 So I am super excited to kick off Advanced Symposium number one for the California Bicycle Summit. Our speakers today are inspiring, the content is amazing, and you all who are here, hundreds of you, are the core of our movement and will benefit hugely from this session. I want to thank everyone for their contributions to the movement, especially the thousands of you who supported our bills to repeal jaywalking and to repeal the unnecessary stupid law that requires us to come to a complete stop at empty intersections if there's a stop sign. As you know, the governor vetoed those bills. However, the reason why we introduced those bills in the first place was in order to strengthen the movement and broaden the movement to help more California cities to become more equitable and more prosperous where more people can experience the joy of bicycling and we succeeded in that thousands of people signed our petition. More than 100 organizations came on in support of both of those bills. And we are prepared next year to introduce and win some measures that will do a lot more than, frankly, those would have done. Disappointing, not to get them, but they were also symbolic in a way. Next year we are going away from the symbolic and to the material practical victories that will help our cities. We're going to work to make hundreds of millions of dollars available to cities to build protected bikeways and other things necessary to have a safe bikeway network. We're going to make shared bikes and scooters accessible and affordable to everyone in California. We're going to change the design rules so that we're going to get rid of door zone bike lanes and make it easier for cities to narrow traffic lanes. And we're going to save lives by requiring trucks to have side guards, so that people won't get run over. This is just the beginning of what we're going to do. We have some work to do to finalize that agenda and you'll be hearing all about that. I'm really looking forward to an exciting agenda next year. This is the seminar today is a fantastic primer on all of the things that cities around the world are doing to make our cities more prosperous and more equitable through the joy of bicycling. It is the first of three symposium symposia that we have I will share my screen to bring up the next two. So today is a cycling for sustainable cities. On December, we have presentation about letting lessons from Latin America. I think sometimes some of us too often look to northern Europe as the place for lessons, but our neighbors to the south are doing some amazing things. We're all about it on December 7 the speakers will be Lorena Romero, you might remember her from the 2019 summit in Los Angeles she's the director of BC Activa, based in Los based in Columbia, Bogota, and she'll also be with us in April by the way. She's joined by two of the authors of the book, one is Daniel Rodriguez he's a professor at the department of city and regional planning from the University of California Berkeley, and Carlos Felipe pardo also from Bogota. He's the director of despacio despacio is a mobility justice organization, based in Bogota. These, and then we're going to hear from folks in California, some of our local partners in the East Bay in Los Angeles, and San Jose will share with us. Share lessons that session will have some breakout sessions. All of this is a precursor to the thing that I am so looking forward to seeing you all in person in April, I can't wait. The California Bicycle Summit is coming to Oakland. In April, April 6 to the ninth and a beautiful uptown Oakland, California, in an event center called oak stop. Oakland is the home of the scraper bikes among many other things that Oakland has to share that's one of the most exciting. The oak stop the event center is just steps from the 19th street part station so it's super accessible. That's where our breakouts are going to be. Our plenary sessions are going to be a block away in a place called the California ballroom this beautiful 1912 building that's just perfect for this kind of event will be going back and forth between that and this place. The owner of oak stop which is a black owned local event center is very much interested in making the neighborhood that his center is in pedestrian and bicycle friendly plates. I'm excited to be supporting, you know, that is somebody who realizes that their success comes from the success of the neighborhood around it. The center has some beautiful breakout spaces that are used as galleries when you're not used for the acoustics are great. The lighting is great. I'm really looking forward to it. One of the things that it doesn't have that a typical convention center has is a lobby where you hang out and so we're going to close the street. Out in front will be able to enjoy the public space as a place to gather and meet the theme last year with intersections. This year we are working on the theme. But no matter what theme we have there's going to be a dance party as there always is this year that dance party has a twist that dance party is going to be on wheels. The event coincides with the East Bay Bike Party which is a monthly celebration of bicycling that rolls through various East Bay cities it's going to roll through Oakland in April. And we're going to get to take part the East Bay Bike Party is a three segment bike ride casual and the segments are separated by you guessed it dance parties. It's going to be the last I can't wait for the California Bicycle Summit to come in person to Oakland. And I want you all to register for it some of you already have the symposia are free the event is $425 but you can get it for 295 I think right now as an early bird. I think you should register right away. And we have a surprise today if you registered today by midnight tonight, you will get a free copy of cycling for sustainable cities. How can I make that show up. Anyway, there it is cycling for sustainable cities. I hope that we are talking about today will you'll get a free copy if you register for the summit at the early bird price by midnight tonight. So with that, I am very, very much looking forward to introducing our speakers. John, the professor john pooker, and I'm making my notes so I get this right. John pooker is the professor and narrative in the school of planning and public policy at Rutgers University in New Jersey. It's a pleasure of hearing him in 2007 at the National Bike Summit. He was the keynote speaker and it was about some professor about some book. And I was thinking oh this is going to be going to be a little dry. I've never heard a more entertaining presentation in my life was fantastic he will be joined by Ralph Bueller, who's a professor and chair of Urban Affairs and planning at Virginia Tech Research Center in Arlington, Virginia. The two of them have collaborated on the second edition of cycling for sustainable cities published by MIT press. It is an encyclopedia of what cities are doing to make their cities prosperous and healthy and equitable through the joy of bicycling. I am very excited to turn it over now to Professor john pooker. Thank you very much. Thank you very much. Thanks Dave for the kind words in your introduction. Over the past two decades, I've known Dave, he's become a living legend truly a living legend in the world of cycling advocacy. Dave is also one of the co authors of the chapter on cycling advocacy in the book will be discussing today. Ralph and I thank both Dave and the California bike coalition for hosting today's presentation on cycling for sustainable cities. We also thank Cal bike and all of its affiliated local advocacy organizations for everything they do to promote safe and convenient cycling throughout California. I'd like to emphasize the progress that has been made improving cycling conditions in California would never have been possible without the crucial support of state and local cycling advocates. Finally, we'd like to thank each of in the audience for taking the participate in this webinar. I'd like to send from rally North Carolina all the way over there, California, a huge big hello to my long colleagues and friends professionals and academics and everyone else I know they're in California. It's just, it's just wonderful to give this talk to such a great audience there in California. Now just a few words about me john pooker. Almost all of my research over the past four decades has involved international comparisons of urban transportation. And that helps explain the international scope of our new book. I think we can learn a lot from other countries about how to improve cycling conditions to make cycling safer and to raise cycling levels among all segments of the population. Now over to Ralph. Yes, as well. My name is Ralph dealer and professor and chair and urban affairs and planning at Virginia Tech. I study mainly the determinants of how people get around if they walk if they ride a bike if they write public transport if they drive, and how these decisions then relate to the economy, and to equity. Like john most of my work is international comparative, looking for lessons that cities and countries can learn from each other to make their transport systems more sustainable. International comparisons already gets me to the book and the talk we give today. So cycling for sustainable cities the book is a collaboration of over 40 experts on bicycling from five continents of truly international in the areas of planning, engineering, geography, and public health, and the main theme of the book is how to make city cycling safe and convenient and you can already see in the title slide here. We're talking about cycling for men as well as for women cycling for people of all ages, cycling for people of all races and ethnicities. And you can already see some of the measures that are implemented in various cities around the world to make cycling safe and convenient for everyone. This is through to the cover of the book. This is a picture from Amsterdam in the Netherlands. This is everyday cycling there this is not a big cycling event this is everyday cycling and you can see a that lots of cyclists. You can also see that they are riding ordinary bikes, they're wearing ordinary clothes. Some bikes have a cargo bikes I have special baskets to carry to carry some some cargo and you can also see that we have a green, a green light there for for bicycling and this is what true mass bicycling looks like. The following slides and a briefly talk about the different chapters we have in the