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Browse through the actions below to better understand what's needed to improve conditions for cyclists and grow ridership. To see a customized action plan of the top 10 measures your city can take to rapidly grow cycling, enter your city below and click Customize. There is perhaps no better way to rapidly grow bicycle ridership than to invest in a safe, connected network of bicycle infrastructure. Improving policies and building awareness does play a role; however, without safe spaces to ride, there is little hope for cycling to become a realistic transportation option. Overall, actions are weighted according to their relative impact in terms of expanding access, security, safety, and awareness of cycling, as described in our methodology. Actions were also given a score for time and cost to implement. These scores can help to compare individual actions, and to prioritize action plans according to different criteria. In some cases, actions included in a plan may already be implemented, but could be improved upon. Your action plan displays the top 10 measures your city can take to improve conditions for cyclists and grow ridership in the short term, while devising a more comprehensive, long-term approach to support cycling as a viable transportation mode. Overall, actions are weighted according to their relative impact in terms of expanding access, security, safety, and awareness of cycling as described in our methodology. Bicycle infrastructure, which includes protected and unprotected cycle lanes, neighborhood greenways, low-speed streets, and protected intersections, should be implemented as part of a connected network, designed to ensure that cyclists have various safe route options between destinations. Much the same as sidewalks, cycle lanes should be well lit, both to ensure cyclists are visible to one another and drivers, and to create an environment where people commuting by bicycle feel safe regardless of the time of day. Cycle lanes should also be maintained over time—particularly to minimize damage from potholes or other road quality issues—and should include features that reflect city conditions i. To improve the safety and visibility of cyclists on major roads, protected bicycle lanes— which use planters, parked cars, posts, or curbs to physically separate cyclists from vehicle—are preferred. Protected lanes have been linked to an increase in ridership, and can help to decrease bicycle crashes and injuries. Related street design treatments could also play a role. For example, filtered permeability allows through-access for pedestrians and cyclists but restricts through-access for vehicles. This can be achieved through a physical closure using bollards or curbs, through the creation of one-way streets for vehicles two-way for cyclists , or through signage. Similarly, completely pedestrianizing certain streets frees up space for non-car modes, and for other uses like green space. These alternatives ensure that walking, cycling, and taking public transit become the fastest, most convenient modes for the majority of trips. Protected cycle lanes are critical for cyclist safety, and the increased safety that comes from a network of protected lanes, as opposed to disconnected lanes, can seriously encourage ridership 1. Compared to moving through a full, often arduous design process, quick-build lanes implement an intermediate design using non-permanent materials. This helps build near-term public support for cycling infrastructure, allowing people to directly experience safety improvements as opposed to theorizing their benefits. Where this worked: The most well-known example of a quick-build cycle lane network is in Seville, Spain. A local cyclist advocacy group known as A Contramano contributed to proposals for the design of the cycle lane network. In just two years, Seville built a connected km network of fully separated cycle lanes, and completed 43 additional kilometers by Many of the bidirectional lanes were converted from on-street parking spaces. Intersections are typically where cyclists feel most vulnerable, and unsafe intersections that force vehicles and cyclists to merge into a shared lane or cross lanes to turn have caused cyclist deaths 1. A variety of treatments can be implemented at intersections to make cyclists more visible to drivers and reduce instances of mixing. These treatments can be relatively inexpensive, such as extending painted cycle lanes through intersections for added visibility or adding painted bicycle boxes in front of waiting traffic. Others, albeit more expensive and complex, such as installing and integrating bicycle-specific traffic signals, or fully protected intersections that allow cyclists to navigate through the intersection without having to mix with vehicle traffic, can offer additional protection. This approach, implemented most notably in a few cities in the Netherlands, can be particularly attractive if protected lanes are being planned for or already exist on intersecting roads 2. Bikeshare systems have been effective in addressing myriad barriers to cycling, notably concerns about cost, bicycle theft, storage, and maintenance, as well as in helping facilitate one-way bicycle trips. Bikeshare has also been successful at introducing people to urban cycling for commuting as well as recreational purposes, and has been combined with citywide efforts to shift mode share away from private cars for short trips. Ensuring that bikeshare is accessible to all—through requirements that operators provide alternatives for people without smartphones, strong internet