Improving cycling culture in cities · PRESTO Training Reader: On-site training session in Tczew,...

PRESTO Training Reader: On-site training in Tczew, February 2010

Promoting Cycling for Everyone

as a Daily Transport Mode

Improving cycling

culture in cities

Cycling: a daily transport

mode for everyone

Training Reader - 1st PRESTO on-site training session T r a n s n a t i o n a l T r a i n i n g i n T c z e w , 2 6 - 2 7 . 0 2 . 2 0 1 0

PRESTO Training Reader: On-site training session in Tczew, February 2010

PRESTO Training Reader: On-site training session in Tczew, February 2010 Page 2 of 156

Table of Contents

1. Introduction............................................................................................. 3

2. Training programme .................................................................................... 5

3. Presentations ........................................................................................... 7

3.1. Topic 1: Interchange bicycle s tations ................................................................. 7

3.2 Presentation s lides: Interchange bicycles stations .................................................... 9

3.3 Topic 2: Promotion campaigns ..................................................................... 29

3.4 Presentation slides: Promotion Campaigns ............................................................ 30

3.5 Topic 3: Cyclists and Pedestrians: friends, enemies or symbiosis? ................................... 51

3.10 Presentation s lides: Cyclists and Pedestrians ....................................................... 54

3.10 Topic 4: Safe cycling campaigns .................................................................... 75

3.10 Presentation s lides: Safe Cycling Campaigns ........................................................ 76

3.10 Topic 5: Pedelecs ................................................................................. 126

3.10 Presentation s lides: Pedelecs ..................................................................... 127

4. Impressions from the Training ...................................................................... 154

5. Participants from outs ide the Consortium........................................................... 156

1. Introduction

In most Eastern European countries such as Czech Republic, Slovakia, Hungary or Poland cycling is still not

considered as part of the transport culture but rather as a leisure activity. Investments in cycling

infrastructures are mainly focused on long-distance, regional paths connecting cities and villages along

beautiful landscapes providing better conditions for recreational cycling. However, efforts to promote cycling

in urban areas and cities run only slowly and are far away from becoming mainstream. In Poland, cities such as

Krakow (introduced the first bike rental scheme in Poland (BikeOne) in November 2008), Wroclaw or Gdansk

(have appointed a bicycle officer) are considered as national forerunners in terms of promoting the use of the

bicycle. First cycling campaigns have been launched e.g. in Szczecinek or Warsaw.

Despite these initial efforts, Polish cities such as Tczew are still “starter cities” in terms of cycling. Cycling is

being considered dangerous, slowly and tiring. With that said, the PRESTO consortium promotes cycling as a

daily transport mode both, in champion, climber and starter cycling cities.

Against this background, the transnational on-site training event entitled "Improving cycling culture in cities"

was held in Polish city of Tczew on 26-27 February 2010. The aim was to raise awareness for the benefits of

cycling in general, but in particular to provide training on infrastructure, cycling promotion and “Pedel Electric

Cycles” (Pedlecs) to relevant municipal stakeholders such as technicians, journalists, bicycle dealers, bicycle

associations and others. The participants had the opportunity to find out best practices and exchange their

opinions with top European experts (acting as trainers) in the following five training sessions:

� ”Interchange bicycle stations”, by Andrea Henkel, Germany

� ”Promotion campaigns”, by Troels Andersen, Denmark

� ”Cycling in pedestrian areas (shared spaces)”, by Theo Zeegers, the Netherlands

� “Safe cycling campaigns”, by Jo Cleary, United Kingdom

� ”Electric bicycles” by Eddie Eccleston, Belgium

The opening plenary session focused on "Cycling as a System" and was given by Bart Zwager from “1-2 Bike

City Mobility” in the Netherlands. Before, a press conference took place and a presentation of the PRESTO

project was given.

