BPAC Report: Sidewalk Riding & Skateboarding

Last year, in response to a citizen complaint, the Olympia City Council referred to the Bicycle and Pedestrian Advisory Committee (BPAC) the matter of people riding bicycles and skateboards on downtown sidewalks. This report has been prepared for members of the BPAC to provide background information for their response to Council’s referral.

ON-THE-GROUND OBSERVATIONS

At the May 28, 2014 BPAC meeting, the committee suggested that staff contact the Downtown Ambassadors to get more information about the on-the-ground reality of biking and skateboarding on downtown sidewalks. The Downtown Ambassadors carried a tally sheet with them for the week of Tuesday, August 26th through Saturday, August 30th and recorded the incidents of sidewalk bicycle riding and skateboarding they observed. They also recorded the numbers of conflicts with pedestrians they observed for each mode. A conflict was defined broadly to include pedestrians looking stressed or perturbed by the interaction with a skateboarder or bicyclist.

The weather was sunny for four of the five days they observed, with Saturday being rainy.

Bikes on sidewalks 37 Skateboards on

sidewalks 6

Bike/ped conflicts observed

18 Skateboard/ped

conflicts observed

1

From the Downtown Ambassadors’ observations, it appears that bicycles on sidewalks are a greater issue than skateboards, and those bicycles are a source of stress to pedestrians.

IS IT LEGAL?

Biking on sidewalks

In Olympia, the legality of riding a bicycle on a sidewalk is complicated. Because Olympia does not have a specific ordinance that addresses riding on the sidewalk, several state laws govern the issue and roughly boil down to this: it is illegal to ride a bicycle on a sidewalk in an area where there is commercial or some government activity adjacent to the sidewalk. Even then, however, its enforceability is unclear. Clarifying the legal status of bicycle riding on sidewalks could help clear up widespread confusion about this issue.

Skateboarding on sidewalks

OMC 10.68, passed in 1986, prohibits riding skateboards on sidewalks within a portion of downtown Olympia (see Figure 1).

Figure 1: Where sidewalk skateboarding is prohibited in Olympia.

2 | P a g e

IS IT SAFE?

Biking on sidewalks

Among bicycling advocates in the United States, it is generally assumed that riding bicycles on sidewalks is less safe than riding in the street in the same direction as motor vehicles. Members of BPAC asked staff to research this assumption to see if it is true.

Unfortunately, large collision datasets for bicycle-related collisions do not track the location of collisions to the degree that would allow us to answer that question conclusively. While the City of Olympia does track collisions involving bicyclists and pedestrians at a fairly granular level of detail, the sample size of our city is too small to draw conclusions. However, we have found in the past that a large portion of Olympia bike collisions have been on sidewalks at driveways or in crosswalks.

The next place to look for information on the relative safety of sidewalk bicycling is scholarly literature. While this issue does not appear to have been widely studied, there is some research available, although it is not conclusive either. Early studies seemed to indicate an increased risk of collision when riding on a sidewalk, but recent re-evaluations of those studies have raised questions about that conclusion. Some research suggests that people who choose to ride on sidewalks are more prone to collisions overall, and they ride on sidewalks because they are less comfortable in on-street facilities. Others have found that providing comfortable on-street bicycle facilities discourage sidewalk bicycling.

For a thorough discussion of the topic, please see Appendix I.

Skateboarding on sidewalks

If the data on the safety of bicycle riding on sidewalks is sparse, then it is non-existent for skateboarding. As with bicycle riders on sidewalks, skateboarders appear to be a nuisance to pedestrians, but there is no tracking of skateboard versus pedestrian collisions.

The majority of research on skateboarding injuries compares the injury rate to other types of recreation, such as BMX biking, in-line skating, skiing and the like. To date, there has been no study conducted of skateboarding injuries in different types of transportation facilities, like sidewalks, streets, or bike lanes.

ENFORCEMENT AND DISCOURAGEMENT

Many Washington cities have passed ordinances banning both bicycling and skateboarding on sidewalks. Others have chosen to discourage it. Several have tried a combination of both. To research the efficacy of these approaches, staff reviewed city ordinances via the Municipal Research Service Center and chose two Washington cities as a comparison:

3 | P a g e

Figure 2: Google Streetview image of “no bicycling” stencil on Bellingham sidewalk

Bellingham and Redmond. Both cities prohibit cycling in their downtown core, however, their experience with sidewalk bicycle riding is different.

