Preparing for the Third Wave of Cyclists
Notes - Tonight’s focus is on Cycling for Transportation – to work, to school, for shopping, to meetings, to reoccurring activities or events, and so forth.
Cycling for recreational pursuits or for exercise will not be commented on. The next 15 minutes will be spend on setting the stage for the following presentations. While the geographic focus of this evening is on Greater
Vancouver, this presentation will primarily use data from the City of Vancouver, mainly as Cycling for Transportation has evolved the farthest here within the
GVRD.
The primary measurement used in this presentation for understanding progress in
Cycling for Transportation will be that published by Statistics Canada reporting on census data - Mode of Transportation to Work.
Cycling has grown over the past 20 years to where visitors now recognize that it is part of the transportation options of getting around the City and of the Region.
Has it grown enough to meet the needs; of the populous, of the City and Region’s long term strategic directions, of peoples’ health, or of the environment and the City’s, Region’s, or the Country’s commitments to it?
Certainly for many people it has not. Many have expressed an opinion that
Cycling for Transportation could grow much more if the conditions and the environment for cycling were right.
Tonight, the focus will be on the cycling infrastructure.
The Social Marketing of Cycling for Transportation will not be addressed.

The first wave were the people within the GVRD willing to cycle on the road with no or limited changes to the infrastructure to accommodate cyclists.

Notes - The first wave were the people within the GVRD who were willing to cycle on the road, without any changes to the infrastructure to accommodate cyclists or with just very minor ones.
• There are people who will choose cycling over other forms of transportation no matter the state, quality, or design of the road system. Their reasons may very.
They may wish to do it as a statement of principle of right or freedom. They may wish to do it for personal pleasure, for personal allocation of available monies, or for health reasons and so on.
• No matter the reasons, these people tend to have strong personal confidence, willing to be exposed and comfortable with risk-taking , and are skilled with bicycles.
• By the time the City started to apply cycling infrastructure to the road system, the number of cycling trips had grown where cycling represented 1.2% of all the trips to work.

The second wave includes those cyclists who were attracted to Cycling for Transportation with the current road design approaches for cyclists.
The first wave were the people within the GVRD willing to cycle on the road with no or limited changes to the infrastructure to accommodate cyclists.

The second wave includes those cyclists who were attracted to Cycling for Transportation with the current road design approaches for cyclists.

includes those cyclists who were attracted to Cycling for Transportation with street enhanced with the current road design approaches for cyclists.
As new cycling facilities and designs were implemented more people were attracted to using cycling instead for their transportation needs. No longer was there just a sole cyclist on the road. One would encounter a cyclist every few blocks. One became aware that cyclists would be around.
By 2001, during the prolonged 4 month bus strike, Cycling to
Work modal split share had increased to 4.1%.

The third wave will be those motorists who are not encouraged or willing to undertake Cycling for Transportation with the current cycling infrastructure and with current designs being put in place but could be induced to cycling with more extensive designs.
The second wave includes those cyclists who were attracted to Cycling for Transportation with the current road design approaches for cyclists.
The first wave were the people within the GVRD willing to cycle on the road with no or limited changes to the infrastructure to accommodate cyclists.

Notes - The third wave will be those motorists who are not encouraged or willing to undertake Cycling for Transportation with the current cycling infrastructure or with current designs being put in place but could be induced to cycling with more extensive designs.

The third wave will be those motorists who are not encouraged or willing to undertake Cycling for Transportation with the current cycling infrastructure and with current designs being put in place but could be induced to cycling with more extensive designs.

Cycling growth in the city and region
Cycling has grown significantly within the city over the last two decades.
CEO of Sustrans UK commented that
“There is now a critical mass of cyclists on the streets”.

