Cycling implementation plan of the Municipality of Genoa

Transcription

1 INTERREG IVC CYCLECITIES (1307R4) Cycling implementation plan of the Municipality of Genoa CycleCities Partner: Municipality of Genoa in collaboration with the University of Genoa- DICCA-CRUIE Project Component: Document version: Final Version Date: 27 October 2014 Municipality of Genoa- Culture and Tourism department- authors: Guido Gandino and Yuri Piccione Municipality of Genoa Mobility department- author: Luca Lazzoni University of Genoa authors: Francesca Pirlone and Selena Candia 1

2 Project acronym: CYCLECITIES Project name: European cities for integrating cycling within sustainable mobility management schemes Project code: 1307R4 Document Information Document Identification Name: Cycling Implementation Plan Type: Final report Date of Delivery: 16/02/2015 Component: Component Leader: Municipality of Genoa Dissemination level: Public Document Status No. Action Partner Date 1 Submitted Municipality of Genoa 16/02/2015 Document History Versions Date Changes Type of change Delivered by Version /02/2015 First version - Municipality of Genoa Disclaimer The information in this document is subject to change without notice. All rights reserved The document is proprietary of the CYCLECITIES Consortium. No copying or distributing, in any form or by any means, is allowed without the prior written agreement of the owner of the property rights. This document reflects only the authors view. The INTERREG Programme is not liable for any use that may be made of the information contained herein. 2

3 TABLE OF CONTENT 1. Introduction. 4 The importance of cycling. CycleCities project and goals. 2. Genoa City Profile. 6 Population, geography and social-economic analysis. 3. State of art of transport in the Municipality of Genoa 8 Public transport, cycle lanes, bike to work and bike sharing system. 4. CycleCities experience 11 Exchange of experiences, best practices, meetings, 5. CycleCities contribution in policy making, etc. 12 Public and private investments in cycling and CBA methodology. 6. Cycling: strategy, measures and implementation interventions. 13 How to implement the use of bicycles in Genoa? 7. Methodology used to identify the most suitable places for new bike 18 Sharing stations 8. Conclusions: Implementation after CycleCities experience 21 3

4 1. Introduction Figure n 1: Genoa s old port. The Municipality of Genoa is a project partner in the European project European cities for integrating cycling within sustainable mobility management schemes (CycleCities) which is funded by the INTERREG IVC interregional cooperation programme, financed through the European Regional Development Fund (ERDF). Transportation systems can increase the productivity and quality of life at the same time if they are planned and managed properly. Although the needs of people stimulate the demand for transportation, environmental pollution and health care are also very important for the people. The transportation systems should ensure efficient movements of passengers and freights but, such a system should not deplete the natural resources and badly affects the environment. Modern urban agglomerations face several problems that affect the quality of life. Many of them are a result of the inability of existing infrastructures to cope with the transportation needs of the population. One of the most common reasons behind this fact is the predominance of automobiles used for local trips. Therefore in recent decades there has been an extensive effort to divert people from private cars initially to public transportation and more recently to other sustainable urban mobility methods, such as cycling and walking. Cycling is increasingly recognized as a clean, sustainable mode of transport and an essential part of an inter-modal plan for sustainable urban travel. While regional and local Authorities bear the primary responsibility for detailed planning and implementation of cycling policies, nationallevel commitment is important in setting the right legal, regulatory and financial framework so that successful implementation of cycling initiatives can take place. 4

