1. Promotion of cycling as a public transport mode (from an NGO point of view) Dr Piotr Kuropatwinski Polish Ecological Club (East Pomeranian Branch) University of Gdansk Department of Economic Policy May 2008

2. Contents Author’s profile Author’s profile Perception of cycling Perception of cycling Dilemmas of urban cycling policy Dilemmas of urban cycling policy Cycling and public transport – Cycling and public transport – carrying and/or parking Principal challenges Principal challenges Recommendations Recommendations

3. Author’s profile Dr of economics (specialised i.a. in economics of transition and change management strategies) Dr of economics (specialised i.a. in economics of transition and change management strategies) Attended 5 Velocity congresses on cycle planning (Graz-Maribor, Edinburgh-Glasgow, Paris, Dublin, Munich) Attended 5 Velocity congresses on cycle planning (Graz-Maribor, Edinburgh-Glasgow, Paris, Dublin, Munich) Member of the Steering Committee of the Gdansk Cycling Investment and Promotion Project Member of the Steering Committee of the Gdansk Cycling Investment and Promotion Project Responsible for Pomeranian Cycling Strategy Responsible for Pomeranian Cycling Strategy

4. Perception of cycling (sport and not tranSPORT) Marginally important Marginally important Unsafe and risky (for pedestrians and decent motorists) recreational gadget Unsafe and risky (for pedestrians and decent motorists) recreational gadget Should be kept off the carriageways Should be kept off the carriageways Costly (low benefit to cost ratios) Costly (low benefit to cost ratios) Vehicle for the poor no-hopers Vehicle for the poor no-hopers Increases in cycling levels will be achieved only at the expense of walking traffic Increases in cycling levels will be achieved only at the expense of walking traffic

5. Changing perception of cycling in non-cycling Europe Cycling is irrelevant for urban transport (like walking…) Cycling is irrelevant for urban transport (like walking…) Cycling as recreation acceptable Cycling as recreation acceptable Cycling and cyclists a problem Cycling and cyclists a problem Cycling (an irrelevant part of the solution) but cyclists a nuisance Cycling (an irrelevant part of the solution) but cyclists a nuisance Cycling and cyclists invited to solve the problem(s) Cycling and cyclists invited to solve the problem(s)

6. Some urban problems that cycling helps to solve Congestion/envir. pollution/noise Congestion/envir. pollution/noise Lack of car parking spaces Lack of car parking spaces Traffic safety/ public security Traffic safety/ public security Social exclusion Social exclusion Urban sprawl Urban sprawl Civilisational diseases resulting from a sedentary life style Civilisational diseases resulting from a sedentary life style

7. Dilemmas of urban cycling policies Certain basic questions (areas where dilemmas are identified) Certain basic questions (areas where dilemmas are identified) Possible solutions Possible solutions Arguments for non-intuitive solutions Arguments for non-intuitive solutions Conclusions Conclusions

8. What to maximise while realising a cycling policy in an agglomeration? Length of dedicated cycling routes in km Length of dedicated cycling routes in km No. of supporters of cycling network construction (no. of those who vote for „us”?) No. of supporters of cycling network construction (no. of those who vote for „us”?) Share of cycling in the modal split? Share of cycling in the modal split? ? Number of people who understand the sense of sustainable urban mobility policies that include not only honey but also vinegar, who make reasonable transport choices and house location decisions Number of people who understand the sense of sustainable urban mobility policies that include not only honey but also vinegar, who make reasonable transport choices and house location decisions

9. Whose „space” do we use while creating cycling infrastructure: The users of: walkways? walkways? carriageways? carriageways? car parking places? car parking places? green areas? green areas? areas used for other purposes? areas used for other purposes?

10. The means that we have at our disposal we use first of all to: Build dedicated cycle tracks (separated from all other traffic) Build dedicated cycle tracks (separated from all other traffic) Take into account the interests of pedestrians and cyclists at all transport and hydrotechnical investment projects Take into account the interests of pedestrians and cyclists at all transport and hydrotechnical investment projects Improve ways of overcoming the ‘barrier effect’ of fast/intensive road traffic for non-motorised users Improve ways of overcoming the ‘barrier effect’ of fast/intensive road traffic for non-motorised users Audit the cycling infrastructure and policy with the participation of daily cyclists and certified cycling policy auditors ? Audit the cycling infrastructure and policy with the participation of daily cyclists and certified cycling policy auditors ?

