Planning for Cycling

City of Ploiesti Bicycle

The Spicycles Team met at November 29 & 30, 2007 in Ploiesti Romania, for a Workshop
on Planning for Cycling and for a Project Management Group meeting.

In this Newsletter Spicycles reports the results of the Workshop on Planning for Cycling

Google Spicycles here

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Planning for Cycling
What is it all about?

This is how the cities formulate what they intend to achieve by Planning for Cycling.

• Improve the cycling infrastructure development and planning.

• Strengthening the planning capacities, improving the institutional co-operation,
improving the quality of services for parking infrastructure as well as for
integration of cycling and bike sharing into public transport.
• Tackle the issue of encouraging cycling by integrating cycling planning in the
broader framework of spatial and transport planning and accordingly provide
adequate infrastructure for deployment.
• Design and development of the full range of technical and administrative
activities required by the elaboration, submission, approval and adoption of the
Municipal Cycling Action Plan;
• Preliminary and final elaboration of a study for the improvement and equipment
of cycling paths leading to public transport exchange nodes;
• Coordination and supervision of detailed traffic planning for what concerns
cycling.
• Development of properly equipped PT exchange nodes.
• Promoting the use of bicycles for the initial part of commuting (home → PT
nodes)
• Design and development of capillary cycling network capable of connecting all
major districts and all suburban areas.
• Implementation of a programme of counts, including automatic cycle counters so
as to develop a systematic monitoring of cycle use.

Euronews has made a nice overview of the reasons why cities want to plan for cycling.
They focus on Bucharest, Bolzano and Bromley. In this reportage an overview of the
reasons for cycling planning are well summed up. Have a look and be inspired.
Please be aware of the LONG BUFFERING TIME of this movie.

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Overview of actions for cycling planning in the Spicycles Cities
Action for planning for cycling Barcelona
• Develop and gain consensus on
Cycling Master Plan
• Creation of bike sharing in the city
• Development cycling network
• Development and implementation
of cycle use monitoring programme
measures considering bicycles
• Stationing and Parking of Bicycles
Plan
• Program against theft- “Protection
of bicycles against robberies”
Action for planning for cycling Bucharest
• Planning cycling network by
origin-destination matrix (work
trips)
• Studying access with bicycles to the
leisure points
• Analysing the parking needs (inter-
modal nodes, shopping centres,
home)
• Intercepting associations initiatives
• Analysing the possibility for bike
rent and share developing
Action for planning for cycling Göteborg
• Increasing the attractiveness of the
Cycling network encouraging
people to use the existing Cycle
lanes by providing good services
and facilities (air-filling stations,
service-stations, information etc.)
• To establish a modern cycle centre
at the central station offering: bike
sharing, parking, repairs, air
stations, cycle information, etc.
Action for planning for cycling Berlin
• Improve inter-modality between
public transport and bicycle
transport
• Decrease bicycle-related accidents
• Ensure appropriate financing
approach
• Improve bicycle network
• Extend and innovate the bike
sharing system
Action for planning for cycling Ploiesti
• Planning of a real network without
interruptions
• To implement cycling facilities in
the central area
• To create areas with priority for
cyclists
• Promoting campaigns by all media
channels
Action for planning for cycling Rome
• Creation of the Office of the Bicycle
to plan, implement and maintain
infrastructures and services for
cycling
• Development of main and local
cycling networks
• Development of inter-modality
bicycles – public transport by:
parking in the interchanges nodes,
routes to nodes, transport on
board, bike sharing
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Barcelona plans:
• implementing a series of measures coordinated by the Cycling Master Plan.
The objective is focussed on the implementation of a programme of counts, including
automatic cycle counters so as to develop a systematic monitoring of cycle use.
Intelligence about the intensity of cycle traffic is required to determine which parts of the
cycling network are being heavily used, which parts are underused, and to hence
facilitate the design of connecting sections to improve overall traffic and network service
levels.

Implementation description
The roadside monitoring system comprises a pneumatic counter plus a microprocessor
unit that can be interrogated by a PDA:

Filtre de 2º Orde
Tensi MX66 Analògic

Contact band
Comunicació
RS232
RIS ST232
PIC18F5

Bluetoo

Memòri -
Rellotg
M25P8 M41T0

Contro Contro PDA / PC

Memòri i Rellotg Bluetoot

These devices were initially installed at two locations with a view to validating the count
accuracy for configurations of cycle lanes segregated from and within the carriageway of
circulating traffic. A programme of counting was then established combining the
rotation of automatic counter equipment and manual counts for 34 locations with
sampling reflecting route class and allowing for seasonal variations.