Cycling growth in the city and region
Notes - (Again, while the remarks apply to the GVRD region, the City of
Vancouver will be mainly used as an example tonight.)
•As was noted by the CEO of Sustrans in the UK on a cycle in the Central
Broadway Corridor a while back
– - There is now a critical mass of cyclists on the streets making motorists aware than cyclists could be about. One can always see a cyclist on the road.
– Sustrans is the U.K.’s leading sustainable transportation organizing focusing on people being able to choose to travel in ways that benefit their health and the environment

Cycling growth in the city and region
Cycling has grown significantly within the city over the last two decades.
Cycling growth within the city has benefited from the implementation of the 1999 Bicycle Plan. People who needed something more than shared roadways were attracted by the improvements in the cycling infrastructure.
The first few kilometres of cycling infrastructure were brought in around the mid-1980’s followed by evolution of the Bike Routes starting in 1990. Now, about 170 km of cycling facilities are in place.
Total Cycling Facilities – 201 km or 14% of streets
Bike lanes 24 km
Bike paths 27 km
Other bikeways 151 km

Cycling growth in the city and region
Notes -
Cycling growth within the city has benefited from the implementation of the
1999 Bicycle Plan. People who needed something more than shared roadways were attracted by the improvements in the cycling infrastructure. The implementation of the
2001 Downtown Transportation Plan should give a boost to cycling growth in the next few years.
•The first few kilometres of cycling infrastructure were brought in around the mid-1980’s followed by evolution of the Bike Routes starting in 1990. Downtown cycling infrastructure moved significantly forward in the last two years with implementation of bike lanes on many streets. Now, about 170 km of cycling facilities are in place.
• Streets
• Sidewalks, hard surface
1432 km
2146 km
• Total Cycling Facilities – 201 km or 14% of streets
» Bike lanes 24 km
» Bike paths 27 km
» Other bikeways 151 km

Cycling growth in the city and region
Growth compares well with the rest of N.A.

Cycling growth in the city and region
Notes - The City of Vancouver had achieved by 2001 during the bus strike a cycling mode share of 4.1% across the city with participation reaching 8.7% on the south side of English Bay.

Cycling growth in the city and region
Growth compares well with the rest of N.A.

Cycling growth in the city and region
Notes - Growth compares well with the rest of North America.
Victoria leads Canadian cities with 7% plus participation. Most other cities are well below Vancouver's level. Ottawa – Gatineau and Saskatoon come the closest.
Most cities in the U.S. are far behind Vancouver’s share. Portland has made great strides in the last five years to close the gap.
However, there are a few shining examples of cycling cities in the U.S. that have made that leap to the European level. These tend to be mid-size or smaller cities with a high content of university students. Davies California and Boulder
Colorado are in the 20% range while Madison with its 8% share wants to catch up to Davis.

What has been done successfully to contribute to this growth?
Cyclist activated push buttons
Bike Routes – Network

What has been done successfully to contribute to this growth?
Notes - The City and TransLink have taken a number of actions which have contributed to the growth of Cycling for Transportation in the city? Some that are recognized for making a large contributions include:
Cyclist activated push buttons –
Trip time can be an impediment for people to use Cycling as a
Transportation option. Especially in built up areas, crossing arterial and collector roads can add significant time to a trip, particularly during the rush hour and the commute to work. Cyclist activated traffic signals have been a great success to cyclist removing what would have been a very significant barrier.
Bike Routes – Network –
Designating as bike routes a number of streets with little motorized traffic which proceed at speed closer to that of cyclists through signage and traffic calming techniques.

What has been done successfully to contribute to this growth?
Bike Racks on Buses
Bikes on SkyTrain and SeaBus

What has been done successfully to contribute to this growth?
Noptes - Bike racks on buses –
As the number of buses with bike racks approaches 100%, cyclists can count on combining their trip with buses, if the distance, time constraints, weather or other considerations such as darkness makes cycling to the destination not practical. It gives the comfort that cyclists have a way back home if there is a mechanical breakdown with their bike on the journey. Cyclists are not abandoned when away from home.
Bikes on SkyTrain and SeaBus –
With restrictions reduced to rush hour in one-way, SkyTrain extends the distance people can use cycling as a transportation alternative.

What has been done successfully to contribute to this growth?
Reduction of stop signs through traffic circles and traffic calming streets

What has been done successfully to contribute to this growth?
Notes - Reduction of stop signs through traffic circles and traffic calming streets
–
Stop signs are considered as an impediment for people for considering
Cycling for Transportation as an alternative. Traffic circles and roundabouts are considered by cyclists as much more desirable alternatives.

