INTERREG IVC - CYCLECITIES (1307R4)

Transcription

1 INTERREG IVC - CYCLECITIES (1307R4) Good Practices Guide on Mobility Management Strategies & Approaches for Cycling in Europe Project Component: Document version: Version 3.0 Date: June 2014 The Regional Development Agency of Gorenjska, BSC Business Support Centre, Kranj 0

2 Project acronym: CYCLECITIES Project name: European cities for integrating cycling within sustainable mobility management schemes Project code: 1307R4 Document Information Document Identification Name: CYCLECITIES_CP03_D312_GP-GuideMobilityManagement Document title: Good Practice Guide on mobility management strategies & approaches for cycling in Europe Type: Guide Date of Delivery: Component: CP3 Component Leader: BSC Dissemination level: Public Document Status No Action Partner Date 1 Submitted BSC Kranj 8 th June Re-submitted LP Municipality of Piraeus 12 th June Re-submitted LP Municipality of Piraeus 17 th June Approved and released Document History Versions Date Changes Type of change Delivered by Version Initial Document N/A BSC Kranj Version Updated version Version Updated version after the comments of LP Municipality of Piraeus after the comments of LP Municipality of Piraeus BSC Kranj BSC Kranj 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. 1

3 1 Contents 2 INTRODUCTION GP Guide on MMS & Approaches for Cycling in Europe Presentation of the CYCLECITIES project COLLECTING THE MMS GOOD PRACTICES Guidelines on collecting MMS Good Practices The main purpose of collecting MMS Good Practices Methodology on collecting MMS Good Practices Progress of the CYCLECITIES project Questionnaire on collecting MMS Good Practices MOBILITY MANAGEMENT BASES Basic steps of introduction of Mobility Management Basic goals of MMS Basic cycling ranges Support bases CYCLECITIES PROJECT MMS GOOD PRACTICES Structure of collected MMS Good Practices Table summaries on collected MMS Good Practices Base mining of MMS Cycling as mean of sustainable transport Description of the MMS GP examples collected & identify by the CYCLECITIES project methodology MMS Good Practice SUMP Plan for sustainable mobility in Ljutomer MMS Good Practice Comprehensive transportation strategy of Maribor MMS Good Practice London s Transport Policy Smarter Travel Haringey Baseline MMS Good Practice Behaviour Change at Transport for London MMS Good Practice Genoa City Parking Pricing Policy Project Blue Area MMS Good Practice Inspection Bicycle Policy Audit BYPAD in the city of Gdańsk MMS Good Practice Cycle training in Merton MMS Good Practice Cycling Competition in the City of Gdynia I cycle to work, and you? MMS Good Practice Autochodzik Road Rally Education in the city of Gdańsk MMS Good Practice Introducing the 30 km/h zones in the city of Gdansk

4 MMS Good Practice Open one way streets for cyclist in both directions in the city of Jena MMS Good Practice City of Braunschweig open blind streets for cycling MMS Good Practice Pilot project for common bus- cycle lanes in Athens MMS Good Practice Bike Sharing System in city of Grevena in Greece MS Good Practice Genoa Bike Sharing System Mobike MMS Good Practice Cycling project Start moving to let your bike in the city of Pisa MMS Good Practice Push&Pull strategy to leave the car at home, Technical University Graz- Austria MMS Good Practice Sustainable Mobility Plan at Aristotle University of Thessaloniki MMS Good Practice Bike and underground in the city of Athens MMS Good Practice Cycling Mobility Plan "Alto Milanese" MMS Good Practice National Cycling Network of Republic of Slovenia GENERAL CYCLECITIES PROJECT FINDINGS AND ADVANTAGES OF CYCLING Take care for health Safe time and money Safe space and energy Influencing on the change of the modal split to the benefit of cyclists Modal Split in the CYCLECITIES project partners cities Improve traffic safety for cyclists Cyclist fatalities in the total number of road accident fatalities, Cyclist fatality rates, compared 2001 and Ensure connectivity and comfort To assure connectivity the progressive creation of an urban cycling network must be done THE BASIC CYCLING MMS APPROACHES THE BASIC OBJECTIVES OF MMS BASIC MMS MESURES Soft measures Hard measures Table summaries within CYCLECITIES project used MMS measures MMS GUIDELINES FOR PLANNING AUTORITIES HARD measures requirements Implementing of cycling infrastructure Traffic calming measures and 30 km/h speed limit zones

5 Limited expensive parking policy Opening blind streets for cyclists and opening of one-way streets in both directions for cyclists Common cycling and bus lanes Cycling & pedestrian zones and Congestion Charge Zones Integration of cycling with public transport Safe bicycle storages- stands for bicycles Bike sharing system The Technical Basis and inspection Audit SOFT measures requirements Political cycling campaigns Organizing annual car-free day in the city Annual cycling promotional competition Periodic promotional cycling Events, Festivals, Exhibitions and Energy saving Cycling Campaigns Educational &Trainings Cycling Programs Media cycling advertising activities Cycling marathons and competitions Comprehensive Transportation plans that integrate soft and hard measures Schematic presentation of comprehensive SUMP Final MMS Guidelines for the planning authorities Recommendations for making good conditions for cycling in the city How to do it Recommendations What not to do CYCLECITIES GENERAL FINDINGS AND CONCLUSIONS LITERATURE AND SOURCES Web pages:

6 2 INTRODUCTION 2.1 GP Guide on MMS & Approaches for Cycling in Europe By the contract with The Regional Development Agency of Gorenjska BSC Business Support Centre, Kranj Business references for the preparation of Guidelines: Cisum Consultancy Ltd. Author: Polonca Andrejcic Music M.Sc. (B.Sc. Civil Eng.) Abbreviations MMS GP SUMP TfL Autochodzik ERDF BSC NTUA INTERREG IVC n/a inh HD MD LD Mobility Management Strategies Good Practice Sustainable Urban Mobility Plan Transport for London Bicycle without pedals European Regional Development Fund Business Support Centre National Technical University of Athens EU projects financed by the European Regional Development Fund, helps regions of Europe share knowledge and transfer experience to improve regional policy Not available Inhabitants highly developed medium developed less developed Keywords: European project, Interreg IVC, CYCLECITIES, cycling, bicycle traffic, Mobility Management Strategies, Good Practices, soft measures, hard measures, cycling infrastructure, cycling campaigns 5

7 2.2 Presentation of the CYCLECITIES project Project code 1307R4 Website: Acronym means: European Cities for Integrating Cycling within Sustainable Mobility Management Schemes Priority 2: Environment and risk prevention Sub-Theme: Energy and sustainable transport The CYCLECITIES is a project of INRERREG IVC Program. It is Interregional Cooperation Program, co-financed by the European Union s Regional Development Found. Start Date: 01/01/2012 End Date: 31/12/2014 Duration: 36 months Total budget: 1,599, ERDF Funds: 81,55 % National Funds: 18,45 % Eight partners from seven European regions, with different levels of bicycle integration, joined together and cooperate with a common initiative to promote and increase cycling in urban mobility management schemes. The overall goal of the CYCLECITIES project is to carry out transfer of experiences and exchange of good practices among European cities, as well as to build up a knowledge capital supporting the integration of cycling into urban mobility management schemes for improving traffic conditions, better life style and better city environment. Consortium of 8 partners from 7 EU Member States: The Lead Partner: LP Municipality of Piraeus PP2 London Borough of Merton PP3 Municipality of Genoa PP4 Lisbon Municipality PP5 The City of Gdańsk PP6 BSC Business Support Centre Kranj, Regional Development Agency of Gorenjska PP7 Leipzig Regional Development Agency PP8 NTUA National Technical University of Athens GREECE ENGLAND (UK) ITALY PORTUGAL POLAND SLOVENIA GERMANY GREECE 6

8 3 COLLECTING THE MMS GOOD PRACTICES 3.1 Guidelines on collecting MMS Good Practices By the CYCLECITIES project partners cities were collected several different Good Practices on Land Use, Mobility Management Strategies, Cities Participation Strategies, Bike Sharing System and Cycling Infrastructure Regarding Architectural Design. This handbook is the last part of the work carried out in Activity of the CYCLECITIES project addressed on valuation of collected Good Practices on Mobility Management Strategies for cycling transport modes in partners European Cities. The main CYCLECITIES project aim is to stimulate the using of sustainable transport means and the important part of this philosophy is to increase the modal share of cycling as a relevant mode of everyday transport. That means to stimulate the use of bicycles and show the advantages of cycling wherever it could be an appropriate alternative to motor traffic. The methods by which we make changes is called Mobility Management Strategies. The CYCLECITIES project main objective is to enable members of local authorities in Europe to proceed as dynamically and efficiently as possible with the promotion of cycling and to achieve extended cycling use. It is essential for authorities, policy makers, experts and others to acquire knowledge about good practices and possess a methodology, which will allow them to identify and collect this knowledge and adjust the experience in their own city (Component C3 - to transfer GP). European directives on air quality and noise are asking for specific actions in urban areas. Improving the urban integration of the bicycle will not only affect the environmental situation and risk prevention, but also enhance accessibility of urban centres. Cycling is an environmental friendly mode of transport and it deserves the great role in the field of mobility management strategies of each city. During the last few years people have simply become more environmentally conscious and cycling has gained in popularity. Cities wishing to be closer to the advanced European trends will have to imitate the developed European countries. By taking into account the specificity of each country conditions, experience of more advanced countries may be beneficially transform into their city with the aim to build an appropriate network of cycling connections The main purpose of collecting MMS Good Practices INTERREG IVC provides funding for interregional cooperation across Europe. It is implemented under the European Community s territorial co-operation objective and financed through the European Regional Development Fund (ERDF). The Operational Programme was approved in September 2007 and the period for INTERREG IVC will last from This programme follows on from the INTERREG IIIC programme which ran from The overall objective of the INTERREG IVC Programme is to improve the effectiveness of regional policies and instruments. A project builds on the exchange of experiences among partners who are ideally responsible for the development of their local and regional policies. 7

9 Many INTERREG IVC projects which were approved during the 4th call for project proposals are finalizing their work by the end of the year 2014 and will present their achievements at final conferences. 1 Hereinafter are in the individual chapters given more detailed description about the tools and methods determined within the proposed strategies which were within the CYCLECITIES project declare as Good Practices. Photo Polona Andrejčič Mušič 3.2 Methodology on collecting MMS Good Practices CYCLECITIES-CP03-MM Strategies on Cycling-survey-methodology The Guideline Document Methodology to collect & Identify Good Practices on Mobility Management Strategies was prepared within the project from the National Technical University of Athens from Greece. The INTERREG IVC program is about interregional cooperation. It promotes sharing of ideas and knowledge for more effective regional development policies across the European Union. This in turn requires a strong dissemination effort. Communication is important not only because all projects need to inform people about EU funds and how they are spent. It is also important that you raise awareness by explaining what you do and how this project helps citizens and regions. Disseminating your project outputs also helps you to guarantee the durability of the project s results. Inspire others by presenting results you have achieved 1 8

10 by interregional cooperation! 2 The Document Methodology to collect & Identify Good Practices on Mobility Management Strategies provides an overall approach for identifying, analysing and evaluating Good Practices in order to set base for the collection of 20 Good Practices and the development of a Good Practice Guide on Mobility Management Strategies and Approaches on Cycling as defined by the objectives of CYCLECITIES Project. Good Practice collection aims are to disseminate the experience that has been gained during planning and implementing initiatives related to the establishment of cycling as a safe, highly efficient daily transport mode. Mobility Management is primarily a demand-oriented approach to passenger and freight transport that involves new partnerships and a set of tools to support and encourage change of attitude and behaviour towards sustainable modes of transport. These tools are usually based on information, organization and coordination of require promotion. Mobility management addresses specific target groups and it has developed a range of instruments, best known are the mobility centre and the mobility plan. Mobility management is in a constant process of development. Mobility management strategies can provide significant safety benefits. Strategies that reduce per capita vehicle travel, or shift travel from automobile to alternative modes, tend to reduce overall crash risk. Shifting vehicle travel to less-congested conditions tends to reduce crash frequency but may increase crash severity due to higher traffic speeds. Smart growth land use policies tend to reduce crash severity and fatality rates, although crash frequency may increase due to increased traffic density. Strategies that reduce traffic speeds reduce crash frequency and severity. Conventional traffic risk analysis understates many of these impacts. This analysis indicates that mobility management is a cost effective traffic safety strategy, and increased safety is one of the largest benefits of mobility management. 3 Mobility Management is also a concept to promote sustainable transport and manage the demand for car use by changing travellers attitudes and behaviour. At the core of Mobility Management are "soft" measures like information and communication, organizing services and coordinating activities of different partners. Soft measures most often enhance the effectiveness of "hard" measures within urban transport (e.g., new tram lines, new roads and new bike lanes). Mobility Management measures (in comparison to "hard" measures) do not necessarily require large financial investments and may have a high benefit-cost ratio. 4 This Guidelines should help cities to understand the objectives and main elements of Mobility Management and also how to implement Mobility Management schemes. Main purpose of this Manual is helping cities in-between to solve their bike problems Progress of the CYCLECITIES project launch a national working group of experts in order to maintain high-level debate to prepare the guidelines on good practices on the mobility management strategies think about the long-term goals, strive for wider communication between the Cities on what they can do to increase the share of cycling in future 2 Interreg IVC, 3 Safe Travels Evaluating Mobility Management Traffic Safety Impacts, 11 June 2014, By Todd Litman Victoria Transport Policy Institute and Steven Fitzroy, Fitzroy and Associates 4 CYCLECITIES_CP03_MM Strategies on Cycling_survey_methodology_

11 A. General Information strengthen the role of local planners and decision-makers to make the right investments, to improve their planning processes and trigger a change in the behaviour of the mobility of their citizens Carry out series of workshops, seminars and study visits for the dissemination of good experiences. Carry out the Guidelines with conclusions and transfer the knowledge. 3.3 Questionnaire on collecting MMS Good Practices To ensure that data collection are uniformly documented the questionnaire in the form of a table was prepared which contents: General information of the GP Descriptive information of the GP Evaluation of the GP INTERREG IVC CYCLECITIES (1307R4) Methodology to collect & identify Good Practices on mobility management strategies and Approaches for Cycling QUESTIONNAIRE 5 Sectio n Subsection Parameters Indication of content A1. Identity 1. Title (English language) A2. Characteristics A3. Scope 7. Implementation area 2. Source (...) 3. Author's profile name (...) job title (...) organization name (...) relation to the GP user (e.g. political personnel, administrative / technical staff, external expert, other (define)) (Original language) (...) contact data address (...) work address (...) telephone (...) fax (...) other (...) 4. Type methodology ( ) project process technique other (define) (...) 5. Category pilot ( ) permanent 6. Status on going ( ) complete timescale start date: (...) country (...) region (...) district (...) ( ) ( ) ( ) ( ) ( ) end date: (...) 5 National Technical University of Athens 10

12 B. Descriptive Information 8. Profile of authority responsible for planning and implementing the GP metropolitan area (...) municipality (...) city (...) area/neighbourhood (...) Population (inhabitants ) (...) Total area (km 2 ) (...) Population density (inh/km 2 ) (...) Cycling modal share (...) Site type and name (e.g. hospital, campus, school, etc.) (...) Google Map Link (...) name (...) Type (e.g. municipality, NGO, national or regional department, company, etc.) (...) field of activity (...) A4. Context 9. Description of the context (EU / National / Regional / Municipal level, existing strategies, laws, policy, action plans, etc.) contact person data name (...) job title (...) address (...) work address (...) telephone (...) fax (...) other (...) (...) 10. Funding total funding ( ) (...) structural funds ( ) (...) other EC funds (define) ( ) (...) national public funds ( ) (...) regional public funds ( ) (...) private sector investment ( ) (...) anticipated income ( ) (...) other (define) ( ) (...) B1. Description 11. Origin/Problem definition (...) B2. Planning process 12. Aims/Objectives/Success indicators (...) 13. Stakeholders involved (...) 14. Beneficiaries (e.g. citizens in general, tourists / visitors, students, employees, specific age group (define), other (define)) 15. Relevance to other MM initiatives (is it part of a wider development strategy or a continuation of another initiative? If yes, give a short description) 16. Criteria for choosing the GP (e.g. administrative, social, economic, environmental, other (define)) (insert rows below if required) (...) (...) 17. Description of steps (...) 18. Bodies involved (...) 19. Cost ( ) (...) (criterion 1) (criterion 2) (criterion x) 20. Timescale start date: (...) 21. Legal framework (e.g. authorizations required, mandatory public consultation, etc.) 22. Main problems (e.g. regulation, available information, lack of definitions and benchmarks, etc.) end date: (...) (...) (...) 23. Rate the ease of planning Elementary ( ) Sufficient High ( ) ( ) 11

13 C. Evaluation B3. Implementation process 24. Description of steps (...) 25. Bodies involved (...) 26. Cost ( ) (...) Comments (...) 27. Timescale start date: (...) 28. Legal framework (e.g. authorizations required, mandatory public consultation, etc.) 29. Main problems (e.g. underestimation of the actual cost, lack of coordination, lack of public awareness, poor participation rate, etc.) (insert rows below if required) end date: (...) (...) (problem 1) (problem 2) (problem x) 30. Rate the ease of implementing Elementary ( ) B4. Outcomes 31. Achievement of quantitative objectives B5. Sustainability (insert rows below if required) Sufficient High 32. Validation of qualitative objectives (...) 33. Unexpected measurable improvements (...) 34. Success factors (insert rows below if required) 35. Innovative aspects (e.g. new ways of doing things, new methods, new ways of governance, new partnerships, new audiences, new ways of funding, new scale of intervention, etc.) 36. Difficulties encountered (insert rows below if required) 37. Lessons learnt (insert rows below if required) 38. Next steps (insert rows below if required) Comments (...) Objectives ( ) ( ) Degree of achieve ment (%) (objective 1) (...) (objective 2) (...) (objective x) (...) (factor 1) (factor 2) (factor x) (...) C1. Internal 39. Effectiveness Why is this practice a good one? (...) 40. Transferability Why is this practice transferable? (...) 41. Innovation in a local level 42. Innovation in a general level To which degree is this good practice ground-breaking and why? To which degree is this good practice innovative in a holistic approach and why? (difficulty 1) (difficulty 2) (difficulty x) (lesson 1) (lesson 2) (lesson x) (next step 1) (next step 2) (next step x) Elementary Sufficient High Explain why (...) Elementary Sufficient High C2. External 43. Effectiveness Why is this practice a good one? (...) 44. Transferability Why is this practice transferable? (...) 45. Innovation in a general level To which degree is this good practice innovative in a holistic approach and why? Explain why (...) Elementary Sufficient High ( ) ( ) ( ) ( ) ( ) ( ) ( ) ( ) ( ) 12

14 D. Extras Explain why (...) D1. Other information (...) D2. Attached documents (e.g. publications, maps, plans, photographs, etc.) (...) 4 MOBILITY MANAGEMENT BASES Every day we face with problems in traffic, such as crowded and congested. The consequences of traffic are accidents, victims of accidents, noise and air pollution. But the mobility in transport can be better organized! We would like to live in a city where the public space is accessible to all, where the streets are safe enough that our children can play again in front of the house, where urban air quality is better and where greener and less road traffic is. For improvement it is essential the cooperation between all traffic participants. Goal we strive is reliable, convenient and accessible transportation system what we can achieve with mobility management. With strategies to improve the mobility are "hard" and "soft" measures. Under the "hard" measures considered interference in transport infrastructure, pricing policies and legislation. Mobility management in companies contain mostly "soft" measures; awareness-raising, information and communication, and coordination and organization of services. The focus of both is on promotion sustainable mode of transport. Mobility management is a concept in the field of passenger and freight transport, which promotes new collaborations and offers a package of measures that encourage and support effective, environmentally and socially friendly (sustainable) mobility. The measures are primarily based on the work field of information, communication, organization, coordination and in need of marketing. 4.1 Basic steps of introduction of Mobility Management Usually the introduction of MM Management takes four gradual basic steps: Level 1 - Investigating stage concerns the identification of the project: This is a description of the fundamental objectives and a quick overview of the environment. The purpose of this step is to determine the feasibility of a mobility management strategy, if it can be done and how. Level 2-Level of design: In this stage we have to prepare instruments for introducing the plan and establish communication. Based on the results of the feasibility study should adapt the plan, customize the goals, clarify the funding and assemble the organizational structure. Level 3 - Operating margin: Have to develop an action plan that begins a thorough review of the environment. After the negotiations on most important issues the real implementation of mobility services is following. Level 4 - Level of evaluation: evaluate your mobility management scheme and customize it if necessary. This is not just about tracking the third stage but this rate should monitor the whole process. It is important to recognize that in real these process and individual steps within the rates do not always follow directly. If there is some unpredictable loop, it will be returned to what step back and start from there again. It is a highly iterative process. Throughout this process it is necessary to regularly check the progress of the project. Moreover, in practice it is not possible to completely fill in all grades, but certainly it is necessary to take into account all grades. 13

15 Although the keywords»cycle Cities«, cycling and cycling areas seem to be every day and simple terms, to set up and shape an attractive and efficient bicycle city network, a careful urban planning, professional designing and systematic approach is needed. Urban planners, traffic experts and designers must carefully analyse all the factors that affecting the feasibility of the cycling network in the city and have to study the travel behaviour in the city to address the priority on the main migratory routes that cyclists use every day. The traffic safety and connectivity are the most important objective of well-organized, cyclist-friendly city Basic goals of MMS Each city make out its own Transport Policy. There is no unique prescription for it, some Mobility Management Strategies are more daring while others are more flexibly, depending on the already achieved level of development of cycling infrastructure and awareness, as also culture and the attitude to the bicycle traffic. Success is dependent on multi factors and criteria. Therefor the achievement of the objectives of the Mobility Management Strategies in various cities is different effective. The MMS must base on the realistic and achievable goals. Good MMS makes things possible Basic cycling ranges Cycling traffic in the city as a replacement for using personal cars on distances shorter than 10 km, where traffic restrictions and high parking costs are envisaged Local travel within and around the city by bicycle where topographic conditions allow it Short assembly rides to railway or bus stations where it is expected that the integration with public transportation is suitable for everyday coming to the city from suburban areas ( bike and ride ) Short urban journeys by rented bike ( Bike Sharing System ) Recreational cycling in the Green Areas Support bases The MMS must be confirmed and supported by city s authorities, politicians and any other co-financiers or decision makers who are responsible to ensure founds. The success of the strategies is much depended on them. In some cities the city administration and authority reforms are needed because their role is essential for the success of the progress and for the success of changing the way of traffic behaviour. The support from the citizens is also very important. 14

16 Photo Polona Andrejčič Mušič 15

17 5 CYCLECITIES PROJECT MMS GOOD PRACTICES 5.1 Structure of collected MMS Good Practices Mobility Management Strategies Type No Piraeus Feasibility assessment of bike-sharing system in Grevena Bike and Public transport Underground in Athens Pilot project for common bus- cycle lanes in Athens Bike-sharing system Integration with Public transport Transport Policy and Implementation 3 Merton Smarter Travel Haringey Education and Implementation Cycle Training in Merton TfL Behaviour Change in London Education Education and Implementation 3 Genoa Blue Area parking scheme in Genoa Transport Policy and Implementation Start moving to let you bike in Pisa Cycling Mobility Plan "Alto Milanese" Promotion of bicycle use Policy 3 Lisbon - No GP transmitted - - No GP transmitted - 0 Gdańsk Autochodzik Road Rally Education in Gdańsk Bicycle Policy Audit BYPAD in Gdańsk 30 km/h zone in the Old Town of Gdańsk I cycle to work, and you? in Gdynia Campaign and Education Safety Audit Transport Policy and Implementation Promoting and Stimulating cycling 4 BSC Kranj SUMP for the city of Ljutomer SUMP for the city of Maribor National Cycling Network Development Strategy Sustainable Urban Mobility Plan Sustainable Urban Mobility Plan Sustainable National Mobility Plan 3 Leipzig Open blind streets for cyclists in Braunschweig Opening of one-way streets in Jena Transport Policy and Implementation Transport Policy and Implementation 2 NTUA Sustainable Mobility Plan at Aristotle University of Thessaloniki Mobility Plan 2 Push&Pull strategies to leave the car at home in Graz Mobility Plan *SUMP: Sustainable Urban Mobility Plan From the base target to collect Good Practices examples it was transmitted only 21 cases. Lisbon didn t collect any of MMS Good Practice. Partners countries that are participating in the project CYCLECITIES collected good examples (Good Practices) of different mobility management strategic approaches to improve conditions for cycling in their cities in order to be presented to the other partners in the project. The main purpose of the project is to exchange experiences and to explore the potential of transferability of mobility management strategies to alternative locations in the other countries. Exchange of experiences can contribute significantly to the progress of cycling, especially in cycling less advanced countries. 16

18 Mobility management emphasizes the movement of people and goods, not just motor vehicles, and so gives priority to public transport, sharing ride and non-motorized modes as walking and cycling, particularly under congested urban areas. Mobility management is increasingly common response to the transport problems and it is particularly appropriate for cities in develop process while with its low costs can achieve multiple benefits. Findings and conclusions set out in the Guidelines on Good Practice on Mobility Management Strategies are the result of diligent work of partners in the project. All cases that have been proposed within the project as a good practice were analysed. During the process were made professional comparisons and studies for the transferability of the projects. In this manual are given findings regarding the benefits and disadvantages of Good Practice cases. The main tasks of the Mobility Management Strategy for cyclists are: to implement of appropriate training and campaign to stimulate cycling in the cities, to increase the number of daily trips in the city by bicycle, to improve the quality of transport services for cyclists, to improve road safety for cyclists, to enable better accessibility to all areas by bicycle, to ensure connectivity and the balanced development of cycling infrastructure, to connect suburban areas to city centre, to provide support service activities (integration with public transport, parking for bikes) to influence on environment, health, economical and living space benefits. Photo Polona Andrejčič Mušič 17

19 5.2 Table summaries on collected MMS Good Practices Project partner City Modal share, Population, Total area, Density Type and name of the project and Aim of the project Responsible authority Duration: - Start date - End date Founding PIRAEUS Greece NTUA Greece MERTON England (UK) Grevena < 1% inh km² Low density Metropolitan area of Athens 2% inh km2 1,28 inh/km2 Thessaloniki 4% (for students) students staff 430 km² 195 inh/ km² Graz- Austria 16% inh 127,56 km² 2117 inh/km² London Brought Haringey 1,7% inh km² 8,600 inh/km² London Brought Merton 2% inh km² 5,300 inh/km² London 2% Feasibility assessment of bike-sharing system Reduce car use; introduce bicycles for urban trips Integration of Cycling and Public transport - Underground Increase the number of cyclists, Ease the existing cyclists Pilot project for common bus- cycle lanes Increase the connectivity number of cyclists, Ease the existing cyclists Sustainable Mobility Plan at Aristotle University of Thessaloniki Change the travel behaviour of the students and staff Push&Pull strategies to leave the car at home Green modes to motivate to the changing modal shift Smarter Travel Haringey Implementation Educational plan to improve use of cycling to the mode 3%, reduce accidents and air pollution Cycle Training in Merton Reduction in cycle casualties, encourage more cycling TfL Behaviour Change Reduction in cycle casualties, AnGre S.A., Municipal agency for development CIVITAS initiative Municipal level Attiko Metro Company (private and public) Metropolitan level Central Government, Athens Urban transportation Organization Metropolitan level Rector ate Authorities, Academic Institute Action Plan Technical University Graz, Facility Management Action Plan Led by the Mayor of London through Transport for London Transport Policy, Central Government, Greater London Assembly (GLA) Living Streets, London Cycle Campaign, Schools, etc. Central Government, Greater London Assembly (GLA) Living Streets, London Cycle Campaign, Schools, etc. Central Government, Greater London Nov complete - permanent 8. Jan on going - permanent 1.Jun Sep pilot - complete pilot - complete Jan on going - permanent - on going - permanent - on going - permanent - on going - permanent n/a n/a n/a Total Total 2 Million Own founding from parking revenues Regional 10% The program is being funded by through the Local Implementation Plan The program is being funded by TfL through the Local Implementation Plan The program is being funded by TfL 18