Bellingham

In addition to an ordinance that prohibits bicycling on sidewalks in Bellingham’s downtown core and Fairhaven business district, Bellingham also discourages sidewalk walking with stencils at curb cuts (see Figure 2) and in other outreach materials. Kim Brown, Transportation Options Coordinator for Bellingham Public Works, stated that sidewalk riding is still fairly common, to the degree that Bellingham’s bicycle police officers regularly issue warnings and citations. This has been the case in Bellingham for some time, indicating that despite the regular discouragement and enforcement, people are still riding bicycles on sidewalks in Bellingham’s business districts.

Brown also discussed that Bellingham faces a similar challenge as Olympia, in that there are no continuous bicycle routes through the downtown. Like Olympia, Bellingham added several bicycle lanes during the 1990s and early 2000s, and what remains to complete the bicycle network are difficult and more resource-intensive projects.

Bellingham’s Municipal Code also prohibits skateboarding in the downtown core, Fairhaven business district, and around its library, whether skateboarding is on the sidewalk, street, or in a parking lot.

Between January 1, 2014 and October 3, 2014, Bellingham bicycle officers documented 34 bicycle violations in the central business district, and 31 skateboard violations.

Redmond

Redmond also has an ordinance that prohibits bicycling on downtown sidewalks. Peter Dane, Associate Planner for the City of Redmond, reported that sidewalk bicycle riding and skateboarding is not much of an issue in Redmond, “…because we’ve tried to make our facilities more comfortable.” He further stated that Redmond has a complete bicycle network through its downtown, which is confirmed by consulting Redmond’s bike map and Google maps. While Redmond does not have a robust bicycle counting program, anecdotally he has noticed in the last few years that more people are riding bicycles in on-street bicycle facilities. He attributes this to a number of factors, including more mixed-use buildings in downtown Redmond and several incremental changes that have added up to a more complete network, including some “road diets” (removing a travel lane to make room for bike lanes) and a few additions of bike lanes to existing streets.

4 | P a g e

Figure 3: photo by Flickr user sfgamchick, used under creative commons license.

Dane also stated that a recent project to install pavement markings in traffic signal loops, which indicates where a bicyclist should position herself to be detected by a traffic signal, appears to have contributed toward making on-street facilities more inviting to cyclists.

Skateboarding is not prohibited anywhere in Redmond.

Other cities

The Association of Pedestrian and Bicycle Professionals (APBP) maintains an active listserve for bicycle and pedestrian professionals to exchange information. In June, the question of sidewalk bicycling and skateboarding was posted on the listserve. See Appendix II for the full exchange.

The conclusion from the exchange is that facilities can make a difference, and discouragement campaigns require broad efforts. For example, one respondent cited a pavement marking used in Fort Collins, but installation of the marking was paired with a public relations campaign. Also, Fort Collins is League of American Bicyclists Platinum city (source), the highest rating of bicycle-friendliness the League offers, and which only four cities in the United States have achieved. For reference, Olympia is a League-certified Silver city.

SKATEBOARDING AS TRANSPORTATION

Historically, skateboarding has not been seen by bicycle and pedestrian advocates as a form of transportation. However, this idea has been challenged by the city of Portland, which established a series of “skate routes” in the early 2000s. An advocacy group called Skate Friendly PDX appears to work closely with the city on promoting safe skateboarding and legitimizing it both as a form of transportation and recreation. Their website is full of information on laws, routes, safety, and other things that apply to skateboarders.

In fact, Skate Friendly PDX collaborated with the Portland Parks Department to post signs on popular skate routes advising skaters of the rules that apply to them, some of which include:

• Stay in your lane • Obey stop signs

5 | P a g e

• Wear a light or reflector at night • Sliding is noisy. Don’t use slide gloves near homes. • Don’t skate residential neighborhoods after 10:00 pm.

Additionally, the Portland Bureau of Transportation provides a brochure (see Appendix III) on skateboarding in Portland, which includes information on where it is prohibited to skateboard on the street, preferred routes for skateboarding, the location of skate parks, and the laws that apply to skateboarders.

To date, only one study appears to have been conducted on skateboarding as transportation, a 2013 masters dissertation by Tessa Walker, a student of Urban Studies at Portland State University. Highlights include:

• Skateboarders are heavy transit users, covering the “last mile” between the bus stop and their destinations on their boards.

