsp;km/h zones are by default two-way for cyclists.<ref>[http://www.fiets.irisnet.be/download/sul_fr.pdf Le SUL Cyclistes a contresens dans les sens uniques] {{Webarchive|url=https://web.archive.org/web/20090514191625/http://www.fiets.irisnet.be/download/sul_fr.pdf |date=14 May 2009 }} Groupe de Recherche et d'Action des Cyclistes Quotidiens, Brussels 2006, (Accessed 27 January 2007)</ref> A [[Cycling in Denmark|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.<ref name="drd1">{{cite web |title=Collection of Cycle Concepts |publisher=Danish Roads Directorate |year=2000 |url=http://www.vejdirektoratet.dk/publikationer.asp?page=document&objno=17291 |access-date=18 March 2008 |archive-url=https://web.archive.org/web/20070927032822/http://www.vejdirektoratet.dk/publikationer.asp?page=document&objno=17291 |archive-date=27 September 2007}}</ref>

===Two-way cycling on one-way streets=== [[File:Contra-flow-cycling in oneway streets, signs in Marburg Südviertel 2017-04-22.jpg|thumb|Two opened [[one-way street]]s 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,<ref>{{cite news |title=Oped: Time to end one-way thinking |first1=Matt |last1=Hanka |first2=John |last2=Gilderbloom |author-link2=John Gilderbloom |date=31 January 2008 |newspaper=[[The Courier-Journal]] |url=http://www.courier-journal.com/apps/pbcs.dll/article?AID=/20080201/OPINION04/802010386 |access-date=31 January 2015}}{{subscription required}}</ref> or seen as a useful tool for traffic calming, and for eliminating [[rat run]]s, in the view of UK traffic planners.<ref>{{cite web |title=Traffic calming schemes: One way streets, banned turning movements and no entry restrictions |publisher=Bury Metropolitan Borough Council |url=http://www.bury.gov.uk/TransportAndStreets/MotorVehiclesRoadsAndParking/TrafficCalming/default.htm#One%20way%20streets |access-date=26 March 2008 |archive-url=https://web.archive.org/web/20100516124050/http://www.bury.gov.uk/TransportAndStreets/MotorVehiclesRoadsAndParking/TrafficCalming/default.htm |archive-date=16 May 2010}}</ref>

One-way streets can disadvantage cyclists by increasing trip-length, delays and hazards associated with weaving maneuvers at junctions.<ref name="cfi1"/><!-- CFI page 48 --> 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.<ref>{{cite web|title=Ministerieel rondschrijven betreffende de toepassing van het beperkt éénrichtingsverkeer|work=Belgisch Staatsblad|date=13 November 1998|url=http://www.ejustice.just.fgov.be/cgi/article_body.pl?language=nl&caller=summary&pub_date=1998-11-13&numac=1998014288}}, {{cite web|title=Circulaire ministérielle relative à l'application du sens unique limité|work=Moniteur Belge|date=13 November 1998|url=http://www.ejustice.just.fgov.be/cgi/article_body.pl?language=fr&caller=summary&pub_date=1998-11-13&numac=1998014288}}</ref>

German research indicates that making one-way streets two-way for cyclists results in a reduction in the total number of collisions.<ref>[http://www.pgv-hannover.de/Aktuelles/Artikel_Einbahnstrassen_mit_gegengerichtetem_Radverkehr.pdf Verkehrssicherheit in Einbahnstraßen it gegengerichtetem Radverkehr] {{webarchive|url=https://web.archive.org/web/20090514191625/http://www.pgv-hannover.de/Aktuelles/Artikel_Einbahnstrassen_mit_gegengerichtetem_Radverkehr.pdf |date=14 May 2009 }}, Alrutz, D., Angenendt, W., Draeger, W., Gündel, D., Straßenverkehrstechnik, 6/2002</ref>

