Chapter 1: National cycling strategy
Chapter 1.2: Implementation
1. RESEARCH
Realisation of these measures is ensured primarily through the three ongoing projects:
- “CYCLE21: Analysis of the needs for building the cycling infrastructure in the Czech Republic”, which is realised as a part of the National Research Program 2004 - 2009 of the Czech Ministry of Transport.
- “Sustainable transport: a chance for the future (part Cycling)” supported by the Czech Ministry of Transport - the methodology „21 pillars for construction of cycling infrastructure“ was elaborated in May 2007 (ISBN 978-80-86502-60-1). The facts on cycling are categorised within 21 thematic sections explaining the main cycling issues and bringing the references for details
- „ALARM - Modern forms of traffic education for children and teenagers as a means of reducing the accident rate in the road traffic network”, which is realised by the CDV as a part of the National Research Program 2004 - 2009 of the Czech Ministry of Transport.
2. TECHNICAL ASSISTANCE
Technical assistance for regional and local governments through implementation of the BYPAD project.
One of the main activity areas of the National Cycling Strategy (hereinafter NCS) is to establish a base for development of cycling on both – regional and local levels. One of the projects fulfilling this objective is the European project: BYPAD-Platform. In the Czech Republic, the project is realised on the regional level in 2006 – 2008. It deals with creation of a good partnership and finding the best opportunities on support of cycling in the regional policies and projects, as well as direct recommendations of activities in benefit of cycling while adapting processes, policies, communication tools and tackling the optimal local conditions for cycling re-considering all types of the cycling infrastructure. The project structures the cycling policy into 9 thematic modules: 1 – User needs; 2 – Leadership; 3 – Policy on paper; 4 – Finances and personnel; 5 – Regional road authority 6 – Cycling transport, cycle tourism and recreational cycling; 7 – Support of local cycling policy and partnerships; 8 – Land use planning and cycling transport; 9 – Evaluation and impact.
In terms of the Czech Republic it was necessary to involve Czech thinking. Thereore one of the main goals was to intermediate the maximum of examples and information on different kinds of support of cycling at the regional level and recommend the regional authorities to use the principles of planning and decision processes for cycling.
Firstly, the project was implemented nationwide in the Czech Republic. It was started by data collection from the whole group of regions, including the discussion on single BYPAD topics and work with questionnaires. This phase went since 2006 and finished at the National Cycling Conference in the Czech Republic which took place on the 15th.-18th May in Velké Karlovice. A part of the conference was dedicated to a seminar on BYPAD, continuation of work with questionnaires and also meeting of regional councillors for transport from the regions involved into the BYPAD project. In the follow-up of the meeting, the BYPAD questionnaire was sent to the relevant departments for fullfillment by all the councillors for transport. This phase resulted in the Summary of activities in the regions (see the Annex 1 of the document) and finished in June of 2007. Later on a database of pilot examples and projects was elaborated. The database came out of the analytical part and its data collection. The best examples were elaborated and ranked per thematic BYPAD questions. PThe examples are ioncluded into the Annex 2 of the document.
In order to make the BYPAD project viable, it was necessary to adapt the database into specific Czech terms. First, we had included the fact that the Czech Republic has been preparing itself for the use of EU structural funding and the lines of the National Cycling Strategy and it has been also important to count on the fact that two main departments for our field of interest are: the one of transport and of the regional development (eventually the department of tourism) and their related councillors.
A set of measures and objectives was proposed, which would create basic terms for support of cycling transport in the region. The measures are connected to existing and prepared activities under subsidy programs on the regional, national and EU levels. Further on, the recommended measures are followed with model examples demonstrating the impact in practice. The global objective is to create a network of safe attractive routes, negotiable under a different weather (not necessarily the asphalted routes, but the routes which will be maintained properly by their owners and administrators), the routes giving a cyclist the possibility to cross the region with a minimum contact with the car transport. These routes should be linked with the public transport system and thus cycling together with public transport serve reduction of car use because cyclists do not need to use a car for some attractive destinations reachable only by unsafe stretches of cycle routes (which was the case of some places)…
The proposed measures and objectives are presented in the Annex 3 of the document. The measures summarise the up-to-day knowledge on designing the cycle route network, land use and other related fields and will enable the cooperation with all the interested subjects to establish the right conditions.