• People who skateboard for transportation usually skateboard for recreation as well. This contrasts with cycling, where there is much less overlap between recreational and transportation cyclists.

• The average trip length of a skate ride is between 1 to 3 miles, which is similar to urban bicycle trips.

• Skateboarders prefer the same types of streets as most cyclists: low motor vehicle volumes, even surfaces, and fairly flat.

MOVING FORWARD: RESPONDING TO COUNCIL’S REFERRAL

Ordinance and enforcement

There are several elements the BPAC may wish to include in its recommendation to City Council, beginning with the legal status of biking and skateboarding on downtown sidewalks. Some options are:

• Recommending an ordinance that prohibits biking and skateboarding on downtown sidewalks.

• Recommending an ordinance that requires cyclists and skateboarders on downtown sidewalks to yield to pedestrians. This is the approach that Seattle and Bellevue have taken for cycling on sidewalks, and it enables police to cite violators. Appealing the existing ordinance that prohibits skateboarding in a certain area of downtown might also be part of this consideration.

• Make no recommendation to change the current legal status.

Discussions with OPD would be necessary before any ordinance and enforcement work begins.

6 | P a g e

Education and discouragement

The BPAC may choose to recommend a discouragement campaign, possibly with pavement markings, either in combination with a legal change or as a standalone effort.

Facilities

The BPAC may choose to recommend facilities that would encourage bicycle riders and skateboarders to not ride or skate on the sidewalk.

7 | P a g e

Appendix I: Literature review of sidewalk bicycling

A 1998 study of cyclists in Ottawa and Toronto found that sidewalk cyclists reported more near-misses with other cyclists than they did with pedestrians. There were no significant conclusions about the interactions between cyclists on the sidewalk and motor vehicles. The authors also found that in Ottawa a statistically-significant number of sidewalk cyclists had higher rates of what the researchers called “events” when they were riding in the street. This suggests that those who ride on sidewalks do so because they are more prone to collisions than those who choose to always ride in the street.

A 2009 meta-analysis conducted by Reynolds et al found that sidewalks and multi-use trails pose the highest risk to cyclists, while concluding that “(t)he evidence to date suggests that purpose-built bicycle only facilities (e.g. bike routes, bike lanes, bike paths, cycle tracks at roundabouts) reduce the risk of crashes and injuries compared to cycling on-road with traffic or offroad with pedestrians.” (p 17) Although this analysis reviewed the location of the collisions, it did not study the possibility suggested earlier that sidewalk riders are already more prone to collisions and are choosing to ride in an area they perceive to be lower risk.

The most oft-cited study in the United States of sidewalk riding was conducted in 1994 by Wachtel and Lewiston using collision data from the City of Palo Alto. This study found a clear correlation between sidewalk riding and greater injury. However, in a 2011 report, Risk of injury for bicycling on cycle tracks versus in the street, Lusk et al revisited the data used by Wachtel and Lewiston and found that 26% of the cyclist-motor vehicle collisions reported had happened between intersections and not at intersections as initially reported. They recalculated the relative risk rate of riding on the sidewalk to include those collisions and found that there is no significant difference between riding on the sidewalk or the street.

In 1996 Moritz concluded that sidewalk riding was “extremely dangerous,” and in 2007 found that sidewalks had a higher “relative danger index” than streets or bike paths. However, Lusk et al state in Bicycle Guidelines and Crash Rates on Cycle Tracks in the United States that their research on cycle tracks (physically-separated bike lanes) contrasts with Moritz’s studies and argue “(t)hese 2 studies are not sufficiently robust to allow conclusions about the safety of sidewalk bicycling or, by extension, the safety of cycle tracks.” (p 1245)

As for the threat to pedestrians that bicyclists on sidewalks pose, staff could only find two reports on the issue. The first, a study from Germany, found that in bicycle/pedestrian crashes, pedestrians incur more injuries than bicyclists. It also found that those most often fatally injured are elderly while those who inflict the injuries are mostly younger people.

8 | P a g e

The second study, to be published in the December 2014 issue of the Journal of Safety Research, has found that as the number of cyclists has increased in California and New York, the number of pedestrians injured by cyclists has decreased. The researchers attribute the decrease in pedestrian injuries to a decrease of exposure to the risk among children, and better bicycle facilities that encourage cyclists to ride in the bicycle facility. They specifically mention protected bike lanes as being particularly effective at reducing injuries to pedestrians.