The training sessions have been attended by 55 stakeholders (including trainers and partners) of which 36

were trainees outside the PRESTO project consortium:

� 24 decision makers and technicians

� 10 stakeholders representing NGOs, bicycle dealers

� 2 journalists representing media

� 5 trainers (+ 1 opening plenary speaker)

� 13 partners

The trainees were coming from different institutions, mainly within Poland: local and regional authorities, associations and NGOs dealing with mobility, tourism, environment, and people representing bicycle dealer category. The cities of Bremen and Venice, partner in PRESTO, sent one technical representative each.

The present training reader constitutes a post-meeting compilation of the sessions’ contents, discussions and

main results. It is to provide a brief but comprehensive summary of this first transnational PRESTO on-site

training in Tczew including the presentations given and pictures taken. In this way, stakeholders which were

not able to attend the sessions can follow up the training.

The reader is a part of a complete on-site training package consisting of all trainers’ presentations, an

executive summary as an overview of the training and working sessions (available in English, French, German,

Italian, Croatian and Polish) as well as further external material related to the presented topics and a footage

of most relevant parts of all sessions.

2. Training programme

Day 1: Friday, 26th

February 2010

From To Length Subject Leader

09.00 09.30 00:30 Press conference City of Tczew

09.30 10.00 00:30 Introduction (information about PRESTO and the

IEE Programme)

Rafael

Urbanczyk

Rupprecht

Consult

10.00 11.15 01:15 Cycling as a system – ICT technology in bicycle

sharing systems and bicycle parking facilities.

Bart Zwager,

1-2 Bike (NL)

11.15 13.00 01:45 Site visit – bike tour PSWE

13.00 14.00 01:00 Break/Lunch

14.00 15.30 01:30 Working sessions:

Group 1: Topic 1 – Interchange bicycle stations

Group 2: Topic 2 – Promotion campaigns

Andrea Henkel, Technische Universität Kaiserslautern (DE)

Troels Andersen City of Fredericia (DK)

15.30 15.45 00:15 Coffee break

Group 1: Topic 2 – Promotion campaigns

Group 2: Topic 1 – Interchange bicycle stations

Troels Andersen

City of Fredericia (DK) Andrea Henkel, Technische

Universität Kaiserslautern (DE)

17.15 17.30 00:15 Summary session

19.30 - - Dinner/Evening Programme City of Tczew

Day 2: Saturday, 27th

February 2010

From To Length Subject Leader

Group 1: Topic 3 – Cycling in pedestrian areas (shared spaces)

Group 2: Topic 4 – Safe cycling campaigns

Theo Zeegers Fietsersbond (NL) Jo Cleary

Cleary Stevens Consulting (UK)

10.30 10.45 00:15 Coffee break

Group 1: Topic 4 – Safe cycling campaigns

Group 2: Topic 3 – Cycling in pedestrian areas

(shared spaces)

Jo Cleary Cleary Stevens

Consulting (UK) Theo Zeegers Fietsersbond (NL)

12.30 12.45 00:15 Final session (all participants) Rupprecht

Consult/PSWE/

12.45 13.45 01:00 Lunch

13.00 14.15 01:15 Topic 5 – Pedelecs promotion ( optional) Eddie Eccleston

14.15 14.30 00:15 Coffee break -

14.30 15.45 01:15 Topic 5 – Pedelecs promotion - cont’ed (optional) Eddie Eccleston

3. Presentations

3.1. Topic 1: Interchange bicycle stations

Andrea Henkel, Technische Universität Kaiserslautern (Germany)

This session has focused on “intermodality” as key to

sustainable transport and offered an extensive

overview of “Bike and Ride” advantages and

objectives. How has the bike and ride promotion

changed European Cities? Best practices (eg. Paris,

Barcelona, Berlin – but also smaller towns in France)

and examples of bad practices were presented.

The training session had a “working in group” part on

the following questions:

What elements can be helpful to promote bike and

ride? What are the requirements to interchange

stations? What is important to the user in terms of

bicycle parking? Which additional services might be

helpful to users?

The trainees have discussed findings; among them “bicycle parking infrastructure” and “design of interchange

stations”. The session ended with recommendations and requests on how to optimize bike and ride use.