book. And then we sort of start the presentation, but we cannot cover everything that's in the book that's why I want to give you a short outline of the different different chapters. The book starts with an introduction and international overview written by john and myself. And it's then followed by chapters on specific important topics on cycling, starting out with cycling and health written by public health experts from Australia, cycling and safety, very important and of course that's related to bicycling and infrastructure for everyone in chapter five, chapter six focuses on bike parking very important bicycles are parked more than they than they are written. Chapter seven focus on non infrastructure programs and policies to promote cycling but also very important in chapter eight, we have an evaluation of cycling policies and how we can evaluate which policy to implement and which policy to implement first chapters nine and 10 look at technology and bicycling one is about e bikes and they're spread in Europe and North America and the other one is on bike sharing and the ongoing evolution and expansion. The next chapters focus on different groups of the population different groups of cyclists starting with a chapter on women and cycling, followed by a chapter on children and bicycling, and then there's a chapter on older adults and and biking. These chapters are sort of book ended by a chapter looking at social justice and cycling for everyone. After that we have country and city case studies of bicycling starting with the two most populous countries in the world China and India, and then overview of cycling there, followed by overview of cycling in Latin America. And then next we have case studies of cycling in cities, starting with mega cities New York London and Paris compared, followed by two European large cycling legacy cities Copenhagen and Amsterdam. And then that after that we have a chapter comparing a Portland Oregon and civil Spain to newcomers to bicycling, at least relative newcomers and how they implemented their pro bike policies chapter 20 is very important for the audience here because that Dave Snyder cal bikes director is a co author on that you can spot him there in the list it's about cycling advocacy in Europe North America and Australia and then in the end, john and I summarize everything and give an outlook on the future of bicycling. There are two good reasons why the word sustainable is in the title of our book. Number one, cycling is very sustainable. Probably the most sustainable of urban transport modes the only thing that even comes close to this walking. And the advantage of cycling is you can cover a lot longer distance and you can buy bicycling. Anyway, the other reason it's sustainable that word is the title is that every single chapter, literally every single one of the 21 chapters deals with various various dimensions of sustainability. So, really is an overriding theme throughout the book, the other overriding theme by the way is equity and social justice, but in terms of going to sustainability. There's sort of you can categorize these dimensions in maybe three categories. It's environmentally friendly. I think that's sort of a no brainer I think everyone pretty much realizes that there's virtually no pollution in cycling. It's a little in the way of non renewable resources use so it's a pretty obvious that cycling is environmentally friendly. It's economical. So there is a dimension of sustainability it's economical sustainability, and clearly this very low private costs by a 5000 or $10,000 bike but it certainly doesn't have to be that low private costs for cycling and using the bike but also a little public costs cost much much much less to to build a protected bike or bike path. Then it does to widen the roadway that it actually costs a lot less than public transit as well. I'm not nothing against public transit, but cycling really providing infrastructure that's necessary for safe and convenient and low stress cycling is still much more convenient than almost anything other kind of transportation investment. It also reduces costs as various studies have shown. So there's actually quite a bit of economic vantage here savings from in terms of health costs, because cycling is just such such a healthy way to get around to the third point, the health benefits of cycling are part of what's known as sustained social sustainability. So, you have, and it's not just physical health benefits that's probably what most of you think, which are wrong. So physical health benefits are really important. But as is documented in great detail by four public health professors in chapter three of the book, there are wide range of very important mental health benefits and social health benefits. And the other thing is that the health benefits that have been measured by now by hundreds of studies over the past two decades far far outset offset any of the risks in terms of the traffic safety of cycling. The other thing that's important here is the equity aspect that cycling is indeed financially affordable by almost everyone. And it's physically possible for most people not for everyone. There are certain people with certain kinds of disabilities or other problems that make cycling and not possible but but for most people it's physically possible. So in this sense I mean the cycle I would say just about the perfect mode of transportation in every dimension of sustainability it beats just about every other minutes. Next, yes. In spite of that, unfortunately, I don't think that message has quite gotten through to English speaking countries, maybe sustainability just we need another language than English to express this but if you look at this, the countries with the lowest of major countries, hundreds of the lowest levels of cycling, or English speaking countries shame on us, but about one to 2% in, in these countries the United States, Australia, Canada, UK and so forth. Whereas over to the right hand part of that chart you know it goes all the way up to 28%. It's almost third of all trips by bike in the Netherlands. 14% in Denmark, 13% in Japan is by the way it's 17% greater Tokyo, 11% in in Germany and so forth I don't have to read the whole thing but obviously much much higher shares of bicycling over in Europe, and also in Japan then we have in these English speaking countries well that I guess that considers UK not part of Europe well I'm not sure if they think the concern is part of Europe well. Some of you might think well is this due to much longer trip distances in the United States, or Canada, or Australia, and actually it's partly due to that but not most. It is true that we have more sprawled more car oriented metropolitan areas here in the United States, but did you know. Now you will know that 40% of all trips in our sprawled America metropolitan areas are two miles or shorter 40% two miles or shorter and that's an easy distance to cover by bike believe me it's an easy distance. So there's really no the distance is really not a good excuse for us not cycling. What this particular graphic does however it controls for trip distance that is, it looks within each trip distance category. What is the percentage of all trips within that distance category made by bike. What you see here is that in Germany, Denmark and the Netherlands, much me dramatically higher percentage of trips are made by bike, regardless of which distance category it is that to me is really stunning. Well, the that's sort of the bad news that is in the United States, Canada and so forth we have sort of relatively low lows of second the good news is we have made progress. And I think you have to look on the positive side because it takes, we just can't start with a full bicycle network and high levels of cycling we have to start from our existing low levels from, especially about 1990 or so. What you see here is in these countries that are bracketed here that had low levels beginning levels of cycling. You see two to 10 fold increases in levels of cycling that is progress. It's still they're still lower those blue bars there are still lower than the ones off to the right, but huge progress. Look at look at San Francisco, which I think has one of the major cities one of the highest boat shares of cycling in California. More than a tripling in the percentage of trip by bike you had 1% in 1990 up to 3.3% in 2017. By the way, it's staying on the select airport. You see the really huge huge increases 10 fold or more in civil, civil Spain and Bogota, Colombia, big increases in Vienna, Portland and so forth. Now, head over to the right hand side of that chart, and you'll see even these sort of wealth calls them for some legacy cycling cities, cities with a tradition, a culture of cycling, even they managed to greatly increase cycling, we can have a doubling in Berlin, and look at the Netherlands look at Amsterdam. I mean, you already had over 20% of all trips by bike. Wow, look at this, you now have like over 35%. I mean that's I'm not sure exactly 40% increase a big increase in Amsterdam as well, an increased level of cycling, so that there has been progress even in these cities that already had a high level of cycling. I'd like to call your attention to Frankfurt. Even though it's over group there with down the right hand side with those European cities. It started out, it would, if you asked any German, they would say frame for a bicycling city. No way. Well, it didn't used to be a bicycling city. Back in the museum, what was it 1998 or not that long ago, but not roughly 2000, only about the what five or 6% of trips were by bike in Frankfurt and no German would see. Well, that city over the past 20 years has implemented an incredible range of self reinforcing measures. So now it's 20%. The people of Frankfurt passed a referendum requiring politicians and policymakers like local government to continue to make Frankfurt into the bicycling city of Germany. How do you like that. The whole population supports making it into a cycling city. Okay, I just want to make that point. And during cove it we got a little bit of an of an impression of what the potential of bicycling is this graph here shows you eco counter data based on counters that count bicycles as they as they go by aggregated to the level of various countries, and during the number of bikes counted in 2020 to 2019, whenever these colorful lines here are above the zero. It means during that week of the year, and the weeks on the horizontal axis here during that week of