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

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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.

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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 (intermodal 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:

Tensi MX66

Filtre de 2º Orde Analògic

Contact band
RIS PIC18F5
Comunicació RS232 ST232

Bluetoo
Memòri M25P8 Rellotg M41T0

Contro Memòri

i Rellotg

Contro Bluetoot

PDA / PC

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 Source: Senat Department for urban development

Picture 3: Flyer on movable racks

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.verwaltberlin.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);
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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 N o . o f an sw ers 200 150 100 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 equipmet for ciclist reflecting other protection I don't use any equipment for equipment (for 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 4.30 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 technologies New values and symbols Investors involvement Lack of the funds Pressure on the budget Competition Migration
A new development strategy

Changes in density Goods and services

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 NETWORK
• Central Department (urbanistic, environment, mobility) • 19 Local Districts • Municipal police • Cyclist associations

MAIN CYCLING NETWORK

SERVICE and POLITICS (intermodality)
• • • • • Bike-sharing Transport on board Equipping in the nodes Mobility management 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 Cities
Rome, Dipartimento X, Politiche Ambientali ed Agricole Italy Berlin, Senate Department for Urban Development (SenStadt), Germany Ploiesti, City Hall (PMP), Romania Bucharest, Regia Autonoma de Transport Bucuresti (RATB), Romania Barcelona, Barcelona Municipality (BCN), Spain Göteborg, Traffic and Public Transport Authority Sweden

Supporting Agencies
DB Rent GmbH, Germany

Goudappel Coffeng BV, The Netherlands

CPI Progetti S.P.A., Italy

Velo Mondial, The Netherlands/ England

University of Rome "La Sapienza" DITS, Italy ATAC (Agenzia per i Trasporti Autoferrotranviari del Comune di Roma), Italy ISIS (Istituto di Studi per l'Integrazione dei Sistemi), Italy

Coordinator:

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