Changing Urban TraFFiC and ThE rOlE OF biCyClES

Transcription

Changing Urban Traffic
and the Role of Bicycles
Russian and International Experiences
Oulu
Perm
Helsinki
St Petersburg
Copenhagen
London
Hamburg
Moscow
Voronezh
Editors: Marcel Roethig and Darya Efimenko
Friedrich-Ebert-Stiftung Moscow Office
Ekaterinburg
Imprint:
Marcel Roethig, Darya Efimenko (Ed.):
Changing Urban Traffic and the Role of Bicycles - Russian and International Experiences
Moscow: Friedrich-Ebert-Stiftung 2014
Translated by: Anastasiya Shamotko
This publication consists of several contributions, which were presented by the authors
during the conference ”Urban Sustainable Traffic and the Use of Bicycles” from 16 to 17 May
2014 in St. Petersburg. The conference was jointly organized by the Friedrich-Ebert-Stiftung,
the Law Academy of the Ministry of Justice of the Russian Federation, the Hamburg Club,
the organizations “Velosipedisation” and “VeloPiter”, the newspaper “The Village”, the Institute
of Sustainable Development Strategy and the German-Russian Environmental Bureau.
The texts orient themselves based on a broad readership of students and scholars, bicycle
activists, politicians and traffic planners.
ISBN 978-5-902293-17-0
© Friedrich-Ebert-Stiftung in the Russian Federation, 2014.
Changing Urban
Traffic
and the Role
of Bicycles
as presented during the conference
on 16 and 17 May 2014 in St Petersburg
Editors:
Marcel Roethig and Darya Efimenko
in collaboration with
Sabrina Schaerf
Law Academy of
the Ministry of Justice of
the Russian Federation
VeloPiter
Institute of Sustainable
Development Strategy
Hamburg Club
Velosipedisation
The Village
German-Russian
Environmental Bureau
Friedrich-Ebert-Stiftung Moscow Office
Changing Urban
Traffic and the Role
of Bicycles
Content
04 Rudolf Traub-Merz, Friedrich-Ebert-Stiftung
Russia’s First International Bicycle Conference
06 Marcel Röthig, Friedrich-Ebert-Stiftung
Sustainable Transport Policy with the Stronger Promotion of Cycling
Infrastructure
09 Georgy Safonov, Higher School of Economics, City of Moscow:
Use of Bicycles – Economic Factors
11 Markus Appenzeller, MLA+, City of Rotterdam:
Cycling – Past, Present and Future
19 Annette Quaedvlieg, ADFC Bonn, City of Bonn:
The Work of a Bicycle Lobby – The Example of the ADFC Germany
24 Frits Bredal, Danish Cyclists’ Federation:
The Case of Copenhagen
29 Pekka Tahkola, Navico Ltd. / Winter Cycling Federation:
The Case of Oulu
44 Marek Salermo, Traffic Planning Division, Helsinki City
Planning Department: The Case of Helsinki
53 Nick Aldworth, Transport for London, Barclays Cycle Hire:
The Case of London
66 Raimund Brodehl, Department for Mobility,
Ministry of Economy, Transport and Innovation,
Free and Hanseatic City of Hamburg:
The Case of Hamburg
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94 Organizers
96 The Conference in pictures
Case Studies
72 Alexey Mityaev and Olga Maltseva, Department
of Transport and Road Infrastructure Development,
City of Moscow:
The Case of Moscow
80 Maxim Kis, »Perm Road Movement«:
The Case of Perm
85 Igor Titov, »VeloVoronezh«:
The Case of Voronezh
88 Vladimir Zlokazov, Urbanist:
The Case of Ekaterinburg
90 Daria Tabachnikova, »Velosipedization«:
Pilot Schemes to Promote Bicycle Traffic in St Petersburg
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Changing Urban
of Bicycles
Rudolf Traub-Merz, Friedrich-Ebert-Stiftung:
Russia’s First International
Bicycle Conference
Anyone who has ever seen traffic in major Russian cities knows the chaos and dangers it harbors. The Russian traffic system is about to implode because there are too
many cars, which are also too heavy, too dirty and too noisy. There is a daily struggle
in congested city centers and traffic jams from and to the suburbs. The automobile
has become a status symbol and the transportation vehicle of choice for the well-off
urban elites, even though one can reach one’s destination quicker by Russia’s grandiose, but alas even more crowded Metro system. Walking to work is equally challenging as streets in urban agglomerations, rather than conforming to traffic regulations, follow a »might makes right« approach. Anyone trying to ride a bike to work
under these circumstances will probably be considered crazy.
However, they do exist, the brave cyclists of Russia, and some of them are getting
organized and have begun a struggle to improve urban traffic systems. The FriedrichEbert-Stiftung (FES) has brought together some of these groups to share views and
ideas on how to forward their agenda. Surprisingly, many Russian cities could offer
favorable conditions for a bicycle-friendly environment if only the existing infrastructure was adapted accordingly. Wide streets, once created for military parades, offer
plenty of space for everybody. Recently, a modest rethinking of traffic planning has
been discernible in departments of urban administration, concepts of sustainability
have entered political debates and there appears to be growing public support for
statements such as »a car is not necessarily an efficient means of transportation
in an already crowded urban center«. To move these issues further up the political
agenda, the FES initiated this discussion on the future of bicycles in St Petersburg on
16 and 17 May 2014. This has led to the first major international bicycle conference
in Russia. With this publication we want not only to show our respect and support
for Russia’s cycling activists, but also to say thank you to our partners without whom
this outstanding conference could not take place: the St Petersburg branch of the
Russian Academy of Law, the activists from »Velosipedization« and the Hamburg
Club of St Petersburg.
Not only did we bring to St Petersburg important speakers and experts from cities
that have already mounted bicycle campaigns, such as Rotterdam, Hamburg and
Copenhagen, and facilitated a lively exchange with the Russian cycling activist community, but we also invited representatives of so-called »unmanageable« cities which
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Russia’s First International Bicycle Conference
despite all odds have implemented well-designed transport policies. A case in point
is London, where Mayor Boris Johnson believes in the ultimate victory of the bicycle.
We also looked at frost-bitten cities such as Helsinki and Oulu in Finland, where a
substantial proportion of people commute by bicycle, even when the temperature is
below zero in deepest winter. The message is clear: if policy change plays out well in
London or Helsinki, then it is possible in Moscow and St Petersburg and other Russian cities, too. We are therefore delighted to gather in this publication the inspiring
examples of Russian and international cities that are on track to become truly bicyclefriendly. We hope that more cities will follow their lead.
Surprisingly, many
Russian cities could
offer favorable
conditions for a
bicycle-friendly
environment if
only the existing
infrastructure was
adapted accordingly.
However, debating in the baroque halls of St Petersburg has little effect if you do not voice the
demands in the streets, where the bicycle actually belongs. One can imagine that it is difficult to
organize a demonstration in Russia. Until the very
last moment, we could not be certain if it would
work at all. We had hoped for maybe 50, a maximum of 100 participants. But there were many
more. More than 600 people responded to our call
to participate in our bicycle demonstration in St
Petersburg. It took us through the center, crossing
the Hermitage and riding along Nevskij Prospect. Cyclists of all ages and from all
social backgrounds joined in. A stunning sight, not only for the slightly overwhelmed
traffic regulators, but also for the many tourists along the way and the television
crews who covered the event, not to mention the car drivers. They looked on enviously at what will one day join their car as a status symbol, the bicycle, the new
hope on Russia’s crowded streets.
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Changing Urban
of Bicycles
Marcel Röthig, Friedrich-Ebert-Stiftung:
Sustainable Transport Policy
with the Stronger Promotion
of Cycling Infrastructure
Cycling is fun. Cycling is healthy. Cycling is cheap. Cycling is good for the environment. But in Moscow cycling usually just translates into a Sunday ride in Gorky Park.
This might be a jolly good ride but it does not solve the problem of crowded streets
and even contributes towards increasing Sunday traffic. To simply put the bike on the
road appears to be an impossible venture for many.
Today, in some European cities – such as Amsterdam or Copenhagen – two-thirds
of all road users are cyclists. In other words, it is perfectly feasible for a majority in a
metropolis to ride a bike and not travel by car. Not everybody can ride a bike every
day, however, which is why the bike should not be seen as a competitor, but rather
as complementary to public transport. Especially on the way to and from work there
is a lot of potential. Just to compare: in Germany 35 percent of commuters use a
bike on their way to work, but as yet far less than 1 percent do so in Russia.
Yes, a car can move very fast! 200 km per hour on a German highway is quite possible and may get us from A to B in a very short time. But how many hours and energy
do we really spend on our cars, including the time we are not driving it? As the great
philosopher Ivan Illich1 wrote: »The model American male devotes more than 1600
hours a year to his car. He sits in it while it goes and while it stands idling. He parks it
and searches for it. He earns the money to put down on it and to meet the monthly
installments. He works to pay for gasoline, tolls, insurance, taxes, and tickets. He
spends four of his sixteen waking hours on the road or gathering his resources for
it. And this figure does not take into account the time consumed by other activities
dictated by transport: time spent in hospitals, traffic courts, and garages; time spent
watching automobile commercials or attending consumer education meetings to improve the quality of the next buy.« As he pointed out, normal working people spend
more energy to move themselves by car than by a traditional bicycle. Illich was far
ahead of his time.
Since the horse-drawn era, much has improved – or has it? At least the average
speed of traffic in cities such as London has hardly gone up despite billions of dol1
6
Ivan Illich: Energy and Equity, Harper & Row Publishers 1974.
Sustainable Transport Policy with the Stronger
Promotion of Cycling Infrastructure
lars of infrastructural investment. This is thanks to ever-increasing congestion. In
nineteenth-century London, old-fashioned horse-drawn carriages moved along on
cobbled streets at a slow speed of 16 kilometers per hour. Today, the average speed
of cars in London is still only around 19 kilometers per hour, not much change in
comparison with the olden days.
