General Strategy Recommendations for Municipalities (Local Level) Table of Content

GENERAL STRATEGY RECOMMENDATIONS FOR MUNICIPALITIES (LOCAL LEVEL) TABLE OF CONTENT

List of figures 5 GENERAL STRATEGY List of tables 5 RECOMMENDATIONS Abbreviations 6 1 Introduction 7 FOR MUNICIPALITIES 1.1 Background and philosophy 7 (LOCAL LEVEL) 1.2 About Central MeetBike 8 1.3 About the use of this document 8 1.4 Reasons for promotion of cycling 9 This report was developed as Output 3.4.1 in the course 2 Prepare your own cycling strategy 10 of the European project “Central MeetBike – More sustainable transport in Central European cities through 2.1 SUMP as the frame 10 improved integrated bicycle promotion and interna- 2.2 Development of cycling strategy 12 tional networking”. This project is implemented through 2.3 Checklist for an integrated cycling strategy 14 the CENTRAL EUROPE programme and co-financed by 3 Tools 14 ERDF. 3.1 Planning process 14 3.2 Quality management (QM) 16 Prepared by: 3.2.1 Monitoring of cycling – data collection 18 Technische Universität Dresden 3.2.2 Evaluation of measures and policy 19 Chair of Transport and Infrastructure Planning 3.2.3 Safety audits and traffic safety committees 20 Prof. Dr.-Ing. Gerd-Axel Ahrens 3.2.4 Maintenance of cycling infrastructure 21 3.3 Standards and guidelines 21 3.4 Organisational tools 22 Author: 3.4.1 Incorporate cycling in city administration 22 Jan Schubert, Gerd-Axel Ahrens 3.4.2 Stakeholder involvement 25 3.4.3 Training of cycling experts and knowledge transfer 26 Contribution: 3.4.4 Cycling networks 27 Ute Kabitzke, Kevin Vincent 3.5 Financial tools 28 3.5.1 Dedicated cycling budget and included in overall project costs 28 3.5.2 External funding opportunities 29 3.6 Enforcement 30 www.centralmeetbike.eu 3.7 Legal regulations 31

2 3 4 Hard measures 32 4.1 Cycling facilities and networks 32 LIST OF FIGURES 4.1.1 Developing a cycling network 32 4.1.2 General hierarchy of cycle routes 33 Figure 1: SUMP process 11 4.1.3 General design standards for bicycle infrastructure – safety considerations 34 Figure 2: Cycling as a system 13 4.1.4 Cycling facilities on the road 36 Figure 3: Planning process 15 4.1.5 Cycling facilities off the road – cycle paths 39 Figure 4: Deming cycle to reach continuous improvement 16 4.1.6 Intersections 41 Figure 5: Bicycle counter in Pardubice 19 4.1.7 Situations that require special attention 45 Figure 6: Stakeholder involvement process 25 4.1.8 Rural cycling infrastructure 46 Figure 7: Choice of infrastructure type dependent on traffic volume and speed 35 4.2 Traffic calming 47 Figure 8: Cycle path in the city of Dresden 36 4.2.1 Extensive traffic calming in residential areas 47 Figure 9: Advisory cycle lane in Berlin 37 4.2.2 Isolated measures at particular spots 48 Figure 10: Pictograms in Pardubice 37 4.2.3 Alternative forms of traffic calming 49 Figure 11: Bicycle Street in Hanover 38 4.3 Bicycle Parking and intermodal hubs 50 Figure 12: Cycle track in Dresden 39 4.3.1 Bicycle parking facilities 50 Figure 13: Greenway along a channel in Leipzig 40 4.3.2 Bike&Ride - Intermodal hubs with public transport, bicycles and car-sharing 51 Figure 14: Bridge for cyclists at Elberadweg Dresden 42 4.3.3 Bicycle sharing schemes 52 Figure 15: Elevated cycle lane at tram stop in Leipzig 46 4.4 Signposting and Service infrastructure 53 Figure 16: Elevated crossing in Uherské Hradiště 48 4.4.1 Signposting 53 Figure 17: Traditional parking facilities do not provide sufficient security (left). 4.4.2 Services and service stations 54 U shaped racks are better (right) 51 4.5 Pilot and lighthouse projects 56 Figure 18: Bicycle parking garage nearby the main station in Erfurt 54 5 Soft measures 57 Figure 19: Air pump ereected in front of a shopping centre in Pardubice 55 Figure 20: Tube automat in Dresden and public toolbox in Graz 55 5.1 Success factors for public relation for cycling 57 Figure 21: Levels of Mobility Management 65 5.2 Elements of public relation for cycling 58 Figure 22: Final ceremony of bike to work campaign in Pardubice 70 5.2.1 Actors in public relations 58 Figure 23: Shows and gifts for cyclists during Bike Friday campaign in Gdansk 70 5.2.2 Target groups 59 Figure 24: Screenshot of www.ceskojede.cz 73 5.2.3 Information in public relations 60 5.2.4 Means of public relations 61 5.3 Mobility Management 64 5.4 Improving road safety by soft measures 67 LIST OF TABLES 5.4.1 Road safety campaigns 67 5.4.2 Traffic education and training 68 Table 1: Requirements to parking and storage solutions for bicycles 50 5.5 Examples and Information on user targeted campaigns 69 6 Conclusion and Link to other CMB documents 74 7 Sources / Further Literature 76 7.1 Introduction 76 7.2 Tools 76 7.3 Hard measures 77 7.4 Soft Measures 78 8 Checklist for development of local cycling strategy 79

4 5 ABBREVIATIONS 1 INTRODUCTION

CMB Central MeetBike 1.1 BACKGROUND AND PHILOSOPHY CyE Cycling Expertise EU European Union HGV Heavy goods vehicles Municipalities in Western Europe were and in Central Europe still are confronted with an increasing motori- MM Mobility management zation and growing congestion, leading to deterioration of the quality of living in the cities. At the same time PT Public transport they are facing the challenge of meeting the European requirements in terms of sustainable development and QM Quality management sustainable mobility (which can be mandatory for receiving funds and financial support). The overall objective SUMP Sustainable urban mobility plan elaborated within the Sustainable Development Strategy1 of the European Union in connection to transport is

“To ensure that our transport systems meet society’s economic, social and environmental needs whilst minimising their undesirable environmental, social and economic (financial) impacts.”

Therefore, along with technical improvements of vehicles and infrastructure, a change of mobility behaviour has to be induced. For more sustainable transport in Central European cities every transport mode is integrated into the mobility system and should be promoted according to its strengths and, likewise, limited in accordance with its negative effects. This means that – against the background of about 70% of all urban trips being shorter than 5km in Central European cities2 – using the private car might not always be the most efficient choice for individuals and the society. Therefore municipalities should provide better conditions for cycling, walking and public transport in such a way that they are considered as a serious and better alternative to private cars. Wherever necessary car use cannot be substituted, the resulting traffic should be operated efficiently and affect residents and urban environment as little as possible.

It is essential that bicycle promotion is embedded in a strategic, integrated framework of sustainable and affordable city and mobility development, which includes the defining of concrete, quantifiable developed objectives. These should be compatible with national and EU-objectives. In the interest of an efficient use of available financial resources, it should be ensured that measures are implemented not where it causes the least resistance, but rather where it systematically contributes to the city’s objectives effectively. Therefore not only polite offers can be part of the solutions, but also restrictions have to be included into the package of the goal achieving strategy. The most serious issue in developing mobility and transport is traffic safety, which has to be accepted as the goal with highest priority. There is less space for compromises when life and health of people is affected. So traffic safety as a major goal is included and considered always first in the context of the discussed and suggested strategies and solutions below.

In the course of the EU-project Central MeetBike partners from four Central European countries focussed on integrated promotion of bicycle transport as a major element and good area of example for a more sustainable and efficient urban mobility and transport system. Main findings along with recommendations for successful cycling policies on the local level are collected in this document.

1 Council of the European Union: “Review of the EU Sustainable Development Strategy”. Brussels. 2006. p.10 2 Finding of survey conducted in 5 Central European cities in the course of Central MeetBike

6 7 1.2 ABOUT CENTRAL MEETBIKE The content of chapters 3, 4 and 5 will help to fill out the checklist for an integrated cycling strategy introduced in chapter 2.3 (attached to this document in chapter 7). The table provides a range of aspects that should be considered in towns. Each chapter includes references to sources that present further valuable information. The project “Central MeetBike – More sustainable transport in Central European cities through improved integrated bicycle promotion and international networking” (03/2011-05/2014) was a result of two MeetBike con- 1.4 REASONS FOR PROMOTION OF CYCLING ferences in Dresden in 2008 and 2009. These events brought together experts from many European countries and especially Central Europe to discuss about potentials of cycling as an integrated part of transport and mobility strategies to solve the related problems of cities, regions and countries. The project consortium con- Many Central European cities are facing problems of increasing private car use, such as increasing emissions sists of 12 partners from 4 countries: Germany, Czech Republic, Slovakia and Poland. There are one research of environmentally unfriendly substances, increasing demand of urban spaces for parking and rolling traffic. institute and two cities per country participating in the project. This directly contributes to decreasing qualities in terms of air quality, noise and lack of space for urban activities and uses. Additionally the quality of transport suffers through increased congestion. Central MeetBike presents the role of bicycling as an integrated part of sustainable transport and mobility in urban environments. Therefore, the project partners are implementing a variety of activities to disseminate However, according to a survey implemented in five cities in Poland, Czech Republic and Slovakia, about 70 % information on sustainable transport among all relevant bodies such as decision makers, public and private of all urban trips are below 5km and still a much higher percentage of people using public transport than in professionals and the public: Western European countries. Central European countries apparently are in danger of changing this quality in an undesired direction. • Strategy recommendations for local, regional and national levels • Fact sheets to show best practices and information in a compact way Research has shown that cycling is the fastest transport mode on these distances below 5-6 kilometres. Ad- • Training seminars based on the model of the German “Fahrradakademie” (bicycle academy) ditionally it is a zero-emission mode. Research in Germany indicates that especially promotion of longer trips 5 • Development of national bicycle strategies also in the Czech Republic and in Slovakia by bicycle can significantly contribute to lowering CO2 emissions . • Development of local bicycle strategies and action plans in Czech, Slovak and Polish cities Cycle lanes have a high capacity and require less space in comparison to car lanes. Where we can save or With these activities the project tries to increase the acceptance of cycling and its potentials as an everyday not need any further roads and parking spaces, we gain qualities for public use, e.g. as urban squares, parks, mode of transport both among users and decision makers. The final goal is to increase modal share of cycling meeting zones, restaurants and for shops in a more intensively used urban environment. in the partner cities and at the same time to stop the increase of motorised traffic. This is especially important in order to reduce congestion and the critical emissions of automobiles. In terms of mobility, cycling has some additional benefits: The project uses German examples as a backbone to apply them in the project and the partner countries. In order to test new findings, some smaller pilot investments have been implemented in the cities. • It is an individual mode of transport. • It is cheap (riding the bike and maintenance). 1.3 ABOUT THE USE OF THIS DOCUMENT • It can be used by almost everyone. • It is almost always available • It contributes to an individual’s health and fitness. One of the project aims was to concentrate the main findings of the project in final strategy recommendations. Since Central MeetBike is not the first European project that tried to push forward promotion of More details along with benefit of cycling are discussed in chapter 5.2.3. sustainable mobility in general or cycling in particular, there are already some documents available that can provide a lot of information in this topic. Especially noticeable is the “Handbook on cycling inclusive planning and promotion” elaborated in the course of the project Mobile 20203 with which Central MeetBike partners cooperated closely. In addition the German Institute for urban affairs (Difu) developed a range of fact sheets that provide valuable information4.

Therefore project partners decided not to develop another document that repeats a lot of detailed and valuable information, but to provide cities with a guideline for their own problems and how to elaborate and to 3 The EU-project Mobile 2020 is implemented in the course of the IEE programme and co-financed by the European Union. The project aims to create better define their own individual cycling strategy. Therefore readers and users of this document can already start conditions for cycling in small and medium-sized cities in Central Europe by transferring useful knowledge from forerunner countries such as Denmark, their action to “Prepare your own cycling strategy” in chapter 2 through following the instructions given there. Netherlands and Germany. 4 Cycling Expertise fact sheets can be downloaded at http://www.nrvp.de/en/transferstelle/ 5 Ahrens et al. (2013)

8 9 of current situation is to be developed, before - with the knowledge about local goals and targets – qualities (deficiencies and favourable conditions) can be detected and measures be developed. The problem analysis, 2 PREPARE YOUR OWN CYCLING STRATEGY goals and measures should be summarised in a final report, which is the basis of future transport planning in the city - the SUMP. One way to describe the process and its interim stages can be seen in Figure 110. 2.1 SUMP AS THE FRAME

Although this document mainly is supposed to strengthen local cycling policy, it is essential to pay attention to the broader issue of integrated urban transport policy, since an effective cycling policy cannot be pursued on its own. Any cycling policy should be developed as a part of the broader urban sustainable transport policy and mobility concept.

As a standard method for European cities the EU recommends implementation of so called sustainable urban mobility plans (SUMP). SUMPs are not yet mandatory in Central European countries such as in Italy or France, but they will be a precondition for receiving funds from the European Union already now (e.g. CIVITAS) and especially in future years . The SUMP process assists municipalities to ensure mobility and in achieving goals of sustainability and environmental protection at the same time.

A SUMP should be integrative7, meaning that at least all different transport modes should be seen together as a whole transport system. Further dimensions of integration include8:

• Sectoral integration: cooperation with other departments that are affected from transport issues: urban planning, economic planning, social planning and more • Horizontal integration: cooperation with neighbouring municipalities to find synergies and to develop good solutions at local borders • Vertical integration: consideration of superior strategies (e.g. national cycling plan) and cooperation with superior and secondary institutions • Participation approach: provide conditions for participation of all persons concerned • Holistic actions: Consideration of hard measures (chapter 4), soft measures (chapter 5) and economic measures and administrative tools (chapter 3) • Consideration of whole mobility: planning for all transport modes and trip purposes

As a basis for strategies a SUMP contains goals and visions for mobility in the city for the next 10-15 years. Each goal should be developed in an open political target discussion. Experts will make the goals and objectives more concrete so that changing effects can be compared with them. As a result realisation time and absolute

or relative target values can be detected. The basic concept to express goals of a SUMP is often outlined as Figure 1: FGSV (2013), p.1011 follows9:

• Avoid trips and minimise trip lengths 6 • Shift individual motorised trips to sustainable modes (e.g. walking, cycling, public transport, car-sharing) European Commission (2011) 7 A handbook on integrated transport planning was published by the German Road and Transportation Research Association. The “Hinweise für die Ver- • Operate non avoidable car traffic in the most acceptable way (most efficient and less harmful) kehrsentwicklungsplanung” (can be translated as “guideline on mobility master plans”). The document is not yet available in English. However, the GIZ (Deutsche Gesellschaft für Internationale Zusammenarbeit - German Society for International Cooperation) is currently translating the guideline. It will be At the same time of course mobility and economical process have to be ensured. The process of developing available by the end of 2014. 8 a SUMP can be regarded as a circle or iterative process with feedback and control loops. Formulating the goal Ahrens (2013), slide 11 9 Deffner et al (2012), p.26 of improving current mobility and life quality of citizens is the starting point of the process. Firstly an analysis 10 FGSV (2013), p.10 11 Ahrens (2013), slide 8

10 11 stakeholder and cyclists – overcoming barriers in mind by changing perception and habits towards cycling 2.2 DEVELOPMENT OF CYCLING STRATEGY and with this to achieve less car traffic with less congestion, pollution and fewer accidents.

When developing public relation campaigns, experts should clarify three questions in advance: Multimodal, sustainable mobility master plan with clear goals as the frame 1. Who shall be attracted with the campaign? Who is the target group? With the basis of a SUMP a cycling strategy can be developed as attachment and implementation plan of 2. Which information is of interest for chosen group to achieve the goals? cycling measures. Promoting bicycle transport should be understood as one approach towards a more sus- 3. By which means can the chosen group be reached? tainable mobility system in the city. Therefore cycling is requested to contribute to achievement of goals set in the SUMP. Nevertheless additional, more specific goals regarding bicycle transport are recommended. Among Given this information and some financial resources (which are unfortunately often insufficient even in classic them might be some of the following goals12: cycling cities) an appropriate campaign can be developed. Information on target groups, information and means of public relation connected with some examples can be found in chapter 5.1. Along with raising • Increase the modal share of cycling (against the background of integrated promotion of sustainable trans- awareness often campaigns to improve road safety are implemented. Since this topic is one the most crucial port modes as an alternative to cars, the goal should rather be: “decrease the modal share of cars” or “de- ones in bicycle promotion, there is a special chapter 5.3 giving input. crease dependence on car traffic for daily trips”) • Increase traffic safety (e.g. 25 % less cyclists killed or seriously injured in 5 years) Further measures to complete the cycling system • Improve satisfaction of citizens with local cycling system, create a dense cycling network • Increase supply and quality of bicycle parking facilities (especially at intermodal hubs) Finally further measures to complete the cycling system as indicated in Figure 2 should be considered. • Increase quality of cycling facilities Especially all kinds of different service facilities are helpful, Bike&Ride stations, bicycle renting and information • Improve cooperation within the city and with surrounding municipalities systems. What is most urgent and promising has to be decided in each town individually.

Finding quantifiable indicators for goals enables the monitoring of progress and goal achievement of the cycling strategy.

Definition and implementation of continuous cycling network considering quality standards.

Good cycling facilities are a precondition for promotion of cycling. They ensure safe and convenient use. Experiences from Germany have shown that secondary road network can easily be prepared to fit cyclists’ needs with little costs. Special attention has to be paid to gaps in the network (e.g. crossing of main roads between two speed 30 zones), which should be designed in a safe and convenient way.

Approaches on how to develop a cycling network can be found in chapter 4.1.1 of this report. For recommendations on how to plan cycling infrastructure according to the state of the art, please refer to chapter 4.1.3 and following.

For successful implementation of the cycling network and its single elements it might be necessary to adapt municipal administration for more efficient planning and quality management. Information on tools for bicycle promotion can be found in chapter 3 of this report.

Soft measures to increase use of bicycles

Besides investments in hard measures, implementation of soft measures is regarded as a low cost and very efficient way to increase use of bicycles. The aim of soft measures is – besides providing information for Figure 2: Cycling as a system13

12 Deffner et al. (2012), p.28 and edited by authors 13 BMVBS (2002), p.28

12 13 2.3 CHECKLIST FOR AN INTEGRATED CYCLING STRATEGY

Project partners of Central MeetBike aimed to gather strategy recommendations that can serve as direct input for municipalities that want to develop a local cycling strategy. Thus a general schedule of the development process of a cycling strategy was derived in chapter 2.2.

