Velo-city 2009

Région de Bruxelles-Capitale

Bruxelles Mobilité

European Cyclists' Federation

  1.1 – Top cycling cities

Which cities set the benchmark nowadays in cycling policy? To what extent is Velo-city a catalyst for cycling policy in cities? Are there limits to cycle use, and can one rest on one's laurels when the maximum modal share of cycling has been reached?
This plenary session aims to show how far cycling policy can go and what the challenges are if we want to achieve a permanently high level of bicycle use.

Michael Lonhard and Horst Mentz, City of Munich, Germany
PRESENTATION TITLE: City of Munich – New developments in cycling promotion since Velo-city 2007

Paper

  1.2 – Cycling to school

Our travel patterns are largely determined by force of habit. Teaching the habit of cycling from an early age therefore seems to be a logical option. Over the last few years there have been numerous initiatives in many countries aimed at encouraging children (and parents) to cycle to school. This subplenary takes a closer look at a number of promising initiatives. What are the success factors, which aspects require particular attention, and can these initiatives learn from each other?

  1.3 – EuroVelo

The EuroVelo network is a European Cyclists’ Federation initiative to link up all European countries by means of long-distance cycle routes. These cycle routes are primarily intended for recreational cycling across Europe, but as the network deliberately links European cities it also clearly provides added value for daily cycle use. This session focuses on various initiatives to make this European cycle network a reality and asks whether investing in such a European cycle network is economically justified.

  1.4 – Pro-cycling legislation

Legislative measures based on cycle safety, cycling quality and cycle use. In many European countries the traffic code is still based on the logic of quick and safe motorised traffic. The bicycle is of secondary importance. This subplenary focuses on legislative initiatives that improve cycle safety, cycling quality and cycle use. The subject is approached from the point of view of the road maintenance authorities and from that of the bicycle industry, and it is clear that there is still a lot of work to be done to align the traffic codes of the various European countries.

Benoît Dupriez, Belgian Road Safety Institute (BIVV), Belgium
PRESENTATION TITLE: Counterflow cycling in the Brussels Region

Paper

  2.1 – Parking policies

Efforts to encourage cycle use often focus on the construction of infrastructure for bikes on the move. However, bicycle theft and the lack of safe and convenient bicycle parking facilities are often a serious barrier to increased levels of cycling. In many European cities a lot of attention has already been paid to cycle parking facilities near major attractions (schools, sports centres, shopping centres, etc.), but what to do with your bicycle at home? Lack of bicycle parking facilities in urban residential areas is a major disincentive to purchasing a bicycle, or, at any rate, a comfortable bicycle. This subplenary focuses on the best examples of cycle parking in urban areas. Which measures can be taken, what are the costs and does it have any positive effect on the number of people who own and use a bike? We will also discuss quality standards for cycle parking facilities.

  2.2 – Becoming a cycling city?

Whereas subplenary session 1.1. Top cycling cities examined the current highest norm in the field of urban cycle policy, this subplenary offers insight into the initiatives that a new cycling city can take. How do you become a cycle-friendly city, and which measures should be taken first? How can enough pressure be exerted on a city council to convince it to invest in becoming a cycling city?

  2.3 – Bicycles on public transport

The combination of bicycle and public transport seems to be the ideal competitor for (long-distance) car travel. To be able to use your own bicycle at both ends of your journey seems to be the ideal solution. Yet how far can you take this concept of transporting both people and bicycles by public transport? Can such a transport model form part of an urban transport system, or is this type of travel only really suitable for (less congestion-sensitive) tourist travel? In which countries or regions does the combination of bicycle and public transport work perfectly, and when does it become pointless to take the bicycle on public transport?

  2.4 – EU-funding. What impact on urban cycling?

Velo-city 2009 also examines the role of Europe in facilitating urban cycle use. To what extent are European programmes stimulating urban cycle use and how do cities make use of these programmes? Which programmes could influence cycle use and to what extent do the regional structural funds focus on sustainable urban mobility, or are they actually counterproductive for cycle use (construction of large-scale motor infrastructure in cities)? What can we expect of the Urban Transport Green Paper action programme?
This subplenary gives examples of various European programmes which feature cycle projects (CIVITAS, STEER, Interreg, ...) and the experiences of cities are sounded out.

  3.1 – Bicycle stations

The combination of bicycle and public transport offers, in the first place, a fully fledged alternative to the car for urban travel. In order to promote this type of transport, high-grade interchanges and bicycle parking facilities are needed. What are the best examples of such cycle stations, which services could a cycle station provide in addition to (guarded) bicycle parking, and what is the situation in Europe? How much does it cost, and can job creation schemes boost these initiatives?

Erik van Huissteden, City of Groningen – traffic department, The Netherlands
PRESENTATION TITLE: Bicycle station of Groningen. The final touch of an integrated cycle parking policy

Paper

  3.2 – Lifelong cycling

Travel patterns are largely a matter of habit, and habits are only adapted during a number of transitional phases in your life (starting school, your first job, moving house, having children, retirement, etc.). To what extent can travel patterns be adapted, and which procedures are most successful for the various target groups? This subplenary focuses on working with various target groups to stimulate cycle use and the preconditions for a successful change in travel patterns.