New designs are being experimented within the Region
Within the City of Vancouver
Bike box on Union
Left turn bike lanes

New designs are being experimented within the Region
Within the City of Vancouver
Notes - As the rate of cycling grows, cyclists are calling out for facilities which are more pronounced in designating space for cycling and for indicating to motorists where they may expect cyclists to be. The municipalities in the region have responded with adopting some designs which are innovative to the region.
Some examples are:
Within the City of Vancouver
Bike box on Union and Main accommodating three potential movements
Left turn bike boxes- Georgia and Nicola, Dunsmuir at Richards and at Homer

New designs are being experimented within the Region
Within the City of Vancouver
Bike lane between bus lane and general traffic lane
Bus humps

New designs are being experimented within the Region
Within the City of Vancouver
Notes - Bus humps - A bike lane between a bus lane and a general traffic lane on Burrard
Bus humps on Lamey’s Mill Rd.

New designs are being experimented within the Region
Within the City of Vancouver
Coloured and physically separated
Bike lane at intersection
Bike symbols on bike lanes
Bike lane as a speed reduction technique

New designs are being experimented within the Region
Within the City of Vancouver
Notes - Coloured and physically separated Bike Lane at the Lamey’s Mill Rd and
Anderson St. intersection.
Bike symbols on bike lanes spaced such that a symbol is always within eyesight – Expo and Richard Sts.
Bike lane as a speed reduction technique on a wide street – Kerr St.

New designs are being experimented within the Region
Within the City of Vancouver
Traffic calmed streets
Horizontally Separated Bike Lanes

New designs are being experimented within the Region
Within the City of Vancouver
Notes - Traffic calmed streets which discourage car traffic on the Central Valley
Greenway route.
And even some horizontally and vertically separated bike lanes on 1st Ave.

New designs are being experimented within the Region
In the GVRD
Traffic circle designs
In New Westminster
Bike lanes as part of redistribution of public space on a downtown road.
In Burnaby
Countdown signals

New designs are being experimented within the Region
Notes - In the Region
Traffic circle designs with various levels of signage.
In New Westminster
On Columbia St – bike lanes as part of redistribution of public space on a downtown road.
In Burnaby
Traffic circle design and bike signal heads.
Countdown signals
Experimenting with cycling facility designs make the presence of cyclists on the road so much more pronounced to motorists.
It also makes people aware that cyclists belong on roads and are not just a fringe group, maybe an annoying one to the motorists.
It makes drivers aware that cyclists may be about.
Such experimentation along with the roll-out of the current cycling infrastructure plans and designs will spur growth in Cycling for Transportation, maybe to 6% cycling mode share within the City of Vancouver.

But cycling is does not compare well to
European cities
Cycling Mode Share - Less
Cycling Aggressive
European Cities
City of Vancouver 4.10%
London 2.60%
Vienna 4.50%
Cycling Mode Share - More Cycling Aggressive European Cities
Berlin
Zurich
Strasbourg
10.00%
11.00%
12.00%
Graz
Munich
Hanover
14.00%
13.00%
16.00%
Cycling Mode Share - Cycling Aggressive European Cities
Freiburg
Copenhagen
20.00%
36.00%
Amsterdam 34.00%
There is room for growth
Cycling Mode Share -
Cycling Aggressive
European Cities
Delft 43.00%
Munster 43.00%

But cycling is does not compare well to European cities
Notes - But the level of cycling within the City of Vancouver does not compare well to European cities. There are some cities with cycling levels in the range of
Vancouver or below, such as
London
Vienna
But London has a significant plan to change that.
Berlin
Zurich
Strasbourg
2.60%, and
4.50%
Cycling Mode Share - More Cycling Aggressive European Cities
A number of cities have grown their cycling levels into the ten % range, such as
10.00%
12.00%
11.00%
Graz
Munich
Hanover
14.00%
13.00%
16.00%
Cycling Mode Share - Cycling Aggressive European Cities
Then come the more exemplatory large cities which have made real progress and are in the twenty percent plus range, such as
Freiburg 20.00%
Copenhagen
Amsterdam
36.00%
34.00%
Cycling Mode Share - Cycling Aggressive European Cities
Delft 43.00%
Munster 43.00%
So, there is room for growth, as these cities show.