the year that was more cycling in 2020 than in 2019. And we see that these lines for most countries are now mainly above the zero lines that was more cycling during coven in 2020 than in 2019. We also see this big dip here around week 14 through week 18 or so. It was mainly for European countries that had severe lockdowns during cove it where you were not allowed to leave your home where you could only leave your home with a piece of paper saying where you're going where you were restricted to a certain area around your house so during those lockdowns bicycling dropped, but as they were lifted cycling skyrocketed and increased there as well. Looking in more detail at this cove it and cycling data. So overall increases in cycling volumes. And we also saw as you could see with the many lines on the slide before a lot of variation by months by time of day by location and by trip purpose. In general, bicycling increased for exercise recreation getting outdoors and relief from stress as many people also stayed in surveys that were taken relief of stress was an important element, why people went out to ride bikes. So there were increases in the afternoon and early evening in bicycling, and even larger increases on weekends in weekend bicycling. The largest increases in cycling we found on off road recreational paths. So there were decreases in morning peak hour cycling and in utilitarian cycling, mainly because people were working from home, they were not going to work, they were not going to school, they were not going to university. So counters along facilities that going in that direction, and during the morning hours saw saw less cycling, and it's not just that that people changed but also cities changed during cove it. So some cities such as here in Paris infrastructure was just ready before cove it is this to really believe which was converted into a cycling street you can still see one lane to the left there where where buses can go through but otherwise it's a bicycling street that's been very very popular during cove it and still is and still is today on top of that the city now reduced speed limit the speed limit. So there are areas of the city to 19 miles per hour. Another example here is the city of Montreal in Canada. They built about 70 kilometers of new improved cycling facilities in 2020. We see one of them here with the orange ballards there to the left they were built to a high standard these these covert bike lanes that even entire families feel safe cycling there, because they're separated from traffic. And we saw that throughout the US and throughout the world really is streets closed off for cars, given over to pedestrians, cyclists, scooter riders, rollerbladers, etc. Outdoor dining car travel lanes taken out contraflow bike lanes as we see on the upper left there, or as in many US cities, neighborhood streets that were closed to through traffic and local traffic had to drive slowly and share the space with pedestrians who wanted to be to be outside in many cities. This looked a little bit like what we see here in this example for a Boston Street and in Boston during cove it. They installed a pop up bike lane with the simple orange cones or ballards. They saw that this bike lane was very popular and many cyclists used it, and they made this a permanent two way cycle track. And it's now there for for now into the future and it's very popular with cyclists. Similarly example in Vancouver is a speech avenue you can see the orange cones they use there to to block it off from for motorized traffic. Over 10,000 bike lists on in the summer of 2020 during certain days, and was then converted into a permanent protected bike lane with concrete curbs. So they replaced the orange cones there with concrete curbs and it's one of the busiest cycling routes during cove it people changed their travel behavior, but also cities change the infrastructure to accommodate more cyclists. There's an entire chapter on cycling in Latin American cities, and in fact, the two of the presenters. For the symposium on December seven, Carlos Felipe Pardo, and also Daniel Rodriguez were to the three authors of that chapter and they are from Bogota, Columbia. It's a really, we really wanted to have this chapter because we think Latin America is a really important part of the world which clearly is unfortunate there are no national travel surveys available for Latin American countries which is why Latin American countries were included in the previous country slides. But there are city servers. And in fact, Carlos and Daniel have been at the forefront of a whole group actually the collects data on cycling levels travel actually travel behavior and urban transportation in cities throughout Latin America. And of course that doesn't include cycling what you see here though is tremendous variation in cycling levels among cities, going from almost zero. Lima, Riso, all the way up to about 8% in Guadalajara, Mexico, almost 7% in Bogota 5% of Rosario and Cali and so forth. So there's a big, big, big variation, which you don't see in the square but you will now because Ralph's going to do it is the big increases in many of these cities. So in Bogota, here you have a an 11 folding over this period. This roughly two decades or so. So going from 0.6 to 6.6%. If you go to Santiago de Chile, about a doubling in cycling that was two to 4%. You go to Buenos Aires about a nine fold increase from 0.4 to 3.5%. These are big cities folks and important cities. They managed to greatly increase the percentage of bike trips by bike in 20 years. Oh boy now we have a rather sad slide but I'll tell you we have a whole chapter on China and India. Speaking of important parts of the world, the two most populous countries in the world. So what's happening here in China, unfortunately, and these are very, very old cities here. As you can see in the bottom of the populations are listed in virtually every single Chinese city cycling levels have declined. And there are several reasons why number one. By the way, they've also declined more than what's shown here. We're reporting the official city statistics. Each city has its own. They don't have a national travel survey in China either. So it's each city has its own travel survey, and they're not necessarily comparable. So in some of these, they include e-bikes and some of them they don't. And most of the e-bikes in China are in fact without pedals, which means essentially they're sit down electric scooters. But anyway, even so, the decline is even greater than what's shown in this chart. Why the decline? Number one, huge increases in per capita income over the past 20 years in China because of economic growth. That has led to big, big, big increases in levels of car ownership. And that has led the governments of these Chinese cities and the central government as well to vastly expand their roadway infrastructure. And I mean mega roads. I mean, what we would call interstate highways, motorways is what they call them in the UK. And often tearing down neighborhoods as we did in the United States to build our interstates through cities and taking space away from bicycles. In many cases, not having a lot allowing bicycles at all to reuse a particular road, or at least narrowing the psychopath. There's another reason. Again, I'm afraid to advance transit, but Chinese cities have a lot of money and so does the central government. And that's made massive investments in improving their public transit system. Among us increases in their metro system such that six of the 10 largest metro systems in the world are now in China. And they also are vastly they have by far the most bus rapid transit systems of any country in the world. So the point is you have a big increase a big improvement in public transit, you have a lot of competition from the automobile and on top of all that, you have rapidly growing cities both in population size and area, you have growing trip distances, which means that the bicycle is becomes less feasible to cover those longer distances plus it has all this competition so that's the reason for the decline. The central government of China which does have a big say in what happens it wants to turn this around. They want to appear to be just more sustainable than that was happening right now. So it's given a directive to Chinese cities to try to do more to promote cycling, but it will take a while. One last point I'd like to make before we leave China and was that is there is no gender gap in China when it comes to cycling there was many women cycling has been cycling, and all of this cycling is utilitarian cycling there's not recreation cycling. Okay, India is a rather different story. It has a fairly high and fairly stable by the way, level of cycling hasn't been declining like has in China probably because the population, the per capita income hasn't been increasing like that. Roughly a 20% share of cycling overall and you might be surprised it's a little bit higher in rural areas than it is an urban area so 22% versus 18% almost a constant share over quite the first four city size categories from 100,000 to 2 million and almost all of them are 20 or 21% of trips by bike, but then as the cities get larger, so two to 5 million become 16%, 5 million plus is about 9%. So why is there that decrease as you get to bigger cities and it's sort of similar to the reason for the Chinese cities, the bigger the city, the longer the trip distance but there's another reason as well and that is in these smaller cities, in the larger Chinese cities, you have much much better public transit. So you have another alternative that you're competing with, plus the bigger cities tend to have much higher per capita incomes than the smaller cities, which means more car ownership and more competition in that respect as well. So you're competing in the other direction so a city from from 100,000 to 50,000 has very little if any public transit, so he doesn't have that competition from public transit or the automobile. Two points here, all of this cycling is utilitarian cycling. The other point, there is a huge photograph here. So about six on men, men have a six times more make six times the percentage of the crisp by bike than women do. So there are a lot of stories to why they don't have time to tell it. Next. We also see a gender difference in bike trips in the countries displayed in this graph in Australia, the UK, the US and Canada, only about one quarter to one third of all bike trips are made by women that compares to countries