20 GENOA Italy GDANSK Poland BSC KRANJ Slovenia 8. mil inh 1572 km² 5,354 inh/km² Genoa < 1% inh 243 km² 2502 inh/ km² Pisa 17% inh 185,3 km 480 inh/km Province of Milano 6% + 6% motorbike inh 222 km² Gdansk 2% inh 262 km² 1757 inh/ km² Gdynia 1% inh 135,1 km² 1830 inh/ km² All Republic of Slovenia Ljubljana 10% 2 Million inh km² 100 inh/ km² Maribor 8% inh 147,5 km2 730 inh/km2 Ljutomer 9% inh 107,2 km² 110 inh/ km² encourage more cycling Blue Area parking scheme Better accessibility to the central area of the city, influence on change of modal split Start moving to let you bike Education, implementing cycle facilities, Bike sharing system, changing modal shift Cycling Mobility Plan "Alto Milanese" To assure connectivity and traffic safety Autochodzik Road Rally Education Prevention and Road safety improvement Bicycle Policy Audit BYPAD Inspection and assessment of risk 30 km/h zone in the Old Town of Gdansk Road safety improvement I cycle to work, and you? Cycling competition Stimulation of using the bike National Cycling Network Improve Connectivity and Traffic Safety Comprehensive transportation strategy of Maribor Improve Connectivity and Traffic Safety SUMP implementation in Ljutomer Influencing to the modal shift and traffic safety in benefit of cyclists Assembly (GLA) Living Streets, London Cycle Campaign, Schools etc. Municipality of Genoa, Public body Municipal level (part of existing MM Strategy) Pisamo s.p.a., In House municipality's Company Municipal level Province of Milano, 23 Municipalities Regional level Road and Greenery Management, City of Gdansk Regional level Municipality Gdansk City Hall, Traffic Management Regional level The Municipal Office of Gdansk, Traffic Management Roads and Green Areas Management, City of Gdynia, Municipality level Ministry For Transport Directorate for Roads State level Municipality of Maribor Municipality level Municipality of Ljutomer Municipality level complete - permanent - on going - permanent 1.Jan pilot - on going 9. May on going - permanent 7. April June on going - permanent Jun Aug on going - permanent 20.May Sep complete - permanent on going - permanent complete - permanent pilot - on going Total 10 Million Total 4 Million Regional 1.1 M Total > 5 Million Private 90 Total Regional Private Total Total City budget Total 7500 Municipal funding Total 50 Million EU 6 Million National 35 M Regional 7 M Total EUR Total founds URBACT II National

21 LISBON Portugal LEIPZIG Germany Lisbon <1% Braunschweig 21% inh 192,1 km² 1279 inh/km² Jena 11% inh 114,3 km² 935 inh/ km² -No GP transmitted- -No GP transmitted- -No GP transmitted- Open blind streets for cyclists To improve connectivity shorten/direct ways for cyclist Opening of one-way streets Jahnstraße and Talstraße in Jena To improve connectivity by shorter/direct ways for cyclists City of Braunschweig, Transport Office Municipality level Stadtverwaltung Jena Municipality level on going - permanent complete - permanent -No GP transmitted- n/a n/a Photo Polona Andrejčič Mušič 20

22 5.3 Base mining of MMS Mobility management is a concept that with various strategies promote new cooperation and offer a package of measures that encourage and support effective, environment friendly sustainable mobility. MMS support cycling as a mode of transport. The base meaning of sustainable mobility is to satisfy the needs of all people for mobility while reducing transport and the winning key is to stimulate people to use other modes of transport means instead of driving a car. Choosing to travel by car at the first view seems to be rational. It offers us comfort, speed, privacy, and last but not least flexibility in the choice of destination. Even to the extent we are confident that other forms of mobility, such as walking, cycling, bus, rail, taxi are less comfortable. BEWARE! Have you ever really think about the positive and negative effects of cycling? If we want: to avoid daily unnecessary spending time in traffic jams, to reduce climate change due to environmental pollution, to reduce the number of deaths in road accidents we will have to change our habits in mobility. We have to decide today! Cycling as mean of sustainable transport Almost anyone can use the bike and travel a distance of 10 km without much effort. If we do travel by car it increases its annual carbon footprint of 600 kg of CO2. Up to 3 km is almost all transitions by bike without much effort. That's why the strategic approach to change the way of thinking is needed. Because of a more positive attitude towards the environment and a wider public awareness, all developed cities in Europe have already programmed incorporation of city bicycle networks into their road networks. Transport policy of the European Union in general supports the development of sustainable transport wherever is possible. Photo Polona Andrejčič Mušič 21

23 The benefits of cycling are: social and economic environmental and health cultural and political Bicycle is your best friend for shorter distances because it is: returning the streets to people (it makes city alive) reducing traffic jams and stress available to all age and social structures user-friendly means of transport environment friendly mode of transport cost affordable and economical mode of transport sociable way of moving (the user can easily stop on the way for shopping and other dealings or social events) Photo Polona Andrejčič Mušič 22

24 5.4 Description of the MMS GP examples collected & identify by the CYCLECITIES project methodology MMS Good Practice SUMP Plan for sustainable mobility in Ljutomer Country: Slovenia City: Ljutomer Cycling modal share: 9% Funding: (together for planning and implementation processes) Responsible authority: Contact data: Municipality of Ljutomer Mitja Kolbl SUMP project coordinator Website: Ljutomer is a town in northeaster Slovenia, some 40 km east of Maribor and it is included in the Mura Statistical Region. Municipality Ljutomer has adopted the SUMP in The main aim was to reduce dependence on car use; sustainable transport should reach the planned reduction in car traffic and its negative consequences, the accessibility should be improved for all by including people with reduced mobility, traffic safety, conflicts of motorized and non-motorized users in the city of Ljutomer should be limited. Adoption and the beginning of the implementation of the SUMP for Municipality of Ljutomer was in 2012; review every 2 years, update every 5 years. The document (pilot ongoing project ) is setting the following targets: 1. Sustainable urban mobility planning Adoption of renewed municipality s budget in 2013, balanced for all transport systems. Agreement with neighbouring municipalities and employment of joint personnel for the field of sustainable mobility in Comprehensive monitoring and evaluation system established until Integrated promotion of walking Increasing walking share in modal split for 1/5 until 2020 in relation to Completing the essential footpath network until Comprehensive traffic calming system in Ljutomer and in at least 3 other smallest towns in municipality until Reduction of accidents with injured pedestrians for 50% until 2020 (in relation to ). Adjustment of the infrastructure in wider city centre with reduced mobility until Development of cycling potential Increase of the share of pupils in cycling: primary-school 8 % to 20 % and secondary-school students from 7 % to 15 % until Increase of the share of employees in cycling to work from 10 % to 20 % until Doubling the length of cycling routes in Ljutomer and its surroundings until 2015 and establishment of comprehensive cycling network until

25 Providing conditions for safe bicycle parking in Ljutomer until Reduction of accidents with injured cyclists for 50% until 2020 (in relation to ). 4. Attractive public transport Increase of the use of public transport in overall modal split from 5 % to 10 % until Two times larger budget for public transport until 2015 (compared to 2010). Introduction of demand responsive transport until Optimized road traffic Decrease of the share of car use in modal split for 10% until 2020 (compared to 2010). Stopping the increase of the number of cars per household until Reduction of accidents with injured persons for 25% until 2020 (compared to 2010). Controlled parking in all areas of Ljutomer until The municipality of Ljutomer faces a number of transport challenges including an overly car-centric focus within recent planning practices, decreasing use of public transport and freight traffic issues. In common with many other central European cities, Ljutomer is threatened by a decrease in its population. In order to halt population decrease and to improve quality of life, the municipality decided to put effort into creating a more balanced travel pattern, improving the quality of alternative transport modes and decreasing traffic fatalities. Good Practice: With sustainable urban transport planning, Ljutomer aims to become the leading small municipality in Slovenia in sustainable mobility by They set a very ambitious plan, with wish to halt the trend of population decrease, to balance travel patterns of inhabitants, to ensure quality accessibility by public transport and bicycle to all settlements and to decrease fatalities in the traffic accidents to 0 and halve the number of injured by Photo Municipality of Ljutomer, CYCLING - IMPORTANT PART OF THE SUMP IN LJUTOMER, 24

26 In the project involved representatives of the nurseries, primary schools, secondary schools, faculties, homes for elderly people, local tourist organization, bus transport operators and other transport companies, city councillors, political bodies, mayor and external experts. During the development stakeholders and citizen have been involved in the process on all levels. Methodology: The SUMP development process followed an established methodology set out in guidance on national and EU level. An important source of experience and methodology were results of projects PILOT, BUSTRIP, CIVITAS Elan and ELTIS plus. Stakeholder and citizen participation was therefore an important aspect of the process that was planned from the beginning. Stakeholders have been involved in the preparation of the SUMP trough: 27 in-depth interviews, Project group that joined the key stakeholders in the municipality and was actively involved in all steps of the development process, Active travel audit. Citizens have been involved in the preparation of the SUMP trough: News in local newspaper and radio, A leaflet and household survey sent to all households in the municipality, Information on current activities through web, Information during different events. Photo Municipality of Ljutomer, CYCLING - IMPORTANT PART OF THE SUMP IN LJUTOMER, In-depth interviews with key representatives for the mobility in the Municipality of Ljutomer Sectors: transport, land use planning, education, city council, city warden Levels of governance: local authorities 25

27 Local partners: bus transport operator, school bus operator, road safety council, police, local tourist organization, local NGO for environment. In-depth interviews with representatives of different stakeholder groups Local partners: kindergarten, primary school, secondary school, elderly home, health centre, occupational activity centre, social work centre, fire brigade, two local enterprises, grocery and 5 representatives of inhabitants from other towns in municipality. Main problems were with lack of experience and to secure money and co-founding in city budget. It was easy to prepare and adopt SUMP but the real problems had begun in implementation process. The SUMP was developed as a pilot project within the national project of»developing SUMPs«as a part of the larger national project called»integrating public transport«. The project's customer was Ministry of Infrastructure and Spatial Planning and was co-financed by EU. By adopting the SUMP, Municipality of Ljutomer became the first Slovenian municipality with a comprehensive and sustainable transport strategy. A number of topics have been pointed out by the citizen and included in the SUMP: To assure access to primary schools by schools travel plan and change the current travel habits based on private car. Analysis of children s current travel pattern showed that more of them want to cycle to school. Missing links on the pedestrian connections, pointed out by school children, members of the daycare and work centre for disabled and elderly home, will be built or improved. A pedestrian bridge will be built (short, safe connection for secondary school kids that arrive to Ljutomer by train). Insufficient national standards for infrastructure for walking and cycling that commonly result in low quality solutions will be addressed by development of municipal guidance for design. A special attention will be made on appropriate design for disabled and elderly, since their share in town of Ljutomer is increasing. An annual budget for improvements of existing infrastructure is planned. The proposals were mainly identified with the help of the citizen. To prevent driving a large number of heavy trucks trough Ljutomer and surrounding villages, on citizen initiative a demand will be addressed to the Ministry of Infrastructure. Continuing with promotion of soft mobility. Achievement of quantitative objectives (%): In 2013 the project documentation was prepared. In 2014 will be build new access to the school and covered bicycle storage for 50 bikes. (20%) In 2013 all sidewalks in town were adjusted to disabled people. (100%) In past Ljutomer had big problems with heavy trucks traffic. In 2013 Municipality achieved that the Ministry of Infrastructure and Spatial Planning closed the roads to heavy traffic. (100%) In city budget for 2014 we secured found for Establishment of standards for infrastructure for walking and cycling. Municipality of Ljutomer will be the first municipality in Slovenia with those standards. (5%) A pedestrian bridge will be built in That will allow a short and safe connection for secondary school kids that arrive to Ljutomer by train. Also every year the municipality will build some bicycle lanes to connect town centre with surroundings. Municipality of Ljutomer was the only Slovenian municipality that joined partnership between European cities in project Active travel network, under URBACT II program. Municipality adopted local action plan for soft mobility measures. Project Active travel network ended in 2013, but we will continue with small awareness raising campaigns. (Day of active travel, Bike check for primary school kids, Traffic snake for primary school kids, bike riding skill competition for primary school kids, Pimp my bike for secondary school kids, Travel diary for secondary school kids, competition for most kilometres done walking or cycling for residents of elderly home, Nordic walking classes 26

28 for all age groups and Trainings for teachers) (100%) Main success factors: With SUMP Ljutomer they increase of bicycle use, increase of walking and reduce of heavy traffic in town. In addition, a detailed action plan until 2020 was developed in SUMP, which foresees measures and defines their complexity, responsibilities, costs and due dates. The SUMP is currently in the implementation phase. First activities were carried out in The SUMP preparation is expensive than LAP preparation but both strategic documents are needed. LAP provides different soft mobility measures for different target groups. It is possible to carry out quality activities with the goal to increase the use of bicycles and walking on short distances for every day trips as an alternative mean of transportation with relatively small financial contribution. For small municipalities LAP can be with the small budget the right solution. Achievements and transferability: SUMP of Ljutomer won the price Relevant link: Municipality of Ljutomer is the first municipality in Slovenia that adopted SUMP which was recognised as one of three the best SUMPs in EU in 2013 by the European commission. The fact is that each city in Europe has some poor traffic infrastructure which does not allow to go everywhere on foot, by bike or by public transport but before we decide to invest lot of money in the construction of new infrastructure objects it is necessary to test it through different soft mobility measures and obtained results will give us answers if there are opportunities for walkers and bikers or not. Municipality of Ljutomer joined CH4LLENGE ( ) project. Nine European cities and eight supporting organizations have teamed up for overcoming the four most pressing challenges in sustainable urban mobility planning: Stakeholder participation and citizen involvement, Institutional cooperation between sectors and disciplines, Identification of the most effective policy measures and Monitoring and evaluation of progress in SUMP development. For each challenge, the project cities analyse their local mobility situation, develop new strategies how to tackle their urban mobility problems and test solutions to overcome barriers in participation, cooperation, measure selection as well as monitoring and evaluation in more than forty pilot schemes. It is very important to start partnership with other EU cities (knowledge and experience exchange). It is smart to establish local support group that will work on whole project. Future soft mobility depends on our children. We will share our experiences with other cities. To continue with SUMP implementation process. The European Commission published a list of three finalist s cities, which are considered by the jury up with the best sustainable mobility plans The award for best sustainable mobility plan involving 29 cities from 12 different European countries. This competition for the best sustainable mobility plan was focused mainly on the active involvement of residents and stakeholders, where the municipality Ljutomer, Toulouse French and Scottish Aberdeen with a wide range of awareness-raising activities carried out in the past year to convince the European Commission that the this work on the right path to become a city of the future that are friendly to the whole population. 27

29 Source: 28

30 5.4.2 MMS Good Practice Comprehensive transportation strategy of Maribor Country: City: Cycling modal share: 8% Slovenia Maribor Funding: Responsible authority: Contact data: Municipality of Maribor Local cycling NGO Josip Rotar External Expert Website: Maribor is the second biggest city in Slovenia. The city's development was, is and will be determined by its geographical position on the junction of roads connecting Central Europe with Southern Europe and Western Europe with the Pannonia plain. Due to its distance of just 18 km from the Austrian border, Maribor represents the gateway into the country as well as to the Balkans. This favourable position makes the city a cultural and economic centre of north-eastern Slovenia, resulting in environmental pollution caused by traffic. During the 1990s, the massive increase of car ownership and car usage by commuters brought congestion problems on the roads in the city and region as well. There are big transit routes through the city and also more than people commute to work in the city every day with around cars. The public transport users are decreasing each year. Maribor is working on the development of cycling and walking routes. 6 Maribor belongs to the cities where the development of cycling is in the early stage, because the number of cyclist does not achieve possible potentials. Cycling infrastructure is subordinated to motor infrastructure. The existing cycling network is crumbled, unconnected and full of dangerous points. According to doubtless potentials, the role of cycling network in space files is not ambitious enough; the cycling infrastructure does not meet modern standards, in some cases is even dangerous. Municipality of Maribor, University of Maribor Faculty of Civil Engineering, Urbanism institute of Slovenia, Maribor Cyclists Network joined together and they prepared the Comprehensive transportation strategy for the city of Maribor (SUMP). All Involved stakeholders were cooperative and the document was approved by the City Council of Maribor. The project was supported by European Union. It was nuisance to prepare a mobility management plan while there was lack of strategic approaches and many measures in transportation were not consistent and there was no really existing mobility plan for the city of Maribor. Existing systems were not complementary because of lack of relevant data regarding mobility behaviour (modal split). Most of the actions to enforce traffic calming and reductions are only implemented in the city centre. Other areas are dominated by the motorized traffic. Plans for traffic safety in the school areas are too passive they only describe existing problems, but not proposing any solutions. The permanent ongoing project started at The implementation of strategic document is a long term process. At the moment the Municipality of Maribor is approving budget for the Analysis of current situation in the field of mobility, settled the future development vision of transportation system in the city. The document provides detailed overview on mobility through social, ecological and economical dimension. It 6 Advance: Better planning, better cities, 29

31 tries to find a new development paradigm, with more comprehensive and holistic approach to transportation system. Photo Josip Rotar: Sharrow in Maribor The traffic planning is still focused on enlargement of capacity of traffic infrastructure, with exception of the city centre. Consequently high budgetary expenditure goes to road infrastructure which does not improve the situation much: the inhabitants of Maribor waste more time for travelling, spend more money on mobility and waste more time in congestions, compared to the past. The public is included into traffic and spatial decisions just on principled levels; their influence on actual decisions is low. The procedure of decision making is often not transparent. The authorities in traffic planning are dispersed and there is a lack of qualified staff in some branches. Partial strategies and the lack of the Integrated Traffic Strategy result in exclusion of elements such as cycling strategy, parking policy, mobility management and similar. Mobility management has a high potential because information and communication influence travelling habits and do not demand high investments and usually have very good ratio between results and costs. Spatial characteristics of Maribor enable the inhabitants and visitors to walk and cycle more, because the distance from the city centre to city borders is no longer than 5km, i.e. 15 minutes cycling. Moreover, the average distances are short, and there are no steep ascents. Climate conditions are also favourable and permit walking and cycling the most of the year. Walking and Cycling Car as driver Car as passenger Bus Train Other Picture: Modal travel Maribor travel to work (Source: Inventory 2002) 30

32 In the last decade lots of financial means have been invested, mostly in road traffic system. The change of priorities could cause fast development of modern alternatives to car traffic (public transport, walking and cycling). In the next years Maribor can achieve the vision of intelligent organized city in the traffic sector by fulfilment of the goals on five complementary strategic areas. Predicted measures are supplemental and connected to each other, they all are directed into achievement of measurable, financially expedient, and social useful and inhabitant friendly results. Success factors: Recently they build some attractive areas for cycling in Maribor. The cycling facilities are safe and comfortable plus that they put some especial attention on architectural design of the area. On that way streets are becoming more loveable. Photo Polona Andrejčič Mušič: Cycling track on Kneza Koclja Street in Maribor Strategic pillars of SUMP for Maribor comprise basic decisions in five key activity areas in the future: Implementation of the integrated mobility planning Promotion of walking as an important travelling mode Optimal uses of potentials of cycling Design of attractive public passenger transport Rational use of cars 7 Next steps of the project are: Detailed action plan for implementation of measures 3-5 years Yearly action plans for implementation of measures Evaluation of measures - revisions of plan on every 2 years and updating on every 5 years is required 7 SUMP For Maribor: 31

33 Transferability: The practice is transferable to medium sized cities, because is the example of how starter cities, on the way to more sustainable mobility, activate its own potentials and know-how of internal experts. Objectives & Targets: (3) Optimal uses of potentials of cycling: Cycling Topic Physical conditions Modal share Traffic safety Cycling Objectives create the conditions for a comfortable, safe and attractive cycling in the city increasing the share of cycling in urban trips increase traffic safety and sense of safety of cyclist Monitoring Monitoring the number and behaviour of cyclists Source: SUMP for Maribor Targets - The establishment of a green corridor from the city centre to Pohorje The removal of hazardous or 3 black spots for cyclists annually from Construction or designation of 1 km of new bike routes per year from The establishment of a comprehensive cycle network by 2025, including cycling and intersections with the key links to the city outskirts. 10% of modal share for cycling - performed between urban routes by 2020 (5% in 2002) - 10% fewer children to ride to school or kindergarten with a car till Increasing the proportion of employees who cycle to work, for 100% by a reduction in the number of accidents involving injured cyclists injured by 50% by 2020 compared to the average in the period a database on the extent and behaviour of cyclists by Regular updating the database (on 2 years) Objectives & Measures: (3) Optimal uses of potentials of cycling: Objectives create the conditions for a comfortable, safe and attractive cycling in the city increasing the share of cycling in urban trips increase traffic safety and sense of safety of cyclist Monitoring the number and behaviour of cyclists Source: SUMP for Maribor Measures Municipal guidelines for the construction of infrastructure for cycling - cycling strategy Network of bicycle lanes Secure bicycle parking Management of cycling in the city Good Practice: The project is considering as a Good Practice while it is effective operative program for protection of environment and it is an integrated Development strategy of the whole city of Maribor. The basic objectives are optimization of cycling potentials, shaping the attractiveness of public transportation, rationalization of motorized traffic usage, enforcing walking as important mobility mode and gradual (not radical) approach to reduction of motorized traffic. 32

34 5.4.3 MMS Good Practice London s Transport Policy Smarter Travel Haringey Baseline Country: United Kingdom City: Haringey Cycling modal share: 1.7% Funding: n/a Responsible authority: The program is being funded by TfL through the Local Implementation Plan (Support of the Mayor of London) Contact data: smarter.travel@haringey.gov.uk Website: The London Borough of Haringey is a London borough, in North London, classified by some definitions as part of Inner London, and by others as part of Outer London. It was created in 1965 by the amalgamation of three former boroughs. It shares' borders with six other London boroughs. (Wikipedia) 8 The monitoring case for Transport Policy Smarter Travel Haringey Baseline was held under the leadership of the Mayor of London through the company Transport for London, who is also the majority funder and performance management centre for the borough program. The program contributes to the mandatory Mayoral transport targets for modal shift from the private car to the benefit of sustainable mode. The aim is more bike using, air quality improvement, road casualty reduction and congestion levels reduction, plus contributions to the challenges in the areas of Health and social inclusion. The monitoring case for Transport Policy Smarter Travel Haringey Baseline is being a GP is that it shows an overarching program for promoting travel behaviour change for the London region. The program includes road shows offering travel advice and work with schools to help families find safe ways of walking, cycling or bussing children to school, rather than having hundreds of parents dangerously parking and polluting the school environment every morning. The final report sets baseline conditions and introduces monitoring mechanisms for evaluation and reporting of the Smarter Travel Haringey program, a three-year program launched in September The program is being funded by the Local Implementation Plan. The investment in Smarter Travel Haringey are supported from 97% of respondents. This serves as a positive starting point for the program, with the majority of residents having bought-in to the scheme already. In Merton is a mode share of 1.7% for cycling and 31.3% for walking (LTDS). itrace data shows 1.7 % of pupils currently cycle to school, and 64.1 % travel by foot. Success factors - Findings and achievements: 15% of Haringey residents are already regular cyclists; 45.3% never cycle. 44% of residents have at least one bicycle in their household. 6.6% of non-cyclists are attracted to cycling in the next year and probably will. 58.9% of respondents are attracted to walking more in the next year and probably will. 36% of Borough trips are potentially cycle able Over 500 cycle stands have been installed in the last 10 years (58 in 2010)

35 Children from three Haringey schools launched the borough's own Primary School Cycling League with the first event at Chestnuts Park, Monitoring and evaluation: Frequency of cycling Source Smarter Travel Haringey Baseline 34

36 An effective monitoring scheme has been put in place consisting of objectives agreed with the London Borough of Haringey which are designed to be compatible with the Local Implementation Plan targets. A number of output and outcome Key Performance Indicators are encompassed within each objective. The Project set the ambitious overarching objectives as follows: Increase cycling to a mode share target of 3% by 2014 from LIP baseline of 1.7%. Increase mode share of walking to 32% from baseline of 31.3% by Reduce the number of KSIs casualties by 20% 2014 from 2004/8 average. Reduce the number of child casualties by 19.7% by Reduce transport related emissions of CO2 by 20% from 2008 baseline by 2014 (164 kilo tons pa to 131 kilotons pa). Objective & KPI Target 2014 Baseline 2010/11 Source Increase cycling to a mode share target of 3% by 2014 Number of cycle racks in Haringey Council the Borough Number of household with 50% 44% Resident Questionnaire a bicycle available to them Non-cyclists attracted to 10% 6.6% Resident Questionnaire cycling in next year and probably will Mode share 3% 1.7% LTDS LIP/LTDS (2006/7-8/9 average) Number of cycle thefts 483 or below 483 (12 months to Metropolitan Police (2011) Increase mode share of walking to 32% from baseline of 31.3% by 2014 Number of people 65% 58.9% Resident Questionnaire attracted to walking more in next year and probably will Mode share 32% 31.3% LIP/LTDS (2006/7-8/9 average) Reduce the number of adult KSIs casualties by 20% 2014 from 2004/8 average by

37 Number of KSI casualties 80 TfL/LIP Number of child traffic 77 (Baseline: 2010) casualties Reduce transport related emissions of CO2 by 20% from 2008 baseline by 2014 % of people agreeing I 30% 35.5% Resident Questionnaire often drive short journeys where I could walk or cycle instead % of people agreeing 65% 76.5% Resident Questionnaire having a car is essential to me Marketing and Promotion Number of unique website 1000 visitors per month Haringey Council Number of roadshows held 10 2 Haringey Council with at roadshows 5000 interacted Haringey Council *data is provisional Source: Good Practice: Transport Policy Smarter Travel Haringey Baseline is a Good Practice while they achieve the Council s aim to maximize the role of cycling in Haringey within an overall framework of road danger and traffic reduction, and sustainable development. 9 9 Smarter Travel Haringey Baseline Report, MVA Consultancy, December 2011, 36

38 Monitoring take place every year throughout the duration of the program. Outcomes from first year evaluation: An 8% reduction in cycle theft from 483 thefts (September 2010 and August 2011) to 444 thefts (between September 2011 and August 2012) A fourfold increase in visitors to the STH website between September 2010/11 to 2011/12 An increase in the number of events to support alternatives to the private car; for example Haringey delivered 49 Dr Bike sessions in 2012 compared to 37 in 2011 An increase in cycle parking spaces from 534 in 2011 to 667 in 2012 An overall increase in bus use of 1% across the Borough A reduction in car travel to schools of 2% as well as an increase in the mode share of more sustainable modes A reduction in CO2 emissions by approx. 1% from 168 kilo tones to kilo tones A general trend of increasing levels of cycling across the Borough as shown by DfT cycling counters. In addition, Haringey s cycling levels are favourable when compared to levels of a control borough which has not implemented a smarter travel program. 10 Transferability: Pilot Smarter Travel programs were run over 3 years in Sutton and Richmond, and the success of these will be used as a model for developing and monitoring the STH program. STS was a new initiative undertaken in partnership between Transport for London and the London Borough of Sutton (LBS) in 2006 to test whether it could be possible to encourage residents and people that work in Sutton to walk, cycle and use public transport more often and their cars a little less. The results in Sutton were very encouraging, with a growing proportion of people in Sutton opting to travel by sustainable modes. Relevant link: cycling in London Brought Sutton, In the four years since the program began in London Brought Sutton had been: a relative reduction in car use of 16%; a relative increase in cycling mode share of 83%; and a relative increase of 14% in the mode share of walking trips. Six themes were proposed by the LCC policy forum as the basis for Space for Cycling: Cycle-friendly town canters Cycle routes through parks and green spaces Protected space on main roads and at junctions Removal of through motor traffic Safe cycle routes to schools 20mph speed limits Smarter travel Haringey year one evaluation report, 37