Additionally Central MeetBike project partners found a demand for a checklist, which ensures that there are as many issues related to bicycle promotion as possible considered in the local cycling strategy. This checklist, along with columns to clarify time horizon of implementation, required budget and responsibility for each aspect, can be found in chapter 8 at the end of this report. Further hints how to fill out the table can be found there as well. Filling the table is supposed to be a first step towards a local cycling strategy. Information about each aspect of cycling promotion can be found in the related chapter of this report (number is given in table). 3 TOOLS

3.1 PLANNING PROCESS

Understanding of planning processes in transport planning experienced fundamental change over the last decades. Today planning is understood as an interactive goal oriented process between administration / transport professionals and the public (different interest groups and persons affected by the particular project) and the decision makers. New goals of transport planning such as environmental compatibility, efficient use of resources and sustainability have to be increasingly considered. Today transport planners also pursue different strategies14:

• Positive development of the economy has to be decoupled from the increase of car transport (amount of traffic on roads, kilometres travelled) • Therefore traffic should be avoided whenever possible or shifted to a more sustainable mode or to streets where it causes less negative impact on citizens and the urban environment.

The overall goal of transport planning processes is developing strategies and measures that contribute to reach the objectives set by the city with the most efficient use of the budget. Solutions should be part of a system that is embedded into a transport strategy. Additionally they should be suitable for future requirements of transport, since infrastructure usually is planned to be operated for at least 30 years. So the main task is not any more to fulfil the demand with a sufficient supply, but to direct the demand into a more sustainable direction. Figure 3: Planning process16 The German Road and Transport Research Association developed a model for transport planning processes that can be displayed as follows (Figure 3). According to latest developments authors of this report added accompanying processes of stakeholder involvement and quality management to the graphic15.

14 FGSV (2001), p.5 15 FGSV (2012) 16 FGSV (2001), p.15 translated and edited by authors

14 15 Planning processes should be a continuous task. Often deficiency reports from citizens, other departments The installation of a QM-system in the municipality is an essential requirement in order to ensure high quality or the police are the starting point of a planning process. Sometimes also new strategies decided by the city and success of planning and implementing strategies and measures of not only integrated bicycle promotion. council or legal order can initiate planning or adjustments of former planning. Furthermore, funding bodies increasingly require the implementation of a QM-system.

As a first step particular problems have to be identified.This should be done by comparing the current situation Regarding transport planning the main objectives of QM could be summarized as follows: with goals and objectives of the local transport master plan or from superior strategies. This process leads to a list of deficiencies on the one hand and potentials for further development on the other. • To evaluate the acceptance and success of completed strategies and projects evaluation as a standard procedure should be introduced in the city. A monitoring system of regularly measured, calculated and In the second step scenarios, strategies or measures have to be assessed regarding their estimated effects and counted facts is helpful that is simple, straight forward and not expensive. how they can improve deficiencies identified in the first step. Collecting measures including their effects and • Whenever statistics on transport are analysed independently from quality management, they should be costs is then followed by preparation of the decision making process by the city council, which is the third used for it in order to make use of synergies and save costs for expensive extra investigations. Available data step of the planning process. has to be coordinated with strategic goals of cycling strategy in order to monitor its fulfilment. Whenever appropriate data is not available elsewhere it has to be gathered. After deciding on an action concept, it has to be implemented. This process can be done in stages beginning • Ensure the level to which goals and objectives are met through effects of the developed strategies and with the most effective measures. In order to ensure high transparency of the processes constant stakeholder measures. The objectives of the local cycling strategy should be concrete and usable in a way so that involvement (see chapter 3.4.2) is recommended. the corresponding effects of strategies and measures can be measured or determined as quality levels in comparison with the goals and objectives. In addition quality management processes (see chapter 3.2) should run parallel to the planning process. • To monitor on-going projects and allow for intervention if anything is not in compliance with standards or Monitoring and evaluation should continue after the measures have been implemented in order to stay aware cities’ objectives. of successful and also potentially bad developments (e.g. increasing number of accidents). • Enable involvement of citizens and stakeholders in project planning. • Safety of existing and newly planned infrastructure should be a major criterion of QM. 3.2 QUALITY MANAGEMENT (QM) • Benchmarking of individual performance with respect to other municipalities. A positive side effect of benchmarking is that it can easily create an incentive for municipalities to exhibit and promote excellent behaviour (to become the “cycling capital” of the country) Quality management approaches that are integral parts of industrial processes have been recently adopted by transport planners. Initially they have been developed with the goal to increase efficiency and satisfac- In order to meet these objectives it is suggested that a variety of QM-instruments be installed which link to a tion of customers with products. Generally quality management aims to ensure continuous improvement of central QM-system. Some of them are introduced in the following chapters. Regular reporting of the QM, e.g. processes and results. The procedure of QM is defined by the so called Deming-Cycle, which consists of four in the framework of mobility master planning is recommended. An annual report of the bicycle officer could phases: plan, do, check and act17. be the regular QM-report for integrated bicycle planning and promotion.

Figure 4: Deming cycle to reach continuous improvement18

17 Blees (2004), S.19 18 http://static.commentcamarche.net/de.kioskea.net/pictures/qualite-images-pdca.png

16 17 3.2.1 MONITORING OF CYCLING – data collection Case study: Bicycle counters

The basis of quality management and monitoring are quantifiable objectives that should be reached. To analyse the current situation and to compare it with these objectives, information and data should be used, which is Bicycle counters are stationary facilities for counting passing cyclists. With the help of sensors on the cycle collected regularly as part of administrative reporting systems. Along with development of population, land use, path the passage of a cyclist is registered. The collected data can be used to observe the development and economy and emissions the following results are of particular importance in transport and bicycle planning: to evaluate the impacts of implemented measures. Likewise, it is possible to identify general trends as well as to gather more detailed information. Thus one is able to analyse the impact of day of the week, daytime • Representative household surveys help to analyse current conditions by determining information like modal and weather conditions on bicycle traffic. split, trip lengths, kilometres travelled by modes, differences on days of the week, the weekend and over the year etc. As a result, in the course of these surveys representative data is collected that is necessary for model- If the bicycle counter additionally is ling the transport system of the city, Continuous updating of models and the required data is therefore state of equipped with a display, the number of cy- knowledge in Europe. It should be the natural base of transport planning decisions and part of the monitoring clists passing can be presented. Every cy- system. Since financial resources are often stretched the quality and reliability of mobility data is of particular clist becomes aware of cycling in the city importance in order to avoid false investments through misinterpretation of expected developments. Such and the importance for climate protection. surveys can also help to determine level of quality of cycling infrastructure and of general satisfaction with This creates a sense of community, which local cycling conditions and policy. encourages the cyclists to maintain or to • Household surveys can hardly be replaced by not representative user surveys on the street, in a pedestrian further improve their mobility behaviour. As zone or in other facilities. Those surveys are useful to analyse a special target group such as shoppers or a side effect such, facilities might be useful the demand of particular traffic generators. However, the results are not representative for the whole city. tool for more public awareness of cycling to • Counting: There are many forms of counting that differ in way of counting (manual, automatic) and con- increase the positive image of cycling. tent of counting (e.g. cars crossing an intersection, parked bicycles). Results of counting usually are used for calibration of traffic models or description of status quo in planning process19. However, counting can In the course of the Central MeetBike project – performed in regular intervals – also provide information about changes in traffic volumes and can thus the cities of Žilina, Pardubice and Gdansk also show developments of cycling. Nowadays many cities combine traditional data collection and public installed bicycle counters and demonstrat- relations by installing bicycle counters. ed the relevance of cycling with them. • There are many parameters that cannot be determined with classic survey approaches. Especially soft or organisational aspects of bicycle promotion (e.g. state of inclusion of cycling in administrative work) could Figure 5: Bicycle counter in Pardubice 22 be analysed with expert surveys or round table approaches with the aim of finding a consensus of different parties. BYPAD is a common method using the round table approach (see next chapter).

More details along with data collection can be found in the “Mobile 2020 Handbook on Cycling Inclusive Planning and Promotion” (p. 45pp, especially on indicators that can be monitored). In addition, the Cycling Expertise fact sheet CyE O-08 “Cycling Quality Management and Evaluation in Europe” includes more infor- 3.2.2 EVALUATION OF MEASURES AND POLICY mation on this topic. The relevance of data collection is also discussed in “Hinweise für die Verkehrsentwick- lungsplanung”20 published by the German Road and Transportation Research Association21. The MeetBike approach emphasizes that cycling data has to be evaluated in the context of the overall sustainable mobility concept. A modal split rise for cycling makes a lot of sense, if car use goes down at the same time and when the other sustainable modes do not suffer from bicycle promotion. All these modes should cooperate as a mobility coalition for more sustainable transport.

20 This can be translated as “guideline on mobility master plans”. The document is not yet available in English. However, the GIZ (Deutsche Gesellschaft für In- ternationale Zusammenarbeit - German Society for International Cooperation) is currently translating the guideline. It will be available by the end of 2014. 21 FGSV (2013), p.32p and p.82p 22 © Jan Schubert

18 19 The success of cycling policy can be monitored through the comparison of collected data of cycling with the authorities as well as the police or other responsible agencies for accident research. The department for accident objective quality values. But there are elements that cannot be analysed with statistics, counts and measure- research, usually with the police, regularly identifies accident hotspots in the urban and regional road network. ments, such as the organisational framework of local cycling promotion and the spirit for cycling in the city. Together with and for the commission they examine these spots for potential causes for the accumulation However, these quality features are recommended to be evaluated as well. of accidents. The proposed measures are implemented depending on the seriousness of the accidents at the particular location and the planning and implementation horizon. Measures promising serious effects with little effort should be implemented immediately. Case study: BYPAD process 3.2.4 MAINTENANCE OF CYCLING INFRASTRUCTURE

In the course of Central MeetBike, project partners implemented BYPAD audits to analyse their initial In the course of implementing a quality management system the city can develop websites and applications that state of cycling policy as well as progress that was made during the project. BYPAD is a procedure to enable users to report complaints about the cycle network. City institutions that are in charge of maintenance of evaluate the qualitative performance of cycling in a city by the subjective values of different interests of cycling infrastructure can make use of the information collected. Repair works then should be done according to the auditors. It is based on a round table approach with stakeholders of different interests who discuss a priority list that is based on a classification of routes of the bicycle network (main routes with highest priority). different aspects of cycling. The aim is to find a consensus about the current situation of cycling in the It is important to ensure that cycling facilities are safe and provide a convenient surface. municipality as a basis for an action plan that fits local circumstances. The initial situation is scored on a scale from 1 “Ad-hoc bicycle planning” to 4 - “Integrated bicycle promotion”. Regular repetition Additionally cycling infrastructure demands regular service which includes the following tasks: of BYPAD audits might allow monitoring of the general cycling policy (considering changes through changing participants in the process). More details along with the BYPAD method and availability of • Cleaning the surfaces (e.g. from glass, mud) auditors can be found on www.bypad.org. • Trimming overgrown vegetation • Ensuring usability of cycling infrastructure throughout the year (winter service, at least at main routes) The meetings of the BYPAD evaluation group can initiate a regular cooperation between users, stakeholders and members of the city in a bicycle working group (see chapter 3.4.1.2). 3.3 STANDARDS AND GUIDELINES

More details about evaluation of measures and policies can be found in the “Mobile 2020 Handbook on Cycling Uniform design standards for a country and partly Europe as a whole ensure that road users are able to under- Inclusive Planning and Promotion” (p.56pp) and on Cycling Expertise fact sheet CyE O-08 “Cycling Quality Man- stand regulations in all cities more easily, because regulations and road operation usually correspond with street agement and Evaluation in Europe”. design. Therefore a uniform standard for the design of transport infrastructure in general and cycling infrastructure in particular should be provided at least on the national level. It should be also understandable and easily 3.2.3 SAFETY AUDITS AND TRAFFIC SAFETY COMMITTEES comprehensive for guests from other countries.

The responsibility of the local level is to ensure the correct realisation of the given standard. This includes the In the course of road safety audits plans in various stages of development as well as established and operating training and education of the professional staff as well as monitoring their activities. It is recommended that a infrastructure are examined. Specially trained external auditors who are certified to conduct such an audit check cycling officer or an audit group on sustainable and safe mobility and/or bicycle planning checks all plans to plans, construction sites and facilities in operation to detect safety related deficiencies. Thus they are able to ensure that all standards and the integration of cycling and pedestrian (handicapped) infrastructure are met. provide suggestions for improvement that have to be discussed within the responsible administration. With the In addition, regulations have to be developed for how to proceed when deficiencies were detected or how to help of safety audits it became possible to integrate road safety needs better as an important part of the planning change the plan where those standards were not considered. process and to define safety potentials earlier. That ultimately saves costs by avoiding redesigns and by decreasing the number of accidents. This instrument is accepted and often used in Germany, the USA and Great Britain. Additionally, each municipality could supplement the nation-wide standard with local specifics (e.g. unique More information on road safety audits in English can be found on http://www.road-safety-audit.co.uk/. types of bicycle parking facilities) and give instructions for local interpretation of the standard (e.g. choice of colours for cycle paths, preferences regarding the type of cycle paths). However, the optional supplement should In addition there are legally required “traffic safety committees” (Verkehrsschauen) in Germany. Members of not be contradictory to the general standard on the national level and other goals like pedestrian safety, aesthetic these committees include the responsible planning, construction, maintenance and administrative transport city quality etc.

20 21 3.4 ORGANISATIONAL TOOLS Integrated into hierarchy Assigned directly to mayor

As one of the main outcomes of Central MeetBike it became clear that success of integrated bicycle promotion depends on clear integrated goals, political will and power as well as expertise of the city administration. There- fore organisational tools presented in this chapter can be seen as a key to successful, sustainable and integrated bicycle promotion in the cities.

In this context organisational tools include:

• Measures to incorporate cycling and demands of cyclists in all relevant processes of planning • Cycling officer cooperates directly with col- • Cycling officer is working separated from other and operation in the city. leagues from transport department departments • Measures of stakeholder and public involvement. • Cycling officer does not have direct influence • Ideas and decision from cycling officer will • Training of experts, administrative staff and knowledge transfer. on decisions/procedures – he/she must deal have more binding impact since they come • Cycling networks. with traditional procedures from higher administrative level • Cycling officer is involved directly in concrete • Without colleagues in the separated unit he/ Generally it can be stated that a clear and transparent definition of responsibilities is supposed to help in planning and implementation she might demand human power of depart- achieving the goal of adequate consideration for cycling and the other non-motorized means on all levels and • Inputs of cycling officer should be followed by ments a lot planning activities of the municipality. A high level of cooperation and networks between municipalities and defined procedures in administration • Cycling officer can make use of authority of disciplines strengthens competence and exploits possible synergies. Involvement with stakeholders is essen- head of administration and decision makers tial for ensuring that the interests of all people affected and involved are taken into consideration. Each city has to decide for itself which solution fits local circumstances best. There are good examples for both possibilities in Germany and other countries with more developed bicycle traffic: In the city of Kiel the 3.4.1 INCORPORATE CYCLING IN CITY ADMINISTRATION cycling officer is directly assigned to the mayor since end of the 1980s. At the same time in the city of Leipzig a cycling officer was announced, but his position was integrated into the hierarchy of city administration. Both examples still exist and showed that they can be successful. However, both options require internal regulations 3.4.1.1 CYCLING OFFICER AS AN EXAMPLE FOR CHANGES IN THE ORGANISATIONAL STRUCTURE on procedures along with inputs of the cycling officer as well as his/her duties and rights.

Organisational structure defines hierarchy and responsibilities of each unit (department, employees) in the city Despite the means of integrating the cycling officer into city administration there are aspects that turned out administration. Cycling officers are the most common example how to advocate and incorporate cycling into to be of particular importance not only in Central European context: the organisation of municipal administration. • Equipping the cycling coordinator with an own budget and/or employees will expand his/her opportuni- A general objective is to have cycling achieve such status, that it is considered adequately and automatically on ties to promote bicycle transport. every level of the municipality and in all planning or operating activities. Given the moderate level of general • Cycling officer should be entitled to demand for changes to plans, if cyclists’ needs are not considered acceptance for cycling in the municipalities of the Czech Republic, Slovakia, and Poland, it is not expected to be adequately. easy to accomplish such an automatic consideration everywhere. Therefore, it is recommended as a first step • Additionally he/she should develop own ideas and concepts for smaller infrastructure improvements as that a staff member in the municipality be named, who is responsible for considering and addressing cyclists’ well as for public relation campaigns. needs. The concrete responsibilities of the cycling officer can be defined in the local cycling strategy. • Cycling officer is not only contact person for cycling issues within the administration but also for stakeholders from outside the administration (e.g. through working group) as well as the public / the citizens (e.g. Generally municipalities can choose between two possibilities to integrate the cycling officer into the city through email address or regular consultation hours). administration: • Cycling officer should be part of the working group for cycling. Ideally he/she is chairing the working meetings (see chapter 3.4.1.2).

More details along with the role of a cycling officer in the city administration can be found in “Mobile 2020 Handbook on Cycling Inclusive Planning and Promotion” (p. 51pp.) and in CMB fact sheet T-01.

22 23 3.4.1.2 WORKING GROUP AS AN EXAMPLE FOR OPERATIONAL STRUCTURE 3.4.2 STAKEHOLDER INVOLVEMENT

Operational structure includes procedures and regulations of cooperation within and between the different Encouraging the participation of stakeholders and the general public is an ideal means of overcoming the units of the municipal administration. Current cooperative and communicative approaches also include public uncertainties, fears and misunderstandings of citizens and other parties or individuals affected by a project. involvement. Establishing a working group for cycling issues became a successful instrument of cooperation It also increases a project’s transparency and ensures that the public has a stake in the outcome and success of between departments and involvement of stakeholders and the public. However, its concrete procedures a project. Finally, this leads to increased political acceptance and more desirable results. Stakeholder involvement might depend on the political and administrative structures of each municipality. should start in an early phase of project planning; ideally stakeholders are already involved in the process of finding deficiencies. In the course of working group meetings municipal departments that are involved can coordinate measures and plans. According to German experiences it is not possible to discuss general strategies of cycling Stakeholders can include public or private organisations, individuals such as experts or politicians, the media and promotion and to include politicians in these frequent meetings of working groups. This should happen in citizens. When involving different stakeholders that represent different opinions it is important that all parties are a strategic group. Against this background, the city of Leipzig, for example, established a round table that deals committed to and have the same understanding of common objectives of local policies (preliminary discussion once a year with strategic aspects on how to focus on bicycle promotion. This round table exists parallel to the and commitment of common goals). working group. However, this strategic group should involve politicians from each party of the city council and more associations and interests that are affected by cycling policy than in the working group, which discusses A strategy for stakeholder involvement should be developed. The strategy should contain the decision-making mainly concrete design decisions and plans. stages of the project as well as methods for including stakeholders. Some methods include: regular forums or meetings, special events (e.g. competitions/awards), press conferences, workshops, evaluation forms/interviews It is recommended that working groups meet regularly (at least every 8 weeks). Usually the group is headed etc. Developing a stakeholder involvement strategy is part of the larger process of including stakeholders in by the cycling officer (see chapter 3.4.1.1). He/she is also responsible for preparing a report of the meeting. The a project. The entire stakeholder involvement process can be seen in its individual components in Figure 6. working group should discuss plans that affect bicycle transport and should come to a common statement, which in the end may influence the planning and decision making process (e.g. changes are made to the plan to provide better conditions for cycling).