5 Research conducted for the purposes of the CycleCities project is aimed at investigating the introduction and adoption of cycling friendly mobility management schemes. CycleCities is a project of eight partners from seven European regions with a common initiative to promote and increase cycling in urban mobility management schemes. The overall goal of the project CycleCities is to carry out: a) the transfer of experience and exchanges of good practices among European cities on mobility management and cycling, b) the development of a knowledge capital regarding the integration of cycling into urban mobility strategies. These objectives have as their end-scope to inform relevant target-groups (e.g. municipalities, ministries, schools and families) about the utility of cycling integration in urban mobility management schemes. CycleCities addresses some critical challenges and opportunities for European cities that relate to a number of factors: - Traffic congestion: 30% of car trips in Europe are under 3km and 50% are under 5km a 15 minute bike ride (EEA - European Environment Agency - Report No 5/2009). Reducing car use and increasing cycling will unclog roads and reduce congestion and associated delays, lost working hours and wasted fuel. - Cost reduction: Motorized transport imposes high costs on individuals and society, both directly (road construction and maintenance) and indirectly (casualties, obesity, pollution, congestion, etc.). The European Commission (COM 2009/279) estimates the external costs of road transport (mostly individual motorized transport) at 2.6 % of GDP. Other studies suggest as much as 4% and 8%. Shift from car to cycling provides an opportunity for huge cost savings. - Health benefits: Increasing the modal share of cycling enhances physical and mental health. Accidents involving cars are associated with cycling and walking, too. Nevertheless, on balance, the benefits to life expectancy of choosing to cycle are 20 times the injury risks incurred by that choice (WHO, 2000). Higher proportions of commuter cyclists are correlated with lower risks of casualties. Car drivers are used to the presence of cyclists and are more likely to be cyclists themselves. - Land use: increased uptake of cycling leads to reduced land consumption: 10 bikes can be parked in the space required for one car. One lane of typical road can accommodate 2,000 cars per hour or 14,000 bikes. Fostering of investment and neighborhood revitalization: Cycle-friendly cities attract individuals & businesses 5

6 investment, encourage neighborhood revitalization and can improve cities quality of life and environment. The scope of this document is to transfer these considerations, done by CycleCities, into local cycling implementation plans. CycleCities partners did a great job to found the best way to convince local authorities to invest in cycling showing that costs are lower than benefits. Nowadays the benefits of cycling are quite well (no pollution, less traffic congestion, better heath condition, ) known but the related costs are not so clear. For this reason CycleCities partners decided to do a complete cost and benefit analysis for cycling infrastructures and investments as it normally happens for other way of transports. Since there is a long history of evaluation of major transport projects such as motorways, railways, etc., CycleCities partners proved that CBA is also an helpful tool to demonstrate cycling s potential. Whit a correct CBA on public or private investments in cycling it s easier to find investors. Mostly the local government is the initiator of the program but the investment could be done by private companies in exchange for advertisement or for being name carrier of the project. Municiaplities have to give the right example making good cycling Implementation Plan on how cycling should get a more important position as a city s infrastructure. 2. City Profile Figure n 2: The city of Genoa. 6

7 Genoa is sixth largest city in Italy with a population of 594,904 within its administrative limits on a land area of km 2. The urban zone of Genoa extends beyond the administrative city limits with a population of 718,896. Over 1.5 million people live in the metropolitan area. Genoa is one of Europe's largest cities on the Mediterranean Sea and the largest seaport in Italy. The city of Genoa is subdivided into 9 Municipi (administrative districts). The city of Genoa covers an area of 243 square kilometers between the Ligurian Sea and the Apennine Mountains. The city stretches along the coast for about 30 kilometers from the neighborhood of Voltri to Nervi, and for 10 kilometers from the coast to the north along the valleys Polcevera and Bisagno. The territory of Genoa can then be popularly divided into 5 main zones: the centre, the west, the east, the Polcevera and the Bisagno Valley. The economy of Genoa revolves maily around the port which was extended in the 1950s due to the industrial zones of Milan and Turin which needed supplies. There has been an increase in the container trans-shipment. The city is also an important exit point for the oil pipelines to Switzerland and Germany. The surrounding districts such as: Sampierdarena, Cornigliano and Multedo are important heavy industry centres. Genoa has a Mediterranean climate. The average yearly temperature is around 19 C during the day and 13 C at night. In the coldest months: December, January and February, the average temperature is 12 C during the day and 6 C at night. In the warmest months July and August the average temperature is 27.5 C during the day and 21 C at night. This climate is really optimum for cycling. Genoa old town is a labyrinth of ancient lanes, palaces, medieval walls, turrets and bell towers. Streets here are very narrows, sometimes even only 1,50 meter larger. For this reason almost all the city center is a pedestrian zone; cars are not allowed to circulate inside almost everywhere. Bicycles instead can drive everywhere in the city center without restrictions. Genoa s territory is very hilly with a long flat costal road that links all the districts built on the hills. Others flat area are along the main torrents: Bisagno and Polcevera. For this reason in Genoa there are many electric bicycles, more than other European cities. In Genoa there isn t a real culture of cycling cause to this particular territorial configuration. Nowadays is more easy to find new bikers in Genoa for different reasons: - cause to the global crisis is more difficult for people to maintain car cost (insurance, fuel, ); - people are more aware of environmental problems, and bicycles are a very ecologic mean of transport; - cycling culture is spreading around Europe. 7