11. Conclusions While realising cycling policies we maximise the number of people who understand the use of honey and vinegar measures for various transport options, infrastructure and spatial planning decisions While realising cycling policies we maximise the number of people who understand the use of honey and vinegar measures for various transport options, infrastructure and spatial planning decisions Dedicated resources should be devoted for audit, promotion and construction of key elements of infrastructure (low hanging fruit) for non-motorised users (pedestrians, cyclists and eco-mobility chain users) and not only for the construction of dedicated cycle routes Dedicated resources should be devoted for audit, promotion and construction of key elements of infrastructure (low hanging fruit) for non-motorised users (pedestrians, cyclists and eco-mobility chain users) and not only for the construction of dedicated cycle routes

12. Cycling and public transport – carrying Buses – commuters and promotion but subject to European restrictions (in USA very popular and financed partially from public funds) Buses – commuters and promotion but subject to European restrictions (in USA very popular and financed partially from public funds) Local trains – commuters and recreational users Local trains – commuters and recreational users Long distance trains – valuable cycling tourists – above average incomes, above average education, above average spending in local economy Long distance trains – valuable cycling tourists – above average incomes, above average education, above average spending in local economy

13. Bike&Ride facilities Reduce the risk of theft Reduce the risk of theft May be financed from Park&Ride fees May be financed from Park&Ride fees Anchor the traffic calmed, non- motorised traffic zone Anchor the traffic calmed, non- motorised traffic zone Promote sustainable urban transport plans Promote sustainable urban transport plans Attract European funding Attract European funding

14. Bike&Ride facilities in and near Munich Bike&Ride facilities in and near Munich No. of B&R stands in and around Munich 46370 24470 21900 8500 3800 4700 54870 28270 26600 0 10000 20000 30000 40000 50000 60000 Munich (in 04/2005) Region (in 12/2002 ) Total current planned Total

15. General level of cycle traffic in comparison to commuters to rail stations 27 % Holland Denmark UK. Przejazdy rowerem jako % wszystkich przejazdów Total to station UK aim to 2012 32 % 22 % 1%1% 10 % 8%8% 18 % 2%2%

16. Results after two years Increase in use by 120% 21% less abandoned bikes 25% less cases of cycle theft 11% changes from cars to bicycles insufficient no. of places in 2 locations 1997 1998 Parked bikes X 1000

17. Potential of the B&R in the Tricity

18. Public bike systems Increasingly popular in former low- cycling countries (e.g. France, Spain, Luxemburg) Increasingly popular in former low- cycling countries (e.g. France, Spain, Luxemburg) Often managed by street furniture and advertising companies (e.g. JCDecaux, ClearChannel, Nextbike, DBahn) Often managed by street furniture and advertising companies (e.g. JCDecaux, ClearChannel, Nextbike, DBahn) Quality of management of utmost importance Quality of management of utmost importance

19. Lyon 2.000 bicycles

20. Principal challenges Over-protective, uncertainty avoidance attitudes among traffic planners preventing innovation Over-protective, uncertainty avoidance attitudes among traffic planners preventing innovation Insufficient experience in partnership co-operation among NGOs and public transport operators Insufficient experience in partnership co-operation among NGOs and public transport operators Low level of trust and short – term attitudes Low level of trust and short – term attitudes

21. Recommendations Learn from a plethora of internet and IT sources (www.ecf.org) Learn from a plethora of internet and IT sources (www.ecf.org)www.ecf.org Nominate a cycling officer (with an NGO experience) Nominate a cycling officer (with an NGO experience) Take part in a Velocity congress (Brussels, May 2009) Take part in a Velocity congress (Brussels, May 2009) Visit a cycle friendly agglomeration Visit a cycle friendly agglomeration Initiate a BYPAD process Initiate a BYPAD process

22. Thank you for your kind attention Thank you for your kind attention piotr.kuropatwinski@gnu.univ.gda.pl