Additionally there is the aim of working groups to provide enthusiastic citizens and cycling associations (stakeholders) with a platform to engage in discussions with the city representatives. On the one hand this is essential in order to raise the acceptance of a measure, to improve understanding among different interest groups and to find common solutions or adequate compromises. On the other hand municipalities can benefit from this cooperation by receiving a lot of information about status of current cycling facilities and about needs of users. More details regarding stakeholder involvement can be found in chapter 3.4.2 and in CMB fact sheet T-02. Figure 6: Stakeholder involvement process Implementing a BYPAD audit was the initial step to form a continuous cooperation between municipal departments and the public in the field of cycling in many European cities. More information about the BYPAD An example for a stakeholder involvement instrument is the working groups for bicycle promotion discussed in audit can be found in chapter 3.2.2. chapter 3.4.1.2.

More details about municipal working groups for cycling issues can be found in “Mobile 2020 Handbook on More details regarding stakeholder involvement can be found in “Mobile 2020 Handbook on Cycling Inclusive Cycling Inclusive Planning and Promotion” (p. 54) and in CMB fact sheet T-01. Planning and Promotion” (p. 181 pp.) and in CMB fact sheet T-02.

24 25 3.4.3 TRAINING OF CYCLING EXPERTS AND KNOWLEDGE TRANSFER Furthermore municipalities should provide their planners with a budget of time and money for further education activities described above. They should be enabled to participate in these conferences and field trips to use new knowledge and experiences in order to prepare plans according the state of the art. Municipalities are facing the challenge to ensure the necessary know-how about bicycle transport planning among engineers in the city administration. Against the background that – in contrast to the Netherlands More details about training of cycling experts and knowledge transfer can be found in Cycling Expertise fact and Germany – cycling often hardly played any role in vocational education of many transport professionals sheet CyE O-05. and planners in Central European countries they have to rely on further education programmes on the job. In addition, various changes have been made in recent years regarding approaches of bicycle promotion as well as legislation and planning principles. Therefore it requires some effort and time to keep up-to-date. For 3.4.4 CYCLING NETWORKS these reasons training of integrated professionals and cycling experts with the dissemination of knowledge is of particular importance in order to prepare solutions based on the state of the art. Exchanging experiences with other cities that may be confronted with similar problems can be beneficial, because it is possible to learn from their experience and to see if they have already found a solution that can Different ways of knowledge dissemination have been developed mostly from national institutions. Some of be applied to one’s own city. Learning from good and even bad practices of other municipalities contributes them are introduced below: to the expertise. Additionally, showing good practices from neighbouring cities can be an important means for convincing opponents of the advantages of a certain measure. Bicycle academy is a programme developed in the course of the first National German Cycling plan. There was the understanding that the lack of knowledge about bicycle promotion is a main obstacle for bicycle Furthermore, city networks are able to promote the interests of the municipalities against bigger institutions promotion especially in smaller municipalities, where planners usually have a broader field of work. The aim such as regions, ministries and the European Union. Many existing cycling networks of municipalities also aim of the bicycle academy is to inform experts from the cities and from engineering offices about planning prin- to implement common campaigns and produce joint informational material. Using these synergies leads to ciples, legal bases, road safety, street design, communication campaigns and cycle tourism. advantages, mainly in terms of cost-savings. Besides that, cooperating allows benchmarking a municipality’s performance. Training seminars should be accompanied by an internet platform that collects relevant information for experts. A good practice collection and an e-learning section might be valuable attachments. There are several In Germany many of these alliances of bicycle friendly cities were formed at a regional level with an initiative European-wide internet portals are available such as eltis.org. In the course of Central MeetBike Czech project from regional ministries (e.g. Consortium of Bicycle Friendly Cities in North Rhine-Westphalia). The idea was partners developed a national platform. However, these platforms have to rely on users who continuously to implement “cycling policies at the regional level more efficiently and simplifying the administration of state make the administrators aware of new good examples to be published. funding through self-organisation on municipal level”23. Thus funding from the regions is made available for member cities of the networks. Municipal cooperation and knowledge exchange is supposed to be an important component of expert training, since similar problems often have to be solved in different cities. In the course of the German National In order to ensure that members of the cycling networks will actively take part in the projects of the network, Cycling Plan a series of yearly municipal cycling conferences was started to provide a regular framework for there are usually defined criteria for membership: this exchange. Additionally there are many more conferences on specific topics of transport, where planners can meet experts from various fields for an exchange. • Explicit resolution of the city council to ambitiously promote cycling • Action programme for bicycle promotion In the course of Central MeetBike, project partners found that field trips are very useful to introduce cycling • Passing of entrance examination (by review commission for cycling in cities) topics to persons who were not yet affected by that issue. Organisers of the study trips can either concentrate on showing good examples of street design and bicycle-friendly planning. Alternatively they can also focus In addition, membership in cycling networks is not for free wherever the cycling networks also plan common on experiencing cycling to get a feeling of how new infrastructure is used and accepted. Thus prejudices and actions such as campaigns or printing materials. anxieties towards uncommon solutions might be relieved. More information about cycling networks can be found in Cycling Expertise fact sheet CyE O-02.

On the local level it is recommended that an atmosphere be created which is open for innovations and dares to implement innovative pilot projects. This includes cooperating on (research) projects (regional, national or even European-wide), which has great potential for enhancing individual expertise and allows for implementing measures that would not be feasible without the extra funding.

23 Cycling Expertise fact sheet O-02

26 27 3.5 FINANCIAL TOOLS cycling strategy should be prioritized in order to ensure that they are realized according to their urgency. This ensures efficient use of available budget.

Since the budgets of municipalities are generally limited it is crucial to ensure that money is used as efficiently as According to German experiences it can be assumed that expenditure of cities for cycling issues range from possible. Getting less people to use their car may decrease the need for new expensive infrastructure. Research 0,8€ to 8€ per inhabitant and year. This merely includes money for construction, maintenance and operation has shown that investments in bicycle transport are promising in terms of cost-ratio aspects: “Paths and parking of cycling infrastructure. Only very few cities now also have a continuous budget for public relations for bicy- facilities for bicycles are far less expensive than for cars. Furthermore, increased cycle use helps minimise the cle transport25. consequential costs of traffic in areas such as environment, health, and land use.”24 More details regarding dedicated cycling budgets can be found in CMB fact sheet T-03. However, cycling promotion still needs a solid and sustainable financial background to improve local conditions. A cycling master plan as an important part of the SUMP is recommended to define measures of high priority 3.5.2 EXTERNAL FUNDING OPPORTUNITIES (more impact with less financial effort). This ensures efficient use of a city’s cycling budget and/or funds. Addi- tionally, compliance with technical regulations and inclusion in a bicycle master plan increasingly is a requirement when demanding funding. It is recommended for the city to systematically use the variety of European and national funding programs for realizing their own targets. The opportunities for funding bicycle promotion are not limited to transport-re- When deciding on measures to improve the cycling infrastructure, consideration of low-cost measures as a se- lated programmes. Since cycling is beneficial for the environment and for health, bicycle promotion can also rious alternative to cost-intensive reconstruction measures is recommended. This could include, for example, be included in projects that consider sustainable development, climate change or health issues. turning a parking lane into a cycle lane and painting pictograms or cycle lanes (see chapter 4.1.4). In the Czech Republic, Slovakia and Poland there are possibilities for acquiring funds from the state, which is The following chapter includes information about two different options for financing cycling measures. Both sometimes (e.g. in Poland) connected with the requirement to develop a SUMP (Sustainable Urban Mobility options should be seen as complementary tools. Plan). Therefore, it is the responsibility of the municipality to meet the requirements for receiving financial support from the government. 3.5.1 DEDICATED CYCLING BUDGET AND INCLUDED Alternative possibilities for acquiring financial funds are different approaches of the internalization of exter- IN OVERALL PROJECT COSTS nal costs of car traffic and appropriation of this money. Fees for car use and parking should and could be used for cycling investments and costs, as well as for public transportation.

Following the principle of subsidiarity, promotion of cycling is mainly a task for municipalities. This includes Another source of financial resources is the engagement of private investors. This is especially useful for pro- the need to provide a continuous budget at the local level to improve conditions for cycling. In German cities viding bicycle parking facilities near newly constructed public buildings such as a shopping centre. Investors this budget often is only general one for investments in infrastructure. This enables the cycling officer or -cy have to provide a certain amount of car parking facilities. Similar regulations should apply for bicycle parking, cling unit to realize small measures without much administrative burden. On the other hand it neglects that too (see good practice: parking requirements in Gdansk). implementation of facilities independent of major roads and of soft measures can be much more cost-effective (e.g. reconstruction of one accident hot spot vs. campaign for more consideration and respect in traffic) More details about external funding opportunities can be found in CMB fact sheet T-03. and desirable. Therefore it is recommended to open dedicated cycling budgets for the implementation of bicycle facilities independent of main streets and for soft measures too.

Bigger infrastructure projects should generally be funded by the overall budget for investments in infrastructure (reconstruction of streets, newly built streets); since it is the aim of bicycle promotion to ensure that cyclists’ interests are considered automatically in every infrastructure planning process.

It is recommended that the local cycling strategy determines a target network and main cycling routes. An objective should be to ensure a coherent network and to close the existing gaps. Measures included in the

25 Since 2010 the city of Munich prepared a budget for cycling with an amount of 4,5 Million Euro per year (approx. 3€ per inhabitant and year). This money is merely for cycling infrastructure, but about 20% is used for the campaign “Radlhauptstadt München” (CyclingCapital Munich). This enables the administrative 24 Cycling Expertise fact sheets A-07 staff working on bicycle transport to conduct high quality public relations.

28 29 3.6 ENFORCEMENT 3.7 LEGAL REGULATIONS

Often road safety suffers from illegal behaviour both from cyclists and car drivers. Along with training pro- The legal situation is mainly determined on the national level and through international agreement on traffic grammes that aim to prevent unsafe behaviour before it happened, enforcement is important to ensure that laws. Administrations should ensure that existing and newly built bicycle infrastructure complies with national traffic rules are respected in practice. Since they are the most common accident hazards in cycling, the following legislation and recommended standards according to the state of the art or state of knowledge. The municipality situations that can be surveilled by the police require the most attention: also has the opportunity and obligation to interpret the law favourable to cyclists’ interests. According to their low level of negative environmental impact, walking, cycling and public transport should have priority in dense • Fields of view at intersections: Parking too closely to intersections reduces the field of view significantly, urban environments. This involves adequate education of administrative staff (see chapter 3.4.3). However, in which directly increases accident risk. If no changes to the infrastructure can be made, it should be ensured general it is important that the safety of particularly vulnerable road users always be given priority in comparison with enforcement to keep intersections free of parked cars. with speed and dynamic requirements of cars when planning road infrastructure. • Look over ones shoulder of car drivers: Accidents between cars turning and cyclists going straight are very common and many of them might be caused by a lack of car drivers taking a look over their shoulder. National or regional legislation should provide municipalities the necessary options for establishing specific rules Police should control and sanction this behaviour at accident hot spots. concerning land-use planning and other aspects that offer cities the opportunity to influence local development • Cycling against the permitted direction: Cycling against the permitted direction is one of the most rel- (see good practice: parking space regulations in German cities). In the course of working out a land-use plan evant reasons for accidents between cyclists and cars. It should be made clear to cyclists that they should municipalities can establish measures, which were developed as part of more informal plans such as sustainable ride on the correct side of the road in order to increase their own safety. However, whenever there many urban transport plans or cycling strategies, as binding measures through city council decisions. Those informal cyclists riding against the permitted direction, it is a hint for a lack of infrastructure at the particular spot. plans therefore can have a greater impact on local developments independent of the political situation (see 2.1). • Cycling drunk: Cycling drunk is a serious problem causing many accidents. Many persons hold the opinion that, if they want to go out drinking some alcohol, they should go by bicycle, because it is safer than driving by car. But mental constraints due to alcohol are just as relevant for cyclists as for car drivers. Therefore drunk cycling should be controlled and sanctioned. • Cycling without lights: Cycling in the dark without lights is a common problem causing many accidents. Cyclists should be made aware of the risk and of consequences that might be caused by this behaviour.

There is often little awareness among car drivers of cycling infrastructure and additionally there is the common rule on Eastern European countries that allows parking on sidewalks. Therefore it might be important to instruct the police to systematically check cycle paths and cycle lanes in order to keep them free of cars26, which directly contribute to safety of cyclists.

In general it can be concluded that many of the measures discussed above may show significant success if they are implemented as hot spot campaigns over some days of the year. This increases general awareness of all road users about the issues and will lead to sustainable changes in behaviour even after the campaign has ended.

26 Dekoster/Schollaert (1999), p. 37

30 31 often leads to bicycle routes along main roads, which are less comfortable for cyclists than routes in the secondary road network. Therefore the authors of this report encourage readers to consider the secondary road 4 HARD MEASURES network which can usually be much more easily turned into a cycling friendly network than urban arterials

4.1 CYCLING FACILITIES AND NETWORKS 4.1.2 GENERAL HIERARCHY OF CYCLE ROUTES

4.1.1 DEVELOPING A CYCLING NETWORK 4.1.2.1 MAIN ROUTES

The function of main bicycle routes is to provide a basic network that can be reached easily and safe from all The planning of a bicycle network is generally part of developing a long-range, conceptual bicycle transport major activity centres (including residential, education, job, shopping, transit centres etc.) in an urban area. These strategy. It should be designed as part of the comprehensive mobility concept in town and consider origins routes provide the base form of the cycle network. They often run along main roads or on secondary roads. In and destinations of potential bicycle users. In this context homes are regarded as origins. In the following list, case of high motor vehicle volumes and speeds, bicycle facilities along main arterials and urban streets are tra- typical destinations are gathered: ditionally off-carriageway, e.g. as bicycle paths parallel to the carriageway. However, since the 1980ies research and accident analysis proved, that bicycle lanes do provide a higher level of safety and comfort. • Schools and universities • Shopping areas (centres and supermarkets) More details regarding the design of urban main routes for cycling can be found in CMB fact sheet H-01, in Cy- • Sports facilities cling Expertise Fact Sheets CyE I-01 and CyE I-02 and in “Mobile 2020 Handbook on Cycling Inclusive Planning • Employment concentrations (large single companies and business parks) and Promotion” (p.42).. • Major public transport hubs High-speed links (also known as bicycle highways) are a special form of main routes. Against the background of The cycling network generally should be developed respecting the existing network of streets where cycling the success of pedelecs they can increase the attractiveness of cycling for longer distances (up to 15 km) by pro- is possible without much investment. Among them are streets in speed 30 zones, parks and streets that were viding direct connections between such locations, e.g. commuter routes from main residential areas to central already equipped with cycling facilities. This usually is a much more cost efficient approach than planning business districts or between municipalities. Infrastructure along such routes is often physically separated from a new independent network since only gaps have to be completed. Due to generally lower speed and little motorised vehicles, either as bicycle paths or greenways. Delays through stopping and waiting are reduced by traffic volumes, cycling is regarded as more convenient in the secondary road network. minimizing the number of crossings (intersections, driveways) along the route. Routes may be made more direct by providing infrastructure through green areas such as in parks, along rivers or old rail tracks. The development of a system of preferred main bicycle routes is recommended. Where, through analyses, major desire lines for bicycle trips were detected, they should be assigned to the most attractive links of the Bicycle highways have been successfully implemented in the Netherlands and in Germany (North Rhine-West- existing network of cycle friendly streets. Wherever missing links are identified, measures should be planned to phalia, Region Hanover) in recent years. More details about bicycle highways can be found in CMB fact sheet overcome these gaps. This finally results in a list of measures that should be worked off according to priority. H-01 and in Cycling Expertise fact sheet CyE I-12.

Special attention in this approach has to be given to the many nodes with major traffic streets. Comfortable 4.1.2.2 SECONDARY BICYCLE ROUTES and fast crossings for cyclists and pedestrians become an important task. Secondary bicycle routes serve to fill in the gaps between main routes as well as between main routes and Nevertheless, cycling facilities should be provided at all main streets for safety reasons independent of the destinations. Destinations may include large residential complexes, schools, libraries or local shopping districts role of the particular street in the cycling network. Choice of facility should be based on speed of car traffic, amongst others. Bicycle facility types will vary widely depending on the local situation. amount of cars, amount of HGV and further aspects that are discussed in chapter 4.1.3. Generally, planning infrastructure for cyclists is regarded as a supply oriented planning process. Once the demand is stimulated, More details about the planning of secondary bicycle routes can be found in CMB fact sheet H-01, in Cycling questions of capacity and sufficient supply become more serious. This is an experience from the cities of Ber- Expertise fact sheets CyE I-01 and CyE I-02 and in “Mobile 2020 Handbook on Cycling Inclusive Planning and lin and Munich, where cycling increased significantly over the last years. Promotion” (p.43).

More details about the development of a network of cycling facilities can be found in CMB fact sheet H-01 and in the “Mobile 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.34pp). Mobile 2020 recommends a theoretical approach for development of the cycling network. According to German experiences this

32 33 4.1.2.3 LOCAL ROUTES ommendation for appropriate cycling infrastructure according to these criterions for two lane roads. As for four lane roads, mixed traffic generally is not recommended. Local routes are generally residential streets, which provide access to each single house from the secondary and main cycle network. In most cases, local routes are in speed 30 zones and, as such, do not require special infrastructure.

More details about local routes can be found in CMB fact sheet H-01, in Cycling Expertise fact sheets CyE I-01 and in “Mobile 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.44). 4.1.3 GENERAL DESIGN STANDARDS FOR BICYCLE INFRASTRUCTURE – SAFETY CONSIDERATIONS

The main goal in designing cycling infrastructure is to maintain or improve traffic safety and the quality and attractiveness of cycling. Due to often little awareness of car drivers regarding cyclists and due to the fact that cyclists are – next to pedestrians – among the most vulnerable road users, traffic safety should always have first priority. However, in recent years planners were focussing additionally on increasing attractiveness of daily cycling routes. It was shown that cycling facilities along secondary roads are much more convenient (lower speed 27 of cars, little number of cars). For daily cycling, the main requirements can be summarised as follows : Figure 7: Choice of infrastructure type dependent on traffic volume and speed28

• Safety In urban environment there will often not be sufficient space available to provide each transport mode with • Attractiveness a type of facility as recommended in guidelines. It is therefore the task of transport planners to find a solution • Cohesion that firstly ensures safety for all users and secondly fulfils criteria for convenient traffic flow. • Directness • Comfort Technical design requirements such as radius of curves, gradients and width of lanes or paths should be chosen respecting the function of the particular route. A general rule is: routes with high priority for cycling should be High priority has to be given to safety aspects of cycling infrastructure: studies from Germany have shown that designed to allow relatively high speeds and prevent interruption from intersections as well as conflicts with visibility between car drivers and cyclists is of particular importance in order to decrease the risk of accidents. pedestrians. Of course these cycling routes still have to fit into the urban environment. There might always be Therefore bicycle paths behind parking cars or the grass verge are not state of the art of bicycle planning any sections of the route remaining that cannot completely fulfil these requirements. more. These obstacles inhibit free view of car drivers toward cyclists, which – especially at intersections – leads to dangerous situations. Nowadays bicycle infrastructure at the road level or contiguous to the carriageway is More details regarding design principles of cycling infrastructure can be found in CMB fact sheet H-01, in Cycling recommended. The risk of having an accident is higher at intersections than between intersections. Therefore Expertise fact sheets CyE I-01 and CyE I-02 and in “Mobile 2020 Handbook on Cycling Inclusive Planning and special effort has to be made when planning these spots of the network. Details and recommendation on design Promotion” (p.70pp). of different types of intersections are included in chapter 4.1.6 of this report (e.g. elevated sidewalks at intersections between main and secondary roads or at entrances to properties).