Angela van der Kloof, Mobycon, The Netherlands
PRESENTATION TITLE: Cycle training for adults in the Netherlands. Good practices, materials and methods.

Paper

  3.3 – City marketing through cycle tourism

Cycle tourism is a growing sector, but in most cases this concerns recreational cycling in rural areas. This subplenary focuses however on the scope for promoting your city by means of cycle tourism. The impact which investment in cycle tourism has on everyday cycle use is also examined. Is it true that the promotion of recreational cycling has an effect on everyday cycle use?

Isabelle Dullaert, Architect, Region de Wallonie. Department of infrastructure, Belgium
PRESENTATION TITLE: RAVeL (Autonomous network of slow paths), the cycle path plan and the role of cities

Paper

  3.4 – Health

It is now an undisputed fact that cycling is good for your health. However, the fact that the health argument is a very powerful stimulant to get people cycling is still insufficiently recognised. This subplenary deals with the health benefits of cycling and also looks at the associated risks (road safety). The WHO Heat tool is used to calculate the health costs and benefits of cycling. In addition to these arguments, examples are given of campaigns based on the health argument.

  4.1 – Successful marketing campaigns

Creating a comfortable and safe cycling environment is a prerequisite for stimulating cycle use. However, more is needed to sell the urban cycling ‘product’. What impact do campaigns have on cycle use, and what are the preconditions for a successful cycle campaign. This subplenary gives a number of strong examples of cycle policy campaigns and the arguments to start these campaigns.

  4.2 – Interdependence between the bicycle and public transport

An urban transport system should, in the first place, transport as many people as possible in the smallest possible space. The majority of urban journeys are short trips. Both cycling and public transport are likely candidates and it seems that these two (sustainable) forms of transport are competitors rather than allies. Is this true, or do they complement each other perfectly after all? How can these two means of transport reinforce each other? 

  4.3 – Cycling to work

Most people live a short distance from their workplace or have a public transport stop near their workplace. In addition, cycling to work means daily exercise, which has a direct effect on the employee's health. There are plenty of arguments for cycling to work. What additional initiatives are necessary to successfully promote cycling to work? This subplenary indicates, by means of practical examples, which measures are effective in getting people to cycle to work. We also examine the extent to which legislative and/or fiscal initiatives at European level could give an extra boost to cycling to work.

  4.4 – Crossings / roundabouts and bicycle safety

Bicycle accidents at crossroads and roundabouts. What are the causes? Which design guidelines work with regard to bicycle safety? This workshop gives various examples of programmes to redesign crossroads and roundabouts to improve cyclist safety. Which initiatives gave the best results and what guidelines are really necessary at a European level?

Stijn Daniels, Hasselt University – Belgium
PRESENTATION TITLE:  Design types of cycle facilities at roundabouts and their effects on traffic safety: some empirical evidence.

Paper

  5.1 – Shared spaces

Should cyclists be integrated with or segregated from motorised traffic? When should this be done, and when not? In this subplenary the principles of ‘shared space’ (shared use of roadspace and urban areas by all modes of transport) are presented from the cyclist's point of view. What are the limits of the shared space concept? What are the arguments in favour and against? Does experience show that shared space is a design principle which makes urban cycling safer and more enjoyable?

Estaban Garcia, Attiza - Spain
PRESENTATION TITLE: Segregated cycling and shared spaces in today's cities

Paper 

  5.2 – Public bicycles: a temporary hype or a new urban transport means?

Are public bicycles a temporary hype or is it a new urban transport system that is here to stay? Where have public bikes been a success? Do people discover cycling on a public bike and end up buying a bike for themselves? Are public bicycles useful in cities that already have a high bicycle penetration? Is a public bicycle system in the end going to be a victim of its own success (people start buying their own bicycle as they discover that it is a useful means of urban transport)? Is a completely integrated transport system (one chip card or mobile phone for the public bike, public transport, car sharing, congestion charge, etc.) feasible? This subplenary focuses on recent developments of public cycle systems in various cities and seeks answers regarding the long-term future of these initiatives.

Paul deMaio, MetroBike, LLC, USA
PRESENTATION TITLE: Bike-sharing: its History and Future

Paper

  5.3 – Cycle-friendly in city quarters (CO₂ neutral) 

These days a lot of attention is paid to sustainable and ecologically responsible construction methods for new urban developments. To what extent is the sustainable mobility aspect taken into account? Which preconditions should be met to facilitate sustainable transport? Is it necessary to build car-free neighbourhoods, or do a well-considered location and the provision of high-quality bicycle facilities and public transport have a self-evident effect on sustainable transport? This subplenary examines basic principles of cycle-friendly neighbourhoods and current trends in urban development.

Pelle Envall, TUB Trafikutredningsbyrån, Sweden
PRESENTATION TITLE: What is hindering good cycle planning? How do planners think?