8 With a good cycling implementation plan is possible to enhance this positive trend of bikers growth. It s very important to realize new infrastructures, safer lanes and promotion campaigns to boost people in favor of cycling. 3. State of art of transport in the City The city occupies a narrow coastal plain and the western slopes of the Apennine Mountains. The urbanized area and the main roads are therefore concentrated on the coat line and the two main valleys. The road network is characterized by an average width of about six meters, which leads, during peak hours, to high saturation indexes. The majority of Genoa s population chooses sustainable transport mainly walking and public transport but the levels of cycling are low. A recent survey reported less than 1%. Figure n 3: Population way of transport in town. Public transport in Genoa The main railway stations are Genoa Brignole and Genoa Principe, the first situated in the east side of the city centre, close to the business districts and the exhibition centre, while the second is in the west side, close to the port, the university and the historical centre. From these two stations depart the main trains connecting Genoa to France, Turin, Milan and Rome. A total of 23 other local stations serve the other neighborhoods, on the 30-kilometre-long coast line from Nervi to Voltri, and on the northern line through Bolzaneto and the Polcevera Valley. The municipal administration of Genoa wants to transform these urban railway lines to be part of the rapid transit system, which now consists of a light metro which connects Brin to the city centre passing by the two main railway stations Principe and Brignole. A possible further extension towards the eastern, densely populated boroughs was planned, but the municipal administration wants before improve the public transport investing in new tram lines instead of completing the extension of the light metro. The city's bus network is operated by AMT (Azienda Mobilità e Trasporti S.p.A.). The transport is made generally with buses alimented with carbon flues but there are 8

9 also some line of trolleybuses. There is also the Drin Bus service - Demand Responsive Transport service (DRT) - that connects the hilly, low-density areas of Genoa. Cycle lanes in Genoa In 2008 was inaugurated the first bicycle lane in Genoa. It is a 2.5 kilometers long shared path (with pedestrian) between Caricamento Square in the city center and the Municipality of Genoa Di Francia Street -. This infrastructure meets, along its path three bike sharing parking. This bicycle lane ends in the city center where almost in every street cars are not allowed to enter. Genoa old town is a pedestrian area where bicycles can circulate but there is any specific signage for them. This lack of signage is very dangerous because could cause accidents between bicycles and pedestrians. Figure n 4: Cycle lane in Genoa. In September 2014 it was inaugurated a second lane from the main railway train station, Genova Brignole, to the fair area of Genoa. Bike to work initiative Bike to work is an initiative in Genoa to boost people using bicycle to go to work. Bikers organize, thanks to a specific web site - their itinerary to go to work with other bikers, they meet each other on the street 9

10 and then they ride together to the city center. This system gets the way to work safer for bikers, because it s easy for a biker to be seen by cars if he rides in a compact group. Moreover each Bike to work group has a leader, an expert city biker who teaches to the other simply advises to survive in the traffic. Considering cycling as form of transport to go to work is one of the easiest ways to fit exercise into your daily routine. It saves you money, gets you fit and is good for the environment. For example, someone who weighs 80kg will burn more than 650 calories with an hour's riding, and tone their legs and bottom. Factors limiting cycling in Genoa The level of cycling in Genoa is particularly low, even compared to other cities in Italy and Europe with similar geography and climate. The main factors that limit a growth in cycling are summarized in the text below: Streets have not been designed specifically to facilitate or encourage cycling. They are in fact narrow and due to the hilly terrain, characterized by steep inclines; Genoese people consider cycling dangerous; Lack of cycling infrastructures. However, acknowledging that cycling can make a significant contribution to meeting Genoa s mobility and access needs, the Municipality of Genoa has recently undertaken initiatives to promote cycling. State of play Bike Sharing The Municipality of Genoa is committed to a program to improve the cycle facilities and promote cycling including their State of Art Bike sharing system. Figure n 5: Bike sharing stations in Genoa. 10