39 5.4.4 MMS Good Practice Behaviour Change at Transport for London Country: City: Cycling modal share: 2% United Kingdom London Funding: Responsible authority: Contact data: n/a Transport of London Chris Mather Head of Behaviour Change Website: London is the capital city of England. It is the most populous region, urban zone and metropolitan area in the United Kingdom. Rising traffic congestion to the creation of the world's first local urban rail network. Cycling in London has enjoyed a renaissance since the turn of the Millennium. Cyclists enjoy a cheaper, and often quicker, way around town than those using public transport or cars, and the launch of the Barclays Cycle Hire scheme in July 2010 has been successful and generally well received. 12 Success factors - Findings and achievements: There was need to adopt some Behaviour Change during the Olympics Games. The program was funded by TfL and it was supported by the Central Government. On an average weekday during the Olympics a third of people changed their travel behaviour 75 per cent of regular London travellers made at least one change to their normal travel during the whole Games period. 63 per cent reduced their travel 28 per cent changed the time of their journeys 21 per cent changed route 19 per cent changed mode Awareness of where to look for info is key to success: 88 per cent of London travellers were aware of the Get Ahead of the Games website before the Games and 64 per cent had used it before the Games Behaviour Change during the Games Regular users of hotspot stations stated that the most useful information sources were texts and s 90 per cent of recipients found these useful

40 Employers have a major influence on the travel of their employees people whose employers had provided advice were more likely to change In particular, it is only through actions of employers that employees can work more flexibly by reducing or re-timing their journeys The change commuters thought would be easiest was re-timing their journeys, by arriving earlier and/or leaving later for their working day Sustaining Behaviour Change One in ten regular London travellers have continued with a change to their normal travel behaviour since the end of the Games Those who sustained a change did so because they had found a better travel option for them 18 % of London travellers said that they check before they travel more since the Games. The most common reason given for this was that they got into the habit during the Games TfL reputation: In July 2012, 48% of Londoners thought TfL would manage transport in London during the Games very well or quite well In Sept 2012, 94% of Londoners thought Tfl managed transport in London 'very well or quite well during the Games TfL provided sufficient warning of delays/ disruption 72% Yes 7% No TfL provided sufficient information and tools to check 76% Yes 6% No TfL kept traffic running smoothly 71% Yes 9% No London s streets and parks were used to create extraordinary sporting spectacles. As well as providing transport, TfL prepared: Roads Deployed marshals Erected barriers to create the field of play for world class sports venues One million attended Olympic Cycling Road Races. During the Olympic Games there were free spectator travel: Zone 1-9 travel card issued to all event ticketholders Permitted free travel on Underground, DLR, National Rail and buses Helped London keep its promise of 100 per cent of spectators using public transport, walking or cycling Games Family (e.g., athletes, officials, media, volunteers) provided with free Oyster cards They prepare London games travel maps and information. 18 million pocket Tube maps printed specially for the Games and 6 million walking maps distributed at key interchange and hotspot stations to enable commuters and spectators to walk short journeys. Information were provided also to media ad they were updated online in real-time. The general road users were informed promptly. 39

41 Travel demand management: Despite transport investments, demand would exceed capacity at certain times and places during the Games An integrated Travel Demand Management program gave spectators, businesses and regular traveller s clear information to help them plan ahead The program was a great success one third of Londoners reported a change to their weekday daily travel during the Games, helping to avert severe crowding On the roads, motorists followed the advice to avoid driving areas affected by the Games, with morning peak traffic in central London down by 16 % during the Games Effective marketing communicated the transport impact of the Games Good Practice: After the Games more walking and cycling were across the London while there were done some measures in place to encourage walking and cycling during the Games: New and regenerated cycle and walking routes in East London (Reduction in cycle casualties, encourage more cycling) 15,000 cycle parking spaces at venues and 1,500 spaces in central London 6 million Games walking maps The result was that 7% more pedestrians than normal across London during the Olympic Games and Barclays Cycle Hire 44 % more hires than normal. 40

42 Challenges that were faced Population growth, with an associated increase in tube, rail, bus, pedestrian, cycling trips and freight and servicing activity on the road network More space made available for Living means we have to make the remaining space work harder to maintain the required Moving This squeezing effect present s future challenges for TfL: Congestion Journey time reliability Environment Road safety Transport for London s (TfL) include schools in the process by school travel plan accreditation scheme. It rewards schools for their engagement with the school community and for carrying out initiatives which result in more pupils and staff travelling sustainably to school. Transferability: The legal framework was London Plan and Mayors Transport strategy Project is transferrable for all mayor events and it is innovative while itrace is an innovation in Travel Plan Management Software, developed by ibase Systems Ltd and WESTTRANS with funding from Transport for London. It provides a centralized software suite designed to monitor and report on the performance of Travel Plans, offering quicker, easier Travel Planning, Assessment, Auditing and Forecasting. Local Authorities can now share Travel Plan data. Photo by Karla Lopez via Flickr CC, 41

43 Cyclists make up an incredible 24% of vehicles in London s morning rush hour, according to Transport for London (TfL) figures. The arresting statistic formed from a mass census of cyclists in London apparently the biggest of its kind to date is adding weight to campaigners and cycling proponents arguments that the bicycle is no longer the transport of the minority, and that we need to take the bicycle seriously as a means of mass transport. The numbers on some headline routes are perhaps not surprising to anyone who has squashed in with scores of cyclists at the traffic lights in London s morning rush hour, though they do make previous cycling targets look shamefully unambitious. 13 Related link: Workplace mobility plan at British Sky Broadcasting Ltd., London, UK Based on a legal obligation in the UK Sky set up a workplace mobility plan that focuses on the increase of cycling to work and also on the implementation of a shuttle bus service. To reduce solo car driving a car pooling parking was implemented. Photo

44 5.4.5 MMS Good Practice Genoa City Parking Pricing Policy Project Blue Area Country: City: Italy Genoa Cycling modal share: < 1% Funding: Total 10 Million Responsible authority: Contact data: Municipality of Genoa Luca Lazzoni Technical Officer Website: Genoa is the capital of Liguria and the sixth largest city in Italy. They intensively work on the sustainable transport vision. Genoa has urban railway lines which the municipal administration is projecting to transform to be part of the rapid transit system, which now consists of a light metro which connects Brin to the city centre and is called the Metropolitan di Genoa. The metro line has been recently extended to Brignole Station, with the opening of the new station in December A possible further extension towards the eastern, densely populated boroughs was planned, but the municipal administration is keen to improve the public transport investing in new tram lines instead of completing the extension of the light metro. There is also regular bus lines in the city. (Wikipedia) 14 Genoa has more acute shortage of land, exemplified by many very narrow streets and thus has far less on street parking to begin with compared to Torino and Milano. Their approach was to designate blue zones in the most congested locations of the city, the Centro istorico and a few other locations, and only residents and people who work in the vicinity can park there. They need to display a permit and pay the parking fee if they park during the hours the fee applies. If you are not are resident or work, for example you are visiting someone who lives there or want to shop or go to a restaurant, your options are to arrive without a car or pay for parking at a private parking facility. 15 Good Practice: The played parking policy is a kind of measures of mobility management strategies which are stimulating use of bicycles. Because of expensive parking policy it is more convenient to come to the city centre by bike. That s why by Genoa city as partner in the CYCLECITIES project, as a Good Practice was recognized parking pricing policy project Blue Area Street Parking Torino, Genoa and Milano, 43

45 A wide parking pricing policy has been adopted in all the central area of Genoa with positive results in terms of modal shift, habits change and public acceptance. The target area has been divided into smaller areas; within these areas the residents pay a subscription to park with no limit, while the non-residents have to pay on a time basis. In this way, as the areas are quite small, all the trips performed even within the central area of the city (and not only from outside) are subject to a charge which is dependent on the parking time. The only trips that are not subject to pricing are those crossing the centre. This number is anyway decreased in a significant way because of the re-organization of circulation performed with the application of the last Urban Traffic Plan. Picture Blue Parking Area in Turin, Success factors - reached achievements: Increasing the quality of use of the areas dedicated to residents parking; Better and more rational accessibility to the central area by all citizens, due to a more careful organization of parking spaces; Improvement of road conditions due to the reduction of interference traffic coming from vehicles looking for a parking space, favouring - on the other hand the increase of public transport commercial speed; Improvement of road practicability by pedestrians and cyclists, preserving the dedicated spaces and extending prevention and control actions aimed to avoid non-regulated parking. 44

46 Progress of the project Blue Area : Preliminary analysis of the zone (urban lay-out characteristics and costs/revenues evaluation); Division of the zone into small sub-zones through a criterion of homogeneous use; Attribution to the small sub-zones of the data related to demography, parking demand and supply; Re-aggregation of the sub-zones into the definitive BLUAREA zones. Transferability: Results coming from the application of the BLUAREA scheme have been very positive both in terms of reduction of accesses to the centre and of improvement in public transport use. Even the acceptance from the citizens, after a first phase of conflict, was quite positive. The Good Practice is transferrable to any city no matter on size of it. The measure must be carried out systematically. While people doesn t have place for free parking, due to the costs they will decide more to use bike to go to the city centre. Relevant link: They introduced the Blue Area Parking System also in other ongoing Italian cities such as for example in Milano and Turin. 45

47 5.4.6 MMS Good Practice Inspection Bicycle Policy Audit BYPAD in the city of Gdańsk Country: City: cycling modal share 2% Poland Gdansk Funding: Total Responsible authority: Contact data: Gdansk City Hall Remigiusz Kitlinski Cycling Officer Website: Gdańsk is a city in northern Poland at the Baltic Sea coast. Inhabited by some 465,000 souls it is a part of "tri-city" conurbation together with smaller cities of Sopot and Gdynia. It is a free hematic city; its roots are Polish, German and Dutch. Gdańsk cycling and alternative community is perhaps the most vibrant in Poland. Gdańsk was the first city in Poland to have the Cycling Task Force, long requested by the cycling community and finally organized by the Mayor. Gdańsk was also the first city in Poland to have its own bicycle infrastructure design standards, developed by experts from the Technology University of Gdańsk with some participation of cycling activists and based on the Dutch technical guidelines. 16 Within the CYCLECITIES project in the process of collecting Good Practices on Mobility Management Strategies there is the Inspection Audit case from Poland. Making comparisons with UK experience is considered particularly appropriate for Poland as it starts the process of providing a more cycle-friendly environment. It is felt that Poland is probably 20 years behind the UK in this process and as such can benefit from an appreciation of the UK experience. Gdansk, unlike most Polish cities and towns, has some existing dedicated cycling infrastructure, based mainly on dedicated off-road paths. The quality and usefulness is variable and substantial work is required to move forward. There is considerable redevelopment and politicians are aware of the positive role that cycling can play in 21st century cities. With no national cycling strategy in place, Gdansk has to go it alone in trail-blazing the cause of providing for cyclists. As with UK towns and cities, the legacy of providing for motorized access and convenience means that there is considerable resistance to restricting car use and re-allocating limited urban space to cyclists. 17 Transferability: Poland start to introduce the Inspection Audit case in co-operation with the BYPAD program. BYPADauditors are consultants, staff members from universities or institutes who know the cycling context of their country. More than 90 BYPAD auditors have been trained and certified since The BYPAD process assessed the current position of cycling in Gdansk. Gdansk and Cracow are the first cities in Poland to implement the Bicycle Audit procedure: all road investment and renovation works must be checked to see 16 Gdańsk Cycling Infrastructure and Promotion Project, 17 Transport Intiatives, 46

48 if cycling is not impeded as the result of the proposed work and if there are chances to improve conditions for cycling at no additional cost. The Cycling Infrastructure Standards, Bicycle Audit, Cycling Task Force and cycling Master Plan are the key issues proposed by the Cities for Bicycles advocacy and consulting group. They make up a "cycling package" that can be implemented by any local authority in co-operation with local bicycle user groups. Cycling Task Forces have been set up in a number of cities recently, including Wrocław, Poznań, Przemyśl and Opole. 18 At the beginning there were some difficulties with the Project as lack of understanding among City Council members and low participation of politicians, but during the process some success factors were founded: Unexpected measurable improvements budget for cycling policy rise political determination of city authorities bigger awareness among city authorities New way of doing things, new methods new partnerships were find Photo Grunwaldzka Street in Gdansk, 18 Gdańsk Cycling Infrastructure and Promotion Project, 47

49 This Bicycle Policy Audit recognized by European Cyclist Federation defines the problems with cycling infrastructure in Poland as following: Money is not a problem. Quality of designing and management implementing is. Polish Highway Code is very bad, especially the field for cyclists, it does not allow efficient traffic management solutions and it must be changed. This is especially important regarding the discrepancy between the Polish Highway Code and the Vienna Convention of 1968 on national regulations ratified by Poland in 1985 (Article on the priority of cyclist on a segregated bicycle track over cars turning right or left into the road that the cyclist is crossing). Regulations on technical requirements for cycle ways are inadequate, cycle ways that meet those requirements can be (and usually are) uncomfortable and even dangerous. Traffic calming measures are inadequate, so are technical requirements for such measures There is no national body and standards to have a system of national touring cycle routes There is no national cycling policy, no obligation on part of the local authorities, no quality control schemes, no mechanism that help getting synergistic results just from better cooperation of various institutions Cities for cyclists are strategy now focus in: Change of the Highway Code in Poland Changes in various national laws that pertain to technical requirements for cycling infrastructure and traffic calming measures Work with local authorities on implementing the cycling packages Completing the Gdańsk Cycling Infrastructure and Promotion Project Setting up national standards and quality control system for cycling infrastructure that would oversee the development of national bicycle touring routes Developing national cycling policy 19 Good Practice: An important part of the whole project is quality control and public participation, including user's representation and the public participation campaign. The Gdańsk project is the first complex cycling activity of local government in Poland of this size (total cost of the project is 2.5 million U.S. dollars) that is user-oriented and quality-oriented. It is also the first one that already has resulted and radical improvements for cyclists and Poland. The Gdańsk project and fact created a model for co-operation and project management ("Cycling Package") that seems to work well, is easily understood by potential beneficiaries, fits the Polish legal framework and is being Implemented and other cities. Relevant link: Gdańsk Cycling Infrastructure and Promotion Project is about three things: Construction of 30.7 km segregated facilities and calming traffic on 70 km of existing streets Public awareness and public participation campaign in Gdańsk Know-how dissemination and project replication

50 Success factors - expectations: The long term goal is to increase bicycle use in Gdańsk to 5-10% of all trips (currently near 1-2%) and in this way, control the motorized transport induced emissions of greenhouse gases by 250,000 tons in 15 years. The 5-10% figure is similar to the cycling levels in cities in southern Sweden, just across the Baltic Sea. The segregated facilities were selected following a multi-creational analysis that included the present journey matrix for Gdańsk, bottleneck analysis, technical feasibility analysis and cost analysis. The cycle ways to be built concentrate along the main transport corridors in Gdańsk and can easily be continued into the cities of Sopot and Gdynia. There is a good integration with urban rail system. And the Upper Terrace hilly part of Gdańsk has been scrapped, as it is not so densely populated, there are steep hills and segregated cycle ways would have to be very long and expensive to build. Photo Wylukowania Street in Gdansk, 49

51 5.4.7 MMS Good Practice Cycle training in Merton Country: United Kingdom City: London/Merton Cycling modal share: 2% Funding: Responsible authority: Contact data: n/a Municipality of Merton Kaith Filby Project coordinator Website: The London Borough of Merton is a borough in south -west London, England. The Mayor of London is transforming London into a cycle - friendly city through ITS Cycle Revolution campaign. The profile of cycling and Merton city was through raising policy and the development of practical projects to accommodate cyclists Around Towns and Cities. (Wikipedia) 20 Challenges facing similar to many parts of London incorporating such as cycle ways into often old, narrow, bustling streets. This was an opportunity to hear about cycling and experiences different cities and share ways in which each country is trying to make cycling a safe and reliable transportation option. Currently we are seeing a cycling revolution in London. Merton intends to take lead of champagne by ensuring that cycling is safe and convenient for men, women and children in all parts of the borough. Their aim over the next few years is to quadruple the proportion of all journeys taken by bicycle. They have a biking borough status and aspire to be an exemplar in London. This means investing in physically separate cycle paths as part of a local network that enables cyclists to make safe journeys around their own neighbourhoods, including trips to school and to the shops. It means redesigning junctions to improve cyclist safety and introducing quicker and shorter routes for bicycling. It means also investing in cycle parking facilities in all parts of the borough and to make them secure and convenient. Cycling is good for personal health, good for the environment and good for local shopping. Research shows that cyclists spend more locally and it is good for pleasure. Merton intends to improve leisure cycling along the length of the river as well as other green routes already. They are supporting cycle training and cycling events. They were exhilarated by the achievements of top British cyclists in the Tour de France and the Olympics and they will to ensure much wider participation in cycling at every level and Merton in the future. They want to transform conditions for cycling in Merton so that it is as safe and convenient. The politicians want far more people: young and old, male and female, in neighbourhoods across the Borough to be able to cycle to schools, shops, leisure facilities, town centres and local stations without having to jostle with speeding vehicles and heavy traffic. They want physically separate cycle lanes, cycle safe junctions and neighbourhoods that are permeable for

52 cyclists without unnecessary obstacles. They promised a visionary program called mini-holland for which they will ensure substantial funding. It is the job of all of the Involved and town planning and local authority policy making to create a cycle - friendly environment are people, in the end, automatically choose cycling as their default mode of transportation. Good Practice: In Merton they have very well organized training for cycling. They have special training for adult and special for children. The course covers: bicycle care, observation, correct start and stop procedure traffic awareness skills, starting from the side of the road, correct positioning on the road, hazard perception, passing parked vehicles, joining / leaving - side / major roads. Emergency stop, correct use of gears, left and right hand turns, manoeuvring skills. The main objectives of the project are reduction in cycle casualties and to encourage more cycling. It is permanent ongoing project and it is easy transferrable to the other cities. Photo IbikeLondon, 51

53 Success factors Training programs Adult cycle training Future Merton Road Safety Education Team provide free cycle training at beginner, improver and commuter levels. All training is provided within the framework of the Bike ability training scheme (formerly National Standards) by experienced and accredited instructors. This programmers runs from March to November on Saturday mornings at a venue in central Morden, between am pm and sessions last 45 minutes, so it advisable to arrive on time. Due to high demand for this program, we currently offer four weeks of training and after this period you can re-apply if necessary. Practicing skills learnt in your own time will maximize the benefits of this training. We can provide a cycle for you to use if you haven't got your own but we advise buying your own cycle helmet. You must live, work or study in the borough to qualify for these free lessons. Children s cycle training programme They offer free cycle training courses for children in Year 5 (off road), and Year 6 onwards (on road) who attend Merton schools, plus public training courses for children aged ten to eighteen years during the Easter and summer holidays. The On-road course for schools runs for two hours each day over five days and is for children who have already attended an 'off road' course or children who are confident cyclists. This course is assessing children s cycling skill, before progressing to practical on road experience covering: traffic awareness skills starting from the side of the road correct positioning on the road hazard perception passing parked vehicles joining / leaving - side / major roads. At the end of the course children receive a certificate if they have 100% attendance and the parents receive a report stating if the child is considered competent to ride on the road, or if further practice is required. 52

54 The Off-road course for schools course runs for 4 hours and is playground based and it covers: bicycle care observation correct start and stop procedure emergency stop correct use of gears left and right hand turns manoeuvring skills. Children's understanding is checked at each stage and trainers use a combination of formal instruction and appropriate 'games', where children can practice their new skills. Transferability: They have such programs all over the UK. The practice is easily transferable to any other city regardless of the size, only the number of locations of schools is correspondingly. For better performance and support to the programs subsidies from the state are recommended. Related link: National Centre for Safe Routes to School, Starting a Safe Routes to School (SRTS) program is an opportunity to make walking and bicycling to school safer and more accessible for children, including those with disabilities, and to increase the number of children who choose to walk and bicycle. On a broader level, SRTS programs can enhance children s health and well-being, ease traffic congestion near the school and improve air quality and improve community members overall quality of life. The steps outlined in this section are meant to provide guidance by providing a framework for establishing a SRTS program based on what has worked in other communities. Some communities may find that a different approach or a reordering of these steps works better for them National Centre for Safe Routes to School, 53

55 5.4.8 MMS Good Practice Cycling Competition in the City of Gdynia I cycle to work, and you? Country: Poland City: Gdynia Cycling modal share: 1% Funding: 7500 municipal founding Responsible authority: Contact data: Municipality of Gdynia, Roads and Green Areas Management Katarzyna Sierpińska Inspector k.sierpinska@zdiz.gdynia.pl Website: file:///c:/users/polona/downloads/study_3580_en.pdf 479&sspn= , &t=h&hnear=Gdynia,+pomorskie&z=11 Gdynia is a city in the Pomeranian Voivodeship of Poland and an important seaport of Gdańsk Bay on the south coast of the Baltic Sea. (Wikipedia). Gdyinia, Sopot and Gdansk have practically become one big city. Picture Cycling in Gdansk Bay district The basic aim of the cycling competition I cycle to work, and you? is to encourage employees from Gdynia's companies to cycle to work more often. Other very important aim was to show that a bicycle is not only for recreational purposes but also for daily commuting. Success factor: Within the competition the surveys were carried out among the new employees. The results showed that there are approx. 30% of people willing to shift towards bicycles. Because of the potential they decided to continue the project and create not only pilot project but a continuous initiative. So it become an annual competition organized by Municipality of City Gdynia and Roads and Green Areas Management. 54

56 The process of planning the competition was longer than they expected while: creating the competition website, creating rules for the competition, inviting Gdynia's companies to take part, public procurement, choosing the marketing agency, organizing awarding ceremony during the Car free day and setting the start of the competition. There were some problems with underestimation of number of participants willing to join the competition while data was collected among participants by surveys, with "control" questions, which aimed to check the reliability of answers and to motivate leaders (people who already cycle to work) and beginners (people who just start cycling to work). Some inhabitants felt excluded because only employees of Gdynia's companies could have taken part and because of the participants' limit as 45 companies took part in the event, 400 employees rewarded and ca people biking to work. By the Gdańsk Cycling Infrastructure and Promotion Project the most people interviewed by research groups considers that lack of cycling facilities is a primary reason they do not cycle. And there apparently is a vast pent-up demand for cycling in cities as every fourth person expresses readiness to cycle to work. The awareness raising and public participation campaign is self-explanatory. 22 Good Practice: The cycling competition I cycle to work, and you? in Gdynia was introduced by EU Project SEGMENT. During the SEGMENT project competition was organized by purpose to change employers attitude towards more eco-friendly travelling and also organizing cycling competition is relevant to city s strategy, which aims to improve cycling (city carried out BYPAD certification in 2013). Based on the surveys and data, it can be noticed that the cycling competition was effective: it encouraged employees to cycle more often to work (68% admitted that they cycle to work more often than "before" the competition), participants cycled km, they travelled 7646 times to work by bicycle, they saved 19.5 t CO2e comparing to car trips and saved about on petrol. Bike to work campaign: 45 companies took part in the event, 400 employees rewarded approximately 1195 people biking to work 22 Cycling infrastrukture in Poland, 55

57 Relevant link: Transferability: The similar competition can be easy transfer to any other country ant to any other city while in many European cities it is very common to have similar competitions. This toll as a soft measure of mobility management strategy can significant contribute to the changing of travel patterns and to the progress of cycling in the city. 56

58 5.4.9 MMS Good Practice Autochodzik Road Rally Education in the city of Gdańsk Country: City: Cycling modal share: 2% Poland Gdansk Funding: About (together regional and private founds) Responsible authority: Contact data: Road and Greenery Management, Organizational Unit of the city of Gdansk Agata Lewandowska Specialist for traffic engineering Website: Gdansk is a big city with inhabitants on 262 km², what means density of 1757 inh/ km². There are a lot of young population in kindergartens and schools and they put a lot of attention on their young traffic education. Children easy learn the important traffic rules by the game and soft competitions. They enjoy kind of events where they can show their skills to their parents. Autochodzik Road Rally is permanent ongoing regional educational project in city of Gdańsk organized by Road and Greenery Management. Other bodies involved are Municipal police, Gdansk City Hall Educational Department and Centre for Teachers' Education. Autochodzik means bicycle without pedals 57

59 Success factors: Project aim is to educate children in the kindergartens and nursery schools in city of Gdansk and to implement of the various stages of the program in educational institutions. In purpose of educating want to reduce the percentage of children which are transported in car seats and increase percentage of children traveling to school / nursery walking, cycling or using public transport. Stakeholders involved are schools and kindergartens (teachers) and Municipal police. Target participants are teachers, children 4-8 years old, parents or careers. The action is a part of Road Safety Improvement in Gdansk Gambit. The main purpose of the education is to prevent: low driving culture, breaking traffic regulations, large number of incidents caused by speed driving and using big car share in home-school travels. The case is trotted as a Good Practice because of: using Educational administration and regular monitoring and contacts with schools direct education of teachers and children and indirectly parents regular control by the project coordinator new active mobility program for children 3-6 years old and for teachers and parents was created promoting active mobility and PT decrease of traffic offences increase of walking and cycling to and from school/kindergarten Diagnosis of the problem based on Gambit; target group specification which did not have any traffic education before, specific tools and methodology, preparing time and themes agenda for actions, choosing partners (160 delegates). There were some problems by legal authorization for expenses and way of distributing materials at schools, lack of support of the Mayor during the implementation of the program regarding financing of support by external entities (lack of proven procedures and formulas for funding) and lack of guidance in build year-round mobility programs for young children. They found out the need for the training teachers as leaders and instructors of the program and that the program must include the entire school year during which should be organized to encourage equity & events. Transferability: The program is flexible within time schedule and with small adoption can be used wherever in any education schedule. Similar programs are implemented in Portugal: 58

60 Relevant link: children had the opportunity to ride those bikes for a week within the framework of a pilot project implemented in four kindergartens of the Nowy Staw, Cedry Wielkie, Starogard Gdański and Smołdzino communes. The kids could try and learn to cycle indoors and outdoors. Cycling lessons were combined with quizzes, in which everybody was awarded with a small road traffic safety gadget. Particular stress was put on the issue of being seen in the roadway. The bikes have also been used by children on their way to and from the kindergartens. Observations proved that children very easily absorbed knowledge and naturally accept the use of reflective elements on their clothes. Besides that children are an excellent channel of transmission of road safety messages to adults: they draw the attention of parents or tutors to the need of wearing reflective vests or some other reflective elements while cycling on their running bike. At the same time, during the art lessons the children could use an educational package composed of colouring books and cartoons explaining sustainable transport issues. The kids could colour the picture of a bike of their dreams, or paint a picture of a tram, train, bus or trolleybus as they wished. The most interesting pictures were presented at an exhibition organized in the hall of the Marshall s Office of the Pomorskie Voivodship. The exhibition enjoyed a lot of interest among the members of the regional parliament. The motivation of the project resulted from the need to overcome existing stereotypes connected with children cycle training. The traditional approach consisted in starting to ride a pedal bike with side wheels at the age of 5. It appears, however, that in many instances the side wheels produced counterproductive effect, not allowing to develop the natural propensity to retain the balance. Running bikes proved to be an excellent alternative while riding a bike without pedals the child becomes much better prepared to start riding a conventional pedal bike without any problems. The organizer of the My First Two Wheels campaign was the Polish Union of Active Mobility (PUMA) an association, which aims to improve the conditions and promote active mobility, i.e. all forms of daily transport modes which use natural human energy, such as walking and cycling by themselves or in connection with public transport My First Two Wheels an educational - promotional campaign for kindergartens, 59

61 MMS Good Practice Introducing the 30 km/h zones in the city of Gdansk Country: City: Cycling modal share: 2% Poland Gdansk Funding: City budget 3000 zloty Responsible authority: Contact data: Municipality of Gdansk Tomasz Wawrzonek Officer Website: file:///c:/users/polona/downloads/study_3356_en.pdf Gdańsk is the historical capital of Gdańsk Pomerania and the largest city of Kashubia. The city was close to the former late medieval boundary between West Slavic and Germanic seized lands and it has a complex political history with periods of Polish rule, periods of German rule, and extensive self-rule, with two spells as a free city. (Wikipedia) 24 The Gdansk municipality traffic management, following the example of the best practice of city of Graz, introduced the 30 km/h zones in the Old Town of Gdansk. The beginning of the project was in the year of 2011 it is a permanent ongoing project as it is a part of the Master Strategy "Mobility Gdansk". Stakeholders involved in the project are Community Facilities Management City Hall department, Road and Greenery Management and Gdansk s Police. The main reason of the speed restriction was in high rate of traffic accidents in the old town, with aim of road safety improvement. There were some difficulties with lack of inhabitant s approval, political determination, city authorities understanding in the beginning. The biggest problem was to convince citizens about such solution benefits, to break stereotypes about harmfulness of slow driving for cars and to change driver s old habits. With the appropriate campaign they succeed to achieve the satisfaction of authorities, residents and users. From that the main lesson learnt is that the implementation should be prepared by raising awareness campaign. Good Practice: The city of Gdansk managed with relatively low costs (city budget zloty) to improve safety on the roads and they intend to continue the implementation of 30 km/h zones in other city districts. Such restrictions will also introduce other Polish cities as Sopot and Gdyinia. The 30 km/h streets makes city more liveable!

