OPINION: Urban transport is front and centre in the United Nations’ Sustainable Development Goals and Australia’s new Climate Change Act, which mandates a 43 per cent cut in carbon emissions by 2030.

While cycling could play a large role in achieving those goals, bicycles are perhaps the most under-utilised mode in our cities. This is a shame because, in theory, Australian cities are ideal for cycling. 

We are fortunate to have stable local governments and substantial public resources. Our outdoorsy population is increasingly health-conscious while sports are a big national pastime. 

Yet bicycle travel accounts for just one per cent of daily trips on average. Even our inner cities, which are generally more compact, do not experience high bicycle use.

How can we turn this situation around? What do cyclists want? 

Safe cycling infrastructure 

Segregated cycling paths, which physically separate bicycles from vehicular traffic, are paramount along high-traffic roads. More pavement markings such as coloured lanes and bike boxes (advanced stop lines) are also helpful. Cycling networks must be fully integrated and interconnected, and road intersections must be carefully designed to reduce the risk of crashes and achieve seamlessness. 

In our own research on cycling stress we have found that cyclists will choose steeper streets or longer routes solely to avoid traffic. In addition to paths and tracks, cycling highways should be created where possible. The design of cycling infrastructure (for example, lane widths and related signage) should be standardised at the federal level. 

Given our hot summers, weather-proofing plays a major part in ensuring health and safety. We need cycling infrastructure that features covered paths, tree-shaded paths, and even artificially cooled paths (powered by renewable energy). We should follow in the footsteps of Singapore and Doha. 

On residential streets with low traffic, segregated paths are largely unnecessary, as long as traffic calming is adopted. This involves road design and traffic regulation measures such as speed limits, traffic circles, speed bumps, chicanes, pavement markings, narrow roadways, and cycling-friendly signage. 

Bicycle fleet electrification

Some of our cities, such as Brisbane and Sydney, are rather hilly, and e-bikes can help overcome the topography barrier to cycling. Moreover, e-bikes allow people to keep pedalling even during summer heatwaves, which are becoming more frequent in Australia due to global warming. 

E-bikes can be individually owned or shared. While most of our cities already have bike sharing schemes in place, those need to be supported and even subsidised through public funds, based on the premise that sustainable transport is not a “market good”. 

Pro-cycling laws and earmarked funding

Our national government should adopt pro-cycling legislation which addresses safety concerns without overburdening cyclists. For example, Australian laws that require cyclists to wear helmets are counterproductive. On the other hand, Dutch laws which presume that the driver is at fault and bears the burden of proof in case of a car-bicycle collision, have led to much more careful driving. 

In addition to upgrading the legal framework, national, state, and local governments should set aside funds earmarked specifically for cycling. The United Nations Environment Programme recommends that 20 per cent of transport funding be spent on bicycle infrastructure, facilities, and operations. 

Mixed land uses and modal integration 

Smaller distances between destinations, which are achieved when land uses are mixed, result in more bicycle use. The maximum acceptable cycling distance varies by place and by gender, with women willing to cycle shorter distances than men. But generally, trips less than 2.5 kilometres are preferred, with cycling rates declining after about 4 kilometres. 

Better land-use planning helps in other ways, too. For example, to integrate cycling with other modes, in particular public transport, cycling routes leading to transit stations must be prioritised in urban design and redevelopment plans. 

In addition, transit stations should be equipped with bicycle parking spots, rental or shared bicycle facilities, a range of bicycle services (such as repair or wash shops), and even changing rooms for cyclists. 

Bicycle parking needs to be secure, simple to use, easy to find, and, at least in some cases, physically covered or enclosed. It should be provided not only in near transit centres, but also in apartment buildings, dormitories, workplaces, and shopping malls. 

Another aspect of integration involves space for bicycles on buses, trams, and metros. Where public transport gets too crowded during peak commute hours, a rule could apply that only folding bicycles can be carried on board. 

Road safety education 

Australian drivers need to let go of hostile attitudes towards cyclists and learn to share the road with other modes. Drivers’ education should start at the licensing stage: teens must be taught techniques to safely change lanes, turn, or open car doors when exiting a parked car. 

But cyclists need education as well. Training courses should be offered to those who want to cycle but are afraid of accidents. Group rides targeting specific suburbs or demographics can help people overcome the initial fear of venturing out on a bicycle. 

Cycling as the new normal 

These policies will not see the light until cycling is treated the same as other vital urban infrastructure, such as water, sanitation, and telecommunication. In other words, until cycling is normalised as a mainstream rather than a niche activity. 

To this end, cities must work to improve the image of both cycling and cyclists, overcoming a variety of pejorative stereotypes in the process. Social marketing campaigns that focus on the positive – health, fitness, wellbeing, trendiness, sustainability – could help. So might scare tactics that highlight the high costs of car driving and the existential risk posed by climate breakdown. 

Most importantly, Australian cities need a long-term national vision and commitment to cycling, which is then articulated at the state and local levels based on public input. 

Planners should make sure that public participation processes are not dominated by neither cycling-averse drivers nor highly experienced cyclists. Rather, efforts should be made to include (existing and potential) cyclists of all ages, genders, and abilities and listen to their stories, concerns and suggestions with an open mind.