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 {{convert|50|km/h|mph}} zones to be two-way for cyclists if the available lane is at least {{convert|3| m|ft}} wide (area free from parking) and no specific local circumstances prevent it.<ref>[http://www.fiets.irisnet.be/download/sul_fr.pdf Le SUL Cyclistes a congress dans les sens uniques] {{Webarchive|url=https://web.archive.org/web/20090514191625/http://www.fiets.irisnet.be/download/sul_fr.pdf |date=14 May 2009 }} Groupe de Recherche et d'Action des Cyclistes Quotidiens, Brussels 2006, (Accessed 27 January 2007)</ref> [[Denmark]], a country with high cycling levels, does not use one-way systems to improve traffic flow.<ref name="drd2">[http://www.vejdirektoratet.dk/publikationer.asp?page=document&objno=17291 Collection of Cycle Concepts] {{webarchive|url=https://web.archive.org/web/20070927032822/http://www.vejdirektoratet.dk/publikationer.asp?page=document&objno=17291 |date=27 September 2007 }}, Danish Roads Directorate, Copenhagen, 2000</ref><!-- Page 97 original text: "In contrast to, for instance Spain and the USA, no Danish towns have a network of one-way roads that can improve the traffic flow."--> 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.<ref name="DCCInfra1">[http://home.connect.ie/dcc/docs/infrastruct.html Infrastructure position document] {{webarchive|url=https://web.archive.org/web/20090609003015/http://home.connect.ie/dcc/docs/infrastruct.html |date=9 June 2009 }}, Dublin Cycling Campaign (Accessed 27 January 2007)</ref>

===Intersection and junction design=== In general, [[Junction (road)|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.<ref name="cfi1"/><!-- CFI page 57--> Features such as large entry curvature, slip-roads and high flow [[roundabouts]] are associated with increased risk of car–cyclist collisions.<ref name="HensonWhelan1992">Layout and Design Factors Affecting Cycle Safety at T-Junctions, Henson R. and Whelan N., Traffic Engineering and Control, October 1992</ref><ref name="LayfieldMaycock1987">Pedal cyclists at dual carriage-way slip roads, M.C. Williams and R.E. Layfield, Traffic Engineering and Control, pp. 597–600, November 1987</ref> 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 [[traffic light|signalized]] intersections.<ref name="DCCInfra1"/><ref>[http://galwaycycling.org/archive/info/roundabouts.html Multilane Roundabouts] {{webarchive|url=https://web.archive.org/web/20121202041348/http://galwaycycling.org/archive/info/roundabouts.html |date=2 December 2012 }}, An Information Sheet, Galway Cycling Campaign, February 2001</ref>

===Protected intersection=== {{Main|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==== 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.<ref>{{cite web|title=Bike box|work=National Association of City Transportation Officials |date=14 December 2011|url=http://nacto.org/publication/urban-bikeway-design-guide/intersection-treatments/bike-boxes/|access-date=9 July 2015}}</ref>

====Roundabouts==== [[File:BicycleSignalToronto2.jpg|thumb|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.<ref name="LayfieldMaycock1987"/> Research indicates that excessive sightlines at uncontrolled intersections compound these effects.<ref name="HensonWhelan1992"/><ref>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.</ref> 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.<ref>Cyclists and Roundabouts-A review of literature, Allot, and Lomax, 1991</ref> 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.<ref>{{cite web|title=The best roundabout design for cyclists. The safest Dutch design described and an explanation of why this is the most suitable for adoption elsewhere|url=http://www.aviewfromthecyclepath.com/2014/05/the-best-roundabout-design-for-cyclists.html|website=A view of the cycle path|access-date=9 July 2015}}</ref> Examples of grade separation for cyclists include tunnels, or more spectacularly, raised "floating" roundabouts for cyclists.<ref>{{cite web|title=Spectacular New Floating Cycle Roundabout|url=https://bicycledutch.wordpress.com/2012/08/23/spectacular-new-floating-cycle-roundabout/|website=Bicycle Dutch|date=22 August 2012 |access-date=9 July 2015}}</ref>

====Traffic signals/Traffic control systems==== How [[traffic signal]]s are designed and implemented directly impacts cyclists.<ref name=ClarkMatthew2000>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</ref> 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.<ref>[http://www.bikexprt.com/bicycle/actuator.htm Traffic Signal Actuators: Am I Paranoid?] John S. Allen, 2003 (Accessed 25 March 2008)</ref> Some cities use urban adaptive traffic control systems (UTCs), which use linked traffic signals to manage traffic in response to changes in demand.<ref name=ClarkMatthew2000 /> 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.<ref name="its549">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</ref> However, there are more direct negative impacts. For instance, where signals are arranged to provide motor traffic with so-called [[green wave]]s, this can create "red waves" for other road users such as cyclists and public transport services.<ref name=ClarkMatthew2000/> 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.<ref>[http://www.cyclenetwork.org.uk/news/ccn85.pdf Green wave for cycles] {{webarchive|url=https://web.archive.org/web/20080227015256/http://www.cyclenetwork.org.uk/news/ccn85.pdf |date=27 February 2008 }}, Cycle Campaign Network News, No 85, November 2006</ref> 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 line]]s 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.<ref name="cfi1"/>[[File:2014 Mountain pass cycling milestone - Col d'Izoard Guillestre.jpg|thumb|One of the [[mountain pass cycling milestones]] placed along the climb to the [[Col d'Izoard]] in the French Alps]]

