With the policy change, we will be seeing a citywide culture shift across board from elected leaders, city staff, and ordinary citizens; everyone. One of the goals of the complete streets movement is about winning over the engineering profession, and Making them have a vision about streets for everyone.


Much like a Bicycle Friendly Community action plan, Complete Streets Policy envisions a Nigeria’s alternative transportation future, rather than a prescriptive, one-mode-fits all strategy. Complete streets policy allow the fostering needs and character of the community to guide the work. Emphasis on the complete street policy does not only serve to further acknowledge bicycling as the safest means of transportation and the most effective form of sporting activity aside swimming, it also sets a design standard for a nation’s infrastructural facilities ensuring that they are designed right the first time. The purpose of this city’s policy is to set forth guiding principles and practices to be considered in the design operations and maintenance culture of streets infrastructures to promote safe and convenient access and travelers facilities for all users.


Complete Streets Policy is not that complicated yet, sometimes it can be a tough sell. Finding a common cause of concern can be an excellent way to start the conversation. Our focus is to reduce traffic fatalities.

How were we going to do it?

This just means proper and integrated infra-structural adherence and legal compliance.


One of the goals of the Complete Streets movement is about winning over the engineering professional and showing them a vision of streets for everyone. Appealing to the problem solving side of engineers are hoped to yield great results. The Nigerian Society of Engineers should be supportive of the Complete Streets Policy.

In order to sell it, you need to bring in the experts that can lay out the complete street master plan, meaning there is often a misconception of what they look like. Good design guidance and training is crucial. Once it is explained how, some paint and small adjustments can be inexpensive, safe solutions to the problem are ensured.


While there are lots of great expectations, it is thoughtful to note that the concept of a complete street components includes, street and sidewalk lighting, pedestrian and bicycle safety improvements, that is in compliance with the International disabilities Act, public transit facilities accommodation including pedestrian access improvement to transit stops and stations, street trees and landscaping, drainage and other street amenities.

This policy and its implementation should follow a project-by project systematic approach. At the planning phase, the city will conduct a study and analysis to see how best to integrate these elements into the project. Complete road diet includes the addition of bike lanes as part of a resurfacing project, arterial road running through cities, town. Bicyclists will be ecstatic about the road and how it offers an improved option to commute to work/schools, exercise or visit remote sites.

A six-step planning process is built into road projects to incorporate an up-to-date land and transportation use, as well as the planned future use in context. This process is hoped to be successfully integrated into the Complete Streets Coalition Training Workshops. Many agencies will enjoy the expanded toolbox that Complete Streets offers them. The program is very well outlined. City officials will learn to do by experimentation and then codify what works. Such flexible approaches will alleviate transportation agencies’ fears, so that their plans will include all modes, regardless of need or of context. Policies should also include a list of exceptions, like when a mode is prohibited (think limited access highway), when costs are exceptionally disproportion to the anticipated use or when there is a documented lack of current or future need.

These policies may require a high-level agency sign off. Policy is simple and headache free. Complete Streets Policy will help our Nigeria states move away from being an auto-centric community. We should strive to encourage transportation in the full sense of the word. Cities should work on improving
their BFC status and ensure a Complete Streets Policies, Adherence and invest significantly in capital improvements by designing and constructing first class transportation facilities for all users.

Complete Streets Policy sets a framework for continued smart growth, well into the future. The sentiment of many bicycling advocates is very timely for us now. We should have been doing this years ago.

As a business, collaborate, should invest heavily in mobility choices for their employee through bus passes and stipends for biking and walking. Advocacy is just the beginning. Legislature should recognize the need to address multi-modal access to get our expansion plan passed, we need to find a way to mitigate that impact, to be a good neighbour. Bicycle Boulevards and connections to trails should be made as part of the plan of Hospitals preliminary design framework, make financial investments in multi-modal transportation in the neighbourhood, transportation improvements surrounding the campus. Effort should be geared towards installing walk-able, bike-able, pedestrian ways. Local advocates and hospital representatives should host a ride-about for city council to show where these improvements are going and the impacts on the patients. Without these efforts toward auto traffic mitigation, critics will push the city council to reject the contentious bicycle improvements plan.