access, and credit cards, as well as through equitable distribution of bicycles and stations—is a critical element of successful system design. Over the past decade, bikeshare systems have diversified to meet the needs of people making many different types of trips. Private bikeshare operator, Zagster, offers a cargo tricycle which can be integrated into any Zagster bikeshare fleet. Tandem, cargo, and other alternate bicycle types meet specific needs that traditional bikeshare may not, and these are typically more expensive to purchase for personal use. GPS-enabled dockless bikeshare systems eliminate the need for expensive station infrastructure and present opportunities for scaling bikeshare to achieve better systemwide coverage and performance. Dockless bicycles may also be preferable for trip chaining, since they do not have to be locked at a station. Cities entering into partnerships with private companies offering dockless bikeshare should carefully consider resource and staffing needs to design and manage the program, particularly if multiple operators are providing service. Where this worked: In , Mexico City launched the largest public bikeshare system in Latin America, Ecobici, with more than 1, bicycles and 85 stations. Ecobici has since undergone multiple expansions and now includes stations in 55 neighborhoods, as well as 6, bicycles. Pedal assist electric bicycles were added to the system in The strategy also included investments in infrastructure, bicycle parking, a weekly Open Streets event, and other community rides and outreach 1. Electric bikeshare has been growing in popularity since Pedal-assist electric bicycles have been integrated into existing public bikeshare systems in Paris, Barcelona, Mexico City, and other cities, and are also offered by privately-financed bikeshare operators. Some cities have implemented fully electric bikeshare systems. The battery-powered boost offered by pedal-assist bicycles can be attractive to riders in hilly cities, cities with high average temperatures, and those with destinations far from one another. Pedal-assist bikeshare can also appeal to commuters who do not want to get sweaty while traveling to work or change clothes when they arrive. Other electric micromobility modes, such as standing electric scooters, can provide similar benefits when offered as part of shared schemes. E-bikeshare may pose additional costs to public bikeshare systems because the bicycles are more expensive and stations may need to be replaced or retrofitted with charging capabilities. However, research indicates that electric bicycles and e-scooters may be attractive to people who would not consider riding a pedal bicycle, indicating a greater opportunity for mode shift and related benefits. Cities crosscut by waterways present an inherent challenge for cyclists. Bridges built for vehicles to cross such waterways are often uncomfortable and difficult to traverse on a bicycle, with cyclists often forced to share lanes with cars or dismount and walk. Adapting the built environment by retrofitting existing bridges can improve comfort and safety for cyclists. Similarly, in cities where pedestrian flyovers are common, like Guangzhou and Kuala Lumpur, or with neighborhoods connected by pedestrian stairs, like Rio de Janeiro and Beirut, installing wheel ramps on these structures can make navigating them with a bicycle easier. While bicycle riders will likely still need to dismount, wheel ramps ensure that riders do not need to carry their bicycle to use a flyover or pedestrian staircase. Wheel ramps on rail station stairs can make bicycle-train trips easier to facilitate as well. While car-free bridges may not be feasible in many locations, retrofitting existing bridges to improve comfort and safety for cyclists could encourage use and improve connectivity. Bicycle parking and storage facilities provide convenience, safety, and security for cyclists. Adequate bicycle parking—located in well-lit areas with moderate pedestrian traffic—especially at or near transportation hubs and other central destinations, can significantly reduce the risk of bicycle theft and may encourage people to consider purchasing their own bicycle. Research shows a link between areas with denser bicycle rack concentrations and higher bicycle ridership 1. Parking should accommodate non-traditional bicycles, like three-wheelers and cargo bikes, when possible. Since bicycle parking is typically in high demand around key destinations, such as schools, transit stations, and commercial or employment centers, one method of increasing the volume of bicycle parking is to incentivize developers to install bicycle parking—both traditional bicycle racks and indoor bicycle storage—as part of new and renovated developments. In Copenhagen, for example, new developments are required to include bicycle parking that meets a set of minimum requirements. Establishing a citywide standard for the design and placement of bicycle racks can help reduce the time and resources spent analyzing each installation individually. Finally, siting self-service bicycle repair stations, which typically provide a free air pump and tools for basic repairs, near bicycle parking facilities can help to ease concerns about riders experiencing unexpected maintenance issues. Premium bicycle parking, including covered parking, secured facilities, and rentable lockers improve on standard bicycle racks by offering additional protection from the weather and theft. Made almost entirely of metal, bicycles rust when left exposed to rain or snow, and rusty bicycle chains can make for an unpleasant riding experience. For