===Signposting=== 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,<ref>{{cite web|title=Holland-Cycling.com – Signposting|url=http://www.holland-cycling.com/tips-and-info/finding-your-way/signposting|publisher=Holland-cycling|access-date=28 August 2014}}</ref> [[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]].<ref>{{cite web|title=Cycling – Pra Loup|url=http://www.praloup.com/activities-summer/cycling-summer.html|publisher=Valée Ubaye|access-date=25 August 2014|archive-date=5 December 2020|archive-url=https://web.archive.org/web/20201205024406/https://www.praloup.com/activities-summer/cycling-summer.html}}</ref>

[[Numbered-node cycle network]]s are increasingly used in Europe to give flexible, low-cost signage.

===Widening outside lanes=== {{Main|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 lane|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.<ref>{{cite web|url=http://www.velonews.com/news/fea/9283.0.html|title=Legally Speaking – with Bob Mionske: Law of the land<!-- Bot generated title -->|website=velonews.com|archive-url=https://web.archive.org/web/20081011033635/http://velonews.com/news/fea/9283.0.html|archive-date=11 October 2008}}</ref><ref>{{cite web |title = Wide Outside Through Lanes: Effective Design of Integrated Passing Facilities |author = Steven G. Goodridge PhD |url = http://www.campo-nc.us/BPSG/docs/Wide_Outside_Lanes_Goodridge.pdf |date = 18 February 2005 |access-date = 7 March 2008 |quote = The function of wide outside through lanes as passing facilities is presented. |archive-url = https://web.archive.org/web/20080409170445/http://www.campo-nc.us/BPSG/docs/Wide_Outside_Lanes_Goodridge.pdf |archive-date = 9 April 2008 }}</ref> This is held to be particularly important on routes with a high proportion of wide vehicles such as [[bus]]es or [[heavy goods vehicle]]s (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.

[[File:Hwy7BikeLane5.jpg|thumb|A buffered bike lane in [[Vaughan|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.<ref name="ec.europa.eu">[http://ec.europa.eu/environment/cycling/cycling_en.pdf Cycling: the way ahead for towns and cities] {{webarchive|url=https://web.archive.org/web/20080510072341/http://ec.europa.eu/environment/cycling/cycling_en.pdf |date=10 May 2008 }}, European Commission, 1999</ref>

===Shared space=== [[File:New Road, Brighton - shared space.jpg|thumb|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.<ref name="g_20080229">{{cite news |title=Rip out the traffic lights and railings. Our streets are better without them |author=Simon Jenkins |date=29 February 2008 |publisher=Guardian News and Media |work=The Guardian|url=https://www.theguardian.com/commentisfree/2008/feb/29/guardiancolumnists |access-date=18 March 2008}}</ref> After the partial conversion of London's [[Kensington High Street]] to shared space, accidents decreased by 44% (the London average was 17%).<ref name="g_20080229"/> 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.<ref>{{cite news| title='Shared' road schemes paused over dangers to blind people |url=https://www.bbc.co.uk/news/uk-england-44971392 |work=BBC News | date=27 July 2018 |access-date=16 January 2022}}</ref>

[[File:Busspur und Haltestelle in Mannheim 100 9128.jpg|thumb|A [[shared bus and cycle lane]] in [[Mannheim]], Germany]] ''CFI'' argues for a marked lane width of {{convert|4.25|m|ft}}.<ref name="cfi1"/> 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''.<ref name="ec.europa.eu"/>

===Shared bus and cycle lanes=== {{Main|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.<ref>{{cite web|url=https://bicycledutch.wordpress.com/2012/01/02/sustainable-safety/|title=Sustainable Safety|date=2 January 2012|website=wordpress.com}}</ref>

===Road surface=== 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, [[Road surface marking|surface markings]], and the general road surface quality should all be taken into account by a bicycle transportation engineer. [[Storm drain|Drain]] [[Grating|grates]], for example, must not catch wheels.