62 Transferability: The project is transferable to every city with no need to adopt the Good Practice to local circumstances (traffic regulations are the same in the European countries) and it is an effective and cheap solution to improve traffic safety and living environment. It is a good instrument to achieve better conditions for cycling and bigger share of using bicycle as a mode of transport. Success factors: 30 km/h speed limits of the streets and zones is one of the most effective mobility management measure which plays a great role to make the urban environment more friendly and to create better living conditions in the city. The city of Gdansk is aware of importance that the streets that are speed limited to the 30 km/h are also more suitable and safe for cycling. Gdańsk- case study, Magdalena Szymańska, Krzysztof Perycz-Szczepański 2013http:// 61

63 Related cities in Europe: The city of Graz was one of the first cities in Europe that find out the model of reducing speed limits in the city zone on 30 km/h. It was a pilot project which achieved great effects and the model was quickly proved to be translatable to the many other cities. The first 30 km/h zone in Poland was implemented in Poznan. In Germany many cities have implemented 30-km/h zones including wide city centres, some of them are introducing 30 km/h even on main through roads. Also the Italian Parliament has received a package of legislative proposals for more Sustainable Mobility, with a 30 km/h default speed limit as central proposition. Other proposals are cycle lanes instead of parking space on the right side of the roads, plus an improved measures for protection of pedestrians. The package has been delivered to the parliament by the Italian Municipalities (Associazione Nazionale Comuni Italiani / ANCI). There is European citizen s Initiative to introduce the restriction of speed to 30 km/h in all of European cities. 62

64 Photo: Centre of Gdansk: Slusznie-n61277.html#fb_id:p0:84230,pozycja:0 Relevant link: Making streets liveable!" European Citizen s Initiative "30kmh 30 km/h (20 mph) limits are an inexpensive and popular way to improve safety, cut pollution and encourage smarter travel choices. They lead to improved traffic flow and less congestion. People can move without fear. Our vision is to achieve these benefits for the whole of the European Union. 30 km/h shall become the standard speed limits for villages, towns and cities with local authorities being able to decide on exemptions. Therefore, we will set the agenda for the European Commission. Therefore we organized a European Citizen s Initiative - a fascinating, brand-new policy instrument in the European Union. We are determined to make every effort to collect the more than 1 million signatures needed within one year from at least 7 different member states of the EU. 25 ECI to build on European Parliament support for 30 km/h - Making Streets Liveable! Our network now has 76 partner organizations in 18 EU countries: nearly twice as many as at the beginning of our campaign. Since new partners joined recently, we believe that more are still to come. The ECI was just the beginning! Heike Aghte is the campaign coordinator for the ECI 30 km/making Streets Liveable. There is Online Collection of data with final figures ECI to build on European Parliament support for 30 km/h - Making Streets Livable! 63

65 November 2013 the ECI Campaign is given in table below: ECI to build on European Parliament support for 30 km/h - Making Streets Liveable! 64

66 MMS Good Practice Open one way streets for cyclist in both directions in the city of Jena Country: Germany City: Jena Cycling modal share: 11% Funding: It is a part of general Traffic Plan the measure is low cost Responsible authority: Contact data: Municipality of city of Jena Ulrike Zimmermann Traffic expert for Cycling ulrike.zimmermann@jena.de Website: 6b4ef1:0x27147d8c414a b4ef1:0x27147d8c414a3703 Jena is the second largest city in Thuringia, Germany, located 70 kilometres SW of Leipzig, 170 km North of Nuremberg and 150 km (93 miles) W of Dresden. Together with the neighbour cities it forms the central metropolitan area of Thuringia. Biking in Jena is getting more and more popular since the construction of quality cycle tracks began in the 1990 s. For tourism serve the Saale bicycle track and the Thuringian city string track. Both connect points of tourist interest. For inner city every-day traffic exist some cycle lanes along several main streets. Nevertheless there are in comparison to other cities in Germany deficits. Despite the hilly terrain in some parts, Jena is a biking city, caused by the many students. (Wikipedia) 27 Picture Modal share in the city of Jena in comparison with other German cities City of Jena recently worked on the project for improve connectivity for cyclists. The project was lidded by Municipality of Jena and AG Fahrraderkehr: Planning road traffic authority department. Basically Jena is the City of cycling while the share of bike using is 10.6 %, so the main task was to find the way to make the city areas as much as easy accessibly from all points. The project is a part of development of old streets

67 "Radverkehrskonzept Jena Fortschreibung 2012", so costs are difficult to separate, but anyway the traffic measure is low-cost character. The main problem was not money but to organize the campaign to get the awareness of the residents and local authority and the education to ensure traffic safety for cyclists. Development of the bicycle share in Jena Modal Split Jena SrV 2008 Development of the accident with cycling participation in Jena Radverkehrskonzept Stadt Jena: content/uploads/2013/01/12_1772-bv_rvk-2012-textteil- Entwurf pdf Enabling cycling in the opposite direction to the one-way streets offers greater accessibility of bicycle traffic and a significant advantage in terms of travel time, comparing to using the car. This traffic measure is more appropriate to carry out only on low traffic-flow roads within settlements, which have an additional speed limit of 30 km/ h and where an alternative route for cyclists is too traffic and too dangerous. By implementing such measures can markedly increase the immediacy of bike access with suitable shortcut. This traffic measure can significantly improve the connectivity but this kind of traffic management must be carried out in a planned and systematic way. Studying the traffic flows proves that cyclists often use a oneway street in the opposite direction as a shortcut, despite the ban. In terms of traffic safety on the roads where we detected a greater number of detours cyclists rides in nonregular use (wrong direction), it is better to allow this action and by required signposting warn the drivers to expect cyclists also in contra way. It means that then the drivers put attention to presence of cyclists in both directions on one way streets. Transferability: Many European cities already use this principle in the city while it ensure shorter and more direct ways for cyclists and it is an effective cheap way to improve connectivity. The good practice is transferrable for most of one-way streets if minimum requirements like width of street are provided. They already use it also in the cities in Poland and Slovenia. 66

68 Good Practice: GP helps to connect in an easy way existing cycle paths with low costs of only for signs and it includes basic principles for the integration of cycling traffic into city planning. Although at first glance this kind of traffic measure looks dangerous, but the results of the gradual implementations in foreign cities show a number of advantages and security management of such riders, so in certain cases it is an acceptable measure. Success factors - Benefits of the measure: - driving speed of the cyclist and a motor vehicle can be adapted to the situation, since both have a constant visual contact; - in the case of overtaking the cyclist the driver must strictly observe the speed limit; - the designer must carefully consider all of the circumstances before decides for it. It should be noted that the possibility of conflicts increases if the users don t respect the rules. - all such special solutions is at the level of each city to be introduced systemically (City Transport Policy), because only by road users aware of the arrangements they are recognizable and accepted as normal. Photo Ulrike Zimmermann: City of Jena 67

69 MMS Good Practice City of Braunschweig open blind streets for cycling Country: City: Cycling modal share: 21% Germany Braunschweig Funding: Responsible authority: Contact data: It is a part of general Traffic Plan the measure is low cost Municipality of city of Braunschweig Dirk Heuvemann Traffic expert for Cycling dirk.heuvemann@braunschweig.de Website: &spn= , &dg=feature Braunschweig or Brunswick, is a city located in the state of Lower Saxony, Germany. It was a powerful and influential centre of commerce in medieval Germany. (Wikipedia) German city of Braunschweig in Niedersachsen region is cycle city with recent share of cycle use in 21%. To improve the connectivity for cycling they started the project to open blind streets for cyclists if there is enough place to pass through. The cyclists use that roads in this way anyway - allowed or not, but the city of Braunschweig took the systematic approach to rearrange these roads on the way to ensure the basic traffic safety. The general aim was to improve connectivity for cyclists. To ensure transportability and connectivity for cyclists the parking cars and other barriers should not be an obstacle on their way. Also the end of blind-street must be designed to ensure the minimum width of the free cyclists profile, as to allow bike ride, but not possible to go through by car. Recommended is speed limit 30 km/h. By educating and other similar methods it should be minimized the possible conflicts with walkers. It is a permanent ongoing project. Good Practice: The traffic arrangement is nominate as a Good Practice while it was advised by residents, it is low-cost traffic interference and it s easy to implement it. Those streets are perfect cycling shortcuts while the driving speeds are low and the proposed solution rather effect to expand the city cycling network. While they goes for the driver's at a dead end no more, for cyclists and pedestrians they are already often an attractive abbreviations away from densely travelled roads. Since 2009, an official flag also in Germany has been introduced, which permeable dead ends can be marked for cyclists and pedestrians they discuss on professional level. Transferability: It is easy to find possible blind streets in any city and it is easy transferable to other locations and to any other city. Most of the cities do not pay special attention to this case, therefore the publication of this case is useful to make traffic experts to think about it in their city as well. 68

70 Translucent dead ends Photo of the sign that on blind streets allow cyclists and walkers to go throe, In the summer of 2010, the ADFC launched an interactive campaign with which Braumschweiger can cycle thru the dead ends of the streets that are marked as such. We have received numerous letters that have facilitated our work significantly. As a result of the action we were able to gather more than 200 permeable dead ends that are not marked as such. The ADFC presented the City Council an overview of available points at which permeable dead ends are not labelled as such. Together we discussed various options to identify these dead ends accordingly. In the summer of 2012, the signs were then exchanged in a nationwide campaign. The recent improvements are currently being conducted. Especially for non-local knowledge cyclists or cyclists is therefore a significant added value created. The new signage will meet the needs of cyclists as equal road users finally meet. The ADFC Braunschweig thanked all citizens who took part in the action as well as the city council that they accepted to this issue and has found a best solution. 28 ADFC was active before 20 years Photo of the sign from before when cyclists and walkers can t go throe, Already in 1988, 230 dead end signs provided along with the Braunschweiger. There were numerous forums and actions with additional stickers of ADFC lounged to identify their permeability for cyclists. Much

71 of the label has been removed, however, has faded or simply no longer exists, since the signs were installed and these stickers are now thankfully in Brunswick no longer necessary. 29 Success factors: Especially for non-local knowledge cyclists or cyclists is therefore a significant added value created. The new signage will meet the needs of cyclists as equal road users finally meet. The ADFC Brunswick thanked all citizens who participated in the action, and the city council that they accepted to this issue and has found a best practice. Photo Ulrike Zimmermann: city of Braunschweig

72 MMS Good Practice Pilot project for common bus- cycle lanes in Athens Country: City: Cycling modal share: 2% Greece Athens Funding: Responsible authority: Contact data: n/a Central Government, Municipality of Athens Thanes Lasts Professor Website: Athens is the capital and largest city of Greece. Athens dominates the Attica region and is one of the world's oldest cities, with its recorded history spanning around 3,400 years. (Wikipedia) Athens is an old city and in the past the urban and traffic planners didn t put much attention to reserve the space for the construction of separate bike surfaces. The city is also hilly in some areas, so the existing conditions, except weather, are not too good for cycling. Anyway due to lack of existing cycling infrastructure and lack of space for implementation the new separate cycling surfaces the city of Athens decided to perform a pilot project for common bus- cycle lanes in order to estimate the impact of bicycle traffic functioning together on the facilities (lanes) reserved for public transport. By Central Government permission the Athens Urban Transportation Organization with cooperation of some private and public Companies start with the project in 2011 and after completed it the increase of the number of cyclists in the city was find out. The recent modal share in benefit of cycling in Athens is only 2% but only to set the goal to improve conditions for cycling can be expected consequently increase of them. The city of Athens is on the hilly relief position, so the driving speed of the drivers as cyclists is a problem. At the beginning there were some difficulties with: lack of public awareness opposition from the bus drivers opposition of the road users Success factors: Even due to innovative traffic solution for the Greek driving culture and due to the lack of infrastructure, space and money, the output of creating common bus-cycle lane was considered as good practice at the end. Increase in the number of cyclists was 40%. Anyway the knowledge and driving culture concerning cyclists is also very important by the traffic safety results. First attempt was put on to have common lanes in main roads. 71

73 There were also problems with: selection of the routes (priority) rules for use of common lanes for cyclists and buses (regulations) allow a combination of travel (bike on the bus line, only in certain time of the day (allowed specially specific on hours during rush hour) Good Practice: All the special bicycle traffic arrangements can work successfully if implementation of them always base on the principles that they are recognizable, identifiable, safe and comfortable. If the problem to place the new cycling surface is due to poor urban planning, oversized population density, narrow streets, congestions, narrow links and spots etc., like in Athens, the solution with using common bus- cycle lanes can be good practice only if before implementation we first properly prepare all users on it (campaigns, TV, internet, advertising etc.). Very important is that the traffic arrangement become the part of the traffic system in the city (arrangement at a single location or only a few locations can be dangerous because the people do not expect it and they are not prepared on it). There is necessary to put clearly marking of it and that all participants strictly follow the traffic rules. It must be ongoing project while monitoring helps the traffic experts to improve the traffic arrangement periodic. Related link: The common bikes in bus lanes in Athens (Report from ), The bikes are able to move throughout the day in bus lanes parallel flow with traffic, located within the ring, in a decision signed by the Minister for Infrastructure, Transport and Networks. This setting applied tentatively from 20 June to 18 September 2011, to assess the impact on the functioning of lanes reserved for public transport. Bicycles should move at the right end of the bus lane, in a single verse next to the curb of the road, without making manoeuvres, allowing sufficient space for the movement of passing Mass Transfer, and the other vehicles on the allowing traffic to bus lanes. Cyclists have to comply with the traffic regulations and have to give absolute priority to public transport and other vehicles. They have to bring appropriate equipment, as well as proper labelling on bicycles, so be safe and separate their movement, especially at night. Drivers of all vehicles which are allowed to ride in 72

74 bus lanes, must respect the provisions of the Highway Code, particularly as regards the permitted speed and manoeuvres and exercise particular caution when encountering cyclists on their path. 30 Transferability: Also in some other countries in different cities they adapt the principle of bikes on the bus lanes. In some cities the regime is limited by ours, by other not. The traffic signs give information were in the bus lane during its hours and day of operation you can move by bike. Outside these times the bus lane is open to all traffic. A bus lane which states At Any Time or has no hours of operation on the sign operates 24 hours a day, 7 days a week. A sign with hours but no days operates 7 days a week. This kind of traffic case is very popular to use in some cities in UK and in some cities in Germany. It is not using in Poland, Italy and Slovenia while it is not recognized by the regulations. The measure of common bus lanes and bike lines is not easily transferable but if decided to use it, it needs to be supported by strong campaign and awareness. It is obligatory to regularly monitor the data on traffic safety. If it is necessary to depart from the rules, the designer must decide about specific solutions in the proper sense to ensure the traffic safety. In such cases, it is the best that designer consult with Audit experts to take a joint decision Categories: Communication, activities,transportation, government initiatives, the Ministry of Infrastructure, Transport and Networks, 73

75 MMS Good Practice Bike Sharing System in city of Grevena in Greece Country: Greece City: Grevena Cycling modal share: <1 % Funding: Responsible authority: Contact data: n/a Municipality Agency for development AnGre S.A. Kostas N. Petrakis Transport planer kostas.n.petrakis@gmail.com Website: na &utm_content=news&utm_campaign=rssfeed&u=http%253a%252f%252fgreece.greekreporter.com%252f2014% 252f02%252f06%252fbike-sharing-system-in-greek-municipalities%252f&c=Bike+Sharing+System+in+Greek+Munici Grevena is a town and municipality in Greece, capital of the Grevena regional unit. It lies about 400 kilometres from Athens and about 180 km from Thessaloniki. (Wikipedia) In the small Greek city of Grevena in the region Dytiki Makedonia they made a feasibility assessment of bike-sharing system in the year of The feasibility study was made by Angra SA in coordination with Municipal agency for development and it was supported by user associations and other professional associations. The feasibility study showed a very favourable cost-benefit ratio, a low-risk implementation process and a presumably positive intention of the potential users. This is a permanent ongoing project for the whole urban city centre area. Good Practice: Municipal Administration plans are to carry out a series of measures to achieve a change from car use to the more sustainable modes of transport, such as bike is. Bike-sharing scheme is the first such action in the city of Grevena for which they were successful. The idea generated by the CIVITAS Initiative and it is a part of the CIVITAS cyclist network. That s why it is a good practice while study assessed the feasibility of the system in parallel with a proposal for a bike network. CIVITAS Forum counts 200 members. The main aims of the project were to: reduce the use of cars introduce bike for short urban journeys improve environmental conditions and quality of life There were some difficulties with lack of implementation resources, experiences and data whether the municipal authority intends to implement the project. A lot of improvisation was occurring but anyway the assessment proved to be highly promising and low-risk, so the project had political support and money for implementing of the project was no problem. At the end the project achieved an average social acceptance and they will continue with the expansion of the project. 74

76 Photo bike sharing system in Grevena Some municipalities in Greece have already launched a bike sharing system in order to improve the daily life of the citizens and protect the environment. Bike Sharing Systems are electronic, automated systems that offer short-term bike rental. The bikes are provided from special automated stations which are located in various public spots. The citizens, after filling out an application, receive a user code which they use to unlock the bike from the automated stations. Then, they can use the bike and simply return it to the nearest special station. The performance of the system and the security against vandalism is highly dependent on appropriate location of the rental station (must be placed at frequent lighted locations). Transferability: The arrangement with setting the Bike-Sharing System is transferable to all Greek medium-sized and small cities and also to the other cities in other countries as it is in some of them already done. From practice, it is seen that the problem is maintaining of the system while there are some cases in Greece that it doesn t work well. Most CYCLECITIES Project partner s countries are already aware of benefits of Bike-Sharing System only Poland is not so familiar with it. Also Athens doesn t have their own Bike-Sharing System jet and maybe they should think about the eclectic one. Photo Polona Andrejčič Mušič Well working Bike-Sharing System in Paleiros Not well maintaining Bike-Sharing System in Vonitsa 75

77 MS Good Practice Genoa Bike Sharing System Mobike Country: Italy City: Genoa Cycling modal share: <1 % Funding: Responsible authority: Contact data: Municipality of Genoa Luca Lazzoni Technical Officer llazzoni@comune.genova.it Website: Genoa is the capital of Liguria and the sixth largest city in Italy. The city's bus and trolleybus network is operated by AMT (Azienda Mobilità e Trasporti S.p.A.). There is also the Drin Bus - demand responsive transport service (DRT) that connects the hilly, low-density areas of Genoa. ( In the year of 2008/2009 the Municipality of Genoa, the Public Body Mobility planning and management, Genoa Parcheggi Spa in cooperation with Ministry of Environment have carried out the project of Genoa Bike Sharing System Mobike. It is a permanent project supported by Cycling Associations about the system which provides shared bicycles for citizens in the city centre of Genoa which were prepared tendering procedure to find a subject to realize the system and adopted the definition of sites where to install the six stations. It was funding from the Ministry of Environment. In the beginning the project had lack of public awareness. The level of cycling in Genoa is very low, even compared to other cities in Italy and Europe with similar geography and climate. There is particularly no interest for biking. The city council had to do something to make residents more interested in this type of transport in the beginning at least in the city centre. The Bicycle Sharing system was set up in 2009 using Electric pedal assisted cycles in order to promote cycling and to cover the small and medium daily routes within the city. Currently the network consists of six stations to lend and return sixty bicycles distributed throughout the system. In the same period (2008) was inaugurated a 2.5 kilometres long shared path (with pedestrians) between Caricamento Square and Matitone building. This infrastructure meets, along its path, three Bike Sharing parings and development of six kilometres of new cycle paths. Users must acquire a yearly membership which costs forty Euros. To rent a bike one simply swipes the contactless RFID-card at a service station to be personally identified by the system, which then unlocks a bike from the support frame. Good Practice: The Genoa s project is a good practice while they practically start from zero base and they start the establishing of bike sharing system alongside with construction of cycling facilities. While the bicycles are electric it is good solution for the hilly towns with nice weather conditions like Genoa is. 76

78 Success factors: In Genoa traditionally cycling is not even considered as an alternative to other means of transport. The City Council find out that is the nuisance due to environmental, cultural and social requirements supported by the European Community and as well as nuisance to follow the development of all other ongoing Italian cities that have done this much earlier. This experience shows that is possible to think in a different way and gives people the opportunity to try something new and it shows that even in a city traditionally hostile to cycling it is possible to realize a bike sharing system. The system permits people to move using a fast, economic and flexible means of transport. The system is innovative while for the first time in Italy, uses are using Electric pedal assisted cycles. The weakness of the system is that the maintenance of electric bicycles is quite expensive. Transferability: The GP is transferable wherever need for it is, but it is not necessary to use it in all hilly cities while some cities in Slovenia are lying next to the Alps but people cycle anyway. They use the Electric Bike Sharing System also in Lisbon as they entry into action the first system this spring. It has 300 machines ready to ride among the waterfront and around the Lisbon. Maybe Athens should think about it as well. In both cities as in Genoa the season for cycling is almost all over the year, what isn t in the area next to the Alps. 77

79 Photo Genoa is hilly, Bike Sharing System - Relevant links and information: There is a worldwide list of cities with bicycle sharing system and the basic information about each of it at the webpage: As at April 2013, there were 535 schemes worldwide, in 49 countries, including 132 in Spain, 104 in Italy, and 79 in China. The total fleet comprised 517,000 bicycles. This is a sharp increase from 2008, when there were 213 schemes operating in 14 countries using 73,500 bicycles, and 2011, when 375 schemes operated 236,000 bikes. There are many cities involved in CYCLECITIES Project (Athens, London, Ljubljana, Leipzig etc.) but unfortunately Grevena and Genoa is not on the page. The suggestion of the CYCLECITIES Project is that they provide the update of info-page. 78

80 MMS Good Practice Cycling project Start moving to let your bike in the city of Pisa Country: Italy City: Pisa Cycling modal share: 17% Funding: about 4 Mio up to 2014 Responsible authority: Contact data: Pisamo d.p.a. Marco Beini Technical staff - Architect bertinim@pisamo.it Website: Pisa is a city in Tuscany in central of Italy. It is the capital city of the Province of Pisa and it lie on the right bank of the mouth of the River Arno on the Tyrrhenian Sea. The city is also home of the University of Pisa, which has a history going back to the 12th century. (Wikipedia) 31 While Pisa is very nice touristic city and it hosts a lot of students they decided to improve cycling for everyday use to come to the university, to come to the city centre or to make a trip around sights of the city. The authority responsible for planning and implementing the project is Pisamo s.p.a., an in House municipality's Company. Main purpose of the project is to improve cycling mobility and to influence to change of modal split in favour of cycling. The traffic situation in the city was unsafe and unpleasant for cycling, they simply had to do something

81 Good Practice: The criteria of choosing this project as a Good Practice are social and its positive effect on the environment. In Pisa in 2007 they established the first Bike Council in Italy, they set up a Bike office. Within the project they have new viability requests with aims to implement new bike lanes and bike facilities at train station, to improve parking spots and to start running the bike sharing system. It is a log-last project with annual budget around They started with informational campaigns for more bike sharing, more secure parking spots and better conditions for cycling. At the first stage there were some problems with support of citizens, cultural resistance and there was lack of coordination and benchmarks but after persistent work then they found out a huge improvement in interest of politicians. Demonstration video of bike sharing system in Pisa, Success factors: The main success factors of the project are increasing modal split on cycling, decreasing bike accidents and thefts. They set an Anti-theft bike-marking since 2008 and they we got the Euro-mobility award in 2010 bike-friendly city. Pisa simply just cycling, Transformability: The case is easy transferable to the any similar city. In cities with very varied terrain is Bike Sharing System even recommended while because of major ups and downs people do not cycle on long distances but they rent a bike for errands in the city centre. Opportunity to take bicycle for 30 min for free is a great incentive for cycling in the city. 80

82 MMS Good Practice Push&Pull strategy to leave the car at home, Technical University Graz- Austria Country: Austria in cooperation with Greece City: Graz Cycling modal share: 16% Funding: Responsible authority: Contact data: about 2 Mio up to 2014, own funding from parking revenues Technical University Graz - Austria Karl Reiter Researcher, External Expert reiter@fgm.at Website: 2!3m1!1s0x476e4a85f4e37df5:0xd29f775fa43b2b59 City of Graz in Austria is certainly one of the friendliest places for cyclists. In the past the Technical University of Graz had problem of chaotic car parking at university ground and there was no incentives for green modes. Success factors: The project wish to reallocate car parking space for human cantered activities and green modes and to motivate to a modal shift. The target group was the university staff, students and society by less car commuting. Pre-study steps: Information and expertise gathering potential analysis for potential mobility management interventions Development of a Mobility concept to be used also for national co-funding approval Project detail planning with cooperation partners and consultants Description of the next steps: Implementation of paid parking and use of the income for mobility management activities Incentives for cyclists (parking, subsidized commuter bikes, bike repair service etc.) Incentives for PT users (subsidized tickets) Monitoring and Continuous improvement Within the project Road code and the tax low restriction (for subsidies) were taken into account. The main problem was to carry out the mobility management activities in a high quality and not neglect all the other activities of a facility manager and to manage the big demand of free of charge bike service. This was every year slowly expanded. Achievements of the project: Reduction of car parking places from 1600 to 740 Paid Parking on University ground 1000 high quality bicycle stands with roof at university ground 1000 company bikes 81