Paper

  5.4 – Bicycle theft

Bicycle theft is considered to be a major disincentive for bicycle ownership and use. The perceived risk of bicycle theft also makes cycling less comfortable, as the cyclist will be reluctant to buy a comfortable (more expensive) bicycle. What impact does bicycle theft have on cycle use, and how can bicycle theft be avoided as much as possible? What is currently possible in terms of bicycle registration and the recovery of stolen bicycles? This subplenary examines both theft prevention policy and an integrated approach to recovering stolen bicycles, and concludes on a lighter note with a bicycle theft theatre show.

Prof. Lorraine Gamman and Adam Thorpe, Design Against Crime Research Centre, CSM – England
PRESENTATION TITLE: Bike Off 2 - Catalysing anti-theft bike

Paper

  6.1 – Facilitating local cycle policies through national/regional cycle strategies

In order to stimulate cycle use in cities, a clear political choice at local level is needed. The implementation of cycle policy also mainly takes place at local level. Nevertheless, quite a number of countries and regions have developed a cycle plan at national or regional level. This subplenary examines what measures can be taken at regional or national policy level in order to facilitate local cycle use. What kind of support do local authorities want, and to what extent can such support be provided by a higher policy level.

  6.2 – Knowledge centres for cycling policy

Local authorities lack the know-how to implement an effective cycling policy. Which policy measures are most effective? What type of measures should be given priority? Are there any design guidelines for cycle facilities? In order to avoid cities and municipalities having to re-invent the wheel over and over again, knowledge centres have been set up in various regions and countries that organise the transfer of know-how regarding cycling policies. Which knowledge centres exist? How do they operate? And is the transfer of know-how also necessary at European level?

  6.3 – Cycling inclusive planning in non-EU cities / international cooperation

What is happening in the field of urban cycling policy outside Europe? Are Asian, African and South American cities faced with the same challenges? How is the bicycle given a place in everyday transport in developing countries, and to what extent can international support programmes provide an impulse to urban cycling?

Jain Himani, Indian Institute of Technology, India
PRESENTATION TITLE: Indian cities and bicycle as mode choice - Forerunners or Climbers?

Paper

  6.4 – Lifestyle and cycling. The urban bicycle, the urban cyclist.

A city is an environment with a mixture of lifestyles, cultures and communities. A city, however, has specific characteristics in the field of traffic and transport. The bicycle has a logical place within an urban transport system. Could the bicycle also play a part in the identity of individuals, culture, communities? What does the ideal city bicycle look like? Which technological developments will have a major influence on urban cycling? This subplenary focuses on lifestyle and the future of urban cycling.

  7.1 – Air quality

A great threat to quality of life in cities is air pollution, largely caused by traffic. This air pollution is even one of the arguments for taking the car instead of the bicycle. How great is the air pollution problem caused by traffic? Is cycling actually unhealthier than driving a car? What legislative measures exist with regard to air quality in cities, and what are the future developments with regard to traffic and air quality? Will the environmentally friendly car of the future solve the problem of urban transport, or should the emphasis be placed even more on the bicycle?

  7.2 – Cost-benefits of cycling measures. Economic value of cycling

What are the economic benefits of cycling? What do investments in cycle policy contribute to society? Within the mobility sector it is customary to make cost-benefit analyses for very large-scale infrastructure projects. Little is known about the impact of investment in bicycle policy. This subplenary focuses on the economic added value that investment in cycle policy will yield. This will be examined in terms of investment in cycle networks and the provision of extra space for the bicycle in an urban environment. This session also examines the cost-benefit analysis techniques that make it possible to take account of the role of the bicycle.

Dr Jean-Luc SALADIN, Le Havre
PRESENTATION TITLE: Cost-benefits of cycling measures, economic value of cycling

Paper

Dr. Moshe Givoni and James Macmillen, University of Oxford, UK
PRESENTATION TITLE: Evaluating Active Travel: a challenge to prevailing frameworks

Paper 

  7.3 – Climate change and taxation policies

What is the impact of urban mobility on climate change? How can urban mobility be directed towards a reduction in CO2 emissions, and has Europe already taken sufficiently far-reaching measures to reduce the CO2 emissions of traffic and transport? Is it relevant to link urban mobility to the climate challenge, and would toll collection be part of the solution? We also ask whether stimulating cycle use actually has any effect on this climate challenge.

  7.4 – The balance between bicycle use and bicycle safety

Bicycle use and bicycle safety: the chicken and egg problem. Traffic hazards are one of the main reasons why people decide against cycling. Many parents do not want their children to cycle to school because of the problems with road safety. However, the more cyclists there are on the street, the lower the risk of accidents becomes. What is the real link between cycle use and cycle safety? Could policymakers really play the card of investing in cycling policy because it will lead to fewer (bicycle) accidents? On the basis of accident data and practical examples this subplenary will explain how cycle use and cycle safety are linked.

Chris Peck, CTC, UK
PRESENTATION TITLE: Safety in numbers - evidence from 101 local authorities in England

Paper