this reason, covered bicycle parking made available at high-volume destinations, like schools, museums, commercial districts, and tourist attractions, can make cycling a more attractive option, especially in cities where precipitation is common. Secure parking facilities for bicycles, common in the Netherlands and Japan, operate like parking garages, providing covered storage and the security of an attendant. Alternatively, some cities, including Paris, offer rentable lockers for long-term bicycle parking. This can be particularly helpful in areas where people may not have space in their homes or apartments to store a bicycle. Rentable bicycle lockers could also be installed at rail stations, as is the case in Washington, DC, to encourage cycling as a first-last mile solution. Amending state or municipal codes to include clear penalties for vehicle violations that put cyclists at increased risk, such as not observing speed limits, parking in bicycle lanes, or close-passing, can improve interactions between cyclists and drivers by providing legal protections for cyclists should a crash occur. Unclear ordinances regarding rights-of-way and yielding lead to confusion and unsafe conditions for vulnerable road users like cyclists. Many bicycle crashes occur when cars try to pass cyclists too closely. Adopting safe passing laws for vehicles—which typically require drivers to leave one meter of space when passing a cyclist—can help to reduce this aggressive driving practice and improve safety for cyclists. Funding and support should also be designated for safe passing enforcement. In , the UK passed a law banning the practice of close-passing. In addition to the new law, the government will offer additional training to driving instructors to ensure that cyclist safety is at the forefront when conducting lessons with new drivers. Police forces have additional funding to cite drivers for not complying with the close-passing ban. Bicycle master plans describe a long-range strategy for making cycling a viable transportation option in a city, region, or country. These plans often go beyond the commitment—albeit critical—to build bicycle infrastructure. A successful bicycle master plan should include a strategy for improving bicycle access, advancing infrastructure, with an emphasis on designing, connecting, and expanding bicycle routes, as well as fostering a safe, secure environment for cycling. Bicycle master plans must also take the existing city conditions, including current land use and climate, into account. Considerations for how proposed projects within the plan will be financed, as well as draft budgets, should be included. Where this worked: Before , it had been almost 30 years since Washington, DC had updated its official bicycle plan. Before updating the plan, officials from the District Department of Transportation DDOT traveled to Amsterdam and Copenhagen to better understand how to develop a culture more friendly to cycling. The main takeaway was to treat cycling as an activity for everyone, rather than a specialized hobby for everyone else to drive around 1. The plan includes three main goals: improving and expanding facilities; adopting cycle-friendly policies; and ramping up education, awareness and enforcement. If capacity does not exist, or there is low political will in government to develop plans for growing cycling, a working group could convene public and private sector stakeholders to identify policy priorities. For example, after identifying cycling as a strategy to reduce congestion and harmful greenhouse gas emissions, Toulouse, France developed a cycle working group that consisted of the city, the public transport authority and operator, and regional representatives. The working group focused on developing a guide to promote cycling, and on introducing a bikeshare system. Similarly, bicycle advisory committees BACs are made up of city residents appointed by a local government body to advise the latter on bicycle planning and policies, and can be useful to better understand cyclist concerns. Because they are part of the government structure, BACs can improve transparency and ensure meaningful public input on emerging projects. Financial incentives can help to promote the purchase and use of bicycles. Extending these benefits to employees who cycle to work could help to encourage commuting by bicycle by offsetting costs associated with purchasing and maintaining a personal bicycle. Since late , Bari, Italy has been operating a mileage reimbursement pilot that credits participating cyclists not only for kilometers cycled to and from work, but for non-commuting bicycle trips as well, albeit at a lower rate per kilometer. Offering subsidies or rebates can help mitigate some of the financial burden of purchasing a bicycle, particularly in places without a strong bikeshare system. High bicycle prices in many countries are often due to high import taxes or value added taxes VAT. To foster a safe cycling environment, cities need to invest resources into training enforcement officers to cite driving behaviors that are dangerous to cyclists, such as close-passing, and ensure that parked vehicles and other obstacles do not block cycle lanes. Cities should develop training programs that introduce enforcement officers to common safety concerns of cyclists, and frame these concerns with specific data on bicycle crashes and injuries. Further, enforcement officers on bicycles as opposed to vehicles could lead to a better understanding of cycling conditions. Officers on bicycles may also be able to address safety issues in real time or respond more quickly