with about parity, Austria, and Sweden and then Denmark, the Netherlands, Japan, where women make the majority of bike trips 52, 54 and 55% of our bike trips as evidence here in these pictures over 50% of bike trips in Denmark and the Netherlands are made by by women. If you want to promote bicycling, we of course have to promote it for for men as well as as for women. We also have to promote it for all ages. So here show you that we can cycle at all ages we may need special bicycles like the tricycles they are used by the children in this upper center, or the tricycle used by the older woman in the, in the, in the lower half of the picture but there you can see that the tricycle varies to to transport a basket and other things of course we can cycle for utilitarian purposes, and we can go cycling for recreation as the group of older adults on the, on the lower right there. There is a lot by age across the countries we studied. This shows you the percentage of trips made by bike by age group, and you can see for all countries, the tallest bar is for those that are not at driving age yet those that cannot drive an automobile. You can see that percentage of trips made by bike drops for all the other, the other age groups, but if we look at the US and the UK on the left, we see that the percentage of trips made by bike drops as people get older, and those 70 years and older only make less than 1% of their trips by by bicycle. If we go to the other countries here we see in Japan we have the initial drop, but then bicycling doesn't vary by age it stays around 12%. So for Germany it stays around 10% for all the age groups. It drops in Denmark but it still stays at 12% to 10% for those 65 and older. And then all the way to the right, and we look at the Netherlands we see that those 70 years and older make about one quarter, 23% of all of their trips by bicycle so we can clearly keep cycling with the right policies in place and infrastructure in place into older age. Another chapter in the book focus on the growth of e-bike sales, the data here end in 2018, it would extend them to 2019 and then through the pandemic, we would see an even steeper increase in the sale of e-bikes. Germany is leading here but it's followed by the other countries as well. Most of the e-bikes in this graph are so called pedalex, not the ones John talked about for China that just have a throttle. E-bikes only give you electric support when you pedal. They typically come in two different speed classes, one is 20 miles per hour and then the other one sort of a speed pedal like would be at 20 miles per hour and they have been increasing in popularity in all countries that we studied. Cycling safety is absolutely crucial to get more people on bikes, especially to get women to get children to get older adults on bike, take anyone who's risk of getting them on bikes. Not only to make cycling in fact safer but also to convey an impression to give people the sense that cycling is safe because I think many people exaggerate how dangerous cycling is. We do want to make cycling safer, for sure we have to make cycling safer but I think some people think it is so dangerous they just wouldn't get on a bike at all. It is more important for these particular groups, I mean this is what surveys show, parents don't like their children to get on bikes because they don't think cycling is. Older adults are afraid to get on bikes for the same reason people with disabilities are certainly probably not so willing to fight it out with motor vehicles and mixed traffic and anyone. I'm very risk-averse myself and I'm an older adult, I'm 70 years old, so I have two reasons to want safe cycling facilities. And I think if you look at the very high levels of cycling in the Netherlands, Denmark, Germany, not only high levels, but the externally broad coverage of cycling, all age groups, men and women, that probably the greater safety of cycling in those three European countries probably explains why cycling is so widespread. And there's a very close relationship as you can see in this graph between cycling safety and levels of cycling. On the vertical axis you have cycling safety fatalities for 100 million kilometers cycle so that's controlling for the amount of cycling and then on the right hand scale you have the amount of cycle per year of course. What you feel and find is unfortunately we're the worst United States is up there in that evil bad corner. We have not only the least cycling going to have those dangerous cycling. Netherlands is way down there on the lower right has the most cycling and the safest cycling, and you can see the rest of these countries. So basically there is a very very strong statistical relationship between the amount of cycling and how safe it is. So what is the direction of causation it goes in both directions. So, first of all, if you make cycling safe so let's just that you're providing protected bicycling facilities, safe intersection treatments for cyclists off road bike ways. And you enforce the traffic regulations intended to protect cyclists, something we rarely do in the United States at least here in North Carolina we don't. I think motorists get away with murder I should keep on topic here. So I think there's, we, there's many things you can do to make cycling safe, include not just infrastructure but also sort of policies relevant to motorists to make them drive slower in more to avoid endangering cyclists. But there's also the other direction of causation that is more cycling leads to safer cycling. This is the notion of safety in numbers how does it work. Well, the more people that cycle. The more visible cyclists become the motorists sort of get used to seeing cyclists on the road. And they drive in a way that takes more into account and respect cyclists, and tries to avoid endangering cyclists. Another way that it works is that take the Netherlands for example, well, almost every Dutch motorist is also a cyclist. And so when you have a large percentage of your population using bikes to get around, but and once in a while driving and he said when they are driving, they're going to be much, much more respectful of those cyclists that they see on the road when they're driving a car. And the last, the sort of connection here is that the more more cyclists you have, the more public and political support you have for investing money but not just money space, and all sorts of measures to protect cyclists and make cycling, less less stressful, safer, more pleasant to connect a network, and so forth, and also to implement those auto restrictive measures we'll talk about later. We've had some success. So we only have this these data for five countries and it's not that we don't think the other countries are important, but these are the only countries that have comparable national travel surveys that allow you to calculate rates, fatality rates per 100 kilometers cycle. That's the only fair comparison across countries. What you see is in the UK, Germany, Denmark, Netherlands has been this big, big, big increase in cycling safety or rather a decrease in the fatality rate among cyclists so you have basically now have a lot of one almost the same in Denmark and the Netherlands, doubling in cycling safety in both Germany and Denmark over this period, which is roughly 20 years. In the Netherlands, it was already low, so you have still a 50%, 60% decrease in the fatality rate. Even in the UK, you have almost a three fold increase in cycling safety, and then we get the United States. We've already made progress over the first decade, going from 7.25 and then we're way up to 6.0. Why? Well, it's not the fault of cyclists. I would just like to emphasize it is not repeat the fault of cyclists. It's not what cyclists are doing. It's what motorists are doing. What are they doing? They're driving while drunk. In all of these other countries, the rate of drunk driving has been declining in the United States has been increasing. They're speeding. In all of these other four countries, the percentage of motorists caught speeding has fallen in the United States. It has risen. Motorists are increasingly speeding in the United States. That makes things more dangerous, obviously, for the cyclists. In addition to which, we've had a very large increase in the percentage of person of vehicles that are big, that are mega pickup trucks, large SUVs, and midi vans as well, as well as lots of delivery vehicles. And there was undistracted driving. Of course, now, in terms of, I must say, these other, these European countries also have had a trend in increasing percentages of SUVs and so forth, not so much pickup trucks, but SUVs and midi vans, but not nearly as much as in the United States. And distracted driving, I think, is a problem throughout the world. It just is. But it is really a problem in the United States. Why? Because police don't give a damn. I'm sorry. I'm not so to use those sorts of words. But I don't think police give a damn when the courts don't either. They just do not enforce laws that prohibit texting while driving or cell phone use in general. And there's lots of other things that distract drivers as well. I mean, they're basically not paying attention anyway. Anyway, that's an unfortunate trend, and we really need to do something about it. We have to speed up a little bit. Okay. Sorry. Okay. So I had the pleasure of working on the chapter here with the York Light of Paris. And there's good news here. So this is over about 30 years. You have big, big, big increases in cycling in all three of these cities. And these are very good, very famous. They're very populous. They're very important. A world city. So you have almost, I guess, a three and a half fold increase in cycling in New York. You have a doubling in Greater London. And that's really the way they turn it this way to London. And in Paris, there's a 12 fold increase in cycling. So the biggest winner here in terms of this, not exactly a race, but the biggest increase in Paris, that's partly because the definition of Paris is a little bit narrower. Okay, fatality rates. This is corresponds to the graph I showed before. As cycling levels have increased as a percentage trips in those three countries, you've had a big decline in traffic fatalities per amount of cycling, and a decline in serious injury rates, having to be hospitalized overnight. So you have this again, the safer cycling has led to more cycling, more cycling has led to safer cycling, both in terms of fatalities and serious injuries. And