Promotion of cycling as Promotion of cycling as a a public transport public transport mode mode (from an (from an NGO point of viewNGO point of view))

Dr Piotr KuropatwinskiDr Piotr KuropatwinskiPolish Ecological Club (East Pomeranian Branch)Polish Ecological Club (East Pomeranian Branch)University of GdanskUniversity of GdanskDepartment of Economic PolicyDepartment of Economic PolicyMay 2008May 2008

ContentsContents

Author’s profileAuthor’s profile Perception of cyclingPerception of cycling Dilemmas of urban cycling policy Dilemmas of urban cycling policy Cycling and public transport – Cycling and public transport –

carrying and/or parkingcarrying and/or parking Principal challengesPrincipal challenges RecommendationsRecommendations

Author’s profileAuthor’s profile

Dr of economicsDr of economics (specialised i.a. in (specialised i.a. in economics of transition and change economics of transition and change management strategies)management strategies)

Attended 5 Velocity congresses on cycle Attended 5 Velocity congresses on cycle planningplanning (Graz-Maribor, Edinburgh-Glasgow, Paris, (Graz-Maribor, Edinburgh-Glasgow, Paris, Dublin, Munich)Dublin, Munich)

Member of the Steering Committee of Member of the Steering Committee of the Gdansk Cycling Investment and the Gdansk Cycling Investment and Promotion ProjectPromotion Project

Responsible for Pomeranian Cycling Responsible for Pomeranian Cycling StrategyStrategy

Perception of cycling Perception of cycling (sport and not (sport and not tranSPORT)tranSPORT) Marginally importantMarginally important Unsafe and risky Unsafe and risky (for pedestrians and decent (for pedestrians and decent

motorists)motorists) recreational gadget recreational gadget Should be kept off the carriagewaysShould be kept off the carriageways Costly (low benefit to cost ratios)Costly (low benefit to cost ratios) Vehicle for the poor no-hopersVehicle for the poor no-hopers Increases in cycling levels will be Increases in cycling levels will be

achieved only at the expense of walking achieved only at the expense of walking traffictraffic

Changing perception of cycling Changing perception of cycling in non-cycling Europein non-cycling Europe

Cycling is irrelevant for urban Cycling is irrelevant for urban transport (like walking…)transport (like walking…)

Cycling as recreation acceptableCycling as recreation acceptable Cycling and cyclists a problemCycling and cyclists a problem Cycling (an irrelevant part of the Cycling (an irrelevant part of the

solution) but cyclists a nuisancesolution) but cyclists a nuisance Cycling and cyclists invited to Cycling and cyclists invited to

solve the problem(s)solve the problem(s)

Some urban problems that Some urban problems that cycling helps to solvecycling helps to solve

Congestion/envir. pollution/noiseCongestion/envir. pollution/noise Lack of car parking spacesLack of car parking spaces Traffic safety/ public securityTraffic safety/ public security Social exclusionSocial exclusion Urban sprawlUrban sprawl Civilisational diseases resulting Civilisational diseases resulting

from a sedentary life stylefrom a sedentary life style

Dilemmas of urban Dilemmas of urban cycling policies cycling policies Certain basic questions (areas Certain basic questions (areas

where dilemmas are identified)where dilemmas are identified) Possible solutionsPossible solutions Arguments for non-intuitive Arguments for non-intuitive

solutionssolutions ConclusionsConclusions

What to maximise while What to maximise while realising a cycling policy in realising a cycling policy in an agglomeration?an agglomeration? Length of dedicated cycling routes in kmLength of dedicated cycling routes in km No. of supporters of cycling network No. of supporters of cycling network

construction (no. of those who vote for „us”?)construction (no. of those who vote for „us”?) Share of cycling in the modal split?Share of cycling in the modal split? ?? Number of people who understand the sense Number of people who understand the sense

of sustainable urban mobility policies that of sustainable urban mobility policies that include not only honey but also vinegar, who include not only honey but also vinegar, who make reasonable transport choices and make reasonable transport choices and house location decisionshouse location decisions

Whose „space” do we Whose „space” do we use while creating use while creating cycling infrastructure:cycling infrastructure:The users of:The users of: walkways?walkways? carriageways?carriageways? car parking places?car parking places? green areas?green areas? areas used for other purposes?areas used for other purposes?

The means that we have at The means that we have at our disposal we use first of our disposal we use first of all to:all to: Build dedicated cycle tracks (separated Build dedicated cycle tracks (separated

from all other traffic)from all other traffic) Take into account the interests of Take into account the interests of

pedestrians and cyclists at all transport pedestrians and cyclists at all transport and hydrotechnical investment projectsand hydrotechnical investment projects

Improve ways of overcoming the ‘barrier Improve ways of overcoming the ‘barrier effect’ of fast/intensive road traffic for effect’ of fast/intensive road traffic for non-motorised usersnon-motorised users

Audit the cycling infrastructure and Audit the cycling infrastructure and policy with the participation of daily policy with the participation of daily cyclists and certified cycling policy cyclists and certified cycling policy auditors ?auditors ?

