TL Module 06 Walking Cycling en Reader

TRAINING
MODULE
Walking and cycling counselling municipalities
The material for training module 6 Walking and cycling counselling municipalities was
compiled by HARALD REITERER and BENJAMIN AUER in 2011/12.
HARALD REITERER
BENJAMIN AUER
KOINSTITUT SDTIROL/ALTO ADIGE
VIA TALVERA 2, 39100 BOLZANO
+39 0471 980 048
auer@ecoistituto.it
www.ecoistituto.it
This training material can also be downloaded from the project website.
www.transportlearning.net
Sources cover photos:

FGM-AMOR, www.eltis.org
Legal disclaimer:
The sole responsibility for the content of this publication lies with the authors. It does not necessarily reflect the
opinion of the European Union. Neither the EACI nor the European Commission are responsible for any use that
may be made of the information contained therein.
Transport Learning is co-funded by the European Union under the Intelligent Energy Europe programme.
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About the project TRANSPORT LEARNING

TRANSPORT LEARNING Empowerment of practitioners to achieve energy savings in
urban transport started in May 2011 and is a 32 months project supported by the European
Commission within the Intelligent Energy Europe programme.
TRANSPORT LEARNING aims to create knowledge and capacity on sustainable transport
policies and measures in municipalities and energy/ management agencies of Europes
convergence regions. It further aims to strengthen market activities on sustainable transport
by integrating them into the business portfolio of energy/ management agencies, thereby
supporting regions which are catching up economically.
The project aims to reach a wide audience, creating a large-scale impact and in the longterm safeguarding ongoing training and education on sustainable transport. In order to
achieve this, TRANSPORT LEARNING creates and implements its training and site visits
and exploits its outputs for a long-term impact. It will realise:
64 2-day training modules on topics mirroring the needs of the trainees in Bulgaria, Spain,
Greece, Hungary, Italy, Poland, Portugal and Romania; to a minimum 650 participants;
Mini-projects (practical training projects) resulting in a minimum of 170 projects
successfully carried out;
Site visits for politicians and decision makers in order to support trainees actions and
sustainable transport generally in the convergence regions;
Integration of training materials into academic and training courses to ensure long-term
impact on students and working professionals;
Website providing information, news, e-Learning platform, Online Training Resource
Centre and all outputs of the project in 9 European languages.
Through all these measures TRANSPORT LEARNING will substantially contribute to energysavings in transport by creating the required knowledge and capacity to work effectively in
the field of sustainable transport.
The TRANSPORT LEARNING consortium

Coordinator:
Technische Universitt Dresden (DE)
Partners:
Ecoinstitute Alto Adige (IT)
Municipality of Krakow (PL)
Eco-union (ES)
ANEA (IT)
Edinburgh Napier University (UK)
OCCAM Ltd. (PT)
Energiaklub (HU)
ATU (RO)
Energy Agency of Plovdiv (BG)
University of Maribor (SI)
FGM AMOR (AT)
University of Piraeus, Research Center (EL)
GEA 21 (ES)
University of ilina (SK)
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Table of contents
1.
Introduction: Walking and cycling in cities ..................................................................5
1.1 Benefits of walking and cycling.......................................................................................6

1.1.1 Environmental benefits.............................................................................................7
1.1.2 Social benefits..........................................................................................................7
1.1.3 Economic benefits....................................................................................................8
1.1.4 Personal benefits .....................................................................................................9
1.2 Barriers to the development of cycling..........................................................................10
1.3 Barriers to the development of walking:........................................................................12
2. Tools and approaches for municipalities ......................................................................13
2.1 Infrastructure.................................................................................................................14
2.2 Quality criteria for cycling infrastructure........................................................................15
2.2.1 Quality criteria for walking infrastructure ................................................................19
2.2.2 Bicycle parking and storage ...................................................................................21
2.2.3 Bike-sharing ...........................................................................................................22
2.3 Policy and organisation.................................................................................................22
2.4 Promotion and campaigns ............................................................................................23
Case study: Promoting cycling and walking for sustainable mobility in Koprivnica
(Croatia).................................................................................................................................26
Case study: A specific strategy - Improvement and promotion of cycling mobility in
Bolzano (Italy).......................................................................................................................27
3.
Further information.......................................................................................................35
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1. Introduction: Walking and cycling in cities

