Chapter 6: Topic n. 2 – Cycling and tourism

Chapter 6.2: Public transport integration

Cyclists use public transport relatively more than the mainstream tourist. The reason is partly practical: cyclists do not generally make a return trip to the same destination because they cycle from one point to another from where they return home. This habit is extremely important in relation to the level of sustainability achieved by cycle tourism. If the modal split shifts away from public transport use towards car and airplane use, the current environmental advantage of cycle tourism would disappear.

Therefore, we have dedicated this chapter to an analysis of the relationship between cycling and public transport. The chapter reviews provision by railways, long-distance coaches and finally the role of ferries. It updates previous work by Altermodal (2007) summarised in its review of integrated transport and Route 6 of EuroVelo. Air transport is not included extensively as it is (currently) little used by cyclists.

Many holiday cyclists prefer to take their own cycle on holiday with them if they are cycling considerable distances. Thus, while it would appear eminently sensible to offer bike hire at railway stations rather than carriage on train, this is not what many cycle tourists seem to want. Furthermore, here are also several destinations which are seeking to encourage car free tourism such as the Alpine Pearls and tour operators such as Inghams and Studiosis that encourage rail and cycle based holidays. There is a growing market which seeks train travel. For example, a recent report on Holiday Lifestyles Responsible Tourism (Mintel 2007) reported that, whilst many holidaymakers prefer flights (and have been encouraged to take more as a result of low-cost companies), a third would be willing to travel by train which they view as the scenic route to the destination. There is also an important requirement for seamless integration whilst travelling around the destination (Lumsdon et al. 2004b). In this respect, cycle hire for the more casual day excursionist at railway stations is ideal; the Rent-a-Bike scheme in Switzerland is a good example of this type of provision as is Country Lanes in the UK.

The position regarding the carriage of cycles is problematic from a cycle tourist point of view as train operators in different countries have varying approaches. As a general rule, most local trains and some regional train services allow bicycles on board either free or for a small charge. Some, as in the UK, operate a system of obligatory reservations. There is a less clear picture in relation to long-distance trains which cross country boundaries. For the most part, cycle carriage is restricted or not allowed and this is a major barrier in the development of cycle tourism as a sustainable tourism offering across Europe.
More information: THE EUROPEAN CYCLE ROUTE NETWORK EUROVELO, Directorate-General FOR Internal Policie, Policy Department Structural and Cohesion Policie, ISBN 978-92-823-2859-0, 2009

BIBLIOGRAPHY:

• Bicycle Carriage on Long-Distance Trains in the European Union, Copyright European Cyclists’ Federation, 2006

6.2.1. Other case studies, the examples, internet

The Province of Bolzano in may 2005 started a specific Plan to promote the use of Bike+Train in Val Venosta. In the frame of the really new and innovative Train system implemented in that valley, the intent of the Administration is to enforce the potential of the sustainable main of transport specially for the leisure time. All over the province of Bolzano are plenty of bike lane for sport and tourism. The idea is to start a win-win process that complete the bike net with the train system, that means more flexibility, better geographical diffusion and so more competitiveness with cars tourism mobility.

The OV-fiets project strives to strengthen the bicycle-train-bicycle combination by developing a rental formula which is quick, convenient and cheap, and accessible to all public transport operators.