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 The Municipality has
produced a first view of
cycle usage during 2006.
Compared to manual
counts conducted in
2003, cycling is up 40%.
Comparisons using the
same method will
compare growth
between 2006 and 2007.

In parallel to the monitoring programme development, during the first half of 2006, the
City’s Master Plan for Cycling was approved. This, plus the celebration of the 1st Catalan
Cycling Congress, gave impetus to an initiative to implement the “Bicing” public cycle
renting scheme. Whilst this measure had not been foreseen as part of SPICYCLES, its
implementation has accelerated the planning of connectors and extensions to the
strategic cycle route network.

In order to provide contiguous routes accessing the 400 public cycle stations (6,000 bikes
to be operational by summer ‘08), 28kms of new cycle lanes have been planned during
1997 for implementation in 2008. These are new axes and connectors (discontinuous
lines on map) that combine with 30 (km/h) zones (lilac areas to be implemented up to
2009) to provide an improved and balanced service level capable of handling higher
cycle flows in central Barcelona.

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Furthermore, a total of 3,174 cycle parking spaces were installed during 2006, and a
further 6,304 spaces in 2007 bringing the total to 14,000 spaces.

Results
Barcelona Municipality is implementing a series of measures coordinated by the Cycling
Master Plan, with increased investments in a public bike service paid with revenues
from the OSMOSE prize-winning parking management scheme. This coordinated action
includes feedback from monitoring systems which suggest that the project target of
increasing the cycle modal split by +0.5% will be surpassed.

Barcelona kms bike lanes

140
120
100
80
60
40
20
0
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006

kms bike lanes

Project Participants
Initiator: Barcelona Municipality, Safety & Mobility Department
Technical support: BSM, DOYMO, Beltran & Co.AltranDSD

Additional information
For further information on this subject, contact: cpou@bcn.cat

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Berlin plans:
• A second Level Bicycle Route Network
• Bicycle Parking Infrastructure
• Public transport integration concept for bike sharing
• Steering group

Second level bicycles route network

In everyday life bicycles are used primarily for short distances. Nevertheless
infrastructure planning focused long distance travels in the past. This project exclusively
addresses cycling in the neighbourhood.
The pilot borough Pankow in Berlin
was chosen to demonstrate how to plan
a neighbourhood cycle network that
adds to the citywide bicycle grid of
Berlin. The process, the method and the
cycle network plan itself compose to a
new guideline for planners. The
guideline will be presented at a
citywide workshop in April 2008 in
order to make it know to relevant
stakeholders.

The development of the pilot plan was

closely accompanied by experts and the
public. At the beginning of the project
the approach was communicated in
citywide workshops addressing mainly
experts. Additionally inhabitants of the
borough Pankow were invited two
times to discuss the approach and the
product, i.e. the plan. The response was
good and so far reactions are without
exception positive.

Picture 1: Second level bicycle network borough Pankow in Berlin; source: Spath+Nagel

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Bicycle parking infrastructure
Every trip starts and ends at home. The decision for the bike will be made when the
access to the bike is easy and comfortable. Similarly the ease of use at the destination
(e.g. shops) influences the choice of means of transport.

The provision of sufficient bicycle parking infrastructure in public places is a local task
(i.e. borough). But bicycle parking infrastructure in private places has to be provided by
proprietor. For today’s demand the number and the quality of bicycle parking
infrastructure in public as well as on private allotments is unsatisfactory. In order to
change that current state a guideline on bicycle parking has been developed in the Berlin
project.

Picture 2: Guideline on bicycle parking in Berlin Picture 3: Flyer on movable racks

Source: Senat Department for urban development

The objective to develop a guideline on bicycle parking infrastructure was presented at a

public workshop and raised stakeholder’s awareness to the topic. Actions/measures to
improve parking situations at different places were discussed with relevant people.
These talks became the basis for proposals summarised in the guideline. The guideline

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for bicycle parking in Berlin lists the most current legal requirements, prioritises types of
racks and numerates suppliers. It will be printed in February 2008, presented in another
citywide workshop together with political representatives and distributed widely
amongst the stakeholders.

