The project has been coordinated and supported locally through the Ministry for Urban Development and Roads (MUDR) with the assistence of ADT.

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2 Colophon This study has been supported by EU Interreg III B ARCHIMED funding, as part of the CY.RO.N.MED (Cycle Route Network of the Mediterranean) project. The CY.RO.N.MED is an EU funded project for partners in Cyprus, Greece (2 regions), Italy (4 regions) and Malta. Its aim to extend parts of the EuroVelo routes 5, 7, 8 and 11 into the eastern Mediterranean area. More generally, the project s goals include the development of local and regional bicycle tourism. The project has been supported by the Structural Funds Programme for Malta , Project part-financed by the European Union: Interreg IIIB ARCHIMED. Co- Financing Rate ERDF 75% - Malta 25%. The project has been coordinated and supported locally through the Ministry for Urban Development and Roads (MUDR) with the assistence of ADT. The study and report have been prepared by Civil Engineer Jens Erik Larsen, De Frie Fugle Denmark working for ECF, with assistance from Cycle Consultant Claudio Pedroni, FIAB, Italy. Cover photo: Palma Mallorca

3 INDEX Introduction 2 1 EuroVelo background and route map 3 2 Definition of basic standards Standards of EuroVelo Definitions to be used in CYRONMED The planning and policy context 8 3 Implementation Choice of the corridors Corridor Analysis Report on existing cycling facilities Local, regional and higher level plans for cycling infrastructure Others tracks that can be used 3.3 Report instruction Stretches quality Proposals Report presentation 4 Elements related to the quality of the cycle routes Pavement/surface/gradients Signing cycle routes The need for official national guidelines Size and position of signs Service signs Information boards Signing of EuroVelo Routes 4.3 Using shared roads Example from Mallorca 4.4 Cycle route separated from roads Engineering works Bridges Vandalism Protection against sun and wind Traffic calming 4.6 Safety Public transport and bicycle planning Buses and taxis Ferries and tourist boats Public bikes 4.8 Maintenance Testing cycle routes and monitoring 22 5 Communication Cycle maps and guidebooks 5.2 The future: GPS 5.3 Marketing 6 Examples of good practice 27 7 References 30 Appendices A. Booklet of the cycling infrastructure 31 B. Example of registration 41 1

4 Introduction The purpose of this report is to produce a technical manual, which can be used as a source of standards and definitions to be drawn on by all partners in the CY.RO.N.MED project. It is believed that this will help different countries and localities to develop consistent cycle routes by reference to shared knowledge and experience. That said though, the development of long distance cycle routes in Southern Europe is no easy undertaking. The Mediterranean area has no great rivers like the Danube or the Rhine to unite it and there is nothing to compare with the hundreds of kilometres of canal towpath or even thousands of kilometres of abandoned railway track to be found in Central Europe. To cap it all, the typical Southern European landscape is often hilly, it gets extremely hot in summer and it is generally believed that motorists in Southern Europe drive more dangerously than their Scandinavian counterparts. In other words, cycling in these areas can be quite a challenge! In this manual we have accepted the challenge, seeking to introduce some concepts not currently in common use in this area in order to promote cycling as a popular activity. The main objective of this manual is to outline planning guidelines to provide an initial reference for engineers, architects and planners. Its generalised approach also means that it will be a useful tool for the development of cycle route policy. Local authorities, tourism companies and bicycle and environment advocacy groups may all find this manual useful in their planning for the future. Cycle routes are undoubtedly beneficial for the environment, transport and local tourism quite apart from the improvement they can bring to people s health and fitness generally. The manual is designed for use in different countries within the Mediterranean basin, and should be considered as a general reference and not a legal standard. A particular country s Highway Code and other regulations will be the most important factor in determining cycling conditions and cycle routes. These guidelines are concerned more with strategy than the detailed design of cycling facilities and are subject to national legislation. One example illustrating this point is the width of a cycle path: in some countries the highway code may identify a specific width as being compulsory while in others the figure given is simply advisory. Another area where there are important differences is road signs. Different countries all use a variety of different colours, shapes, symbols and dimensions in their signs. This manual includes some signs as examples of good practice combined with more general advice such as the importance of deciding on an official nationwide system for the signing of cycle routes. We are grateful to the Maltese Ministry for Urban Development & Roads (MUDR) for making the preparation of this manual possible, laying the foundations for future development of cycle routes in the Mediterranean Region through the CY.RO.N.MED project. Claudio Pedroni & Jens Erik Larsen 2

5 1. EuroVelo background and route map EuroVelo is the project, initiated by the European Cyclists Federation (ECF) in 1995, to develop 12 long-distance international cycle routes spanning all of Europe both within and beyond the EU. It is being developed by organisations representing most countries in Europe, coordinated through many years by the ECF, De Frie Fugle (DK) and Sustrans (UK). EuroVelo is already happening. The proposed routes, totalling 66,000 km, are based largely on the cycle routes already existing or planned, at local, regional and national level, in the countries through which they pass. EuroVelo is not simply about creating routes - it is about linking them into a pan-european whole. This continental perspective has allowed the EuroVelo vision to support a number of route creation projects since its launch. The future for cycling has never been brighter. European and national policies, on global climate change, local air quality, road safety, tourism development among others, all suggest the possibility of promoting cycling. To do this, champions of cycling need to act on various levels to change the public agenda. EuroVelo is certainly delivering the vision by coordinating the creation of a network of 66,000 km of cycle routes through the whole of Europe. And more than that: a great part of the visions have already been implemented. Especially in countries in eastern part of Europe like Poland, Baltic States, Czech Republic, Slovakia and the southern countries like Spain, Italy, Cyprus and Malta many initiatives to built cycle routes have been taken thanks to the EuroVelo project. EuroVelo has created a very strong brand image despite the limited resources available. This has supported the creation of many sections of route in individual local projects. EuroVelo has also helped to harmonise standards across Europe, both by the production and distribution of the EuroVelo Guidelines for Implementation and by direct assistance, such as to Estonia and Slovenia in planning national cycle signage systems (based on the system used in Denmark and the UK). EuroVelo News produced by Sustrans, circulated direct to 1,300 European, national and regional politicians and officials, and thousands more copies distributed by the national representatives. EuroVelo Route 7 starts or finishes in Malta, depending on which way you go. Therefore the ferry connection from Italy (Sicily) is important. Coming from the cold north of Europe it must be a nice finish with a roundtrip on sunny Malta. So actually a roundtrip in Malta could be signed as a European cycle route. The whole EV 7 from North Cape to Malta has been studied and the route report is available at 3