The fact that in large cities cycling is faster than driving by car has been known for
quite some time in many places: In a major city such as Moscow, the average speed
of cars is about 7 to 11 km per hour. However, bikes reach an average speed of
around 15 km per hour in cities with a developed bicycle infrastructure. Let’s look at
Moscow in terms of real facts and figures:
Since the Soviet Union collapsed, more and more people have been able to afford
a car. Right now around 4.5 million cars are registered in Moscow and many more
from other regions of Russia enter the city every day. But the roads of Moscow were
planned for a maximum of 4 million cars and so the number of cars using Moscow’s
roads is already higher than initially foreseen. The result: noise, smog and congestion.
Moscow has a network of only 1,300 km of city streets. This is very small by global
standards. And it means that one out of three Muscovites get stuck in a traffic jam
every day. Even the ban on lorries between 7
Moscow has a network
am and 10 pm within the city center has helped
of only 1,300 km of city
only a little. The same applies to the introducstreets. This is very small tion of bus lanes, which are ignored by most
drivers.
by global standards.
To top it off, once you reach the city center you can never find anywhere to park your
car. The disaster is complete!
If all this were not enough, the number of cars in Moscow’s streets is set to double
within the next 10 years. This will reduce cars’ average speed to only 4–6 km per
hour, which is pedestrian speed. By that time, who would still want to drive a car?
Moscow would not be Moscow, however, if the city had not started working on a
master plan consisting of a substantial expansion of public transport and the development of social and commercial infrastructure in the suburbs. For example, shopping centers are to be opened more and more in the suburbs to relieve city center
traffic. Also the bicycle will play a key role: the city’s plans for investing in its cycling
infrastructure envisage increasing this share to 1 percent by 2020 (from 0.04 percent
today), a high growth rate but no radical change yet. In London around 2.5 percent of
all commutes to work in 2011 were by bike, in Berlin 13 percent, in Munich 15 percent
and in Amsterdam a whopping 37 percent.
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Changing Urban
of Bicycles
So, is a revolution in prospect in the administration’s thinking about transport policy?
Hardly! The principle for managing future traffic should be clear: we need to move
people, not cars! And in many cities we cannot further widen the streets and make
more space available for transport purposes without making our living environment
uninhabitable. In particular, we have no more space for more roads. How, then, can
we move more people within the same space in future? This is possible only by promoting a triad of pedestrian, cyclist and public transportation infrastructure.
The crucial question for the future is: Will we continue to follow the automobile path
and destroy our cities with more cars and roads or will we replace cars through a wise
use of public transportation and cycling? We do not want to demonize the car. On the
contrary, the car has a future, but it will be for travelling between urban centers, outer
regions and rural areas. The city center should belong to other means of transport.
To bring about such a turnaround in urban Russia we cannot pin all our hopes on urban planners and city administrators. We need a civic movement as well. The history
of other cities shows that such movements need a trigger. This trigger can come from
negative factors, such as rising gasoline costs and congestion charges or demonstrations against polluted cities. All these could tip the balance in favor of the bike, but
before that happens, there may be incalculable social costs. A better solution involves
active and responsible politicians who try to initiate action, as London’s Boris Johnson has shown successfully. And we need to consciously recall that there was a time
when bicycles were the dominant means of transport, before the breakthrough of the
car. A return to that time is possible; what is more, future bicycle riding will be much
more comfortable than half a century ago.
8
Use of Bycicles – Economic Factors
Georgy Safonov, Higher School of Economics, City of Moscow:
Use of Bycicles –
Economic Factors
The development of cycling attracts attention of many experts of different fields: from
sportsmen and ecologists to politicians. Economists and other scientists, who prefer
to assess current developments with the help of financial indicators, also have their
own point of view on this issue.
Which aspects are the most interesting for economists, when researching about such
a phenomenon as cycling movement in major urban agglomerations? It is necessary
to name some of the most crucial factors here:
• Fuel saving;
• Reducing pollution: CO2, CO, NOx emissions, solid particles, etc;
• Improving the public’s health;
• Lowering the levels of street congestion at the peak times, etc.
Switzerland is the world leader of “active” sport development, including bicycles, pedestrian traffic, and public transport. At the same time, the biggest bicycle states are
the Netherlands, Denmark, Sweden, Finland, Germany and Belgium (according to
percentage of the total amount of trips).
Why is bicycle such an important type of transport for people, and which factors determine its “economic” importance?
At the first glance, economy on fuel and maintenance of the car or other vehicles are
the main economic advantages of cycling. The bicycle cost is relatively low. In addition, it does not need fuel or any special parking place.
However, there are other benefits, foremost, those concerning public health - cycling helps
to avoid the problem of insufficient physical activity, which can lead to such diseases as:
– Cardiovascular diseases
– High blood pressure
– Depressions
– Diabetes
– Osteoporosis
– Cancer, etc.
It is also possible to assess health benefits using a money equivalent. According to
one American research (Grabow et al., 2011), if 50% of short trips were made by bikes
in the Middle West (33 million people), the mortality rate would lower by 1100 per annum. Benefits from the air quality improvement as well as health benefits amount to 7
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Changing Urban
of Bicycles
billion dollars per annum. At the same time, a shift from car to bicycle trips in Europe
(for a distance up to 5 km) would amount to 1300 euros annually in the context of
health benefits (Rabl & de Nazelle, 2012).
Bicycles are also essential for the property owners (in case they have not realized it
yet). Thus, price for the real estate situated next to a bicycle lane is higher: in Ohio it is
4 % higher if the distance to the lanes is 1000 feet (Karadeniz, 2008), while in London
this figure is 5 % (Buchanan, 2007).
The overall economic benefits have been estimated as well. Thus, in Oregon the benefits of bicycle infrastructure amount to 600 million US dollars for health and to 218
million dollars for fuel economy (Gotschi, 2011). Every new cyclist brings 4000 euros
of economic benefits per year (Saelensminde, 2002). And in New Zealand every mile
of bicycle lanes brings $1,92 of annual profit.
An important indicator is the reduction of the current costs on transport usage. For
example, decreasing peak congestion levels after shifting to bicycles in England saves
0,4 dollar for each kilometer of a ride (SQW, 2007), and saving on parking is up to
$3000 annually (Litman, 2009).
Benefits from crash reduction level are up to 5 cents per 1 mile of driving within a city
(Litman, 2009). Moreover, with the introduction of “active” means of transport, the
level of fatal crashes is lowered (Jacobsen, 2003).
Economists can also evaluate the effects of reducing environmental pollution in money equivalent: ozone emissions, CO2, NOx, solid particles, noise, and water and soil
contamination. According to the research conducted in 2007, benefits from pollution
reduction amount to 10 cents per 1 mile of driving (SQW, 2007 et al.).
Bicycles use 18-20 times less territory and time for a 20 minutes ride than when driving a car (Bruun&Vuchic, 1995), which is also an “economic” benefit in the context of
resources.
During construction of new bicycle lanes there are 1,5 – 2 times more new jobs being
created than during highway construction (Garret-Peltier, 2010). There is also support
of local producers: cyclists usually buy more local goods and services than car drivers do.
Considering the fact, that the world community has set an objective to reduce the levels
of greenhouse gases (first of all carbon dioxide) by 50 % by 2050, bicycles get an additional advantage, as they do not produce CO2 emissions. In Great Britain, it is planned
to reduce CO2 emissions by 5 % by 2015. Proved by my personal experience – when
refusing from active driving by car, I reduce my carbon emissions by 80%.
10
Markus Appenzeller, MLA+, City of Rotterdam:
Cycling – Past, Present
and Future
In 1897, an American businessman named Horace Dobbins started to construct a
private bicycle »superhighway« from Pasadena to Los Angeles. Nowadays unbelievable, but at the time, at the height of a pre-automobile worldwide cycling boom, the
idea attracted the attention of some hugely powerful players. And the highway came
close to completion.
1897 Bicycle
Superhighway,
Los Angeles
by Horace Dobbins
By the 1930s at the latest, cycling had become the most popular means of transport
in the Netherlands, as the picture shows, but by the 1970s the car had already overtaken the bicycle.
The share of cycling in all trips reached its peak at the end of the 1930s in major Dutch
and other European cities. It has only been a few years since the proportion of cyclists
began to grow again. It was high time that the tide turned.
In the 1970s, the Netherlands experienced a »Velo-Rution« and the first mass rallies
against the growing number of cars (»Stop killing our kids!«). In 1975, 400 children
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Changing Urban
of Bicycles
1930’s Cycling is the most popular mean
of transport in the Netherlands
1970’s The car has taken over in the Netherlands
Share of cycling
of all trips
were killed in traffic-related incidents (in 2010 the figure was much lower, at 14 children). Furthermore, the 1970s oil crisis and consequently surging gasoline prices
made people rediscover cycling instead of driving.
There are other international examples of single events that turned the tide towards a
higher use of bicycles. These include the 2005 bombings in the London underground,
which disrupted public transport for several days in a row and consequently led people to rediscover their bikes, and the 2013 riots in Brazil. Social unrest made the
government invest in infrastructure so that poorer people could benefit from – among
other services – cycling. In other cities, pollution is a major issue. Take, for example,
China with its notoriously poor air quality in large cities. This could prove a tide turner
for China’s bicycle development.
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Stop killing our kids
1975: 400 kids were killed in traffic in the Netherlands
2010: 14 kids were killed in traffic in the Netherlands
No public transport for a number of days
brought people on bikes
Oil crisis made people rediscover cycling instead
of driving
Bad air:
The ‘tide turner” for China?
The following map shows how the city center of St Petersburg is facing a traffic collapse. This could be a possible
»tide turner« for bicycle development along the Neva river.
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Changing Urban
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Wealth as a driver of cycling, as the following two graphs show: Environmental consciousness starts to develop,
on average, from a GDP/capita between 10,000 and 15,000 USD/year. So does cycling!
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Popular counter-arguments about cycling:
1. Cycling…
... only works in
dense places.
... only works in
safe places.
But when we compare the popularity of bicycles with density, we see something else:
Also, research shows that cycling decreases crime rates and increases perceived
public safety.
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Changing Urban
of Bicycles
2. Cycling…
But: Technology can help to make cycling
popular in mountainous areas, for example the
simple »bike-lift« in Trondheim, Norway.
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And: It is not about going everywhere by bike.
Cycling is a viable alternative for large cities when
combined with public transport (convenient bike
parking in Geneva, Switzerland).