this is one of the ways they did it. That is protected bike lanes, or cycle tracks sometimes are called, but they're protected. They're separated, physically separated from motor vehicle traffic. You can see how it's done here at London for a big band and here on the sand in Paris. In New York, that's a ninth Avenue looking south and pretty sure and in here, it's a little bit sort of more things going on that you see in the other two. But you can see there's a special green light for the cyclist continuing ahead, and a special do not turn red light for motorists. And that's to prevent right turning motorists and other intersections preventing left turning motorists from running over cyclists, which is a big source of serious cycling injuries and deaths. But you can see here in New York they do it a somewhat different way, but they adjust the intersection they have the intersection modification combined with the protection along the right of way of this protected bike lane or cycle track, makes it much less stressful. Here's one. This is a used to be called as you can see on the pavement here used to be called cycling superhighway. Now they've rebranded it as simply a cycle way. And this they've done this throughout London, but this is definitely these are not recreational cycles these are commute daily commuters commuting to work and and the center of London. You can see that on the left that it's completely protected by these physical barriers, both from bus traffic and any kind of motor vehicle traffic so it makes it safer and makes it less stressful. And they have a whole network of other things important that these are connected cycle ways. It's not just one here and one there. I've already talked about the improved cycling facilities that are needed to encourage more cycling and make it safer. It's also important for this traffic calming of residential neighborhoods where cyclists can share the roadways with drivers because of lower speed and low traffic volume, the next use is important to keep trip distances short enough to be bikeable for most integrating cycling with public transport to facilitate longer trip distances restrictions and motor vehicles and we talk about that a little bit later but restricting speed restricting access, reducing parking, etc. Of course we need improved traffic education for motorists and also for cyclists. We need traffic regulations that protect cyclists and that are enforced to protect cyclists, and there are many special events and promotional campaigns that can be implemented to make cycling more attractive and win people over to become cyclists. This graph here shows you about 20 cities in Australia, Latin America, Europe, and North America and all of these cities over the time frame stated there have increased their network of cycling facilities. And at the same time they've all seen an increase in bicycling. There's lots of variability because different cities started with different lengths of bikeway networks at different levels of cycling that they already had. What they all have in common though is, they all saw a decline in fatalities and severe injuries relative to the cycling levels so cycling has gotten safer in all of these cities as they built the networks and as the cycling levels increased. As we said many cities have implemented these cycle tracks or protected bike lanes. This shows you the trend in the US as a nationwide trend about a 14 fold increase between 2006 and 2018. We extend the data to today we see even steeper increases since 2018 and continued growth. It's really different in different countries in the upper left. We have Copenhagen in Denmark and if you look at the center of the picture in the back you see there's a little curve separating the cycle track from motorized traffic. There will be another curve separating the cyclists from the pedestrians through the intersections they are carrying it in this bright blue color. You see Bogota Columbia with these orange or yellow caps that separate the two way cycle track there from the motorized traffic. On the left, we have Montreal in Canada, this sort of legacy using that term again, city in terms of cycle tracks in North America, and they are separating their cyclists with a little concrete curb here from motorized traffic and then civil Spain on the right. They're using a fence to separate the cyclists from motorized traffic. This gives you an impression what it feels like to be on a bike in different environments. This is in Vancouver and in Canada. This is before cycle track was installed the cyclist is in traffic. There's sort of a sign on the street but clearly the motorized traffic is all around the cyclist and then with these planters that separate cyclists from motorized traffic. You get a whole different feel and a whole different feeling of safety and actual safety in bicycling there. There's a new trend. This shows you the bicycling cycle tracks in Australia, again separating cyclists with a curb with greenery. And then of course on the upper left we have a very important element of every bikeway network and as a bridge. Roadways, highways, rivers, parts of a harbor can be big barriers for cyclists and so building exclusive bicycle bridges or building bicycling paths along a motorized motor motor traffic bridges is very important to facilitate cycling cyclists. Typically do not feel comfortable crossing a bridge with high levels and fast moving motorized traffic because there's nowhere to go if a car is swerving into your lane on a on a bridge. The new trend we discovered are these bicycle expressways. They typically connect the hinterland to the city, but they also run through cities and what they typically do is they are separate for motorized traffic. They separate pedestrians and cyclists, and they at intersections, they have either tunnels, or they have bridges, and this does two things. A, it speeds up cycling because you do not have to wait at red lights at these intersections and but more it increases safety, because you're separated from motorized traffic, and you do not have to, you don't have the traffic danger at these, at these intersections. In the center here we see one of these projects that John alluded to with the Chinese central government, encouraging cities to build bicycling facilities to increase cycling again this isn't Beijing. This is an elevated bicycle expressway so it's above the buildings and it's above the roadways and give cyclists a right of way there that that's safe. In the US we have some of these things that may be similar to these bicycling expressways. Parts of the Cherry Creek Trail in Denver for example are separating pedestrians and cyclists. The Midtown Greenway in Minneapolis has the pedestrians on the right hand side of the white line there and the cyclists to the left, but it's much more common to have what is down the Minuteman Trail in Boston. They have pedestrians and cyclists share the space. This is in Santa Barbara. As many of you, you may know, two car lanes were converted into a bike path and a very attractive walkway on on on the other side. And this is in Chicago, the lakefront trail. You can see how close it is to downtown 100, over 100,000 users in a typical summer weekend, but it's not just recreational it's also used by long distance commuters that go into the city and come out of the city in a very, very nice facility there. Again from Chicago very important bridge or a flyover over an intersection at Grand and Illinois avenues, allowing cyclists to connect on the trails there without interacting with with traffic. You don't always have to go over, you can also go under. Some of you may know this this is the bikeway underpass at UC Santa Barbara in California. This is a new trend. And I think I heard Dave talk about that in the introduction, but focusing on intersections and not just on the, the links of the bicycling network this is a Dutch import to Salt Lake City this is a Google, a Google maps shot. And it's this Dutch style protected intersection of the safety comes from these will be dubbed safety islands here. So what is happening is that a motor vehicle it starts into the intersection. They're a right turn and cut across they're forced to travel into the intersection and make a slow turn around that safety island. What that does is, it increases visibility of the cyclist for the motorist because they're going into the intersection they have a longer time to see the cyclist. And then second, when the cyclist and the motorist meet the travel speed is so much slower that a crash can be avoided, or if there is a crash, it's of lower. impact. And of course, once the cyclist is across they can continue straight, or they can start queuing here to do a two two stage left turn and then continue in two phases. This is a graph from the city of Amsterdam in the Netherlands. Everything in red you see here are bike paths and bike lanes. There's some orange there these are planned bike paths and bike lanes. This shows you a bikeway network of a city with mass bicycling on top of the bikeways here of course you have neighborhood streets that are traffic calmed. The car travel speeds are low and car travel volumes are low so bicyclists can share that this is truly connected network and important to keep in mind, Amsterdam has not always been that way. This shows you the same street in 1971 and 2020 and you see 1971 going the same way the US and many other countries went bicyclists are relegated to the side of the roadway the car is dominating. You can almost feel that the air pollution coming out of that picture when you look in the in the distance there. Today, this is a bicycle street with park bicycles bicycles in the center and pedestrian walkway on the side again a policy decision to make the city more bike friendly. A similar example here from a German city small German city with 70,000 inhabitants in the 1950s after the Second World War we have a trolley running we have some bicycles there. We have a car and we have that fountain fountain will be important for the next picture but as the US and many other places that was urban renewal and the whole city there's the fountain. The whole city was redesigned around the automobile. In fact, this is a postcard so the city thought this is so great. Let's put this on a postcard and show the world that we have achieved. And what they had achieved was a city that's catering to the car pedestrians and bikes are pushed to the side, even so much that the, the red Volkswagen is almost