Raised questions and answers:

What are the biggest barriers in using bike and ride?

� Cities have little influence on how the cycling infrastructure at the station is developed, because

usually the railway companies are in charge of this. Often, the organisational structure is complicated

and several dependencies exist

� Safe locking and good parking facilities are often missing

� It is often not considered safe using a bicycle, although it has been proofed that if the number of

cyclists increases, the number of accidents decreases. But still, traffic calming in city centres is

essential to make car drivers better aware of cyclists and also to improve the perceptions of the

cyclists.

� Lack of information about available options. People even don’t know what the parking rack is for

� Theft, vandalism, and damage

� Missing navigation at the stations

� General infrastructure: no safe roads to get to the station

What would you wish as a user of bike and ride?

� More information on how to use the system

� Clarification of responsibility

� Higher quality of parking facilities

� Special “VIP” treatment for B&R users

� Better navigation: “Hand holding through the system” (follow a route… etc.)

� Special incentives on the first instance to try overcome negative perceptions towards cycling

(vouchers, gifts etc.). The aim is that people realize it is not as dangerous as they thought and they

still will arrive on time

What is important to the user in terms of bicycle parking?

� Bike security

� Personal security

� Parking space availability

� Clear responsibility to keep the cycle path clear. That is a disincentive for people to use the bicycle.

The streets are always free!

� Dimension of racks

� Protection against the weather (covered parking)

� To be safe from theft, damage, and vandalism

� Extra services such as bicycle repairs

� “Entrainment”: possibility to take the bicycle on the train

Do long-term and short-term studies exist

which verify that rental bike systems also

stimulate the use of private bikes?

After introduction of such system in the Polish city of

Krakow, a growing number of new cyclists was observed.

Related studies have shown that once bike sharing was

introduced, the sales of bicycles went up!

Derived requests

The bicycle should be considered during the planning

process of stations. Part of EU contribution should be

always allocated to cycling (directives).

3.2 Presentation slides: Interchange bicycles stations

Additional tr a ining material r ecommended:

� Bundesamt fur Strassen, Velokonferenz Schweiz, “Veloparkierung. Empfehlungen zu Planung,

Realisierung und Betrieb. Handbuch”. ASTRA 2008, Switzerland

Download: www.langsamverkehr.ch, www.velokonferenz.ch

� Germany's National Cycling Plan

Download: http://www.nationaler-radverkehrsplan.de/en/

� “Planning for cycling: Principles, practice and solutions for urban planners”. Edited by H McClintock,

2002, University of Nottingham, UK

� International projects: http://www.nationaler-radverkehrsplan.de/links/#category120

Did you know that…

….the loss of not promoting

cycling is five times higher than

investing in promotion?

….the loss of not promoting cycling is five

times higher than investing in promotion?

3.3 Topic 2: Promotion campaigns

Troels Andersen, City of Fredericia (Denmark)

This training session tried to answer the following questions:

How to develop cycle promotion campaigns? How to create a

detailed implementation plan? How to make it the most cost

effective way? Evaluation always must be integrated in the

concept, and many technical devices help creating basic

information for that. Campaigns can be divided into groups

like small children, school children, workplaces, recreation

and urban city life including branding of cycling as a life style.

The workshop focused on the results already made in

different campaigns throughout Denmark. In general, there

are many simple ways to promote cycling in a city; and to

promote a city as a cycle city. By adding a simple logo or text

to all email signatures reading a statement such as “Example

City – The Cycle City”, the city demonstrates a cycle friendly

profile with no additional financial means. Further advice given to

the trainees:

If focusing on small children, have something

surprising and unexpected to be remembered!

Children tend to remember unusual events!

But, also adults like to get something for free; but never forget the ones who already cycle;

give them attention once in a while and reward them!

If implementing a campaign, use a logo that people and politicians remember!

Promotional messages should rather focus on freedom of mobility, a modern life style than

on environmental impacts. If doing a campaign, use a logo that people and politicians

remember!