9 | P a g e

Appendix II: APBP listserve exchange on discouraging skateboarding and bicycling

From: Members On Behalf Of Ted Curtis Sent: Wednesday, June 04, 2014 12:21 PM To: members@lists.apbp.org Subject: [apbp] sidewalk riding in business district

This may have been posted a while back, but we are looking for ways to cut down on sidewalk riding (bicycling and skateboard) in the downtown business district. Does anyone have a process, signs or even stencils on sidewalks that they think are effective?

Ted Curtis Bike/Ped Coordinator City of Columbia 701 E Broadway PO Box 6015 Columbia, MO 65205-6015

From: Ben Weiss BWeiss@ci.missolula.mt.us Sent: Thursday, June 5, 2014 8:53 AM To: members@lists.apbp.org listserv Subject: [apbp] sidewalk riding in business district

…we have noticed much less sidewalk riding along our main corridor downtown after the installation of cycle tracks1.

Ben Weiss Bike/Ped Program Manager Development Services, Transportation Division City of Missoula 435 Ryman St Missoula, MT 59802 (406) 552 – 6352

From: David Kemp <DKemp@cityofdavis.org> Sent: Wednesday, June 4, 2014 12:31 PM To: members@lists.apbp.org listserv Subject: [apbp] sidewalk riding in business district

1 Also called protected bike lanes.

10 | P a g e

Attached (left) is a thermoplastic marking we installed while I was with the City of Fort Collins, CO. We complemented these sidewalk markings with a public relations campaign. The concept behind the marking was to inspire a friendly and welcoming message to bicyclists while reminding them that sidewalk riding is prohibited – whereby instructing cyclists what they should do, rather than what they shouldn’t do. The City of Palo Alto, CA also installed the same markings.

Hope it helps,

-DK

Active Transportation Coordinator City of Davis

From: Alison Moss <alison@ktua.com> Sent: Wednesday, June 4, 2014 3:43 PM To: members@lists.apbp.org listserv Subject: [apbp] sidewalk riding in business district

Hi David,

First of all, I am curious about the type of bicycle facilities provided in the Downtown Business District of Columbia, MO. Are there protected bikeways or even buffered or non-buffered bike lanes? If not, the creation of such facilities would be a great start. It seems there is a general consensus, at least on this forum, that behavior shifts are strongly linked to facilities. Similarly, there is an understanding that decades of vehicular cycling practices have done little, if anything, to shift behavior.

If you have facilities that are aligned with best practices in bikeway design (to accommodate users of all abilities and ages) and still face issues of sidewalk riding, I suggest the following...

I have found the City of Berkeley's campaign to be highly effective: http://www.ci.berkeley.ca.us/Public_Works/Transportation/Walk_Bikes_on_Sidewalk,_Ride_Bikes_on_Street.aspx

While it seems like a largely city-run project, I know - from personal experience - that it is more multi-facted (sic). At the Berkeley Bike Station, where I used to work, we educated patrons and passersby routinely. Though I'm not positive, it seemed

11 | P a g e

that the City's downtown "Hospitality Ambassadors" did their part as well: http://www.downtownberkeley.com/dba-programs-hospitality-ambassadors.

Thanks and good luck:: Alison Moss Senior Planner Active Transportation t: 619.294.4477 Ext. 107 | f: 619.294.9965 | e: alison@ktua.com

12 | P a g e

APPENDIX III: Skate-friendly PDX brochure - See next two pages

13 | P a g e

skate friendly portland

Your guide to skateboarding in Portland, Oregon.

For more information on skateboarding and commuting around Portland check out these online resources:www.portlandonline.com/transportationwww.skatefriendlypdx.com

Welcome to Portland, Oregon

Over the last few years, Portland has gained a

reputation as being one of the most “skate

friendly” cities in the United States; and for good

reason. Portland is one of the few cities to

recognize skateboarding as a legitimate mode of

transportation and give it the same legal rights as

a bicycle. Our city is also home to some of the best

skateparks in the world including the famous

Burnside Skatepark. With plans to increase the

number of skateparks in the city to 19, the future

of skateboarding in Portland keeps getting better.

Portland is also home to many skateboard

companies that are making some of the best

boards out there.

A few good things to know about skating in PortlandIt is LegalIn 2000, the City Council enacted City Code Section 16.70.410, making it legal to skateboard on most city streets. Before then, skateboarders could be fined $2500 for skating on streets. Luckily, that’s not the case any more. Now, skateboarders have a legal status similar to bicyclists.