A quality management system should be installed that accompanies the planning process and monitors interpretation of guidelines in the interest of safety. This conscientious examination should be carried out for each individual project with the help of safety audits (see chapter 3.2.3).

Apart from space availability there are three major criteria when choosing the right type of cycling infrastructure: traffic volume, traffic volume of heavy duty vehicles and speed of car traffic. The following picture shows arec-

27 Deffner et al (2012), p. 70 28 FGSV (2010), p.19 (graph for 4-lane roads can be found in “Mobile 2020 Handbook on cycling inclusive planning and promotion” (p.92))

34 35 4.1.4 CYCLING FACILITIES ON THE ROAD

Due to better visibility cycling infrastructure on the road generally is recommended for safety reasons. However, there are some road users who might not feel comfortable cycling next to cars (especially young and older persons). In Germany, good experiences were made with combinations of two different facilities, e.g. advisory lanes and a footpath opened for cyclists.

4.1.4.1 CYCLE LANES

Bicycle lanes are mandatory, dedicated lanes for cyclists and separated from motor vehicle lanes through a continuous lane marking. Motor vehicles are not allowed to cross into the cycle lane except when turning or to access kerbside parking. Cycle lanes can be considered for use in streets with a motor vehicle speed limit of up to 70 km/h as long as motorised traffic flow does not exceed approx. 500 veh/h. In general, however, speed limits on urban arterials should be 50 km/h or less. Cycle lanes should have a width of at least 1,85m. In areas with high cycling demand, a width of 2,00m ensures safe overtaking within the lane. For safety reasons there 30 should be an additional buffer zone of at least 0,50m between the cycle lane and parked cars. Figure 9: Advisory cycle lane in Berlin More information about design of cycle lanes and situations where they are recommended can be found in More information about design of cycle lanes and CMB fact sheet H-02, Cycling Expertise fact sheet CyE I-01 and in in “Mobile 2020 Handbook on Cycling In- situations where they are recommended can be clusive Planning and Promotion” (p.75pp). found in CMB fact sheet H-02, Cycling Expertise fact sheet CyE I-01 and in in “Mobile 2020 Hand- 4.1.4.3 MIXED TRAFFIC WITH AND WITHOUT PICTOGRAMS book on Cycling Inclusive Planning and Promotion” (p.75pp). Mixed traffic is recognised in German guidelines as generally acceptable for streets with narrow carriageways Figure 8: Cycle path in the city of Dresden29 and low traffic volumes. Mixed traffic is the standard in speed 30 zones, where low car volumes are the rule.

Whenever attention of car drivers for cyclists should be increased, pictograms, as there are already often used in the Czech Republic, might be a feasible measure. Even though this does not provide a legally reserved area for cyclists, experiences from Czech Republic show that pictograms are very unlikely to be crossed by cars unless they have to avoid oncoming traffic.

4.1.4.2 ADVISORY LANES (MULTI-PURPOSE LANES) More details about cycling mixed with cars and pictograms can be found in CMB fact sheet H-02, in Advisory lanes are indicated by dashed guide markings on the carriageway. They are effectively a suggest- Cycling Expertise fact sheet CyE I-09 and in “Mobile ed cycle lane and should be used on streets that are too narrow for mandatory bicycle lanes. They may be 2020 Handbook on cycling inclusive planning and crossed by motor vehicles only when necessary, e.g. in the case of oncoming lorry traffic. For this reason ad- promotion” (p.84). visory lanes are not recommended for streets with a high volume of heavy goods vehicles (HGV). Additionally, Figure 10: Pictograms in Pardubice31 motor vehicle speeds should not exceed 50 km/h. It is important to provide safety clearance of at least 0,50m to parked vehicles for safety reasons. Advisory lanes should have a width of 1,50 m, and should be at least 1,25 m wide. A protection lane increases safety and feeling of safety for cyclists by providing them a dedicated area for their travel and thus raising the awareness of car drivers.

30 © Benedikt Hotze, picture found on blog.hotze.net/?p=615 29 © City of Dresden, Department of Urban Development 31 © Jan Schubert

36 37 4.1.4.4 BICYCLE STREETS Since bus lanes generally are implemented to speed up public transport, bicycle traffic should be avoided on these lanes if major interferences with busses are to be expected. However, research has shown that delivery trucks loading or unloading have been the main cause of delays of buses on bus lanes34. The small number of cars and speed limits of 30 km/h or less on the secondary road network provides good preconditions for cycling. Thus secondary roads are very useful as routes for cycling. However, these cycle More information about cycling on bus lanes can be found in CMB fact sheet H-02 and in “Mobile 2020 Hand- routes are often not very visible. Bicycle streets can help to clarify this function of secondary roads and thus book on Cycling Inclusive Planning and Promotion” (p.104pp). lead to a bundling of cycle traffic, e.g. as part of the bicycle main network on these streets. This increases visibility and thus also awareness and safety for cyclists. 4.1.5 CYCLING FACILITIES OFF THE ROAD – CYCLE PATHS Bicycle streets are secondary roads dedicated for cyclists. According to German law, the speed limit for all users is 30 km/h. Motorised vehicles may only use the street if it is permitted with an additional sign. Cyclists are With increasing motorization in West European countries after World War II cycles disturbed speeds and ex- allowed to ride side by side. Some promoters of bicycle streets argue for improving the quality of traffic flow pansion of car traffic. As a result mainly separate cycle paths were built in the beginning. However, they often for cyclists by giving priority to the bicycle street at intersections with minor streets. However, this creates an lead to serious problems of visibility between car drivers and cyclists or to conflicts between pedestrians and inconsistency in speed 30 zones. Therefore giving bicycle streets priority must be very well thought-out and cyclists. Cycle paths are physically separated from the carriageway through a kerb, often through parking lanes based on considerable local reasons and good experiences with similar situations. Where safety is considered or planted stripes. Being separated from the threatening cars, many users feel subjectively comfortable on this first, consistency of intersections rules (right before left) should not be changed. kind of cycling facility and might use them even though they are a more endangered than on the street. Thus particular attention has to be given to adequate design of these facilities, as well. More details regarding bicycle streets can be found in CMB fact sheet H-02, in Cycling Expertise fact 4.1.5.1 DEDICATED CYCLE TRACK sheet CyE I-09 and in “Mobile 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.79p). Dedicated cycle tracks run parallel to the carriageway and are for the exclusive use of cyclists. They are separated from the footpath with markings, a different surface or planted median. Their use may be obligatory, indicated Figure 11: Bicycle Street in Hanover32 using a posted sign and/or pavement markings, as long as they meet current standards of safety and quality. The standard width for one-way cycle tracks is 2,00m, which also allows cyclists to overtake slower bicycles.

Two-way cycle tracks may only be used in exceptional cases and after careful consideration. Because in main streets turning drivers do not expect cyclists to be riding against the flow of traffic, two-way cycle tracks should be used only in situations in which there are few intersections or other crossings and there is good visual contact between cyclists and motorists. They should be well signposted so that drivers and other cyclists are aware of cyclists riding in the opposite direction. 4.1.4.5 CYCLING ON BUS LANES More details about dedicated cycle tracks can be Where - due to lack of space - it is not possible to provide one of the above mentioned cycling facilities in found in CMB fact sheet H-03, in Cycling Expertise streets with bus lanes, cyclists can be allowed to use the dedicated bus lane. This approach is often used in Fact Sheets CYE I-01 and CyE I-02 and in “Mobile Berlin. Advantages include the relatively good trafficability (wide lane, usually good surface) and avoidance of 2020 Handbook on Cycling Inclusive Planning and conflicts between cyclists and passengers at bus stops. In order to help ensure the safety of cyclists, particular Promotion” (p.78p). consideration should be paid to intersection design (including signalling) and lane width. Bus lanes with a Figure 12: Cycle track in Dresden35 width of 3,50-4,75 m should not be opened for cyclists: In lanes with less than 3,50m bus drivers know that they have to leave the lane when overtaking cyclists. In lanes with a width of 4,75 m buses can safely overtake cyclists within the lane. In bus lanes between 3,50-4,75 m safe overtaking within the lane cannot be ensured, but observation have shown that at the same time bus drivers have not been aware of that problem and tried it. If there is more than 4,75 m road space available, buses and bicycles should have separated lanes33.

32 © Ute Kabitzke 34 35 33 FGSV (2010), p.29p Ahrens et al. (2010), p.184 © TU Dresden, vip

38 39 4.1.5.2 SHARED PEDESTRIANS AND BICYCLE PATH 4.1.6 INTERSECTIONS

The shared use of a sidewalk by both pedestrians and cyclists is not in accordance with present planning guidelines any more. Cyclists riding on the sidewalk make pedestrians feel uncertain and uncomfortable. The Accident statistics show that intersections are places with the highest risk potential. Therefore these crucial joint use of the sidewalk also through bicycles should be especially avoided in streets with high commercial elements of the road and bicycle network require particular attention in the planning process and for improve- 37 usage, in areas with many pedestrians, children, disabled and elderly people, for main routes in the bicycle ments of the existing situation. According to German guidelines, general requirements for intersections are : network or for segments with a steep decline among other criteria. • Intersections should be noticeable, understandable and easily and safely usable by all traffic modes. However, if pedestrian volumes and pedestrian mixture allows, it might be appropriate to open the sidewalk • Guaranteed sufficient fields of view between cyclists/pedestrians and car users. to cyclists as a possible option when an advisory lane on the carriageway is available. Cyclists who do not feel • Intersections should be easily traversable, thus especially high kerbs along cycle paths should be avoided. comfortable riding on the advisory lane are allowed to use the sidewalk, where they are only tolerated and • Guidance of cycle traffic at the intersection and any related signalisation has to be clear and obvious. In where they have to respect the priority of pedestrians. practice cycle paths and lanes can be marked with colour (in situations where visibility of cycling infrastructure and attention of car drivers) or guidance of cyclists can be clarified with a sign prior to the intersection More details about the mixed use of sidewalks for cyclists and pedestrians can be found in CMB fact sheet (when guidance is not intuitive, e.g. indirect left turn). H-03, in Cycling Expertise fact sheet CyE I-14 and in “Mobile 2020 Handbook on cycling inclusive planning • Particular attention should be paid to the conflict between cars turning right and cyclists going straight in and promotion” (p.86). the same direction. Often speeding is a problem in this conflict. Therefore narrow curves are recommended to slow down turning traffic. Additionally elevated sidewalks can be installed to clarify the priority of pedes- 4.1.5.3 GREENWAYS trians and cyclists going straight.

There are different kinds of intersections with different requirements: Greenways are stand-alone cycle paths which do not follow the contour of a street. They are not as common in built-up urban areas, though they can be found in parks, along old railroad tracks and along rivers. 1) Intersection with traffic lights For more information on greenways see design of rural cycling facilities (chapter 4.1.8), CMB fact sheet Signalised intersections represent the standard for junctions between urban main roads with high traffic H-05, Cycling Expertise Fact Sheet I-15 and in “Mo- volumes or with special safety requirements. bile 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.80). Analyses of traffic accidents have shown that cyclists going straight through the intersection or turning left are particularly endangered from inattentive car drivers. To minimise the risk of accidents, different provi- Figure 13: Greenway along a channel in Leipzig36 sions are recommended for signalisation and design38:

• Special signals for cyclists are a precondition for advanced green phases, because without special signals, cyclists always have to follow traffic lights for cars. They also allow for separated green phases for cyclists turning. • Conflicts between cars turning and cyclists going straight can be avoided when cyclists already passed a conflict point before cars appear. Therefore they will need some lead that can be provided either with an advanced stop line (spatial advance) or advanced green phase (advance of time). • A feeder bicycle lane is recommended to allow cyclists to pass waiting cars to their advanced waiting position. • For cyclists turning directly (see section about right-of-way intersections 3)) at traffic lights an additional turning lane parallel to lanes for turning cars can be installed. They increase visibility of cyclists and car drivers’ attention towards them. However, those additional lanes always require additional space that might often not be available in urban areas.

37 FGSV (2006) and FGSV (2010) 36 © City of Leipzig 38 Deffner et al. (2012), p. 101pp

40 41 • If there is not sufficient space, a waiting zone (waiting box) in front of the cars that occupies the whole 3) Right-of-way intersections width of the car lane is recommended. Since cyclists can be easily seen by car drivers, attention towards cyclists can be assured. Right-of-way intersections do have a direction with priority, but they are not equipped with traffic lights. They • Alternatively facilities for turning left indirectly should be provided. Among them is a waiting zone as de- represent the standard solution for crossroads between secondary and main roads. Providing conditions that scribed in section for Right-of-way intersections equipped with an additional traffic light. make cyclists more visible for car drivers is an urgent aspect in designing and operating these intersections. There are mainly two situations that often lead to dangerous situations: For cyclists, signalised intersections are often accompanied by a decrease in travel quality as new stops appear. The signalisation should therefore be structured in such a way as to increase its acceptance among • Car turning right a cyclists riding parallel: If cyclists and moving cars are in close vicinity (e.g. in the case of cyclists. Sufficiently long green phases and the possibility to cross separated carriageways without stopping in cycle lanes, advisory lanes or in mixed traffic) no particular measures are necessary. But often cyclists are between are therefore two valuable approaches. obliged to use a cycle path that is several metres apart from the carriageway. In this particular instance the path should be deviated closer to the street at least 10m before the intersection so that right turning drivers More information about intersections with traffic lights can be found in CMB fact sheet H 04 and in “Mobile can see the bicycle approaching. This also improves the visibility for left turning cars to see the bicycles that 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.101pp). approach from the opposite direction. To implement these measures of traffic safety is not always politically easy, since parking spaces close to the intersections have to be reduced. 2) Grade separated crossings • Cyclists turning left: There are two possibilities to guide them through the intersection: direct and indirect. For cyclists a fast solution is turning left directly. This requires that the speed limit is 50 km/h or less, that traf- Grade separation through tunnels or bridges is a type of intersection traditionally used to overcome major fic volumes are moderate and that there is only one lane to cross. In this case bicyclists are directed through barriers without disturbing the car traffic as the major goal. They occur often in urban environments but the junction similar to cars. Alternatively cyclists have to cross the intersection like pedestrians in two steps. they involve numerous negative side effects. As for construction and maintenance, tunnels and bridges are Therefore a waiting zone for cyclists that does not lead to conflicts with pedestrian is to be installed at the always more cost intensive than at-grade intersections and they require a higher physical effort when used opposite site of the intersection. Additionally a help to cross the second street might be useful in case of by bicyclists and pedestrians. In addition tunnels may potentially provide an environment in which cyclists large traffic volumes (e.g. traffic island). and pedestrians feel personally uncomfortable and unsafe. For these reasons, grade separations were a topic of controversy among planners in Europe and they are increasingly substituted by at-grade crossings and Usually road users who are required to give priority approach the intersection with lower speed. Thus there avoided in new plans. Against the background of bicycle highways they have often been implemented in the is no particular danger for cyclists on these roads. However, if dangerous situations occur at these spots the Netherlands. However, to ensure social safety and comfort for cyclists a high design standard has to be ful- German recommendations for urban roads suggests implementing a continuing sidewalk that forces car driv- filled, especially regarding gradient, width and lightning (if possible with daylight gaps). ers to cross a small elevation.

Reasons to construct grade separations include high traffic intensity on at least one of the affected routes. De- More details about right-of-way intersections can be found in CMB fact sheet H-04, Cycling Expertise fact sign and safety requirements, however, are much more complex nowadays. Constructing tunnels and bridges sheet CyE I-08 and in “Mobile 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.82). for cyclists eases traffic flow on both routes. But at the same time additional infrastructure is required to enable changing between the routes. 4) Intersections without priority direction

More detail regarding grade separated crossing can Intersections without any sign or traffic light clarifying priority rules follow the right before left rule (in countries, be found on CMB fact sheet H-04 and in “Mobile where cars drive on the left it is left before right). Intersections in the secondary road network (low traffic vol- 2020 Handbook on cycling inclusive planning and umes, zone speed limit of 30 km/h or less) should usually follow this rule. In this environment, mixing bicycle and promotion” (p.106pp). car traffic on the carriageway is recommended as safe and cost efficient solution. The appropriate speed limit of

Figure 14: Bridge for cyclists at Elberadweg Dresden39 at least 30 km/h is a requirement for this approach. Usually there are no additional measures needed at intersections in order to provide good conditions for cycling. Avoiding parking in the intersections through narrowing them and other measures to emphasize the character of a slow speed neighbourhood-zone can be helpful. Also in this context the free fields of view especially though illegally parked cars has to be observed and guaranteed.