==Trip-end facilities==

===Bicycle parking/storage arrangements=== {{Main|Bicycle parking}}

[[File:Bicycle parking at Alewife station, August 2001.jpg|thumb|Bicycle parking at the [[Alewife (MBTA station)|Alewife]] subway station in [[Cambridge, Massachusetts]], located at the intersection of three [[cycle path]]s]] [[File:Bicycle parking lot.jpg|thumb|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.<ref>{{cite web|url=http://www.tfhrc.gov/safety/pedbike/pubs/05085/chapt17.htm|title=Federal Highway Administration Research and Technology-- – Federal Highway Administration|access-date=19 October 2011|archive-url=https://web.archive.org/web/20100530203037/http://www.tfhrc.gov/safety/pedbike/pubs/05085/chapt17.htm|archive-date=30 May 2010}}</ref> Decent bicycle parking involves weather-proof infrastructure such as [[bicycle locker|lockers]], [[bicycle stand|stands]], staffed or unstaffed bicycle parks,<ref>{{citation| title=Integration of bicycles and transit |page=39 |author=Michael Baltes| publisher=National Research Council (U.S.). Transportation Research Board |year=2005 |quote=The first staffed bicycle parking facility in the United States was opened in Long Beach, California.}}</ref> 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 [[Guard rail|railings]], signs and other [[street furniture]] when individual proper bike stands are unavailable.<ref>{{citation |title=Success is on the cards |publisher=London Cyclist |date=June–July 2009 |page=6}}</ref>

=== Other trip end facilities === Some people need to wear special clothes such as [[business suit]]s 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.<ref>[http://www.lcc.org.uk/index.asp?PageID=432 Guide for Employers: Showers, lockers and drying room] {{webarchive|url=https://web.archive.org/web/20101219235042/http://lcc.org.uk/index.asp?PageID=432 |date=19 December 2010 }}, London Cycling Campaign, 13 September 2006 (Accessed 16 August 2007)</ref>

== Theft reduction measures == 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: * [[Bicycle parking station]]s - buildings or structures designed for use as bicycle parking facilities, primarily for bicycle security * [[Bicycle registration]] to enable recovery if stolen * [[Danish bicycle VIN-system]], a law requiring all bicycles in Denmark to have a [[vehicle identification number]] (VIN) with the bike's manufacturer code, a serial number, and a construction year code * Making cyclists aware of [[antitheft]] devices and their effective use * Mounting [[sting operation]]s to catch thieves * Secure [[bicycle parking]]: offering safe bicycle parking facilities<ref>{{Cite web|url=http://www.holland-cycling.com/tips-and-info/services/bicycle-parking |title=Holland-Cycling.com – Bicycle parking |last=Staples|first=Steven |website=holland-cycling.com|language=en-gb|access-date=6 March 2018}}</ref> such as guarded bicycle parking (staffed or with camera surveillance) or [[bicycle locker]]s * Promoting devices to enable remote tracking of a bicycle's location * Targeting cycle thieves * Using [[folding bicycles]] which can be safely stored (for example) in cloakrooms or under desks.

Certain [[Europe]]an countries apply such measures with success, such as the [[Netherlands]] or certain [[Germany|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 == {{Main|Bike lift}} [[File:Bicycle lift in Trondheim 2.jpg|thumb|[[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== According to a 2019 study, protected and separated bike infrastructure is associated with greater safety outcomes for all road users.<ref>{{Cite journal|last1=Marshall|first1=Wesley E.|last2=Ferenchak|first2=Nicholas N.|date=1 June 2019|title=Why cities with high bicycling rates are safer for all road users|url=https://www.sciencedirect.com/science/article/pii/S2214140518301488|journal=Journal of Transport & Health|language=en|volume=13|article-number=100539|doi=10.1016/j.jth.2019.03.004|bibcode=2019JTHea..1300539M |s2cid=191824684|issn=2214-1405|url-access=subscription}}</ref>