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7 In line with the five guiding principles, EuroVelo routes should also: n be consistent in terms of user safety n have consistent surfacing and avoid frequent changes between materials n plan for safety, speed and comfort standards acceptable for cyclists with fully laden cycles and cycles of different types n be adequately signed to guide visiting tourists n have accommodation and refreshment facilities (shops, restaurants etc) available at regular intervals. We propose max. 25 km between these facilities. n Water supplied within max. 20 km. (fountains etc.) n guarantee a memorable cycling experience wherever possible n be accompanied by up to date and reliable information aimed at visitors from other countries, as well as local users and including information on local laws and customs. Finally the EuroVelo Guidelines propose some basic technical criteria for the routes: n n n n n n n Shared on-road routes should normally carry less than 1,000 vehicles per day and only in exceptional circumstances more than 3,000 vehicles per day Cycle lanes beside the highway should not be located alongside roads carrying more than 10,000 vehicles per day. Sections of route defined as traffic free may carry up to 50 vehicles per day Traffic-free route sections should be wide enough for two cyclists to cycle side-byside most of the time, with a desired standard allowing two pairs of cyclists to meet and pass safely Variable widths are acceptable along a route. Gradients of more than 6% should be avoided where possible, although on mountain sections the maximum gradient may be 10% or greater Routes should generally be open all year and in all weathers, although in the far north or in areas of high mountains this may not always be possible Alternatives should be considered for sections of route very heavily used by other types of non-motorised traffic (walkers, horse riders etc.); the priority is to minimise conflicts. Via Verde in Spain - safe for cyclists. 5 Shared road in Denmark - not always safe.

8 2.2 Definitions to be used in CYRONMED Before providing a classification of cycling infrastructure elements, some definitions will be useful: Cycle route is a track or road between two points A and B, which has been planned, laid and signed for cyclists. Cycle route network is a coherent system of cycle routes in a defined area. A cycle route network can be at a number of different scales from a continental scale downwards - e.g. EuroVelo (continental), national, regional and local. Cycle route corridor is a belt of land between 2 points to be followed by a future cycle route. There are seven different types of provision which are made for cyclists and a cycle route may be made up of one or more of each: 1 Cycle lane: Section of the carriageway reserved for cyclists. This can be indicated by proper signs, a white line (yellow/orange/white in some cases) and the symbol of the bicycle painted on the roadway - or displayed on a signpost (referred also to as on-road cycle track or cycle shoulder) reserved for the exclusive use of pedal cycles. 2 Cycle track: Track indicated by proper signs and the symbol of the bicycle painted on the track separated from road by kerb or grass verge (referred also to as segregated cycle track). 3 Independent Cycle track: a track indicated by proper signs and the symbol of the bicycle painted on track, reserved for the use of cycles and totally independent from shared roadways (referred also to as cycle track in its own right). 1. Cycle Lane Mallorca (Alcudia Pollenca). 2. Cycle Track Malta, Halfar Road. 3. Cycle Track in separate layout. Lodi in Italy. 4 Natural Cycle path: path crossing parks and/or protected areas, the countryside in general or running along river banks. There are no specific construction standards and cycles may be admitted even in places where surface is rough for cycling. Note that for cycling purposes, the intrinsic safety of the cycling path must be guaranteed (referred also to as bike trail or single track). 5 No traffic roads: roads that carry less than 50 motor-vehicles/day. 6 Low traffic roads: roads that carry less than 500 motor-vehicles/day and no more than 50 motor-vehicles/hour and not too much heavy traffic (lorries etc.). 7 Bicycle friendly road: non-urban shared road with some provisions and traffic calming facilities with a speed limit of 30 km/h or less, to improve safety for cyclists. 6

9 4 Natural cycle path. 5 No traffic road. Verona Italy. 6 Low traffic road, Popeye Village, Malta. 7 Bicycle friendly road. Surface: with at least three different levels of quality: Sealed: (asphalt, concrete, self-blocking material) Smooth: other good quality surfacing materials like fluent tarmac, soil stabilized with lime/resins Natural bed: mediocre or low quality (grass, soil, river or cobblestones). Mantova cycle Track asphalt. Po river route poor gravel surface. Cobble stones surface - not so good. Roadway: that part of the road used for the passage of traffic with the exclusion of shoulders, draining channels, barriers, respect areas, etc. Greenway: former transport route made available to users of non-motorised transport such as pedestrians, cyclists, people with limited mobility, roller skaters, cross-country skiers, horse riders. Traffic safety: all infrastructure and legislative provisions implemented to ensure traffic safety. Installed safety features: all the permanent road features designed to improve road safety (barriers, balustrades, repairs of steep or dangerous stretches of road, etc.). Cycling sign: vertical or horizontal sign designed to provide cyclists with directions and to improve safety. Resting area: Service area equipped with bike racks, tables, benches, waste baskets and drinking fountain. Signed rest areas Funen Denmark, at an old wind mill and vias Verdes in Spain with sign for rest area 7