hitting the little blonde boy standing there. Again, forwarding another 20 to 30 years again by local policy decisions. Today, the ugly building is still there, but there's the fountain. But today this is an intersection that's for pedestrians and for cyclists only, and motorist traffic is is banned so it's a redesigning of the city to focus again on pedestrians and cyclists. The last one of this series is again a German city of Freiburg this time a little bit larger 220,000 inhabitants. Again in 1950s we have a trolley running, we have some cars, a local policy decisions focusing on the automobile by 1960 the trolley is gone it's the mode of the past. The car is the mode of the future the city is designed around the automobile. And changing local policy today, this is a bicycle bridge cars are not allowed to cross it. They built a new trolley bridge right next to this bridge and the pedestrians can walk on the side of the blue things here again local policy decisions shape our travel options in in cities. This is an example of two cities that are following in Amsterdam's footsteps on the top with Portland, Oregon. In 1990 you see in black their bikeway network, a couple of lines there. And in the background of the salmon color that gets yellow and later we'll get red shows you the bike commute levels and the more yellow and the more red there is the more bike commuting there is. In the bottom we have civilian Spain in 2005 before a pro bike city government came in a couple of bike ways in green there. And in the years on top in Portland, you see how much the bikeway network has grown and how much the colors in the city centers that start changing from yellow to red so bicycling is increasing. A big jump in three years only at the bottom in civilian Spain, because the city government came in with the promise to promote bicycling huge expansion and bikeway networks in short time period. Again on top another 14 years the bikeway network in Portland has grown ever more dense and connected and bike commuting levels have skyrocketed. Another 10 years in civilian also the bikeway network has gotten denser and denser and more user friendly and better for cyclists. It's crucial to expand and improve your cycling infrastructure, but there's another really important thing you have to do and that's slow down ours. This is a graph from the World Health Organization actually relates mainly to pedestrians here but you can see that the faster the car is going. It's just exponentially increases the likelihood that the pedestrians maybe kill is very similar for the cyclist as well. The key speed or threshold I guess you would call it is 30 kilometers an hour which is 19 miles an hour. And above that you can see just a huge I mean really exponential increase and the likelihood that a pedestrian or cyclist is getting a killed and a crash with an automobile. So it's absolutely crucial to slow down cars. And one of the ways you can do that is by traffic calming neighborhoods. And if you do that, you don't necessarily even need any cycling facilities at all separate on these particular neighborhoods streets. So how do they do it first of all, officially there's 30 calm at a per hour speed no better 19 miles per hour. I want to note that traffic calming in these European cities is area wide it's not just one street here one street there, because motorist a little bit more clever than that and they'll just go to the streets not traffic calm. So this is truly area wide coordinated traffic calming that cannot be avoided, except like state be staying out of these residential neighborhoods. So just these, this is a very typical kind of traffic calm street. So you have maybe 50 to 80% of streets and residential streets rather in in a German and Dutch neighborhoods that are traffic on this way. You'll note, looking at the picture, one of the ways you use you narrow the street, especially at the entry to the street, you have you can see it could be much wider, but they've made it about half of the way in order to deliberately slow down any cars that are using this street. And this is an example in London. And even though they speak English, they are now increasingly traffic calming their neighborhoods, they call them low traffic neighborhoods LTNs. And they have a speed limit of 20 miles per hour. They still do miles like we do for some reason anyway, you can see how they done it, they've narrowed the street. You hear the special sort of a cobblestone kind of a, I'm not sure if it's a crosswalk or whatever it does, it slows down any sort of a motor vehicle that's going across it. You can also see that it's a dead end for cars. Cars are not allowed to go beyond that point. So what it does it creates a blockage for cars within neighborhoods, which means those streets those neighborhoods cannot be used for the rat running that motorists want to do. The through traffic doesn't belong in neighborhoods anyway. So these sorts of facilities help to eliminate that through traffic. And this is another way to do it. This is in up to say upstairs. On the top is Montreal in the bottom is Quebec. These are diverters. And they clearly have pass-throughs for the cyclists. But they make them dead ends for cars. And you need to do that. You want to keep out through traffic. And the next slide shows you the same sort of thing in Melbourne, Australia. This maybe doesn't look quite as fancy, but that used to be obviously just a regular street, which was just inviting through traffic. That didn't want to get caught in traffic and just on the main arterials, but that through traffic doesn't belong in residential neighborhoods. And so they installed these bollards. And obviously you have pass-throughs for the cyclists and the cars then just don't choose this neighborhood to go through. An example here, this is from Chicago. What are the big trends really throughout North America? And that is it started out sort of Vancouver and Northwest and Portland, what we call bike bollards, which were basically traffic comp streets that were optimized in various ways to facilitate cycling. So you would have, for example, stop signs for the perpendicular streets, but not on this street and various other accommodations as well. You'll see there's a 20-mile per hour speed limit. So they've traffic comp the street in that way. And by the way, I forgot to mention, they're increasingly called now, not so much bike bollards, but neighborhood greenways or urban greenways, just to emphasize that this is not just for the benefit of cyclists. It's also for pedestrians, for kids who are playing in the neighborhoods, for cleaner air in the neighborhoods, for less noisy neighborhoods, that everyone's really benefiting from this. And so most cities have now taken over this terminology of neighborhood greenway or urban greenway. You know, they're composed of different kinds of components. Some of them you'll see this is a contraflow bike lane and some sections you don't need any special facility at all. When you get on a heavier traveled street, you have a protected bike lane. Okay. This might surprise you. This is a very, very typical scene. In fact, I took the picture on the upper left. This is a scene from a German suburb, two different German suburbs. And what you'll see is this is a fully shared street. And if you look at the sign upper left and lower right, that is the sign for such a street. It means completely shared street and motorists must yield to other uses of the street, non-motorized users, so to bicyclists, to children playing in the street, to pedestrians. This is meant to be, in a sense, almost an extension of your front yard. And it is very strictly enforced and it works extremely well. And these are normally within overall, they're sort of parts of overall traffic calm neighborhood neighborhoods. But you'll see that the speed limit by law anyway is five to seven kilometers per hour, which I'm going to say I says three to five miles per hour or something like that. And the thing is, look, it doesn't even need any special infrastructure. You're not having to decide walk or a bike lane, and it works great. So I think it's a, it's been very successful in Germany. It's just spreads and spreads. Here we want to show you a different kind of a shared street. This is from Vienna, Austria. This is a main shopping street. The speed limit is 20 kilometers per hour, but the roadway is shared by pedestrians, cyclists, cars, inline skaters, scooter riders, what have you. And motorists have to yield, even though they could go 20 kilometers per hour, they have to yield to the other users. And you can see how these different modes in this main shopping street in Vienna, Austria can coexist by yielding to each other and having a slow speed. On the right hand side here, where the blue side is at the moment, you see there's some car parking, but it's not permanent. It's only for pickup and drop off for the local businesses on this side. And you can see how the cars here are yielding to the other roadway users. Of course, you know, coffee zones in California. This is the coffee zone on the UC Davis campus. And this is another coffee zone on the UC Santa Barbara campus also in California. Quickly getting towards the end of the presentation, there are many other policies that help to promote cycling. One of them is bike transit integration. This typically happens by either having the bike on the public transport vehicle. So either on the bus, as you see on the top right there, 80%, 85% of US buses now have bike racks in front of them, or taking the bicycle on trains or subways, typically on special cars at special doors, sometimes during special hours. Much more common is a bike parking at train station, train stations as we see here in DC, Freiburg, Germany and Groningen in the Netherlands. These bike parking garages can have different sizes and they can be free or they can be for pay. Typically, when you pay, you also get some sort of surveillance watching over your bike. So not just protecting it from the weather, but also protecting it from theft. Bike parking is also important throughout the city. As we see there in Portland, Oregon, two car parking spaces taking out for a bike parking corral for about 20 bikes and you can have bicycling machines, bicycling robots. As we see there in Nagoya in Japan where you put your bicycle in, some of them go up, some of them go down, they park your bicycle, and you can retrieve your bike through the little kiosk, the little computer you see there within a minute