The most effective Complete Streets policies should be applied across the
transportation network, ensuring strong connectivity for all modes throughout.

Communities, businesses and states designated as bicycle-friendly are working to encourage active and livable streets for all users including; pedestrians, bicyclists, motorists and transit riders of all ages and abilities. A Complete Streets policy and guidance for implementation are vital to any bicycle-friendly effort and requires consideration of all modes of travelling in every aspect of the transportation planning process. Bicyclists are at the core of this movement because Complete Streets mean more access, mobility and comfort on road infrastructure.

Cities, states and business rally behind the Complete Streets Policies because they mean improvements in sustain ability, personal health and economic development. Building Complete Streets calls for a broad spectrum collaboration, sets good standards, builds strong and secured communities.


Bicyclists often lead the push for Complete Streets infrastructures. Their passion for improvements for cycling goes further to ensuring making roads better for everyone, a focal point for a community to play around, before the policy is put in place. Nigerian roads were built for cars with no thought for bicyclists with little or no thought for pedestrians. With policy change, we are yet to enjoy a citywide culture shift across board from elected leaders, city staff, and ordinary citizens; everyone. Implementation of creative transportation options like a light rail and bike racks on buses energized constituents. The authorities will receive calls from citizens wanting to know when their area will get bicycle lanes.

Complete Streets benefit bicyclists, pedestrians, transit users and people with disabilities, youth, and older people through better-connected facility networks. Implementing a Complete Streets policy is better done by building partnerships with the host community.

Complete street policies can be implemented nationwide as the transportation sectors strive to improve. As the population grow, policies should be built off one another. Business communities can adopt the complete street policy, cycling for health and fitness program. Hospitals planners can adopt program to expand their health and fitness periscope. Hospital communities’ health and active living system can benefits from bicycling. Hospitals can build-in trails and make connections internally and externally to enable people move around their campus by foot or on bicycles. As a result, we will be noticing prompt recovery and lower healthcare costs. The importance of implementing an integrated bicycle friendly system, built environment and its role in achieving an important- health and well-ness objectives, is simply about building the connections.

The Advocacy Advance Collaboration is task to make that difference for bicyclists everywhere in Nigeria by funding researches to help bicyclists and offering grants to local advocates. One of such grant will help to teach planners and engineers in Nigeria about the needs and requirements of bicyclists. Our interest in educating planners and engineers is critical and so the state’s civil engineers and planners must be well equipped with this background training on bicycle infra-structural apparatuses. Advocacy has been our core focus and active in the state. Speaking at conferences, offering continuing training, workshops, seminars and lectures, but did not feel that we have really been successful at reaching targeted audiences. With the Advocacy Advance grant in hand, we shall set out to create a course that would educate planners and engineers on the needs of bicyclists. Our special introduction to bicycle planning, is our direct program designed to orientate bicyclists on the road and how to coexist and interact with other road users, Tagged; ‘here is a bicycle lane’. The seminar starts with a 15-minutes abridged Traffic Skills TS100 course teaching them some highlights of the course evolving to show interactions on the roadway, could come in video.

The courses are planned for different locations around the states and LBN realistically hopes for people to attend and complete these courses. We do publicity to municipalities, engineering and planning firms, mainly sending postcards speaking about these courses. Collaborations are drawn from engineering and planning firms, the state department of transportation, and some the Federal Road Safety Commission, and the Police highway Patrol departments.

Engineers & Mr. Bicycle believes that one of the keys to their success will be the access to continuing education credits for planners and engineers. It is hoped to be expensive and extensive to earn the right to offer certifications. That is why their attendance is so highly important and esteemed. For planners, LBN is working with the International Planning Association to offer certification program to people keeping up with their certification courses. For engineers, their requirements may vary state-by-state and in-line with the IEEE certification requirements, and for our consumption, it simply requires that the person offering the course should be an “expert in the field.”

Teaching cyclists to share the road competently and correctly is a vital part of any education curriculum program. Motorists sometimes seem almost completely unaware of what bicyclists’ rights are, honking when a bicyclist appropriately take the lane, or buzzing a biker even in states with 3-feet passing laws on the books. In addition, bicyclists can sometimes be our own worst enemies.