A 2021 review of existing research found that closing car lanes and replacing them with [[bike lane]]s or pedestrian lanes had positive or non-significant economic effects.<ref>{{Cite journal|last1=Volker|first1=Jamey M. B.|last2=Handy|first2=Susan|date=12 April 2021|title=Economic impacts on local businesses of investments in bicycle and pedestrian infrastructure: a review of the evidence|journal=Transport Reviews|volume=41|issue=4|pages=401–431|doi=10.1080/01441647.2021.1912849|bibcode=2021TrRev..41..401V |issn=0144-1647|doi-access=free}}</ref>

A 2021 [[case-control study]] of cities found that redistributing [[street]] space for cycling infrastructure—for so-called "[[Pop-up bicycle lane|pop-up bike lanes]]" [[Impact of the COVID-19 pandemic on the environment#Cycling|during the COVID-19 pandemic]]—lead to large additional increases in cycling. These may have substantial [[Environmental impact of transport#Cycling|environmental]] and health benefits<ref>{{cite journal |last1=Fraser |first1=Simon D.S. |last2=Lock |first2=Karen |title=Cycling for transport and public health: a systematic review of the effect of the environment on cycling |journal=European Journal of Public Health |date=December 2011 |volume=21 |issue=6 |pages=738–743 |doi=10.1093/eurpub/ckq145 |pmid=20929903 |doi-access=free }}</ref><ref>{{Cite journal |last1=Gore |first1=Ross |last2=Lynch |first2=Christopher J. |last3=Jordan |first3=Craig A. |last4=Collins |first4=Andrew |last5=Robinson |first5=R. Michael |last6=Fuller |first6=Gabrielle |last7=Ames |first7=Pearson |last8=Keerthi |first8=Prateek |last9=Kandukuri |first9=Yash |date=24 August 2022 |title=Estimating the Health Effects of Adding Bicycle and Pedestrian Paths at the Census Tract Level: Multiple Model Comparison |journal=JMIR Public Health and Surveillance |language=EN |volume=8 |issue=8 |article-number=e37379 |doi=10.2196/37379|pmid=36001362 |pmc=9453587 |doi-access=free }}</ref> 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 pollution|air quality]] rules.<ref>{{cite news |last1=Penney |first1=Veronica |title=If You Build It, They Will Bike: Pop-Up Lanes Increased Cycling During Pandemic |url=https://www.nytimes.com/2021/04/01/climate/bikes-climate-change.html |access-date=19 April 2021 |work=The New York Times |date=1 April 2021}}</ref><ref>{{cite journal |last1=Kraus |first1=Sebastian |last2=Koch |first2=Nicolas |title=Provisional COVID-19 infrastructure induces large, rapid increases in cycling |journal=Proceedings of the National Academy of Sciences |date=13 April 2021 |volume=118 |issue=15 |article-number=e2024399118 |doi=10.1073/pnas.2024399118 |pmid=33782111 |pmc=8053938 |bibcode=2021PNAS..11824399K |language=en |issn=0027-8424|doi-access=free }}</ref>

==Integration with public transit== {{See also|Bicycle carrier}} [[File:Urban Cycling -1.jpg|thumb|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.<ref>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</ref> 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,<ref>{{Cite web|url=http://www.holland-cycling.com/tips-and-info/services/bicycle-rental |title=Holland-Cycling.com – Bicycle rental |last=Staples|first=Steven |website=holland-cycling.com |language=en-gb|access-date=6 March 2018}}</ref> 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.<ref>[http://www.runmuki.com/paul/writing/japantrip.html Cycling for Transportation: The Japanese Example] By Paul Dorn (Accessed 27 January 2007)</ref> 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.<ref name="reploggle1">Bicycle Access to Public Transportation: Learning from Abroad by Michael Replogle, Journal of the Institute for Transportation Engineers, December 1992</ref>