83 Unexpected achievements: Increasing of the bike service days was unexpected high. The project has clear support of the top management for the work of the facility manager who is also the everyday bicycle user himself. Short planning phase and fast implementation steps: to set up of a financial self-sustaining system by using the income from parking for mobility management The Push & Pull approach works very efficient and increases especially the number of cycle commuters Proceed with the action (more company bikes more bike stands etc.) new measures like the opening of a university kindergarten equipped with training bikes to support the other universities in their mobility management activities Good Practice: The case is being a Good Practice because it is self-sustaining, the approach is easy to understand and implement, because it combines restriction and motivation also on a money flow level and because it changes commuter transport behaviour permanently towards green modes. It is easy to understand and apply. There is no or very little additional money necessary to run the project. Related link: In summer of 2006 the Technical University in Graz started an initiative to prevent the employees from going to work by car. Instead they should use public transport, bicycles or they should simply walk to work. Thereby the university wants to act as a role model to reduce CO2 emission. Now in 2011 ca. 1/3 of all parking permits have been reduced. Background & Objectives: Especially in winter particulate matter in Graz causes huge environmental problems. Small dust particles caused by car traffic derogate the quality of life of the citizens and the carbon dioxide emissions harm the atmosphere. A study showed that half of the employees of the Technical University that get to work by car live very near to their working place. Implementation: First of all several measures such as 300 new bicycle parking racks were taken to motivate people to leave their car at home. After the big success the number has more than doubled to 700 weather proofed high quality racks in Additionally there are another 800 racks available which aren't weather-protected. 82

84 The university also pays about half the price of the half-year or the annual tickets for public transport. Regarding parking management a new system has been implemented. Those who live less than 1.5 kilometres from the university are swayed to leave their car at home because they are not allowed to park their car at one of universities parking lots anymore. Additionally the University introduced parking fees. 20 / month permit to park but no allocated parking lot 15 / month - permit to park for employees with hours employment / week 40 / month - permit to park on a roofed parking space / garage The whole project costs the university Euros but parts of it will be paid by the Federal Ministry of Environment. The main part is cross-sectorial financed by the parking fees. Thanks to the project many things changed. Since 2006 the number of people getting to work by car decreased by one third and the number of people allowed to park at the campus declined from to It is planned to further reduce the permits for parking by more 360 to a total number of 740 parking spaces only by enlarging the radius of 1,5 km to 2,5 km. People living within this zone won't get a permit to park. Currently a business bike model is being implemented with 1000 bicycles and 100 pedicles. All in all the employees of the Technical University save 250 tons of carbon dioxide per year. 32 Transformability: The project was declared as a Good Practice while it was the lighthouse (pilot) project for the 3 other universities in Graz, which are following it now step by step. The Aristotle University of Thessaloniki in line to transfer the knowledge and experiences of colleagues from Graz to Greece, prepared a similar project which promote sustainable mode of transport with an emphasis on cycling. On the web page published survey of travel habits of the two Faculties of Maribor (Slovenia), showing that the choice of means of transport much depends on the location of the institutions. If the location is further away from the city centre, consequently, fewer arrivals are registered by bike. Technical Faculty in the heart of the city, near the residences of students, allowing coming to school on foot and by bicycle, while the location of the High Business School does not allow this to an extent. It depend also on available adequate cycling infrastructure. The results clearly shows how urban planning influence on the choice of means of transport. Choice of means of High Business School Maribor Technical University Maribor transport N % N % Walking 23 17, ,0 Cycling ,0 By car as driver 71 53, ,8 By car as passenger 26 19, ,2 Public transport 11 8, ,0 Travel habits of students in Maribor - Slovenia, Relevant link: UEA University of East England, Cycling Program - Cycling to the Campus,

85 MMS Good Practice Sustainable Mobility Plan at Aristotle University of Thessaloniki Country: City: Greece Thessaloniki Cycling modal share: 4% (for students Funding: Responsible authority: Contact data: Aristotle University of Thessaloniki Ioannis Politis Lecturer Website: The unique city of Thessaloniki is the second largest city in Greece. This ancient city in central of Macedonia region is known for many Hellenistic and Byzantine Monuments, Including Paleochristian and Byzantine churches and other buildings. The city is home to the Largest University in Greece, Aristotle University. A major transportation hub Thessaloniki is easily accessible by a variety of networks. 33 All the above values represent a good base that the city of Thessaloniki wants to become the CYCLECITIE. Campus of Aristotle University of Thessaloniki AUTh which hosts about students and 4000 staff decided to start the project to help the city to promote cycling and to achieve change in the choice of using sustainable mode of daily transport communication. The pilot project started in 2010 and it was completed in The project was exclusively related to a university Rectorate Authorities initiative because of the problem of high usage of cars, no space for alternative ways of travel in the campus, problem with parking and like. The main purpose of the project was changing the travel behaviour of the students and staff and to improve the quality of life in the campus. In the project were involved Rector Representatives, Departments of Civil Engineering, Rural and Surveying Engineering and Architectural Engineering Working staff and students. The duration of the project was 3 years, so the plan contained 3 phases (a part for each year). In the beginning there were some difficulties with lack of data, lack of public awareness and willingness to change the current travel behaviour (e.g. park their car at the campus). Good Practice: This was the first bike-share scheme implementation in Thessaloniki. The project idea is more complex and upgrading project in the next steps also includes the construction of cycling infrastructure. Funding for implementation of bike tracks at the campus should be found also from other sources as it was proposed in the plan. The idea for the project was introduced along the lines of Technical University from Graz and the case is a Good Practice while it can be applied to all huge traffic generators (bigger companies and institutions)

86 Aristotle University (AUTH) System is reportedly a pilot program. It consists of 60 bicycles, and after one and a half months it has already received over 500 subscriptions. Bike sharing system at the Campus of Aristotle University of Thessaloniki Transformability: It is the first plan in Greece for Universities and it is easy transferable to the other area. The basic idea to start of the project was transferred from the Project of Technical University from Graz. The project was presented at Bike conference in Patras. Hyperlink: Related link: The case study - Taken from the TfL's Transport Planning for Healthier Lifestyle, Promoting safer active travel at University Hospital, Lewisham, UK Personal safety travelling to and from work was identified as a key issue in the University Hospital Lewisham s (now Lewisham Healthcare NHS Trust) staff travel survey. The project s aim was to engage with, and reassure, staff of the safety of active travel and to devise a manual that had advice on walking, running and cycling in the hospital s vicinity. For many in urban areas, there is a fear for their own personal safety. This can be a large deterrent for people undertaking active travel modes to access their workplace, shops and other amenities. Whilst no formal evaluation has been performed, by implementing these measures, the Lewisham Healthcare NHS Trust has seen a notable increase in a number of its staff, using more sustainable, active modes of transport to work

87 MMS Good Practice Bike and underground in the city of Athens Country: Greece City: Athens Cycling modal share: 2% Funding: n/a Responsible authority: Contact data: Ministry of Transport persuade the Transport Company Attiko Metro NTUA Thanes Lasts Professor Website: Athens is serviced by a variety of transportation means, forming the largest mass transit system of Greece. The Athens Mass Transit System consists of a large bus fleet, a trolleybus fleet that mainly serves Athens's city centre, the city's Metro, a commuter rail service and a tram network, connecting the southern suburbs to the city centre. The Athens Metro is more commonly known in Greece as the Attiko Metro (Greek: Αττικό Mετρό) and provides public transport throughout the Athens Urban Area. While its main purpose is transport, it also houses Greek artefacts found during construction of the system. The Athens Metro has an operating staff of 387 and runs two of the three metro lines; namely the Red (line 2) and Blue (line 3) lines, which were constructed largely during the 1990s, with the initial sections opened in January All routes run entirely underground and a fleet of 42 trains consisting of 252 cars operate within the network, with a daily occupancy of 550,000 passengers. (Wikipedia) 35 A mass demonstration by bicycle riders in central Athens in October 2005 had some result. From 1/8/2011 after a lot of pressure to the company by the National Technical University of Athens and after a lot of protests from cyclists, finally the company permitted the entrance to cyclists, in order for them to use the underground and the tram. NTUA pressured the Ministry for Transport in order to allow cyclist to carry their bikes in the metro and the tram. The metropolitan permanent ongoing project started at For the implementation and development are responsible Athens Authority in cooperation with private and public Company Attiko Metro. Good Practice: There is lack of cycling infrastructure to cover long distances by bike in Athens. With allowing to put the bicycle on underground tram it was resulting in increase of the number of cyclists. It helps to make cycling in Athens easier and more attractive while greater range become accessible by bike. It raise the awareness on urban cycling. In the beginning there was some lack of consensus between the bodies but at the end the project brought benefit for citizens, tourists and employees. The project is Good Practice while it presents the integrated transport system. It promotes cycling and intermodality

88 The official rules for bicycles on public transportation are posted at the website page: Photo metro in Athens, bikesinmetro But there are still some problems while there is limit of bikes per wagon allowed and the quantity is different by different hours. During the rush hour it is only 2 bikes per wagon allowed. Though bicycles are still not allowed at all on lines 2 and 3 of the Athens Metro, as of November 2005 they are now permitted on the old ISAP electric train line (Kifisia-Omonia-Pireas) during off-peak hours (all day Saturdays, Sundays, holidays; weekdays before 0615, between 09:30 and 12:00, and after 18:30). Only two bicycles per train, from the last door of the last car. Sometimes this is the reason for temperament reaction and wrong behaviour from cyclists. In order to avoid conflicts between cyclists and users of metro-tram it is better to have specific rules and to try to raise the awareness. But anyway according to the Ministry of Infrastructure, Transport and Networks, the response of passengers and cyclists in the first month of implementation of the pilot measure was positive. According to the AMEL, hundreds of bikes over the metro trains in the days to transfer freely without any problems in the operation of the instrument or security of passengers. Athens wants further extension of the measure or the possibility of permanent application. It is impossible to take the bike on the Underground during the rush hour. Photo Underground during Rush Hour, 87

89 Transformability: The system is easily transferable to any other city that has public transport organized by metro or tram and is also suitable for daily coming to the city from the surrounding areas and from nearby villages by putting bike on the train. By train travels also a lot of cyclists because of the travel tourism. The rules must be clear, to be published in a public place and easily accessible to all users. Since 2013 cyclists in Portugal s capital Lisbon are able to carry bicycles on the city s metro trains at any time. Relevant pages: This is a big change in Lisbon compared to the present state of affairs, where bikes were allowed only after 8 pm and on week-ends. Now, Metro de Lisbon, the administration running the metro network, will allow two bikes by carriage free of charge. 36 These measures complement the comprehensive multimode bicycle travel policy which Portugal has been promoting over the last decade, also available at no extra cost on all commuter trains at all times, regional trains, ferry boats, and 5 "bike-bus" routes in some of the hillier areas of the capital city, Lisbon, as well as bike-bus service in Funchal and Barreiro

90 MMS Good Practice Cycling Mobility Plan "Alto Milanese" Country: City: Cycling modal share: Italy Lombardia Region province of Milan 6% bicycle + 6% motorbike Funding: More than 5 Million Responsible authority: Contact data: Municipality of Milano Mariachiara Viscusi Technical staff c.viscusi@provincia.milano.it Website: milanese/ The Alto Milanese is in the region of Lombardy, which includes an area between the provinces Milan, Varese and Como. The Mobility Plan Chassis Alto Milanese born from the desire of some of the municipalities participating in the "Pact Alto Milanese" to promote a study aimed at consolidating an integrated network of cycling routes that can connect the realities of the territory and that it can connect with some external attractors, first of all the Rho/Pero, and the main dorsal cycling identified at the provincial level. 38 For the Cycling Mobility Plan "Alto Milanese" the responsible authority is Province of Milano and the stakeholders involved in the project are Municipalities and Associations (WWF-Legambiente). The project includes Region Lombardy, actually North-West part of the Province with participation of 23 Municipalities. The Cycling Mobility Plan is a part of a wider development strategy and a continuation of another initiative. Deepening of the "MiBici" provincial plan. The beginning of the project was in the year of It is a permanent ongoing project for the planning and construction of cycling facilities in the total financial value of more than 5 Million EUR. Just for project design they spend EUR. The most challenging was to raise funds for the implementation. Good Practice: The basic objective of the project was to connect existing cycling and pedestrian paths and to standardize and improve the signal posting while the existing paths were not connected to each other and they were poor signage. By linking them the cycling connections take place continuously between and in different cities of participating Municipalities. By supra-municipal governance and province coordination the cooperation between municipalities has proved a good practice. Working with a supra municipal governance allows to optimize the use of poor economic resources available and coordinating the implementation of the lanes and the benefit of the project is extension of existing lanes. It was a brand new experience for the Municipalities. 38 Cycling Mobility Plan Alto Milanese, 89

91 Photo Joice Preira, Cycling in the city of Milan, Photo Joice Preira, The municipalities have signed in 2009 a specific Memorandum participated in a series of calls: 1. Notice "Expo Territories - towards 2015"-March 2009 The project was the winner in the Energy and Environment. Enter now, along with the other winning projects, part of the "Projects Expo Park of the territories" and will enjoy a visibility at national and international level, to an accompaniment in the search for partners and / or funding. In addition, together with the other 4 best projects for each thematic axis, will be presented to the management company of Expo 2015 to enable effective coordination with other interventions related to the organization of the Universal Exposition. 2. Call Infrastructural Interventions 2009 Lombardy Region, divided into two groupings: Project for the construction of an integrated system of cycling routes aimed at developing tourism Alto Milanese, presented by the towns of Busto Garolfo (leader), Arconate, Canegrate, Casorezzo, Dairago, Inverness and Villa Cortese. Project "Cycling for waterways Alto Milanese", presented by the Park of Ticino, as leader and the Municipalities of Castano Primo and Cuggiono. On April 29, 2010 was published the ranking of the call: the draft submitted by the aggregation of Commons of Arconate, Canegrate, Casorezzo, Dairago, Inverness and Villa Cortese, led by Busto Garolfo has been found eligible and funded with a 90

92 contribution amounting to EUR 4,937,198.85; the project presented by the aggregation led by the Ticino Park, despite being eligible, has not been funded by exhaustion of available financial resources. 39 Photo ponte sul Canale Villoresi a Vizzola T., Photo Villoresi a Lainate channel, Lucio Andreetto l look at the mappa del Canale Villoresi with all photos, inate1.shtml Success factors: During the project the main task was to reduce the number of conflict points between cyclists and motorized traffic. Practically, this means separating the bicycle and motor traffic where it is possible. Particular attention should be given to equipment of crossings bike areas with other infrastructures, while the designer must also pay particular attention to detail and proper solving the conflict points, which significantly contribute to improving road safety for cyclists and provides increased comfort and satisfaction. Transformability: The Cycling Mobility Plan "Alto Milanese" is more about long distant recreational cycling connections and it is transferable to the other countries which wanted to connect cycling with traveling and tourism as well. The similar principle is described in the following example of good practices from Slovenia, which concerns the development of National Cycling Network of Republic of Slovenia. It entries long-distant, main and regional cycling connections between the cities and villages, which are connected to the city s cycling routes. While the Cycling Mobility Plan "Alto Milanese" is more about recreational cycling connections out from the city and the CYCLECITIES Project is more related to the cycling issue in the cities here is a very interesting relevant urban sustainable traffic link from neighbouring area in Italy: 39 Cycling Mobility Plan Alto Milanese, 91

93 MMS Good Practice National Cycling Network of Republic of Slovenia Country: Slovenia City: National cycling Network goes throe many cities and villages Cycling modal share: There is no data about average (the Ljubljana capital has 10%) Funding: About 50 million in period Responsible authority: Contact data: Ministry for Infrastructure, Directorate for roads Polona Andrejčič Mušič External expert for traffic safety and for cyclists Website: Slovenia is a small country with 2 million inhabitants and with many small cities and villages over short distances. The capital city is Ljubljana with about inhabitants. It lays between the snows covered Alps and the sea, there are many wine hills and valleys, there is the lowland of Prekmurje, and there are secrets of Karst and the Mediterranean influence of the coast. There are many fields, forest and parks, which are without doubt very appropriate locations for tourist-recreational paths. Slovenia would like to open protected areas and countryside for visitors in an environmentally friendly way. Cycling routes cannot rudely invade these spaces so Slovenia is trying to protect and preserve as many values of the existing countryside as possible and so stress the beauty of nature. In this way the country will create a pleasant environment for the future user. The National cycling Network also goes thru many cities. The cycling connections network must assure safe, healthy and comfortable use of the bicycle for meeting all the daily needs of work and living, recreational and sport needs, access to the most important tourist places and natural sight places in Slovenia and farther afield. It has to be designed in such a way that it assures comfort and safety for cyclists and does not affect the environment. Individual areas should be have motor vehicles traffic reduced and the possibilities for relaxation and recreation should be made for inhabitants. Good Practice: The Good Practice case contains a comprehensive strategy for the development of the whole cycling network throughout the Republic of Slovenia. The Good Practice project provides an overview and novation of existing regarding legislation and regulations for the planning, design and implementation of the national cycle network. It requires the basic principles for quality planning and provides the priorities of implementation. The project contains cycling in the cities, as well as connecting them with long-distant cycling connections. Implementing the National Cycling Network has base in Public Act and in Decree on the spatial components. Implementation is financed from the state budget, approved by the Government. For co-financing each of investment are promptly signed a co-funding agreements that have been approved by the Minister. For the possibility of planning investments beyond the medium-term Minister signs the promise letter of intent. The design of the whole National Cycling Network is adapted to the different target groups, each of them having their own special or complex requirements; daily users in towns (school population, workers, shopping users and other), recreational users and tourists and travellers. The car is still the most used means of transportation in Slovenia. About 70 % of daily migrants need less than 30 minutes to commute in one direction. From the research it can be seen that a great potential of walkers and cyclist exists as 18,5 % of migrants travel in one direction up to 14 minutes, which is the optimal time for use bicycle or walking. It means that there is 10, 9 % of unexploited potential cyclists and 92

94 walkers that could choose to travel by bicycle using the existing appropriate infrastructure and safety measures. By the corresponding provision of safer conditions and the provision of basic infrastructure for cycling in the some areas the goal was achieved. Basic policies that affect the optimization of planning dynamics of investing in the construction of the national cycle network are: The estimated National Cycle Network covers approximately km long-distance, main and regional cycling connections. Projected final long-term planning period of performance of the whole network is about 25 years all together. The project started in Construction will take place in phases. Investments in the construction must be balanced. It is necessary to take into account the economic planning measures (spatial possibilities and the available road infrastructure). It makes sense to take advantage of many appropriate existing roads with low average daily traffic and with low-cost measures arrange cycling on them. The construction of bike paths and bike lanes is necessary provided in the cities and villages. Photo Polona Andrejčič Mušič, Cycle lanes in Dravograd, Slovenia Photo Polona Andrejčič Mušič, Cycle route in Martuljek, Slovenia By implementing the efficient National Cycling Network Slovenia intend to: Improve urban and suburban cycling connections Influence the change of the modal split to the benefit of cyclists (daily trips) Ensure the appropriate safety of cyclists Decrease in the negative effect on the environment Ensure the cycling routes connection of the whole state Ensure connection with the international cycling routes Take into account the importance of the market oriented style tourism (bringing visitors to the natural beauty spots of Slovenia) For the successful running of the National Cycling Network is important to enables: Transportation on shorter distances in the cities by bike on distances shorter than 10 km Local travel within and around a number of small villages where topographic conditions it allow Short assembly rides to railway or bus stations which combine cycling with the public transport to come to the city from suburban areas (bike and ride) Recreational cycling areas in the cities or nearby of the cities 93

95 Tourist cycling areas in the neighbourhood of touristic spots (spa, wine roads, castles, villages etc.) in the sense of holiday travelling cycling or one day recreational cycling returning to the starting point International oriented cycling connections linked to the European Cycle Routes Main requests for the realization of the effective cycling network are: Bike Network should be continuous and it should be adapted to the features of the region Cycling links of different categories must be interconnected Rearrangement of appropriate field paths, forest roads or abandoned tracks of other infrastructures into cycling paths according to the national interest Long-distance cycle routes should be linked to the city's cycling network Appropriate cycling infrastructure in urban areas must be implemented to assure the traffic safety Linking the cycling network to public transportation stops, railways and parking spaces Equipping of cycling links with the appropriate additional technical and service infrastructure There is always problem with financing the project especially during the recession. Also were some difficulties with lack of Regulations, problems with the official confirmation of the National Cycling Network Strategy as a statutory instrument by the Ministry, confirmation of Categorization, problems concerning the marking of different surfaces with bike traffic signs (Adapting Rules of the Traffic Signs on Public roads) and with lack of support from Transport Policy in general. The biggest problem is with no data about counting the cyclists, with lack of an integrated and lack of monitoring (Before- after studies). There are some Tender invitation problems and with purchases of land. This forced Slovenia to improvisation of the procedures. Al this generated to incomprehension of cycling problems (some bad, inadequate, cheap technical solutions). Slovenia managed to mitigate the drop of investments by obtaining financial aid from the EU funds and thus intensified government investments in such infrastructure. Slovenian is the main partner for executing of six attractive national cycling project which were co-funded within structural funds by the European cohesion policy in the Republic of Slovenia in the programed period Photo Polona Andrejčič Mušič, Cycling route in Kranjska Gora, Slovenia Photo Polona Andrejčič Mušič, Cycling route in Izola, Slovenia The interest for continuation of the Slovenian National Cycling Network project is presented on all levels. In terms of the cultural situation in Slovenia, its level of social development, and in regard to its strategic and geographic position, where east-west and north-south routes cross, it is both appropriate and necessary to 94

96 design and develop a Network of Cycling Routes. This is being also being done for reasons associated with traffic volumes, tourism, the economy, culture and conservation. In Slovenia, there are approximately 1700 settlements in the total length of 1200 km along state roads, which accounts for a fifth of the entire state road network. There is lack of cycling lanes in many settlements. Slovenia strives for construction of separate cycling tracks, especially in towns where, according to the road safety data, 36 % of all accidents involving cyclists happen on main and regional roads. Outside towns we should construct separate cycling routes or cyclists should be directed from the very busy roads to roads with less traffic. While it was a goal to double the number of trips by bicycle over a period of a single medium- planned period, the number of cyclists extremely raised in last years. Transformability: Project is transferrable to other countries but it is a log- term strategy, so a lot of work and money is needed. The development of cycling in Slovenia has to be guided systematically and experience and models from other countries, especially neighbouring ones that will be connected with cycling routes, should be taken into account. Concerning the European Cycling Network there are three EuroVelo routes planned through Slovenia: EuroVelo Route No. 8: The Mediterranean Route, EuroVelo Route No.9: The Baltic Adriatic Route, EuroVelo Route No.13: Iron Curtain Trail Route The routes are still not 100% approved and signposted but the EuroVelo National Coordination Centre is trying to find the optimal way for travellers under the current Situation

97 Sustrans: European Cycling Network 96

98 6 GENERAL CYCLECITIES PROJECT FINDINGS AND ADVANTAGES OF CYCLING Cycling is a very old form of transport with the first bicycles were appearing in the 18th century. In some countries the bicycle was once a status symbol in society, but later on cars replaced them. In developed European countries, mainly for economic, personal, health, ecological and recreational reasons, the bicycle is making its way back into the transportation system, where it is acquiring a greater role and more importance. Compared to other means of transport, cycling has numerous advantages, and many cities are still not sufficiently aware of them. In many European cities they still do not stimulate and use it sufficiently, therefore this Guidelines will help them to improve modal shift in benefit of cyclists. At the very rapid and steady growth in the number of motor vehicles, recently more and more attention is paid to the negative impact on the environment and road safety. Bicycling allows a bigger range of movement than walking and successfully replaces car rides at shorter distances, particularly around and within settlements. Bicycle is easy and economical to maintain. It is not a major financial burden for the owner and it provides a more free and efficient use of leisure time. It offers more intensive and healthier experience of the environment. Advantages over other means of transport are mainly reflected in the reduction of air pollution, noise and congestion in the city canters specially compared with motor vehicles. Cycling allows the most environmentally acceptable and friendly basic mobility, beside this by bicycle you can come door to door and no expenses for parking are need. All these advantages are even more pronounced during the current times of recession as we are dealing with concerns on how to cut everyday costs and how to run away from excessive stress. Therefore during the recession cycling can be an excellent economical alternative of commuting in daily migration, a very efficient means of relaxation and recreation and a solid contribution to reducing stress and health sector costs. European research shows that an increased level of cycling would, thanks to the reduced healthcare costs and taking into account increased number of injuries and deaths in car accidents due to a higher number of cyclists, enable 10% savings of the annual healthcare budget. People who cycle or otherwise exercise regularly, show less absenteeism at work due to illness. The data show that regular cyclists live longer and stay healthier than people who do not cycle. Influencing on the change of the modal split to the benefit of cyclists has positive effects on environment and energy-saving measures. Bicycle doesn t need any fuel, only the power of the rider. Cycling itself and also accompanying activities offer the new job opportunities while the large number of unemployment is charged out in most European countries. Along with cycling routes, the accompanying infrastructure has to be organized which will stimulate people from different professions to look for new business opportunities linked to cycling. For the successful operation of the city cycling network the cycling maps and tourist guides should be produced. Economic activities linked to this kind of cycling are the bicycle industry itself, bicycle equipment and clothes, bicycle parking equipment, Bike Sharing System, additional services, and the catering industry and tourism. So cycling can also be associated with entrepreneurial opportunities and with tourism. Bicycle traffic must be connected to the rail, bus, tram, underground transport and to all other public means of transport. The Bicycle rentals, service workshops, stands and depositories for bicycles are necessary. 97

99 6.1 Take care for health Recently, more and more people use the bicycle as a daily means of transport and also in free time for recreation because of the preventive - health reasons. Cycling has many positive effect on physical and mental health and well-being, as well as on intellectual abilities. It means vitality and it certainly deserves a more prominent role in our daily lives. The cycling is engaged in a wide range of people regardless of age and social structure. For this reason all National Health strategies are supporting a comprehensive approach to improve traffic safety and conditions for cyclists. From the standpoint of health of the entire population daily cycling is very useful form of movement. Numerous studies in Europe and around the world show that cycling is very beneficial for health. According to a study in three European countries, one-third of health problems and a third of deaths is related to environmental pollution resulting from pollution due to vehicular traffic. In Washington, the study dealt with 600 men and women aged from 18 to 56, which are cycling 16 miles or more at least four times a week, found that riders are physically and mentally healthier than an-cyclists. Regularly cycling reduce the rate of cardiac problems and high blood pressure, chronic bronchitis, asthma, orthopaedic problems, it disorders of the sebaceous glands and varicose veins. A recent English study showed that cycling 8 miles four times a week reduce the chance of cardiovascular disease by half. Health care is to a large extent a matter of individual, but the cost of the health sector burdened society as a whole. People who do something to maintain and improve health, indirectly funded those who do not do anything. Cycling is certainly an easy way of exercise, which is available to the masses. In everyday journeys by bicycle we exercise our way and for many people cycling is the only way at least to do some recreation, without a fundamental change their habits. Cyclists that cycle daily for need: They are cycling for a definite purpose and with a specific destination, such as school, work or shopping. These types of cyclists want to reach their destination as easily, quickly and safely as possible. Research in European towns with developed cycle traffic shows that nearly one half of inhabitants walk or cycle to work, and two-thirds walk or cycle for shopping as well. This is quite understandable because people have most of their businesses in town within a radius of two or three but not more than five kilometres. The facts are that 10% of car journeys in towns are under 1 km, another 11% under 2 km, and that driving to town is nearly always associated with parking problems. Cyclists that cycle for recreational or for tourism purposes: The environment, comfort and safety on the road are very important for recreational cyclists. They cycle to enjoy the environment, either just for the ride or to reach a specific destination. They look for pleasure and they are bicycling in order to spend their free time in the company of friends or family or to do sport. The length of the daily recreational ride is mostly between 25 and 50 km, with a maximum 80 km. This means that such a person is cycling till 5 hours in one daily. Usually the ride is circular, with the shortest way to the destination being unimportant. In spite of this, it is a rule that the longest variant of a course is no more than 20% from the shortest possible route. In the cities and close to them must be ensured green areas that allow cycling for recreation and relaxation. 98