3. Cycling…
No: It is a matter of attitude and priority for cycle paths when clearing snow. Take, for
example, the bicycle paths in Copenhagen, Denmark (below left). Also, technology
can be used not only to make better cars but also better cycle paths, such as the
proposed air-conditioned bike path in Qatar (below right). At the end of the day, it is
a matter of appropriate clothing. The cycling industry provides convenient gear to
withstand the rain.
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Changing Urban
of Bicycles
Cycling is serious business!
Cycling generates 200 billion euros a year in the EU. This emerging cycling
economy consists of:
· Integrated transport
· Changes in transport policy
· Economizing behavior in private households/by the state
· Bicycles for everyday use
· Cycling tourism is a growing business
· Cycling and energy efficiency
· Cycling and health
· Cycling and Society
Conclusions:
1. Cycling is cheap and requires little infrastructure – let’s use it!
2. In the future, fewer people will be able or willing to afford a car. New forms of sharing will also reduce the need for them, especially in St Petersburg where driving is
time-consuming already.
3. A cultural change is happening in cities already – mobile phones and laptops are
the new status symbols of the masses, not so much cars, so why have one? St
Petersburg is no different!
4. The transport problems of a city such as St Petersburg cannot be solved by more
roads for cars without destroying the historic center beyond repair. Only alternatives to the car that need less space are a solution: bikes and public transport!
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Annette Quaedvlieg, ADFC Bonn, City of Bonn:
The Work of a Bicycle
Lobby – The Example of
the ADFC Germany
Who and what is ADFC?
The German Bicycle Community Club (ADFC) was founded in Bremen in September
1979. The new club fitted into the political landscape very well. The environmental
movement was becoming popular in Europe’s industrialized countries and the bicycle
was becoming important in transportation again. This trend still persists.
ADFC now has over 145,000 members. It represents people who cycle every day and
for leisure. As a cycle lobby ADFC is active at all political levels, from communities
to the European Union. At a European level it is a member of the European Cyclists’
Federation (ECF).
By means of its own magazine, brochures, flyers, conferences, fairs and media the
organization promotes its innovative approaches and successful strategies to develop cycle use.
Organization and financing
There are four organizational levels:
The national union is located in Berlin. Every year, there is a nationwide meeting of
delegates. Every two years, the national delegates elect a national board that works
on a pro bono basis. About 30 paid professionals are employed by the ADFC and
their wages are financed by member fees.
The state unions are situated in the capitals of all 16 federal states.
In Germany as a whole there are more than 400 regional unions. They have their
own offices in approximately 60 larger cities. Within the regional unions, district and
local groups can be formed.
Members have legal expense insurance for all cases concerning cycling. They may
participate in free local cycling tours.
The ADFC budget in 2013 was 5 million euros. Two-thirds of this is financed by
member fees.
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Changing Urban
of Bicycles
ADFC tasks
The ADFC is active in the following areas:
· traffic planning
· traffic policy
· tourism
It is also active in environmental protection, public health, consumer protection, and
technology/safety and traffic education.
The ADFC is in keeping with the spirit of our times because more and more people
understand that the bicycle is essential for short-range transportation.
The organization gave due attention to this at its 2013 meeting in Aachen. A new
ADFC traffic policy program was introduced with great enthusiasm. It begins with the
words: »We have a vision: in 2025 people will reach their destinations quickly, cheaply,
in an environmentally friendly way and comfortably. In order to make this a reality, we
support the development of a traffic system based on short routes and intelligent connection of different types of transport. And its core element is the bicycle.«
Step by step implementation of this vision, this is what the ADFC’s work is about.
From lobbying in a city administration to weekend cycle tours and talks in ministries
or specialized entities; all this is possible only with the proactive engagement of many
thousands of pro bono activists.
Local activities of the ADFC in Bonn and in the Rhein-Sieg
region
Our regional union was founded in 1979. We now have more than 4,000 members
and are the biggest regional union of the ADFC with 15 city districts and local groups.
About 200 people work in their leisure time without getting paid. We have an office of
our own, called RadHouse. It is open two hours a day and we offer our visitors consultations and various brochures, flyers and cycle cards. Here they can put a code on
their bikes in order to help protect them from theft. In the evenings, there are lectures
about cycle trips and GPS training. Also, the board of the union and many working
groups have their meetings there.
Traffic planning team
The traffic planning team meets once a month. They discuss small as well as big issues. Small issues include: holes in cycle lanes, overgrown paths, snow removal and
dangerous crossings. Big issues include: cycle traffic planning in new developments
20
near the main train station. How can we convince politicians and citizens that the
square in front of the train station should be closed to cars and open only for trams,
buses, cyclists and pedestrians?
Traffic planning specialists from ADFC meet with representatives of the city administration in the »infrastructure working group«. Here ADFC makes suggestions on how
to make city planning more bicycle-friendly. They ask for one-way streets for cyclists
and the adjustment of traffic lights for cyclists’ convenience. They canvass for more
parking places for bicycles and for bicycles for rent. They canvass for the construction of new bicycle lanes when new bridges, streets, crossings are being built or
renovated.
This work often demands patience and determination. The car lobby does not sleep
and for bicycle use there is often no money left.
But there are also success stories. In 2012, the Bonn city administration decided to
create a network of bicycle streets. It is based generally on a concept provided by
ADFC. Bicycles on special bicycle streets shall have priority over cars and there is a
speed limit of 30 km/h. Soon cyclists shall have routes from north to south and from
east to west, so that they will be able to reach their destinations safely and quickly.
The ADFC organized many national »Bicycle Climate Tests« at which cyclists have the
opportunity to evaluate how bicycle-friendly their city is. Bonn took this as an example
and has been holding its own »bicycle climate test« for the past two years.
The traffic planning group is in constant contact with the police, making suggestions for preventing accidents and for better signage. It also evaluates road accident
reports.
During municipal elections we also speak out and formulate our requests regarding
bicycle traffic for political parties. We set up information stands and discuss these
issues with the general public.
The ADFC in Bonn issues its own bicycle city plan, in which you can find the all bicycle
lanes near main traffic routes.
ADFC guided tours
Our 80 trained guides provide almost 500 tours in Bonn and suburbs every year, suiting all tastes: a coffee tour in a comfortable speed level and covering a distance of 15
to 20 km, or a speed cycling tour covering 70–100 km. For those interested in culture
and history, there are city tours with different themes.
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Changing Urban
of Bicycles
Both national and local ADFC offices are in constant contact with policymakers in the
field of tourism. ADFC engages in consultations during the planning of tourist cycle
tours. It also helps to design individual bicycle tours on the Internet.
Participation of ADFC in cycling events
The city of Bonn holds the annual Cycle Action Day. ADFC is one of its organizers with
an information stand on the market square.
For many years, from June to August, ADFC together with a medical insurance company has organized a campaign called »Cycle to Your Workplace«. Its goal is to promote a healthy way of life by means of cycling. ADFC activists ask employers to
support this campaign. They motivate all employees to leave their cars at home and
to come to work by bicycle. Teams are being formed and compete, and at the end
there are attractive prizes. In 2013, almost 400 companies and 3,000 cyclists took
part in this campaign in Bonn and its suburbs.
Once a year, the local radio station Radio Bonn/Rhein-Sieg gives 10 listeners a weeklong free cycling tour. This tour is designed and guided by ADFC guides.
ADFC Cycling Travel Fair
In 2014, the Sixteenth Cycling Travel Fair was held. It is the biggest fair of its kind in
the federal state of North Rhine-Westphalia, involving 130 pro bono helpers. Almost
4,000 visitors come every year and obtain new ideas for their next vacation from
around 100 participants. Different speakers talk about related topics.
ADFC cycling school
Many adults have never learned to cycle or have forgotten how. ADFC cycling school
helps: we have a trained team of experts who are able to teach you how to cycle
within a compact one-week course. The success rate is 100 percent. The main participants are immigrants. They are happy to be able to broaden their circle of activities
by learning how to cycle. The ADFC also provides a very popular Pedelec-course, on
which owners can learn how to use this fast bicycle.
ADFC Bonn/Rhein-Sieg own media
Rückenwind magazine is published quarterly with a print run of 12,000. Members
get it for free and it can be also found in libraries, sport facilities, cafes, cinemas and
shops. The magazine is supplemented by an online newsletter. The ADFC regional
office also has a website: www.adfc-bonn.de.
22
An ideal bicycle city is still far away
We think that in all city developments car traffic still plays far too big a role. However, numerous studies show that more and more people living in cities want their
squares to be free of cars, bigger pedestrian areas and cycle paths. It is all a matter
of quality of life. Policymakers know this. They also know that investments in bicycle
traffic have great value. But there is a long way to go from knowledge to consistent
implementation.
Cycling is being supported in Bonn, but from ADFC’s standpoint it is going very slowly, too slowly.
Cyclists of the world, unite!
The commitment of ADFC activists shall not be taken for granted. Their involvement
comes after a hard working day and on top of personal responsibilities, the whole
year round.
Where do we get the enthusiasm and the energy for it? Every day we are reminded
of the fact that:
· cycling is autonomy
· cycling is joy of life
· cycling is enjoyment
· cycling is freedom
· cycling is happiness
That is why we say: long live international cycling solidarity!
23
Changing Urban
of Bicycles
Frits Bredal, Danish Cyclists’ Federation:
The Case of
Copenhagen
Cycling has become a metaphor for the Danish solution, and the message comes
across loud and clear in relation to being carbon neutral, green growth, energy-aware
solutions and climate-friendly ambitions, according to Lars Bernhard Jørgensen,
head of the tourism organization »Wonderful Copenhagen«.
Cycling in Copenhagen has a very long tradition; bicycles became common there at
the beginning of the twentieth century. In 1890, there were 2,500 bicycles in the city,
but just 17 years later that figure had increased to 80,000, and Copenhagen was
already considered the top cycling city in Europe. Today, cycling is part of the lifestyle
in Copenhagen. A lot has been done in recent years:
For example, the total number of kilometers cycled in Copenhagen has increased by
36 percent since 1996 and now 1.27 million kilometers are cycled every day, probably
the highest level measured in the past 50 years.