10 Touring Bicycle: geared bicycle (MTB mountain bike included), suitable for carrying luggage and with tyres of not less than mm in width. Cycling maps: Road maps (cycle-maps) at scales of between 1:50,000 and 1:100,000 (for mountain bike routes or city centres a scale of 1:25,000 is acceptable). Cycling maps can be of two types: Itinerary Map: showing pre-determined cycling routes and supplying useful information of assistance in finding the way. General Map: showing information about the road network most suitable for cyclists, such as traffic intensity, gradients and other information useful for a cyclist in deciding a route within the area covered by the map. 2.3 The planning and policy context A National Cycling Strategy All countries should formulate a national cycling strategy aimed at making it safer and more attractive to use a bicycle as a mode of transport. And this must also be a part of the national transport plan. In Norway cycling is not so developed only 4 % of all trips are made by bicycle. The national cycling strategy for contains the following goals: -The risk of fatalities or permanent injuries from road accidents is not to be higher for a cyclist than for a motorist. -The share of bicycle traffic in bicycle towns (town opting to facilitate cycling) is to increase by 50%. -Bicycle traffic in Norway is to comprise at least 8 % of all travel (out of the total number of trips). To realize such goals for national cycling strategies will require a broad array of measures in which the central government, counties, municipalities, companies and interest groups are all key players. Classification of cycle routes First of all it is practical to classify cycle routes into: n n n n European cycle routes National cycle routes Regional cycle routes Local cycle routes A classification of this type helps in the administration and maintenance of the routes. It also provides a logical hierarchy for the different signs, which is easily understandable by the users. Each country should define its own national cycle route network. Once this has been completed the regional authorities can work out regional routes etc. and put up signs to extend and improve the network. Cyclists will understand cycle route standards (including the relevant signs) better if the signs they come across are consistent throughout a particular country. National guidelines for signing of cycle routes Besides it is very important that national official guidelines for signing are developed and decided. Then the regions can work out regional routes etc. and put up signs to develop the network. 8

11 Planning method and co-ordination between sectors The Bicycle Tourism Temple Model was developed as a method for Cycle Route planning while working on national cycle routes in Cyprus. The model includes both the necessary technical details and emphasises the need for sensitivity to natural and man-made scenery as well as the importance of the availability of tourist facilities such as bicycle-friendly accommodation etc. Proper co-operation between the route planning and tourism sectors is essential. The model provides an example of good practice in the planning of cycle routes, focussing precisely on this need for co-operation: Fig. The Bicycle Tourism Temple Model. 1. The basics (Country, Climate, Landscape) 2. Accommodation and other services 3. Cultural and natural sights 4. Infrastructure for cyclists including access and information 5. Tourist Product for Cyclists 6. Marketing Overall strategy for the concrete planning When you reach next step and have allocated a greenway/cycle route project, Sustrans who have many years experience, recommends to look at these 8 points before you go into a host of details: n Dreaming up the scheme n Developing the ideas n Obtaining land agreements n Winning public support n Preparing the drawings and details n Obtaining planning and procedural permissions n Securing funding n Starting work on site. 9

12 3. Implementation The legislative problems have to be solved and the appropriate terminology adopted as described in the previous points. We have set out the steps to be followed in defining a cycle route as a classified element within the overall infrastructure, which also satisfies fundamental quality standards and is fully integrated with other features. While the term cycling infrastructure is defined simply as a connected series of roads or tracks for cycling, a cycle route is something more. It has to be combined with the following non-infrastructure features and satisfy the following quality standards: 1. It must exist, i.e. it must have been mapped and named, there must be a body responsible for its up-keep and maintenance, it must also have a logo/name, a theme, etc. In other words, a cycle route will have its own identity going beyond the simple series of connected roads and tracks; 2. It must satisfy technical requirements (road/track surface, gradients of less than 6%, safety, etc.) allowing it to be used throughout the year (if there is a heavy snowfall, it could be used for cross-country skiing). It must be possible for people of average physical fitness to use it on standard touring bikes; 3. It must be well signed: i.e. signs enabling people not familiar with the national language to find their way; 4. It must be mapped: clearly shown on a good quality map in a scale of between 1:50,000 and 1:100,000; 5. It must have a degree of attractiveness and be connected with services; 6. It must have been laid/designed in compliance with safety requirements (see above). 3.1 Choice of corridors A cycle route corridor has to be identified as the first step in the mapping of the precise path to be taken by the route in question. The corridors must be wide enough to make it possible to identify the best and most direct connection between the two points at either end of the route. In some cases (particularly in the case of CYRONMED) the corridors will have already been mapped out much of this part of the work having already been done for EuroVelo in general and BICITALIA in Italy. En general the aim is to use a small-scale map to identify the most important places to be connected in the area under study. This can be done by using the existing networks, like: n EuroVelo n REVERMED n BICITALIA n Regional and local cycle route networks. Where existing networks are not already available a degree of planning expertise is necessary in the identification of the most appropriate corridor in the particular local area. Such work is extremely useful because while EuroVelo is a far-reaching network, the implementation of additional local corridors within it is likely to make both it and BICITALIA better and more attractive as a whole. The criteria for these sub corridors should be the same as those used by EuroVelo, that is: n To find connections for the most important places according to number of inhabitants, and/or tourism attractions; n To use natural corridors or local resources, such as rivers and canals; n To utilize other types of resources such as abandoned roads, railways, transhumance paths (used for the seasonal movement of livestock in Southern Europe), etc; n To take into consideration the historical heritage of the Roman and pilgrimage roads. 10