Public transport integration concept for bike sharing

So far bike sharing is still treated as an isolated service generally and in Berlin too. The
integration of means of mass transportation (e.g. metro, tram, and bus) and individual
bicycle services could lift up public transport to a new level. While different means of
public transport can be used with one ticket and tariff, bike sharing (Call a Bike and
other providers) is organised as a completely separated service. That means using public
transport and Call a Bike today one has to buy two separate tickets and be informed
about two tariffs. In order to overcome the system barriers talks among DB Rent, as the
bike sharing provider, and the public transport providers took place.

Steering group
For a better coordination and an efficient/contemporary appliance of the Spicycles
activities in Berlin a steering group was installed. Stakeholders of the Senat, the
boroughs, representatives of all project partners involved met regularly to discuss the
next steps.

Additional information
For further information on this subject, contact: hermann.bluemel@senstadt.verwalt-
berlin.de

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Bucharest plans to:
Improve the cycling infrastructure development and planning.

Specifically, the work will entail:

- Carry out a technical study to identify the Bucharest’s biking conditions (lanes,
signaling, parking racks, potential bike & ride areas, a further integration of the
public and bike transport, etc);
- Better signalisation and more information about the positive aspects of improved
bike infrastructure will result out of this assessment;
- Analysis on the opportunity to create a biking lane network correlated with the
major PT corridors and other major traffic projects (i.e. the city centre area where
access restrictions have been applied);
- Study to determine ways to adapt PT vehicles for bike transport;
- Guide for improving the byke conditions in the city, as a decision tool for local
decision makers.

Biking conditions
The study will analyse in a new and comprehensive manner the technical potential of
bicycle within city.
Moreover, analyzing the opportunity for creating a biking lane network in correlation
with the main public transport corridors, as well as with other City major projects
(access restriction in central area, development of the leisure area, etc.) will be another
new aspect of research. As a public transport operator, RATB will also study the
possibilities to adapt PT vehicles and stations/stops for bikes. This study will come as
well as natural continuation of the analyze describing above by investigate the
possibility for bikers to use public transport where a dedicated infrastructure for bikers
cannot be build.

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Preliminary results
The preliminary results revealed that the reasons for not using more the bicycle
are: safety in traffic, lack of the dedicated lines and parking facilities, traffic
pollution and theft concerned - more than 50%.
Preferences for cycle routes location

300

250

200
N o . o f an sw ers

150

100

50

0
road, in flow road, contra-flow kerbside, sidew alk other (parks etc.)

The average distance travelled by bike users is between 2 - 5 km.

The questionnaire results shown that 43% of the bike users do not use any
protection equipment and 21% use only bike reflecting equipment, 25,6% of them
being involved in traffic incidents.
Usage of the protection equipment

250

200
No. of answ ers

150

100

50

0
helmet reflecting reflecting other protection I don't use any
equipmet for equipment for equipment (for
ciclist bike elbow , knee,
w rist etc.)

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Relative to the bicycle lane types the answers were in favour of kerbside cycle
lane – 70%, being considered as well contra-flow cycle lane, marked shared path
along pavement and path within the parks.

Beside this, more than 50% interviewees would use public transport if they have
racks at the stops/stations as well as on board bike transportation facilities. The
answers showed a big potential for bike sharing, 47% being in favour of the
system introduction.
Would you use public transport if the term inals have rack and lockers?

I don't have any

oppinion
3,1%
no
36,5%

yes
60,4%

The study which will be developed based on this quantitative research will offer
the support for the future planning for cycling in the Bucharest. During this
period the Municipality announced few projects which support the cycling
development in Bucharest. These projects are focused on cycling infrastructure
development, as the demand for cycling seems to be more and more visible.

Additional information
For further information on this subject, contact: Liliana Andrei – dandrei@ratb.ro
Ana-Maria Culea – anamaria.culea@ratb.ro

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Göteborg plans to:
• Tackle the issue of encouraging cycling by integrating cycling planning in the
broader framework of spatial and transport planning and accordingly provide
adequate infrastructure for deployment
• Develop Bicycle highways;
• Develop a Cycle centre.