to reports and incidents. Additionally, efforts already in place to keep designated bus lanes clear, such as dedicated tow-truck enforcement teams, could be expanded to cycle lanes. Traffic cameras could also help to ensure that unprotected cycle lanes remain clear of parked vehicles by photographing the license plates of and ticketing vehicles driving or parking in cycle lanes. Seoul implemented a similar program to address the issue of private vehicles using bus-only lanes. Monitoring cycle lanes and issuing tickets for parking violations will help to establish norms for drivers not to block these lanes. Lower vehicle speeds have been consistently linked to reductions in fatal crashes, particularly between vehicles and cyclists. Reduced speeds can be implemented two ways: a lowering posted speed limits and enforcing them or b self-enforcing street design. The design of self-enforcing roads encourages drivers to comply with posted speed limits because of traffic-calming elements and heightened awareness of the presence of cyclists and pedestrians. Traffic-calming measures can include roundabouts and narrowed lanes, while awareness of cyclists and pedestrians can be improved through raised or painted intersection crossings, curb extensions or bulb-outs, or more frequent intersection crossings. Self-enforcing street designs may also be useful in cities where corruption i. Zero emission zones, which ban all non-electric vehicles from entering, can help improve cycling conditions because they can lengthen trip times for the majority of cars, making driving less convenient. This could shift people away from cars for some trips. Fewer high-polluting vehicles on streets in low or zero emission zones also increases safety, air quality, and comfort for cyclists and pedestrians. Mandated parking minimums, which require developers to provide vehicle parking regardless of whether it is needed or used, result in valuable urban space wasted on parked cars—or the potential for parked cars. Parking minimums increase the cost of housing, reduce density, and limit overall mobility. In addition to freeing up space for housing and other critical uses, reducing or eliminating parking minimums, adopting parking maximums as was done in Mexico City in and increasing the price of on-street parking to reflect the true cost of that space are all reforms that could indirectly encourage mode shift to non-car alternatives. In early , Rio de Janeiro reduced parking requirements from one space per housing unit to 0. The reform also removed parking minimums for housing units within meters of a transit stop. Freed-up space that had been reserved for on-street parking can be reallocated to infrastructure that supports cycling and walking, making streetscapes more comfortable for non-car modes. Parking and the City Donald Shoup. Congestion pricing has two direct outcomes: a making drivers more aware of the true costs of driving during peak periods, and b encouraging drivers to substitute driving during peak periods with making that trip at a different time or using a different transportation mode. Congestion pricing disincentivizes single-occupancy vehicle trips and shifts travelers to non-car modes not subject to the congestion charge, like cycling, walking, and public transit. Thus, congestion pricing requires strong and competitive alternatives to driving—namely, frequent transit and safe, comfortable cycling and walking routes—that can adequately support those who choose not to or cannot afford to pay the congestion charge. Revenues generated from congestion pricing can be designated to cycling and walking infrastructure and related improvements. However, congestion pricing requires a high level of political will and stakeholder buy-in, which could be barriers to its implementation. Historically, gasoline and other fuel taxes have funded transportation infrastructure improvements like roadway maintenance. However, in many places, these taxes have not been increased in decades and do not accurately reflect the negative impacts of heavy vehicle use; the federal gas tax in the United States has not been raised since the early s, although certain states have raised state gas taxes since then 1. Increasing fuel taxes can disincentivize private vehicle use and encourage a shift to cycling, walking, or public transit where available, especially for short and non-essential trips. Revenues from fuel taxes can also support pedestrian and cycling infrastructure projects, as has been done in Colorado where local governments have the option to apply gas tax revenues to any transit project including active transportation and other states 2. However, research shows that fuel taxes can disproportionately affect lower-income groups, who may not be able to substitute a less expensive mode or trip in response to a fuel tax increase 3. Concerns also arise around the impact on fuel tax revenues of a societal shift away from gasoline-powered vehicles in favor of hybrid and electric vehicles. In many places, not knowing how to ride a bicycle is a major deterrent to choosing cycling as a transportation mode. Learn to ride programs held at community centers or other local locations that teach people how to ride a bicycle can help address this gap. Women-only classes, family classes, or classes offered in different languages can help reach residents who may be wary to learn to ride. In the Netherlands and Belgium, learn-to-ride classes offered by a local nonprofit are available for immigrants 1. Offering cycling lessons in public schools, as is done in many places, including Portland and Washington, DC, is a long-term