  • Running stop lights.
  • Riding the wrong way on one-way streets (but it is how we grew up to see people ride),
  • Flouting traffic laws.

The solution is a better traffic skills education and more bicyclists on the road. The Bicycle Friendly Nigeria Curriculum Program works on both!


The world’s biggest cities has been the whirlwind of innovations and inspirational in the classified bicycling best practices over the past few years and these land marks of tourism expeditions on reckonings with our nation Nigeria, has left us in the world of vacuum because of a number of reasons which, its impending consequences are notable in physical and psychological molestations and the frequent cases of hit-and-run of bicyclists by some contemptuous reckless drivers which, rate of per-minutes-per-hourly happening tolls on our Nigerian roads nationwide are regrettably, statistically undocumented.

In 2009, LBN undertook an exhaustive research study to document where and why these accidents were frequent.
This in 2010 resulted in the formulation of our proposed, Nigeria Lookout-NG campaign: lookNG.org. whose tagline; the best protection a Bicyclist has is our attention, follows with an advertisements; there is one thing everyone can do: LOOK!, a transportation alternative.
League of Bicyclists Nigeria LBN advocacy has also outlined a set of ‘Biking Rules’, a set of street codes that teaches bicyclists responsible behaviour and how to interact with pedestrians and motorists. These campaigns, coupled with the transformation of Nigeria’s streets and trails, will contribute to a huge increase of commuters in the Nigerian cities, coupled with a decrease in bicyclists deaths. This kind of citywide outreach campaign has proven very effective and recommendable.
Campaign materials also includes, instructional programs on everything from how to trigger traffic signal when you are stuck up at a red light to when to leave the bicycle lane behind and additional articles on how far you have to position self to be on advantage when sharing the road with other vehicles. The instructor will also teach children and adults classes round the year focusing on the League’s curricula, and may go a step further to work with the League’s Director of Education to create new programs. The League also visualizes a new national program that allows bike shop employees to teach children and adults how to bike. The classes will be shorter than other League’s curriculum courses, and allow a good overview for people just starting out. They will be popular around the country, and it will not be possible without your help, advocacy groups and the state’s Bicycling Association. Federal Transportation enhancement funds are necessary, for the setting up of a Bicycle and Pedestrian Safety and Education Program. With the federal, state and local funds relief, the program can launch a huge outreach component in (radio, TV, bus shelter advertisements) as well as new bicycle lanes, enhanced police training and free League-curricula based bicycle classes for kids and adults. In addition to the classes, every attendee will receives a bicycle helmet, pump, U-lock, front and rear lights, reflective tape, tire levers and more. This ensures that bicyclists have the training and the materials needs to start riding.

Our leaders can lead the pace for others to follow. Students throughout
the region will be taught about safe bicycling and walking practices and the program will educate teachers and staff as well.
The outreach campaign may be tagged Coexist, modified to have the dos and don’ts for motorists and bicyclists on its popular posters. Messages will encourage bicyclists to obey traffic signals, ride on the right, and “Don’t be THAT guy,” about the frustrations pedestrians feel when bicyclists ride on the sidewalk. The posters will also encourage drivers to avoid right hooks, share the road, and be extra cautious when backing up. The successes of these campaigns will be based on speaking to both bicyclists and motorists about how to behave better.

The California Police Commission in October 2010 approved a proposal as a standard of training to incorporate the rights and provisions of bicyclists into Vehicle Code training. This mean that effective July 1, 2011, all Police Academies in California were mandated to include this topic in their Regular Basic Course. The student workbooks were to be amended to include this information. The outlines for bicycle law instruction were to be disseminated by the Basic Training Bureau to the academy staff to use as a reference on the other side of the country.

Massachusetts offers Law Officer’s Guide Bicycle Safety, developed by Mass Bike with the support of NHTSA, also serves as a national model. One of the police officers from Illinois that took the training said, “The course will be helpful in increasing public safety because it has helped train officers on how to effectively ride, handle, and use the bike to patrol the community they work in.”
A Well Equipped Training Centre for Bicyclist For Educating Motorists & Cyclists at a Citywide Level.