100 Photo Polona Andrejčič Mušič 6.2 Safe time and money On short distances up to 5 km in the city bike is much faster than a car, but due to the traffic jams it is faster also to greater distances. More than 30% of car trips in Europe does not exceed 3 km, half of them are less than 5 km. Every day waiting in traffic jams is a pure waste of time. Diagram 1: Hudson's diagram; different travel time to come door to door in the urban area By the survey in the city of Ljubljana (Slovenia) about 70 % of daily migrants need less than 30 minutes to commute in one direction and a great potential of walkers and cyclist exists as about 20 % of migrants travel in one direction only up to 14 minutes, which is the optimal time for use bicycle or walking. Cycling is 99

101 a great alternative for short trips up to 5 km. Even over long distances in combination with public transport can compete successfully with motorized traffic. Optimal radius to commute by bike Compared to motor vehicles, cycle traffic has a number of saving advantages. There is no waste of oils and other liquids, people can ride a bicycle without using precious sources of energy. Maintenance is cheap and affordable for all social and age groups. With the resources needed to make one car, 70 to 100 bicycles can be made. There is no need to for searching expensive parking spaces. Using a bicycle, you can arrive near your destination and have straightforward parking. Experts have calculated that people in towns could substitute two-thirds of their motorcar journeys by cycling or walking. If cycling is not necessary to spend money on training in the fitness centre. Finally the construction of an appropriate infrastructure for cycling does not require a lot of space and is cheaper than the construction of wide roads and big parking spaces needed for motor vehicles. Photo Polona Andrejčič Mušič 100

102 It is quite clear that companies suffer as a result of heavy traffic, as their accessibility both for their suppliers and for their visitors is impaired. Traffic jams also cost them very dearly of course for the time lost by their own deliverers and, above all, by their own employees. The Confederation of British Industry has calculated that congestion in the London area costs more than EURO 10 billion per year in production and time lost. 41 With more sustainable transport, what means also more cycling, less congestion will be. Of course the greater awareness brings results in the long run. 6.3 Safe space and energy It is estimated that every year various types of transport consume between 20 25% of the world s energy and this significantly contributes to the increasingly high levels of greenhouse gases that continue to be realized into the atmosphere. Statistics show that in 1990 more than half of trips by motor vehicles were shorter than 7.5 km. If cycling would be half of those short trips, the total number of vehicle travel would fall by 5%. This small percentage would cause significant climate changes. Pollution would be reduced, especially because it is well known that the vehicle at lower speeds burned more CO2 and so it cause more pollution on the environment. In Copenhagen for example, cyclists are saving the city 90,000 tons of CO2 emissions annually. On the other hand bicycle "consume" much less space than cars. For comparison, a parked vehicle requires up to 12 times more space than a bicycle, a car moving while consuming up to 30 times more space than a cyclist in motion. Beside the above the traffic safety on the roads would increase (especially in urban areas) due to a significantly different relationship bike/personal vehicle. The following table shows comparison of various transport modes from the ecological viewpoint with private car for an identical journey with the same number of people/km. Table: Base = 100 (private car without catalytic converter) Source: Cycling: the way ahead for towns and cities 41 Cycling: the way ahead for towns and cities, Luxembourg: Office for Official Publications of the European Communities,

103 Photo Polona Andrejčič Mušič 6.4 Influencing on the change of the modal split to the benefit of cyclists Statistics show that the number of people that choose to use bicycles is increasing steadily. A professional and organized approach in this field is necessary. In every city there is an unexploited potential of cyclists that could choose bike to travel if they would have ensured the basic safety measures and the appropriate infrastructure. In the developed European countries the proportion of cyclists is increasing according to the development of the cycling infrastructure. By the European Union s Research&Innovation Program Horizon 2020 under the project EPOMM-PLUS was made a database of the modal share of several European cities. Official start was in October 2011, with data from 150 cities going online ( There are also data about travelling patterns for most of the partners cities for which during the implementation of the CYCLECITIES Project were collected Good Practices on Mobility Management Strategies. In recent years, many cities have set modal share targets for balanced and sustainable transport modes, particularly 30% of non-motorized (cycling and walking) and 30% of public transport. These goals reflect a desire for a modal shift, or a change between modes, and encompasses an increase in the proportion of trips made using sustainable modes. 102

104 6.4.1 Modal Split in the CYCLECITIES project partners cities Country City Bike+ Walk Public Car Motorbike (%) (%) Transport (%) (%) GREECE Athens Thessaloniki Graz ENGLAND (UK) London Nottingham ITALY Genoa Milano PORTUGAL Lisbon POLAND Gdansk SLOVENIA Ljubljana Maribor Ljutomer GERMANY Leipzig Braunschweig Jena Table, Source: Just for the comparison the modal share of bike using as a mode of transport in the cycling developed cities are more than 20% (e.g. Potsdam 20%, Malmö 23%, Amersfoort 25%, Heidelberg 25% and Copenhagen even 31%, etc.). Chart: Modal split of the CYCLECITIES project partners' cities (%) 103

105 Chart: Share of bike use in the CYCLECITIES project partners' cities (%) The CYCLECITIES project Findings: There are large differences in bicycle use between various partners cities. The highest share of bicycle use is recorded in German s cities while they have very good conditions for cycling and tradition in using it. In Slovenia is very common to cycle but the infrastructure is not always the best (missing links). The lowest share of using of bicycles has the small cities Grevena (GR) and Gdynia (PL) where in the past they didn t put much attention to stimulate cycling. There is also lack of infrastructure with separate, well connected and sufficient implemented bike ruts and lanes. In Lisbon a lot of streets are very traffic busy, narrow and they are mostly covered with not well maintained granite pavement which makes difficult to ride a bike. Lisbon (PT) and Genoa (IT) are on the bottom of the scale in bicycle use also because both cities are very hilly and they have difficult conditions for cycling. In the past urban and traffic planers didn t give much attention to the development of cycling traffic and they didn t provide enough space for cycling infrastructure. Other Italian cities are more or less developed by the cycling infrastructure and adverseness to use the bike as mode of transport (Milano bike share is 12%, Pisa 17%). They have an intend to even improve using the bike as a transport mode as the government sign the letter of intent to set a national target of 20% modal share for cycling as well for walking and public transport. UK and Poland are doing much on traffic education in early stage (kindergarten and schools) and on implementing of safe cycling infrastructure, so they have great prospects for the development of share the use of bicycle as a means of transport in the future. Recently, Greece made substantial progress in terms of stimulating bicycle traffic. In many Greek cities were installed Bike Sharing Systems. Photo Polona Andrejčič Mušič 104

106 6.5 Improve traffic safety for cyclists More than one million people around the world die each year in traffic accidents. The European Road Safety Observatory made an overall research which explores the characteristics of cyclist fatalities. This fact sheet explores the known characteristics of cyclist fatalities. Cyclists, while relatively small in proportion with respect to motorized vehicles, have a high level of vulnerability, creating a significant need to better understand the characteristics specific to this user group. A good insight into the problem provides an opportunity to improve the safety of this cheap, convenient and environmentally safe mode of transport. Bicycle fatalities make up 6,8% of the total number of road accident fatalities in 2010 in the EU-20a1 countries. In these countries, people riding bicycles were killed in traffic accidents in 2010, which is 9% less than the bicycle fatalities reported in In these countries, there was a decrease of 38% during the decade in the number of bicycle fatalities. From below table it can be seen that the EU countries with the highest percentage of bicycle fatalities in 2010 were The Netherlands (21%), Hungary and Slovenia (both 12%). In contrast; in Greece and Ireland cyclists constitute only a small part (2%) of the road accident fatalities. 42 Photo Polona Andrejčič Mušič 42 DaCoTa Project, Traffic Safety Basic Facts European Commission 105

107 6.5.1 Cyclist fatalities in the total number of road accident fatalities, BE CZ DK DE IE EL ES FR IT LU HU NL AT PL PT RO SI FI SE UK EU-20a Yearly reduction 3% 2% 8% -2% 8% 4% 7% 7% 9% Table: Source: CARE database / EC, Date of query: October 2012 Note: For Hungary (2001 and 2002), The Netherlands (2010), Sweden (2010) and Northern Ireland (2010) data of the next/previous year has been used in the EU-total Cyclist fatality rates, compared 2001 and 2010 Figure Source: CARE database / EC, 2012, Population Eurostat, 2012 * Data of 2003 for HU, Data of 2009 for NL, SE and NI Figure above shows the fatality rate for the EU-20a countries for 2001 and 2010, defined as the number of bicycle fatalities per million inhabitants. 106

108 The CYCLECITIES project Findings: While the cyclist s fatality rates fluctuate somewhat from year to year, there has been a general notable decrease (38%) in rates for the EU-20a countries over a ten-year period. Fatality rates in Romania and Slovenia presented an exception in which an increase in the ten-year comparison was evident. The reason in Slovenia is that the number of cyclists rapidly growth up and the investments into the cycling infrastructure didn t follow it. In Slovenia it is evidently that stimulation of cycling traffic without construction of new, appropriate arrangements and maintenance of existing cycling routes would mean a direct increase of the number of cyclists' accidents. Slovenia strives for construction of separate routes for cyclists, especially in settlements. This is also the instruction to other partner s cities. CYCLECITIES project aim is to improve conditions for cyclists in all partner cities, especially in those where traffic safety for cyclists is on the lower level. The project is looking for transport models that are transferable and which bring success for safety of cyclists. However, we must be aware that while promoting cycling, safety of cyclists must also be provided by constructing suitable cycling infrastructure and connectivity of it. Due to recession we should seek balance between cost rationalization and providing popularization and promotion of cycling. Emphasis should be placed on finding new financing sources while improving traffic safety for the cyclists. Within the CYCLECITIES project from the collected good practice examples is evident that traffic education and implementation of professional Road Inspection Audit has an essential role to improve traffic safety for cyclists and in general. Traffic safety for cyclists is of paramount importance for the increased popularity of cycling. Greater care must be given to the construction of separate routes for cyclists, especially in towns where, according to the road safety data, 36 % of all accidents involving cyclists happened. In inhabited areas where motor vehicle traffic mixes with pedestrians and cyclists, traffic speed is the main cause for traffic accidents. The higher the speed is the more serious consequences of traffic accidents are. The acceptable maximum speed limit in inhabited areas is 50 km/h which was introduced in the most EU cities but we strive to introduce a speed limit of 30 km/h on the as much as possible streets in the city as they already did in the most CYCLECITIES project partner s cities (GP from Gdansk, capture 5.4). The risk of an accident is the only theoretical drawback to cycling but it has been proved that for certain age groups cars represent a much more significant overall risk than cycling. However any policy that promote cycling must minimize the risks to cyclists. The concern for traffic safety of pedestrians and cyclists must be included practically into the entire activity of the Road Management Sector through preventive and by providing the temporary and final measures. Photo Polona Andrejčič Mušič 107

109 country total area km² population million inh EL ,2 IT PL ,1 PT ,6 SI UK ,7 Chart: Trend of total number of cycling fatalities per country DE From the above chart is seen that comparing of the traffic safety results is possible only considering that the total number of cyclist s fatalities is depending on many elements. Comparisons between countries can be carried out only for the average number of accidents per number of inhabitants, the length of roads, the size of the country and share of bicycle use. The CYCLECITIES project Findings: Poland has a very high risk of accidents for cyclists, desperate it has a small share of bicycle use (Gdansk 2%, Gdynia 1%), which means that the infrastructure and driving culture is still low. But improvement trend of traffic safety in Poland in last years is great (almost halving the cycling fatalities in last ten years). For the comparison the data of cycling fatalities shows that the number of bicycle accidents in Greece is very low, as a result of the small share of bicycle use (Athens 2%), but there is no much changes or improvement of traffic safety for cyclists, seen from the chart above while they don t implement sufficient cycling infrastructure. Guidelines and achievements to become a CYCLINGCITY: set a target of 20% modal share of cycling as well for walking and public transport set the target of halving cyclists and pedestrians death and injuries in medium period set up 30 km/h default speed limit in urban area Italy has an ambitious plan as listed. According to the letter of intent signed by several politicians, they will have to implement the Italian EuroVelo network of km (currently only km are in place). They intend to rise the share of use the bike, to reduce the risk of cycling accidents and to implement the cycling facilities. See more at: We can see that the improvement of cycling in the specific city depends much from the national approach in overall. 108

110 6.6 Ensure connectivity and comfort Traffic Safety the Connectivity much interconnected concepts and they are the most important factors for the popularization and progress of bicycling in general. We have to ensure connectivity to encourage even the people who don t cycle to take up the activity. To attract the widest possible segment of the population the most fundamental attribute should be low-stress connectivity. That means there are no dangerous barriers, holes in the asphalt, site interference and other dangerous obstacles on the cycling way. Cyclists in Slovenia are constantly complaining about not sunken curbs on bicycle lanes at intersections. They also the required to accept the rule that the riders are able to ride through the intersection at a red light what appears from the standpoint of expertise dangerous and unacceptable. Despite this they listened to the idea in the city of Graz which is considered as very developed cycling city. See more: Green wave for cyclists and pedestrians in Graz, Austria, To assure connectivity the cycling network in the city has to provide routes between people s origins and end destinations that do not require cyclists to use links that exceed their tolerance for traffic stress, and that do not involve an undue level of detour. The behaviour of cyclists is very specific. The longest route shouldn t be more than 20% longer than the shortest route, otherwise cyclists prefer to select the shortcut, irrespective of the fact that it can be the dangerous one. Traffic planers use the method of traffic flow theory as a scientific discipline that studies the basics traffic movements and the suitability of transport links. It is examining the existing bases and heterogeneity of traffic flows including cycling. Priority of implementing the suitable cycling links based on traffic counts as very important instrument to set the integrated, attractive, continuously ongoing and safe overall cycling network in the city. Basic instruments are: Evaluation of the existing network and its components taking into account the actual and expected traffic, with the aim of improving the existing infrastructure spatial and temporal identification of urban traffic congestion and delays (bottlenecks) the base causes of traffic congestion define measures to prevent urban traffic congestion Study and design the variants depending on the functional requirements of actual and expected traffic in order to optimize them Selection of tools for analytical processing problems of traffic flow on the network (in real loads and expected loads). The primary purpose is to establish a relationship between the ideal conditions of the actual traffic flow and the real traffic flow. Capacity and permeability of bike surfaces depends on the density of traffic, the traffic flow handicap, distance from the side barriers, the width of the bike surfaces, the number of crossings, climbs and descents and etc. Despite many years of building the cycling network connections in different cities still lack a great deal in terms of continuity, structure and detailed design. Many of the cycle facilities that have been built do not conform to today s guidelines for design of cycle facilities. Some cycle routes are considered as unattractive, unsafe or uncomfortable. Cycling is a healthy and environmentally friendly mode of transport, which should be encouraged both for work journeys and leisure time and the main aim is that it should offer connectivity and safety. Extending of the basic cycling network and placing of the more optimal cycling connections, removing the dangerous barriers and thickening the cycling network to provide access by bicycle to each destination is newer ending process while we strive for improving all the time. 109

111 The CYCLECITIES project Findings: By the Methodology to collect & Identify Good Practices within the CYCLECITIES Project, the connectivity can be recognized as a main pint of some collected cases. Good Practice collection aim is to exchange the experience and with some adaption to transfer it to the other city related to the establishment of cycling as a safe, highly efficient daily transport mode. As follows, within the CYCLECITIES Project some new principles which have a great impact to the connectivity, were presented; Opening blind streets for cyclists in Braunschweig (DE), Opening of one-way streets in both directions for cyclists in the city of Jena (DE) and Pilot project for common bus- cycle lanes in Athens. Other cases of good practices have an indirect impact on the connectivity as 30 km/h zone in the Old Town of Gdansk (lover the speed), prediction of zones intended exclusively for pedestrians and cyclists in the city centres, introducing of traffic calming measures and requiring of entrance fee to come to the centre of the city by car like in Alto Milano Good Practice. Planning of development of cycling network in general or just setting the priority of implementing the cycling missing links in line to provide suitable connectivity must base on pre-made traffic studies and on necessarily counts of cyclist. In less cycling developed countries as Slovenia and the same is expected also in Poland, Greece and Portugal it is lack of counting and pre-studies. The main problem is that too many plans, decisions and designs are made only on estimations and not on base of real collected data on counting of cyclists and not out of performance surveys regarding current and expected travel behaviour of cyclists. There is also lack of monitoring and of implanting Before- After studies which enable corrections of cycling network. This is often featured on the quality of implemented bike surfaces and it is reflected on the traffic safety as well as on connectivity and attractively of cycling network. Instruments for counting the cyclists are very simple, not expensive systems and in developed countries as UK they are much used. Some relevant links Bike counters: Bike counter system in Italy: Photo Polona Andrejčič Mušič 110

112 6.6.1 To assure connectivity the progressive creation of an urban cycling network must be done Gradual growth of urban cycling network based on the professional urban planning principles. The cycling network first has to have the basic skeleton and after the extension of it can be done: 1. Primary cycle routes that satisfy the criteria of major cycling traffic flows and road safety. They are kind of cycling artery while they ensure the fastest and the safest way to the city. They have to be built in the form of separate bike surfaces (cycle track or lane) and usually they run alongside the main radial roads. Those cycling connections represent the skeleton of the city cycling network. 2. Secondary cycle routes enable greater connectivity and access to the all major goals of the city by bike. Those cycling connections are forming the city cycling network. It is desired that they are constructed in the form of separate bike surfaces (cycle track or lanes) to assure the traffic safety for cyclists. They assure more leisure ride along less busy roads. That represents longer way from the primary connections, but the cyclists can stop on the way for shopping or other erodes. 3. Tertiary cycle links that allow accessibility "door to door" by bike. For these cycling connections is not obligatory that they are built as separate traffic surfaces. Cyclists can be also held after traffic roads along with motorized traffic. This cycling links represent compaction of cycling network, which can be symbolically illustrated by a spider's web (Showing in the picture below). Good Practice of urban planning must be supported by the Transport Policy (below is shown the study case of the city of Amersfort): Access roads to motor vehicles _ ring roads _ radial roads. narrowing road vehicle traffic Cycling network _ Cycling connections The example above simply shows that in the city of Amersfort was intentionally made difficulty of access to the city by car in the focus to put to the greatest commuting possibilities for bike. The above showing is symbolic. The shape of cycling network is depending on urbanism of city. Usually old cities are centralized. All the main cycling routes led to the centre of the city and the cycling network is in the form of spider 111

113 net or a star while the modern cities are more in the shape of rectangular blocks. With appropriate thickening of the cycling network we assure better connectivity. 7 THE BASIC CYCLING MMS APPROACHES Using the bike every day to get to school, work or for shopping is common in many cities in Western European countries. In Central and Eastern Europe, bicycling is still reserved mainly for sport and leisure on weekends and is not considered as a common mode of transportation. Since the year of 1990 the improvement of conditions for individual car traffic has been the priority of transport policies and the lack of infrastructure with separate and sufficient bike lanes and services made people prefer to use their cars for daily commuting. Some of the cities manage to change this, but the others are still working on the problem of congestion, noise and air pollution in the city, with task how to change travel behaviour and increase the modal split in favour of cyclists. The basic mobility management strategies scheme: Chart: The overall Strategic Organizational Scheme, Source: Mobile 2020 Sequence and the way of each activity from the chart above is dependent on the specificity of the country and even from individual city. For successful overall operation it is most important to activate as much as listed operations and it is very important that the activities are of complement in-between. More elements are included and more accurate they are, better results are achieved. Within the CYCLECITIES project were collected different Good Practices on Mobility Management Strategies from which each of them by its scope contribute to the popularization and development of cycling in the city. The CYCLECITIES project Findings: CYCLECITIES Project stimulate rethinking of planning processes in the partner s cities in seven European countries and make the opportunity to transfer the good practices to other places. The project deal with some metropolitan areas and also with small cities. So in the project are involved cities which are fundamentally different in size, geographical characteristics, terrain, weather conditions etc. The partners cities are also very different in traffic habits resulting by the modal share and by the level of existing cycling infrastructure. They are different as well by the culture, temperament and level of awareness of the population. Also political support is different by the country. Consequently, their understanding of good 112

114 practices is in the way specific and that why good Practices are not uniquely transferable. They must be appropriate adapted to the conditions of each country or even each city Mostly we think that cycling is depending on weather conditions. For comparison, some of the project partner s cities are located next to the sea, the other lie in the heart of the Alps. For the first view the cities which has the influence of the mild Atlantic or even worm Mediterranean clime has better conditions for cycling than the cities with long winter season and a lot of rain and snow. No matter on the weather conditions and a lot of snow in winter period Maribor, Ljubljana, Ljutomer and also Italian s cities and villages in the Alps has much bigger share of bicycle use than Genoa, Lisbon and Athens. Italy is the typical country known by using the small motorcycles for every day transportation but anyway it is also known as a cyclist friendly country and while the other cities in Italy has significant share of bicycle use, the reason for no-understanding cycling in Genoa is in the heavy relief conditions and in in easy-enjoy temperament of the population. That s why they recently find out a great solution by establishing the Electric Bike Sharing System. Its a good example to start improving the mode to use bike in Genoa city and it is transferable to all similar cities. In UK the temperature differences between summer and winter, and between day and night are small, but there is a lot of rain all over the year. Comparing to the clime similar cycling developed EU countries, it would be required to increase bicycle use in UK. Anyway in UK they have very good promotional and educational approach, so big potential is in younger generation which is assumed that it will a completely change attitude towards cycling as a choice of means of transport. The best known project from UK is so called Safe ruts to school, which is recently advantageously more and more introduced also in other less developed countries - it means good example of transfer of the knowledge. The cities in the continental or mid-continental climate zone as Jena, Braunschweig and Leipzig also has great bicycle use share while Germany has a long strong bicycle tradition. They are cycling very developed country at all levels; infrastructure, educational programs, campaigns, traffic awareness and behaviour, integration cycling with public transport, good accompanying activities (stands and parking boxes for bikes, bike sharing system) and they have even understanding of working companies and offices (changing rooms and showers for bikers, lockers etc.). It is completely normal for German people to use bike every day and for any occasion. From above we see that the level of cycling use is dependent on several factors. 113

115 Photo Polona Andrejčič Mušič 114

116 To become a CYCLECITY the professional co-operation of responsible offices, local authorities and experts from different institutions and relevant sections is needed. The cycling network must assure safe, healthy and comfortable use of bicycle for meeting all daily needs of work and living and its connections should access to the most important places in the city. Along it the behaviour of cyclists is also very important and it is much dependent on relevant educational programs and campaigns. In the context of sufficient operation of the city cycling network the coordination with number accompanying activities is necessary. Regarding the CYCLECITIES Project in this Guidelines are given general comments and comparisons arising from the analysis of MMS Good Practice examples. In Capture 5.4 of this Guidelines is detailed description of all Good Practices which were from the partners of CYCLECITIES project by using the methodology for collecting & identify GP, declared of the most effective and well-functioning in their city. Hereinafter of these Guidelines in the Capture 9.0 is a detailed description of operating the MMS basic measures which is illustrated by randomly from internet selected GP just to reflect different activities in all partner s countries. These individual cases may represent the opportunity for new ideas and knowledge transfer into the other cities. Photo Polona Andrejčič Mušič 8 THE BASIC OBJECTIVES OF MMS Urban Transport Policy must give the overall transport vision for the city with focus outline aim for the future sustainable development and improvement of cycling infrastructure as a part of it. It provides guidance that all means of transportation must be developed in line with wider objectives on sustainable economic development, environmental responsibility, tourism, leisure time, good leaving relations and health. Even the drivers are aware that they can come faster to the city centre by bike, but they do not themselves decide on this mode of transport. For such decisions they need to be encouraged, or in some way even to be forced. There are some basic principles haw to achieve this. The role of transport policy is to introduce the right combination of systematic measures which stimulate sustainable transport called the MMS. 115

117 9 BASIC MMS MESURES It is necessary to take into account the current status of each city and on this basis to define "soft" and hard measures to promote active mobility and to ensure traffic safety. 9.1 Soft measures Soft measures primary task is to increase environment-friendly and healthy transport modes through the promotion, awareness and communication campaigns. They do not require large financial investments. To promote "soft" measures of active mobility the implementation interactive promotional, awareness-raising and communication campaigns are essential for the city. These activities can be carried out in kindergartens, primary and secondary schools, organizations, businesses and within the various oneday or multi-day activities for the general public. With a relatively small financial contributions can be carried out quality activities with the aim of increasing the share of cycling and walking for everyday use as an alternative to car journeys for short distances addressed on different target and age groups. Softoriented mobility management measures mainly concern the organization and services. "Soft" measures to promote active mobility to a great extent contribute to both national as well as international targets for mobility and energy, as well as to social and environmental policy, as defined in the Green Paper and the Kyoto Protocol. 9.2 Hard measures To achieve the desired effects are also needed "hard" measures to promote active mobility, which already affect the pricing policy, infrastructure and the environment itself. Hard measures are related to structural and regulatory aspects of transport planning (e.g. Infrastructure, laws, regulations, taxes, charging schemes, etc.), which are considered obligatory for users. Soft and hard measures MMS cannot be carried out separated. Activities must be all the time related in between themselves. For example, each type of campaign requires a different communication techniques, messages and methods. INPHORMM recommends the following 43 : Campaigns are most effective when they are related with physical or "hard" measures, for example a new Transport plan, new routes for cyclists etc. At the beginning it is advisable to focus on the "light" group, because these will be more likely to react positively and make the desired changes. Before planning the campaign is certainly necessary to meet current public opinion. If it is necessary to use market research. There is a greater likelihood that the gradual communication programs previously resulted in changes in behaviour. Public awareness campaigns should be followed by more targeted and individualized campaigns to change attitudes and encourage behaviour change. Consider whether using just one or a combination of different communication strategies ("power", "strengthen" and "persuasion"). 43 Mobility Management and Travel Awareness 116