Local policemen/postmen, politicians and others are good role models

Think of a dedicated local cycle website providing all information on one website (launched

by the municipality)!

Use always local pictures, local people on the website and for campaigns; this creates

identity!

Start on small scale! Quick wins are needed. If you do mistakes on small scale, you can do it

better on big scale!

Even though cycling is a money-saving transport mode, cycling promotion needs to be high-

quality!

3.4 Presentation slides: Promotion Campaigns

…. if a city prohibits cycling through pedestrian

areas, cycling ways become longer? This makes

cycling less attractive as quick mode of

transport.

3.5 Topic 3: Cyclists and Pedestrians: friends, enemies or symbiosis?

Theo Zeegers, Fietsersbond (Netherlands)

This session illustrated chances, problems and solutions

of combining cyclists and pedestrians in the same area.

The chances for built-up areas in general and town

centres specific were illustrated by some Dutch

examples.

Cyclists are in need of both good access routes to and

through centres and possibility to get close the shopping

areas with their bikes. It is often believed that giving

bicyclists access to pedestrians areas lead to discomfort

and danger for pedestrians. Recent studies show this

fear is unjustified. Bicyclists adapt their behavior to

those of pedestrians. The capacity of combining cyclists

and pedestrians can be increased by providing some form

of segmentation in the street profile. Combining pedestrians and cyclists in one street is often considered as a

special case of shared space. Historically, this is not correct.

The principles of shared space were discussed as the

flaws in its theoretical basis; moreover, results of

recent studies on the objective and subjective safety

of shared space have been discussed.

Raised questions and answers:

How to translate the Dutch approach to the Polish

context?

• Look for a good, existing national example. This

helps to persuade people that promotion of cycling can work, is worthwhile and value its money!

• Involve your citizens! Ask them, what they like about their city, ask them, how they got to the city and

ask them whether they like areas without cars. This makes them sensitive for your topics!

• If a city like Paris can do the impossible, to promote cycling successfully, you can do it, too!

When does shared space make sense?

Cyclists and pedestrians are no enemies! However, usually cyclists avoid pedestrians since they are in charge of

avoiding collisions with them. The pedestrian itself does not change its behaviour, but the cyclist adapts its

speed to the situation.

The following advice can be given if shared spaces are considered:

100 pedestrians per hour and meter = cycling is possible without problems

100-160 pedestrians per hour and meter = possible with cycle lanes

160-200 pedestrians per hours and meter = possible only with segmentation

Segmentation allows combining more cyclists and pedestrians. But at higher intensities shared space is

objectively not safe and also disliked by cyclists. Of course, there is no general solution for all cases (case by

case decision). What can be a good solution in one case can at the same time be a bad solution for another

3.10 Presentation slides: Cyclists and Pedestrians

Additional tr a ining material r ecommended:

� Hans Godefrooij, Erik van Hal & Rob Temme (BRO, Vught) , “Fietsen in voetgangersgebieden” (Cyclists

in pedestrian areas), Fietsberaad, 2005

Download: (in Dutch)

http://www.fietsberaad.nl/index.cfm?lang=nl&section=Kennisbank&mode=detail&repository=Fietsbe

raad+publicatie+8.+Fietsers+in+voetgangersgebieden;+Feiten+en+richtlijen

� On-line library of Fietsberaad

Links:

http://www.fietsberaad.nl/index.cfm?lang=nl&section=Kennisbank (in Dutch)

http://www.fietsberaad.nl/index.cfm?lang=en&section=Kennisbank (in English)

� Links: www.fietsersbond.nl

Remember that…

… cyclists and car drivers are no

competitors! Every additional cyclist is one

car driver less on the road!

3.10 Topic 4: Safe cycling campaigns

Jo Cleary, Cleary Stevens Consulting (UK)

Traditional approaches to safe cycling campaigns placed

a good deal of emphasis on cyclists’ responsibility to

dress up brightly and wear protective clothing. The

‘action man’ image still portrayed in some cycling safety

promotional campaigns can give the impression that

cycling is a challenging activity, not to be taken up by the

faint hearted, and does little to attract those who do not

wish to look highly conspicuous. In addition to very

bright clothing, helmets can also put people off cycling.