The California Police Commission uses bicycle for effective community policing

Our going word says; Promote bicycle safety for children of elementary and middle school age, who are involved in nearly 14 percent of all bicycle crashes in non-school hours. We can encourage Cycling to School and make it work. ANCHORAGE, ALASKA AND PALO ALTO, CALIFORNIAUSA.

Anchorage, because of its location, experiences their peculiar bike and walk to school challenges. Report shows that, it is very dark for much of the school year. Sometimes the sun is up for less than six hours. The Safe Routes to School program has helped Anchorage community distribute reflective tape to more than 10,000 students (at no cost to the students) and more than 75,000 bicycle helmets have been given away gift items to students, to create large (and visible) designs in the city to strengthen cycling to school. The school nurses properly teaches Anchorage school students in a kit-fit, safe routes to school program reflective (jackets, coats, and the helmets) gears. Between the first and second years of the reflective gear program, participation went up from 30 percent to 70 percent. Report reveals that the Safe Routes to Schools funded a program a few years ago, which the municipality and the school district applied for, received and was used to set up a GPS mapping system to evaluate all the walking routes that students take to school to know which needs improvement. The program enabled Anchorage to implement a school crossing guard reflector and safety training program. Today they are working on an $80,000 planning grant to do 10 site-specific planning activities for Safe Routes to Schools.

In addition, Anchorage has recently approved a new bike plan. They are working to make sure that more people realize that there are bicyclists with recognition and acknowledgment. Their Bicycle Commuters team of Anchorage are also working on trainings for children and adults.

Palo Alto, Caledonia has been working to make it easier for kids to bike and
walk to school since 1994. The team in Palo Alto have crossed many traditional lines, ensuring greater success. The school district, police department, city staff and PTA constitute the Safe Routes Task Force team. They have gone further to create a site, which offers everything in place to report problems concerning the student’s route to school, help teachers educate students on how to walk and bike to school safely. Their community’s cohesion is a good model to transform school commutes for the Anchorage community children.

The National Safe Bicyclist Certification Curriculum NSBCC, formerly known as the Nationwide Super Bicyclist Program NSBP, developed in part 5 years ago was revised, but re-launched in 2014. The up-to-date version can be adopted by any state and is very user friendly. The Safe Bicyclists Certification Program is designed for fourth and fifth grade students and comes in 15 discrete lessons, each at least 15 minutes in duration. Teachers can be certified to teach it in three or six hours (depending on the level of certification), making it accessible to most sports committee coaches in colleges, universities and or physical education teachers in higher schools.

The classes, which are designed and segmented into several batches and categories from strength training to rules of the road, and the hand-outs, are provided in pictorial graphics, cartoon, vernacular and English. The topics are age-appropriate for 9 and 10 year olds and above, includes helmet fit, repairs of flat tires, and safe bicycling skills. The classes will be taught through interactive games, to promote fun and active learning.

Mr. Bicycle is happy to report that they will be reaching hundreds and thousands of students annually through this strategy. We will conduct a survey report of our certified teacher in states each year to receive the bicycle safety message through these teachers based on our survey. The Safe Cyclist program will certify an estimate of 2 per schools, physical education teachers, coaches and community youth workers in Nigeria. The program will works for teachers coaches and students alike.

Just as there is a target-rich environment for bike safety messages, so there is no end of media-use in message delivery. From our research expedition, we ask our teeming applicants to document the ways in which they can use print, visual, electronic and social media to do information hype. Among the options we have seen and recommend these:
Inserts in utility bills, especially time to coincide with major events, like the National Bike Month, etc. Newspaper and newsletter columns, blogs, community newsletters Public Service Announcements on TV, radio, billboards, and in print media Company and government intranet sites as well as website and social media pages Bus wraps and adverts, transit shelter posters when the human touch cannot be beaten, we highly recommend
establishing a Bicycle Ambassador program where people (often younger, seasonal workers) are hired to deliver safety talks, ride major trails and routes offering assistance, promote bicycling safety at events, festivals, fairs etc. States have unique ability to affect motorist and bicyclist education by facilitating training and education required for the said program. State published driver’s manual establishing the standards expected of drivers to pass the driver’s test in both cases including information, relating to safe interaction with bicyclists is recommendable.