strategy to create a constituency of confident bicycle riders. Mexico City hosts an annual Summer Bicycle School, held in community locations such as the Historical Center of Mexico City, the Chapultepec Forest, and the Aragon, which has trained over 30, people of all ages. In addition to educating students on cycling, Tamil Nadu, in southern India, provides students at government schools with free bicycles. Additionally, not knowing how to fix minor mechanical issues can prevent people from cycling regularly. Accessing bicycle maintenance shops can be difficult for many cyclists, especially those living in cities without a strong cycling culture. Encouraging bicycle maintenance workshops or stands at community events to introduce riders to basic bicycle maintenance procedures, such as rust removal or brake tightening, could help riders feel more confident knowing they can address minor mechanical issues themselves. From to , the Ministry implemented a cycling master plan that quadrupled the number of cycle tracks, but failed to attract female riders. Macleta Women on Bikes , a local NGO in Santiago, discovered that few women knew how to ride and many were afraid to use bicycles in the city. One major aspect of bicycle security is understanding where and how to properly lock up a bicycle. Public education campaigns that explain the benefits and risks of various lock types and locking techniques could decrease bicycle theft, boost revenue at local bicycle shops selling locks, and increase bicycle security overall. This method of opening car doors, which involves reaching across the body to open the door with the far hand, forces people to turn their bodies and look out the window, ensuring that no cyclists are approaching, before opening the door. Incentive programs that encourage riders to register their bicycles with local police may reduce instances of bicycle theft. Unlike bicycle licensing, which typically carries a fee and implies that cyclists should pay for their use of street space, the goal of bicycle registration incentive programs should not be to raise revenue. There should not be a penalty for cyclists who choose not to register their bicycles. Instead, riders should be encouraged to register their bicycles so that police can more easily track stolen bicycles back to their owners. Bicycle registration programs are popular on university campuses, where bicycle thefts can be common. For decades, car-free day events have encouraged people to go about their day without relying on a personal vehicle, generating awareness around the use and benefits of car alternatives like biking, walking, and public transit, particularly for short trips. Car-free days can increase both pedestrian and cycling activity and safety by restricting cars on major roads or throughout the entire city. While many cities hold an annual car-free day, like Paris, which closes an 8-km stretch from the Arc de Triomphe to the Place de la Nation once every year, some cities hold weekly or monthly events limiting car traffic. Where this worked: More than just getting people out of their cars for one day, open streets events can be useful in institutionalizing political commitment to expand cycling and pedestrian activity. These types of projects, which have been implemented in cities around the world, can be useful in building public support for cycling infrastructure by allowing people to directly experience safety improvements as opposed to theorizing their benefits. Often, easy-to-acquire materials like paint, planters, cones, or street furniture can transform a streetscape in a matter of hours. For example, at a busy roundabout intersection in Cairo, ITDP and UN-Habitat set up a live demonstration of bicycle lanes and widened pedestrian refuge islands using cones. Traffic continued to make its way through the intersection without noticeable slow-downs 1. It is important, however, to focus pilots on large enough corridors or service areas to generate observable behavior change and to have a plan to implement successful pilots and interventions permanently. Critical mass rides have taken place in cities around the world, and typically draw large groups of cyclists to respond to social movements or to support better conditions for cycling. Critical mass rides are a way for cyclists to claim space on the street and raise awareness. Similarly, group or community rides can also focus on activism, aiming to help people become more comfortable cycling in cities where they may feel otherwise unsafe on a bicycle. For example, in Johannesburg, where many streets remain unpaved and drivers are often unconcerned about the safety of cyclists, an informal group of cyclists has begun organizing group rides to improve cyclist comfort and driver awareness. Community rides can also help to connect people with others like them who also have an interest in cycling all-female group rides, elderly rides, family rides, etc. Group ride participants may go on to do further work in the community to advocate for the interests of cyclists. In response, cycling advocates joined together to show that there was, in fact, demand for a cycle-friendly city. In , Critical Mass Budapest formed to promote cycling as a healthy, fast, inexpensive and environmentally friendly mode of transport, and to encourage the local population to use their bicycles for transportation, not just for recreation or sports. Critical Mass Budapest organized ride in less than two weeks that attracted more than 4, people. The number of people cycling daily in Budapest doubled for three years in a row after , a virtually unmatched rate of