36 percent of all trips to work and education in Copenhagen are done by bicycle and
52 percent of Copenhagen residents arrive to work or education by bicycle. Furthermore, cycling accounts for 26 percent of all trips in Copenhagen. Also, the city puts
a lot of emphasis on making the streets safer for cyclists. In the past four years, the
sense of safety has risen by 50 percent, meaning that three out of four people now
feel safe or very safe when cycling. The number of serious cyclist accidents in 2012
was 102, compared with 252 in 1996. Furthermore, given the abovementioned 36
percent increase in cycle traffic in the same period, individual cyclists’ risk of having
a serious accident in traffic is three times lower than in 1996. This means that, today, every cyclist has to cycle an average of 100 times around the earth (4.1 million
km) before having a serious traffic accident. Copenhagen’s 550,000 residents own
650,000 bicycles, which equals 1.2 bicycles per resident. By comparison, the number of cars is 125,000, meaning that there is 5.2 bicycles for each car. All in all, very
nice statistics for the capital of Denmark!
Cycling is not a goal in itself but rather a highly-prioritized political tool for creating
a more livable city. Copenhagen is already a fine bicycle city. Every single morning
hundreds of thousands of Copenhageners choose the bicycle as the most natural
24
thing in the world. Copenhageners choose the bicycle because it is the fastest and
easiest way to get around. If the number of cycling citizens is to increase we need to
make the bicycle the fastest and easiest way to get around for even more people than
today. This is not possible without a strong prioritizing of bicycle-friendly infrastructure
and a will to think out of the box. These are therefore the two central principles with
regard to bicycle traffic: prioritizing and innovation. Both are described in Copenhagen’s bicycle strategy 2011–2012 (»good, better, best«).
What the strategy says:
»The cycle tracks of Copenhagen are already under pressure during rush hour. It is
necessary to give more space to cyclists on the main arteries in order to increase
the sense of safety, make it possible for people to ride at their preferred speed and
to make it more attractive for those who are too insecure to cycle today. In some
places the existing cycle tracks will be widened, in other places alternative routes will
be necessary to move some of the bicycle traffic away from the congested routes.
Infrastructural expansion will be accompanied by campaigns focused on more considerate behavior in traffic.
Also, it is necessary to improve travel times by bicycle compared with other transport
forms. It requires prioritizing ambitious short cuts such as tunnels and bridges over
water, railways and large roads. In addition, many small-speed improvements are
required, including allowing contraflow cycling on one-way streets, allowing cycling
across squares and implementing more Green Waves for cyclists. Finally, traffic calming – on quiet streets near schools, for example – is also necessary if the bicycle is to
have a serious advantage in traffic.
One of the unique things about Copenhagen is the cycle tracks. Working to expand
and develop the cycle track network is therefore enormously important. If we are to
25
Changing Urban
of Bicycles
encourage many new cyclists to get onto their bicycles it is crucial that we are open to
new concepts, whether it be infrastructure or other types of solution. It could involve,
for example, making certain streets one-way for cars in order to create improved
space for better cycling conditions, new types of bicycle parking – including cargo
bike parking – and initiatives that make streets with cobblestones into attractive cycle
routes. Infrastructure such as footrests at intersections and air pumps has both a
practical and a communication value. Partnerships within municipalities should put
the bicycle onto the agenda as a way to improve health and integration. In addition,
external partnerships with companies, shopping districts, public transport providers
and neighboring municipalities ensure optimal effect and anchor the various initiatives.
Finally, it is necessary to work systematically with communication campaigns aimed at
specific target groups with the potential to cycle more. Copenhagen is also about to
develop intelligent streets: in 2025, the streets will be able to handle rush hour, peak
shopping hours, evening life and night acPartnerships within
tivities. By using ITS (Intelligent Traffic System), the street will be transformed from municipalities should
static to dynamic. LED lights in the asphalt put the bicycle onto the
signal which transport form has priority and agenda as a way to improve
when. Certain stretches, for example, can health and integration.
be made one-way for cars for some periods of the day, just as cycle tracks can be widened during the morning rush hour by
taking over space from the sidewalk. The sidewalks can then be widened during the
middle of the day when there are more pedestrians and fewer cyclists. By letting the
streets follow the natural rhythm of the city and not vice versa, there will be more vitality and a more pleasant urban space.
Cargo bikes are playing a growing role in Copenhagen’s strategy; 17 percent of Copenhagen families have a cargo bike. Cargo bikes are used especially for transporting
26
children and shopping and they are often an alternative to having a car: a quarter of all
cargo bike owners say that their cargo bike is a direct replacement for a car. In 2025,
there will be excellent parking facilities for cargo bikes outside homes, institutions and
shops. In addition, cargo bikes will be an integral part of Copenhagen’s City Logistics
system. Pilot projects for cargo bike parking will be replaced by standard solutions
developed in collaboration with businesses, home-owner associations and developers.
Also, Copenhagen supports shopping by bicycle: shopping trips made up 34 percent
of all trips made by Copenhageners in 2009 and the bicycle’s share of these trips was
27 percent. In 2025, there will be a standardized and recurring campaign directed at
encouraging more shopping by bicycle. The campaigns will be supplemented with
minor physical improvements (bike-thru shopping and parking, for example). The efforts will be made in collaboration with local businesses and citizens. On shopping
streets, bicycle parking was included in the design from the beginning.
In 2025, a bike sharing system will be an integral part of the public transport system
in the capital region and enjoy an equal footing with buses, trains and metro. This
will apply to the payment system, system operation and marketing. Combining the
bicycle with public transport is a competitive alternative to cars in the region. In 2011,
Copenhagen started the process of inviting bids for a new bike share system that
started operating in spring 2013. With new technologies such as smartphone apps,
it will be easy to find available bicycles, receive information about the shortest route,
the weather and things to do in the city.
Good bicycle parking is a benefit for pedestrians and cyclists and it improves the
city’s appearance. In 2025, there will still be more bicycles in Copenhagen than parking spots but through a coordinated effort to improve conditions and facilities – in
partnership with shops, workplaces and public transport providers – Copenhageners
are far more satisfied with bicycle parking« (Cycling Strategy of Copenhagen 2012).
To sum up, Copenhagen’s bicycle strategy includes
the following key points:
TRAVEL TIME
· Bicycle Superhighways (network of routes in the capital region).
· Small short cuts (200–400 in all, including contraflow on one-way streets, shunts,
etc.).
· Large short cuts (5–8 bridges/underpasses).
· ITS on, for example, routes with Green Waves for cyclists.
· E-bikes (infrastructure and promotion).
27
Changing Urban
of Bicycles
· Information about the best routes (signage, GPS solutions).
· Lower speed limits for cars where necessary, for example around schools.
· Better combination of metro/train/bus and bicycles, including a bike share program
and better parking facilities at stations.
· Increased population density.
· Behavioral campaigns focusing on signaling and overtaking with care.
· Cooperation with the police regarding changing traffic laws, including creating
contraflow on one-way streets, as well as solutions that make it possible to turn
right at red lights.
SENSE OF SECURITY
· Green bicycle routes.
· Intersection redesign (including cycle tracks running right up to the intersection as
standard and pulled back stop lines for cars).
· Wider cycle tracks where there are bottlenecks.
· New cycle tracks and lanes (30–40 km).
· Wider cycle tracks in general (10–30 km).
· Painting lanes on wide and busy cycle tracks.
· Bicycle and bus streets.
· Campaigns related to consideration and behavior.
· Safer routes to schools.
· Traffic policy at various schools in Copenhagen.
COMFORT
· Smoother asphalt on the cycle tracks.
· Improved snow clearance and sweeping.
· Effective bicycle parking (infrastructure, partnerships, and collecting abandoned
bicycles).
· Services (air pumps, fountains, »bicycle buddy« apps, weather reports, etc.).
· Partnerships with workplaces and educational institutions regarding bicycle facilities and information.
· Better conditions for city employees (parking, changing rooms, bike repair, etc.).
· Development of new products (valet parking for cyclists, surface treatment for cobblestones, etc.).
28
The Case of Oulu
Pekka Tahkola, Navico Ltd / Winter Cycling
Federation:
The Case of Oulu
29
Changing Urban
of Bicycles
OULU CYCLING NETWORK FACTS
· 845 km of routes – 4.3m per inhabitant
· Routes parallel to driveways are separated with a green lane, which also serves as
snow build-up space
· Routes inside the city structure
· All routes are illuminated
· 98 % maintained throughout winter
· Main route maintenance priorised over driveways
· You can reach every place by bike using cycling routes
· Underpasses in most busy crossings
30
The Case of Oulu
31
Changing Urban
of Bicycles
CYCLIST SEGMENTS IN OULU
23%
Non-cyclists
20%
Infrequent cyclists
15%
Active summer cyclist, never on winter time
13%
Active summer cyclist, infrequent winter cyclist
29%
Active cyclists all year round
Cycle daily or several times a weeks both summer
and winter time
CYCLISTS
AVERAGE TEMPERATURE (°C)
SEASONAL CHANGES OF CYCLING IN OULU, FINLAND
MONTH
• 22 % of winter cyclists use a helmet
• 35 % of winter cyclists use studded winter tires
32
The Case of Oulu
OULU CYCLING PLANNING HISTORY
· 1969 Transport system plan
– Walking and cycling were included for the first
time
· 1972 City development plan of bicycle and
pedestrian traffic
– Extensive network separated from car traffic
covering the whole city
– Separate funding for bicycle and pedestrian
projects
– Major part of construction using other funding
sources
– Since then cycling and pedestrian planning
have been a “part of the system”
· 1981 Development plan of bicycle and pedestrian traffic in the city center
· 1987 Pedestrian zone Rotuaari is opened
· 1993 First extensions to Rotuaari
· 2007 Regional strategy for bicycle and pedestrian traffic
· 2010 City development plan for bicycle and pedestrian traffic
· 2011 – 2013 Further extensions to Rotuaari, also street heating installation
33
Changing Urban
of Bicycles
· 2012 Online cyling journey planner (http://pk.oulunliikenne.fi)
· 2013 International winter cycling congress (www.wintercycling.org)
· 2013 Cycling coordinator project
· 2013 Cycle4it
· 2013 –2014 Winter cyclist campaign
34
The Case of Oulu
35
Changing Urban
of Bicycles
1962
1989
MODAL SPLIT DEVELOPMENT
2009
5%
54%
17%
48%
22%
42%
28%
27%
16%
19%
OTHER 5%
36
OTHER 2%
OTHER 0%
· Public transport in decline
· Amount of private cars still
keeps on growing
· Finally some increase in walking
and cycling after declining years
The Case of Oulu
SOFT MEASURES
· Opening of winter cycling season
· Oulu Winter Cycling Challenge
· Oulu cycling week
· European mobility week
· Winter bike to work day
· Winter cyclist campaign
· Oulu cycling week
· European mobility week
· Founding of a cycling NGO
· Idea campaign
· I Bike Oulu merchandise
37
Changing Urban
of Bicycles
FUTURE CHALLENGES
• Completing the cycling super highway network
“Oulun Raitit”
• Marketing to both politicians and inhabitants
• Cycling navigator for smartphones?