We are expecting the next transportation bill to include funding and enforcing a new nationwide street policy, safe routes to school program. The bill should emphasize creating of safe routes to school, to encourage children to ride, and to teach kids how to walk and bike to school. Some states can take this as in innovative programs for her people. A federal support will help turbo-charge these programs, which is now on model for its implementation.

Our dream of a bicycle-friendly Nigeria envisages the day when there are no fatal crashes between bicyclists and motorists. To get to that point of expectancy with the highest traffic and safety records, we hope to see 6 professional drivers learning about safe interactions with bicyclists, taxi and bus drivers, truckers, delivery van drivers, and even school bus operators will all be seen embracing that focus of effective TS100 Traffic Skill education programs.

Traffic engineers and city planners will gain a new appreciation for the intricacies of street designs. Politicians will gain a new insight into bicyclist behaviour after they have taken the lane and experiencing the impact of share-the-road program, using the complete street safety decorations for bicyclists’ comfort.

One of the great conundrums in promoting bicycling is getting cycling integrated into the Nigerian schools curriculum as an educational activity under physical and sports. When asked, people rarely admit to having bicycling education, fatigue and sports in our Nigerian schools, institutions. This will encourage more rides.

We recommend bicycling to be adopted as a General Course in our tertiary institutions. A special Traffic Skills Class TS100, will build the confidence which is necessary to set both bicyclists and motorists to share the road with each other.

“Education” is relatively cheap and easy to do when compared to a major trail project or bicycle plan implementation yet, it is actually quite labour intensive and has to be repeated year after year to have a permanent impact on the people. There are just a handful of critical messages to teach bicyclists and drivers yet we can quickly be hung up trying to impart too much information, or arguing about who is more to be blamed for traffic flouts on our roads.

The starting point for Bicycle Friendly Nigeria is the League’s own Smart Cycling Education Program. We will certify Cycling Instructors in part of the communities and businesses, through designing and organizing seminars to get their staff into the program. Having instructors is one thing; we also want to see them actually sharing the good information that is in the program by teaching classes in cities. We are hoping to see significant volumes of students being put through Traffic Skills at paces.

A successful implementation of this broad education program depends on the accessibility of the material and the instructor’s approval by the state authority. With a 9-hour TS100 class as our standard course duration, BFN applicants will also be rewarded for finding creative ways of delivering that information in bite-sized pieces. Lunchtime brown-bag presentations at work sites, 2-hour skills classes at the local bike shop, and pre-ride briefings
at bike club events, etc. The Safe Routes to Schools Program is obviously not just a bicycling initiative, but also a sure way to increase the number of kids riding bikes. We asked communities to tell us how many schools are participating in the program and we scored their performances (school/communities) based on how much of the available resources they are capable of attracting. A best practice emerging from cities may involve the city hiring local cyclist advocacy group to take a fleet of bikes and teachers to area schools to systematically deliver bicycle education to the Pupil. The Safe Routes Program will extend to colleges and universities and there will clearly be need to educate students in colleges and campuses as there are hotbeds of cycling activities and there are huge opportunities to teach lifelong bicycling safety skills through classes, clubs, events and bike the campus in addition to the traditional TS100 Traffic Skills Classes. The delivery of education through schools, colleges and universities, will engender Bicycling innovation and creativity in delivering bicycling safety education messages. The program has penciled a series of specific for her targeted audiences and a wide variety of media that will be used to good effect around the country.

A Bike Master Plan (BMP) is the foundation of a successful Bicycle Friendly Community. It serves as a comprehensive planning document which typically stands as framework timeline for communities on a 5-, 10-, 20-, or 30-year course to develop set, objectives, as benchmarks, performance measures and to identify responsible agencies for suggested bike initiatives. A BMP may also suggest policy changes to help support bicycling. In the end, it is ideal to have all five “Es” addressed in the plan; engineering, education, encouragement, enforcement and evaluation, so that bicycling is consistently addressed as a safe and viable transportation option.