13 It is even possible that other corridors may be discovered during the survey and considered worth inclusion in the network at another time. One example could be the Apulian Aqueduct, that could become a regional cycle route to be used as a backbone for other routes. 3.2 Corridor Analysis Report on existing cycling facilities The first step to be taken in establishing the cycle route once the corridor has been defined, is to locate all existing cycle routes and other resources useful for the area under examination. This work has to be done by surveyors with a good knowledge of the area or, alternatively, professional surveyors should hire local people (cyclists) with good knowledge of existing cycle routes. Every kind of cycling facility should be taken into account. These can be divided into 2 types: Existing infrastructure for cyclists (cycle routes, paths, tracks etc.) This can be identified by a careful survey Services for cyclists These range from bicycle friendly accommodation and refreshment facilities to bicycle mechanics and transport centres such as railway and bus stations or ferries, not forgetting airports for foreign incomers Local, regional and higher level plans for cycling infrastructure This kind of information is equally relevant for the cycle route project. To find it requires many hours of patient enquiry addressed to all levels of government dealing with cycle routes. It is very important to stress that planning for cycle routes, may be carried out by a wide variety of different bodies and different levels of government. Plans for cycle routes may be conducted at any level in government from the smallest district of a local council right up to a central government Ministry. It has to be remembered that may types of agencies or areas of government may be involved in sponsoring a cycle route such as Transport, Environment, Urban and Provincial Planning, Sports, Tourism, and/or other Bodies like Natural Parks, Water Authorities, Railway Bodies, Employment Agencies and even private business organisations such as Bicycle Industry or Hotel Syndicates. Even though it can sometimes be a frustrating and time consuming activity, it is very important to ensure you check with all these offices. It is incredible to find out how much relevant work on cycle routes has actually been done, but often the results have been poorly implemented Other routes Both field surveys and simple map analysis should take into account as many kinds of linear elements as possible which might be useful for a cycle route. These can include river and canal tow paths, abandoned railways, tramways and mining and clay transport tracks, unclassified roads, other private roads like wood (forest) roads and tracks and roads used by power supply bodies and the military etc. Other available infrastructure: It can be useful to note other linear infrastructures which might be used for cycle routes. There are in fact examples of cycle tracks obtained from: n Fibre optics and other telecommunication linear subterranean cables n Aqueducts and/or sewage ducts. 11

14 n Transhumance (tracks in Southern Europe for seasonal movement of livestock) in Italy tratturi or trazzere and vias pecuarias in Spain they may be tens of kilometres in length. n Existing rambling routes. For example in Malta there is a network of footpaths some of which are suitable for cycling too. 3.3 Report instruction Quality of the paths/routes identified After the survey and corridor analysis have been completed a report should be drawn up noting the quality of each section of the cycle route on the basis of the following 4 categories: 1. A section of existing good quality cycle route (satisfying the EuroVelo standards); 2. A section of existing cycle route with low traffic but poor quality surface which, while not meeting point 1 standards, could be improved and utilized. Section rejected due to high traffic levels, not suitable for cycling or other obstacles (very steep hills, no public right of way, etc.); 3. Section rejected, even if it is of good cycling quality, due to absence of a key infrastructural element (requiring an additional stretch of road, a bridge, an underpass, etc.) meaning that the route is blocked Proposals The report should propose solutions to deal with defects or to improve the quality of particular sections. When describing cycle ways, particularly where a section or sections have been rejected, it is important to point out those parts of the cycle route that can be used today, or to identify and describe the best available road and its condition, in order to: a. indicate the presence of any immediately usable cycling route to avoid giving the impression of an over-long implementation period; b. allow map guides to be prepared and marketed immediately. In other words, the mapping report of the cycle route should indicate two routes, one for immediate use and one for use in the future, once the cycling infrastructure has been put in place. Where serious obstacles have been identified as described under point 4 above, it may be that a good cycling alternative does not exist making it impossible to complete the cycle route. In these cases it will be very important to make strong representations to the responsible authority urging it to make the elimination of the obstacles concerned a high priority so that the cycle route in question can go ahead Report presentation Appendix A contains a draft booklet to be used during the survey and connected with a simple software and a GIS that will provide the necessary data as described above in terms of: n Number, quality and length of each section making up the corridor n Alternative sections when required n Critical points as cited above on n All other relevant information about the cycle route. An example of a registration is shown in the Appendix. 12

15 4. Elements related to the quality of the cycle routes In short, cycle-tourists should be allowed to ride along safe public ways and to have sufficient information avoiding them to loose their way and to decide the distances to be covered according to their physical condition. Of course, other features such as landscape, a good shadowing for the hot season (important in south Europe), refreshment services, cultural and historical attractions and bicycle friendly services contribute to raise the value of cycle routes. 4.1 Pavement/surface/gradients The standard of the route for cycling tourists carrying luggage and using tour bikes need to be with a good surface - best with asphalt or other similar hard surface. A surface that is smooth, firm, and dry throughout the year and throughout its lifetime will generate far higher levels of use than will any sort of informal surface which is prone to damage from water, erosion, and horses. The maintenance of the routes is very important. At least once a year each part should be controlled, besides the grass cutting. More about maintenance in part 4,8. If you put up hinders in order to slow down the speed of cyclists or/and to hinder cars and moped to enter, you have to plan it very carefully, so that it is not dangerous for the cyclists and at the same time comfortable to pass without stopping. Cyclists often tend to take shortcuts if the itinerary is not planned as the best possibility! Potholes etc in the part of the road, where cyclists go, can be very dangerous. Temporary closed road for cars should be well marked. Bornholm, Denmark. A bit too steep for cycling every day, but a funny challenge on holidays. Gradients In general the EuroVelo criteria mention that gradients more than 6% should not be used normally. For comfortable and safe cycling we also recommend the following: Gradient 3 % 3,5 % 4 % 4,5 % 5 % Max. Length 500 m 300 m 200 m 100 m 50 m 4.2 Signing cycle routes An official logo for cycling (white on blue background and of circular shape), already exists in all countries together with guidelines for its use. The sign indicates that cars are not allowed to enter. Variation can be shared with pedestrians and eventually with bus and taxi (and eventually horses). The well known blue sign for cyclists from Malta. Blue is a good colour for cyclists. 13