38
The Case of Oulu
CLIMBING UP THE LADDER: FIRST STEPS
· Create possibilities
· For whom?
· A change is needed!
· Land use planning / traffic planning
· Plan year round cycling
Photo: Pekka Tahkola
39
Changing Urban
of Bicycles
WHY I DO AND DON’T CYCLE DURING WINTER
YES (in order of importance)
• good exercise
• the quickest
• the cheapest
• the feeling of freedom to move
• psychical reasons (feels good!)
• other reasons
• green way of living
• good bicycle connections
• don’t own a car
• poor public transport connections
• I enjoy rough, extreme conditions
NO (in order of importance)
• too slippery
• too cold
• too dangerous
• poor level of winter maintenance
• too difficult
• other reasons
• distance is too long (in winter)
• no shower or other utilities at the
destination
• health issues preventing
• it takes too long time in winter time
• poor bicycle parking facilities
• too dark
The answers cover 4 cities
involved in the Finnish national
winter cycling survey
HOW TO INSPIRE SOMEONE TO BE A WINTER CYCLIST?
I COULD CYCLE IF (in order of importance)
• better level of winter maintenance
• I had a suitable winter bike (second bike)
• shorter distance
• “no way!”
• other reasons
• if good shower and other utilities at the
destination
• if doctor ordered
• better level of bicycle parking at the destination
• I did not have to take kids along
• employee supported
40
The Case of Oulu
HOW THE BAD ROAD SURFACE CONDITIONS AFFECTED
THE AMOUNT OF CYCLISTS
THE COST OF LOST CYCLISTS
41
Changing Urban
of Bicycles
IT’S NOT ABOUT THE GEAR….
…AFTER ALL, IT’S ALL IN
OUR HEADS…
Source: www.copenhagenize.com
42
The Case of Oulu
Navico Ltd - cycling
coordinator services
Ask us for more!
Navico OyKirkkokatu 8 A 990100
Oulu, Finland+358(0)45 876
[email protected]
43
Changing Urban
of Bicycles
Marek Salermo, Traffic Planning Division, Helsinki City Planning Department:
The Case of Helsinki
In the beginning cycling was a real mode of transport…
1939
(Picture: HS)
Then the automobile took over and cycling was forgotten…
1970
(Picture: Kaupunginmuseo)
44
New planning philosophy
1970...
... 2000
45
Changing Urban
of Bicycles
Current situation:
· 1200 km cycle paths
· Mostly combined paths for
pedestrians and cyclists
Cycling is increasing…
46
What have we learned?
Mixing cyclists and
pedestrians is not always
a good idea…
We do not need cycle paths
everywhere…
More focus on cyclability instead of just providing carfree solutions !!
Comparing cyclepath density: Helsinki vs. Copenhagen
We do not need so many cycle paths…
We need more traffic calming!!
47
Changing Urban
of Bicycles
More focus on functionality !
New planning principles (2013):
Important: separation of cyclists and pedestrians!
48
Intersections
Stockholm
How it is…
Copenhagen
How it will be…
49
Changing Urban
of Bicycles
New plan for inner city bicycle network
· Vision 2025
· Focus on providing good cyclability on
every street
· Mainly one-way cycle facilities
· Main cycle routes along bigger streets
· Residential streets as local connections
(without cyclepaths)
One for all, all for one…
50
Other measures that support cycling
1973
1987
1992
2004
Parking Policy
Parking has been too easy and too cheap…
More restrictions
&
more expensive
New parking strategy 2014
51
Changing Urban
of Bicycles
New mobility plan 2014…
Priorization of traffic modes:
1. Pedestrians
2. Cyclists
3. Public transport
4. Logistics
5. Cars
52
The Case of London
Nick Aldworth, Transport for London,
Barclays Cycle Hire:
The Case
of London
Setting the scene
Aspirations for growth
Target:
400% increase in cycling by 2026
Growth in cycling
570,000 cycle trips now made in London per day
23% of Londoners
cycled in the last year
173% increase in cycling on London’s main roads between
35% of households own a bicy-
2000/01 and 2010/11.
cle (8% increase over one year)
53
Changing Urban
of Bicycles
Growth in cycling to date
Currently on track
2026 Target:
1,5 million cycle
journeys
2010: on track to
meet target, 540k
cycle journeys
2001:
320 k cycle journeys
Setting the scene
5% mode share = 1 in 20
Londoners making a round
trip by bike every day
54
The Case of London
Cycling potential
Who is most likely to cycle?
Urban Living
Young couples and families
Suburban lifestyle
High earning professional
Cycling potential
Where is the potential?
4.3m trips per day are potentially cyclable. When plotted by trip origin,
we can see that...
55
Changing Urban
of Bicycles
What is stopping people from cycling?
Fear and vulnerability
Lack of confidence
Lack of infrastructure
‘I’m worried about safety’
‘I haven’t cycled for
a long time’
‘There is a lack of facilities’
Physicality
Attractiveness
Feasibility/alternatives
‘I’m not fit enough to cycle’
‘I don’t feel like a
stereotypical cyclist’
‘It’s not compatible with my
busy lifestyle’
Access to a bike
Barriers to cycling
Attitudinal Barriers
· Perception of safety
· Lack of confidence
· Convenience of the car
· Not seen as compatible with
complicated lifestyles
· Poor image of cyclists
· Getting hot and sweaty
· Fear of theft/security issues
· Traffic volumes
56
’I can’t afford a bike’
Physical Barriers
· Access to a bicycle
· Lack of cycle parking
· Lack of changing facilities
· High traffic speeds
· Provision for cyclists –
lanes and at junctions
· Severance, e.g. major roads
· Poor road surface
The Case of London
The Mayor’s Vision for
Cycling in London
Target: 400% increase in cycling by 2026
“Over the next 10 years, cycle spending will
total £913m, more than treble the previouslyplanned levels.”
“We will ‘normalise’ cycling, making it something
anyone feels comfortable doing. Hundreds of thousands more people, of all ages, races and backgrounds, and in all parts of London, will discover
that the bike has changed their lives.”
“My flagship route – a true Crossrail for the bicycle – will run for at least 15 miles,
very substantially segregated.....”
“No lorry should be allowed in London unless it is fitted
with safety equipment to protect cyclists, and driven by
someone fully trained in cycle awareness.”
“..helping cycling will not just help cyclists. It will
create better places for everyone. It means less
traffic, more trees, more places to sit and eat a
sandwich.”
“By 2020 the London cycle network will be easily understood and heavily used. We want to
change the nature of cycling, attracting thousands of people who do not cycle now.”
57
Changing Urban
of Bicycles
Delivering a package of measures
Build
Infrastructure
Cycle Parking
Flagship Schemes
Support
Supporting Measures
Safety and Security
Training
Mapping
Promote Marketing campaigns
Flagship Events
Responsible Cycling
The Tube Network for the Bike
58
The Case of London
Cycle Safety
· Cycle Safety Action Plan launched in March 2010. CSAP 2 due Spring 2014.
· 49% of non-cyclists say they are deterred from taking up cycling due to
safety concerns
· Aims to reduce the most common types of collisions
– HGVs are involved in half of cycling fatalities
– 85% of casualties are as a result of a collision at a junction
· Sets out 52 actions which include:
– Education through campaigns and training
– Actions to improve safety when cycling near lorries
– Targeted infrastructure improvements
– Enforcement against anti-social and illegal road user behaviour
Lessons learned
What has been important for delivering growth so far?
Political support and clear targets
Supportive cyclist Mayor and a push for 400% increase
in cycling by 2026
Background research and analysis
Enabling a targeted approach, focusing on areas
of high cycling potential and implementing a package
of measures across London
Flagship schemes
High profile additions to London’s cycling infrastructure,
inspiring people to give it a try and get on the saddle
59
Changing Urban
of Bicycles
Cycle Hire – a new mode of transport
To expand the opportunities for short cycling trips
in London with a cycle hire network that reaches more
people, contributing to the creation of a cyclised city
Addressing barriers to cycling:
· Access to a bicycle
· Storage space
· Theft
· Maintenance
· Cycling ‘image’
· Commitment
Key principles
· Ratio – more docking points than bicycles to maximize chance of finding space
to dock
· Density – frequent docking stations for convenience
· Fixed docking stations – to ensure predictable locations and orderly arrangement of bicycles
· Fare Zone 1 – an area big enough for the scheme to function but small enough
to deliver on time
· After-rail market not to be specifically catered for (was the initial principle which
has evolved since)
· Redistribution – Limited vehicular support to maintain cycle availability
· Sponsorship to supplement funding – on-street advertising would not be
offered as part of the contract like in Paris
60
The Case of London
London’s Cycle Hire Scheme
“This scheme will make the capital a city of cyclists,
where to use two wheels is common not curious”
· Launched 30 July 2010
· 24 hour availability
· Area covering 44km2 – approx. fare Zone 1
· 6,000 cycles, 400 stations, 10,200 docking points
· Members (user key) or casual users
· The shorter the trip, the cheaper the fare
Expanding Cycle Hire in London
· The Phase 2 eastern expansion brought Cycle Hire to East London in
March 2014; to the Olympic Legacy area, Canary Wharf and some economically disadvantaged areas of London
· Third expansion launched successfully in southwest London in December
2014 bringing additional transport options south of the River Thames. Also
added a new distribution depot in south London.