To move the cyclist safety debate on, and help refocus

cycling safety programmes to deal with the real

problems, CTC (the UK’s national cycling body) has

launched the ‘Safety in Numbers’ campaign.

This session summarized the three strands of activity recommended and then illustrated some examples from

each – mainly good practice, but including a couple of

common pitfalls to avoid.

Images were shown as examples of driver training,

improving road environment, and cycling promotion

schemes (cycle trainings, cycle promotion events).

Present benefits of cycling not only to cyclists, but also to

others who not cycle yet!

Advice given to the trainees during the training session:

Always consult with local citizens!

Present benefits of cycling not only to cyclists, but also to others who do not cycle yet!

3.10 Presentation slides: Safe Cycling Campaigns

3.10 Topic 5: Pedelecs

Eddie Eccleston (Belgium)

For a few years now, Pedelecs are becoming more

and more omnipresent. The demand and with is the

market is steadily growing. While the biggest

market in Europe is in the Netherlands, the sale

figures also in other European countries such as

France, Germany or Austria are constantly

increasing. These sudden developments and the

growing demand impinge on many unprepared

retailers and bicycle dealers throughout Europe. In

this context, the training session on pedelecs was

mainly dedicated to bicycle sellers and therefore

primarily focused on:

� General advantages and challenges of Pedelecs

� Technical components (e.g. types of batteries, lifetime and disposal of batteries, motor, brakes,

sensors, displays etc.)

� Theft protection and storage

� Potential target groups

� Implementation of test tracks and pedelecs demonstrations

� Possibilities of professional use of electric bicycles

� Products

� Regulations

� The market

� Opportunities of pedelecs

The participants were given the opportunity to ask (technical) questions, to establish relevant contacts to

experts and to directly try out pedelecs. A similar session is planned for the 3rd PRESTO on-site training in

Zagreb which takes place in early December 2010.

3.10 Presentation slides: Pedelecs

Guide is available

on the PRESTO

website

4. Impressions from the Training

Press conference. From left: Florinda Boschetti (ECF), Michael Launbenheimer (RC), Piotr Kuropatwinski (PSWE), Mirosław Pobłocki Deputy Mayor city of Tczew, Marta Chełkowska Marshal Office Director of Department of Tourism, Bart Zwager (1-2 bike)

Press conference Plenary session with external speaker Bart Zwager

Training topic 1. Trainer Andrea Henkel Training topic 2. Trainer Troels Andersen

Training topic 3. Trainer Theo Zeegers Training topic 4. Trainer Jo Cleary

Training topic 5. Trainer Eddie Eccleston Bridge on river Vistula, Tczew

Participants at the partly frozen Vistula river Bike ride in wintry Tczew

5. Participants from outside the Consortium

Nr. People Institution Role

1 Marshall Office of the Kujawy-Pomerania Region DM

3 Marshall Office of the Pomerania Region DM

1 District of Świecie DM

1 District of Wałcz DM

1 City of Bremen DM /T

1 City of Elbląg DM / T

4 City of Gdańsk DM / T

2 City of Gdynia DM / T

3 City of Tczew DM / T

1 City of Venice DM / T

1 City of Wrocław DM / T

1 Commune of Podkowa Leśna DM / T

2 Commune of Przywidz DM / T

2 Commune of Smołdzino DM / T

1 Cycling Bydgoszcz S

1 Cycling Poznań S

1 European Institute for Democracy S

1 Green Mazovia / GDDiKA S

1 Local Tourism Organisation Kociewie S

1 Local Partnership Group “Zakole Dolnej Wisły” S

2 Polish Environmental Partnership Foundation S

1 tcz.pl J

1 Trójmiasto.pl J

2 ZASADA Group BD

Legend

DM/T: Decision maker/Technician (city planner, traffic planner etc.), S: Stakeholder, J: Journalists, BD: Bicycle dealer

ith th

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