or so. Other policies to promote bicycling include ciclovias, these are events where streets are closed for motorized traffic for certain hours, days, weekends, weeks and longer periods, showing people what it would be like to use that space for another use than moving cars and parking or storing cars. Bike sharing has been very successful in attracting different users to bicycling, particularly those who don't want to bother about the maintenance of the bike, who don't want to fear about theft, who may live in an apartment and don't have bike parking spaces or those who live up a couple of flights of stairs and do not want to carry their bicycles up. Many events like bike to work day that happens in the US annually entice commuters to ride to work, also trip end facilities like at showers and lockers, also bike to school programs enticing children to ride their bike to school. Bike training is important in Germany, the Netherlands and Denmark, kids get training in school between second and third grade, they get training in the classroom, training on little traffic gardens, and then training out in the real world. In the US DC has such a program, but other than that bike training is really voluntary for children. There's also bike training for adults, which is very important because many people have not ridden bikes in the US for a long time, and they may want to get comfortable again and knowing the rules of the road on a bike. Training of motorists is really, really important. Motorists have to know about the rules of the road and the rights of bicyclists and pedestrians and how to protect them and avoid hitting them. In the US, many cities are using biannual reports to benchmark bicycling. They keep track of data like cyclic safety, bikeway infrastructure, cycling levels, opinion about bicycling, and they use them also as political goals to achieve over time. Hold on folks only two more slides. Okay implementation. You know, you can have the best ideas in the world but if you can implement them, they're worth it. It's really crucial that we have had the last three chapters in the book are dedicated exclusively to implementation. Even the chapter on Portland and Sevilla it's a step by step detailed explanation of how they did what they did. It's really necessary to publicize both the individual and the societal benefits include citizen participation make the citizens feel like they're part of this planning process. It's really controversial implemented in stages. We've seen this again and again and so many cities around the world. You've got to combine the incentives for cycling so really nice connected cycling facilities and these pro bike policies and programs. But you got to include disincentives for car use reduced speed reduced parking availability reduced time of parking increased price of parking. You talked about the traffic calming, not allowing through traffic through the neighborhoods and you absolutely have to have those sorts of disincentives for car use, and combine those with the incentives for cycling, and it's absolutely crucial advocacy at every level national state and local is absolutely crucial for generating the public and political support to get started, get the necessary infrastructure policies and programs implemented. Next slide. I'll make this short. First of all, safe cycling infrastructure, well designed, safe, well connected is absolutely crucial it's absolutely necessary but it's not sufficient as well show two slides previously, you have to complement the infrastructure programs with policies and programs such as he mentioned as the education programs and way finding we didn't mention that too much but parking policies and and also the disincentives to car use that I mentioned before. The last thing I'll mention is the crucial issue of equity and social justice, which we emphasize in every single chapter of this book. MIT press want us to do it and we wanted to do it so there is a separate chapter specifically on equity and social justice but we asked chapter authors of every chapter topic please consider for your topic, the key theme of social justice and equity. And that must be really key to all of our programs and policies and infrastructure as well. It's all too often you find that the best cycling infrastructure, the all of the bike bike sharing programs, and various other things are sort of in the higher income cities and then lower income neighborhoods and marginalized communities that there's very little and that just is not right. We need to do something about it and I'm very proud Cal bike for having explicitly made the decision to include explicitly advocate to include social justice and equity in all the future of Cal bike in the future. Okay, that's the end of this we are, I am so so so sorry that we went over the time it's all Ralph fault because he talks too much of course. But this is the book if you'd like more details you might want to take a copy, take a look at a copy of the book and there it is now we're ready for questions. And the difficult ones by the way Ralph's going to answer. Thank you. Thank you so much for that really appreciated everyone in the chat and questions is talking about how much they appreciate it. Real quickly we got to jam some questions down here, lots of good ones. I'll start with the last one from David Moore, who asks about the connection between land use and bike infrastructure. What have you learned in your review of various cities about the relative importance of having the land uses that support cycling compared to having the infrastructure that support cycle. I'll say one thing but then Ralph knows in general more about land use like that is for example, when new German and Dutch and Danish suburbs are developed. They come fully equipped with cycling facilities. That's just the way they're made. And new developments are not allowed there that is not even permitted without having full and well connected well designed cycling facilities. Ralph, you might want to say something else about this. Yes, there is a clear connection to land uses also to the location of bikeways so bicycling can support land uses bicycling can support businesses many studies have shown that by now that. And I think Susan handy over there in California has also run some studies that show that businesses benefit from access with bike parking and and access to bikeways of course the land use element is the, the trip distance element as well. The trip distance is short enough to be to be bikeable, but we've seen, especially looking at data for for European cities that bicycling in suburban areas and then even in in small town areas is relatively high so we're talking about 10% of troops of troops made by bike there The land use is still right that you can get to a shop, you can get to a town center you can get to a village center. So the land use is crucial to keep trip distance is short enough to be to be bikeable, but the bicycle can even go in areas where public transport can't easily go because of the density that public transport needs. If one last word on that and that is, it's explicit federal state and local policy in Germany, not to allow sprawl. It's a kind of low density sprawl development we find around every metropolitan area in the United States. It's simply illegal. You can't do it, you can't do it in Germany can't do it in Denmark. So, I mean, part of it is just, I know it's very difficult for us to do that here in the United States. Even in California, which is at the forefront of everything but it's, it's specific explicit government regulations that just don't allow it. And the last point, sorry about this is that the land use matters but then also the bikeway infrastructure matters so coming as my accent may give away coming from from Europe living in in New Jersey first year here in the US. Very often the land use was was right New Jersey is relatively dense. In terms of population but often you could see your trips destination but it was across six lanes of highway. There was no way you could ever get to your destinations if we don't provide access across short distances. Short distance in terms of land use does not help the cyclist to get there. So I'm going to ask a question that's sort of synthesizing a few of the questions that have been coming in. And that's about political will. It seems like that's a really key difference between Europe and the United States you have any sort of what are your kind of top couple of insights about how we can get the political will in the US to make some of these changes. You know it's interesting because all Israel showed in those sort of over time photographs, it really changed a lot. I mean if you look at the 1950s 1960s and almost all those European countries, they were gung ho for cars and more roads and they thought the United States was the model to follow and then there's 1970s with the environmental movement the energy crisis, and so forth and so on. They just said this is a disaster. This is really mean people getting killed, our air is polluted and so forth and they just took that it was sort of one of the catalyst that led to them additional policies that well it's there are other reasons also for supporting cycling and for restricting car use. But it's really a man is a lot of it is a matter of public relations of getting the message out there is to just how important this is for health for practically getting around for increased mobility for everyone which is sort of an equity issue. But Ralph say something about the case of Frankfurt because that's I think especially interesting case. Yes, I mean it varies by city also in in in Europe and very often the successful cases are excluded you'll often yeah we are not five or we are not Mr you can't do this here even in with within Germany. The cars, Germany car industry is very very important for employment and for exports and all sorts of things and the case study on the city of Frankfurt, which was not a bicycle oriented city we were interested in. How did it happen that they now have 20% of. And what happened in Frankfurt was sort of a very slow bit by bit approach. They hired their bike planner in 2000 to 2005. They were alone in the city administration and they had to make relationships they had to make relationships with other traffic engineers they had to gain trust of the traffic engineers they had to get relationships with land use planners with urban developers and they tried to insert bicycling in all of decisions, often when