39 © City of Dresden, Department for Urban planning

42 43 In most cities more than 80 % of the street network is residential or to be considered as secondary road, where situations when cars cut in on cyclists while leaving the roundabout. On the contrary cyclists should be en- max. 30 km/h is the appropriate speed. Here only less than 20 % of the car traffic takes place. The major traffic couraged to pass a roundabout in the middle of lane to avoid such dangerous situations. is channelled in the much shorter network of arterials. In order to avoid undesired through traffic in the secondary streets, the capacity and congestion free performance of car traffic in the major network is important. More information about roundabouts can be found in CMB fact sheet H 04 and in Cycling Expertise fact sheet Transport scientists in Germany claim that the speed of 30 km/h should be the general speed in cities and that CyE I-10. the speed of 50 km/h can only be allowed on adequately signed and marked priority roads in the network of arterials. Considering the short trip length of bicycle trips and the extensiveness of the network of side streets, 4.1.7 SITUATIONS THAT REQUIRE SPECIAL ATTENTION it is easy to recognize how important these streets are for developing the core bicycle network of main and secondary bicycle routes (compare chapter 4.1.2) with low initial costs and for a safe bicycling network in the whole city. In addition to the situations introduced above further particular elements of bicycle networks need special attention. Some of them are described below. More details about intersections without priority direction can be found in CMB fact sheet H 04. • One-way streets: Generally cycling should be allowed in both directions in one-way streets in order to 5) Roundabouts open shortcuts and to avoid detours. However, for contraflow bicycle traffic often measures are required to ensure safe cycling. This may include advisory lanes, cycle tracks or cycle path. Which form of cycling infrastructure is applicable under certain conditions is discussed in CMB fact sheet H-05. At intersections there Roundabouts represent another standard solution for intersections of the urban road network. Depending should be signs and markings showing that cyclists can come from both sides. on their diameter, they can be installed for medium or high traffic volumes and with or without signalisation. • Street section with narrowed width: Along a road there might be sections with insufficient width to pro- They are primarily used to increase the safety of intersections. vide the same type of cycling as in remaining parts of the road (e.g. under old railway bridges). In these cases a change of cycling facility might be applicable. Usually changes of cycling infrastructure should not exceed Depending on the diameter, roundabouts are divided into the following groups40: one step downward on the following list: Cycle track/cycle lane → advisory lane → mixed traffic with cars or with pedestrians. That means e.g. if prior to and after the narrow section a cycle lane was available for • Mini-roundabouts: with a diameter below 22 m they have to have a centre island that can be run over by cyclists, an advisory lane is recommended. This ensures as much continuity for the chosen type of cycling HGV and buses. Mini-roundabouts should not be installed at daily traffic volumes above 15.000 vehicles due facility as possible. to capacity problems. Cyclists should be permitted on the carriageway. Separated cycling facilities are very • Cycling at construction sites: Cyclists should have continuous provision around construction sites and unlikely at mini-roundabouts. should generally not be forced to dismount their bicycle. In case no cycling facility can be provided at • Small roundabouts have a diameter of 26-50 m (in urban areas 26-40 m, in rural areas 35-50 m). Generally construction sites a detour is requested to be signposted. However, planners should consider that cyclists cycling should be allowed on the carriageway due to better visibility and increased attention of car drivers. usually try to avoid detours. Therefore they have to be well planned and may be promoted before the con- In that case the cycling facility leading up to the roundabout should feed into the carriageway in such a struction site begins. Municipalities should demand bicycle guiding concepts before the opening of a con- manner that cyclists are able to slowly and safely merge with flowing traffic. If the number of HGV is rela- struction site. They should also monitor if suggested provisions were implemented. Otherwise cities may tively high or in case cyclists already approach the roundabout on a cycle path, this facility should be con- close construction sites. tinued at the roundabout. Roundabouts in rural areas should be equipped with separated cycling facilities. • Gradients: While cyclists slowly riding uphill will sway, they will need more space in curves riding down- Planners have to decide whether cyclists have priority at exits and entrances of the roundabout. Generally hill. Furthermore cyclists riding in both directions will have a different level of speed. Therefore separation cyclists should have priority at roundabouts in urban areas whereas they should have to yield to car traffic of cyclists and car drivers driving uphill and guidance on the carriageway downhill is recommended. This in rural areas. might result in an asymmetric road design, e.g. a cycle lane downhill and a shared bicycle and pedestrian • Since large roundabouts (diameter above 40 m) often have elements with more than one lane, they should path uphill. be equipped with separated cycling facilities. Cyclists should have to give way to cars at entrances and ex- • Tram tracks: On Streets with streetcars bicyclists have to face the risk of getting caught in the streetcar its of the roundabout. Some cities in the Netherlands started equipping large roundabouts also with grade tracks and falling. Therefore sufficient space for cyclists should be provided next to the clearance zone of the separated crossing for cyclists (bridge or tunnel). trams (=width of tram). Guiding bicyclists on the tracks should be avoided and has to be minimized to short distances. Whenever tracks have to be crossed by cyclists, the angles should not be below 45°. Research on traffic safety at roundabouts has shown that advisory lanes or cycle lanes should not be installed • Public transport stops: At public transport stops, the type of cycling facility depends on the type and posi- at the circular carriageway of any type of roundabout for safety reasons. Lanes force cyclists to ride at the tion of the transit stop. More details along with guidance at different types of public transport stops can be right side of the circular carriageway which misleads car drivers to overtake them. This results in dangerous found in CMB fact sheet H-05. Generally, particular attention has to be paid to preventing conflicts between cyclists and persons entering or leaving the public vehicle. Guiding cyclists on the carriageway usually

40 FGSV (2010),p.54

44 45 avoids many of these conflicts. However, if there is a need for a cycle track, it should be deviated behind the More details about rural cycling facilities can be found in CMB fact sheet H-06 and in Cycling Expertise fact waiting zone of the public transport stop. At tram stops where the kerbstone is deviated towards the tracks sheet CyE I-15. (like a cape) a cycle lane may be turned into a cycle track between the waiting zone and the tram. 4.2 TRAFFIC CALMING More details about road design in situations of special interest can be found in CMB fact sheet H-05, in German Recommendations for Bicycle Infrastruc- Traffic calming is a useful tool to provide better conditions for safe cycling in the secondary road network. The ture (p.28pp)42 and in “Mobile 2020 Handbook on general aim is to reduce the volume and speed of cars, which also directly contributes to higher living quality Cycling Inclusive Planning and Promotion” (p.85, and fewer accidents in those streets. 86, 91, 106). In the beginning traffic calming measures often were connected to extensive modification works to the road Figure 15: Elevated cycle lane at tram stop in Leipzig41 network (cutting of residential streets to prevent through traffic). However, over the years it became clear that cities often had to decide between traffic calming measures and improvements in main road network, since budgets have not been sufficient to do both activities. Therefore more cost efficient approaches had to be developed, which resulted in the implementation of speed 30 zones that usually require only a few modifications to the streets in order to ensure that car drivers comply with the speed limit.

Wherever motorised traffic is concentrated on urban arterials and main roads, cities have a large portion of street • Pedestrian zones: Cycling in pedestrian zones is controversially discussed in Germany. There is no general network (about 80%) available that shows low traffic volumes. It is recommended to operate this secondary recommendation whether cycling should be allowed or not, because cities have had both good and bad road network differently than urban main roads in order to prevent local residents from negative impacts of car experiences with both solutions. In the end it is a local decision that mostly depends on the level of consid- traffic such as accidents, noise and emissions. Speed 30 should be implemented as the standard speed limit of eration between cyclists and pedestrians. the secondary road network. This, however, has to be made clear to road users with the help of traffic calming measures. They generally can be divided into isolated measures lowering speed limits at one particular point and 4.1.8 RURAL CYCLING INFRASTRUCTURE extensive measures aiming to reduce speed in an entire area. 4.2.1 EXTENSIVE TRAFFIC CALMING IN RESIDENTIAL AREAS Planners should a consider importance of rural cycling not only for leisure trips, but also for daily travel between communities. In general it can be assumed that a connection has relevance for bicycle transport when cycling-specific trip attractors and trip generators are present or the distance between built-up areas is less Extensive traffic calming measures aim to reduce speed in an entire urban area. The most common form of than 10 km. extensive traffic calming is speed 30 zones. Since reduction of speed to 30 km/h for cars makes a street much more suitable for cycling, the implementation of speed 30 zones easily creates good conditions for cycling on The choice of cycle facility is largely dependent on the design class of the accompanying street. The main 80-90% of the whole road network of a city. Additionally speed 30 improves general living quality and reduces factors which need to be considered when selecting facility type are the same as those discussed in chapter risk of severe accidents in streets where it was implemented and accepted by drivers. Intersections in speed 4.1.3: volume and speed of motor vehicle traffic, volume of heavy goods vehicles (HGV) and bicycle traffic 30 zones should be right before left intersections. Keeping junctions free of parked cars has to be a main focus volumes. Similarly, other considerations include presence of pupils or other especially vulnerable users, blind to keep their noticeability and visibility between road users high. curves and street gradient. Additionally also the purpose of the route might influence the choice of design of the cycle path: leisure oriented paths are more likely apart from streets. Routes for daily cycling should avoid However, only putting up a sign showing speed 30 might not be enough in all parts of the secondary network. unnecessary detours and are thus often located parallel to roads. Often street width was designed to fit increasing traffic volumes. Therefore additional isolated measures might be required to ensure that speed limits will be observed. It is e.g. crucial to properly design entrances to speed Often rural cycling routes are built as separated bicycle and pedestrian paths, which is, due to low number of reduced zones in order to make clear to car drivers that they are leaving the urban main network. Some of pedestrians, usually no problem. However, whenever there is limited space for such paths advisory cycle lanes those measures are described in chapter 4.2.2. might be a good alternative for moderate speed (up to 70 km/h) and low traffic volumes. Currently first trials of this solution where put into practice in Germany. More details regarding speed 30 zones and their further improvements can be found in CMB fact sheet H-07, in Cycling Expertise fact sheet CyE I-09 and in “Mobile 2020 Handbook on Cycling Inclusive Planning and

41 © Radka Zakova Promotion” (p.90). 42 FGSV (2010)

46 47 4.2.2 ISOLATED MEASURES AT PARTICULAR SPOTS Often streets were designed to fit increasing traffic volumes in future years, which usually leads to wide road widths. However, research has shown that on wide, straight streets car drivers tend to drive much faster than on narrowed, curvy streets. Therefore isolated measures such as speed humps and deflections might be useful As described in chapter 4.2.1 some sections of the secondary road network require special attention. Firstly to lower the speed of cars: entrances to speed reduced zones should make the change into the secondary road network and changing traffic rules clear. Of course, the sign showing “Speed 30 zone” already includes regulation such as a speed • Horizontal deflection like chicanes or traffic islands is another tool to decrease speed level. These deflec- limit of 30 km/h and intersections without prioritised direction. However, according to experiences from Ger- tions can easily be designed in a way that does not affect cyclists negatively. Alternating park stands on both many it might be useful to redesign entrances of those zones to increase understanding of car drivers that sides of the street are an efficient way to use wide streets providing sufficient parking spaces for residents they are leaving the priority road network and entering quietened residential areas. In addition gateways and and at the same time lowering speed and creating green islands. elevated crossings are effective measures to improve road safety at entrances to residential areas: • Speed humps (also speed bumps or speed cushions) are able to contribute to traffic calming since car drivers have to reduce their speed to avoid discomfort while driving over them (vertical deflection). Badly • Elevated crossings are designed to highlight intersections and their right of way rule. They show calming designed speed humps may be an undesirable obstacle for cyclists. Therefore additional ramps with lower effects since car drivers have to slow down to avoid discomfort while driving over them. At intersections gradient might be effective in making speed humps more rideable for cyclists. Critics of speed humps em- between main roads and secondary roads elevated sidewalks can help to highlight the right of way for cy- phasize their negative effects on emergency vehicles. clists and pedestrians going straight against cars turning right. Elevated crossings can also be implemented • Signs are installed to implement traffic rules. Besides normal static signs, speed radar signs have been used at intersections in the secondary road network to increase noticeability of the junction. often to educate car drivers by confronting them with their speeding. Research found that signs showing current speed are not as effective in speed reduction as signs showing smiling or sad faces depending on whether the car driver complies with the speed limit or not. Furthermore colouring the road, using different road surfaces or repeating speed signs on the carriageway are useful measures to emphasise traffic rules.

More details regarding design and aim of isolated traffic calming measures can be found in CMB fact sheet H-07 and in “Mobile 2020 Handbook on Cycling Inclusive Planning and promotion” (p.88p).

4.2.3 ALTERNATIVE FORMS OF TRAFFIC CALMING

In recent decades further variations of traffic calmed zones have been established: Already common in Ger- many and Western Europe are living streets: here, pedestrians generally can use the whole width of the street and have priority before cars. Children are allowed to play on the street. In addition cars are not allowed to go faster than walking speed.

In shared space zones demarcations between car traffic and pedestrians are minimised. Therefore such features as curbs, markings, traffic signs and regulations are removed as much as possible. The aim of both approaches is to reduce the dominance and rights of car traffic with respect to design and use of public spaces. Typically both measures introduced here are only implemented in special environments, e.g. in small dead Figure 16: Elevated crossing in Uherské Hradiště43 end roads, narrow streets in the city centre or in front of shopping centres.

• By deviating the kerbstone at both sides of the secondary road a so called gateway is created. This leads More details regarding the design and aim living streets and shared space zones can be found in CMB fact to narrowed width of the carriageway, which lowers speed. Furthermore, those widened sidewalks ensure sheet H-07 and in “Mobile 2020 Handbook on Cycling Inclusive Planning and promotion” (p.90). that cars will not park too close to intersections, which often is a reason for accidents. Adding bicycle racks is regarded as rational use of these areas.

43 © Jan Schubert

48 49 4.3 BICYCLE PARKING AND INTERMODAL HUBS wishing to park for at least several hours which includes higher demands on safety and protection from weather and theft. These facilities are usually placed wherever commuters are expected: at work places, train 4.3.1 BICYCLE PARKING FACILITIES stations and in the city centre.

Quality bicycle parking is part of convenient cycling. Cyclists demand an easily accessible and safe place to leave or store bicycles when commuting, shopping or enjoying leisure activities. Bicycle parking is much more space efficient than car parking: 8 bicycles need as much space as one car parking stand according to current state of the art of bicycle parking facilities (classic curved steel tube provides space for two bicycles).

Bicycle parking facilities can generally be categorized as short-term or long-term depending on the duration for which a bicycle is parked. Additionally temporary parking facilities can be erected to serve temporary needs such as sporting events, festivals, outdoor concerts or other one-time events.

Preliminary, strategic considerations are essential to ensure an effective placement of permanent bicycle parking. Potential places for bicycle parking are generally origins and destinations of trips or points of intermodal changes e.g. at stations of public transport, at home, at work, at entrances of shopping areas). Each city is en- Figure 17: Traditional parking facilities do not provide sufficient security (left). U shaped racks are better (right)45 couraged to develop an individual strategy for the placement of parking facilities based on an analysis of local characteristics. Generally bicycle parking facilities need to be well lit, at street level or accessible via ramps (no The provision of adequate bicycle parking in residential areas is just as important as at destinations. Just as for stairs) and easily visible. However, aspects of visual quality of the city have to be considered and can conflict private car parking, there should be some parking places offered for bicycles also in the public area. Parking with the functional requirements of bicycle users. Bicycle parking facilities should fulfil the following basic facilities can be included in new residential development through regulations in the building code. However, conditions: this may not apply to existing residential areas. Before installing cycle parking for each individual building it is helpful to determine demand for an entire neighbourhood. Examples show that the supply of parking facilities Stable Can support a bicycle (leaning) with up to 10 kg of weight in panniers in neighbourhoods for Bike&Ride usually generates further demand. Since it is hard to estimate the demand, Secure Allows the frame and front wheel to be locked with a single lock parking facilities are most flexible when they are extendable. Compatible Provides space for different kinds of bicycles (e.g. cargo bicycles) More details about bicycle parking facilities can be found in CMB fact sheet H-08, in Cycling Expertise fact Practical User-friendly and self-explanatory sheet CyE I-03 and in “Mobile 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.115pp). At destination Parking facilities should be constructed close to destinations/origins Durable Resistant to vandalism, weather-proof, securely attached to ground/wall 4.3.2 BIKE&RIDE - INTERMODAL HUBS WITH PUBLIC TRANS- Maintainable Is easy to clean and does not attract litter Aesthetic Should fit into urban space respecting city design standards PORT, BICYCLES AND CAR-SHARING

Table 1: Requirements to parking and storage solutions for bicycles44 Good acceptance of the public transport in the Czech Republic, Slovakia, and Poland, is a very good precondition for promoting cycling and public transport as complementary modes. Therefore stations and junctions The type of parking facility that is installed should allow the frame and wheels of the bicycle to be connected of public transport should be equipped to serve as inter- and multimodal hubs of sustainable transport modes. and might be different for short-term and long-term parking. The functionality and cost related issues should This also includes traditional and new flexible car-sharing, which is still rather uncommon in Central European be balanced with design, and recognisability. For short-term parking the simplest and most frequent used cities so far. But it will come and grow as in West European countries with 10 25 % per year. form is the inverted U-shaped rack. This allows the bicycle to be supported along the frame and the user has the ability to lock the frame and front wheel with a single lock. Long-term facilities generally serve cyclists Cycling greatly increases the catchment area of train stations and transit stops as compared to walking. Thus attractive cycle parking at public transport facilities can greatly facilitate the mobility of non-car owners and reduce the need for owning a vehicle. 44 Presto (2012) 45 © left: Jan Schubert, right: Radka Zakova

50 51 Bicycle parking at public transport stops should be designed in order to fulfil requirements of long-term park- • Availability of bicycles should be monitored continuously to make this information available for users (e.g. ing described in chapter 4.3.1. with help of smartphone app). • Pricing and booking system should be easy and attractive. Some rental schemes offer 30 minutes of free More details about intermodal hubs can be found in CMB fact sheet H-08, Cycling Expertise fact sheet CyE use for members paying monthly fees and for PT users. I-06 and in “Mobile 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.137). • Booking can be done directly at the station with or without help of a smartphone. • Bicycle should be easy to use, robust and convenient. Choosing bicycles with a unique design will de- 4.3.3 BICYCLE SHARING SCHEMES crease problems of theft and at the same time might improve the image of the system. • Bicycles have to be distributed across the city to ensure that a sufficient number of bicycles is available everywhere at every time. Worldwide numerous cities have implemented bicycle sharing schemes as an element of sustainable transport policy and to improve flexible, individual mobility. Some of these schemes have been the starting point of mu- More detail about bicycle sharing schemes can be found in Cycling Expertise fact sheet CyE S-10 and in “Mobile nicipal bicycle promotion and some of them were supposed to finalise the local bicycle system. Putting rental 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.141pp). In the course of the EU project Obis a bicycles in the streets changes the image of cycling and encourages a more sustainable mobility behaviour. handbook on “Optimising Bicycle Sharing in European Cities” was developed, which contain numerous detailed information on success factors of bicycle sharing schemes46. Bicycle sharing schemes can be implemented to fit needs of different user groups: 4.4 SIGNPOSTING AND SERVICE INFRASTRUCTURE • Commuters can use public bicycles in addition to public transport, e.g. for the last mile from the public transport stop to their office. Of course, they could also use their own bicycle, but carrying many private bicycles in public transport vehicles significantly decreases their capacity. For combined trips of bicycle and There is a large variety of additional hard measures that can be installed by the city or private initiatives to im- public transport it turned out to be much more efficient to leave one’s private bicycle at the starting station prove the situation for cyclists. Only some of them are introduced in the following chapters. of the public transport stage and continue with a public bicycle afterwards. • Furthermore bicycle sharing schemes are interesting for public transport providers as they enlarge the 4.4.1 SIGNPOSTING catchment areas of public transport stops and ensure a minimum of public mobility service beyond the operating hours of the local public transport. • Visitors and tourists and also employees in cities may take the opportunity of using public bicycles for Since cycle route networks may bear characteristics that are different from the classic road network, signpost- spontaneous trips. Therefore easy access to the system is regarded as a main success factor. ing helps cyclists to find the best and most convenient route to their destination. Cycle routes often include shortcuts or paths through green areas, which might be easier to be found with signing for cyclists who are Generally two systems have to be differentiated: Bicycle sharing schemes with or without stations where bi- unfamiliar with the network. Signposting is also a form of public relations, since it helps to make bicycle routes cycles can be rented and returned. Since station based sharing schemes still are more common in European more visible and noticeable. cities, this document will focus on this type of system. They also have advantages in terms of city aesthetics. Implementing signposting is based on a signposting plan that respects the desired bicycle route network Arranging a bicycle rental station network has to be adapted to the needs of a targeted user group. Usually (network planning see chapter 4.1.1). Furthermore it should define primary and secondary destinations within stations will be set up in city centres. However, if additional hot spots outside the city centre are identified (e.g. the area. Different user needs, especially of commuters, recreational cyclists and tourists should be taken into stadium, university, tourist attraction), they often are incorporated into the system as well. Accessible rental account. bicycles in especially dense residential areas are useful for households without bicycles (often in areas where private bicycle parking is complicated). Since the use of numerous signposting systems will result in a sign clutter especially at intersections it is recommended to define a standard on local or – even better – on regional or national level. Signs should be The following list contains main success factors and hurdles of bicycle sharing schemes: designed in a way that allows for easy reading from a typical distance of approaching cyclists. They should not include more than two destinations per direction and corresponding distances. • Introduction of bicycle sharing scheme should be accompanied with support of local media and in coop- More details regarding signposting can be found in Cycling Expertise fact sheet CyE I-11 and in “Mobile 2020 eration with public transport. Handbook on Cycling Inclusive Planning and Promotion” (p.131). • Network should be dense (distance between stations of max. 300 m in city centres). • Stations should be noticeable and easy to reach. They likewise have to fit into the cityscape and urban design of the city. Stations will have to compete for limited street space just as other demands (e.g. bicycle parking facility, open air seats of cafés etc.). 46 Büttner et al. (2011)