Many good decisions and actions depend on people therefore it is linked mainly with activities, competences and respponsibilities of the relevant people on the national, regional and local levels. The same for the National Cycling Strategy and regional cycling strategies - in the consequence, the impact into reality does not depend on a number of good strategic documents, but the confidence and dedication of active people who bring them into practice are the most precious levers. Actors and stakeholders are many, their involvement is up to their personal capacity, will and understanding of the policy matters related to development of cycling and support of good cycling projects. And the role of the coordinator is to explain well the links, common works and benefits…and help the existing system to become efficient and working for increase of bicycle use.
In the light of these facts, it was necessary to work with each region individually, upon local specifics. In some cases, many constructive meetings took place, somewhere more formal debates occured. The main vision was to have a work meeting with participation of regional politicians, officials and city representatives where the concrete measures for support of cycling in the region would be set-up. The objective of preparation for the use of EU funding was included. In general, such preparation needs at least the following four steps:
- Political support from the regional government
- Cycling coordinator in the region
- New subsidy line for support of cycling or a direct financial means for selected stretches of cycle routes
- Strengthen devlopment of backbone international cycling corridors and coordinate development of regional cycling corridors.
The seven best communicating regions have been subsequently selected as the pilot region for the BYPAD-Platform project and they were auditted by the BYPAD method. One of the main criteria was not only financing for cycling infrastructure, but also the total support and willingness of politicians and officials to listen to and support potential cycling measures. The next criterion was a concrete commitment of the region towards support of cycling. These regions were evaluated and certified by the BYPAD label. The first three regions were awarded (Olomoucký, Zlínský and Jihočeský regions) at the VeloCity Conference in Munich on the 14th June of 2007. Other regions handed over the certificates at the seminar on cycling on the 6th of March 2008 from the deputy Minister of Transport - Ing. Ivo Vykydal. These regions were following: Jihomoravský, Středočeský, Královéhradecký a Ústecký.
3. FINANCE
Initial conditions
Up to now, financing and construction of cycle paths have not been solved systematically and there is not efficiently developed the principle of partnership for construction and maintenance of cycle routes. All these activities are financially demanding which slows down their development. It is not possible to determine only one and final source of financing for the development of cycling infrastructure.
Examples of building of cycle paths subsidised through the national program
The most significant program for these projects is the State Transport Infrastructure Fund. The 242 cyclepaths were supported in years 2001 – 2008 of 671,731 million CZK. But in 2009 the subsidies were increased for 436,059 million CZK.
Construction and improvement of cycle routes can be indirectly supported also through land works and improvements, especially the complex works (8), like the anti-flooding measures, or within reconstruction of railway corridors. The land improvements related to construction of cycling infrastructure definitely require an owner to maintain it, which is rational from the financial and environmental points of view, and on the other hand it also helps to clear up the land ownership relations. This process is of course very demanding for financial resources and the capacity to carry it out. Regarding to all these facts, it is suitable to plan and implement cycle routes primarily in the areas which are subjects of land works and where improvements are taking place, as it facilitates the negotiations and establishment of the cycling infrastructure.
In the frame of the land works, all the technical facilities are installed altogether in the same period, as defines the Law No. 139/2002 Coll., on land works and on the Land Registers authorities, amending the previous Law No. 229/1991 Coll.. These are technical measures, which serve to establish access routes to the concerned land, to limit erosion, to improve the water supply conditions and to improve the environmental conditions. For construction of cycle routes, it is the guideline for accessibility of the land through field routes which is the most important. Field routes can be constructed in order to fulfil both goals: making the rural areas accessible and serving as an infrastructure for cycling.
The use of EU Structural funds (2009). The cyclepaths were supported:
(1) ROP NUTS II Moravskoslezsko - 45 million CZK.
(2) ROP NUTS II Střední Morava - 510 million CZK.
(3) ROP NUTS II Jihovýchod - 158 million CZK.
(4) ROP NUTS II Severovýchod - 232 million CZK.
(5) ROP NUTS II Severozápad - 120 million CZK.
(6) ROP NUTS II Jihozápad - 60 million CZK.
(7) ROP NUTS II Střední Čechy - 110 million CZK.
1 EURO = 25 CZK