repaving was done of roadways where there was excess capacity they were able to squeeze in a bike lane. When there was a new bridge built if they got informed about it they maybe could put in a bike lane. They tried to put in a lot of bike parking parking racks at intersections when citizens called for greater safety at intersections to increase visibility. They were able to keep cars from parking too close to the intersection, but over time and bit by bit, they were able to increase the convenience of cycling and with that cycling increased and the demand for better cycling facilities and better bike way infrastructure and the relationships within the city administration increased the cycling went from a fringe mode bit by bit over the years towards what John had alluded to this this referendum, where they had enough signatures to sort of force the city. The city didn't hold a referendum they just did it by themselves because they knew the referendum was coming, and to then declare we want to be a bicycle city, and they have all this money lined up and all these plans of how to become a bike friendly city that would not have been possible without these baby steps in the beginning starting with the low hanging fruit starting with making these, these relationships, and they would have never gotten gotten there in one in one fell school. The, the other thing I like just to add here is to take an American example, look at Portland or now everyone thinks oh well, it's sort of a weird city and you know that's not typical. Well in 1990, it was as car oriented and had as little cycling as almost any other American city. It was, it was totally normal and in that chapter 19. Dr. Geller, who is the one of the co authors and he's the bike planner for Portland, describes in, I'm not going to say excruciating great detail, and really illuminating detail exactly how what was the process that the city of Portland went through both to the government and these planners, public relations, advocates and so forth that led to a situation where Portland became one of the top bicycling cities in the United States. And then the same thing. In the case study of the same chapter 19 of Seville, Spain. It's exactly the same step by step in detail how was this done. How did they get these policies incredibly dramatic improvement and cycling policies over this period of time. So, I mean, at least in the book chapter 19 really goes into that great detail. Great. Thank you. So we only have a few minutes and we have a bunch of questions I'm just going to roll through them quickly and I'm going to answer most of them myself and get your feedback on them. Mike Monterey asks about e-bikes and throttles and our concern and position about that and we just, I just want to say that we love e-bikes because the expansion of bicycling that it provides but throttles are blurring the line between e-bikes and motorcycles and there are safety implications. We're going to address that in detail at the summit in person. A very sober analysis of the rise of e-bikes so that we know what we're getting into and how we can leverage that appropriately. That'll be in April. Please come. Rock Miller asks an appropriate goal for bike mode share in California. Caltran says 3%. He says that's too low and I agree but that is a statewide goal in order to get 3% statewide the cities need to be 10%. You know, that's the only way to get 3% so it's not as low as it sounds. Robin Lacey asks about addressing the perception of improved bicycle infrastructure as a form of gentrification in marginalized communities and that's a thing, that's a real thing. We've seen that all over California and I think it's a factor of the pitiful small amount of infrastructure and improvements that we make in this state. What happens is that we only make improvements where there are already privileged communities or an gentrifying neighborhood where there's a new group of people who are disproportionately white and privileged and they are the ones who are advocating for the change and as the newcomers and with a natural opposition to change, people perceive it as a part of the bad gentrification they oppose it. Understandably the answer is to, you know, 10 times the amount of money that we spend on bike infrastructure so that we can do it in communities that aren't gentrified in communities that need it the most anyway and that's CalBikes position is to really focus those improvements in the communities that need it the most so that it's not just, you know, part of the the arrow of gentrification. And then finally, this is I'll give you a chance to respond. We'll go a little over 130 sorry folks. We've done rapid improvements, you know, we're doing it so darn incrementally. I know that Seville is one of those cities that went from what like 1% to 6% in three years. Can you think of other cities what what what are some other cities that have done such a great boost and what can we learn from them. Sure. And we saw the example of Buenos Aires I mean that was a nine fold increase. I mean none of those those were not bike oriented cities. I have the doubling in Santiago in the United States I mean there is at least as a percentage of the way for city data in the United States is mainly the ACS the American Community Survey which is the percentage of workers. And it certainly had a, I think it's a quadrupling or a five or six fold increase in cycling. So I mean, that's, that's considerable. And then you have Frankfurt I mean, okay, Ralph it's your turn to think of some examples now. I mean, all the examples John made are longer than three years that very few examples that are able to do it in such a short period because you really need a political mandate. There was a government coming in that said we're going to traffic come pedestrianize the city, the inner city area, we're going to build bikeways, we're going to, going to go out and be car restrictive and they had a political mandate to do that. And they were in government I think for six, seven years, then another government came in and stop a lot of the bicycling expansion and then there was again a flip and the bike promotion continued. And I don't think there are many examples that do it in three years. Paris, France, maybe the current city to to watch they're really aggressively expanding bikeway networks, they're reducing cost speed college car speed limits. They're reducing car parking they're very aggressively pushing in that direction that may result in some faster results but typically it takes, it takes longer than three years to see these these changes because people also have to change their their behavior as well. And the graph Paris really is making you mongers from me a 12 fold increase of the bike more chair in 20 years I mean that's really impressive, but I mean the local government and the regional government and the federal government are in favor of doing this. Well, the co-authors actually of the chapter on New York, Paris and London, Emmanuel de Lebeson is actually, and he works for the French Ministry of Sustainable Development. He used to be in the French Ministry of Transport, he was also working for the city of Paris, and he said even he never thought this would be possible. And he were he likes to work every day. And he said when he saw Bruno Hibakwidi said he never thought he would see such a thing in his lifetime so what we think is impossible can be made possible in huge public support. And it's just a matter and to show when something works that you have one success that can build upon another success and another success. And so it's really when you do have a success publicize it, let people know about it. And don't keep it a secret I think it's really really important that's really I can emphasize how important it is to generate that public and political so well the public support and the media support and generates than the political support as well. It's, it's not automatic, just building a facility and having it successful isn't enough, you really need to work with the media, and with everyone you can find at every government level. And that's what bike, that's what CalBike does. I mean, and all of your local advocacy groups there in California. I mean, as I said at the very beginning, just the progress that American cities have made and this is goes for Canada as well. They never have been possible without the advocacy groups and Velo Quebec, for example, I mean, all that's everything that wonderful has happened in Montreal, Quebec City and so forth. I mean, it's really a lot of it is the result of Velo Quebec, working then they have people within the Ministry of Transport of Quebec were very bike friendly and they get to work by bike. And so they get to do it engineers and so forth. It really is possible. It's, it's, but one thing I must in the United States because of our sprawl lower density suburban areas we don't have land use policies as they do in Europe, they basically prohibit low density sprawl. And so that's probably our biggest challenge is what's going on in the suburbs. It's been, for example, if you look at New York City, New York City itself has been quite successful and not Minneapolis or Portland, but they've been very successful in improving conditions for cycling in the city itself. We have a lot to teach us john. It's if you go to the suburbs it's another world. I, I, I wish you could stay longer. And I'm not going to put you on the spot with a solid answer but I'll at least ask if you are willing to consider coming to Oakland in April. I'll consider it. Right on. And I'll wear this. All right, Ralph I hope you to will consider. Thank you, Charlie, because we want to tell these great people out there in California, including our colleagues who are coming Daniel and Gregus and Carlos Carlos belief and Susan handy and all these other people. Great. You know what are not Californians you are wonderful. Great. That's great. And that we will close I'll thank everybody for coming out to this first symposium look forward to seeing you on December 7, the second one, February 22 at the third and April 6 in Oakland for the in person event. Remember, you can get a free copy of the book cycling for sustainable cities if you sign up for the summit by midnight today. Thanks to everyone. Also, thank you, Stephanie, Kevin in the background, Cynthia rose our board chair. Thank you, everyone for your contributions. As the Germans would say, thank you very much. Hi everyone, thank you. Thank you, thank you, thank you.