Bicycle highways
Bicycle highways are lanes which will have a higher standard regarding road-section,
horizontal alignment, maintenance, orientation, traffic-lights, separation and flow. They
will also be improved by providing extra services and excellent facilities, like air-filling
stations, service-stations and information. The purpose of developing the cycling
infrastructure has previously been to secure the traffic safety. The purpose of developing
the cycling infrastructure in form of “bicycle highways” is different where the focus now
is not only on safety, but also on increasing the accessibility and attractiveness of the
cycling network and thereby encouraging people to use the existing cycle lanes. Of
course, this should be done without reducing any aspect of traffic safety. Four existing
highly frequented cycle lanes will be promoted and marketed as bicycle “highways”
which are improved by providing good services and facilities, such as air-filling stations,
service-stations and information. These lanes will also have a higher standard regarding
road-section, horizontal alignment, maintenance, orientation, traffic lightening,
separation and flow.

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Cycle centre
A modern cycle centre is planned to be established at the already existing travel centre at
the central station as a complement to the rent-a-bike system within WP 3. It should be
manned and thus offer the possibility to safely lock bicycles during night time as well as
daytime. The centre should also provide a variety of services for the inhabitants and the
tourists such as possibilities to rent bikes, repairs, air stations and cycle information.
Concerning the already existing travel centre, located at the central station, buses
(regional and local), trains, and car parking are available, but there is no focus on cycling
today. The plan is to establish a modern cycle centre at the central station. This will also
be a complement to the rent-a-bike system within WP 3. The cycle centre should be
manned and thus offer the possibility to safely lock bicycles during night time as well as
daytime. The centre should also provide a variety of services for the inhabitants and the
tourists such as possibilities to rent bikes, repairs, air stations and cycle information.

Additional information
For further information on this subject, contact: dharmesh.shah@tk.goteborg.se
jonas.aker@tk.goteborg.se Hakan.Perslow@trafikkontoret.goteborg.se

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Ploiesti plans to:
• Introducing cycling in the Ploiesti Master Plan of Public Transport;
• Implementing cycling in the planning of urban development (extending the bike
lanes on Republicii Boulevard and Postei Street);
• Introducing cycling in transport programmes.
• Periodical meetings with stakeholders: Ploiesti Municipality, RATP - the local
company of public transport, ADPP - Public and Private Field Department, Local
Traffic Police and Community Police;

This will result in:

• Expanding the envisaged 14 kilometres of cycling routes within SUCCESS Project
in other areas;
• Creating a real network without interruptions;
• Improving safety, quality of urban life;
• Reducing pollution and promoting a healthy urban manner of life;
• Improving urban image and protect urban landscape;
• Introducing the cycling in the traffic Ploiesti Master Plan of Public Transport;
• Implementing the cycling in the planning of urban development;

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Within Spicycles, Ploiesti has an ambitious goal in convincing people to choose the
bicycle as a transport mode in continuing the first steps make by SUCCESS – CIVITAS II
in order to get a healthier urban environment and healthier citizens:
• create the first real cycling and walking space, with facilities designed and
improved;
• build 14.85 km of cycling lanes
• build 430 km of walking streets
• improve the accessibility to urban core for metropolitan area community.
The principal purpose of the measure is to increase the involvement of the principal
stakeholders in cycling implementation. It is one of the most important measures of the
project because it’s necessary to synchronise the decisions and measures which must be
taken by the authorities and investors.

Romanian context
Ploiesti involvement in SPICYCLES will be an innovation in Romanian context,
representative for medium sized cities, located in ex-communist states and in the South
part of Europe, with a special attention on:
• the cycling facilities in the central area (subject to an access control policy),
• other areas in which cyclists can be given higher priority.
• the know-how transfer from other partners of SPICYCLES to Ploiesti
• setting up of a Public Private Partnership in cycling and infrastructure
• defining and adopting measures in order to integrate the cycling as a daily
mean of transport;

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 • identifying the minimum conditions to be taken for citizens so that cycling
becomes a viable transport option;
• identifying other types of services or accessories that could be offered in the same
time with bike-sharing;
• establishing and applying the specific local traffic rules in order to offer the
facilities for cyclists and pedestrians.