118 hard measures 9.3 Table summaries within CYCLECITIES project used MMS measures Traffic measure Type of the MMS measure CYCLECITIES Project Good Practice case Implementing of cycling infrastructure Implementing of integrated transport measures To assure traffic safety for cyclists - TfL Behaviour Change in London - Smarter Travel Haringey - Push&Pull strategies University Graz - Inspection Bicycle Policy Audit in Gdańsk - Start moving to let you bike in Pisa - Cycling Mobility Plan Alto Milanese - SUMP Maribor - SUMP Ljutomer - Development of National Cycling Network To assure connectivity for cyclists - Opening blind streets for cyclists in Braunschweig - Opening of one-way streets in both directions for cyclists in Jena - Start moving to let you bike in Pisa - Cycling Mobility Plan Alto Milanese - SUMP Maribor - SUMP Ljutomer - Development of National Cycling Network To predict zones intended exclusively for pedestrians and cyclists - Cycling Mobility Milanese Plan - SUMP Maribor - SUMP Ljutomer To predict 30 km/h zones - 30 km/h zone in Gdansk To implement traffic calming measures - SUMP Maribor - SUMP Ljutomer - Development of National Cycling Network - Inspection Bicycle Policy Audit Gdańsk To introduce limited expensive car parking policy - Blue Area parking scheme in Genoa - Push&Pull strategies to leave the car at home by the Technical University Graz To require Congestion Charge Zones - Cycling Mobility Milanese Plan Providing supporting cycling systems Integration of cycling with public transport To introduce common bus- cycle lanes - Common bus- cycle lanes in Athens To set up the Bike-sharing system - Bike-sharing system in Grevena - Bike-sharing system in Genoa - Start moving to let you bike in Pisa - Sustainable Mobility Plan at NTUA in Thessaloniki To place safe bicycle storages- stands for bicycles - Smarter Travel Haringey - SUMP Maribor - SUMP Ljutomer Integration Cycling with Public transport - Integration of cycling and Public transport on the Underground in Athens - Development of National Cycling Network 117

119 Soft measures Improving design and inspection Organizing promotional campaigns and educational trainings To conduct safety Audit inspections - Inspection Bicycle Policy Audit Gdańsk - Smarter Travel Haringey - Start moving to let you bike in Pisa Traffic Regulations and Guidelines - Inspection Bicycle Policy Audit Gdańsk - Start moving to let you bike in Pisa - SUMP Maribor - SUMP Ljutomer - Development of National Cycling Network Promotional cycling campaigns - Smarter Travel Haringey - Cycle Training in Merton - I cycle to work, and you? in Gdynia city - TfL Behaviour Change - SUMP Maribor - SUMP Ljutomer Educational cycling trainings - Autochodzik Road Rally Education in Gdansk - Cycle Training in Merton - TfL Behaviour Change - SUMP Maribor - SUMP Ljutomer Cycling events - TfL Behaviour Change - SUMP Maribor - SUMP Ljutomer *Some of the GP cases includes more MMS measures (soft or hard). By the CYCLECITIES Project within questionnaire document Methodology to collect & Identify Good Practices on Mobility Management Strategies, for each additional case was given detailed description in the Capture 9 of this Handbook. Photo Polona Andrejčič Mušič 118

120 10 MMS GUIDELINES FOR PLANNING AUTORITIES The most important for the traffic safety is that the imposition of the MMS measures is really systematic and the combination of them is professionally examined. As it is seen from description hereinafter there are many different possible means of it. Basic required achievements in the mid-term planned program: To provide better infrastructure and conditions for cycling To improve the traffic safety for cyclists To increase the number of cyclists by encouraging the interest in cycling To provide balanced construction and assure connectivity To make the city alive To make new solutions recognizable To assure the integration of cycling traffic with public transport To introduce of the common principle of designing and marking of cycling infrastructure according to the local Regulations and to put into practice the common principle for colouring cycling surfaces To set the appropriate parking spaces and stands for bicycles To assure the rental of bikes and services to repair them To ensure political support by co-operation of mayor, city management and other politicians. To stimulate and educate cyclists specially ride to school and elderly. Here and after in this capture of the Guidelines is a detailed description of operating the MMS basic measures which is illustrated by randomly from internet selected GP just to reflect different activities in all partner s countries. These individual cases may represent the opportunity for new ideas and knowledge transfer into the other cities. Photo Polona Andrejčič Mušič 119

121 10.1 HARD measures requirements Basic required measures for the cycling-friendly city: Construction of appropriate cycling infrastructure (bike tacks and lanes) to ensure traffic safety and connectivity Introduction of general integrated transport measures (pedestrians and cyclists only zones, traffic calming measures, 30 km/h speed limit zones, expensive parking policy, difficult access to the centre of the city by car and easy coming by bike etc.) Introduction of special integrated transport measures (expensive entrance fee to come to the city by car, common bus- cycle lanes etc.) Providing supporting cycling systems (Bike-sharing system, safe bicycle storages, bicycle rentals etc.) Introduction of new special traffic detailed arrangements (open one way streets for cyclist in both directions, open blind streets for cycling, Sharrow", Bike box, advanced stop line, shared space etc.) Introduction of unique sign posting system and colouring of the cycling surfaces To introduction of regular maintenance and renovation of existing cycling surfaces Implementing of cycling infrastructure The stimulation of cycling traffic without construction of safe arrangements and without appropriate signposting and maintenance of existing cycling infrastructure can cause the increase of the number of cyclists' accidents. The design of the whole city cling network must be adapted to the different target groups: daily users in the cities (to the school, work, to bank, shopping and other), ride and bike users (combination with public transportation as train, underground or bus) and recreational users (they use bike for sport and fun). GP of cycling infrastructure in the city of Lisbon: The city of Lisbon - Bicycle track in touristic and recreational purpose, one of the targets purposes to achieve is the many thousands of tourists who arrive to Lisbon on cruise ships, staying in town for one day. In this event, the bicycle becomes the easiest and cheapest way to know the coast line of Lisbon without causing an environmental impact. 44 The City Cycling Network has to ensure: Traffic safety for cyclists Connectivity of cycling facilities Directness of cycling links Comfort of cycling surfaces Attractiveness of cycling network

122 Therefore, before the implementation it is necessary to examine a number of important factors: How to integrate cycling connections into the city road network systematically To examine the land use problems how to select appropriate users-friendly cycling infrastructure how to choose the appropriate technical format of cycling surface how to ensure appropriate continuity of bicycle connections To examine all the details and conflicting spots. We are striving to ensure as much as possible separate cycling surfaces as cycling tracks or lanes in the cities. Basic types of bicycle traffic surfaces: Cycling track is an integral part of the road but it is separated from the roadway using either a different level with curb or possibly separate from it with a green area. It can be one side in both directions or two side in each direction. Cycling lane is a special path of the roadway, separated from the roadway for motor traffic with a full traffic line. While it is on the same level as the roadway, it is recommended to be coloured (most of the countries marked them with red, some with green or blue). Cycling route is road for cycling traffic only. In principle, they are constructed in green areas, independent and separated from the other public motorized traffic roads. GP of cycling infrastructure in the city of Ljubljana: Photo Polona Andrejčič Mušič If there is no space to implement the separate cycling infrastructure, cyclists can use the roadway together with other motorized traffic users. This option offers less appropriate solution for safe cycling. For cycling this way more suitable are low traffic roads, with low speed limits and limits of heavy traffic vehicles use. Streets in the individual living areas furnished with traffic calming measures are convenient for it. 121

123 The graph below (CROW Holland) shows the suitability of appropriate cycling surface and represents the selection considering of cycling surface also in Slovenia 45. Legend: I - cyclists on the road along with the motor traffic II-bicycle lane III - Cycle track IV - cycling route V 85: Describes the car driving speed (V=velocity) which is not exceeded by 85 % of all drivers in rainy conditions) Hudson diagram: Displaying the selection of appropriate cycling infrastructure on two-lane roads in relation to the maximum speed and traffic flow per hour, Source: ERA 2010 From the graph above it can be seen that where the maximum speed of vehicles on the section is greater than 50 km/h and the road load is greater than vehicles/hour, it is appropriate to build a separate bicycle track or lane. Where the maximum speed is between 30 and 50 km/h and the traffic density is less than vehicles/hour, can be considered the possibility of building advisory bike lane or keeping cyclists on the road together with motorized traffic. At four and more bandwidth roads due to increased fluidity and where are providing higher speeds we should not build bike lanes but it is necessary to provide separate bicycle surface (cycling paths or trails). Related link: GP of cycling infrastructure in Athens Paving the way for the reformation of the city, the National Technical University of Athens in collaboration with Athens bikers submitted a study for the bike path network of the Athenian metropolis at the Velo-City 2013 program and won the 3rd prize in the category Science, Research & Development of the Cycling Visionaries Awards for the Congress of Vienna. The Velo-City conference constitutes the foremost global venue of urban cycling. The study suggests a network of 226 kilometres spanning across the Attica basin with 36 express bike lanes passing through the major points of interest of the municipalities of Athens. Cycling is becoming of fundamental importance worldwide and will contribute to sustain the balance of the ecosystem. Although Athenians have been remarkably keen on cars, the number of cyclists rapidly increasing, thus by creating a proper cycling network, the traffic costs, pollution and conjunction will be heavily reduced and Athens will start breathing once again! This pioneering study is by far the largest bike vision of Greece, a vision that will place Athens amidst the 10 top European Cycle Cities and boost sustainable transportation Navodila za projektiranje kolesarskih površin, DRSC, Slovenija, Novelacija Cycle Friendly Athens has been Awarded, 122

124 GP of cycling infrastructure in UK: Related link: Clearly marked cycle path crossing a driveway. Photo: Cycle*Dallas, Photo: Kyle Gradinger Traffic calming measures and 30 km/h speed limit zones The drivers do not always respect the administrative speed limits. One of the most frequent causes of fatal crashes is speed. That s why the traffic engineers, transportation and urban planners and similar professionals who plan and design roads in some areas has define traffic calming as good practice of installation. The measures are designed to reduce traffic speeds and to improve traffic safety. Traffic calming solutions make drivers slow down to speeds at which they are able to react to unexpected situations and to avoid traffic accidents or at least to mitigate the consequences of road accidents. This is important while especially between motorized vehicles and pedestrians and cyclists the fatalities can be fatal. GP of Traffic Calming at the junction in the city of Ljubljana: Photo Polona Andrejcic Mušič 123

125 The introducing of traffic calming measures at the first stage can cause opposition of residents, but their long-term effects are very good. When people get used to them they are very happy. Areas become more acceptable for life and the better conditions are created for cycling while the traffic calming measures also regulate traffic volumes. The quality traffic calming measures are expansive. Inside built -up areas we use speed humps, roundabouts, traffic islands, chicanes, curb extensions, traffic medians, narrowing the road, road diets and similar. The best are the measures which subconsciously make drivers to slow down without feeling force or penalty. General speed limits in rural area in the most European cities is 50 km/h. Introducing 30 km/h zones has significant influence on traffic safety specially for venerable traffic attenders as cyclists are. The city become more liveable if the 30 km/h zones are introduced. Graz is one of the first cities which has about 80% of all streets limited by speed on 30 km/h. Along the lines of Graz also CYCLECITIES project partners city Gdansk successfully introduce the 30 km/h zones. GP of introducing the 30 km/h zones in Germany: Related link: GP Combination of traffic calming and 30 km/h speed limit, GP of introducing the 30 km/h zones in Lisbon Related link: Also in Lisbon they introduce the implementation of 30 km/h areas in various neighbourhoods. It has already taken place in the neighbourhood of Charquinho in Benfica, and District of cuttings and in neighbourhoods Alvalade situated between Rome Avenue and the Garden of Campo Grande. 124

126 Limited expensive parking policy The expensive and difficult parking can also be an effective MMS traffic measure as an instrument of Traffic Policy with incentive to change the choice of means of transport. To achieve the sufficient change of modal split in benefit of the cyclists the introduction of the high parking fee which is even increasing with time must be carried out systematically as a system in the city. Within the CYCLECITIES Project there are some Good Practices from Genoa (Blue Area parking scheme), Aristotle University of Thessaloniki (Sustainable Mobility Plan) and Technical University Graz (Push&Pull strategies to leave the car at home or pay high parking fee). These GP are describing the effects of the introduction of expensive parking fees and by the same time reducing the number of parking spaces. Consequently the people are stimulate to rider cycling. In some cities they even successfully rearrange longitudinal car parking belts into the bicycle lanes. GP of introducing limited parking policy in Slovenia: Portorož Slovenia, Photo Polona Andrejčič Mušič Opening blind streets for cyclists and opening of one-way streets in both directions for cyclists Within CYCLECITIES project Germany was proposed two like GP cases. At a first view they look dangerous but the imposition of this traffic measures in the cities Braunschweig and Jena was very systematically. Of course this are not the traffic measures to be applied for the main cycling connections but are convenient for second-connecting cycling links in residential neighbourhoods and in traffic calming areas. Those links represent shortcuts for cyclists and they assure better connectivity for cycling in overall - mines thickening of the existing cycling network. The European researchers shows that in most cities anyhow riders cycle on such roads in both directions whether the action is legalized or not. Legalization of it can only contributes to the improvement of traffic safety if the streets are clearly marked with the appropriate traffic signs and limited by the max speed of 30 km/h. Regarding the signs the drivers are prepared to expect contra biker s 125

127 manoeuvres. Such traffic arrangement has been also recognized and used in some other project partners cities as in Ljubljana and Gdansk. In Slovenia it is very common to use both upper measures. The traffic statistics show that they are good assimilated. The traffic safety on these roads is even better after putting the measure regarding to the speed limits and the appropriate traffic signs. So this is the simple story how to improve traffic safety and connectivity with minimal cost. GP of introducing one-way streets in both directions for cyclists in UK: Related link: One-way systems that were created to prevent rat-running in residential streets can force cyclists to take long detours, often onto busier roads. In UK they began a trial allowing cyclists to travel against the flow in After carefully Monitored road safety statistics on this streets they found that two-way cycling in one-way roads poses no more of a danger to motorists, pedestrians or cyclists than traditional schemes. 47 GP of introducing one-way streets in both directions for cyclists in Gdansk and Ljubljana: Poland The City of Gdansk Slovenia The Coty of Ljubljana, Photo Polona Andrejčič Mušič

128 Common cycling and bus lanes Within CYCLECITIES project common cycling and bus lanes were introduced as a GP from Athens. As we are afraid to introduce it at first, later on it can be a very good traffic solution if implementation is properly and systematically put into service and if previously is appropriate supported by a good advertising campaign. The adequate education of all traffic users must be carried out while traffic safety success is depended on their awareness, conscience and tolerance. By introducing common cycling and bus lanes the behaviour of each road users must be clearly defined to avoid dangerous traffic situations. The measure is not expensive but it needs a lot of preparatory work. It is acceptable for the cities where is no space to implement the separate cycling facilities as cycling tracks and lanes, while the past urbanism didn t put much attention to the cycling traffic. By the Transport Research Laboratory (TRL) carried out research describes shared bus cycle lanes as "generally very popular" with cyclists. Guidance produced for England endorses bus lanes because they provide cyclists with a "direct and barrier-free route into town centres" while avoiding complications related to shared-use footways. A French survey found that 42% of cyclists were "enthusiasts" for shared bus-bike lanes. Many cycling activists view these as being more attractive than cycle paths, while others object to being close to bus exhausts, a problem easily avoided through replacing exhaust buses with electric ones. The UK city of Bristol, a showcase bus priority corridor, re-allocated 14 kilometres of road space, which resulted in more space for cyclists and increased cycling. The opposite happened in London following the removal of a bus lane on the Kew Bridge, despite an overall increase in cycling throughout the city. 48 GP of introducing the common bus and cycle lane in the city Mannheim in Germany: Related link:

129 Cycling & pedestrian zones and Congestion Charge Zones Making easy access to the city by bike and systematic difficulty and lengthening the access to the city centre by car are also effective measures of Transport Policy. Introducing zones exclusively for cyclists and pedestrians is recommended for city centres. Many European cities has accepted this arrangements no matter on the size of the city. This is especially recommended for the Old Town touristic areas, where the combustion gases from motor traffic are causing damage also to the monuments and historical protected buildings. In this areas are cafes and restaurants just on the streets and these areas are appropriate for different events. Also on the most shopping busy streets the motor car delivery is allowed only in special ours (usually early in the morning) but if the street is too busy with pedestrians cyclists must ride bike handlebar. GP of introducing the Cycling & pedestrian zones in Italy and UK: Related links: file:///c:/users/polona/downloads/703b%20hans%20godefrooij%20cycling%20in%20pedestrian%20areas.pdf Cycling &pedestrian zones Italy Centro storico Ravenna, Cycling/pedestrian shopping streets in UK, file:///c:/users/polona/downloads/703b%20hans%20godefrooij%20cycling%20in%20pedestrian%20areas.pdf 128

130 GP of introducing the Congestion Charge Zone in London and Milan: Related link: The London congestion charge London as one of the first cities in Europe decided to reduce the city centre from motor traffic. Also the Milan city in Italy has in last few years adopted this traffic arrangement. The payment grows up over time so it is much cheaper and easier to go to the city by bike or public transport. For the citizens is very expensive to have their own car while it is expensive to keep it in the city and also the tax policy is disadvantageous. That s why they possess more bikes. The London congestion charge, which was introduced on 17 February 2003, remains one of the largest congestion charge zones in the world despite the cancellation of the Western Extension which operated between February 2007 and January The charge aims to reduce congestion, and to raise investment funds for London's transport system GP of Stimulating cycling within the impact on environment by the sustainable project of the City Milan Related link: "Milan, from pollution to charge congestion charge", Trasporti e Territorio (TRT) report presents the Ecopass system and the Mobility in Milan city. ECOPASS and started operating in 2008 and the Milan central city ring zone known as "Cerchia dei Bastioni". It is a Limited Traffic Zone (LTZ) scheme: Charged vehicles are to enter the area and the fee structure is based on the vehicles' mission Standards. The project has a Significant Impact on the share of using bicycles as a mode of transport and as well on Reducing of road congestion within the urban area, and improving public transport service quality and safety across the transport modes and the air quality. 49 The London congestion charge 129

131 Source: Integration of cycling with public transport The arrangements to put the bike on bus, train and tram or on underground are simulative MMS measures in line to increase cycling. On short distances cycling is much more economical than motor transport in financial terms as well as in the use of time. It even has precedence over public transport, though not so obvious. All the benefits of public transport is evident only at distances greater than 5 km. That s why the integration with public transport is so important. The people who wants to cycle every day for different errands and on the way they have to bridge longer distances, big slopes or other obstacles they combine the bicycle ride with public transport. In many European cities they have already organized cooperation of Public Transport Companies with it. In Germany, Denmark, Austria and many other countries this already perfectly works for a long time. Many train companies established the system which worked perfectly. The GP from Athens where they recently carried out the project to Integration of cycling with Public transport Underground they are still facing with teething troubles but they steadily progressing in it. There are three main groups of those users: Take the bicycle with you on the train, bus or subway The cyclists bridge a part of the route by public transport and when they come to the suitable location they can ride a bike again. From origin to the destination they come partly by bike, partly by public transport. They can always change their plans while they have their bikes all the time with them. 130

132 Park the bike and Ride the public transport Park & Ride These users are coming to the bus or train station by bike and they live it there in the safe place (bicycle locker or other secure location) until returning. From the station they continue their journey to the final destination by public transport. However they have to return to the same station as they start the journey while the bicycle is waiting there until the owner returns. Take the public transport to the city centre and rent the bike there If the city has Bike Sharing System you can come to the city centre by public transport and rent the bike there to cycle around the city to the final destination. This is very convenient because the passenger is not bounded to anything. He can always change his mind and return the bike to the next rental station and he can rent it after again and again. It is usually cheap to rent the city bike. In Europe is very widespread to have the Bike Sharing System in the city and it is very good way for commuting on the short distances. GP Relevant links of introducing the integration of cycling with public transport from Germany, Poland, Portugal and Greece: Photo ECF Flickr gallery, Photo GP of introducing the integration of cycling with public transport in London: Relevant link: The London s public transportation map shows a lot of different opportunities for bikers, most of them without restriction on the time as follows: 131

133 In the United States is very popular to put bike on the bus while it is not so common in Europe but in the cities which are hilly or the cycling network is not so well extended and they have the city tram it is perfect to combine cycling with a tram. If you work in the morning downhill, but in the evening when it is dark and you are tired of treading the long climb down a busy road the combination of cycling with tramp is perfect solution. If you have a weekend ride on the bike path and the water changed, or you do not want to pull up the hill, for such a situation is to have the bike on tram is primarily intended. The best place for the bicycles is the last platform if it is possible. GP of introducing the integration of cycling with public transport in Lisbon: Relevant link: A Lisbon electric tram in the Chiado, Smaller cities which has no tram or underground they combine cycling with train for coming to the city from stubborn areas. This is possible in Slovenia while the country is densely populated and the settlements are relatively close. GP of introducing the integration of cycling with public transport in Italy: Relevant links: In Italy bikes can be taken on any trains carrying the bicycle logo. The cheapest way to do this is to buy a separate bicycle ticket ( 3.50 or 5 to 12 on Intercity, Eurostar trains and Euro night), available even at the self-service kiosks. You can use this ticket for 24 hours, making a day trip quite economical. Bikes dismantled and stored can be taken for free, even on night trains, and ferries allow all free bicycle passage. To trowel around many European countries there is an international internet link which offers you the general data about it. Relevant international link: Safe bicycle storages- stands for bicycles In all cities the available bike stands should be putted in front of all public institutions, shops, banks, library, offices etc. As we know in Germany and UK this is completely normal but Portugal and even Greece are lagging behind. They have lack of the bicycling stands, lockers or secure places to live the bike in Lisbon. 132

134 Many people would use the combination of bicycle and public transport in Lisbon if there would be safe storages of bicycles. The big problem for cycling in Lisbon is unfavourable relief and beside this most of the people live in narrow high buildings with 3 or more floors, what is the additional reason that they would like to live their bicycles in safe storage somewhere down the flat, especially over the night. No matter on risk in these countries and also in Italy, Slovenia and Poland it is allowed to leave bicycle wherever you want accept on the street. You can lock your bike to a fence or around poles of public lighting. This is not permitted in UK and Germany. GP of introducing the safe bicycle storages in UK: Relevant link: Smarter Travel Haringey Implementation Plan, In some cities in UK is a safe free bike parking available at most Metro bus stops, Metro Rapid stations, Metro Rail stations and all Park & Rides to stimulate people to use the bike as a means of transport. Within the Smarter Travel Haringey Project in UK they installed stands and secure storages for bicycles systematically as the quantity and dynamics of positioned bicycle racks can be seen from the below table. Time Period Number Installed No date 6 Pre Total 534 Source: Smarter Travel of Haringey 50 Relevant link: e=&at1={adtype}&at2={adwords_producttargetid}&gclid=cjwkeajw9qafbrcriyrl4- fpufksjacvocq1ykcapae77mj4mznydi8xay3lgdohbc8mkytooumk4hocjnhw_wcb 50 Smarter Travel Haringey Team Smarter Travel Haringey Implementation Plan. 133

135 GP of introducing the safe bicycle storages in Ljubljana: Photo: Polona Andrejčič Mušič Bike sharing system A bicycle sharing system, or bike share scheme, is a service in which bicycles are made available for shared use to individuals on a very short term basis. The main purpose is transportation while bike share allows people to depart from point "A" and arrive at point "B" free from the worries of ownership. Bike-share has seen explosive, global growth over recent years. As of April 2013 there were around 535 bike-sharing programs around the world, made of an estimated fleet of 517,000 bicycles. In May 2011 there were around 375 schemes comprising 236,000 bikes. So those two years saw a doubling of bike share globally. Many bike-share systems offer subscriptions that make the first minutes of use very inexpensive, encouraging their use as transportation. In most bike-share cities, people seeking a bicycle for casual riding over several hours or days are better served by bicycle rental than by bike-share. 51 GP of introducing the Bike Sharing System in Ljubljana: Photo Polona Andrejčič Mušič 51 Bicycle sharing system, 134

136 GP of introducing the Bike Sharing System in Port of Igoumenitsa in Greece: Relevant link: The Bike Sharing System in Igoumenitsa vas established under the IPA Adriatic CBC Program It is sated on frequent place at the main Port Station. The results of operating monitoring were very satisfactory. Photo Polona Andrejčič Mušič The Technical Basis and inspection Audit The Technical Basis for the Design and Implementation of bicycle infrastructure are provided in the relevant national documents as Regulations and Technical Guidelines are. There are rules and recommendations when and how to choose which of the technical solution of the suitability bicycling surface. The task of the designers and planners is that they use them appropriately. The basic principles of the design should be more or less the same for all European countries, with minor variations related to the other relevant national documents and up to the specific local conditions but anyway the prepared Technical Codes, the inspection audit and political support in various partners cities are much different. For example Germany has strict procedure of regular systematic approach while some other countries use more flexible approach. In some countries the improvement of Regulations are required. So there is more unexpected situations during the implementing of the project related to the end duration time, unpredictable increase of the price and other complications which request changing of the plan. 135

137 GP of introducing the Technical Basis for the Design from Portugal: Relevant link: Victory for cycling in Portugal: Government approves new road code, On 24 July 2013 the Portuguese government passed a new highway code with overwhelming support. This new road code will increase cyclist and pedestrian safety and propel Portugal s legal road framework into the 21 st century. The success of the passing also illustrates for others the substantial gains that occur when governments listen to cycling advocates and work cooperatively. The legislation that passed is a second draft of the road code which was a much improved version of the first draft after the initial draft was met with resounding criticism from Portuguese cycling groups. Portugal now exemplifies what can happen when governments and cycling advocacy groups work cooperatively to improve cycling in their countries. Some notable sections of the recent legislation are: The driver of a motor vehicle must maintain a lateral distance of at least 1.5 meters, to prevent accidents between their vehicle and cycles transiting in the same lane. Drivers must give way to bicycles crossing the carriageway in marked passages. Emphasizes that it is the duty of the driver of each vehicle to ensure that their behaviour does not endanger the safety of pedestrians and cyclists, as well as other vulnerable road users.. Enabling children and granting them the legal right to cycle follows the ECF s Charter of Vancouver which explicitly states the importance of allowing children to cycle. Furthermore, not implementing a mandatory helmet law is another outstanding gain as helmet laws have a negative effect on cycling. The next step is to increase awareness of these new laws, educate everyone on the roads and make sure the laws are enforced. If nothing is done to disseminate and enforce the only time people will find out about the new laws is after they have broken one and the roads will not be any safer. 52 See more at: The Mobility management strategy has to encourage using of the bicycle with providing a more optimal place of the cycling connections, removing the dangerous barriers, introducing of new recognizable solutions like shorter connections in the cities and established better connectivity by ensuring traffic safety. Despite many years of building, the cycle network in cities and towns still lacks a great deal in terms of continuity, structure and detailed design. Many of the cycle facilities that have been built do not conform to today s guidelines for design of cycle facilities. Some cycle routes are considered unattractive, unsafe or uncomfortable. In Slovenia they have the Inspection Auditors but there are no specialization for cycling 52 Back to News, , Children, Cycling Industry club, Road safety, 136

138 issues. Unfortunately in Greece and Portugal they don t do much on Cycling Inspection Audit jet. In England they have much experiences with Cycling Safety Audit. There are four standard audit stages that are required to be carried out during the development of a scheme feasibility/outline design detailed design post construction audit post implementation monitoring audit GP of introducing Cycle Audit in UK: Relevant link: In September 1998 the Cycling Embassy of Great Britain prepared The Guidelines for Cycle Audit and Cycle Review (CACR). These guidelines are intended to help to ensure that the needs of cyclists are built into the local transport planning process. 53 The UK Audit experts are one of the best in the EU and other countries can learn from them. The fundamental purpose of a Cycle Audit is to identify whether the overall design is cycle friendly and if the specific measures to assist cyclists are designed in accordance with practice. GP of introducing Cycle Audit in Germany, Poland, Slovenia and other EU countries: Relevant links: Regular monitoring and audit inspection is recommended. In Poland there is problem with lack of strict Regulations. In last time they improve a lot while they resume some Regulations from more development countries (CROW from Holland) and they improve the Inspection Audit. They joined the European project BYMPAD to learn how to improve the inspection Audit while there is an international consortium of high skilled Cycling Auditor from many EU countries. They offer further implementation and improvement of cycling audits in EU cities and regions, training of certified auditors and continuous exchange of knowledge on cycling policy by setting up a BYPAD-platform (BYPAD PLATFORM) Guidelines for Cycle Audit and Cycle Review: 54 Intelligent Energy Europe: 137