But cycling growth has been slow
Cycling growth has been far outpaced by population and car ownership growth
Annual rate of growth is 0.15 to 0.4% in the city of Vancouver and even less in the Region, at 0.04%.

But cycling growth has been slow
Notes - But cycling growth has been slow
Annual rate of growth has been in the range of 0.15% to 0.4% in the city of
Vancouver and even less in the Region, at 0.04%.

But cycling growth has been slow
Cycling growth has been far outpaced by population and car ownership growth
In the City of Vancouver
Over the last 10 years, yearly average growth in
Cycling to work was 500
Population was 5,000
Car ownership was 5,000 vehicles
Within GVRD
Over the last 10 years, yearly average growth in
Cycling to work was 600
Population was 27,000
Car ownership was 27,000 vehicles

But cycling growth has been slow
Notes - Cycling growth has been far outpaced by population and car ownership growth:
In the City of Vancouver
Over the last 10 years, yearly average growth in
Cycling to work was 500
Population was 5,000
Car ownership was 5,000 vehicles
Within GVRD
Over the last 10 years, yearly average growth in
Cycling to work was 600
Population was 27,000
Car ownership was 27,000 vehicles

But cycling growth has been slow
Look at what has been achieved in Portland and Bogota
within 5-year periods

But cycling growth has been slow
Notes - Can VACC’s target be met for 10% cycling mode share by 2010 and then move on to the levels of cycling aggressive European cities, usually considered in the 15% to 25% range?
The answer is yes, if there is political will supported by aggressive municipal staff and by funding.
Look at what has been achieved in Portland and Bogota within 5-year periods.
Cycling in Bogota has grown from 0.5% to 5% in 5 years.
While Portland has grown cycling modestly from 1.12% in 1990 to 1.79% in 2000 and then aggressively to 3.51% in 2005.
Portland’s annual cycling growth rate exceeds Vancouver’s by more than twice. Now Portland is competing for Vancouver with cycling to work..
Yes, it can be done if there is a will .

But cycling growth has been slow
Can VACC’s target be met for
10% cycling mode share by 2010, and then move on to the levels of cycling aggressive European cities ?
The answer is YES , if there is political will supported by aggressive municipal staff and by funding.
Yes, it can be done
if there is a WILL

But cycling growth has been slow
Notes - Can VACC’s target be met for 10% cycling mode share by 2010 and then move on to the levels of cycling aggressive European cities, usually considered in the 15% to 25% range?
Yes, it can be done if there is a will .

Rolling out the cycling infrastructure of the current bicycle plans with current designs will not do it

Rolling out the cycling infrastructure of the current bicycle plans with current designs will not do it
Notes - Rolling out the cycling infrastructure of the current bicycle plans with current designs will not do it
As mentioned, projected cycling mode share in the City may
Past Vancouver cycling studies have looked at geographic, network infrastructure, and environmental elements for growing the cycling mode share.
Some of the network infrastructure factors have been addressed.
In the City, a base network is almost in place.

Rolling out the cycling infrastructure of the current bicycle plans with current designs will not do it

Rolling out the cycling infrastructure of the current bicycle plans with current designs will not do it
Notes - A different tack will need to be taken.
The “Cycling in the Cities Study” indicates different priorities in cycling infrastructure needs to grow Cycling for Transportation.
Personal factors have a part in the slow growth rate of Cycling for
Transportation

The Marketplace for Cycling for
Transportation
Current argument used to support investing in cycling infrastructure:
“Build it and they shall come”
Which addresses people who fall into the Second Wave
With cycling mode share for commuting to work at 4.1% and slow annual growth rate of cycling at 0.15% for the last 10 years, the reality is that most travellers have rejected Cycling for
Transportation, at this time

The Marketplace for Cycling for
Transportation
Notes -
The Marketplace for Cycling for Transportation
• Current argument used to support investing in cycling infrastructure:
– “Build it and they shall come”
• Which addresses people who fall into the Second Wave
• But this approach can only be sustained for so long, as evident by the slow growth rate of cycling.
– With cycling mode share for commuting to work between 3.3% to 4.1% and
– slow annual growth rate of cycling at 0.15% for the last 10 years,
– the reality is that most commuters have rejected Cycling for Transportation, at this time
– Just consider the ongoing cycling turnover rate – people who try Cycling for Transportation and decide after a few years to leave it.
– Consider the continued growth of cars in the City and the Region.
• But if conditions are conducive, then cycling will be chosen as a preferred mode of transportation,
– as evidence by the bus strike of 2001 and
– a 25% jump in cycling to work from the previous census.

Maslow’s Model of Hierarchy of Needs

Third Wave cycling facilities designs should be tested for fit to
Maslow’s Model of Hierarchy of Needs
We tend to build models as a way of understanding things.
What is needed to induce people to leave their cars and Cycle for Transportation instead?
One popular model that looks at what causes change is Maslow’s “Hierarchy of Needs”.
This diagram shows this model, represented as a pyramid with the more basic needs at the bottom.“
When considering this model, one argument which may be made is that:
To attract people in Third Wave, cycling facilities designs should be tested for a fit to
Maslow’s Model.
To attract people in Third Wave, cycling facilities designs should address the basic needs first,
Namely Biological, Physiological and Safety needs.
The five needs
Biological and Physiological needs
are to do with the maintenance of the human body. If we are unwell, then little else matters until we recover.
Safety needs
are about putting a roof over our heads and keeping us from harm. If we are rich, strong and powerful, or have good friends, we can make ourselves safe.
Belonging needs
introduce our tribal nature. If we are helpful and kind to others they will want us as friends.
Esteem needs
are for a higher position within a group. If people respect us, we have greater power.
Self-actualization needs
are to 'become what we are capable of becoming', which would be our greatest achievement.

Successful designs for the future will need to address factors affecting personal decision making in choosing
Cycling as the Mode of Transportation for the next trip

Successful designs for the future will need to address factors affecting personal decision making in choosing
Cycling as the Mode of Transportation for the next trip
Notes - One may suggest that for cycling facility designs to be successful in attracting more people in the future to Cycling for
Transportation and especially those who do not do it today, the designs will need to address factors affecting personal decision making in choosing Cycling as the mode of
Transportation for the next trip:
Over the past 16 years as a cycling advocate and one interested in factors affecting personal decision making process, this model has evolved from listening to people’s descriptive or anecdotal insight why they do not or will not Cycle for Transportation or have given it up and from analyzing some surveys which may yield some insight.
The model looks at considerations that are cycling related in the decision making process, not those that are personal or driven by other factors.
Most of the factors are at the Safety Needs level in Maslow’s model.
It is argued here that cycling facility designs targeted for Cycling for Transportation growth should primarily focuses on
Safety Needs portion of Maslow Model for future cyclists , not just the needs of current cyclists.
It is also proposed that successful cycling facility designs for future cyclists need to address these factors identified in this slide.
In fact designs should be tested for their fit to this model with cyclists.
For the Third Wave of cyclists, it should be recognized that in this model, self-esteem aspects towards Penchant for Cycling will not be a factor in the future, as it has been in the past.
The people who will be the future cyclists have transportation options and will choose the mode for any trip that makes most sense to them. Road factors and cycling facilities will be important considerations or else they will just continue to drive.

Cycling in the Cities
Chief Investigator and Epidemiology
Dr. Kay Teschke
Professor, Department of Health Care
University of British Columbia
Study involves
Study focus:
UBC, TransLink, BC Cancer Society, and the VACC
Understanding people, neighbourhoods, and infrastructure to promote an epidemic of change
Cycling injury study relating to type of cycling infrastructure
(Geographical extend - Greater Vancouver)
A major cycling survey was conducted from the fall of 2005 to the winter of
2006
Data is now being analyzed

The Marketplace for Cycling for
Transportation
Cycling Portion of the Transportation Mode Share
1.2% Confident Regular Cyclists – Dedicated cyclists Who need little road
7.1% Regular cyclists - infrastructure.
Who cycle for transportation at least once a week
12.5% Non-Regular Cyclists - with the current Bicycle Plan’s infrastructure and network.
Who currently drive and also cycle infrequently, less than once per week, rarely for transportation.
3.7% Potential Cyclists - Who currently drive and could be persuaded to consider Cycling for Transportation.

The Marketplace for Cycling for
Transportation
Notes -
The Marketplace for Cycling for Transportation
What is the marketplace size?
Will it accommodate a growth in cycling to reach that of the cycling aggressive
European level?
Taking a look at the Census Canada 2001 data and the results from the Cycling in the Cities study, it would appear that the transportation marketplace is made up of:
Portion of the Transportation Mode Share
1.2% Confident Regular Cyclists –
Dedicated cyclists who need little road infrastructure.
7.1% Regular cyclists -
Who cycle for transportation at least once a week with the current Bicycle Plan’s infrastructure and network.
12.5% Non-Regular Cyclists -
Who currently drive and who also cycle infrequently, less than once per week, rarely for transportation.
3.7% Potential Cyclists -
Who currently drive and who could be persuaded to consider Cycling for
Transportation.

Sizing the Marketplace
Potential for Growth of Cycling for
Transportation
The First and Second Wave consists of 21,000 City of Vancouver cyclists who cycle to work at least once a week, resulting in 10,000 cyclists daily on the road making their commute.
The Third Wave marketplace, would consist of Non-Regular and
Potential Cyclists and is estimated at
40,000 Cyclists to work, or
80,000 Cyclists for transportation, with potential for the cycling portion of the Transportation Mode Share to grow to 20%.
Sources – CoV BAC Presentation to Council, Jan 18, 2005, UBC / TransLink/ BC Cancer Society, VACC 2006 Survey Cycling in the
Cities, TransLink 2004 survey, CoV Cycling summary 2006, Statistic Canada

Sizing the Marketplace
Potential for Growth of Cycling for
Transportation
Notes - Sizing the Marketplace
Potential for Growth of Cycling for Transportation
What is the opportunity to grow cycling?
The First and Second Wave consists of 21,000 City of Vancouver cyclists who cycle to work at least once a week, resulting in 10,000 cyclists daily on the road making their commute.
The Third Wave marketplace, consisting of Non-Regular and Potential Cyclists, is estimated at
40,000 Cyclists to work, or
80,000 Cyclists for transportation, with potential for the cycling portion of the Transportation Mode Share to grow to 20%.
Sources – CoV BAC Presentation to Council, Jan 18, 2005, UBC / TransLink/ BC Cancer
Society, VACC 2006 Survey Cycling in the Cities, TransLink 2004 survey, CoV Cycling summary 2006, Statistic Canada

Sizing the Marketplace
Potential for Growth of Cycling for
Transportation
The First and Second Wave consists of 21,000 City of Vancouver cyclists who cycle to work at least once a week, resulting in 10,000 cyclists daily on the road making their commute.
The Third Wave marketplace, would consist of Non-Regular and
Potential Cyclists and is estimated at
40,000 Cyclists to work, or
80,000 Cyclists for transportation, with potential for the cycling portion of the Transportation Mode Share to grow to 20%.
Sources – CoV BAC Presentation to Council, Jan 18, 2005, UBC / TransLink/ BC Cancer Society, VACC 2006 Survey Cycling in the
Cities, TransLink 2004 survey, CoV Cycling summary 2006, Statistic Canada

Sizing the Marketplace
Potential for Growth of Cycling for
Transportation
Notes - Sizing the Marketplace
Potential for Growth of Cycling for Transportation
What is the opportunity to grow cycling?
The First and Second Wave consists of 21,000 City of Vancouver cyclists who cycle to work at least once a week, resulting in 10,000 cyclists daily on the road making their commute.
The Third Wave marketplace, consisting of Non-Regular and Potential Cyclists, is estimated at
40,000 Cyclists to work, or
80,000 Cyclists for transportation, with potential for the cycling portion of the Transportation Mode Share to grow to 20%.
Sources – CoV BAC Presentation to Council, Jan 18, 2005, UBC / TransLink/ BC Cancer
Society, VACC 2006 Survey Cycling in the Cities, TransLink 2004 survey, CoV Cycling summary 2006, Statistic Canada