Many European cities are suffering from traffic-related problems such as noise and air
pollution, consumption of space and congestion. Individual motorised transport is widely
acknowledged to be the main mode of transport responsible for these problems. This is why
more and more cities are developing strategies to change urban transportation, trying to shift
trips from individual motorised traffic (i.e. cars and motorcycles) to collective transport and
non-motorised transport. However, the role played by any transport mode varies strongly
between cities. This difference is shown by modal split figures (modal split: share of a single
transport mode of the total of trips in a city where the total equals 100% of trips). Three
modal split figures are shown below (Source: European Platform on Mobility Management,
www.epomm.eu).
City of Liverpool (UK)

Survey year 2001
City of Copenhagen (DK)

Survey year 2010
City of Kaunas (LT)

Survey year 2007
These figures demonstrate how in three cities located at comparable latitudes (i.e. with
similar climate conditions) the means of urban transport used are highly different. This
indicates that the citizens choice of transport mode can be directed by providing the right
incentives.
Traditionally, some countries have been more sensitive towards traffic-related congestion
and environmental problems and began decades ago with the implementation of policies
attentive to the needs of cyclists and walkers.
Today, more and more cities are coming to
acknowledge the damage caused by excessive
car use in cities and the positive impact of a high
share of cyclists and pedestrians. Champion cities
in the Netherlands and in Denmark, which are
regularly rated as having some of the highest
qualities of life in the world, understood this
decades ago. Now ever more municipalities are
developing cycling strategies as part of their
urban development strategies. For instance, cities
like London, Brussels and Paris, besides
investing in cycling-friendly infrastructure, have
been operating very successful bike-sharing Figure 1: Recent cycling super-highway
in London. Source: www.eltis.org
systems for some time.
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Figure 2: This figure shows the share of all trips made by bicycle in some European countries.
The numbers reflects the fact that the nature of road traffic policies in a country can strongly
influence the peoples choice of transportation. Source: European Commission, quoted in
Cycling in the Netherlands, 2009.
Furthermore, even without the involvement of the public

administration, in many cities spontaneous initiatives
campaigning for better cycling conditions are being brought
to life by engaged citizens. Examples of such initiatives are
the Critical-Mass Movement or awareness-raising rides by
naked cyclists.
Similarly, pedestrians are also increasingly asking for better
conditions rather than being considered a secondary
phenomenon in public space, below individual motorised
traffic. For example, lobbying associations for pedestrians
are in place in many countries (the International Federation
of Pedestrians provides links to national groups:
http://www.pedestrians-int.org/).
Figure 3: Source: www.trendytravel.eu
1.1 Benefits of walking and cycling

Considering the problems caused by individual motorised transport in cities, a solution
comes from the increased use of collective transport and non-motorised modes of transport:
walking and cycling.
Both have advantages compared to private motorised vehicles. However, public transport by
definition is less flexible and cannot satisfy all individual mobility needs, which is why walking
and cycling, in combination with collective transport, can play a key role in securing high
mobility standards in urban areas. The non-motorised modes of transport have several
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beneficial effects for cities. Benefits include quality of personal travel , benefits for the
environment, for society and for the economy.
1.1.1 Environmental benefits

There are multiple beneficial effects of non-motorised transport on the environment. Cycling
and walking are the most energy-efficient, clean and silent modes of transport. They do not
consume any fossil fuels or generate any emissions, and they contribute to a clean and
livable urban environment.
In addition, walking and cycling use less public space (meaning less need for infrastructure),
freeing valuable urban space for other uses. A road at a given cross section can transport
several times as many people per hour on bicycles than by car, simply because cars occupy
more of the road surface. The bicycle also has several advantages compared to cars when it
comes to parking. A parked car easily takes up 8-10 times the area needed by a parked
bicycle. (Source: COMPETENCE reference material; transportlearning.net/competence).
Figure 4: This figure demonstrates the differences between cars, bicycles and public transport
with regard to the consumption of space. Source: www.fairkehr.net
1.1.2 Social benefits