ConclusionsConclusions

While realising cycling policies we While realising cycling policies we maximise the number of people who maximise the number of people who understand the use of honey and vinegar understand the use of honey and vinegar measures for various transport options, measures for various transport options, infrastructure and spatial planning infrastructure and spatial planning decisionsdecisions

Dedicated resources should be devoted Dedicated resources should be devoted for audit, promotion and construction of for audit, promotion and construction of key elements of infrastructure (low key elements of infrastructure (low hanging fruit) for non-motorised users hanging fruit) for non-motorised users (pedestrians, cyclists and eco-mobility (pedestrians, cyclists and eco-mobility chain users) and chain users) and not onlynot only for the for the construction of dedicated cycle routesconstruction of dedicated cycle routes

Cycling and public Cycling and public transport – carryingtransport – carrying Buses – commuters and promotion but Buses – commuters and promotion but

subject to European restrictions (in subject to European restrictions (in USA very popular and financed USA very popular and financed partially from public funds)partially from public funds)

Local trains – commuters and Local trains – commuters and recreational usersrecreational users

Long distance trains – valuable cycling Long distance trains – valuable cycling tourists – above average incomes, tourists – above average incomes, above average education, above above average education, above average spending in local economyaverage spending in local economy

Bike&Ride facilitiesBike&Ride facilities

Reduce the risk of theftReduce the risk of theft May be financed from Park&Ride May be financed from Park&Ride

feesfees Anchor the traffic calmed, non-Anchor the traffic calmed, non-

motorised traffic zonemotorised traffic zone Promote sustainable urban Promote sustainable urban

transport planstransport plans Attract European fundingAttract European funding

Bike&Ride facilities in and near Bike&Ride facilities in and near MunichMunich

No. of B&R stands in and around Munich

46370

24470

21900

8500

38004700

54870

28270

26600

0

10000

20000

30000

40000

50000

60000

Munich(in 04/2005)

Region (in 12/2002)

Total

current

planned

Total

General level of cycle traffic in comparison to commuters to rail stations

27%

Holland Denmark UK.

Prz

ejaz

dy r

ower

em ja

ko

% w

szys

tkic

h pr

zeja

zdów

Total to station

UK aim to 2012

32%

22%

1%

10%

8%

18%

2%

Results after two years• Increase in use by 120%• 21% less abandoned bikes• 25% less cases of cycle theft• 11% changes from cars to bicycles• insufficient no. of places in 2 locations

0

100

200

300

400

500

600

700

1997 1998 1999 2000 2001 20021997 1998

Parked bikes

X 1000

10 min PiechotąR = 0.8 km

10 min RoweremR = 3.2 km

Potential of the Potential of the B&R in the B&R in the TricityTricity

Public bike systemsPublic bike systems

Increasingly popular in former Increasingly popular in former low-cycling countries (e.g. France, low-cycling countries (e.g. France, Spain, Luxemburg)Spain, Luxemburg)

Often managed by street Often managed by street furniture and advertising furniture and advertising companies (e.g. JCDecaux, companies (e.g. JCDecaux, ClearChannel, Nextbike, DBahn)ClearChannel, Nextbike, DBahn)

Quality of management of utmost Quality of management of utmost importanceimportance

LyonLyon

2.000 2.000 bicycles bicycles

Principal challengesPrincipal challenges

Over-protective, uncertainty Over-protective, uncertainty avoidance attitudes among traffic avoidance attitudes among traffic planners preventing innovationplanners preventing innovation

Insufficient experience in Insufficient experience in partnership co-operation among partnership co-operation among NGOs and public transport NGOs and public transport operatorsoperators

Low level of trust and short – term Low level of trust and short – term attitudesattitudes

RecommendationsRecommendations

Learn from a plethora of internet Learn from a plethora of internet and IT sources (and IT sources (www.ecf.orgwww.ecf.org) )

Nominate a cycling officer (with an Nominate a cycling officer (with an NGO experience)NGO experience)

Take part in a Velocity congress Take part in a Velocity congress (Brussels, May 2009)(Brussels, May 2009)

Visit a cycle friendly agglomerationVisit a cycle friendly agglomeration Initiate a BYPAD processInitiate a BYPAD process

Thank you for your kind attention Thank you for your kind attention

piotr.kuropatwinski@gnu.univ.gdapiotr.kuropatwinski@gnu.univ.gda.pl.pl