139 10.2 SOFT measures requirements By promote cycling is necessary to implement a variety of campaigns, competitions, trainings and other events: Political cycling campaigns Annual car-free day in the city Annual cycling promotional competitions Periodic promotional Energy saving Cycling Campaigns Cycling events (festivals, games, exhibitions etc.) Educational &Trainings Cycling Programs Cycling marathons Periodic preventive action Cycling conferences, workshops, round tables and public discussions Media cycling advertising Some of them are here and after in this capture detailed descript and illustrated by randomly from internet selected GP just to reflect different activities in all partner s countries what contribute to the knowledge transfer into the other cities Political cycling campaigns For the city traffic orientation is very important the beliefs of the mayor Boris Johnson rides a bike via the Guardian London s Mayor Boris Johnson sat down for an interview with WNYC s Leonard Lopate say about NYC s largest-in-the-world bike share program: I think drivers have got to learn to recognize they are going to find bikes on the streets. It s just a fact of life, and it will civilize the place. It will improve the atmosphere. There s nothing more immediately redolent of a village than loads of people wobbling around on bicycles

140 Organizing annual car-free day in the city Car free day started in France in After 2 years the European Committee decided to declare this day a European or even better a World Car Free Day because many cities all over the world hold different kinds of events to create awareness about the use of cars and the harm people do to the environment and their body by not using physical effort to move and by consuming and polluting without sense. They have World Car Free Day also in all other CYCLECITIES in Slovenia, Germany, UK, Poland, Italy, Portugal and Greece GP of cycling annual day in Athens: The City of Athens invited cyclists to set up some street obstacles in the heart of the city right on Panepistemiou str. They brought Greek squad and a bunch of friends with the assistance of store to skate and invited kids to watch and discover skateboarding. GP of cycling annual day in Portugal: Relevant link: World Car Free Day, Takes place, all over Europe, between 16 and 22 September, the European Mobility Week (SEM) and the 14th edition of the European Car Free Day this year on the theme "Clean Air". On weekend of 21 and 22 September, the European Car Free Day, Lisbon comes into the street. There are lots of entertainment kiosks Liberty Avenue, where we music, bike parking, a test drive electric vehicles, Rally Papper, a decrease of Skate, besides a great bike ride, which will link Lisbon to Almada (Ride "Two margins, Two Wheels ")... Sightseeing, tours and many activities, which all take place. It is a day of leaving the car! Between Campo Grande and the Commerce Square there is a route dedicated to anyone walking, cycling, skateboarding, etc., but also to arrive by public transportation: "Lisbon is All and for All". Lisbon has to be mobile and sustainable! The Clean Air is in our hands! World Car Free Day, 139

141 Annual cycling promotional competition Cycling to work : Every day a mass of people are going to work. In the past they much used car but due to the health, environment pollution, time and energy saving more and more people decided to go to work by bicycle especially if they don t have to go very far. Programs to stimulate people to cycle to work can be at the initiative of politicians held by the municipality or by initiative of individual company. Source: Taken from the TfL's Transport Planning for Healthier Lifestyle, Within the CYCLECITIES project there is a GP from the city of Gdynia (detailed description in the Capture 5.4) where by the competition they stimulate employers to come to work by bike. The cycling competition was introduced by EU Project SEGMENT. The aim of the competition was to encourage employees from city s companies to cycle to work more often and to show that a bicycle is not only for recreational purposes but also for daily commuting. In Slovenia there is an annual similar program called "Biking in Threesome." At the end of the competition the Danish ambassador visited Ljubljana and presented awards to the winners. GP to promote cycling to work from UK: Case study Dr Bike Relevant link: Dr Bike is a bike repair service offered by the London Cycling Campaign (LCC). NHS organizations pay for a mechanic to do minor repairs on staff's bikes on site, or refer them to locations for specialist repairs. Several NHS organizations have used this service. Dr Bike sessions form part of a travel plan that aims to increase the proportion of staff cycling to work. The main aim is to encourage more NHS staff to cycle to work by providing a bike repair service at their workplace. As well as providing cycle infrastructure on NHS sites, for example racks and shelters, cycling to work is only viable if bicycles are in good working order. Funding Costs are covered by the organizer usually 45/hour per mechanic. Monitoring Dr Bike is a smallscale scheme and is not monitored by the LCC. Around 20 organizations, roughly half of the initial total, 140

142 have requested future quarterly visits. Participating organizations could monitor success by recording the number of registered attendees and seek feedback, including whether the sessions have encouraged them to cycle to work more often GP to promote cycling to work from Germany: Mobility and Traffic Management of the company Infineon situated in Dresden/ Germany During the morning when people have to get to their work place and in the evening when they go home most of the streets in bigger cities are blocked. Of course there is no perfect solution to traffic congestions due to rush-hour traffic but a good mobility management by companies can lead to a reduction of individual traffic and improve the traffic situation. One of the companies, which has already been active in transport management for a long time is the Infineon AG, situated in Dresden, Germany. Supported by an initiative of the city, employers and staff representatives came together to find solutions and suggestions for improvements for the traffic problem. Nine years after project start modal split has changed in favour of eco-friendly transportation (continuous increase from 26% to 38%). The number of public transport users increased by 14 % and the number of cyclist increased by 16%. In contrast, the percentage of car drivers dropped from 68% to 59%, and the CO2-emissions dropped by 18%. Staff members now benefit from better health and fitness and less stress on their way to work. Furthermore there were financial savings for employees (325 per Person and year) and for Concern Infineon/Qimonda (about 3Mio ) as they did not need to build another multi-storey car park. In addition the employer profited from a healthier staff and the company improved their image. Regarding the number of passengers local public transport operator DVB AG also benefited Mobility and Traffic Management of the company Infineon situated in Dresden/ Germany 141

143 Periodic promotional cycling Events, Festivals, Exhibitions and Energy saving Cycling Campaigns In some countries they organize cycling festivals. Some of cycling events are dedicated to the charitable purpose or of reviving old traditions and the collection and exhibition of old bicycles, advertising a cycling industry and equipment, preventive traffic awareness raising etc. There are many different events organizing but all of them have a common purpose, namely the promotion of bicycling where ever is possible. In comparison with a car riding the bicycle does not require costly fuel and it consumes only the energy of the rider, so we may lose only a few extra pounds. In different countries there are some Good Practices of such campaigns. GP to promote energy saving and cycling from the city of Braunschweig from Germany: Relevant link: The city of Braunschweig participate the overall German campaign: Why not burn energy instead of fuel ( Brain on: Engine off or original Kopf an: Motor aus ) which was launched in The main aim of campaign was to make people to rethinking the travel behaviour and make more trips on walk and bike. GP to promote energy saving and cycling: Relevant link: EU project MOBILE SUMP: 142

144 Educational &Trainings Cycling Programs Among cycling accidents cyclists cause 8-9% by themselves. Simultaneously by promoting cycling should be carried out the corresponding educationally process for the cyclists, especially for the young and the elderly population. Such usual well-known programs are Safe routes to school, Put the Cycling License, Look Twice for Bikes, It's not a race, give cyclists space! etc. The strategic approach to organize effective educational and practical training courses is necessary to rise more safely cycling. There offers educational programs that names to all-mail and age groups but special programs are aimed at children and their immediate family members, to use the bike for daily trips more often. All over the partners cities they have some private/public schools to skill you to ride a bike which regularly organize educational programs for cyclist s behaviour. All necessary measures are directed to the traffic safety improvement. The cyclist is very vulnerable traffic participant but their behaviour can be sometimes very unpredictable so a greater care on their behaviour must be done. Basic principles to be observed: Strictly observe the road traffic rules Control the driving speed Pay special attention at the junctions and by passing the streets Reduce the unpredictable reactions. GP of cycling training in Slovenia: Relevant link: The Slovenian Agency for Traffic Safety (JVAP) organize cycling exams in all primary schools while according to Slovenian legislation child up to the age of 14 may not independently drive the bike in traffic if the biker does not have card which accrues after successful completion of training for the bike ride. They take also agreement with the police to take part in the conduct of educational program and over other campaigns. Slovenian JVAP organize: The training polygons (training in specific skills to ride a bike) Periodic preventive action (the use of helmets, driving speed, psychophysical condition of the drivers, technical appropriateness of bicycles) 143

145 GP from Gdansk: Bicycle Educational Project in city of Gdańsk Autochodzik Road Rally Education which was prepared while in Poland low driving culture is, many drivers is breaking traffic regulations, the result is a large number of incidents caused by speed driving and they want to stimulate cycling travels instead of using big car share in home-school travels. Detailed description of GP from Gdansk, Ljutomer and Maribor is given in the Capture 5.4 of this Guidelines. GP of arising the cycling traffic safety: Relevant link: Media cycling advertising activities Media plan and advertising activities are: Preparation of promotional material for publication on the Internet, Preparation of press conferences, Informing the public about the progress of the campaign and any special features, Provide information on the action to the interested public, Newsletters Radio ads Distribution on local TV Source: 144

146 Cycling marathons and competitions Slovenia is a biking country. Mass of people are cycling despite not always guaranteed secure infrastructure. Multiplicity is strongly reflected in numerous bike marathons across the country that are allweather open to all age groups. Such competitions stimulate people to practice al time while they come to the competition as fit as possible. City of Maribor from Slovenia, Cycling competition for amateurs, GP of professional cycling competition from Italy: Relevant link: Giro di Italia, They have many cycling marathons and competitions professional or unprofessional also in Italy. Some of them are also international like Giro di Italia. The competition runs all over North Italy and also throe Slovenia. Giro di Italia - Genoa Giro di Italia - Pisa 145

147 10.3 Comprehensive Transportation plans that integrate soft and hard measures Sustainable Urban Mobility Plan is the overall strategic plan designed to satisfy the mobility needs of people and businesses in cities and their surroundings for a better quality of life. It builds on existing planning practices and takes due consideration of integration, participation, and evaluation principles. 59 Within the CYCLECITIES project from Slovenia there were three GP on Sustainable Urban Mobility Plan proposed to transfer them to the other project partners cities as good approach. In the city of Maribor and Ljutomer the response of the residents were significant. Similar extension offers GP Smarter Travel of Haringey from UK Schematic presentation of comprehensive SUMP Source: 59 mobile2020.eu/fileadmin/files_sk/downloads/bb_gyergyay_sump.pdf 146

148 Source: GP examples of long distant inter-city cycling connections are given with Slovenia (National Cycling Network) and Italy Cycling Project Alto Milanese (Regional Cycling Network). The focus of these projects is on rural development, landscape conservation of the countryside and reviving old traditions. GP implementation of the rural cycling network connections in Slovenia and Italy: By the implementation of the National Cycling Network or Regional Cycling Network the co-operation of several ministries, offices and local authorities is needed. This means that the active participation of the representatives of tourist and sports organizations, bus and railways transport operators and other accompanying infrastructure operators, city councillors, political bodies, mayors, civil initiative, school representatives and traffic and urban experts is necessary. Such projects must base an integrated transport mobility planning which include the whole range provided soft and hard measures. GP to signposting the rural cycling network connections in UK: Relevant link: 10 the best family bike routes,

149 10.4 Final MMS Guidelines for the planning authorities Recommendations for making good conditions for cycling in the city How to do it This Guidelines are giving the instructions that will help the local communities, planning authorities and other institutions to make good conditions for cycling in their cities, which includes measures to improve cycling infrastructure and a variety of policies to promote cycling as a healthy and effective forms of sustainable transport. Use of this Guidelines offer to the planning authorities an important tool to reduce the adverse impacts of motorized transport, to reduce stress and transport costs and to improve quality of life in the city. All successful cities use integrated approaches such as comprehensive transport plans, which include 'soft' and 'hard' measures. Basis for a comprehensive approaches: implementation of the appropriate measures on the cycling network integration of bicycle traffic into the road network through the provision of appropriate transport measures and rearrangements on it integration of cycling network into the urban space in line to urban planning and design requirements integration of bicycle transport into the other transport systems Implementation of the soft measures, as providing the promotional campaigns, educational trainings, competitions and other events to raise the awareness of the residents. Given the above references, the detailed descriptions of individual examples of Good Practices that were identified as successful in partner s cities within the CYCLECITIES project, are given in the Chapter 5.4 and the Comprehensive Transport Plan definition is given in the Chapter This section provides only general recommendations for successful work of planning authorities. The main general strategic recommendations for the cyclist s friendly city are: To design the city, where people can provide an equal or better secure access to all urban services without the use of a car. To set up the arrangements that are integrated into the overall transport system and urban image of the city. To create the less noisy and polluted environment in the city. To introduce solutions that are friendly to the people and not in a priority to the cars. To make conditions for cycling that are functional and experiential designed. To support constructive public involvement in the design of public space and public infrastructure. To make the conditions that are user s friendly. To achieve adequate integration of bicycle traffic with all other urban and transport systems. The main strategic goal of the CYCLECITIES Project 148

150 The main strategic goal is to use an approach that will re-define the form and content of public space in the city, which will be adapted to the cycling traffic as one of the leading modes of urban transport. This will result in a difference in the perception of the city and life in it. 149

151 The vision of the CYCLECITY must be to change the modal split in the lines to the picture below: The Cycling Network in each city has to ensure: Traffic safety Connectivity Directness Comfort Attractiveness In each city, within the development process of the Cycling Network, it is previously necessary to inspect the existing traffic and space conditions. On the basis of data on cycling traffic flows and statistics data on road accidents, we have to make some before studies as an impute for preparing the General Action Plan. First we have to inspect the current traffic situation; to evident the most hazardous links, the missing links and to identify the deficiencies on the Cycling Network. In parallel it is necessary to identify the most dangerous sections for cyclists and the most common areas of speeding on the Road Network and also to identify the Urban Space impacts. That means the determination of main every day travel destinations, as public institutions universities, post, bank, market etc. and other institutions and also to identify the specific values of the city, which could be the aim of bicycle trips, as natural, historical, architectural beauties and places for relaxation, entertainment and leisure. Then we have to make the systematic integrated implementation of traffic measures on below areas: Cycling network (improving the existing bike areas, construction of missing sections, rearrangement of dangerous sections and elimination of irregularities ). Road network (reconstruction of road sections with cycling surfaces upgrading, implementation of traffic calming measures, the zones 30 km/h introducing, rearrangements of one way streets to both directions for cyclists, road diet, reconstruction of intersections, only pedestrian and cyclists zones introducing, shared space zones, common bus&bike lane, bike box...). Urban space (green areas upgrading, construction of new neighbourhoods, parking facilities, squares, new shopping areas, river embankment arrangements, placement of entertainment and sports surfaces, urban equipment, protection of natural, historical and architectural values, ). Other transport systems (connection with train, bus, underground, tram, provide park&ride systems, establishment of bike sharing system ). 150

152 The development of the city's cycling network should be always supported under the monitoring evaluation as it is the iterative process that is constantly evolving. Design of the whole city cling network must be adapted to the different target groups, each of them having their own requirements: daily users in the cities (to the school, work, shopping and other), ride and bike users (combination of bicycle traffic with train, bus, underground or tram), recreational users (they use bike for sport, fun or tourism). The CYCLECITIES project Findings: In practice, it is necessary to find the optimal relationship of many of the primary and secondary factors, which affect to the proper functioning of the cycling network. There doesn t exist the unique rule of sequence of actions because of the specific characteristics of individual cities, but it is very important to make the comprehensive approach and to integrate the cycling facilities into the all areas, as it means into the entire road network, as other transport systems, urban space and landscape context. It is very important that new arrangements are introduced systematically. Before carrying out, it is necessary to inform the public and to teach them for the use of them. All new traffic solutions must become uniquely identifiable and normal for all users. Only in this way they will be well-accepted and safe. By providing the traffic safety, connectivity, comfort and attractiveness of cycling network, we can encourage even the people who do not cycle jet. In order to attract as many people to cycle, it is most important to ensure lowstress connectivity. Especial attention should be given to arrangement of junction areas, road cycling crossings should be visible and illuminated. Installation of special road equipment and painting of cycling surfaces in the area of junctions, bus stops and other critical areas should be identified, as the cyclists are one of the most vulnerable road users and cycling surfaces are constantly intertwined with other traffic surfaces. Beside this, if you want to become a CYCLECITY it is important continuously to stimulate people for use of bicycle as a normal daily mode of transport. This can be achieved by constantly launching of various educational programs, campaigns and different events. Bicycles must become a fashion, people need to recognize bike riding as something normal and pleasant. Only in this way, the city can be successful, what means friendly to cyclist and nice for living. 151

153 Recommendations What not to do Regardless, there are some ready strategy documents, technical regulations, guidelines and specifications for the design of the cycling infrastructure, good conditions for cycling in many cities are often not provided. The technical solutions are often uncoordinated, partial and limited by the sector or they are not adapted to the specific situation. Individual urban design arrangement can be good in a particular case situation, but in a different environment the same arrangement can be completely unacceptable. As shows, the placement of bike surfaces is very difficult and complex problem. Planning and design requires a systematic approach in the wider area. General recommendations for the planning authorities are not to make unsafe, uncomfortable and unattractive or not connected arrangements. Some basic recommendations that should be avoided: Don t make arrangements that may create potential conflicts between cyclists and motor vehicles or between cyclists and pedestrians. On sections where high motor and freight traffic flow is, where the main frequent directions of bus lines are and that higher speeds are allowed, cyclists should not be on the road together with motor vehicles, but the separate cycling facilities are required. Unexpected sudden changes in technical characteristics of cycling connections, such as changes of width and profile, are not desired. Don t make tricky arrangements and mark the cycling facilities understandable. Don t push the rider to cross the heavy traffic road to many times, but only at the intersections. Improper implementation of the final edges (curbs) in the area of intersections and on-site terminals are most common drawback on the bicycle ways. Don t make dangerous sharp radius and keep the cyclists visible for right-turning cars in the area of approaching the intersection Paths common for cyclists and pedestrians should not be too narrow Avoid of conflicts between cyclists and pedestrian at the areas of bus stops Cycling surfaces must not be slippery and smooth Parking on the cycling surfaces is not allowed Don t make not understandable arrangements where the traffic behaviour is not clearly defined to all road users Don t create detours for cyclists which are more than 20% longer than the shortest possible connection On the cycling way should not be any dangerous barriers or unforeseen obstacles Cycling surfaces should be properly maintained, surfaces must be without holes in the asphalt and other unpleasant distractions 152

154 11 CYCLECITIES GENERAL FINDINGS AND CONCLUSIONS The CYCLECITIES European Cities for Integrating Cycling within Sustainable Mobility Management Schemes is a project of INRERREG IVC Program. It is Interregional Cooperation Program, co-financed by the European Union s Regional Development Found. General aim of the CYCLECITIES project is environment and risk prevention, energy saving and sustainable transport promoting. In accordance with the European Directive vising to reduce negative impacts of the traffic on the environment in the European cities as much as possible, within the CYCLECITIES project was build up an international, constructive and professional team to exchange experiences and knowledge. International partnership is difficult configuration. Partners are from different countries, several languages, cultures and they come from different starting positions. For this reason an achieve day after day flow up is with motivated lead partner necessary. Within the CYCLECITIES PROJECT it was perfectly done, the cooperation of partners was really professional and the knowledge find out from these Guidelines is result of delight work of all of them. The CYCLECITIES project, together with series of other EU projects, is very first occasion for cities to greater systematically information about bike policies. That s why the specific efforts have to be spend about organizing know-how exchange and by asking partners to cooperate with each other even after the completion of the project and measure the effects of the project after the scheduled Evaluation Plan. For the future liability of European cities who are more and more facing with traffic and environmental problems the emphasis on walking, cycling and public transport will be vital. In most cities we face every day with problems in transport such as congestions and delays are. The consequences of this are noise and air pollution, high costs of energy consumption, stress and accidents. In recent times by systemic approaches experts are intensively trying to improve urban mobility. People want to live in cities where the public space is accessible to all, where children can play on the streets and where you can easily walk and cycle. Citizens want more green areas and less overcrowding parking spaces and heavy trafficked roads. CYCLECITIES project supports the revitalization of the cities and wants to make them alive again. As it is also declared in the Green Paper in Urban Transport that the sustainable modes of transport help to keep the environment more pure. Cycling is certainly one of the most appropriate ways that contribute to the better mobility in the city. The smart transport modes (cycling and walking) are the most logical for short distance trips which are also inherent to urban areas. The life in the cities with a lot of cycling and walking is much better. Finding the right balance between the different transport modes in urban areas is challenge for most of the cities. In order to ensure a balanced development of cycling network, that offers the traffic safety and connectivity, is need to use professional systematic approaches for planning, designing and implementing of cycling infrastructure as well as to provide promotional campaigns, trainings and other events for improvement of traffic behaviour and cycling popularization. Some partners cities have already made certain Good Practices which were proved according to their experience as successful and well-functioning in their cities. Therefore the CYCLECITIES project, by using the methodology, collect & identify some Good Practices on Mobility Management Strategies from them. To obtain a comparison and to assess the differences between the partners cities and to find areas where they can learn on base of good practice from each other in these Guidelines all the Good Practices were carefully annualized with the final purpose to transfer knowledge and experience between the European cities. In any city it is necessary to ensure a well-balanced physical development of cycling communications, better access to all areas of the city and connectivity to the suborn areas by bike aimed to approved quality 153

155 of traffic services. The most important factors for the popularization and progress of bicycling are connectivity and traffic safety which are much interconnected. The stimulation of cycling traffic without construction of uninterrupted and safe arrangements and without appropriate signposting and maintenance of existing cycling infrastructure can cause the increase of the number of cyclists' accidents. The shape of cycling network is also much depending on urbanism of the city. Despite many years of building the cycling network connections in different cities still lack a great deal in terms of continuity, structure and detailed design. Many of the cycle facilities that have been built do not conform to today s guidelines for design of cycle facilities. Some cycle routes are considered as unattractive, unsafe or uncomfortable. It is essential to make Monitoring and Safety Audit Inspection with the aim to connect the cycling network and to place the safe more optimal cycling connections to provide access by bicycle to each destination. Every city does its best to implement the principle of separation of motor traffic from more vulnerable users of the roads, but it is not possible to expect that this principle could be implemented everywhere. Anyway, the implementing priority is given to the sections that are of the most interest to the cyclists and which have lower road safety range. That s why the counting of cyclists and the statistic traffic safety data management have so important role in planning and implementing of city cycling network. It is obviously that some countries has prompt data and some of them are more improvising based on the estimates. In Slovenia, Poland, Greece and Portugal shows a significant lack of data on traffic counts, so transport solutions are often inadequate. Consequently this is reflecting road safety, which simultaneously shows the need of changes. Photo Polona Andrejčič Mušič 154

156 End CYCLECITIES Project Findings: Over the duration of the CYCLECITIES project on the corresponding workshops, conferences and ongoing regular meetings the experts from partners cities have expressed their various professional opinion on the different traffic solutions. Many times the expressed opinions among them were very different, sometimes even conflicting, which was anyway good while it positively contribute to the formulation of conclusions in this Guidelines. Brainstorming is also the proof that there are many different ways to raise cycling. The obtained cross checking helps to make the overall comparison analyse of collected MMS GP. Table summary of the overall comparison analyse of the CYCLECITIES project partners countries Country GR UK IT PT PL SLO GE MMS measure To assure traffic safety for cyclists Not enough Not always To assure connectivity for cyclists No Not always Zones intended exclusively for pedestrians and cyclists Few and not connected Not enough No Few and not connected Not always Not always Not Not always always To predict 30 km/h zones No much No much To implement traffic calming measures To introduce limited expensive car parking policy No much No much Some areas Progress steadily No much No much No much To require Congestion Charge Zones No No No In 1 small No village To introduce common bus- cycle lanes No No No No Few To set up the Bike-sharing system Just start No much To place safe bicycle storagesstands for bicycles To integrate Cycling and Public transport No much No No much Not enough Not in the city To conduct safety Audit inspections No Just start No Just start Traffic Regulations and Guidelines Not much high Just start Improve high Counting of cyclists No Some No Some Some Monitoring No No much No No much No much Promotional cycling campaigns Educational cycling trainings Cycling events Political support Not really Recently more Not really Not enough Not enough Rural Cycling Network Evaluation of development of the country with regard to cycling LD HD MD MD HD MD HD HD - highly developed MD - medium developed LD - less developed 155

157 With these Guidelines it was found out that individual European cities have very different starting positions about existing cycling infrastructure and its connectivity. They use different type and combination of MMS measures by providing Urban Transport Policies. From the table above we can see that the most cycling developed partners cities are Germany and UK while the range of regularly used MMS measures is much more essential as it is in Italy, Poland and Slovenia and finally the findings of this Guidelines are that Greece and Portugal have much to do for cycling traffic in future to make it possible good. Development of cycling in each city depends on several individual factors; as the level of awareness and desirability regarding of using the sustainable modes of transport, the temperament, culture and lifestyle of the citizens. The past urbanism, geographical, relief, climatic conditions, different political support and cooperation of local authorities even increase the differences what was obviously seen from this project. Greece and Portugal are in the very early stage by the available cycling infrastructure but they try to raise the awareness and the interest for cycling to the level that cyclist will strongly demand their rights and that the politicians will finally hear them. Recently, Greece made substantial progress in terms of stimulating bicycle traffic since in many Greek cities were installed Bike Sharing Systems. Mobility management is a concept that with various strategies promote new cooperation and offer a package of measures that encourage and support effective, environment friendly sustainable mobility. With adoption of GP from cycling developed countries to the local circumstances of less developed city they can achieve great progress and satisfaction. Out from analysing the collected Good Practices, the CYCLECITIES project general conclusion is that the most important is that the Urban Mobility Management includes max-range of measures for the operation of promoting cycling in the city. All the new traffic principles and arrangements in any city always have to be applied gradually and systematically. New traffic principles should become understandable and recognizable for all road users. The most important philosophy is that they have to become everyday using normal acceptable and this is the only way that they can be effective and safe. They should be always supported under the monitoring evaluation. The New arrangements always have to be well advertised by different campaigns and via media. Planning, designing and implementing bicycle surfaces is very difficult and responsible work and requires a systematic approach. It is often much more challenging than the design of other road infrastructure, as the cyclists are one of the most vulnerable road users and cycling surfaces are constantly intertwined with other traffic surfaces. Designing required carefully execution of point interventions, particularly arrangement of junction areas, construction of road crossings for pedestrians and cyclists with appropriate waiting surfaces, installation of appropriate signposting and equipment, street lighting and painting of cycling surfaces in the area of junctions. In all European countries is desirable to introduce some new principles as open one way streets for cyclist in both directions and open blind streets for cycling and "Sharrow", "Bike box"," Advanced stop line" etc. but a single opinion of all experts from CAYCLECITIES project was that the new transport arrangements which are more and more coming from the USA have to be properly adopted to the European cities while European cities have different dimensions and traffic philosophy. 156

158 Acknowledgements: All who anyhow contributed to the development of these Guidelines have done a great job, while have assisted in improving the transfer of knowledge between European cities and thus contribute to the change in use of sustainable modes of transport in benefit of cycling. Therefore, the cooperation and the preparation of such instructions is also one of the forms of MMS measures. Thank you very much in behalf of author of the Guidelines Photo Polona Andrejčič Mušič, 157