In some cities, bicycles may be carried on local [[train]]s, [[tram]]s and [[bus]]es 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.<ref>[http://www.rheinbahn.de/opencms/opencms/html/en/index.htm?size=mittel&url=/html/en/main/tickets/fahrrad.htm Taking bicycles on the VRR] {{webarchive|url=https://web.archive.org/web/20071019122834/http://www.rheinbahn.de/opencms/opencms/html/en/index.htm?size=mittel&url=%2Fhtml%2Fen%2Fmain%2Ftickets%2Ffahrrad.htm |date=19 October 2007 }} Rheinische Bahngesellschaft AG (Accessed 23 February 2007)</ref> In Munich bicycles are allowed on the S-Bahn commuter trains outside of rush hours,<ref>{{cite web|url=http://www.s-bahn-muenchen.de/s_muenchen/view/angebot/tickets/fahrradtageskarte.shtml|title=Fahrradtageskarte|first=Deutsche Bahn AG, Unternehmensbereich Personenverkehr, Marketing|last=eCommerce|access-date=14 September 2015|archive-date=1 March 2021|archive-url=https://web.archive.org/web/20210301165816/https://www.s-bahn-muenchen.de/s_muenchen/view/angebot/tickets/fahrradtageskarte.shtml}}</ref> and folding bikes are allowed on city busses. In [[Copenhagen]], you can take your bicycle with you in the [[Copenhagen S-train|S-tog]] commuter trains, all times a day with no additional costs.<ref>{{cite web|url=http://www.visitcopenhagen.com/copenhagen/transportation/what-are-you-allowed-bring-public-transportation|title=What are you allowed to bring on public transportation?|website=Visitcopenhagen|access-date=10 June 2016}}</ref> In [[France]], the prestigious [[TGV]] high-speed trains are even having some of their first class capacity converted to store bicycles.<ref>[http://www.cyclenetwork.org.uk/latest/archive2006.html#bikeclass First class to bike class] {{Webarchive|url=https://web.archive.org/web/20070928162509/http://www.cyclenetwork.org.uk/latest/archive2006.html#bikeclass |date=28 September 2007 }} Cycle Campaign Network News Archive 2006 (Accessed 23 February 2007)</ref> 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 carrier]]s.<ref>{{cite web|url=http://www.bctransit.com/regions/vic/transitplus/bike_and_ride.cfm|title=BC Transit – Welcome to Victoria|access-date=19 October 2011|archive-url=https://web.archive.org/web/20080501134020/http://www.bctransit.com/regions/vic/transitplus/bike_and_ride.cfm|archive-date=1 May 2008}}</ref><ref>{{cite web|url=http://www.exploreacadia.com/explore.html|title=New Ways to Explore Acadia<!-- Bot generated title -->|website=exploreacadia.com|archive-url=https://web.archive.org/web/20080312015702/http://www.exploreacadia.com/explore.html|archive-date=12 March 2008}}</ref><ref>{{cite web|url=http://www.action.act.gov.au/bike_n_ride.html|title=Home|date=4 June 2017|website=action.act.gov.au|access-date=19 October 2011|archive-date=31 October 2012|archive-url=https://web.archive.org/web/20121031085457/https://www.action.act.gov.au/bike_n_ride.html}}</ref> [[File:Koujyaku bicycle bus.JPG|thumb|left|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.<ref>{{cite web|url=http://www.edmonton.ca/transportation/ets/riding_ets/bikes-on-ets.aspx|title=Bikes on ETS|website=edmonton.ca|archive-url=https://web.archive.org/web/20150910222559/http://www.edmonton.ca/transportation/ets/riding_ets/bikes-on-ets.aspx|archive-date=10 September 2015}}</ref><ref>{{cite web |title=TTC Bike Racks |url=https://www.toronto.ca/311/knowledgebase/kb/docs/articles/special-purpose-bodies-and-external-organizations/agencies,-boards,-commissions-and-corporations-abccs/service-and-program-operating-boards/toronto-transit-commission-ttc/ttc-bike-racks.html |website=City of Toronto Knowledge Base |date=15 February 2017 |publisher=City of Toronto |access-date=12 October 2018}}</ref> All public transit buses in Chicago and suburbs allow up to two bikes at all times.<ref>{{cite web|url=http://www.edmonton.ca/transportation/ets/riding_ets/bikes-on-ets-buses.aspx |title=Bikes on Buses :: City of Edmonton |access-date=27 October 2014 |archive-url=https://web.archive.org/web/20141027121954/http://www.edmonton.ca/transportation/ets/riding_ets/bikes-on-ets-buses.aspx |archive-date=27 October 2014}}</ref><ref name="yourcta.com">{{cite web |url=http://www.yourcta.com/downloads/brochures/biketran.pdf |title=Archived copy |website=www.yourcta.com |access-date=15 January 2022 |archive-url=https://web.archive.org/web/20000914161929/http://www.yourcta.com/downloads/brochures/biketran.pdf |archive-date=14 September 2000 }}</ref><ref>{{cite web|url=http://www.pacebus.com/sub/bus_system/bicycle_racks.asp|title=Pace Bus – Bicycle Racks}}</ref> The same is true of [[Grand River Transit]] buses in the [[Region of Waterloo]], Ontario, Canada.<ref>{{cite web|url=http://grt.ca/web/transit.nsf/DocID/6A24334E452B5D7385256C2500685AEA?OpenDocument|title=Bus 'n' Bike|website=grt.ca|archive-url=https://web.archive.org/web/20110208234153/http://www.grt.ca/web/transit.nsf/DocID/6A24334E452B5D7385256C2500685AEA?OpenDocument|archive-date=8 February 2011}}</ref> Trains allow bikes with some restrictions.<ref name="yourcta.com"/><ref>{{Cite web|url=https://metrarail.com/Special_Promotions/bikes_on_trains.html|title=Metra – Bikes on Trains Program|date=9 February 2006|access-date=6 March 2018|url-status=bot: unknown|archive-url=https://web.archive.org/web/20060209002714/https://metrarail.com/Special_Promotions/bikes_on_trains.html|archive-date=9 February 2006}}</ref> 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 bicycle|folding bikes]] that can be brought onto the train or bus like a piece of luggage. The article on [[Public transport in Christchurch#Bikes on buses|buses in Christchurch, New Zealand]], lists [[Public transport in Christchurch#Suburban bus services|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.<ref>{{Cite web |title=New rail passenger rights across EU |url=https://transport.ec.europa.eu/system/files/2023-06/QA_Rail_Passenger_Rights.pdf}}</ref> In 2023 [[Eurostar]] cycle booking was described as "farcical".<ref>{{Cite news |last=Tims |first=Anna |date=2023-08-17 |title=Eurostar derailed my efforts to book a bike on to one of its trains |url=https://www.theguardian.com/money/2023/aug/17/eurostar-derailed-my-efforts-to-book-a-bike-on-to-one-of-its-trains |access-date=2024-06-03 |work=The Guardian |language=en-GB |issn=0261-3077}}</ref> Nevertheless EU train operators are sometimes allowed to restrict bikes, for example on old rolling stock or during peak hours.<ref>{{Cite web |title=L_2021172EN.01000101.xml |url=https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX%3A32021R0782 |access-date=2024-06-02 |website=eur-lex.europa.eu}}</ref>