Helmet LawsAll skateboarders under age 16 are required to wear a helmet. Failure to do so can result in a $25 fine. While helmets are not required for those over 16, it is always a good idea to wear one.

Skating at nightA lot of people choose to skateboard at night to take advantage of the decrease in traffic and the cooler temperatures. But there are a couple things to bear in mind while skating around after sunset. If you skate at night, it’s common sense to maximize your visibility to drivers. You’re required to wear a white light in front that’s visible from at least 500 feet, and a red light or reflector in back that’s visible from at least 600 feet when hit by headlights.

Traffic LawsTraffic laws apply to skateboarders just as they do to bicyclists. Stay in your lane, obey the speed limit, don’t pass cars or skate recklessly, stop at stop signs and red lights, and always yield to pedestrians. Violating a traffic law can result in a fine.

Skating in DowntownDowntown sidewalks are for pedestrians. Skateboarders may use most streets, but are required to stay off the sidewalks in the downtown core. This includes the area bounded by SW Jefferson, Naito Parkway, 13th Ave., and NW Hoyt. Skateboards are prohibited on both the streets and the sidewalks on the Transit Mall along 5th and 6th Avenues. Skateboards are also prohibited on the South Park Blocks, the North Park Blocks, Pioneer Courthouse Square, and Director Park. See map below for details.

Be RespectfulSkateboarding can be noisy. Be considerate when you skate in residential neighborhoods, and avoid yelling and sliding near homes. The City of Portland has taken a huge step in the right direction by making it legal for skateboarders to use public roads. This is both a right and a privilege for skateboarders and it is important for us to respect the laws that are in place so we can maintain our rights and continue to enjoy skateboarding in this wonderful city.

Check out Skatefriendlypdx.com for maps to skateparks and more info on skate laws.

NW 13

thW BURNSIDE

SW N

AITO

PKW

Y

NW B

ROAD

WAY

6th

AVE

SW B

ROAD

WAY

NW HOYT

SW JEFFERSON

WASHINGTON

PARK

BLK

S9t

h

5th

AVE

PARK

BLK

S

NW NAITO PKW

Y

JACKSON

Skate on street only.

No Skating allowed.

Legend

5th

AVE

TAYLOR

Public Skateparks

Burnside

Pier Park

Glenhaven

Holly Farm

Gabriel

Ed Benedict

Brooklyn St.

The world famous Burnside skatepark is one of the first and most notable DIY skateparks out there. Definitely stop by this skatepark when in Portland. Burnside can be found under the East side of the Burnside Bridge on 2nd Ave.

The original Pier Park was built by the Army Engineers and then torn out and rebuilt by Dreamland Skateparks. Opened in 2006, Pier Park is number one of the 19 planned skateparks of Portland.Location: N. Hudson St. & Bruce Ave

Located right next to Madison High School, Glenhaven provides terrain for any type of skater. It features two bowls and a street section with features like a brick bank.Location: NE 82nd Ave. & NE Siskiyou St.

Tucked up in the West Hills, Holly Farm is one of the smaller skateparks in Portland but definitely one of the most unique. Stop by and check it out.Location: SW Capitol Hwy & Comus St.

Not far from Holly Farm is the Gabriel skatepark. This park’s design was based on some of the classic snake-run style skateparks. Roll-in’s and carve lines for days.Location: SW 45th Ave. & Nevada St.

Portland’s first and probably not last street plaza skatepark. This park is wide open and has lots of interesting features that will satisfy almost any street skater.Location: SE 102nd Ave & Powell Blvd.

The newest addition to Portland skateparks is a DIY project that started up in 2010. Not only does this provide a nice place to skate for people in SE Portland but it has also helped to clean up the neighborhood.Location: SE Brooklyn St. & 16th Ave.

Works Cited Anne C. Lusk, P. G.-M. (2011, February 9). Risk of Injury for Bicycling on Cycle Tracks versus

in the Street. Retrieved August 21, 2014, from Injury Prevention: http://injuryprevention.bmj.com/content/17/2/131.full.pdf&embedded=true

Anne C. Lusk, P. P.-M. (2013, July). Bicycle Guidelines and Crash Rates on Cycle Tracks in the United States. Retrieved August 20, 2014, from American Journal of Public Health: http://ajph.aphapublications.org/doi/pdf/10.2105/AJPH.2012.301043

Brown, K. (2014, August 25). Email.

