1.3 - The Bicycle |
| Table 1.1 | U.S. Bicycle and Automobile Sales |
| Table 1.2 | 1976 Bikecentennial Camp Program Paid Bicycle Campers Monthly Totals April-September |
| Table 1.3 | 1977 Bikecentennial Camp Program Paid Bicycle Campers monthly Totals April-September |
| Map 1.2 | California Bikecentennial Camps |
The evolution of the bicycle as we know it today began in 1816 when the first two-wheeled solid-framed bicycle-like vehicle was invented. Although basically the same design as today's machine, the first versions of the bicycle were propelled by the rider kicking the ground alternately with each foot. Pedals were invented and quickly implemented as the bicycle's first design improvement in 1840. By the 1880's, the bicycle had been modified sufficiently to propel its rider with the same basic efficiency as the vehicle with which we are familiar with today.
In 1880, the League Of American Wheelmen was created which enlisted nearly 40,000 members by 1893. By 1896, 16 states had appropriated funds for the improvement of roads to accommodate the bicyclists needs for adequate travel routes. The bicycle served sporting and recreation functions and competed vigorously with the horse and buggy as a means of transportation well into the 1900's.
Ironically, the popularity of this utilitarian vehicle declined substantially as the result of an invention first constructed in a bicycle repair shop. With the coming of the automobile and the rapid growth of the infant auto industry came the conversion of bicycle repair shops to auto repair shops. The bicycle industry in effect provided the first workshops where the automobile wax constructed and maintained in addition to generating the smooth roads which were essential to the early success of the auto industry. Once the first automobile was fabricated, it was only a short period before the bicycle was set aside in favor of the newer mode of transportation.
It was not until the 1950's that the popularity of the bicycle had its re-birth. The physical benefits of bicycle use gained national aclaim when Dr. Paul Dudley White, medical consultant to President Eisenhower, prescribed bicycling to his patient as a healthful exercise for the heart. Between 1960 and 1970, bicycle sales nearly doubled as people began to appreciate the environmental and personal health benefits associated with bicycle use. For the first time in this century, bicycle sales in 1972 were higher than automobile sales (Ref. Table 1.1). An emerging trend indicates that the past notions of the bicycle as a "toy" are changing. in 1968, sales of bicycles to adults accounted for 5% of the market. By 1973, this figure had jumped to 20%.
With the general increase in bicycle use over the past two decades, there has been a correspondent increase in bicycle-motor vehicle accidents. Between 1960 and 1970, the National Safety Council reported a 78% increase in such accidents over the previous ten-year period. Although use of bicycles in existing streets has increased in recent years, there has generally not been a proportionate increase in provisions for bicyclists' safety and convenience. As expressed at public trails workshops, many potential cyclists have chosen to restrict or avoid riding on many roads within Humboldt County because of inadequate roadway conditions and the unequal risk of injury between the motor vehicle driver and the bicyclist in bicycle-motor vehicle collisions. Parents and school administrators at certain County schools have prohibited their children from bicycling or walking to and from school because access routes are considered inadequate for safe travel.
Current figures on the number of active and potential cyclists within Humboldt County are not readily available. Although not indicative of total cyclists in the area, there *are roughly 200 members in the Humboldt County Bicycle Club. Many potential county cyclists have indicated that they would use bicycles more frequently for both recreation and transportation purposes if riding conditions were improved. In the Bicycle Element of the California Recrea tional Trails Plan it Is estimated that by 1980, there will be more than 5,000 annual bicycle participation days per square mile in the immediate Humboldt Say area. An an indication of the volume of touring cyclists passing through the County, paid bicycle campers staying at State Park Bikecentennial Camps totaled 802 in 1976 and 993 in 1977 for the months of April through September (Ref. Table 1.2, 1.3, and Map 1.2).
Decision makers at the National, State, and local level have recognized that there are an increasing number of people riding bicycles for recreation, health, and basic transportation purposes. This increased popularity and the benefits associated with bicycling have resulted in various governmental measures designed to enhance and encourage bicycling activities. In 1973, when bicycle sales statewide reached 1.5 million as compared with nationwide sales of 15.2 million, the County Board of Supervisors adopted the Pedestrian Bikcycle, and Equestrian Paths and Trails Handbook which provided policies, standards, and guide lines for the gradual development of the various trail types as user needs justified and available finances allowed.
Table 1. 2 1976 Bikecentennial Camp Program Paid Bicycle Campers Monthly Totals April-September
Table 1. 3 1977 Bikecentennial Camp Program Paid Bicycle Campers monthly Totals April-September
Map 1.2 California Bikecentennial Camps
A basic dilemma of many bikeways programs is that actual bicyclist problems and effective solutions have not been adequately identified. This has in some instances resulted in the implementation of various engineering features which have done little to alleviate bicycling problems. This has particularly been true where separated off-street Class I bikeways have been constructed which did not take into consideration needs of both leisurely recreational cyclists as well as higher speed commuter cyclists. Design standards such as trail width and curve radius have often not allowed for sustained high speed commuter cycling particularly where slower recreational cyclists and pedestrians use the same route. Current findings generally indicate that Class I bikeways are better suited to recreational use. Due to the high costs of right of way acquisition, construction, and maintenance associated with Class I bikeways in addition to the need for bicyclists to become a recognized and accepted part of the overall traffic mix, many Counties have oriented bikeway development to on-street improvements. Given the basic inadequacy of roadway bicycling conditions in Humboldt County and the generally lower costs of road shoulder widening and maintenance, the County should also orient necessary bike route development to on-street improvements. However, the overall bikeways program-must take into consideration potential remedies beyond road shoulder widening, painting stripes, and putting up bike route signs. In addition to consideration of these "traditional" solutions, comprehensive approaches must be adopted which consider such solutions as cyclist-motorist education programs, undifferentiated road shoulder widening, enhanced maintenance and intensified law enforcement programs. In some cases, promoting cycling and teaching bicyclists how to ride in traffic may be far more cost and safety effective than implementing elaborate and sometimes unnecessary road improvement projects. It is the consideration of physical improvements and non-physical programs which differentiates the comprehensive "bicyclist planning program" from the often inadequate "bikeway development program." Descretion must be keen when selecting bikeway location, type of bikeway needed, and/ or other stradegies necessary in response to bicyclists needs, especially given current construction costs and funding limitations.
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