52 53 4.4.2 SERVICES AND SERVICE STATIONS Basic repair opportunities for cyclists should be available independent of opening hours of service stations’ repair shops. The most popular of these Service stations are a combination of bicycle parking garage, mobility services and facilities for repairs and opportunities are public air pumps. Those should maintenance of bicycles. Placing the station at a location where the volume of cyclists is high (e.g. a train be installed in public spaces in order to provide a station) is recommended. Plus, it is user-friendly. Commuters who ride their bicycle to the station can have it facility for quick repair works. Many different types repaired while they are working and pick it up on the way home. have been developed, so that municipalities can choose for their unique design. Stations in Germany (e.g. in Munster, Kiel, Erfurt and Hanover) usually vary in size, types of parking facilities and range of services. Since bicycles usually will be parked for long periods, appropriate parking facilities are recommended (see chapter 4.3.1). Some stations also include shops or information stands from local public Additional service may be provided by public tool- transport companies. Repair shops sometimes operate in cooperation with a social association involving peo- boxes and tube automats that allow for repairing ple that are difficult to place on the job market in order to give them employment. bicycles independently from opening hours of service stations and regular repair shops.

Case study: Service station and parking garages for bicycles in Germany Figure 19: Air pump ereected in front of a shopping centre in Pardubice48

Kiel is considered one of the most cycle friendly cities in Germany. Special efforts have been made in public relations. In addition, the infrastructure for cyclists was improved over the last 20 years. Near the main station a multimodal interchange between bicycle and public transport – the so called “Umsteiger” (“trans- feror”) – was opened. Cyclists can safely park their bike in the bicycle parking, where it is likewise protected from the weather. In addition, some service businesses settled within the building. Besides repair and bike rental services they offer information on public transport and car sharing. This project is embedded into a campaign that wants inhabitants to change from cars to environmental friendly means of transport. The “Umsteiger” has become a kind of a symbol or a brand for bicycle promotion efforts in Kiel.

There are similar concepts in other German cities. In the vicinity of the main station in Erfurt a bicycle parking garage was opened that, in contrast to the “Umsteiger” in Kiel, provides fewer areas for service businesses. In the CMB-partner city Leipzig there is an underground bicycle garage under the canteen of the university. Since the 596 parking spots do not meet the required number, a new cycling garage is being constructed on the campus. Figure 20: Tube automat in Dresden49 and public toolbox in Graz50 In Hanover two bicycle parking garages were opened Since measures like the ones presented in this chapter are not crucial for a functional cycling system, they do nearby the main station over the last years. They pro- not have a top priority in local cycling policy. In contrast municipalities may find private investors to run these vide about 776 weatherproofed parking facilities for services and please customers with them. bicycles. In addition there is a repair shop in the garages, where one’s bike can be repaired while one is More details regarding services and service stations can be found in CMB fact sheet H 09, in Cycling Exper- working. The shop is offered by a social association tise fact sheet CyE I-06 and in “Mobile 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.150, involving people that are difficult to place on the job 158pp). market in order to give them employment.

Figure 18: Bicycle parking garage nearby the main station in Erfurt 47

48 © Jan Schubert 49 © City of Dresden, Department of Urban Development. 47 © Jan Schubert 50 © Jan Schubert

54 55 4.5 PILOT AND LIGHTHOUSE PROJECTS 5 SOFT MEASURES

This chapter aims to introduce the idea and aim of pilot and lighthouse projects as a tool to foster promotion Soft measures are considered as awareness raising campaigns and provision of information to increase levels of bicycle transport. Pilot and lighthouse projects can be initiators and testing grounds of new ideas. This of walking, cycling, car sharing and use of public transport and to encourage a reduction in the use of the inherently makes them interesting for the press. Media can support the city by clarifying the aim and use of private car. Often the expression “public relations for cycling” is used synonymously. They are distinguished the new element. This also encourages public discussions on bicycle transport and might change individual from hard measures, which are provisions of infrastructure. perception of citizens towards cycling. Soft Measures are considered to be one of the most important instruments for a cost-efficient promotion of Pilot and lighthouse projects contribute to further development of existing measures or tools of bicycle pro- cycling. On the one hand they aim to change habits and perceptions to overcome barriers to cycling (aware- motion. Additionally they might be new tools that are to be checked before regularly being implemented ness rising campaigns). On the other hand soft measures can be used to spread information, to educate and and extend the arsenal of bicycle promotion tools. Thus they have to be carefully chosen with respect to the to teach experts (information campaigns). following aspects51: Since many cities in Central Europe currently are facing the problem of bad, unsafe and insufficient cycling • Expectation of significant and sustainable contribution to improvement of situation of cycling. infrastructure, improving the cycling network might be more important for these starter cities. Implementing • Measure should be suitable to bring cycling into focus of public discussions. soft measures will foster the use of bicycles, which can lead to increasing safety problems wherever the infra- • Measure/tool should contribute to locally harmonised methods and assessments. structure is in bad conditions. This situation has to be avoided. • Transferability of implementation to subordinate institutions. • Measure should be easily implemented in a given frame of financial and time resources This chapter aims to help in professionalising public relation efforts. It therefore provides readers firstly with • Measure/tools should be able to sustainably stimulate bicycle promotion. some general success factors of public relations for cycling (chapter 5.1). Secondly key elements of public re- • Measures should include and solve numerous problems to give them more impact and to allow for compre- lations are introduced, such as actors on local level, target groups, information and means of public relations hensive conclusions for recommendations and future implementations. (chapter 5.2). In many countries in Western Europe soft measures have been combined in the approach of mobility management (chapter 5.3). Finally authors of this report gathered some examples on soft measures Pilot and lighthouse projects can be each type of measure introduced in this report. Usually pilot and light- to increase road safety (chapter 5.4), which should be a topic with high priority, and on targeted campaigns to house projects represent a new standard or new solution in a country. The choice for a pilot or lighthouse increase the use of bicycles (chapter 5.5). project should take local circumstances into account. Often there are major investments chosen as a lighthouse project, such as the “Umsteiger” in the German city of Kiel (see case study in chapter 4.4.2). However, in 5.1 SUCCESS FACTORS FOR PUBLIC RELATION FOR CYCLING the city of Munich the campaign “Radlhauptstadt München” was established as the lighthouse project and as an umbrella for all soft and hard measures implemented in favour of cycling. A study analysing public relation campaigns in Germany showed key factors for successful campaigning for cycling52: It might be useful to collect pilot and lighthouse projects and other exemplary projects in brochures as teaching material or as preparation material for field trips. In Germany there is an “Exkursionsführer Radverkehrs- • Development of public relation strategy: All measures related to cycling should be incorporated into a förderung” (Guide for field trips on bicycle promotion). This brochure contains information and bicycle tours strategy for public relations. This strategy is necessary as the basis of work for decision makers and admin- including good examples of infrastructure for numerous German cities. The region Central Germany devel- istration and informing the public at the same time. oped a similar brochure including also mid-size cities. • Continuous campaigning: Continuous presence in media is a precondition for being recognised by target groups. Single campaigns will not be enough to embed cycling in peoples’ minds and to induce a mobility behaviour change. • Separated budget for public relation: It is recommended to ensure sufficient financial support for public relations for the long term. Deciding on a separate budget can help improve financial basis over several years. • Involvement of marketing experts: Efficient public relations require expertise in marketing. Cycling experts in municipalities often do not have a lot experience in that field. However, many cities installed public relations departments, which should be involved in cycling campaigns to increase expertise. • Targeted campaigns: Identification of target groups is a precondition for successful campaigning. It helps

51 Senat Department of Berlin (2013) 52 Prenzel (2012), p.175pp and edited

56 57 to use existing money efficiently. Against the background of constant addressing of people through market- • NGO, associations: NGO and local associations represent citizens and interests of special groups as lobbyists. ing campaigns, targeted campaigning is promising in order to increase recognisability of cycling campaigns. NGO and associations connected to cycling (e.g. ECF – European cyclists foundation) are very enthusiastic More details about target groups can be found in chapter 5.2.3. promoting cycling. However, they sometimes see cycling separated from other transport modes and do not • Involvement of decision makers: Politicians depend on public attention. Therefore cycling campaigns should consider its potentials as an integrated part of local mobility coalition. include events where politicians can present themselves. This might increase political support for cycling in general. Additionally the role of politicians as being a model for citizens should not be underestimated. Since this document focusses on municipalities as their target group the following chapters will mainly in- • Local VIPs as forerunners and models: Well-known persons can be multipliers for cycling promotion. This clude recommendations for municipal campaigning. However, municipal public relations often suffer from can be local or national VIPs. bad financial support, because municipalities often focus on their core responsibility: providing safe infrastruc- • Early information on measures: Providing citizens with information on plans and measures in an early ture. Therefore it is recommended that cities seek partnerships with enterprises and NGO/associations to use stage of the project is recommended. Involving the public might defer projects, but it increases understand- synergies and exploit new funding opportunities. ing of problems and can therefore lead to improved support for future measures. • Preparing common campaign: Often municipalities face the problem of financing public relations. Prepar- More details about actors in public relations can be found in CMB fact sheet S-01 and in “Mobile 2020 Hand- ing a campaign on a superior (e.g. regional or national) level and making it available for municipalities can book on Cycling Inclusive Planning and Promotion” (p.181pp). increase efficiency by taking advantage of synergies. This provides cities with options to implement campaigns with less budget requirements. 5.2.2 TARGET GROUPS • Corporate design and label: It is recommended to develop a corporate design for all means connected to the local public relation campaigns. This can be accompanied with establishing a label for bicycle promo- Traditionally potential cyclists have been regarded as the only target group for cycling promotion. Of course, tion. This increases visibility and recognisability of campaigns. since they are the largest group and since they shall ultimately be convinced, they will always be the most important target group of public relations. However, in the course of Central MeetBike partners found that More details about success factors of public relations can be found in CMB fact sheet S‑01 and in “Mobile 2020 there are more groups with a specific need for information. According to CMB experiences the main target Handbook on Cycling Inclusive Planning and Promotion” (p.175pp). groups can be classified as follows:

5.2 ELEMENTS OF PUBLIC RELATION FOR CYCLING • Politicians and decision makers: They will be responsible for final decisions on cycling measures and should therefore be aware of the state of the art in cycling promotion. Politicians can also demand for more sustainable transport planning in the municipality and should thus be aware of general benefits of cycling. 5.2.1 ACTORS IN PUBLIC RELATIONS • Transport and urban planners: As representatives of the city they will have to prepare concrete measures. They should therefore be aware of the newest design principles in cycling planning. • Stakeholders: They represent various associations and citizen groups that might be affected by cycling Public relations for improving the image of cycling are implemented by many institutions and persons trying measures. Thus they have to be informed about municipal strategies and related standards in state of the to gain benefit from the promotion of bicycle transport. Central MeetBike partners found the following: art cycling promotion. • Citizens: This group is very inhomogeneous. More details are discussed below. • Municipalities: Cycling usually is a local topic: most bicycle trips take place within one municipality and usually municipalities are responsible for most of the infrastructure on which cyclists ride. Implementing The group of citizens might be inhomogeneous with respect to habits, perception and barriers to cycling. public relation is a promising and cost effective tool for cities to foster bicycle use, which ultimately contrib- Therefore they should be further segmented considering the following criteria53: utes to savings in investments (less new car capacity required), traffic safety and improvement of life quality for citizens (often an important factor for enterprises when choosing locations for new settlements). • Age, demography, phase of life: In order to promote life-long cycling, persons in all phases of life should • Enterprises: There are many enterprises with an interest in increasing use of bicycles. Health insurance be addressed specifically. Research has shown that there are specific times in a person’s life, where he/she providers, e.g., realised the benefits of cycling for personal health. In addition there are bicycle producers rethinks their daily mobility habits. These changes should be used to inform about the benefits of cycling. and retail stores that want to sell products. Enterprises usually are experienced in promoting products and Among these special times are: When a child learns to cycle, start of primary/secondary school, Driving implementing campaigns. licence, first employment, start forming a family, changing place of residence, retirement and many more. • Employers: They are obliged to ensure sufficient number of parking spaces at the workplace (depending • Cycling habits: different cycling habits (frequency, purpose of cycle trips) result in varying needs towards on available facilities in the vicinity such as access to public transport). Usually those parking facilities are public relations. Regular cyclists may already be aware of the benefits of cycling, but they need to be con- very cost intensive. However, in many European countries enterprises can decrease required number of parking spaces through implementing mobility management that also includes soft measures to promote

alternatives to car use. 53 Deffner et al (2012), p.192pp

58 59 tinuously rewarded and reassured. In contrast potential cyclists might be motivated for cycling, if they re- can use almost every road. With a bicycle one can cut corners, which is impossible driving by car. Cycling ena- ceive more information on the benefits of cycling and about possibilities of cycling in the city. Additionally, bles kids and seniors to participate in transport independently. This creates additional freedom for these groups. literature names the groups of competitive and recreational cyclists. • Cycling contributes to personal health: Since physical inactivity is one of the most important health risks, • Location of place of residence: This mainly determines mobility options. Therefore it might be promising to cycling as an active transport mode helps to reduce inactivity. This contributes to personal health and to develop campaigns to e.g. make persons aware that they are living closely to a newly constructed cycling saving in national health care systems at the same time. Employees cycling to work are less ill, due to im- main route that might bring them to their place of work. proved fitness and immune system. • Mobility styles: Transport mode choice is not only based on “hard” reasons alone, but also on emotions and • Cycling can help cities to overcome congestion problems: Congestion is caused by too many cars on the symbolism. The Mobile 2020 team identified three mobility styles that bear high potential for everyday cy- road at the same time. Shifting some the trips done by car to cycling trips will reduce the number of cars on cling: fun- and performance oriented, nature- and health oriented and avid culture oriented. the road and therefore will contribute to overcoming local congestion problems. • Cycling can improve quality of living in the cities: Fewer cars on the road provide cities with the option to It is recommended to focus on target groups that promise the greatest potential of changing their mobility reduce capacity for cars in the road network in favour of cycling facilities or urban meeting areas for citizens. behaviour. As shown above, each group requires different information. It is recommended to address different This inherently contributes to life quality in urban areas. groups with different means of public relations. • Cycling is cost-efficient for households and municipalities: Against the background of rising prices for fuel and energy, households increasingly have to rethink their mobility habits and have to find alternatives More details regarding target groups in public relations can be found in CMB fact sheet S 02 and in “Mobile for car use. Replacing car trips with bicycle trip contributes to savings in fuel, parking and maintenance of 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.192pp). the car. However, cycling is also cost effective for municipalities: given the same capacity as roads for cars, cycling infrastructure is much cheaper regarding construction and maintenance costs. • Cycling is a green technology contributing to environmental protection: Cycling is a zero-emission 5.2.3 INFORMATION IN PUBLIC RELATIONS mode and can thus help European cities in meeting EU standards regarding emissions of e.g. CO, CO2, NOx and fine particulates. Decreasing the amount of these substances in the air directly contributes to the health As described in chapter 5.2.3 the information of the campaign should be chosen with respect to the target of citizens. Research from Germany has shown that especially promoting longer cycle trips or promotion group addressed. In the course of Central MeetBike the partners found a variety of information that should be of alternatives to car possession (where cycling is one element) are especially promising regarding environ- spread with public relation campaigns: mental protection56.

• Benefits of cycling More details about information in public relations can be found in CMB fact sheet S 02 and in “Mobile 2020 • Road safety Handbook on Cycling Inclusive Planning and Promotion” (p.176pp, 190). • Information on the city’s cycling strategy and on on-going and completed projects • Aid for decision making 5.2.4 MEANS OF PUBLIC RELATIONS • Aid for planners and experts: design standards, legislation • How to use infrastructure The main challenge of public relations is to get the right information to the right person. There are different Due to the currently relatively low share of bicycle traffic in many cities in Central European countries, basic means of public relations available, which are able to accomplish this. However, the means of providing in- information about the benefits and advantages of cycling and cycling policies for experts, decision makers and formation depends on the target group and type of information that is requested. The following list shows citizens should play a major role in the strategy for public relations. It is a major challenge to raise the awareness a selection of means: and acceptance of cycling and to change the minds and attitudes towards cycling in the named countries. • Involving the press (newspaper, radio and television) is considered to be very promising in order to create The major benefits of cycling can be outlines as follows54: a more cycling friendly environment in the city. Many persons can be reached at the same time, but one has to take care that the targeted group is being attracted by the publication. To provide press with information, • Cycling is flexible and time saving: Since bicycles are much cheaper than cars, many persons have bicycle a press conference has to be implemented or a press release has to be published. However, one cannot be easily available. Usually bicycles can be parked much closer to origin and destination than cars. German re- sure, which information will be used by editors and what will be the message of their article. Spots on tel- search found that for trips less than 6 km, the bicycle is the fastest mode of transport considering the whole trip evision and radio might reach even more persons than newspaper, but they are more expensive and need from door to door55. Cycling gives a sense of freedom with respect to choice of route, since cyclists physically more preparation efforts.