16 In Malta the symbol is also used (black on white) with an arrow and the words Cycle lane/track to warn car drivers, when entering a road with such facilities. Another version (White on blue) with the words Cycle Lane look right has the same meaning, but it is to be used to warn pedestrians. Direction signs are used in a few of the involved regions (and not shown in the official guidelines). Direction signs means a sign telling that this route leads to this place, eventually including how many kilometres to the destination The need for official national guidelines We propose that official guidelines for direction signs are developed in each country involved in the CY.RO.N.MED project as a necessary basis for the regions to sign the routes. In Malta as well as Cyprus this can properly be done from the British standards with the cycle symbol already in use. The EuroVelo logo could be added for the main route or just shown on information boards. The signs for cyclists and hikers are intended to be sufficiently clear without cluttering the landscape, and to be of the same nature and standard as the signs for motorists. At the same time, however, they must stand out clearly from these so that all road-users know exactly for whom the signs are intended Size and positioning of signs When the classification of the network is in place (see 2.2 definitions) and each route is measured and it has been decided which far and near locations should be mentioned on the signs it s time to look at the concrete implementation. It is an immense help to cyclists to know that signs in blue are for them. However, it also helps a great deal if the signs are always placed on the same side of the road and at the same height. That enables the size of signs to be minimised and ensures that cyclists see them. Most cyclists sit slightly bent over and keep their eyes on the path or road ahead of them. It is therefore best to place signs on the nearside at a height of about one meter. The signs must not be placed too low, either, because of the risk of being overgrown by grass in springtime and summer. The size of signs depends on the speed of the road user and the amount of information on the signs. Reading distances and the height of lettering have been tested in practice. The road regulations should give the rules on the choice and design of signs. The route signing is also intended for use in urban areas, where both national and regional routes pass through town centres, local routes can be called Pendler route (Commuter Route), Centre route etc., and, for example, link residential areas with town centres. The most common sign in the Danish signpost system is the route sign, which is usually 40 x 40, 30 x 30, 20 x 20 or right down to l0 x l0 cm in forested areas and similar. This sign is generally used to confirm the route, but is also used for reassurance at minor intersections, where it can be placed a little way down the road one is to take. The sign can be supplemented with an arrow, either on the same sign or on a separate sign below it, and geographical destinations and possibly also distances can be shown on a separate sign below the main sign. Route identification consists of the cycle symbol and the route number/name/logo. Arrows and similar details must not be placed within this identification panel. The route identification appears on all types of signs, including directional signs, stack signs and map-type signs. 14

17 Design, arrow sign and route sign from Denmark Directional signs are used at intersections and at places where the route changes direction, where it is necessary to indicate several geographical destinations, while stack signs are used just before intersections, where information is needed on, for example, several routes. Map-type signs can be used at very complicated intersections and at roundabouts Service signs Cyclists, hikers and riders also need information on services. The new road regulations in Denmark describe signposting to attractions, camping sites, beaches, stations, ferries, etc. In principle all service symbols can be used including a new symbol for tent sites for cyclists, hikers and riders. Separate service signs are only used when cyclists must follow a different route from motorists. These signs have not been widely used in the past, but with growing interest in cycling tourism, more are coming to attractions, where such signs were lacking. Service signs from Denmark: to station, to rest area, B & B, tent site Information boards Where a route starts and where it cross other routes and at rest areas etc. it can be a good idea to put up information boards with information about: - the whole network of cycle routes - the actual cycle route incl. information about signing - local information about service as accommodation, restaurant, shops, bike repair etc. Information boards from, Bourgogne, Denmark North Sea Cycle route and Moglia Italy. 15

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19 New cycle route Palma Mallorca Llucmajor using different tools to secure cyclists on shared roads. The information boards looked very useful. The big signs to warn car drivers seemed exaggerated for us from Denmark, but probably appropriated for places like Malta and Greece, where car drivers are not so used to many cyclists. Route signs should be sufficient with one system. 4.3 Cycle routes separated from roads Profiles of various types of cycle track shared with pedestrians. Ref.: Connect2 and Greenway Design Guide. Sustrans. 17

20 Cycle routes vary a lot in width from 20 or 30 m of an ancient Ridgeways to narrow paths, which are useful but where shared use is inconvenient. Most traffic-free paths aim at least 2 m width in rural areas and 3 m and more in urban ones, more or less to accommodate the likely usage. Danish Standards recommends 2,5 m and min. 1,5 m for cycle route in separate layout and for cycle tracks along roads 2,2 m and min. 1,7 (these are one direction in both sides of the road and separated from the road by a 7-12 cm high kerb). Profiles of various types of cycle track. Ref.: Connect2 and Greenway Design Guide. Sustrans. Cycle tracks from Malta: Halfar Road. Lodi in Italy and Palma Mallorca. 18

21 4.5 Examples of Engineering works Bridges Drawing of bridge construction fra Sustrans and River Po new bridge Italy and Germany Isar Radweg bridge Vandalism Vandalism is an international problem. Moving or removing signs, spray painted graffiti or the posting of printed materials over signs can also lessen the effectiveness of signing. In areas where this can be a problem (often near towns, especially bigger towns), signs can be treated so that they can be wiped clean. A good maintenance regime is essential if an expensive signing system is to remain useful to the users of the routes Protection against sun and wind Especially in southern Europe protection against the sun is important. So if there is no natural protection from trees it would be a very good idea to integrate in the planning and implementation to plant such and maintain these in good shape. Besides rest areas with shadow should be provided along the route Traffic calming Traffic calmed areas can result in a decrease of accidents by more than 60%. Cycle routes can be planned to cross through such areas, with great care taken when planning. A cycle Traffic calming near Donau in Austria. 19