Communities throughout the country should develop BMPs to help lay the foundation for bicycle infrastructure and initiatives. It has proven to be a valuable resource to help build relationships between community organizations and local officials, encourage compromise, increase cooperation, build consensus, and create a public and transparent process for bicycle progress. A case study is the Minneapolis Bike Master Plan, a model plan. The plan started with a recommendation from Access Minneapolis, a 10-year transportation plan that addresses a full range of transportation options and issues. One of the six components of the plan should be for the city to develop a bicycle master plan. The actual drafting of the Nigeria’s master plan begins with the adoption of this blue print by the government and to undergo timely modification in-line with international road traffic rules and best practice subject to public review and commendation that will be forwarded to the city council for approval and implementation.

Effembe Essien Etim, the Director General and Mr. Bicycle League of Bicyclists Nigeria believes it will be completed and passed by the council soon as it is earns the state’s endorsement on filling, 2015.

It is all about making sure we are covering all the different Es – just as you need to have a well- balanced diet to stay healthy, you need to have a well-balanced plan to make a successful Bicycle Friendly Community. It is better to take a bit longer and get it right than having to do it again in another couple of years. One of the key objectives is to create regional equity connecting various part of the city that typically get overlooked and underfunded. Another key factor in developing the plan is the cooperation with the Bicycle Advisory Committee (BAC). The advocate community has a lot more buy-in because they were have a big role to play in biking development, also making the plan more balanced and appealing to the public.
Mr. Bicycle emphasizes the importance of working with the BAC. We will use the BAC as sort of a clearing house of the public comments. Cooperation, compromise and willingness to work with others as a key component of a successful plan. The plan as organized by Mr. Bicycle with much volunteer effort through the BAC offering excellent ways to keep costs down. The BAC will organize and will respond well to the need for input and feedbacks. The Committee will create subcommittees to research and assist certain tasks, information to be synthesized by the community to create a comprehensive look at current and future bicycle infrastructure and policies within Nigerian states.

Having a BMP enables a community to effectively and efficiently communicate the needs of bicyclists, establish guidelines, and set priorities. Each community is unique and so too is their approach to creating a BMP.
Some hire independent consultants to help create the plan and determine what is needed for a comprehensive and accessible bicycle network; others use internal staff or volunteers such as a BAC. Others use a combination of any of the three approaches. What is important when creating a BMP is that it results in a clear set of recommendations that will make the community more bicycles friendly. Partnership is critical, if the BMP is not written in consultation with local government, transportation officials, local advocacy groups, and other area stakeholders, the plan will be of little use. The BMP end result is not only a valuable resource but the process of its creation is invaluable. Along the way there will be beneficial partnerships created that will assist throughout the implementation of the plan and beyond. There are many good Bike Master Plans available to view on-line and this is a great place to start to become more familiar with what makes a Master Plan effective and successful. Another key resource
Is Mr. Bicycle Creating a Roadmap for Producing and implementing a Bicycle Master Plan (2015) in conjunction with The Federal Ministry of Transport, beautifully dissects the process of creating a BMP into three phases before the Plan, developing. The BMP, and implement the Plan includes photos from successful Bicycle Friendly Communities across the world, a suggested time line, and tips on selecting the right consultant, and evaluation criteria for a BMP. The guide will be made available on-line and can be downloaded for free.

While developing a BMP is a critical step in creating a roadmap for bicycle progress within your community, the more important step to consider is its implementation. This is where the value of the relationships and partnerships created between governing officials and bicycle-interest groups come into


The draft Bicycle Master Plan for Nigeria covers it all and is on track to become one of the best. A voluminous, over 100 page document Includes bicycle policy, existing conditions, a needs analysis, prioritized projects and initiatives, and funding strategies. Organized into eight chapters.

Bicycling history
Policy framework, goals/
Needs analysis,
Project identification/

In 2014, with the guidance of a national bicycle advisory groups of experts, we revamped up effort to initiate and hosted the inaugural edition; World Bicycle Day in Uyo, with the official backing of Nigerian Security And Civil Defense Corps. The outcome of that event left for us a definition to develop a theoretical model bicycle blue-print for our nation from the basis to adequately underscore a culture of safe cycling best practices, accepting where we are as a nation, acquaint, acquire and adopt an acceptable best program, compare experiences; then draw up a model that is Nigeria Adaptive for the cycling glide. To ticker a Nigeria’s bicycle friendly culture, we had to go back to under study our available road infra-structural facilities that had been, appraise their design deficiency under the old standard to see what best method could be employed to upgrade and bring them to an-up-to-date cycle compliant status.

