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most cases, pedestrian planning continues to be treated separately from routine road im- provements. The Federal Highway Adminis- tration is now developing new policy guid- ance that spells out the responsibility of transportation agencies to work on pedestrian facilities in conjunction with routine roadway resurfacing and alteration. The new policy is expected to direct trans- _tation agencies to consider pedestrian and Obstade Course It shouldn't take Lance Armstrong to tell you that bicycling is hot. There seems to be no end to rides for charity, dub rides, critical mass brigades, touring, off-road, and even tandem forays. But when it comes to every- day, utilitarian, urban cycling, all the lights are red. Although urban cycling has gained popu- larity in the U.S. in recent years, it has yet to crack a one percent share of local trips. Compare that with European countries like Germany (10 percent) and the Netherlands (30 percent). So why aren't more people riding? Here are just a few of the major barriers to urban cycling: Second-class status. Despite laws that guaran- tee bicyclists equal road rights with motorists, drivers tend to see cyclists as intruding on their turf That's pardy because motorists have so 'tde expe. rience or training. in the rules govern- sharing a roadway with cyclists. Behavior. Bicyclists and motorists don't always respect the rules of the road. If they did, we wouldn't see bike riders zooming A photo simulation (jar left) shows how a typical arterial can be converted into a complete street. Left: Canyonl/ille, Oregon. cyclist access in every road improvement project. This brings pedestrians "into the same house, with somewhat equal authoriry to ask for funds," says Thibault. Don't forget transit Transit is the aspect of complete streets that has been addressed least often in existing poli- cies. Some communities have begun to con- sider transit needs in their corridor planning. through red lights and drivers switching lanes at high speeds. Strip shopping. Strip shopping centers are a nightmare for cyclists, who must dodge the constant stream of cars and trucks exiting and entering the parking lots. Zoning. The typical separation of uses req uired by suburban zoning ordinances means longer distances-and longer bike rides-to schools, shopping, and the movies. Speed. When the speed limit is 40 mph and the typical motorist is going 50 mph, small wonder that the thought of taking to the streets makes would-be cyclist tremble. Budgets. An urban cycling infrastructure means more than painting lines on bike lanes. It requires proper signage and lighting and training oftraffic police. AU that costs more than most communities want to spend. Education. Isn't it odd that a five-year-old is not required to have iormal training before American Planning Association 21 That's true particularly in places that are con- s~dering bus rapid transit, which calls for en- hanced service in the existing right-of-way. In some cases, transit vehicles get dedicated lanes; bus pullouts improve traffic flow, and "queue jumping" lanes help buses get through intersections. In Los Angeles, the Metro Rapid bus routes depend on a signal priority system that allows buses to extend green lights or shorten red ones. But the key to complete streets for transit may be less in new technology and more in paying attention to the basics of pedestrian access. "All transit trips start and end with a pedes- trian component, so streets don't work for transit unless you can complete the trip," says Robin Blair, transportation planning man- ager for the Los Angeles Metropolitan Trans- portation Authority. The MT A is now devel- oping "transit streets" that restrict automobiles but enhance pedestrian access. The big ehallenge Finding enough right-of-way can be the biggest challenge for a complete streets program. Even if the right-of-way is in the transportation agency's hands, .~.Y:idening, even for a sidewalk. may ~t a thumbs-down from residents who want to preserve existing landscaping and parking, or riding a bike in the street? And isn't it odder still that the driver's test that same child takes at 16 has no questions about the la\vful ways that cars and bikes are supposed to share the road? Infrastructure. Our inadequate circulation systems are the greatest barrier to urban cy- cling. Our planning goal should be a safe and effIcient network that allows functional travel to school, errands, jobs, and recreation through- out the metropolitan area. Enforcement. Even if all the obstacles listed here are removed, we're in trouble without adequate enforcement mechanisms. Laws must be rewrit- ten to accommodate and even encourage cycling, and public officials must buy into the changes. For cyclists to get a 10 percent share oflocaJ trips (as in Germany) implies a totaJ transfor- mation in the way urban transportation sys- tems are conceived, planned, and implemented. That should change a lot of red lights to green. .Martin Zimmemul11 Zimmerman is a planner and urban affairs journalist in Charlotte, North Carolina, where he serves 011 the board of a bicycle advocacy group,