22 4.6 Safety Protection against cars and other motor vehicles are the main task for the planning of cycle routes. To get an overview of the situation you could classify the safety of the routes like this (using the definitions concerning status of each stretch: a. Cycle route with a maximum safety degree (proper protected way): route characterised by a progression of at least 1 to 4 of the previous segments for at least 90% of its length, b. Cycle route with an average safety degree: route characterised by a progression of at least 1 to 4 of the previous segments for about 50% of its length and the remaining part by 5 to 6 elements, c. Cycle route with a minimum safety degree: route characterised by a progression of at least 1 to 6 of the previous segments (a 5% of roads with > 500 vehicles/day are tolerated, whereas roads with >3000 vehicles/day are not admitted). However we do often see many single accidents too, which means that cyclists fall without being run over by a car. The technical condition for the cycle route should be established into such good quality that these accidents are minimized. This includes for example parapets near canals. EuroVelo 7 at Verona Canal, Via Bavarica along Achensee, Austria. Shared road in France with special signage. 4.7 Public transport and bicycle planning The bicycle is mainly a mean of transportation for local trips, though you can get quite far away during a holiday trip. However good coordination with public transport can create an ideal system of sustainable and effective transport, where you can avoid the use of cars. With the bicycle you get from your front door to the bus stop or station without waiting and with the bus or train you can cover large distances in short time, so the two transport methods resolve each others weaknesses, together forming a strong chain. Normally people accept to walk 10 minutes (about 600 m) to or from the station/bus stop. If cycling is possible you and cover 2400 m in the same time and an area ( Station near area ), which is 16 times as big. This should mainly be based on bikes + trains, but also buses, ferries, taxis etc. First of all there should be good possibilities to take your bike on the train, which is actually how it is in Italy and other countries like Germany, The Netherlands and Denmark. Secondly the cycle route network should connect to railway stations and there should also be good cycle parking facilities here. Many people are reluctant to purchase or use a bicycle because they fear it will be stolen. This makes it very important to create bicycle parking facilities in the residential environment and at destinations, like marketplaces, health centres, places of employment, public transport stops and railway stations. The absence of parking facilities is a weak link in the bicycle chain. 20

23 Bicycle stalls in Gozo, Malta and Stralsund, Germany. Bicycle parking needs planning! If you do not plan the design and the location in the right way cyclists will not use them and this can make a lot of problems for people walking etc and also destroy the nice streets and squares etc. So here are 3 important guidelines: n integrate bike parking in the projects from the start n make room for the extension of amounts of stalls n think as the cyclist: bike parking should be as close to the destination as possible, be very easy to find and to use Buses and taxis It would be convenient if some busses could have a rack for bikes. It could be interesting for cyclists if they could bring bikes, but to day they can t. In Denmark all taxis bring a rack, so that they can takes 2 bikes. Example of bus with rack for bikes behind. Could also be in front. Bus with trailer. Taxi Gozo and Copenhagen Ferries and tourist boats Cyclists on his way out of ferry to Gozo, a small ferry-boat to cross the river Skjern and Isefjord ferry, Denmark Public bikes In many cities in Europe bicycle are available to go around, mainly used by tourists. Copenhagen was one of the first. Here the bikes are finances by advertisements/commercial labels on the bikes. 21

24 They are placed in special stalls and you put a 20 DKK coin into the bike to loosen it and you get the coin back when you put the bike back into one of the stalls. In Brussels and Paris a more sophisticated system have been introduced. Here you buy a special credit card on the Internet and then you pay for the use. First half hour is free, so if you change bike within half an hour, you have free bikes. Public bikes in Paris (photo 1 and 2) and Brussels. 4.8 Maintenance Especially unmetalled cycle routes need maintenance. Their popularity depends upon their condition and, to a large extent, it is their popularity which will ensure the maintenance, since authorities do not want to put funds into unwanted facilities. Also routes with hard surface need maintenance and signs and other elements too. Here are some main points to do for the authorities: n secure that Transport Department recognise cycle routes as legitimate part of the transport fabric n define targets for the technical quality of the routes n check the routes by bicycle at least once per year for surface, signposting etc. n organize a way that users can report any problems on the routes back to Transport Department. A periodic replacement of the actual path wearing surface, can be necessary for unsealed paths at least every 10 years and for well built bitmac surface about every years. Yearly cost of maintenance per km including fencing, plant care, bridge inspections for a rural path in UK estimated to be 3, Testing cycle routes and monitoring Comfort for cyclists has become more and more in focus, where cyclist facilities have existed for some time. Knowledge has for example been developed to measure the surface of the road, track, path. This can be done by a devise put on a bike or a small car, the SMART LWP, which can in no time deliver a result with GPS coordinates. The comfort measure comes out as a BPI number (Bicycle Profile Index). More info: A wider model of testing cycle routes is a model from Norway, where several cyclists cycle the route and report back using a special scheme. The main elements in this is: 1. Access to the route 2. Information before and during the trip 3. Signing incl. information boards 4. Traffic safety 5. Comfort /technical Design 6. Shops, Restaurant etc. 7. Accommodation 8. Other service 9. Landscape and sights 22

25 More information about testing cycle routes from: If you look at just how cycling in general is being developed, you can use some benchmark measures, which have been proposed in the project Transit Oriented Development : - kilometres of cycle route - number of cycle stands - cyclists casualties - percentage of population having good cycle access - cycle use as modal share - successful cycle training courses in schools The municipality of Copenhagen monitor various elements to benchmark the cyclist facilities including how satisfied the cyclists are with routes, safety and comfort. 23

26 5. Communication 5.1 Cycling maps and guide books A cycle map is a great help to cyclists in route planning, finding their way where signs are inadequate or damaged, or when they want to leave the signed route. It could also make a nice souvenir for tourists. A cycle map may also contain a lot of practical information about services available on and near the route. All Denmark s local councils have published good cycle maps most in the scale 1:100,000 which are brilliant for cyclists in rural areas. The symbols and formats used for the maps are all uniform thanks to the guidelines set out in a 1992 manual Production of Cycle Route Maps. However, following the abolition of this tier in the Danish local council structure, the Danish Cyclists Federation and others have taken over responsibility for the production of new guidebooks with maps. The road regulations suggest symbols that match the colours and design of existing signs. For example, cycle routes are shown with a blue background on the maps with boxes containing route numbers corresponding to the numbering of national, regional and local routes. Cycle Map 1: from Viborg County Denmark. Symbols are related to signs. Commercial maps also contain information, which may be of great assistance for a cycle tourist. Just as with signs, maps can differ greatly from one country to another due to differences in: n The basic graphics used by the relevant authorities in the production of national maps; n The availability of basic maps in electronic formats (e.g. raster and/or vector files). If these are readily available they can be used as a basis for the production of good quality maps from technical maps unsuitable for public use; n Copyright procedures to be completed and fees charged before commercial products can be printed; n The availability of mapping data at different scales; n How recently official maps of the road network in a particular country have been updated. For all these reasons it is almost impossible to provide universal guidelines on how to draw up cycle maps. On the other hand it is important to decide those aspects of greatest use for cyclists generally to ensure map-makers have clear and consistent instructions to work on. The following features must be included in any good road touring cycle map: n Cartographic scale between 1:50,000 and 1:100,000. The scale should represent the best compromise between the increased detail, which can be obtained in a larger scale map and the greater area shown at a smaller scale. The map should not be too big when unfolded because it has to be used on the road. A sheet size of more than 100cm x 70 should be avoided. 24