11 Genoa s Bike sharing system was born tanks to an announcement of The Ministry of the Environment inside the project Radical intervention program for sustainable mobility. In 2004 the Municipality of Genoa answered to the ministerial announcement proposing a system of bike sharing inside its territory. This proposal was accepted and with the municipal deliberation n 873 that approved the bike sharing realization intended as a public system of shared electric bicycles. In september 2007 the Comunicare s.r.l. company undertook a contract with the Municipality of to realize and manage the electrical bike sharing system. During the first 2 operational years ( ) were done different texts to highlight the potentialities and the problems related to this new electrical bike sharing system. During this testing phase ware reported some problems related to electrical batteries. These batteries were not so reliable so all the system was subject to a revamping phase and some normal bicycles were introduced. In December 2010 was assigned another company Genova Parcheggi s.p.a. - to manage the bike sharing system. Members receive a contactless membership card for 40 annually which allows them to unlock the bikes from the docking station and cycling around the city. The annual cost of this card is 40, with 5 of recharge and 5 of insurance. People have to pay an extra euro for each half an hour of riding except the first one. Data analyzed show that people use more this service between Principe Station to the city center. The 40% of transfer aren t done to go to work but for short occasional travels (for example to go shopping). 4. CycleCities experience Thanks to CycleCities project the Municipality of Genoa was able to compare its cycle situation with other European realities. Exchange of experiences, dedicated to the identification and analysis of good practices, was fundamental. These activities produced different good practice guides for presentation and analysis of good practices related to cycling and mobility management policies in Europe. Moreover, the organization of interregional workshops and study visits facilitated the exchange of experiences in order to promote the improvement and development of local cycle policy in Genoa. Cycling in Genoa is not as well develop as in Ljubljana, Gdansk or Leipzig (city partners of CycleCities project) so it was very important to see what other European cities have done: technical solutions, cycle mobility plan adoption, spread of cycling culture, local administration commitment, By combining measures to promote cycling and public transport these towns have succeed in lowering the car use rate 11

12 and every day many Ljubljana, Gdansk and Leipzig demonstrate that a reduction in the use of private cars is not just desirable but feasible. These cities do not harm their economic growth or access to their shopping centers. In fact, they promote them because they understand that unbridled use of cars for individual journeys is no longer compatible with easy mobility for the majority of citizens. For Genoa was also really important to cooperate with other cities as Piraeus and Lisbon where there are more or less the same problems that are affecting cycling development. It was evident after many meetings that the worst enemies of the bicycle in this urban areas weren t cars, but long held prejudices. CycleCities project tried to put an end to these prejudices showing how many benefits are related to cycling and how the costs are less that these benefits. 5. CycleCities contribution in policy making, etc. The main objective of CycleCities is to enable members of local authorities in Europe to proceed as dynamically and efficiently as possible, with the issues of the bike. To achieve it is essential to acquire knowledge about good practices, but also to possess a methodology which firstly will allow them to identify and collect this knowledge and secondly to adjust the experience of these data in their own city. For this reason CycleCities partners have edited a common methodology puts at the disposal of the local government executives and those citizens who have a desire to influence and participate in planning in order to gather the most successful practices, evaluate and gain from them what more for their land. Cyclecities methodology is not only addressed to the members of the consortium Cyclecities but is available to all those who work for the cities of Europe designing projects and policies for the bike. These methodologies are: -Methodology to collect & identify Good Practices on land use planning; -Methodology to collect & identify Good Practices on mobility management strategies; -Methodology to collect & identify Good Practices on cities participation strategies for reshaping urban mobility; -Methodology to collect data on existing cities bike sharing systems; -Methodology to collect & identify Good Practices on cycling infrastructures architectural designs. These activities address strategic aspects, exploring the challenges associated to mobility management policies and developing tools to influence the policies. They include preparation of analysis with recommendations (ex. bike-sharing systems) 12