61
Changing Urban
of Bicycles
Current area map
Where are we now?
Total hires since scheme launch: 28 million
Total memberships received since launch: 195,000
Records: Monthly: August 2012 – 1.163m Daily: 30 April 2014 - 49,014
Area: 100 sq. km, 725 docking stations, 19k docking points
Number of bikes: 11k bikes (approx. 10k on street, to keep 1:1.8 ratio)
Number of members: 60k active
Running costs: FY 2012/13 £24m
Fare income: £7.7m (32%), Barclays £5m, net loss of £11.3m per year
62
The Case of London
Operations
On street:
Two depots: Angel (north), Clapham (south)
– Operations Centre, Bike servicing and repair, Electricians
– 28 large vans used for rebalancing (18 bikes per van)
– 10 short wheelbase vans for electricians, cleaners
Contact Centre:
Based in Enfield, North London
– Accept phone calls and e-mails,
fulfil memberships
– Can guide customers to docking
stations
– 24 hour assistance in case of
accidents
Approximately 250 staff including
all support functions, IT, etc.
Challenges
Finances: Often Bike Share schemes are launched with ambition to selffinance – none do! Why:
- Public transport – focus is on service, not profit (e.g. contact centre)
- Servicing commuter (voter?) demand is expensive as it peaks
- Station Space in key areas is expensive – city centres
- Price plans tend to include free periods.
Political scheme means high profile, non-commercial decision making,
potential for bad press even when popular. An easy target!
Expectations: Users expect a bike on demand. Redistribution cannot
meet this demand at peak times (traffic and physical capacity).
Demand for expansion / improvements instantly but much of the complexity is hidden (IT and redistribution).
63
Changing Urban
of Bicycles
Opportunities...
Finances: All public transport modes are subsidised in the UK; the public accept that
Cycle Hire is in London now too.
Financing model gives freedom to provide a really good service. BCH has one
of the best contact centres in the country; the redistribution operation is 24/7, 365
days of the year.
Political scheme means always interesting! Not as difficult to gain publicity and
funding as less well recognised schemes.
Room to experiment to satisfy demand. Public appreciate the effort.
Demand for expansion / improvements means politicians never lose interest...
opportunities for events and publicity.
Cycle hire demographic is young, dynamic, tech aware, enterprising and engaged. No shortage of interest from universities, social media, business.
Impacts: Behaviour Change
64
The Case of London
Impacts: New Cyclists
What’s next...
Expansion: Into the Olympic Park but no large-scale expansions of the types seen
previously
Intensification: More Cycle Hire stations in key areas. Increased density drives
trips and increases customer satisfaction
Innovation:
· Mobile apps to buy access to a bike and to create competitions for members
to engage in a ‘game’ of cycle hire.
· More manual commuter hubs
· Incentives for counter tidal travel
Supply chain and service model: looking to integrate horizontally with other TfL
modes, including...
Payment integration with other transport modes; Very challenging technologically
but very logical for the customer.
65
Changing Urban
of Bicycles
Raimund Brodehl, Department
for Mobility, Ministry of Economy,
Transport and Innovation,
Free and Hanseatic City of Hamburg
The Case of
Hamburg
Hamburg is located in the north of Germany on the River Elbe, some 100 km from the
coast of the North Sea. With a population of 1.8 million people it is Germany’s second
largest city and one of the great hubs of the European economy. After Rotterdam,
Hamburg has the second largest port for container shipping in Europe and the ninth
largest in the world. This makes Hamburg Germany’s leading trading centre and a
traditional gateway, especially to Central and Eastern Europe, with more than 36,000
trading companies and over 125,000 jobs in the sector.
In 2008 some 12 percent of all
trips made by Hamburg’s inhabitants were done by bicycle, a 3
percent rise on 2002. In order to
further increase the share of cyclists the city relies on a comprehensive »Cycling Action Plan« for
Hamburg, reissued in 2008.
The 2008 Cycling Action Plan is the basis for developing the city’s cycling strategy
and makes bicycles part of the general transportation system. This means that bicycles are accepted as a fully-valued means of transport. The Action Plan’s most
important objectives include doubling the modal-share of bicycle traffic to 18 percent
(from the 2002 level), increasing traffic safety, expanding the main bicycle route network, improving the bicycle-climate and public relations and securing a stable system
of funding in the long term.
To implement the Plan’s ambitious objectives the city authorities are focusing on
priority areas, such as infrastructure for riding bicycles, bicycle parking, integration
of bicycles into the public transportation system and improving traffic safety. These
66
The Case of Hamburg
measures are accompanied by a public relations strategy for improving the image of
cycling, bicycle tourism, service points for bicycles and a system of quality management and monitoring.
Besides the bicycle infrastructure on principal streets, there are 14 so-called »Veloroutes« comprising a network of 280 km. They are special routes mostly off the main
traffic roads which make cycling more pleasant, safer and faster.
Veloroute 11
Klütjenfelder pedestrian
and bicycle bridge
Veloroute 6
Eilbekpark
67
Changing Urban
of Bicycles
Veloroutes 7/ 8/ 9 Steintordamm, Steintorwall,
Mönckebergstraße: bike box
Hammer Steindamm, Cycle Lane
68
The Case of Hamburg
Leisure Route 5 / Elberadweg: Long distance route Hamburg / Rügen,
Tatenberger Weg bicycle path
Hamburg also emphasizes the legal framework and corresponding road traffic
regulations.
separate
common
foot and cycle path
foot and cycle path
cycleway
In addition, the city has implemented a public bike share scheme called »StadtRad
Hamburg«. The system was introduced in 2009 and has been expanding ever since.
In 2013, it comprised 1,650 bicycles at 130 rental stations; 221,000 people used the
stations in 2013 and completed 2,055,000 journeys with them.
69
Changing Urban
of Bicycles
Year
Bikes
Hire station
Clients
Journeys
2009
800
68
36,500
306,000
2010
1,000
72
77,200
726,000
2011
1,500
106
131,000
1,300,000
2012
1,650
123
185,500
2,050,000
2013
1,650
130
221,000
2,055,000
In order to further encourage the use of bicycles Hamburg is promoting the integration of cycling with other means of public transport with a special system called
SwitchH. The system offers individual mobility, whether by bus, rental car, bicycle,
railway or ferry and designs individual solutions on request. It is supported by an
online platform and a corresponding mobile app.
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The Case of Hamburg
All measures are complemented by extensive public relations campaigns in order to
raise awareness and let citizens know about what their city has on offer. Special information material is available on Hamburg’s Veloroutes, cycle lanes and traffic safety.
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Changing Urban
of Bicycles
Alexey Mityaev and Olga Maltseva,
Department of Transport and Road
Infrastructure Development, City of
Moscow
The Case of
Moscow
The Russian Federation’s busy and cosmopolitan capital is the largest urban conglomeration in Europe. Moscow is of course also a major political, economic and
cultural centre and as such has huge potential for also becoming a centre in bicycle
use. Shifting some of the city’s commuting activity from the use of cars and other
motorized vehicles to individual traffic would help to address two of Moscow’s major
challenges: reducing pressure on its chronically congested streets and improving air
quality. Adapting the vast urban landscape of Moscow to the need of cyclists may
seem like a lifetime worth of work. However, Moscow has come up with some innovative approaches and has already taken the first steps in developing a comprehensive
cycling infrastructure within the city.
Moscow has huge potential for commuting cyclists. According to the city’s statistics,
all districts of Moscow together have a working-age population of 6.6 million people,
but only 8,000 trips a day were made with commuters’ own bicycles (2013). An additional 550 trips per day were made with rented or shared bicycles. These numbers
account for only 0.04 percent of daily trips from and to work. The city’s plans for
investing in its cycling infrastructure envisage increasing this share to 1 percent by
2020. Examples from other cities, such as London and New York, show how increasing a network of bicycle paths accelerates and encourages the use of bicycles after
overcoming initial inertia.
All districts of Moscow
6.6 million of working-age population
72
2013
2020
0.04% of total transportation
1% of total transportation
8 000 trips/day with own bicycle
200 000 trips/day
550 trips/days with hired (shared)
bicycle
25 000 trips/days with hired
(shared) bicycle
The Case of Moscow
Pilot areas
1.4 million of working-age population
2013
2020
0.04% of total transportation
1% of total transportation
1 680 trips/day
42 000 trips/day
Bicycle paths’
length
Moscow is not starting from scratch in introducing a cycling system of its own, but
there are significant challenges. Currently, there are almost 150 km of bicycle paths,
while 340 more routes have been proposed by city districts and 50 routes by cycling
activists. However, the different routes are not yet integrated into an integral system
and there is no systematic procedure in place concerning the order in which suggestions for new routes are being handled. For that reason, the city has decided
to focus on priority areas for 2015. In these pilot areas, full-scale cycling systems
will be implemented and they allow for a system of prioritization. The full list of the
streets is now being developed.
The city is also now working on the long-term bicycle and pedestrian strategy up
to 2020. They are now at the stage of analyzing accident statistics, main popular
routes, city structure and other factors that will make it possible to establish a connected and well-developed bicycle network and safe streets.
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Changing Urban
of Bicycles
One of the routes planned for 2015 is Boulevard Ring. The reorganization of a stretch
of 6.4 km on the Boulevard Ring illustrates how existing infrastructure can be adapted
for the needs of safe cycling. In the particular case of the Boulevard Ring, the existing
three drive lanes had been narrowed down to just two, thereby complying with road
norms and allowing for the reclamation of parking lots. The city decided to put bicycle
infrastructure on the same street level as pedestrian ways for cycling lanes to be used
by pedestrians in winter when demand for cycling space is expected to be low. Poles
separate cycling lanes from the street level in order to avoid irregular parking on the
bicycle pathways. One option for installing bike lanes is shown below. It is now being
discussed with specialists, experts and the community – which is the best way to
implement infrastructure on the one of the most important roads in Moscow.
Schematic sketch of the
remodeled Boulevard Ring
Before
Parking lot
After
cycling lane
74
The Case of Moscow
Before
After
Photos of the Boulevard Ring
before and after remodeling
Introducing bicycle lanes is not enough to make a city attuned to cyclists’ needs.