27 n n n n Normal alignment so that north is up and south is down A more precise, topographical approach avoiding that typical of road maps giving excessive prominence to roads, motorways etc. Cyclists need clean maps showing cycle routes, minor roads etc. with clarity. Cycle routes must be described in terms of a minimum of 4 +1 characteristics. The four characteristics are: Car free, shared road, metalled or unmetalled. The fifth characteristic indicates stretches of road with heavy traffic that are impossible to avoid on the cycle route. This means that five different lines have to be used on the map to represent: 1 car free metalled cycle track 2 car free unmetalled cycle track 3 shared metalled road 4 shared unmetalled road 5 shared road with heavy traffic Symbols indicating the location of the following: 1 Service information e.g. camp sites, bicycle shops, groceries, hotels etc 2 Tourist information e.g. monuments, parks, archaeological sites, etc 3 Traffic/road info: dangerous crossing, footbridges, gradients, ferries, heavy traffic We would strongly advise the use of different colours for groups 1 and 2 and symbols based on signs used in the national highway code for the third group. Publishing/printing features When considering the most appropriate form for your map to be published in, there are various possibilities: 1 Area maps: paper sheet including a description of facilities and routes of interest to cyclists in a particular locality. More detailed background information and descriptions of the area and its main features of relevance to cyclists could be printed on the back of the map 2 Area maps with booklet: When the area to be described is big enough, the map can be included as a part of a book setting out all relevant information on the area concerned. We would recommend the use of waterproof paper or even plastic sheets in spite of the extra cost. The new guidebooks covering the whole of Denmark including area cycle maps at a scale of 1:100,000 printed on rain- and windproof plastic paper are a good example. 3 Area maps in booklet form: Maps can be included as part of booklets describing cycle tours. The popular British spiral-bound booklets produced by the Ordnance Survey or Bartholomew are a good example. 4 Route maps: The map only describes a specific cycle route, which will normally be a long distance route. It normally comes in the form of a spiral-bound booklet with some pages showing maps and other pages of descriptive text. This is the format used by routes like the Example from Danube guidebook: Donau Radweg. Teil 2. Bikeline. 25

28 Example from Esterbauer Berlin - Copenhagen and one of the new guidebooks from Denmark. Tour operator Headwater do already send cycle tourists to Gozo, Malta. 5.2 The future: GPS In most parts of Europe GPS navigation systems have become quite common in cars, but not so much for cyclists. This is because digital maps do not normally include cycle routes and the map producers have seen little benefit in preparing such maps. Things are likely to change in the near future though and the information will be included. Some cycle route planners do already exist on the Internet look at and Marketing Through EuroVelo News and ECF network there is an easy way to reach cyclists abroad. EuroVelo is a well known brand in Europe and everybody wants a EuroVelo Route in their back yards. Contact various tour operators like the Headwaters, Backroads, Cycletours etc. A good signing of the cycle routes is a good marketing in itself. Co-operate with public transport. Bikes + trains/busses/ferries make a strong alternative to the car. A cycling portal on the Internet for the Mediterranean area with information for each country would be a good marketing. Maps and guidebooks are also necessary. 26

29 6. Examples of good practice This chapter will show some examples mainly from southern Europe of good practice - just indicated as photos with short text for inspiration and maybe a website for further information. Po River Bank, Benevento and Ponte Gardena all Italy: Safe cycling and good surface Bourgogne, France: along canal and good signing. Cycle path on the cliff of Garda Lake, Italy. Andalucia, Spain: Tunnel of via Verde with sun cell to make light in tunnel and another 27

30 Donau Radweg UK sculptures on cycle routes Sustrans say that the biggest outdoor art gallery in Europe is along the national cycle route network of UK. Often materials left from the railway line is been used as sculptures like this Lost Legion from Chichester. Cyclist Information Center Vrads and new rest area Funen - both Denmark and Baltic Sea Cycle Route, Germany. Shadow by planting trees Bornholm, Denmark. 28

31 Park and Bike, Valletta Malta Bike repair shop Gozo, Malta and Bicycle rental center in Pafos, Cyprus. Border crossing Skomagerhus between Germany/Denmark EuroVelo 10 Baltic Sea Cycle route and new covered rest area for cyclists at Rudbøl also at the border. Bicigrill from Italy. 29

32 7. References The European Greenways Good Practice Guide. Examples of Actions undertaken in cities and their periphery. European Greenways Association. EuroVelo Guidelines for the Implementation. EuroVelo and Sustrans Cycling a smart way of moving. Shimano Design Manual for bicycle traffic. CROW Cycling in the Netherlands. Dutch Ministry of Transport etc Continuous and Integral: The cycling policies of Groningen and other European cycling cities. Fietsberaad Handreichung zur Förderung des Fahrradtourismus. ADFC. Direkt Verbesserung der verkehrsverhältnisse in den gemeiden. Fahrradverkehr. Erfahrungen und Beispiele dem In- und Ausland. Bundesministerium für Verkehr, Bau- und Wohnungswesen Nationaler Radverkehrsplan Fahrrad! Bundesministerium für Verkehr, Bau- und Wohnungswesen. The National Cycle Network. Guidelines and Practical Details. Sustrans & Ove Arup & Partners Collection of Cycle Concepts. Road Directorate. Denmark Bedre Cykelruter. Idéværkstedet De Frie Fugle Ciclopista del Sole. Claudio Pedroni. Edicicloeditore & FIAB Connect2 and Greenway Design Guide. Sustrans Bike and Rail. A Good Practise Guide. The Countryside Agency. Department of Transport Queensland Cycle Strategy. Queensland Government