13 and on-line observatory - interactive repository of knowledge, material and resources for the facilitation of optimum policy making. 6. Strategy, Measures, Implementation interventions to implement the use of bicycles in Genoa Modern urban agglomeration face several problems that affect the quality of life. Many of them are a result of the the inability of existing infrastructures to cope with transportation needs on the population. There is the necessity to promote and increase cycling in urban mobility management schemes. Some 80% of the population of the EU live in densely populated conurbations. Many cities possess thoroughly attractive systems of local passenger transport, even though with scope for further improvement. Bicycles are the ideal form of transport for distances up to five kilometers, but their utilization varies widely. Whereas bicycles account for 27% of total mileage in the Netherlands, where the average distance cycled per inhabitant in a year exceeds kilometers, far less use is made of bicycles in most other countries with similar geographical and economic conditions. Far more short car journeys in particular could be made by bicycle or on foot instead. Ten per cent of car journeys are shorter than a kilometer, 30% are shorter than three kilometers, and 50% are shorter than five kilometers. Thus there is enormous potential here for more environment-friendly mobility patterns. Cycling can have many advantages as a short-distance means of travel in urban areas: it is environmentally friendly without emissions and noise nuisance; provides cost-effective mobility, and offers an opportunity for health and physical fitness by regular exercise. On the other hand, there are both real and perceived barriers to bicycle use that with the exception of a few countries keep cycling somewhat in the margins of urban travel. These barriers include vulnerability in accidents with motorized traffic, bicycle theft, increasing travel distances due to urban sprawl, perceived low social status, weather and topology. Although a number of countries are making progress in promoting cycling travel, difficulties persist in the process of planning and implementing cycling promotion policies. First, cycling remains somewhat marginal in transport policy discussions in many countries, and national budgetary allocation reflects this status. Second, as cycling policies draw from a wide range of objectives and involve many actors, lack of coordination, both horizontally and vertically, may cause biased policy planning and roadblocks to implementation. Third, safety fears arise from cyclists vulnerability to motorized traffic. Fourth, technical understanding is not always adequate and, consequently, the design of transport infrastructure - even cycling-specific 13

14 infrastructure - is often flawed or of poor quality. Fifth, scarcity of road space makes it difficult to provide adequate bicycle infrastructure. Finally, cycling often carries with it a somewhat skewed image often perceived only as a sport, leisure, or children s activity rather than a mode of transport. Strategy Public authorities have many things to do to implement urban cycling. They have to think about different ways of financing public cycling infrastructure, using commercial interest of private companies (like the right to advertise in public space). Public Authorities have also to promote an active campaign on cycling that can encourage private parties to start investing in cycling. But the most important thing that Public Authorities have to do is to give the right example and making a Master Plan on how cycling should get a more important position as a city s infrastructure. The need for more sustainable and integrative planning processes as a way of dealing with the complexity of urban mobility has been widely recognized. New approaches to urban mobility planning are emerging as local authorities seek to break out of past silo approaches and develop strategies that can stimulate a shift towards cleaner and more sustainable transport modes. A Sustainable Mobility Plan fosters a balanced development of all relevant transport modes, while encouraging a shift towards more sustainable modes. The plan puts forward an integrated set of technical, infrastructure, policy-based, and soft measures to improve performance and cost-effectiveness with regard to the declared goal and specific objectives. It would typically address the following topics: - Public transport - Walking and cycling implementation - Intermodality - Urban road safety - Road transport (flowing and stationary) - Urban logistics - Mobility management - Intelligent Transport Systems. The cycling implementation plan here proposed is to insert into a more complex and complete Sustainable Mobility Plan. As we can see from the list above mentioned the cycling implementation plan is indicate at the second point. So to do a good cycling implementation plan is fundamental to follow the same procedure needed to edit a Sustainable Mobility Plan. This procedure comprises the following main elements: - Goals and objectives. 14