Essential infrastructure in a city with the size and traffic volume of Moscow includes
a strategy for secure parking lots and allowing for alternative ownership structures
through a bike share system. Moscow decided to introduce various parking facilities
appropriate for short-term and long-term parking and to introduce a bike sharing
system similar to schemes in London, Barcelona and Paris. In 2013, there were 79
stations with 550 bicycles and in 2013 a total of roughly 20,000 individual users had
registered for the system. Experience with the bike share system has been positive
thus far as only 16 out of the 550 bikes (or 3.4 percent) were reported stolen in the
first year of its introduction. Most of the trips still serve recreational purposes and only
35 percent of the trips were made simply to get from A to B, according to a user survey. With the planned expansion of the system this share is set to increase.
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Changing Urban
of Bicycles
Currently, users can access 150 stations and 1,200 bikes. As of October 2014, more
than 58 thousand users are registered in the system and more than 43,000 of them
signed up for this season. This summer there were more than 100,000 trips, 70 percent of them free trips lasting less than 30 minutes; 2,500 people tried to use their
Troika account card to unlock the bike at the station.
Green = Bike stations already in use
Gray = Bike stations to open soon
76
The Case of Moscow
New system requirements:
 Terminals with solar batteries
 More sustainable construction
 Electronic block on the bicycle shall allow unblocking
without a terminal
 User registration at the terminal
 Mobile apps for iOS, Android, Windows Phone
 User identification with Troika cards
 Additional functions at terminals, such as car parking
payment and Troika card top-up
Moscow covers a large geographical area for cyclists; this can involve covering large
distances via bicycle which sometimes can make cycling troublesome. For this reason, the city is developing plans for integrating its cycling plans into the existing public
transport network. Since February 2014, bicycles can be carried on public transportation free of charge. Bicycles are allowed on all routes of the city’s public transport
system, except for local trains during rush hour. A 2013 test period yielded encouraging results and in 2014 free transportation for bicycles has been re-introduced in order
to incentivize the integration of cycling and public transport.
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Changing Urban
of Bicycles
Free of charge bicycle transfer in city public transport
since 18.02.14 :
- Bicycle transfer is allowed on all routes of the city public transport.
- Bicycle transfer is free of charge.
- Passengers may transfer max. one bicycle per person.
- Bicycles should be carried into the cabin through the second door (in front
of the main cabin platform) and the passenger must pay for his trip at the
second door
- In the cabin, the passenger should make sure that his bike does not move
during the trip.
Free of charge bicycle transfer in local trains but not during rush hours
- Since 2013 there is free transfer from 11.00 till 16.00 in test mode.
- In 2014 free transfer was introduced again, discussion on increasing the time
of free transfer, while statistics are being analyzed.
A new traffic code supports the introduction of the new cycling infrastructure. Additional road signs will make it easier for pedestrians, vehicles and cyclists alike to
find their way around the city and provide certainty about the priority use of certain
roads. Special rules have been designed for the protection of minors and youngsters
in traffic.
78
The Case of Moscow
New classification of cycling infrastructure, specification of terms:
- Sidewalk, cyclist, footpath
- Bicycle paths
- New signs
- Shared bicycle and pedestrian paths
- Bicycle lanes
Rules for cyclists are now in a separate chapter (they were previously
in the same chapter as rules for cattle crossing and cartage).
New priority rules for cyclists on the road:
- At a right- or a left-turn drivers must give way to pedestrians and cyclists,
who are crossing the road on which the turn is being made.
Rules for cycling minors have been specified:
- From 14 years of age it is allowed to cycle on a bicycle path, shared path or
a bicycle lane, as well as on a sidewalk or footpath as an exception.
- From 7 to 14 years of age it is allowed to cycle only on sidewalks, pedestrian, bicycle paths, shared paths and in pedestrian areas.
- Up to 7 years of age it is allowed to cycle only on sidewalks, pedestrian and
shared paths (on pedestrian side), and in pedestrian areas.
Working together with insurance companies the city has introduced measures to
allow for a safer legal position for cyclists. This includes the insurance of bicycles as
property against theft, damage and third party abuse and making bicycles part of a
public liability insurance scheme.
A pilot project has been launched with one Partner Company and was available in
August–October 2014. The product offered theft insurance for bicycles, liability insurance and insurance upon accidents. In 2015 we are going to expand this program
with more insurance companies.
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Changing Urban
of Bicycles
Maxim Kis, Perm Road Movement
The Case of Perm
The city of Perm is located on the banks of the Kama River, a main tributary of the
mighty Volga river, and close to the Ural mountains. With a population of just under
1 million, Perm has an uneven landscape and a continental climate. This means short,
hot summers and long winters with temperatures below –20 degrees Celsius. In addition, the city is not densely populated but includes many industrial conglomerates.
Maxim Kis of the Perm Road Movement shows how careful planning can make cycling happen nonetheless.
Average annual temp. +1.5°C
Average winter temp. -18-22°C
Minimal winter temp. – till -47°C
60% of precipitation is snow
Snow thickness ca. 100 cm
Summer is unstable, rains, cold weather.
Comfort weather for cycling – from May,
01 till September, 15
80
The Case of Perm
Cycling in an industrial city with a continental climate is a challenge. For Perm this
means a relatively short cycling season, with dusty streets in summer. In winter, however, maintenance of streets is low and therefore makes cycling even more difficult. At
the moment, there is little investment in infrastructure and road traffic continues to be
dangerous. Last year there were over 30 accidents involving cyclists. The city spreads
across a large area and cyclists need to cover a lot of ground in order to make it to
the next centre. In addition, bicycles need space for secure locking in order to avoid
theft. All these factors together lead to more of a leisure-oriented use of bicycles. But
Perm has set out to increase its share of cycling commuters.
Perm’s past efforts have already increased the number of cyclists and there is an
active community building on previous success. For the opening of the 2013 cycling
season over 2,500 cyclists showed their support and participated in the event. Many
activists are students, but the Mayor of Perm is among the supporters, too. As a
result, cycling has been integrated into Perm’s city master plan.
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Changing Urban
of Bicycles
For example, the city master plan adapts street profiles to adjust to cyclists’ needs
and introduces different types of temporary and permanent bicycle lanes. The plan
demarks bicycle lanes on existing roads or pedestrian walks or converts space used
in winter for pushing snow away into temporary summer bicycle lanes. In some places, the city has added flexible poles to separate the bicycle lane from the regular
traffic lane. This allows for a quick set up of new bicycle lanes and test runs in designated areas.
82
The Case of Perm
City planners in Perm expect these simple measures to foster a sense of safety
among cyclists as bicycle lanes become clearly separated from the regular traffic
lane. This makes using cycling lanes more attractive to cyclists and also keeps them
from using pedestrian walks for cycling. Hence, commuting becomes safer for cyclists and pedestrians alike. Cycling lanes also have a favorable impact on motorized
vehicles as bicycle lanes prevent them from using sidewalks as irregular parking lots.
Moreover, bicycle lanes create a visual impression of narrowing down available space
for cars and consequently induce vehicle drivers to reduce speed.
The effect of clearly visible poles to separate bicycle lanes from pedestrian walks and
regular traffic lanes also works the other way round. The poles keep pedestrians from
walking on bicycle lanes and thus increase safety. For this purpose, the city has also
introduced new road signs all along the cycling paths.
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Changing Urban
of Bicycles
Responsible planning is an important element in Perm’s quest to increase cycling
activity. Several municipal departments have integrated cycling into their list of duties, such as the departments for Road Traffic, City Development, Consumer Market,
Sports, Youth Politics and Road Traffic Safety. However, there is no bicycle sharing
system planned for the near future. Instead, privately owned rental stations cater to
the need of citizens who do not wish to use a bicycle of their own.
84
Igor Titov, cycling association
»VeloVoronezh«
The Case
Voronezh
The city of Voronezh is located 500 km south of Russia’s capital. Now Voronezh is
striving to become a capital in its own right by becoming Russia’s capital of the bicycle. Cycling enthusiasts all over the city have joined forces in »VeloVoronezh«, an
association aiming to making cycling in the city safer, faster, and more enjoyable by
upgrading infrastructure and involving local officials and businesses.
Voronezh features a lively community of over 800 cycling activists. They come together in the association »VeloVoronezh« to discuss future changes to the cycling
network and to raise awareness for their cause among citizens. Events organized
by VeloVoronezh sometimes attract up to 2,000 participants and they operate inside
and outside the city’s area. The picture below depicts a cycling event organized in
the wake of the St Petersburg Cycling Conference, organized by the Friedrich-EbertStiftung and co-organized by VeloVoronezh.
In addition, they forge close ties with the city’s government in order to promote a
transformation of the city towards a more bicycle-friendly future. In a joint effort, VeloVoronezh and the mayor’s office installed about 150 bicycle parking lots for 2 to 10
individual bicycles and larger scale parking spaces for 14 and 50 bicycles, respectively. They also consulted with an array of organizations on how to build further
bicycle parking lots, design bike tracks, and other elements of cycling infrastructure
and landscape.
85
Changing Urban
of Bicycles
Making Voronezh Russia’s bicycle capital also has a social element: along with other
cycling enthusiasts, VeloVoronezh regularly presents its ideas, plans and strategies in
the media and holds stakeholder consultations with local communities on individual
projects. Sometimes VeloVoronezh is supported by local officials who are ready to
drive change in the city’s landscape or by socially responsible companies.
But the association’s activities do not stop at this. VeloVoronezh plans to install 300
additional bicycle parking lots across the city by 2015 and to elaborate a master plan
for cycling tracks inside the city’s area by the end of 2014. In the midterm, the association plans to increase the number of cyclists by facilitating 5 rent-a-bikes by 2015
and a bike sharing program with at least 50 stations by 2018 in order to achieve a
steady number of 10,000 regular bike users in Voronezh by 2018. VeloVoronezh will
keep raising awareness by organizing public events and plans to hold cycling fests for
2,000–3,000 people twice a year.
86
For all these activities, VeloVoronezh also reaches out internationally. They have exchanged views and experiences with other major cycling cities, such as London and
Europe’s coldest city of bicycle enthusiasts, Oulu in northern Finland.