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34 Cycle tracks, Cycle lanes and Single tracks may also be shared with pedestrians. Historical-artistic and natural attractions should be indicated by the symbols shown above. Each individual site should also be marked with its own unique number it will then be possible to find out the name and more detailed features of the attraction by reference to the corresponding number on the detailed sheet of attractions. 32

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38 INSTRUCTIONS TO ASSIST IN THE SURVEY and the com pilation of the sheet Firstly, surveyors, organized at regional or provincial level, SHOULD take into consideration the potential of the local area with specific regard to the im plem entation of an Infrastructure dedicated to bik es (such as along bank s or water courses; old railway lines; variety of public surfaces;.) Secondly, along the same Corridor, if no basic conditions for a proper cycling infrastructure are identified and/or the track s/paths are not im m ediately available, surveyors should identify and indicate mixed infrastructures, i.e. already existing roads possibly to be made safer. Section is any part of the route (of which a graphic representation is available!) in which the Infrastructure has homogeneous characteristics. The ends of each section, so called Junctions, should be identified by reference to the nearest corresponding place name (and possibly translated into geographic coordinates, by use of GPS). SECTION FEATURES In this part of the sheet, the following general information relating to the Section is required: Start A description (as detailed as possible) of the starting point of the section of hom ogeneous infrastructure, for exam ple specifying the road (in case of a m ixed infrastructure) or the nearest road, the location, or the topographic reference points, the Municipality and the Province. Indicate also the corresponding point on the attached Topographic map. Destination Indication of the place where an hom ogeneous infrastructure stretch ends and a new one begins, following the above procedures. Length and average W idth Surveyors are required to calculate/m easure approxim ately the length (k m) and the width (m) of the homogeneous section. Unusually steep gradient Surveyors should establish whether the section concerned is characterised by slopes representing a significant break up of general features of the surrounding area and/or a significant level of difficulty. For this purpose, consider gradients greater than 6% on the flat and greater than 10% in the hills/m ountains. 37

39 FEATURES OF THE INFRASTRUCTURE Surveyors will be required to evaluate the existing and proposed Infrastructure and to describe the section detailed in the previous part. Im plem entation level EX (Existing): infrastructure already existing, or under construction, or just approved and the money allocated (if such information is known); PS (Proposal): proposal by the surveyor cyclist for an infrastructure alternative to the existing one (also in the absence of any infrastructure). Note: It is important, at this point, that the surveyor indicates all the existing cycling infrastructure (according to the types listed below), also identifying possible better alternatives. Type of Infrastructure (type of the existing infrastructure or of the one proposed by the surveyor on the basis of the analysis of the locality): 1 Cycle lane: Section of the carriageway reserved for cyclists. This can be indicated by proper signs, a white line (yellow/orange/white in some cases) and the figure of a cyclist painted on the roadway - or displayed on a signpost -,(referred also to as on-road cycle track or cycle shoulder) reserved for the exclusive use of pedal cycles. 2 Cycle track: Track indicated by proper signs and cyclist symbol painted on the track separated from road by kerb or grass verge (referred also to as segregated cycle track). 3 Independent Cycle track: a track indicated by proper signs and cyclist symbol painted on track, reserved for the use of cycles and totally independent from shared roadways (referred also to as cycle track in its own). 4 Natural Cycle path: path crossing parks and/or protected areas, the countryside in general or running along river banks. There are no specific construction standards and cycles may be admitted even in places where surface is rough for cycling. Note that for cycling purposes, the intrinsic safety of the cycling path must be guaranteed. (referred also to as bike trail or single track). 5 No traffic roads: roads that carry less than 50 motor-vehicles/day. 6 Low traffic roads: roads that carry less than 500 motor-vehicles/day and no more than 50 motorvehicles/hour and not too much heavy traffic (lorries etc.). 7 Bicycle friendly road: non-urban shared road with some provisions and traffic calming facilities with a speed limit of 30 km/h or less, to improve safety for cyclists. 8 High trafficked roads: all other roads 38

40 Description OF THE PRESENT CONDITION Surveyors should describe the present condition of the section, both in the case of an already existing infrastructure, and in the case of a proposal for the im plem entation of conditions other than those existing at the time of surveying. The information identified in this part will be used in the preparation of reports on the degree of safety and on the type of infrastructure surfaces, as these represents the determ ining elem ent when evaluating a path. M otor vehicle flow To be defined only in case of mixed roads. It shows the no. of vehicles / hour and the time for the data acquisition (at least 15 m inutes), during which the surveyor has counted the passing m otor vehicles at an identified roadside location. T he m otor vehicle flow is a param eter for the evaluation of the danger posed by the road. Type of Road This evaluation concerns the nature of the road both now and in the future. Surveyors are required to identify if possible even the owner of the section; this is a confirmation of the features of the existing infrastructure (for ex. with regard to safety), and a starting point for possible better alternatives. Type of Surface Surveyors are required to define the type of surface classified according to compactness and smoothness: A = A sphalt: com pact pavem ent utilized to cover the road surface W R = W hite road (stone and dust): type of surface made up of gravel and stabilised compressed material. GNB = Grass natural bed SNB = Stony natural bed Reasons preventing the use of, or making it advisable not to use, the infrastructure As to the existing infrastructure, surveyors are required to indicate the causes of immediate danger to cyclists or the physical and/or legal impediments to their being able to use a particular section, in turn making it necessary to propose an alternative to the existing infrastructure. 39

41 Appendix B - Example of registration Registration of low traffic road in Italy. An example from Malta of how registration of existing facilities, low traffic roads and proposals for new facilities can be put together into a future cycle route network. 40

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