Brown, K. (2014, October 3). Email.

Brown, K. (2014, August 21). Telephone call. (M. Swanson, Interviewer)

Conor CO Reynolds, A. M. (2009, October 21). The Impact of Transportation Infrastructure on Bicycling Injuries and Crashes: A Review of the Literature. Retrieved August 20, 2014, from BioMed Central, Environmental Health: http://www.biomedcentral.com/content/pdf/1476-069X-8-47.pdf

Dane, P. (2014, August 21). Telephone call. (M. Swanson, Interviewer)

Graw, M. (2002, March 21). Fatal Pedestrian-Bicycle Collisions. Retrieved August 21, 2014, from ScienceDirect: http://www.sciencedirect.com/science/article/pii/S0379073802000853

Lewiston, A. W. (1994, September). Risk Factors for Bicycle-Motor Vehicle Collissions at Intersections. Retrieved August 18, 2014, from Bicycling Life: http://www.bicyclinglife.com/Library/Accident-Study.pdf

Lisa Aultman-Hall and Michael F. Adams, J. (1998, January 11-15). Sidewalk Bicycling Safety Issues. Retrieved August 25, 2014, from John S. Allen's Bicycle Facilities, Laws and Programs Pages: http://www.bikexprt.com/bikepol/facil/sidepath/research/Aultman-Hall%20sidewalk.pdf

Moritz, W. E. (2007, January 23). Adult Bicyclists in the United States: Characteristics and Riding Experience in 1996. Retrieved August 15, 2014, from Transportation Research Board of the National Academies: http://trb.metapress.com/content/42429214465t4704/

Moritz, W. E. (2007, January 24). Survey of North American Bicycle Commuters: Design and Aggregate Results. Retrieved August 19, 2014, from Transportation Research Board

14 | P a g e

of the National Academices: http://trb.metapress.com/content/wq87468051446611/

Peter Tuckel, W. M. (2014, December). Pedestrian Injuries Due to Collisions with Bicycles in New York and California. Retrieved August 19, 2014, from ScienceDirect: http://www.sciencedirect.com/science/article/pii/S0022437514000814

Skate Friendly PDX. (2012, 23 August). Safety Video Contest Ended. Retrieved August 25, 2014, from Skate Friendly PDX: http://skatefriendlypdx.com/?p=125

Skate Friendly PDX. (2014). Map. Retrieved August 25, 2014, from Skate Friendly PDX: http://skatefriendlypdx.com/?page_id=50

The City of Bellingham. (1999). Chapter 11.48 Bicycles. Retrieved August 15, 2014, from olympiawa.gov: http://www.codepublishing.com/wa/bellingham/html/bellingham11/Bellingham1148.html#11.48

The City of Bellingham. (2014 ). Bellingham Municipal Code. Retrieved August 25, 2014, from City of Bellingham Washington: http://www.codepublishing.com/wa/bellingham/

The City of Berkeley. (2014). Hospitality Ambassadors. Retrieved August 25, 2014, from Downtown Berkeley: http://www.downtownberkeley.com/dba-programs-hospitality-ambassadors

The City of Berkeley. (2014). Walk Bikes on Sidewalk, Ride Bikes on Street - Pilot Program. Retrieved August 25, 2014, from City of Berkeley: http://www.ci.berkeley.ca.us/Public_Works/Transportation/Walk_Bikes_on_Sidewalk,_Ride_Bikes_on_Street.aspx

The City of Fort Collins. (2014). Bicycling. Retrieved August 25, 2014, from The City of Fort Collins: http://www.fcgov.com/bicycling/

The City of Olympia. (1986). Municipal Code (Current) > Title 10 VEHICLES AND TRAFFIC > Chapter 10.68 SKATEBOARDS. Retrieved August 25, 2014, from olympiawa.gov: http://www.codepublishing.com/WA/Olympia/?Olympia10/Olympia1068.html#10.68.010

The City of Redmond. (2014). City of Redmond Washington. Retrieved August 19, 2014, from Bicycling: http://www.redmond.gov/Transportation/GettingAroundRedmond/Bicycling/

15 | P a g e

Walker, T. M. (2013). Skateboarding as Transportation: Findings from an Exploratory Study. Retrieved August 25, 2014, from Dissertations & Theses - Gradworks: http://gradworks.umi.com/15/50/1550586.html

16 | P a g e