Question

What strategies are available for a mayor to achieve his or her goal to set ordinance to make bicycle lanes and provide a tax incentive for those using bicycles? How might these strategies be different compared to mayors in other systems of city government? (Use Texas as state)

Answer 1

During the last few years, cities nationwide have seen increased use of alternative transportation such as mass transit, bicycling and walking. In a steady trickle and then a torrent, bike path, sidewalk and bus use have risen, often in record numbers. High gas prices, thinning wallets and rising obesity rates are among the factors causing people to consider alternative transportation. This report provides policy options and discussion about how to increase walking and bicycling as alternative transportation choices. When the general public thinks of riding a bike or walking, it often is an afterthought or a childhood endeavor that has no relevance in a busy, 21st century world. Several factors during the last few years have encouraged more bicycling and walking, and today they are considered increasingly viable methods of transportation. People are walking and bicycling to and from work, shopping and other appointments. In the face of congestion, these alternative transportation choices can help address a host of challenges the nation faces. Public transit also is becoming increasingly important. Ridership skyrocketed in the last year, and many walk or bike to and from transit stops. The important connection between public transit, bicycling and walking is addressed throughout this report.

The personal and overall economic benefits of bicycling and walking can be significant. From an individual perspective, walking and bicycling, either in combination with public transit or exclusively, are less costly than driving an automobile. Annual bicycle operation and maintenance cost approximately $120, compared to $13,950 per year for a car that is driven 15,000 miles, according to calculations at commutesolutions.org. Traffic congestion is also a significant drain on the economy. The Texas Transportation Institute found that congestion cost the average urban peak-time driver $710 per year in 2005.

Many states gear marketing campaigns specifically to bicycle tourists. States and communities especially appreciate bicycle tourism because it is a low-impact, clean industry. Not much is required, other than ensuring safe and interesting places to ride. Bicycle tourists appeal to chambers of commerce because they often have more disposable income and spend more time on vacation. According to the Outdoor Industry Association, a cyclist’s median income is $62,500, compared to $46,000 for the average American. Large group bicycle tours or multi-day rides often involve hundreds or thousands of riders who need accommodations and food. Several states have identified bicycle tourism as an important economic resource. The Maine Department of Transportation commissioned a 2000 study on the economic effect of bicycle tourism. Study results estimated the direct economic impact at $36.3 million. A regional-specific economic multiplier model, however, indicated additional related spending of $30.5 million, for a total of $66.8 million. Findings from the study indicated that improving on-road conditions and building more shared-use trails would enhance bicycle tourism.11 States can help bolster bicycle tourism by designating, marketing and improving routes that include noteworthy historical, scenic and cultural attractions. As a result of 2005 legislation, the Texas Department of Transportation was to develop bicycle tourism trails in the state. The Bicycle Advisory Committee recommended that the department designate a route from Austin to Houston as the first state bicycle tourism trail.

The League of American Bicyclists recently launched the Bicycle Friendly State Program to work with states that want to improve their bicycling environment. Bicycling is an activity that can help solve issues such as traffic congestion, air pollution and the obesity epidemic. It also offers a unique opportunity for state agencies—transportation, public health, recreation, tourism and planning—to work together on issues of mutual concern. Through legislation, policies and programs states can promote bicycling as a healthy and affordable means of recreation and transportation for everyone. A bicycle-friendly state may wish to incorporate aspects of the “Five Es” to encourage better bicycling: Engineering, Education, Encouragement, Enforcement and Evaluation. The two-part Bicycle Friendly State Program ranks and awards states that actively support bicycling. 1. All 50 states are ranked annually based on their levels of bike-friendliness. 2. Each state then has an opportunity to apply for the Bicycle Friendly State award recognition. A state’s efforts are further recognized and promoted within this program. In addition the state receives feedback, technical assistance, and encouragement to improve its bicycling legislation, projects and programs.

Bicycling and walking also can replace car trips that tax the environment. Both these non-polluting transit options are especially useful for short trips. In fact, 60 percent of automobile pollution occurs within the first few minutes of operation, before the catalytic converter begins to work efficiently. Once again, a small increase to 13 percent of trips under three miles taken by foot or bike could remove 9 million tons of carbon dioxide from America’s air each year.

Chicago has a national reputation as one of the best large cities in the United States for bicycling. The City of Chicago has achieved this goal by investing in bicycling infrastructure and promoting education, awareness and advocacy.

Chicago currently has more than 200 miles of on-street protected, buffered and shared bike lanes, many miles of off-street paths (including the 18.5-mile Lakefront Trail), more than 13,000 bike racks, and sheltered, high-capacity, bike parking areas at many CTA rail stations.

The Chicago Streets for Cycling Plan 2020 calls for a 645-mile network of biking facilities to be in place by 2020 to provide a bicycle accommodation within half-mile of every Chicagoan.

The plan sets forth a comprehensive strategy to achieve Mayor Emanuel’s goal of making Chicago the best big city for bicycling in America.  

It was developed through a community process, and identifies a network of on-street bikeways that will allow all Chicagoans to feel more safe and comfortable riding on city streets.

The Plan’s network was developed using three key principles:

• to provide a bicycle accommodation within half-mile of every Chicagoan;
• to provide more bikeways where more people live; and
• to build more infrastructure where ridership is high, while establishing a strong backbone of infrastructure where ridership is currently lower.