15 The central goal is improving the accessibility of urban areas and providing highquality and sustainable mobility and transport to, through and within the urban area. It regards the needs of the 'functioning city' and its hinterland rather than a municipal administrative region. - A long-term vision and clear implementation plan. A good implementation plan presents, or is linked to, an existing, long-term strategy for the future development of the urban area and, in this context, for the future development of transport and mobility infrastructure and services. It equally includes a delivery plan for short-term implementation of the strategy, specifying the timing for implementation, clearly allocating responsibilities and identifying the required resources and finances. - An assessment of current and future performance. The Plan should build on a careful assessment of the present and future performance of the urban transport system by reviewing the current situation, establishing a baseline against which future progress can be measured, as well as defining performance objectives and related SMART targets to guide the implementation of the plan. - Participatory approach An implementation plan follows a transparent and participatory approach. The Local Planning Authority should involve the relevant actors - citizens, as well as representatives of civil society and economic actors in developing and implementing the plan from the outset and throughout the process to ensure a high level of acceptance and support. - Monitoring, review, reporting The implementation plan should be closely monitored. The progress towards the goal and specific objectives of the plan and meeting its targets should be assessed regularly on the basis of the selected indicators. Appropriate action should be taken to ensure timely access to the relevant data and statistics. A monitoring report should provide the basis for a review of implementation. Implementation interventions The Urban Mobility Plan of Genoa, published in December 2010, set out a new approach to transport, with a strong emphasis on sustainability. The plan foresees, by 2020, the creation of a cycle network along both the coastline and the two main valleys in Genoa. The Programma Operativo di Dettaglio (POD) detailed operative program Cycling development, co-funded by the Ministry of the Environment, foresees to realize six new kilometers of cycle lanes and eleven new bike sharing stations. To do that the Municipality of Genoa will buy 60 new traditional bicycles (not electrical). The budget need to realize the POD are ,00. Specifically ,00 are to implement the bike sharing system hold by Genova Parcheggi s.r.l. company. Goals and objectives: Improving cycling for every day trips inside Genoa thanks to the realization of a new and safe cycle lane and new bike sharing stations. 15

16 A long-term vision and clear implementation plan: This implementation plan is aware about the difficulty to built new infrastructures in short term (budget problems, authorizations, etc.). For this reason the cycling implementation plan of the city of Genoa is divided in three consequential phases (see the map below): - the first one follows the waterfront from the permanent fair of Genoa to the district of Cornigliano crossing all the historical centre; - the second one stars next to one of the main mall (Fiumara centre) and finishes in the district of Pontedecimo passing all along the Polcevera stream; - the third one follows another stream, the Bisagno, and goes up Brignole Railway Station to the city football stadium. The Municipality decided this three phases according to the possible use of each of this cycle lane. Figure n 6: Cycling implementation plan of Genoa. 16

17 Figure n 7: Technical zoom of the first new cycle lane in Genoa. An assessment of current and future performance: The Municipality of Genoa seek to integrate bicycles into public transport. One of the first things to do is to ameliorate the actual bike sharing system. This is possible creating new stations in the most suitable places in order to make easy the passage from one way of transport to another. For this reason the cycling implementation plan of Genoa foresees to establish eleven new stations. To find the correct places where create these stations, the Municipality of Genoa used a GIS methodology as reported in the seven chapter. It s very important to continue to think about future development of the actual bike sharing system because all the best practices on this argument show that the system work better if it really covers the territory. Participatory approach: In order to develop cycling policy and promote cycling use, it is essential to create a cycling working group involving all appropriate stakeholders (citizens, associations, private companies, public authorities, ); identify users needs and expectations as clearly as possible; and develop integrated strategic bicycle promotion with the cycling working group (including marketing, infrastructure and software ) dealing with all these factors. For this reason the Municipality of Genoa Mobility division had many meetings with different associations, active on the territory, to know their ideas about how to implement cycling in Genoa. The biggest association is the Amici della Bicicletta 1, that promotes many activities and workshops about cycling. This association is also responsible about the initiative Bike to work described in the third chapter