54 Deffner et al (2012), p.176pp and edited 56 55 UBA (2009), p.10 Ahrens et al. (2013)

60 61 • Traditional forms of public relations include brochures, posters and leaflets. These materials can spread Case study: CMB Press conference in Prague emotion as well as information connected to cycling. Often printed material is used as a supplement to campaigns including different means such as events or trainings. However, in recent years, experts found that there is an increasing need to also connect positive emotions stronger with cycling. In the course of the To introduce the Central MeetBike project to the public a press conference took place in Prague on “Radlust” campaign in Germany58, e.g., there have been several posters produced with the aim of promoting the 19th of May 2011. The location of the press conference was on the Prague riverside where up to cycling similar to cars - more with the help of nice pictures and emotions than with rational benefits. 3.000 cyclists pass per day. To underline the modern image of cycle transport and to create a good • Campaigns should be accompanied by events such as festivals, discussions, competitions, fairs or car free atmosphere the conference was carried out as a breakfast. days. Such events are intended to involve citizens in different ways, e.g. through discussions or competing with each other. Events create a framework for citizens to deal with the topic of sustainable transport and The aim of the press conference was two-fold. On the one hand the objective was to introduce cycling in particular. Car free days, e.g., are implemented worldwide on the 22 September each year. Since the Central MeetBike project and to illustrate its methods and objectives. On the other hand the cars usually occupy large parts of the city, these days often are a unique opportunity for citizens to see what awareness for cycling itself among journalists needed to be raised in order to increase the interest cities would look like with fewer cars. in bicycle transport. Additionally events are a platform for politicians to present themselves, which might be useful in order to increase their support for cycling measures. • Traditional campaigns increasingly include internet based services and information platforms. Especially the up-and-coming social networks (Facebook, Twitter), blogs and video platforms provide new possibilities of spreading information and getting into discussions with users at the same time. Receiving direct feedback on campaigns is one of the advantages of internet based services. Another advantage is fast dissemination of information through sharing among users. Since internet platforms are an easy way to access informa- Case study: ‘Stadtradeln’ (‘City cycling’) competition tion for users, providers are required to invest a lot of work to keep information up to date57. Along with over 100 German cities and regions the CMB cities Leipzig and Dresden joined a coun- trywide competition called “Stadtradeln” (CityCycling). During this competition, city inhabitants Case study: Facebook page of ‘Radlhauptstadt München’ and in particular staff of the city’s administration compete with other cities to see who collected the most kilometres on bicycles. Therefore every participant is asked to upload his/her kilometres (‘Cycling Capitol Munich’) to a website. The cities were allowed to choose the period in which to collect the kilometres themselves, but there was a restriction: it had to be 21 days during the summer in 2013. The city of Social networks are today one of the most successful developments on the internet. Facebook, Dresden won the competition as the city with the most kilometres: all in all more than 4.460 par- as the largest of these networks, reaches a total of about 800 million mainly younger users from ticipants rode more than 1.000.000 km by bicycle. Thus they saved more than 150 t of CO2. The city all over the world. The city of Munich developed a campaign called “Radlhauptstadt München” of Leipzig finished in fourth place with a total of approximately 800.000 km. through which all public relations of the city having to do with bicycle promotion are carried out. In the course of this campaign the city participated in Facebook with a profile called “Radlhaupt- The city of Dresden participated in particular with the goal of increasing awareness for cycling stadt München”. That is a very cheap and easy way to reach a big number of mostly young people among citizens and politicians. The employees of the city were supposed to be a good example – the Facebook profile of the “Radlhauptstadt München” already reached a number of nearly 3.300 to city residents for using a bicycle more often and thereby providing a positive contribution to likes (March 2014). On this profile one is able to find: climate protection. During the awarding ceremony for the winners, citizens had the opportunity to hand over a list of deficiencies in cycling infrastructure to the city administration. This list will • General information concerning cycle traffic in Munich such as construction sites, new infra- now find its way into municipal planning efforts and thus might improve the situation for cycling. structure and tips for cycling during winter According to the administrative staff of the city the “Stadtradeln”-event is supposed to be a valuable • Information on events and further activities tool to involve citizens in bicycle promotion. In addition the city’s good results demonstrate the • Information provided, investigated or discovered by other users and published on the pin board importance of cycling and cast the municipal efforts to promote bicycle transport in a positive light.

57 Deffner et al. (2012), p.211p 58 www.radlust.info

62 63 • Information seminars or bicycle rides, e.g. for citizens moving into the city, are a tool used in the city of Munich. Whenever there is a major change in a person’s life (e.g. new employment in new city) he/she thinks more about their mobility behaviour and will be much more likely to change it when alternatives are known. More details about means of public relations can be found in CMB fact sheet S-03.

5.3 MOBILITY MANAGEMENT

In recent years the wide range of soft measures has been combined into one approach, which is more than just public relations as introduced in chapters 5.1 and 5.2. Since so called Mobility Management (MM) is a relatively new approach, it is difficult to find a definition of MM that is generally accepted. However, authors of this report decided to adopt a definition and differentiation published by EPOMM (European Platform on Mobility Management59:

MM is defined as „a concept for promoting sustainable transport and dealing with the question of car use by modifying the habits and behaviour of travellers. The core of mobility management is formed by “soft” policy measures such as information and communication, organisation of services and the coordination of activities of the various partners“. MM is focussed on changing transport demand, not on supply of infrastructure. Figure 21: Levels of Mobility Management60 Therefore hard measures usually are not part of MM. However, it became clear that some hard measures can support MM measures, e.g. providing sufficient bicycle parking in the course of company MM. Actors of MM can choose between different strategies that should be implemented not “either, or” but “as well as”. According to the EPOMM handbook on MM, they include61: Experts distinguish between the strategic level of MM and three fields of implementation of MM. On the strategic level, political and organisational implementation of MM is pushed through embedding of the ideas of MM • Policies and laws: National policy documents provide a framework for mobility management. There are and preparation of new measures. Within the fields of implementation targeted measures are implemented. also national promotion programmes, for example the National Cycling Plan in Germany. Furthermore, laws Generally three fields of implementation can be distinguished: can provide stimulus. In some countries these are laws regarding climate or air quality. • Fiscal measures: Various countries recognise fiscal measures for sustainable mobility, such as reimburse- • General offers for citizens, such as mobility consulting ment for public transport or bicycles, businesses supplying bicycles for their employees, etc. There are also • Site related MM (e.g. for business locations) measures for reducing car use, such as parking fees. • Measures for target groups (e.g. for citizens moving into the city) • Awareness raising and promotion: This mainly includes aspects introduced in chapters 5.1 and 5.2.

The following figure illustrates the connection between the strategic level and the level of implementation The promotion of cycling is one element in Mobility Management measures. including some examples.

60 ISB/IVV, 2003 59 Definition from EPOMM handbook: EPOMM (2013), p.7 61 EPOMM (2013), p.10

64 65 5.4 IMPROVING ROAD SAFETY BY SOFT MEASURES Case study: Mobility Management of the company Infineon in Dresden62

The share of cyclists in accident statistics still exceeds the modal share of bicycle transport. This is mainly due The company Infineon realised that the risk of being stuck in traffic jams or having an accident to the higher of risk of cyclists being injured, since they are not protected from their vehicle as a shell like car with the car may lead to significant costs due to employees being absent. Therefore Infineon wants drivers. Therefore improving road safety should be a main priority when promoting cycling. Often safety risks to change the mobility of their employees and raise awareness for alternative modes of transport. are caused by bad infrastructure. However, if mutual consideration between road users and compliance with The company management also tries to encourage their staff members to reduce individual traffic traffic rules would be improved, many accidents can be prevented. Therefore several tools have been estab- by using more environmentally friendly modes of transport. lished in Europe, from which some will be introduced in the following chapters.

Infineon arranged a “Mobility Team” which is responsible for the implementation of the set goals. Since then the following measures have been carried out: 5.4.1 ROAD SAFETY CAMPAIGNS

• A job ticket for public transport was introduced Along with improvements to cycling infrastructure, road safety campaigns aim to reduce the number of acci- • Shower and changing facilities were established dents involving cyclists. The German Road Safety Programme from 2011 identified the following main issues • A tram stop was named after Infineon that should be addressed63: • Mobility questionnaires were carried out • A new bicycle parking lot was built • Encouraging the voluntary wearing of cycle helmets: The level of helmet use among cyclists is very low across • The access for pedestrians and cyclists was improved all age groups. This is surprising, because bicycle helmets can prevent - or at least mitigate the severity - of • Mobility days were organized head injuries to cyclists. There is a fear that obligatory helmet use might be an additional deterrent to people • A mobility homepage was set up using their bicycle. Therefore it is recommended to address the benefits of helmet use to increase the number • In September 2011 Infineon opened a charging station for employees with an electric car, mo- of persons wearing it on a voluntary basis. torbike or bicycle (with a capacity of 6 cars/motorbikes and 6 bicycles). Employees have to pay • Improving the visibility of cycling: For safe cycling it is important that cyclists are visible in the dark and in twi- a service fee for charging. light conditions. In addition to technical means required by law, such as lights and reflectors, visibility can be increased by reflective textiles. Campaigns can be launched o increase peoples’ awareness for this issue. Furthermore the company has been in contact with the public transport company to optimize trav- • Improving consideration shown by and to cyclists: Cyclists are victims and perpetrators of safety problems el connections and established a Car-Sharing system for their employees. equally. Therefore it is important to make them aware of their rights and obligations regarding safe use of the Nine years after project start modal split has changed in favour of eco-friendly transportation roads. At the same time other road users should be encouraged to show more consideration for cyclists. (continuous increase from 26% to 38%). The number of public transport users increased by 14 % • Although road safety promotion by campaigning is important and promising regarding its effects, many experts and the number of cyclist increased by 16% (1996-2003). In contrast, the percentage of car drivers advise against focusing too much on road safety topics in public relations. According to experts this might cre- dropped from 68% to 59% ate a perception of cycling as being very dangerous, which finally may deter people travelling by bicycle.

More information about road safety campaigns can be found in Cycling Expertise fact sheet CyE S-09 and in More details on Mobility Management in cycling promotion can be found in Cycling Expertise fact sheet CyE S-01. “Mobile 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.208).

62 Case study taken from eltis.org 63 BMVBS (2011), p.17pp

66 67 • How to control a bicycle Case study: ‘Rücksicht im Straßenverkehr’ (‘consideration for fellow road users’)64 • Prediction of what might happen in different traffic situations • Anticipation of hazards • How to remain predictable for other road users The city of Berlin and the city of Freiburg have teamed up with the German Insurance Association (Gesamtverband der Deutschen Versicherungswirtschaft e.V., GDV) and the German Road Safety In addition to children there are several groups of adults that might require training in order to reshape their Council (Deutscher Verkehrssicherheitsrat, DVR) for a joint campaign to encourage road users to cycling abilities. Elderly people (a group that grows due to demographic changes) want to maintain their in- show more consideration for others. The campaign is funded by the German Federal Ministry of dependence by lifelong cycling. Course content for seniors could cover issues such as67: Transport, Building and Urban Development. It was designed for use in different city types and has • cycling in darkness been tested as a model campaign in the two German cities since early 2012. The overall budget • safe behaviour in rain or other bad weather conditions available for the campaign is more than EUR 750,000. • handling difficult traffic situations • bicycle inspections The campaign aims to encourage all road users to show consideration for others, to help improve the traffic climate, and raise awareness of risks caused by their own behaviour and dangerous According to literature, other groups of adult cyclists that might need training for cycling include women and immigrants. traffic situations. However, it is not cycling that is to be portrayed as dangerous. The central role model of the campaign is St. Christopher who is the patron saint of road traffic and gives consider- More information on training programmes for children and adults can be found in Cycling Expertise fact sheet ation lavishly. Five other scenes show the different target groups and modes of travel. The types of CyE S-06, in “Mobile 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.154pp) and in “PRESTO media used for the campaign range from outdoor advertising and flyers to a thoughtfully designed Cycling Policy Guide – Promotion of cycling” (p.26pp). website. The measure is designed to have multiple steps; it is monitored permanently. An interim assessment is to enable re-adjustments that may be necessary. The model phase ended and was 5.5 EXAMPLES AND INFORMATION ON USER evaluated in autumn 2013. TARGETED CAMPAIGNS

Since there is no patent on successful public relations campaigns, the Central MeetBike partners are not able 5.4.2 TRAFFIC EDUCATION AND TRAINING to recommend a particular strategy of promoting bicycle transport with soft measures. However, in order to inspire readers of this document this chapter collects some successful campaigns from European cities. Some of the campaigns have been implemented in the course of Central MeetBike. Often peoples’ fear of riding their bicycle prevents them from using their bicycle more often. They might be afraid of complex and apparently dangerous urban traffic situations, particularly where infrastructure is miss- Information about the campaigns is also collected in CMB fact sheet S-04. ing or in poor conditions. Additionally in cities with low modal share of bicycle transport, car drivers often are not used to interactions with cyclists. Therefore training programmes both for children and adults are imple- Bike to work mented in many European cities aimed at teaching correct behaviour when riding a bicycle. At the same time other road users should be taught how to interact with cyclists by understanding their needs and appreciating Bike to work campaigns are the most common form of targeted cycling campaigns, which is not surprising their vulnerability.65 since trips to work – due to the fact that they take place relatively simultaneously in the morning and after- noon peak hours – cause most of the congestion problems. These campaigns aim to increase the use of bi- Due to having limited experience in how to behave correctly in traffic, children need special attention in safety cycles for trips to work, which will directly contribute to less congestion during rush hours. Often urban road programmes. Additionally, teaching the youngest, means teaching the future generation of adult road users. infrastructure is scaled according to these peak hours, which means that there is a lot of unused capacity dur- Therefore it is promising for sustainable transport promotion to include mobility education in safety trainings ing the rest of the day. Decreasing the amount of cars during rush hour by getting people using their bike can in order to provide children with all the information needed for their independent transport mode choice as therefore open options of downscaling infrastructure for motorised traffic and developing more public spaces. adults. Safety programmes for children require cooperation with school administrations and parents as models. Focus of courses for children are on66: Getting more people cycling to work includes many benefits for companies as well: there might be a decreasing demand for car parking spaces at the business location and employees doing sports on a regular basis are usually much fitter and less likely to become ill. Implementing a bike to work campaign can also contribute to team building among the employees, e.g. through competing with other departments. 64 Case study taken from Cycling Expertise fact sheet CyE S-09 65 Urbanczyk (2010), p.26 67 66 Urbanczyk (2010), p.27 Urbanczyk (2010), p.27

68 69 Bike to school Case study: Bike to work in Pardubice Promoting cycling to school is controversially discussed among experts in Europe. Some say that it is too Cycling is already accepted as a means of transport for leisure time and tourists in most cities and regions in dangerous for young children below 10 years to cycle to school. Therefore no efforts are made to promote the Czech Republic. In order to promote cycling for daily trips the cities of Pardubice and Prague ran a public cycling to primary schools. Others say that it is important to enable children to take part in traffic in order to relations campaign with the title “Do práce na kole” (Bike to work). learn to interact and navigate in traffic. Additionally cycling often is the first step in a child’s independence and contributes to a healthy lifestyle. In Prague the event was organised by a citizens’ association called Auto*mat. The competition period was May 2011 and 1.025 cyclists from 181 organisations participated. The Prague campaign “Bike to Work” was Today, due to concerns of traffic safety parents often accompany their children on their daily trips with the intended for employees of companies, for authorities and other organizations. The rules are based on similar competitions held for many years in, for example Great Britain, Germany and Hungary. In the end main time- and cost-consuming “parent taxi”. However, when parents start driving their children to school, the risks for prizes were given to the employee teams that cycled the most kilometres on their way to and from work. In children are increased further – especially through conflicts between cars bringing children to school and other the course of the “Bike to work” campaign, the mobility management of four organizations was analysed. children coming by foot or bicycle. Making parents aware of these conflicts and encouraging them to allow their children to learn how to interact in traffic should therefore be the main topics in bike to school campaigns. A similar competition was conducted in the Czech city of Pardu- bice in September 2011, as well. In total 697 people from 112 organisations participated in that Bike to Work competition. Its aim was to promote regular bicycle commuting to work or school. In Case study: Bike to school campaign in Poland the final draw only those teams were included that travelled at least two thirds of all trips during the given period by bicycle. The Bike to school campaign in Poland was based on the experience of campaigns organised to reduce the number of cases, when parents escort their children to nursery schools and primary “Figure 22: Final ceremony of bike to work campaign in Pardubice schools in morning hours. The campaign consisted in showing the chance of saving time for par- Source is Nr. 68: (c) CDV ents, who do not need to escort their children there, since appropriate safety was assured by adult volunteers (parents) accompanying groups of children assembled at special assembly points near their homes and led to schools or nursery schools in supervised groups. It made the parents aware Case study: Bike Fridays in Gdansk of the benefits resulting from the application of policies reducing the number of car trips in peak commuting times, relieving the city from the need to extend its infrastructure for car traffic.

A different approach was used in Gdansk: in the course of the Bike Friday campaign, cyclists cycling to work have been rewarded for their behaviour with little presents. Since this was done at a cycle path close to the car lanes, attention of car users was attracted, which might have made some car users change to cycling in More details regarding bike to school campaigns can be found in Cycling Expertise Fact Sheet CyE S-02. order to receive the reward as well.

Bike Fridays campaign enhanced with activities attracting the attention of other road users resulted not only in benefits expressed with increased cycling levels, but also in the change of mind-sets of those people who Bike to shopping did not cycle during the campaign. It is a clear signal for them to consider cycling as an alternative option for daily commuting trips. Among the different trip purposes, shopping often appears as the one with the highest potential to increase bicycle use. This is mainly due to concerns of shoppers that a bicycle cannot cope with the amount of goods The Bike Fridays campaign allowed to accumulate a number of photos of local celebrities: actors, athletes, local and regional that have been bought. However, research found that 70 % of shopping trips can easily be done by bike since politicians either on bicycle /electric bicycle or, more often, offer- the weight of the goods does not exceed 5 kg. Additionally it became clear that cyclists usually have higher ing gifts or flowers to local cycling commuters in early morning expenditures per week than car drivers. The highest expenditures per week came from pedestrians . Therefore hours. Conferences organised in capital cities of several voivod- promoting cycling to shopping is a promising measure also for retailers. ships (regions) of Poland allowed to prepare film material with their opinions about the perspectives of improving of cycling An important prerequisite for the success of bike to shopping campaigns is the presence of appropriate bike conditions in their jurisdictions. parking facilities at entrances to shops and shopping malls. For more information on standards for bicycle parking “Figure 23: Shows and gifts for cyclists during Bike Friday campaign in Gdansk” facilities, refer to chapter 4.3.1. Such bike parking facilities can be installed at the expense of local shop operators, Source is Nr. 69: (c) PUMA

70 71 who should be appropriately informed about the level of revenue generated by non-motorised clients in advance. Case study: ‘Cesko Jede’ campaign in Czech republic Another challenge is to convince shop owners to support traffic calming, traffic reduction and/or traffic elimination measures. Often shopkeepers are against the introduction of car parking fees, being convinced that this would reduce the number of clients visiting their street. Evidence gathered in pedestrianized shopping areas The ‘Cesko jede’ campaign aims at comprehensive support for cycling and other sports in the in many cycling and pedestrian friendly European cities proves that extension of traffic calming and traffic country. The campaign is based on providing information to Czech and foreign cyclists on biking reduction (elimination) areas attract customers and help to revitalise city centres. and other sport activities in all regions of the country on a website. The information has been prepared and is continuously updated in cooperation with More detail on campaigns promotion cycling to shopping can be found in Cycling Expertise Fact Sheets CyE regional portals, tourist areas, local tourist destinations A-06 and CyE S-05. and commercial sites. The information is prepared for five target groups: families with children, less professional recreational cyclists, more experienced recreational cyclists, Bike for sports, leisure activities and tourism long-distance cyclists and mountain bikers. The inspiration for www.ceskojede.cz is the website www.schweizmobil.ch, Sporty, touristic and leisure cycling is very popular in the Central European countries. It plays an important role which is operated by the SchweizMobil Foundation. for the economic situation of a municipality or region. It also offers great opportunities to promote cycling for daily trips. Getting people on their bike for weekend activities can help to diminish barriers that keep them from “Figure 24: Screenshot of www.ceskojede.cz” cycling for daily purposes. Along with infrastructure (see chapters 4.1.8 about “Rural cycling infrastructure” and 4.4.1 about “Signposting”), marketing campaigns are a useful tool to promote touristic and leisure cycling. More examples of public relations measures can be found in CMB fact sheet S-04, in “Mobile 2020 Handbook on Cycling Inclusive Planning and Promotion” (p.199pp) and on eltis.org. In addition to the above-mentioned strategies, which would generally be for the residents of a city, individual projects can also serve the visitors of a city. Tourists visiting the city must move through the city to visit the various attractions. A bicycle rental system that is adapted to these specific needs can provide alternatives for increasing the support for tourists in the city (see chapter 4.3.3). The possibility of self-determined mobility can be a recognised through a variety of facilities. From the seat of a bicycle, it is possible to experience the city in a particularly intense way.