growth. Since then, a Critical Mass demonstration has taken place twice each year on Earth Day and Car-Free Day , growing to an estimated , participants in Critical Mass Budapest organizers cited the turnout at critical mass rides to demand political action and increase municipal budget allocations for cycling improvements. As a result, the Hungarian parliament formed a cycling faction with representatives from all political parties. This decision was made with a unanimous vote, and the efforts of Critical Mass Budapest were a discussion topic at the parliamentary session. Bicycle parking is another area that awareness-building campaigns could highlight. It is important that cyclists are aware of bicycle parking locations throughout the city; not knowing if there is bicycle parking at a desired location can be a deterrent to making that trip by bicycle. Strengthening wayfinding signage will also help to alert cyclists to preferred bicycle routes, and ensure that drivers are aware of these routes. Directional signs can help cyclists identify bicycle-friendly routes, as well as alert cyclists to nearby transit connections or landmarks. The page you are trying to access is part of the City Assessment tool. Click on City Assessment in the left navigation menu to start at the beginning. Action Plan Browse through the actions below to better understand what's needed to improve conditions for cyclists and grow ridership. Time to implement T Cost to implement C 1 Action can be implemented quickly 6 months or less 1 Action can be implemented at low or no cost to city 2 Action can be implemented in the near term 6 months to 2 years 2 Action can be implemented at moderate upfront cost to city 3 Action can be implemented in the long term more than 2 years 3 Action carries high upfront cost to city. Cost Impact Time. Download as PDF. Design complete streets Action Type: Infrastructure Redesign vehicle-dominated streets as complete streets that prioritize safe cycling and walking. Quick-build protected cycle lanes Action Type: Infrastructure Design and implement a quick-build network of protected cycle lanes Prioritize low-cost, flexible interventions to demonstrate the benefits of safe cycling infrastructure in the near term. The case of Seville. Intersection treatments Action Type: Infrastructure Extend painted cycle lanes through intersections Paint bicycle boxes in front of stopped traffic at intersections Install bicycle traffic signals Integrate fully protected intersection designs into plans for protected cycle lanes. E-bikeshare Action Type: Infrastructure Create an e-bikeshare system or add e-bikes to existing bikeshare Consider potential to attract new users with e-bikes, and potential operating cost increases. Built environment adaptations Action Type: Infrastructure Add protected bicycle lanes to bridges during scheduled maintenance Install or retrofit wheel ramps on pedestrian stairs Build car-free bridges. Improve bicycle parking Action Type: Infrastructure Adopt a citywide standard for bicycle parking design and placement Install public bicycle parking Implement development incentives for installing bicycle parking and indoor storage. Municipal code amendments to extend legal protection to cyclists Action Type: Policy Establish clear penalties for violations that put cyclists at risk. Clarify rights of way and proper yielding of lanes. Safe passing laws for vehicles Action Type: Policy Adopt safe passing laws Designate funding and training for safe pass enforcement. Bicycle master plan and funding Action Type: Policy Develop a bicycle master plan Develop a budget to support bicycle master plan implementation. Cycling advisory committee or working group Action Type: Policy Form a multi-stakeholder cycling advisory committee. Financial incentives for cyclists Action Type: Policy Extend commuter tax benefits or rebates to employees who cycle to work Subsidize purchase of a bicycle. Review import tariffs on bicycles Action Type: Policy Eliminate or reduce import tariffs on bicycles and e-bikes. Reduce vehicle speeds Action Type: Policy Establish and enforce low speed limits for vehicles Implement traffic-calming infrastructure for self-enforcement. Vehicle parking policies Action Type: Policy Reduce or eliminate off-street vehicle parking minimums Adopt vehicle parking maximums Adopt bicycle parking minimums. Congestion pricing Action Type: Policy Implement a charge for single-occupancy vehicle trips Designate revenues to support cycling and walking infrastructure improvements. Fuel taxes Action Type: Policy Increase taxes on gasoline and other dirty motor fuels Direct fuel tax revenues to support cycling and pedestrian projects. Cycling education Action Type: Education and Awareness-building Establish public learn to ride classes Implement cycling lessons for children in public schools Partner with local mechanics to offer workshops at public events. Bicycle registration incentives Action Type: Education and Awareness-building Provide incentives to encourage bicycle registration. Car-free days Action Type: Education and Awareness-building Implement an annual, monthly, or weekly car-free day. Infrastructure pilots Action Type: Education and Awareness-building Demonstrate the benefits of cycling infrastructure using low-cost, temporary interventions. Critical mass and group rides Action Type: Education and Awareness-building Provide support for critical mass rides Organize group rides to build cycling awareness. Head's up The page you are trying to access is part of the City Assessment tool.

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Santa Tecla buying ganja