UK provision for bikes on trains varies considerably,<ref>{{Cite web |title=Train Travel with Bicycles {{!}} National Rail |url=https://www.nationalrail.co.uk/on-the-train/train-travel-with-bicycles/ |access-date=2024-06-03 |website=www.nationalrail.co.uk |language=en}}</ref> with some [[Train operating company|train operating companies]] being criticised, for example for only providing vertical storage, which can be difficult or impossible to use.<ref>{{Cite news |last=Walker |first=Peter |date=2019-11-04 |title=Do rail companies need to change their bike policies? |url=https://www.theguardian.com/lifeandstyle/bike-blog/2019/nov/04/rail-companies-bike-policy-bicycle-storage-trains |access-date=2024-06-03 |work=The Guardian |language=en-GB |issn=0261-3077}}</ref> A [[Department for Transport|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."<ref>{{Cite web |title=Williams-Shapps plan |url=https://assets.publishing.service.gov.uk/media/60cb29dde90e0743ae8c29c1/gbr-williams-shapps-plan-for-rail.pdf}}</ref> 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 [[Bicycle frame#Frame size|frame]]".<ref>{{Cite web |title=Train Technical Specification |url=https://assets.publishing.service.gov.uk/media/5a79b82e40f0b63d72fc7f58/tts-redacted.pdf |page=60}}</ref> {{As of|2024}} some UK train companies severely limit bikes, for example [[Great Western Railway (train operating company)|GWR]] does not guarantee storage for bikes which have wheels with a [[Bicycle wheel#Rim|rim]] diameter more than 50cm,<ref>{{Cite web |title=Cycling by train |url=https://www.gwr.com/-/media/gwr-sc-website/files/travelling-with-us/on-our-trains/bringing-your-bike/GWR-cycling-by-train.pdf}}</ref> which most bicycles do.<ref>{{Cite web |title=A guide to cycle tyre sizes {{!}} Cycling UK |url=https://www.cyclinguk.org/cyclists-library/components/wheels-tyres/tyre-sizes |access-date=2024-06-03 |website=www.cyclinguk.org}}</ref>

== Bikesharing systems == {{Main|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. {{clear}}

== Examples of cycling infrastructure == <gallery mode="packed" heights="140px"> File:Gonzaga ciclovia.jpg|Cycling in [[Santos, São Paulo|Santos]], Brazil File:Ciclovia Povoa Varzim.jpg|Bikeway in [[Portugal]] File:Ciclovía Pocuro.JPG|Bikeway in Pocuro, [[Chile]] File:Bicicpoliatana di Pesaro, il ramo n. 2 coincidente con il trattolocale della Ciclovia Adriatica.JPG|Bikeway in [[Pesaro]], Italy File:Parque El Ejido Quito Ecuador.JPG|[[Ciclopaseo in Quito, Ecuador|Ciclopaseo]], Ciclovía Ejido Park [[Quito]], Ecuador File:BOG215.JPG|Bikeway in [[Bogotá]], Colombia File:B050702-35e.jpg|Trans Canada Trail along [[Coal Harbour]] in downtown [[Vancouver, British Columbia]] File:California Cycleway 1900.jpg|alt=Cycling in Los Angeles, California Cycleway in 1900|[[Cycling in Los Angeles]], California, Cycleway in 1900 File:Bikelane 9Av 30 jeh.JPG|[[Cycling in New York City]] File:Capital Bikeshare demo Times Sq jeh.jpg|[[New York City]] [[Times Square]] [[bicycle sharing system]] File:Bikeway in Minsk, Belarus.jpg|Bikeway in [[Minsk]] File:Station Velib DSC 3497.JPG|[[Vélib']] station in [[Paris]], France File:Daejeoncheon river in Daejeon South Korea.jpg|Bikeway in [[Daejeon]], Korea </gallery>

== See also == {{div col|colwidth=30em}} * [[Bicycle bridge]] * {{Annotated link |Bicycle parking station}} * [[Bicycle stairway]] * {{Annotated link |Cyclability}} * {{Annotated link |Cycling ecosystem}} * {{Annotated link |Cycling network}} * {{Annotated link |History of cycling infrastructure}} * {{Annotated link |Outline of cycling}} * {{Annotated link |Rail trail}} * {{Annotated link |Road reallocation}} * {{Annotated link |Carfree city#Examples|Removal of curbside parking spaces}} : frees up space for bicycle lanes * {{Annotated link |Safety of cycling infrastructure}} * {{Annotated link |Shared space}} * {{Annotated link |Street reclamation}} {{div col end}}

Organizing bodies:

* {{Annotated link |Adventure Cycling Association}} * {{Annotated link |National Association of City Transportation Officials}} Muli-modal road safety:

* {{Annotated link |Assured clear distance ahead}}

==References== {{Reflist}}

==External links== {{Commons category|Cycling infrastructure}} * [https://bicycleinfrastructuremanuals.com/ Bicycle Infrastructure Manuals], a compendium of infrastructure design manuals, cycling master plans and strategy guides * [https://nacto.org/publication/urban-bikeway-design-guide/ Urban Bikeway Design Guide] from [[National Association of City Transportation Officials]] * [https://bicycledutch.wordpress.com/ Bicycle infrastructure in the Netherlands] video and blog explaining the Dutch approach of addressing cycling infrastructure safety * [https://assets.publishing.service.gov.uk/media/5ffa1f96d3bf7f65d9e35825/cycle-infrastructure-design-ltn-1-20.pdf UK cycle infrastructure design guide 2020] * [https://www.cyclerail.co.uk/wp-content/uploads/2023/06/Cycle-rail-guidance-toolkit-3-27062023-LCW.pdf UK cycle rail toolkit 3 (2023)] * [http://www.cyclosm.org CyclOSM] and [https://www.opencyclemap.org/ Opencyclemap] are global maps of cycling infrastructure * [http://www.bicycle-facilities.com Bicycle Facilities] is a world map and statistics of cycling infrastructure

{{Cycling}} {{Utility cycling}} {{Road types}} {{Cycling infrastructure}} {{Authority control}}

[[Category:Cycling infrastructure| ]] [[Category:Transport infrastructure]]