Mobility
New Competition
technologies

New values Migration

and symbols A new development strategy

Investors Changes in
involvement density

Lack of the Goods and

funds services
Pressure on
the budget

Focused actions
• Introducing the cycling in the Ploiesti Master Plan of Public Transport;
• Implementing the cycling in the planning of urban development (extending the
bike lanes on Republicii Boulevard and Postei Street);
• Introducing the cycling in transport programmes.
• Periodical meetings with stakeholders: Ploiesti Municipality, RATP - the local
company of public transport, ADPP - Public and Private Field Department, Local
Traffic Police and Community Police;

Additional information
For further information on this subject, contact: Milena Perpelea al21@ploiesti.ro

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Rome plans to:
• Design a NETWORK OF LOCAL CYCLING LANES to be connected to the
MAIN ARTERIES, switch nodes, green zones and the main centrality, with the
cooperation of the technical offices of the 19 Districts and cyclist associations.
• Design and development of the full range of technical and administrative
activities required by the elaboration, submission, approval and adoption of the
Municipal Cycling Action Plan (Piano Quadro della Ciclabilità);
• Preliminary and final elaboration of a study for the improvement and
equipment of cycling paths leading to public transport exchange nodes;
• Coordination and supervision of detailed traffic planning for what concerns
cycling.
• Development of properly equipped PT exchange nodes.
• Promoting the use of bicycles for the initial part of commuting (home → PT
nodes)
• Design and development of capillary cycling network capable of connecting all
major districts (total of 19) and all suburban areas.

ENVIRONMENTAL DEPARTIMENT
CYCLING OFFICE

LOCAL CYCLING MAIN CYCLING SERVICE and POLITICS

NETWORK NETWORK (intermodality)

• Central Department (urbanistic, • Bike-sharing

environment, mobility) • Transport on board
• 19 Local Districts • Equipping in the nodes
• Municipal police • Mobility management
• Cyclist associations • Communication

Municipal Councils

CITY COUNCIL
City Cycling Action Plan
PIANO QUADRO della CICLABILITA’

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Implementation:
• Design and development of new km of bicycle lanes (around 100 km more).
• Design a capillary local network of bicycles lanes that connects all the 19
Municipi (districts) at the main lanes.
• Bike-sharing service. It will start with a pilot of 250 bikes and then by mid-2008
have a public tender for service and rolling stock: 20.000 bikes.
• Implementation of parking switches (31 interchange nodes in use) and racks
(450 parking).
• Complete the intermodal nodes in peripheral areas.
• Design the new map of cycle and pedestrian network (“Roma a pedali”).
• Extend and strengthen the two existing metro lines and construction a new line
C.

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Encourage cycling:
Rome offers 116 km of bicycle/pedestrian lanes and 115 km in the green areas and
parks.
The use of bicycles will be encouraged by creating cycling and/or cycle-cum-pedestrian
lanes and by providing areas with cycle racks for secured bicycle parking. Upon their
arrival, users who choose the cycle + LPT mode will find a pick-up and drop-off rental
system to reach their final destination; for those who choose against the switch
(estimated to be a minority), specific cycle carriage facilities will be developed.

Main requirements
The main requirements for the selection have been:
• To reduce as much as possible the distance between the parking areas for the
bicycles and the access to the systems of transport of the node (subway, railway
lines).
• Sheltering in closed and attended areas, with personnel who, even if not
responsible for the parked bicycles, still represents an element to prevent possible
thefts.
• Problems related to safety: bicycle racks have been tested to check whether
parked bicycles do not represent hindrance to the existing way out.

Additional information
For further information on this subject, contact: marco.contadini@comune.roma.it
ilaria.gherardelli@comune.roma.it

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 Participating Supporting
Cities Agencies

Rome,
DB Rent GmbH,
Dipartimento X, Politiche
Germany
Ambientali ed Agricole
Italy
Berlin,
Senate Department for Goudappel Coffeng
Urban Development BV,
(SenStadt), The Netherlands
Germany

Ploiesti, CPI Progetti S.P.A.,

City Hall (PMP), Italy
Romania

Bucharest, Velo Mondial,

Regia Autonoma de The Netherlands/
Transport Bucuresti England
(RATB),
Romania
Barcelona, University of Rome
Barcelona Municipality "La Sapienza" DITS,
(BCN), Italy
Spain
ATAC
Göteborg,
(Agenzia per i Trasporti
Traffic and Public
Autoferrotranviari del
Transport Authority
Comune di Roma),
Sweden
Italy
ISIS
(Istituto di Studi per
Coordinator: l'Integrazione dei
Sistemi),
Italy

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