Case study: Thematic cycle tours in Kiel

In the city of Kiel - one of the most cycle friendly cities in Germany - two thematic cycle tours have been developed and information about sights along the routes have been collected in leaflets.

The first route is called “The Maritime Cycle Tour”. It was planned to show the most impressive and important places in Kiel as a city living on the coast. The length of about 20 km can be doubled by taking a tour extension along the North Sea-Baltic Sea channel. The second tour that was prepared is called “Tatort Cycle Tour” (Tatort (engl.: crime scene) is one of the most popular TV series in Germany. Many of the episodes were produced in Kiel.). Cyclists are guided through the city along a route that includes many scenes from the episodes. Thus fans of the series can visit those places and get an impression of the original scene while cycling.

72 73 of information about potential content of such a strategy. More information about defining responsibilities 6 CONCLUSION AND LINK and strategies can be found in the final report about tools (CMB output 4.3.9).

TO OTHER CMB DOCUMENTS 4. Having the know-how - a specific training programme called Bicycle Academy was developed within the Central MeetBike project with the aim to encourage towns and cities to work out their own strategic doc- Written by Jaroslav Martinek, Czech national bicycle coordinator and lead partner of Central MeetBike. uments and action plans. A lot of the information included in these strategy recommendations can also be found in “fact sheets on bicycle transport for experts” (CMB output 4.1.5). Even though we can observe an increasing use of bicycles in Central European countries, it is still very hard for urban planners to get appropriate bicycle measures implemented. Moreover, even if a town adopts a new 5. Implementing safe and convenient cycling infrastructure – based on the know-how about the state of approach to cycling, it is confronted with an obsolete legislation, unequal funding conditions and the gen- the art of bicycle infrastructure design, cycling infrastructure should be provided as an incentive for poten- eral opinion that a bicycle belongs on paths in forests or on the few bicycle paths. This surprises, because tial cyclists. CMB examples for bicycle infrastructure can be found in the final reports about hard measures increased use of alternatives to cars means less car use and less congestion. It also means less noise and less (CMB outputs 5.3.1 – 5.3.3). air pollution. 6. Implement soft measures to foster use of bicycles - Although it may not be obvious, bicycle transport How to change the status quo? This was the key issue addressed by the Central MeetBike project, which was also needs its own marketing. We have to create a bicycle friendly atmosphere. It is desirable to explain all mainly aimed at defining conditions that would initiate a change towards integrated transport planning and activities implemented by municipal authorities and to provoke a public discussion. The Central MeetBike policy; this would automatically mean a stronger promotion of cycling. Those new conditions should have project has brought complete information on how to work in the area of promotion, but the representatives been realized during the project, based on the Chinese proverb “I am learning by doing”. The outputs of the of a town are the decision-makers who must choose what will be implemented (CMB output 2.2.10). Central MeetBike project must be compelling enough to help reach the changed approach and introduction of new procedures into the practice of Czech, Slovakian and Polish municipal authorities. Although the printed 7. Having support from the state and regions - these should take responsibility for the promotion of cycling. outputs of the Central MeetBike reflect the best deliveries of the project and provide quality information, the There was a lot of speculation about whether the state and regions should have cycling strategies, and it was most essential things cannot be handed over and measured. A better knowledge and understanding should the Central MeetBike project that has proved they definitely should. The national cycling strategy defines a be gained through observation, comparison and new convincing experiences. number of general recommendations (CMB output 3.4.3) which can help develop cycling, in particular by removing legislative and financial barriers. The general recommendations for regional level are in CMB output What conditions for Central and Eastern European countries did the Central MeetBike project define to launch 3.4.2. changes in the approach to cycling promotion? The basic assumptions are as follows: 8. Encouraging the process of networking - every partner country developed a network of cycling friendly 1. Having a political vision - every strategy is based on a political vision which tries to answer a fundamental cities in its own way but it seems that the Czech Republic has developed the most succesful one - the question: “What do I want my town to look like?” And of course, this question applies also to the transport Association of Cities for Cyclists (CMB output 4.2.13) was established here within the Central MeetBike issue. Town representatives have to guarantee mobility with the highest degree of safety and the lowest project, with currently 40 member towns and cities, including the two largest ones of Prague and Brno. degree of pollution, noise and space consumption. This means improved mobility for short distances and This network will guarantee that the ideas of the Central MeetBike project will not stay on paper but will be promotion of the alternative transport modes. Such a path of action contains the development of a strategic realized in practice. document that includes an action plan with a clearly defined budget. What is the aim of all those initiatives? A more sustainable and efficient urban transport system has to increase 2. Implementing surveys on travel behaviour - the vision should be associated with the most current and the use of the more sustainable modes. 60 % or more of the trips in our cities are shorter than 5 km, an ide- statistically reliable numbers. The town representatives should know the current status concerning urban al distance for the use of zero-emission bicycles. In order to increase this desired use, every project can be transport in their town so that they are able to set goals and determine the way to change people´s mobility. expressed with the following words: “Without implementation of concrete measures for cyclists in practice, Such statistics are missing in most of the Central European towns; therefore no concrete measurable goals the promotion of cycling would remain just a beautiful theory.“ The lack of safe cycling facilities bothers the can be defined. Examples of surveys from the CMB project can be found in the survey reports (CMB outputs inhabitants of our cities the most. Thereby, the visions and lectures for city representatives as well as public 3.1.7 – 3.1.12) and in the final report about tools (CMB output 4.3.9). discussions can remain a theory. As the examples in various towns and cities show, with sufficient political will an appropriate space for cyclists can always be found. But it is usually effective enough to keep cyclists in 3. Defining strategies and responsibilities - there should be one integrated and sustainable strategy for mind before every reconstruction work at intersections, when building new projects, etc., and to incorporate sustainable mobility (SUMP) that is accepted and implemented by the political and administrative leaders in cycling into an everyday transport agenda at municipal authorities. a city. The SUMP should be accompanied by an integrated cycling strategy. Therefore this report offers a lot

74 75 In closing, the greatest advantage of the project should be highlighted, which is the fact that all project part- Forschungsgesellschaft für Straßen- und Verkehrswesen (FGSV) (Eng: Transport an Road Research Asso- ners had been engaged in promotion of cycling before the project started, then in the course of it, but what ciation): Hinweise zur Verkehrsentwicklungsplanung. 2013. Cologne. is most important, they will work with the information and project results and outputs after the project is finished. The project created a great number of outputs, which can be a help for all cities in Europe aiming to Rupprecht, Siegfried, et al. 2009: Travelling Towards a New Mobility: the Caravel Experience. Brussels : Civ- promote cycling. It should be the final goal of all project partners to involve existing city networks, such as e.g. itas Initiative, 2009. Available at: [Accessed POLIS, to take advantege of the CMB outputs as material for further cities. 17 July 2013].

Taschner, Stefan and Fiedler, Matthias. 2009: D2.1: Stakeholder Involvement Handbook. Cologne : AENEAS 7 SOURCES / FURTHER LITERATURE (Attaining Energy-Efficient Mobility in an Aging Society), 2009. Available at: [Accessed 16 July 2013].

7.1 INTRODUCTION Thiemann-Linden, Jörg, Theunissen, Johanna and Bracher, Tilman. 2010. Stakeholder Involvement Plan. Berlin : German Institute of Urban Affairs (DIfU), GmbH, 2010. Available at: [accessed 16 December 2011]. Ahrens, G.-A.: State of the art of ‚Integrated Transport Planning‘. City of Prague and Auto*Mat. Presentation. 19.09.2013 7.3 HARD MEASURES Ahrens, G.-A.; Becker, U.; Böhmer, T.; Richter, F.; Wittwer, R.: Potentiale des Radverkehrs für den Klimaschutz. Final report from study funded by German Environmental Protection Agency (UBA). Dresden/Dessau-Roßlau. 2013. Berlin, Senate Department for Urban Development and the Environment. Neue Radverkehrsstrategie für Berlin. 2013. Berlin. Available in German: http://www.stadtentwicklung.berlin.de/verkehr/politik_planung/rad/ European Commission: Roadmap to a Single European Transport Area - Towards a competitive and resource strategie/download/radverkehrsstrategie_senatsbeschluss.pdf [accessed 06 March 2014] efficient transport system. Brussels. 2011.

Büttner, Janett and more. Optimising Bike Sharing in European Cities - A handbook. Final report of Obis Bundesministerium für Verkehr, Bau und Stadtentwicklung (BMVBS) (Eng: Federal Ministry for Transport, project. Intelligent Energy Europe. Brussels. 2011. Available at: http://www.obisproject.com/palio/html.wme- Building and Urban Development): National Cycling Plan 2002-2012 – Ride your Bike!. Berlin. 2002. dia?_Instance=obis&_Connector=data&_ID=936&_CheckSum=-804522034 [accessed 06 March 2014]

7.2 TOOLS Deutsches Institut für Urbanistik (Difu) (Eng: German Institute for urban affairs): Cycling Expertise. Collec- tion of fact sheets. Available at http://www.nrvp.de/en/transferstelle/ [accessed 27.03.2014)

Blees, V.: Qualitätsmanagement in Vekehrsplanungsprozessen. Dissertation. Darmstadt. 2004. Available at: Forschungsgesellschaft für Straßen- und Verkehrswesen (FGSV) (Eng: Transport an Road Research Asso- http://tuprints.ulb.tu-darmstadt.de/457/1/Qualitaetsmanagement_in_der_Verkehrsplanung.pdf [Accessed 10 ciation): Richtlinie für die Anlage von Stadtstraßen. 2006. Cologne. March 2014] Forschungsgesellschaft für Straßen- und Verkehrswesen (FGSV) (Eng: Transport an Road Research Asso- Deffner, J. and more: Handbook on cycling inclusive planning and promotion. Final report of EU project Mo- ciation): Empfehlungen für Radverkehrsanlagen. 2010. Cologne. bile 2020. Frankfurt a. Main/Hamburg. 2012 Promoting Cycling for Everyone as a Daily Transport Mode (PRESTO). Factsheet: Bicycle Parking and Deutsches Institut für Urbanistik (Difu) (Eng: German Institute for urban affairs): Cycling Expertise. Collec- Storage. Intelligent Energy Europe. Brussels. 2012a (available at http://www.eaci-projects.eu/iee/page/Page. tion of fact sheets. Available at: http://www.nrvp.de/en/transferstelle/ [accessed 27.03.2014) jsp?op=project_detail&prid=1861&side= downloadable files) [accessed 06 March 2014].

Forschungsgesellschaft für Straßen- und Verkehrswesen (FGSV) (Eng: Transport an Road Research Asso- ciation): Leitfaden für Verkehrsplanungen. 2001. Cologne.

Forschungsgesellschaft für Straßen- und Verkehrswesen (FGSV) (Eng: Transport an Road Research Asso- ciation): Hinweise für die Beteiligung und Kooperation in der Verkehrsplanung. 2012. Cologne.

76 77 7.4 SOFT MEASURES 8 CHECKLIST FOR DEVELOPMENT OF LOCAL CYCLING STRATEGY Ahrens, G.-A.; Becker, U.; Böhmer, T.; Richter, F.; Wittwer, R.: Potentiale des Radverkehrs für den Klimaschutz. Fi- nal report from study financed by German Environmental Protection Agency (UBA). Dresden/Dessau-Roßlau. 2013. The checklist provided in this chapter is intended to help municipalities with developing their cycling strategy. It Dekoster, J., Schollaert, U.: Fahrradfreundliche Städte: vorwärts im Sattel. Luxemburg, 1999. mainly aims to ensure that every aspect related to cycling that is introduced in this report is considered in the local strategy. Readers are asked to go through the checklist when preparing their local cycling strategy. Whenever Deutsches Institut für Urbanistik (Difu) (Eng: German Institute for urban affairs): Cycling Expertise. Collec- questions on a particular aspect occur, readers can find additional information in a chapter of this report. Local tion of fact sheets. Available at http://www.nrvp.de/en/transferstelle/ [accessed 27.03.2014) circumstances should be respected.

European Platform on Mobility Management (EPOMM) (Publisher): Mobility management: The smart way According to experiences from Central MeetBike it is important to select a person or department that is respon- to sustainable mobility in European countries, regions and cities. Brussels. 2013. sible for particular activities within the determined time horizon for implementation. Additionally, costs should be estimated in order to ensure that a sufficient budget is provided. Institut für Stadtbauwesen und Stadtverkehr (ISB) / Ingenieurgruppe für Verkehrswesen und Ver- kehrsentwicklung (IVV): Management-Handbuch Ziele, Konzepte und Umsetzungsstrategien.2003. There might be more topics in cycling promotion in forerunner countries and cities than those ones mentioned here (e.g. freight delivery with bikes). However, the project partners of Central MeetBike found the aspects dis- Prenzel, T.: Kommunikation im Radverkehr – Eine Untersuchung der internen Wirkungen von Öffentlich- cussed in this report as the most crucial ones for the starter cities in Central Europe. keitsmaßnahmen am Beispiel einer Radverkehrskampagne. Dissertation. Trier. 2012.

Umweltbundesamt (UBA) (Publisher): Sprit sparen und mobil sein. Brochure. 2009. Available at http://www. PREPARATION umweltbundesamt.de/sites/default/files/medien/publikation/long/3705.pdf (accessed 14 March 2014) Respon- Time Nr. /chapter Title Activity Budget Urbanczyk, R.: PRESTO Cycling Policy Guide - Promotion of Cycling. Report from EU project Presto. Available sibility horizon at http://www.eltis.org/docs/tools/presto_cycling_policy_guide_promotion_english.pdf (accessed 20.03.2014) 2.1 SUMP ( ) SUMP available?

( ) goals for cycling included?

Notes:

2.2 Local cy- ( ) General steps to- cling strat- wards a cycling strategy egy accepted?

Notes:

78 79 Respon- Time TOOLS Nr. /chapter Title Activity Budget sibility horizon

Respon- Time Nr. /chapter Title Activity Budget 3.3 Standards ( ) National guidelines sibility horizon and guide- known? lines 3.1 Planning ( ) Planning process Notes: process introduced?

Notes:

3.4 Organi- ( ) Organisational struc- sa-tional ture - cycling officer tools 3.2 Quality ( ) Quality management ( ) Operational structure Manage- system developed – working group ment ( ) Regular data ( ) Relevant stakeholders collection identified?

( ) Regular Evaluation of ( ) stakeholder involve- measures and policies ment plan developed

( ) Safety audits includ- ( ) advanced training of ed in planning process planners ensured (seminars, conferences, field ( ) traffic safety commit- trips)? tees established ( ) Membership and ( ) Deficiency reporting active participation in system cycling network

( ) Regular maintenance Notes:

Notes:

80 81 Respon- Time Nr. /chapter Title Activity Budget HARD MEASURES sibility horizon

Respon- Time 3.5 Financial ( ) Dedicated cycling Nr. /chapter Title Activity Budget sibility horizon tools budget established?

( ) Other (external) 4.1 Cycling ( ) Cycling network de- funding opportunities facilities and veloped? and requirements ex- networks ploited? ( ) Hierarchy of routes clarified? Notes: ( ) General design standards known among all planners?

( ) Cycling facilities on and off the road planned 3.6 Enforce- ( ) Enforcement to re- according to state of ment duce hazards is planned knowledge

Notes: ( ) Safety at intersections maintained

( ) Applicable solutions for special situations developed and planned?

3.7 Legal regu- ( ) Compliance of mea- ( ) Relevant connections lations sures with existing law is to neighbouring cities ensured identified and infrastructure planned according ( ) Deficiencies in law to state of knowledge? will be reported to superior bodies Notes:

Notes:

82 83 Respon- Time Respon- Time Nr. /chapter Title Activity Budget Nr. /chapter Title Activity Budget sibility horizon sibility horizon

4.2 Traffic ( ) Zones for extensive 4.4 Signposting ( ) Signposting plan calming traffic calming identi- and service developed? fied? ( ) Bicycle service ( ) Speed 30 zones on station planned (also in all secondary roads cooperation with inves- planned? tors)?

( ) Additional isolated ( ) Service infrastructure traffic calming planned? planned (also in cooperation with investors)? ( ) Living streets and shared space zones in Notes: relevant areas planned?

Notes:

4.3 Parking and ( ) Bicycle parking stan- 4.5 Pilot and ( ) Potential pilot or intermodal dards defined? lighthouse lighthouse projects hubs ( ) Bicycle parking plan projects identified developed? ( ) Media involvement ( ) Bike&Ride at relevant plan developed? stops planned? Notes: ( ) Bike sharing scheme planned (also in cooperation with investors)? Notes:

84 85 SOFT MEASURES

Respon- Time Nr. /chapter Title Activity Budget sibility horizon

5.1, 5.2, 5.4 Public ( ) Local actors identi- and 5.5 relations fied?

( ) Target groups identified?

( ) Relevant information identified?

( ) Applicable means of publication identified?

( ) Campaigns planned?

( ) Road safety campaigns planned (Train- ings)?

( ) Successful examples used as model?

Notes:

5.3 Mobili- ( ) MM strategy devel- ty Man- oped? age-ment ( ) relevant local actors of MM for cooperation identified?

Notes: