Keeping Cycling's Boom Rolling

We’ve been dealing with the pandemic long enough now to have generated plenty of data on a range of issues. One of the most fascinating areas of research has been focused on how cycling has grown and how cities have adapted. This is just the beginning. 

Sales have boomed. Cities have closed down streets and set-up new bike lanes to accommodate and encourage ridership. The numbers of a recent survey show that all over these changes have worked. Whether for transportation, exercise, or a mix of both, cycling has become one of the few positives of the pandemic. 

Traffic tracking companies have found a 28% increase in cycling year-over-year, but it’s in cities that the biggest spikes have taken place. A People for Bikes survey found that, in eleven US metro markets, half of respondents said they’ve increased their riding, whether for exercise or transportation. 40% of respondents said they expect to continue their new volume of riding even after the risk of coronavirus goes away. 

To accommodate these new riders, cities can do a lot more than just offer pop-up bike lanes. One of the weakest points of many cities’ cycling infrastructure. Wayfinding is often lacking, making it difficult for riders to even find dedicated bike lanes or bike routes in big cities. That’s considered one way to measure the accessibility of a cycling city; if you were plopped down anywhere in town, would you be able to find bike paths or bike lanes to navigate safely?

The contrast to resources for drivers is stark. Plug in an address to drive, and tools like Google Maps will instantly give you options to reach your destination. Even choosing the cycling option on these apps can lead to outdated information, busy roads, and skip new bike lanes or bike paths that haven’t been added to the cycling-specific maps. 

There has been a lot said about cities closing road to cars across the country, but there is some backlash, too. Many of these ‘slow’ or ‘shared’ streets are focused in small neighborhoods, which may not actually link cyclists with real places they need to go. These closures need to be studied and adjusted to allow for usable transportation to urban centers, areas of employment, grocery stores, healthcare providers, and community resources like public libraries. Simply closing down roads between neighbors doesn’t have a major impact on real road use. 

Another area where both cities and employers can improve is storage. In addition to street and workplace bike parking, having covered and safe places to leave bikes and belonging have a big influence on transportation decisions. Riders who fear their bike being stolen will be less likely to bike. Additionally, having places to shower or change around city centers and in at the workplace are also barriers for would-be bike commuters. 

Perhaps the key to measuring the accessibility and future of cycling as a realistic choice for individuals and families is to think of the barriers that stop everyday people from choosing a bicycle over a car. By examining what works and implementing new ideas, we can keep the momentum in cycling caused by the pandemic to last even as lockdowns and health concerns begin to fade.