18 7. Methodology used to identify the most suitable places for new bike sharing stations In April 2014, the Mobility Department of the Municipality of Genoa conducted a study in order to localize the most suitable areas where to install new bike sharing stations. The Method used for this task was to conduct a weighted sum raster analysis using GIS software. A geographic information system (GIS) is a system designed to capture, store, manipulate, analyze, manage, and present all types of spatial or geographical data. What goes beyond a GIS is a spatial data infrastructure, a concept that has no such restrictive boundaries. In a general sense, the term describes any information system that integrates, stores, edits, analyzes, shares, and displays geographic information. GIS applications are tools that allow users to create interactive queries (user-created searches), analyze spatial information, edit data in maps, and present the results of all these operations. The procedure over described was used by Genoa to according the phases here reported. 1) Ten GIS datasets were selected for whose high or low values (in terms of density or proximity) are intuitively favorable for bike share usage. 2) For apples to apples comparisons, each dataset was rasterized into a citywide grid with 20-meter cells. 3) Data was grouped into ten numerical bins using the quantile method of classification in GIS (i.e., equal numbers of records in each score category). 18

19 4) For each raster layer, data was then reclassified into a 10- point scale, with values of 10 being assigned to the quantile/bin deemed most favorable for bike share, 9 for the next-most favorable, etc. 5) The ten layers were aggregated using a weighted sum to arrive at a composite bike share score dataset. This included assigning weights to each dataset, which determine how heavily they are counted in creating the composite dataset. The table below summarizes the ten datasets used, how they were rasterized, and the weights assigned to each for the weighted sum analysis. FACTOR DATASET BUFFER DISTANCE USED WEIGHT FOR COMPOSITE SCORE Proximity to bicycle tracks Bicycle lanes 500 meters 1,5 Range of distance min- max from existing bike sharing stations Population density at the Census Tract level for persons years of age Number of employees at the Census Tract level Retail surface at the Census Tract level Proximity to high schools and universities Bike sharing stations meters 1,5 Population at the Census Tract level Number of employees at 1,5 the Census Tract level Commercial activities 0,5 Schools 500 meters 1 Proximity to bus stops Bus stops 500 meters 1 Proximity to underground Underground stations 500 meters 1 stations Proximity to railway Railway stations 500 meters 1,5 stations Proximity to museums Museums 500 meters 1 Figure n 8: Dataset used to find the best places to set new bike sharing stations. The image below shows the weighted sum process used to calculate the composite bike sharing score. Higher values indicate the most suitable sites to install new bike sharing stations. 1 19

20 Figure n 9: Bike sharing score obtained using the GIS methodology. 20

21 8. Conclusions: Implementation after CycleCities experience There are many international examples that clearly show how is possible to evolve our cities into more livable spaces. We have the ability to solve the overwhelming challenges of this urban age and bicycles are a catalyst to connect us to many fruitful solutions for future liveable cities. The bicycle holds a unique transformative power for cities, which unfolds in the process of sustainable urbanism. This is possible only if Public Authorities consider bicycles not as a gap-filler but rather as a benchmark for the success of urban development: An urban realm in which bicycles serve as the transformative tool for re-aligning built form to the human scale. For this reason to conclude is very important to report the reasons why a public administration should invest in cycling: 1. To give to their citizens a better quality of life; 2. to respond to the views of environmental groups and educate citizens; 3. to encourage national and European funding opportunities; 4. to be competitive with others towns; 5. to renovate some degraded part of town; 6. to save money because prevention is better than a cure; 7. to reduce sanitary cost; 8. to create new job places. Even if the bicycle is not the only solution to traffic and environmental problems in towns, it represents a solution which fits perfectly into any general policy which seeks to re-enhance the urban environment and improve the quality of a town and it mobilizes comparatively few financial resources. 21