We are proposing a people’s friendly yes/no questionnaire to get people in the communities involved in an interaction across the scope of our 5es to cover the different area of; engineering, encouragement, education, enforcement and evaluation, our pace will be geometrically dramatical.

The new program is expected to lunch Nigeria quite to higher standards. The work is gradually receiving commendations even from those communities that tried to test the work-ability of these new modules of directory given its standard.

Following the period under view, we have set grading, designations standards, and medaling systems to enhance competitions among our targeted audiences. We have involved our strategy to refine and review the process for a Bicycle Friendly Nigeria, but have kept essentially the same system in place because it makes sense when it is adaptive and is making meaningful effects.

The big towns in Nigeria, are expected to show early proof that the program indeed have the potentialities to influence important political and financial decisions in the communities and the country in general. During one of our summits in Uyo, a participant expressed shock that the Nigerian pioneering bicycle advocates were not getting it from the basics and so they could not get it right. Later in that same summit, as they commended the advent of the blueprint as a major instructional guide, and investment in facilitating a bike/pedestrian passageway, to complete and connecting bikeway system; several members in an interaction contemplated, if they were ever going to earn a platinum, that this is what they needed to have done. That multi-billion naira project is now open…
The last thing we want is for applicants to consider their bicycle friendly medal as a reason to say bravo, as bicycling receives more attention, work will be less demanding. The evaluation section of the application detail is developed to anticipate and to ensure that plans, funding and optional programs are put in place and are rolling, to continue improving bicycling spirit in Nigeria. It will require communities to motivate applicants and forward their applications for documentation at least every four years and submit an annual progress reports, and or update. We are trying to strike a balance between motivation and discouragement when applicants do not get the award they think they deserve. A lot needs to happen, especially in the region with a relatively high number of bicyclist fatalities every year by looking at traffic safety rules and pioneer in promoting education and enforcement programs to the affected victims, engaging the law enforcement. A Bicycle Friendly compliance program, for example, has been generated to set a healthy challenge for the teaming bikers in terms of planning, taking into consideration the current trend and advancement in today’s bicycling world. Our inspiration has set in place the creation of safe-cycling/protection laws, environmental friendliness and the needed culture. These challenges are not limited to the complete street policies, but also identifying the specifics needed to set a pace for others.
The big gas flaring, criteria pollutant discharge and other environmental poisonous degrading emissions are those tools that turned on the necessity for a Bicycle Friendly Nigeria (BFN) blueprint and programs. Community leaders and business owners should start acting “what” they should be doing for bicyclists. They will soon discover that the League’s program has provided a roadmap for what to do. Gradually LNB has come to bridge that gap by providing the first ever Nigerian’s Bicycle Friendly Blueprint, which is a template for achieving the rewards of a Bicycle Friendly Nigeria safe cycling culture, cycling industrialization\recycling systems, cycling tourism, environment, security, social independence, national unity and vim.
One of the unique features of the BFN program is that every applicant gets feedback on their application. During the review process, we seek input from local cycling leaders (club president, bike shop owners, League Cycling Instructors) and weave their comments into suggestions and determine the next steps to take. While this is not an audit or a detailed security plan, we are constantly trying to improve based on the advice we receive. People find it helpful and want to know specifically what they need to do to get to the next level or to any level of reward at all. Community bike ride, safe routes to school\work program, Cycling Instructor Training Course, on-road connections to their primary trail, bikes parking trail implementation facilities are the core infra-structural facilities necessary. Our rising expectations is to see several companies active in the bike industry and our great employers investing to improve their community for biking again and continuing to set the standard for all. Beyond the technical aspects of the programs, however, that is key to nurturing BFN programs quite profoundly. Criticism of opportunities for single-track riding, for example, exposes a glaring lack of mountain bike-related questions in our applications and seriously challenge their status in cycling culture.