Sizing the Marketplace
Target Customers for Enhanced Cycling Facilities
Designs
People who own bicycles but use them rarely and those who could be induced to Cycle for Transportation, some who may have owned bicycles in the past or may have them in storage.
The Non-Regular
The Potential Cyclists

Sizing the Marketplace
Target Customers for Enhanced Cycling Facilities
Designs
Notes - Target Customers for Enhanced Cycling Facilities Designs
From the Cycling in the Cities survey results, it is suggested that the target customers should be:
People who own bicycles but use them rarely and also those who could be induced to Cycle for Transportation, some who may have owned bicycles in the past or may have them in storage.
The Non-Regular
The Potential Cyclists
These are not the cyclists on the streets every day on their way to work, to school, to shop, to regular destinations,
But people who are, most likely, driving for their commute or trip purpose.

Sizing the Marketplace
Target Customers for Enhanced Cycling Facilities
Designs from
Target Customers for the Third Wave
Potential Cyclists to from
Non-Regular Cyclists to
Not the cyclists who are currently commuting for transportation with their bicycles

Cycling in the Cities Surveys
From the surveys, it is evident that if significant growth in Cycling for
Transportation is to be achieved, then
Non-Regular Cyclists and Potential Cyclists will need to be induced through
Cycling facility designs focusing on
Increased bike routes (1)
Safer bike routes (2)
Secure bike facilities (9), and
Urban density planning – Shorter distances (5)
Sources – UBC / TransLink/ BC Cancer Society, VACC 2006 Survey Cycling in the Cities

Cycling in the Cities Surveys
Cycling facilities designs will have positive effects if the designs contribute to
The route is away from traffic noise and air pollution (1)
The route has beautiful scenery (2)
The route has bicycle paths separated from traffic for the entire distance (3)
The route is flat (4)
Cycling to the destination takes less time than travelling by other modes (5)
Bikes can be taken on SkyTrain at any time (8)
Secure indoor bike storage (9)
2-way off-street bike paths have reflective centre lines for night and poor weather cycling (10)
Sources – UBC / TransLink/ BC Cancer Society, VACC 2006 Survey Cycling in the Cities

Cycling in the Cities Surveys
Cycling facilities designs will divert people from choosing Cycling for
Transportation if the designs contribute to
Having to cycle on noisy, busy streets
Major streets with parked cars (higher use; low preference)
Cycling alongside cars driving fast
Rain and slick surfaces; debris
Sources – UBC / TransLink/ BC Cancer Society, VACC 2006 Survey Cycling in the Cities

Cycling in the Cities Surveys
Notes - Cycling in the Cities Surveys
Cycling facilities designs will divert people from choosing Cycling for
Transportation if the designs contribute to
Having to cycle on noisy, busy streets
Major streets with parked cars (higher use; low preference)
Cycling alongside cars driving fast
Rain and slick surfaces; debris
Summary:
For supporting a dramatic shift in Cycling for Transportation growth , a challenge is for choosing cycling facility designs which will induce people to cycle, incorporate the positive effects that support cycling growth, and reduce or negate the negative effects which may distract people from using their bicycles.

The third wave will be those motorists who are not encouraged or willing to undertake Cycling for Transportation with the current cycling infrastructure and with current designs being put in place but could be induced to cycling with more extensive designs.
The second wave includes those cyclists who were attracted to Cycling for Transportation with the current road design approaches for cyclists.
The first wave were the people within the GVRD willing to cycle on the road with no or limited changes to the infrastructure to accommodate cyclists.

from
Target Customers for the Third Wave
Potential Cyclists to from
Non-Regular Cyclists to
Not the cyclists who are currently commuting for transportation with their bicycles