Chapter 3: Local cycling policies

Chapter 3.3: Case studies; the examples

Many innovations in bicycle policy were carried out - based on a policy audit (BYPAD method) extension of bicycle paths and bicycle parking, improved information and on-street-trainings were and and continue to be implemented.

Other: The BYPAD-platform wants to improve the quality of cycling policies and increase cycle use and -safety. This is done by implementing the bicycle audit - BYPAD - in cities and regions, which was developed in a former SAVE project. So far 60 mid-sized European cities in 15 countries are using BYPAD. One of the aims of the BYPAD-platform is to widen the BYPAD-method for large metropolitan areas (regions) and small towns as they demand to use BYPAD. The spatial coverage has widened towards new EU-countries (ES, GR, HU, PL, EE) and the promotional material (leaflets and posters) will be in all EU-languages + 2 languages of accession countries.
Another aim of the platform is to spread the use of BYPAD through:

• Training a network of BYPAD-auditors in (so far) 21 countries
• Organising regional workshops and international seminars to exchange the cycling expertise
• Certifying at least 36 new cities and 33 regions with a BYPAD-quality label
• Developing a good practice database linked to the BYPAD-website and to the ELITS database

The final outcome of this project is the start of a BYPAD-platform which is offering the above mentioned services on a continuous basis.

The BYPAD-platform aims to improve the quality of cycling policies and increases the cycle use and – safety, by implementing the audit in cities&regions. BYPAD was developped in a former SAVE project and its outcome is a profound evaluation report of the cycling policy hitherto and a tangible Bicycle Action Plan.
The platform safeguards a high quality by updating the audit method, by training qualified auditors, by offering a quality label.
The BYPAD-platform guarantees the exchange of experiences and good practices in cycling policies.
It wants to expand the BYPAD-network to the new EU countries and wants to train new auditors. The BYPAD method will also be adapted for regions (large metropolitan districts, counties, provinces, …) and for small towns. The exchange of knowledge will be improved by developing a good practice database and by organising different international seminars. The website, newsletters, regional workshops, … will continue in the platform.

The “Cycle Networks in Cyprus Towns” project was an initiative to make practical changes to road networks in four Cyprus cities (Nicosia, Limassol, Larnaca and Paphos) that would create the necessary infrastructure to encourage cycling and alternative means of transportation. Rather than make costly and unrealistic changes in urban planning, it sought to take a more integrative approach. The project contained extensive background research, a targeted media campaign, the preparation of a technical handbook and the creation of pilot cycle networks.

Yugo Cycling Campaign has started a project for system of corridors for bicyclists. Their target is development of bicycle transport in Belgrade. The main preconditions for that are: connection of zones where it is possible to drive a bicycle, building safe bicycle paths, providing parking space for bicycles and good traffic signs

 With this project the city of Venice promotes the use of the bicycle for residents, commuters and students through the implementation of an integrated package of projects and infrastructure.

 In the city of Bolzano/Bozen, northern Italy, a corporate system has been developed in order to promote bike mobility in the city: a new corporate design, completion and extension of the bike lanes network, a new communication and orientation system, a new map of bike lanes, big bike events, marketing activities. All these activities were proposed by Ökoinstitut Südtirol/Alto Adige, which was charged in 1999 by the City to elaborate the “Cycle mobility Plan of Bolzano”. This activity was partially carried out in the framework of the EU Project “Emotions” - emotional marketing for sustainable mobility.

 The objective of this measure is to link up sections of the existing bike-lanes to one another and to foster bicycle use as an alternative means of transport. The bicycle is frequently used for sport but not as a means of daily transport. One of the most important challenges is therefore to change perceptions of the bicycle and the way it is used.

 The city of Cork decided to introduce a number of initiatives in order to promote alternatives to private transport.

 Since the early nineties, the city of San Sebastian is aiming to increase bicycle use in the city by Between 2004 and 2009 the town of Darlington in northern England is receiving extra money from national government to implement both “hard” and “soft” transport measures. This has already led to more sustainable travel choices by local people.

 Darlington has been awarded funding from the Department for Transport and Cycling England to become a showcase sustainable transport town. Darlington residents are benefiting from a step change in investment on measures to encourage people out of their cars and onto a bus, a bike or their feet!

 Debrecen has already made efforts to implement a coherent bicycle road network as it is one of the most promising alternative individual traffic modes. While the cycling culture also has to be boosted, it is first necessary to provide an adequate infrastructural network for citizens.

 Gdansk is a leading city in Poland for cycling. The city authorities are working to build a comprehensive network of cycleways by continuing to develop its cycling network using the UN’s Global Environmental Facility.

 The cycling policy plan of the city of Gent is an integral part of the overall mobility planning. It also stresses the importance of linking other policy fields to the cycling issue. Priorities described are linked with timing and financial estimations (which is automatically inserted in the mobility Budget), this makes it possible to realise the policy intentions.

 The bicycle is the most important transport mode in Groningen. Citizens use their bicycle for nearly 60% of the trips into the city. The bicycle is mostly used by adults going to work and youngsters going to school. But people will also take the bike for the daily shopping.

 City of Koprivnica ( population 33000) has actively promoted cycling in the European Mobility Week campaign for six years. The initial success has led to a number of permanent measures which have transformed the city into the regional cycling champion. The winner of this year's Mobility Award, the city goes on to launch several attractive cycling promotion schemes.

 City of Koprivnica has been engaged in a number of strategies to promote cycling and walking and attain full accessibility of roads for all users. A wide partnership of stakeholders has been the key to success. In five years, a modal shift of 25% has been reached.

 The London Cycle Network aims to improve London’s infrastructure for cyclists so that cycling is a viable option for those living and working in the UK capital.

 Odense is Denmark's third largest city with 185 000 inhabitants. During the time of 1999 and 2002 it was the official National Cycle City of Denmark. In these four years the Ministry of Transport and the National Road Directorate financed engineering and infrastructural measures combined with publicity or motivational campaign and practical offers to promote active modes of transport.

 Since the early nineties, the city of San Sebastian is aiming to increase bicycle use in the city by laying down bicycle lanes, introducing bicycle parking facilities, a Bicycle Observatory, analysing the evolution of bicycle mobility and ensuring that the city’s Bicycle Plan is being carried out. Further, experiments were carried out to provide bike access to two of the Municipal Bus Company’s routes.

 Sandnes has about 56.000 inhabitants and lies in Norway. The city lies beneath a fjord and has a beautiful landscape. Next to the 100 km of coastline there is a fantastic recreation redion. All these things make Sandnes to a perfect area for all kinds of outdoor activities. Nevertheless the population of the city is constantly growing and as Sandnes is the communication center of the region the volume of traffic increases constantly

 Stuttgart is making its way from a car-city to a pedelec-city. The mayor of Stuttgart announced a concrete aim: 20 percent of the whole traffic should become bicycle traffic. What they need? Bicycles with an additional electric actuator and a plan!

 The city of Trento still lacks of a comprehensive system for bike mobility and moreover existing bike lanes are badly signed. This ongoing project will develop a corporate identity for the bike mobility that will be used first of all for the implementation af a directional system. Reported activities are still in progress, a more detailed fact sheet will be available at the end of the summer 2006.

 After the evaluation of the situation of the city, the project lead to the elaboration of a strategic plan for parking areas in order to make parking more easy and help accessibility to transport interchanges. A new sign posting system along major routes and a marketing campaign have been projected. The project has been realized by Ökoinstitut Südtirol/Alto Adige and was commissioned by the Municipality of Trento.