87
Changing Urban
of Bicycles
Vladimir Zlokazov, Urbanist:
The Case of
Ekaterinburg
Ekaterinburg is Russia’s fourth largest city with a population of approximately 1.4
million (as of 2010). Located on the border between Europe and Asia, it features a
fairly flat geography and winters are long. Urbanist Vladimir Zlokazov outlined what is
needed to making cycling work under these conditions.
Unleashing the bicycle revolution: if policymakers, civil society and the city’s planning
staff and engineers pull in the same direction they can make change happen and
ensure an appropriate funding base.
Cycling Tracks on Bolshakova Tracks in
Ekaterinburg: Local advocacy groups
tested the perfect width for the city’s future
cycling tracks.
A good plan changes the game: Planning authorities should elaborate a network plan
for all private and public projects in the city. On this basis, a primary network bicycle
plan will be developed and made available for dedicated funding.
88
The Case of Ekaterinburg
Adapting the urban landscape: Why should only cars circulate on multitrack road
systems? Upgrading the road system to accommodate cycling commuters makes
use of existing infrastructure and provides for a smooth transition towards a bicyclefriendly urban landscape.
Involving urban planners and engineers in the cycling community: staff responsible for
developing and approving cycling infrastructure need to be aware of cyclists’ daily deeds.
In this way, the city could make sure it obtains a fully functional network of cycling tracks.
Money matters: whereas a separate and dedicated budget line needs to be made
available for expanding the bicycle network, funding also needs to be facilitated
through existing programs. This includes all projects planned and approved by the
city itself such as repair works, upgrades and new roads. Private project developers
need to be compelled to contribute to the bicycle infrastructure, for example by providing bicycle parking.
89
Changing Urban
of Bicycles
Daria Tabachnikova, Head of Cycling
Association »Velosipedization«:
Pilot Schemes to
Promote Cycling
in St Petersburg
Developing the cycling infrastructure in St Petersburg, as in many other cities in the
world, is a completely new, challenging, long-time and large-scale project that could
totally change the look of the city and seriously influence its future.
Introducing pilot schemes at every step of this multiyear project must become obligatory before taking the
principal decisions, preparing concepts, master plans
and construction. However, it does not always happen
that way.
Development of the cycling infrastructure in St Petersburg is a responsibility of the Committee on the Development of Transport Infrastructure (CDTI), which also
finances large infrastructural projects such as Western High Speed Diameter, bridges, tunnels and roads.
The Committee for Transportation is a separate body,
responsible only for public transport. Issues of urban
mobility, transportation and infrastructure therefore
have been split between two committees, which often
results in miscoordination and attempts to solve traffic
problems mainly by introducing new roads or widening
existing ones.
Though bicycle infrastructure could also become a
large-scale project for CDTI, at the moment there is not
enough political will to develop it and no understanding
of its future effects and benefits for the sustainable development of the city.
Photo by Velosipedization of St Petersburg: typical bicycle path from the 2000s
— ends at intersections, in the park,
two-dimensional, 2013.
Nevertheless, at the moment (September 2014) in St Petersburg there are several
bike paths, built at the beginning of the 2000s based on the Soviet norm, with an
overall length of 26.5 km. This happened mainly due to the visit to Amsterdam by
90
The Case of St Petersburg
Valentina Matveenko, former Governor of St Petersburg, who was deeply inspired.
These paths are mostly in the parks, are not connected to each other, do not lead
to any tourist attractions and end before intersections. All of them are gradually
getting worse.
In 2013, at the request of Velosipedization of St Petersburg, a first modern step was
taken by the city administration to benefit cyclists – 400 bicycle racks were established in all areas of the city, but none of them can now be used because of their poor
design: bicycles just fall down or their spokes become bent. Some of them have been
upgraded at our request, but most district administrations have refused to do so. If
a pilot bike rack had been installed on expert advice, the city could have saved its
budget and would have had a chance to see the high usage of such racks. Anyway,
private business seems to be more active in establishing bike racks and is making
them more usable and nicer-looking than the city administration.
Photo by Velosipedization of St Petersburg: unusable bike racks established by
the city administration, 2013.
Photo by Velosipedization of St Petersburg: business start establishing nice and
usable bike racks (veloparkk.ru), 2014.
In June 2014, a bike sharing scheme was introduced supported by the Bank of
Moscow. There are now 29 stations with 170 bicycles. The opening ceremony was
attended by the Governor of St Petersburg Georgy Poltavchenko and President of
the Bank of Moscow Mihayil Kouzovlev. Though the Governor did not ride a bike, he
said that »the bicycle is now for the first time becoming an alternative to the private
car and public transport«. If the project is successful, the number of stations will be
increased next year. This is a very good example of using the pilot approach to introduce bicycle infrastructure.
91
Changing Urban
of Bicycles
Photo by Administration of
St Petersburg: start of the
bicycle sharing pilot scheme
in St Petersburg, 2014.
In 2013, sending numerous proposals for the draft concept of St Petersburg’s Socioeconomic Development Strategy 2030 and its Transport Strategy, we managed to
include in both documents the bicycle thesis and particularly »development of the
bicycle infrastructure« as one of the priorities of the future development of St Petersburg. A competition has been announced for pre-design work on the 16 cycle
routes throughout the whole of St Petersburg, and the work should be finished by
December 2014.
Gorokhovay St today
(September 2014).
Illustration by Olga Boeva,
Velosipedization for St Petersburg: visualization of
Gorokhovaya St with cycle
lane (proposal).
92
The Case of St Petersburg
This seems to be good news, but it could easily fall flat. It seems clear that the predesign work for bicycle routes for the whole city cannot be done to the required quality by the current road engineers who have no training and experience in developing
bicycle infrastructure. There are simply no specialists in bicycle infrastructure in Russia at the moment. The story of the bike racks is repeating itself, but now at a more
serious level.
When cities start bicycle projects, the critical points should be:
· Consulting with bicycle activists to obtain an understanding of modern approaches
to bicycle planning, to select best practices and obtain general knowledge;
· Drawing on international experience and best practices, especially in the initial
stages of planning and design;
· Consulting with international experts, especially during pilot projects;
· Doing pilot planning and construction before introducing large-scale projects.
If it ignores these obvious things, the city risks ending up with an old-fashioned,
confused and not very safe bicycle infrastructure which will need to be re-designed
in several years’ time.
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Changing Urban
of Bicycles
Organizers
The Friedrich-Ebert-Stiftung in Russia
The Friedrich-Ebert-Stiftung works in Russia since the establishment of its first
representative office in Moscow in 1989. Our aim is to contribute to the GermanRussian dialogue and cooperation between Russia and Europe. The Foundation is
headquartered in Bonn and Berlin and has more than 100 offices all over the world.
The objectives of FES are:
• Political and public education for approaching to democratic values;
• Support of national and international socio-political dialogue, promoting understanding between peoples of different countries;
• Support for gifted and socially active students and young scientists in Germany
and abroad through scholarships;
• Internal research and development projects and support of other research institutions, especially in the field of social history, economic policy, labor and social
relations.
Russian Law Academy of the Ministry of Justice is the central scientific and educational institution of the Ministry of Justice. It is one of the largest departmental law
universities in Russia.
For more than 40 years the Academy has been educating future specialists with
higher law education and organizing professional trainings for employees of the
Ministry of Justice. Located in Moscow, the Academy has 14 branches across the
country. Around 7000 students are studying at these branches and more than 1000
professionals every year are taking courses to improve their knowledge and to keep
up to date with the current changes.
Russian-German Bureau of Environmental Information (RNEI) operates since
2009. The purpose of the RNEI activities is the collection and dissemination of information concerning environmental problems, climate protection as well as ecological
enlightenment and strengthening ties between experts of both countries. Since the
beginning of 2009, RNEI organizes events aimed at ecological enlightenment in different regions of Russia and Germany. Since the beginning of 2012, once half a year,
RNEI publishes analytical articles, studies and interviews devoted to ecological and
law topics. The project receives a great support from the German Federal Foundation
for the Environment and the program for international development „Brot für die
Welt“ (Bread for the World).
94
Hamburg Club in St. Petersburg is the representative of the German-Russian community (Deutsch-Russische Gesellschaft) in Hamburg. Since 1993 the Club has been
traditionally supporting social, cultural and educational civic initiatives aimed at
strengthening of civil society and cooperation between the twin towns. The development of cycling infrastructure and city transport are important tasks for sustainable
development in St. Petersburg as well as in Hamburg. That is why the Hamburg
Club will keep on creating new frameworks and platforms for communication and
exchange of experience between both cities in this field.
Velosipedization of St. Peterburg is a public project aiming at the creation of comfortable and safe city cycling infrastructure. It unites more than 10 000 people who
support the creation of cycling infrastructure and energy of those who are interested
in cycling movement development in St. Petersburg. Targets of the organization are
the dissemination of best foreign practices, consulting by project works, organizing
professional conferences on cycling infrastructure development, production and installation of bike parking stations, education of correct and safe cycling on the roads
and organizing of big city events connected with the use of bikes.
VeloPiter is the biggest cycling club uniting cycling tourists and cycling lovers. VeloPiter also deals with book publication devoted to cycling topics, cycling guides and
organizes cycling events and tours evenin extreme regions (such as the Arctic region). Club experts have been involved in elaborating of road regulations (its parts
devoted to cycling), have been acting as consultants for committees of St. Petersburg on creating cycling infrastructure, and have helped in elaborating the concept
of cycling development of St. Petersburg.
The Village is a city online newspaper publishing information on cultural and public
life, entertainments, services, food and people in Moscow and St. Petersburg.
Institute of sustainable development strategy was officially registered as an autonomic non-commercial organization in 2013, but it had been active already before.
Its mission today is to unite the attempts of expert community of St. Petersburg,
North-West and other regions of Russia in promoting sustainable development strategies, new „green“ systematic interdisciplinary way of thinking through education,
research projects, discussion, support of civil society initiatives, support of international cooperation and mutual understanding and experience exchange.
95
Changing Urban
of Bicycles
The conference in pictures
Changing Urban
of Bicycles
as presented during the conference
on 16 and 17 May 2014 in St Petersburg
96

Changing Urban TraFFiC and ThE rOlE OF biCyClES

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