National Bicycle Strategy

CYCLING - A VIABLE TRANSPORT ALTERNATIVE

Bicycles are a most efficient form of personal passenger transportation.

Cycling reduces the call on non renewable resources, creates virtually no localised air pollution, greenhouse gas emissions or noise pollution when compared with cars, buses and other vehicles powered by fossil fuels.

A policy that encourages bicycles in place of cars for short urban passenger journeys is a worthwhile component of a wider national response by all governments to the need for reduced pollution and greenhouse gas emissions, traffic congestion and the consumption of non-renewable energy sources.

The National Bicycle Strategy adopted by all levels of government recognises bicycle riding as a legitimate mode of personal passenger transportation in Australia.

It represents an acknowledgment by governments that provision for cycling should be taken into account when considering transport planning options.

The Federal Government is supporting the strategy with a $33 million investment in bicycle paths throughout Australia, including a range of demonstration projects designed to reinforce the goals outlined in this publication.

The contribution made to development of the strategy by the States, Territories, local government and other groups, such as the Bicycle Federation of Australia. is acknowledged.

PLANNING FOR BICYCLES

The design of Australian cities and the planning ethos that drives an ever-increasing urban sprawl restricts the effective use of bicycles. The focus on car use actively discourages cycling and does little to address community concerns about pollution, greenhouse gas emissions and social dislocation.

Despite this, cycling is increasing in popularity, particularly for a large number of short trips for which bicycles are ideally suited. Not only are people choosing to use bicycles as an alternative to motorised transportation, but also for recreation.

The community accepts that bicycles produce minimal pollutants, assist energy conservation and contribute to personal health.

It is estimated that bicycle sales are increasing by six to eight per cent each year. Total bicycle travel has risen 10 to 10 to 12 per cent each year from 1986 to 1989, a rate that is more than twice the rate of increase in total car kilometres. More bicycles are sold in Australia each year than cars.

Accompanying this increase is a shift away from 'racer style' bicycles to 'all terrain' cycles, which now account for approximately half of all sales. Changes in user groups have occurred also, with family groups and those in the late 20s and early 30s now involved more in cycling, both for recreation and commuting.

BICYCLE USE IN AUSTRALIA

Bicycle ownership is as high as 50 per cent across Australia. A 1986 study revealed that 1.9 per cent of all trips to work were undertaken by bicycle. Other estimates have usage levels ranging up to seven per cent of all urban and country town trips in Australia.

There appears to be considerable scope for people to use bicycles instead of motor vehicles.

One third of all car journeys are estimated to be three kilometres or less, an easy cycling distance. The average length of each bicycle trip is 2.5 km.

There are health benefits associated with cycling as a form of exercise and recreation.

Cycling also represents a reliable, low-cost alternative transport option (other than walking) for people below driving age or without a car: especially in isolated outer metropolitan areas and rural towns.

ADVANTAGES OF BICYCLES

Bicycles occupy less road space than motor vehicles per person. Safe cycling increases the efficiency of existing roads. To the extent that bicycle use replaces single-occupant vehicle trips, this will help to conserve energy and ease the demand for additional road space and car parks.

Other advantages to be gained from the use of bicycles include:

• bicycles need no fuel, give off no fumes and make almost no noise;
• bicycles offer door to door mobility, and are not constrained by public transport timetables;
• about 16 bicycles can be parked in the space required for one car:
• in congested urban conditions, the bicycle is as quick for short journeys as other forms of transport:
• a bicycle can be obtained at a reasonable cost and is economical to operate;
• when isolated from other traffic, bicycles have a high level of safety, particularly when their relatively low travelling speed is considered. and
• the bicycle offers a health bonus.

STRATEGY OBJECTIVES

Federal and State Governments have agreed that provision for cycling should be an integral part of transport and urban planning. It should be counted among the package of measures necessary to restrain traffic growth and address urban congestion.

The objectives of the National Bicycle Strategy, therefore, are to:

• integrate cycling into the transport system, as a legitimate mode of personal mobility;
• encourage more safe cycling in the community; and
• Significantly reduce the rate of bicycle related crashes, and the severity of injure to cyclists.

In pursuing these objectives, the strategy requires that proposals to achieve these outcomes be assessed against specific criteria including cost-effectiveness, feasibility, and safety.

In assessing benefits against costs, all potential social, environmental and economic factors will be considered.

INTEGRATING CYCLING INTO THE TRANSPORT SYSTEM

All spheres of government have agreed to share responsibility for implementing the strategy.

In particular, integration will require local or precinct-based assessments of the need for continuous principal bicycle paths and associated facilities. These assessments should occur within the context of developing wider city and provincial town bicycle networks. Primary responsibility for assessments rests with the States and Territories, and with local government.

Assessments will be facilitated by:

• ensuring that road and transport authorities plan for cyclists as well as motor vehicles when establishing new urban transport corridors and modifying existing roads.
• providing locally-based training and advice for municipal planners and road engineers on the need to integrate cycling into transport planning,
• ensuring that government agencies constructing bicycle facilities adhere to national guidelines established by AUSTROADS, an Organisation that pursues effective management and safe use of the nation's roads by developing and promoting national practices supported by all road authorities;
• providing for cyclists in traffic management strategies, including so called "traffic calming' measures aimed at reducing the effects of traffic and transport activity in residential areas;
• extending and improving safe routes to schools, and
• encouraging dual-mode transport for example. by providing secure, undercover storage for bicycles at 'park-and-ride' and other access points to public transport systems, and improving access to those systems.

One principle of integrating cycling into transport planning is that cyclists’ interests should be considered when making decisions involving the whole transport system. This should include urban and rural roads and all public transport services.

CYCLING AND URBAN PLANNING

Federal, State and Territory Transport Ministers have recommended an evaluation of urban planning options to include strategies that facilitate safe cycling.

A planning philosophy aimed at reducing dependence on the car will encourage alternatives such as cycling.

Other examples of the contribution that urban planning may make to improving personal mobility and recreational options for cyclists include:

• providing and on-road and off-road pedestrian and cycling routes;
• encouraging employers to provide adequate shower and changing facilities in existing and newly developed workplaces and buildings, and
• providing secure bicycle parking facilities at shopping centres, offices and other public facilities.

Future urban development and redevelopment will allow for 'bicycle safe' precincts and paths dedicated to cyclists and pedestrians.

The improved provision of cycling facilities can be achieved through co-operation among all spheres of government. Subject to further consideration, this could include amendments to the Australian Model Code on Residential Development and the Australian Model Code on Urban Housing.

Because much of the detailed bicycle, planning and construction activity associated with bicycle use falls within its administration, local government has a major role in facilitating cycling.

BICYCLE SAFETY

Any increase in bicycle usage should not result in a greater risk for individual cyclists and pedestrians, nor a significant increase in the total number of bicycle related fatalities and serious injuries.

The cost of bicycle fatalities and serious injuries in Australia in 1.991 was estimated at $300 million. This is unacceptable.

Bicycle accidents represent a disproportionately high percentage of all vehicle accidents resulting in hospital treatment of victims - about 10 to 15 per cent.

Bicycle crashes represent 2.4 per cent of road fatalities and an estimated 6.3 per cent of serious injuries.

To reduce the social and economic cost of bicycle crashes, Federal, State and Territory governments have agreed to cooperate with local councils, user groups and community organisations to achieve several key strategy objectives.

These include planning for safer cycling through effective regulations and improved cycling facilities; and educating cyclists and motorists generally about laws relating to cycling

These objectives will:

• make all road users aware, of the relationship between bicycles, pedestrians and other vehicles.
• improve safe behaviour, especially by making cyclists more conspicuous and enforcing, night-time lighting;
• focus road safety efforts on bad behaviour and locations where cyclists are exposed to the greatest risk; and
• maintain high construction standards for bicycles and safety accessories.

PUBLIC EDUCATION AND AWARENESS

A publicity and awareness campaign is an essential. element of the National Bicycle Strategy. The multi-faceted program will involve all three levels of Government - Federal, State and local.

It will:

• publicise the environmental, recreational, health and economic benefits of cycling;
• disseminate information on principal bicycle path networks and cycling facilities in cities and towns;
• make all road users aware of the needs of cyclists, pedestrians and motorists and promote better on-road and off-road behaviour by cyclists:
• educate motorists and cyclists about their legal rights and road safety obligations; and
• promote cycling as a preferred form of travel. where practicable, for short trips to school, work, local shopping facilities and entertainment.

A special effort will be made to reach school children during a public education campaigns involving cycling education in primary and secondary health education classes. Safety aspects will be coordinated nationally by the Federal Office of Road Safety

To complement school-based education. the program could include a commitment to investigate community based training , encouragement and development schemes.

Two specific groups also will be targeted:

• engineers, transport planners and urban planners - These professionals will be encouraged to accept cycling as a legitimate mode of transport: and
• public and private sector employers - Benefits to be promoted include a fitter workforce able to reach work more efficiently less demand for additional parking, and a profile in the community as an environmentally friendly workplace.

A NATIONAL DATA BASE

The Federal, State and Territory Governments have agreed to develop a cycling data base to be coordinated by the Commonwealth. This will include information on the types of bicycle trips undertaken, accidents, attitudes by cyclists and road users, and infringements.

The information base also would be available for strategic planning and research into bicycle use and safety.

STRATEGY REVIEW

A review of the National Bicycle Strategy is to take place 12 months after the development of suitable performance indicators. It is envisaged that indicators will be in place by mid-1993.

Federal Department of Transport and Communications, Canberra 1993

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