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• Bike councils that provide a platform for opinion exchange among stakeholders from businesses,
the bike industry, the city administration, research institutes, universities, bike experts and citizen
advocacy groups
Source: Pucher and Buehler, 2008
Table 15: Taxation, parking and land use policies that encourage cycling indirectly
Automobile speed limitations in cities
• Traffic calming of residential neighbourhoods limits cars to speeds of 30 km/hr or less
• ‘Home Zones’ in many neighbourhoods give cyclists and pedestrians equal rights to road use and limit
cars to walking speed (about 7 km/hr)
• Car free zones, one way streets and artificial dead ends make car travel through the city centre slow
and inconvenient
• Turn restrictions for cars but not for cyclists
• Almost no limited access motorways in city centres
• Strictly enforced speed limits and traffic rules in cities (such as police cameras at intersections)
• Frequent random speed limit enforcement checks by the police
• Advance stop lines and traffic signal priority for cyclists
Road and parking capacity limitations
• Limited number of car parking places in city centres
• Parking management schemes limit easy car access to urban neighbourhoods, often with resident only
parking or strict time limits
• Replacing car parking facilities with bike parking instead
• Combined bus bike lanes that permit bike use but prohibit car use
• Deliberately narrowed roads in city centres force cars to drive slowly
• Special bicycle streets that sharply limit car speeds and give cyclists priority in roadway use over the
entire width of the road
Taxation of automobile ownership and use
• High taxes and fees on car purchase, ownership and use
• Especially high excise and sales taxes on petrol
• High hourly parking rates in city centre, even in medium size cities
• High fees and strict training requirements for obtaining a driver’s licence
Strict land use planning policies