Cycling and walking are accessible to everyone with good health, while the use of individual
motorised transport is dependent on more specific health requirements, age and a driving
license. Furthermore, walking and cycling is affordable, being the most cost-effective choice
of transport for low-income segments of the population.
Walking and cycling policies are therefore democratic, given that they do not favour certain
segments of the population. They can guarantee personal mobility for all, especially at times
of growing fuel prices.
Cycling and walking contribute to better quality of life: they are people-friendly modes of
transport. Cities with high cycling shares (such as Copenhagen or Amsterdam) constantly
rank highest in the list of cities with the best qualities of life. By contrast, research shows that
those living in the proximity of heavy road traffic tend to have less social interaction, gain
weight, sleep less and are more aggressive (Legambiente, 2010).
Public health benefits are another consequence of policies aimed at increasing the share of
cycling and walking. Even the daily walk or cycling trip to work has considerable benefits on
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the health conditions of people. And it might also save the time otherwise needed for the
gym!
Contrary to common beliefs, having more cyclists and more pedestrians actually reduces the
safety risks of these transport modes. The reason is that drivers of motorised vehicles are
more aware of them and learn to expect their presence and predict their behaviour.
Figure 5: Traffic-related deaths in Austria,

Switzerland and France (2003). Sources:
World road statistics, UNESCO, WHO.
1.1.3 Economic benefits

In times of economic crises and budget shortages the economic benefits of non-motorised
transport can only be highlighted the more. For the individual, the cost of these transport
modes is basically none: the only costs are the purchase of a bicycle and a lock or a pair of
shoes. On the other hand, private motorised vehicles have high fixed and variable costs. It is
in economically difficult times that therefore people increasingly cycle or walk. At these times,
the attention of the public administration towards cyclists and pedestrians is therefore most
important.
Apart from personal savings, cycling and walking also have beneficial effects on public
spending and the local economy. They require shorter distances and therefore give an
advantage to local shops and businesses, whereas in car cities big out-of-city shopping
centres are advantaged. Research has also shown that cyclists are generally better
customers because they visit shops and businesses more frequently (see figure below).
Similarly the benefits of walking for shops and businesses can be observed in the many
flourishing pedestrian areas in cities.
The infrastructure required by cyclists and pedestrians is very cost-effective. It is estimated
that any investment in cycling provisions generates economic benefits 5 to 7 times the value
of the investment. Public spending is reduced due to the reduced cost of infrastructures, and
also through a reduction in external costs (e.g. costs of healthcare, of traffic jams, etc).
Cycling and walking are convenient feeders for public transport: more walking and cycling
therefore results in a win-win situation.
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Figure 6: Even if cyclists spend less money in shops, they tend to visit them more frequently,
being overall better customers. Source: www.presto-cycling.eu
Figure 7: This figure illustrates how public spending is often strongly biased towards cars,
even if their modal share is relatively low. The figure refers to the city of Freiburg, Germany.
Source: UBA 2002, quoted in www.presto-cycling.eu
1.1.4 Personal benefits

Travel quality can often be increased when walking or cycling as an alternative to driving.
You will discover your surroundings better and when walking or cycling you can much easier
make social contacts on your way. Cycling trips, for example, can in itself be a nice social
activity for the family, and can also inspire to other social activities, as you will see much
more along the route than if you use public transport or a car. When cycling you, thus, can
discover things in your neighbourhood, which can be the target for new trips. The same is
true for walking trips (Quotation from the PRESTO policy framework, Source: www.prestocycling.eu).
Furthermore, cycling often results in significant time savings. Up to 7 km (even up to 15 km
for pedelecs) the bicycle is on average the fastest means of transport. Because on average
50% of all urban car trips are less than 5 km, cycling could easily cover more than half of all
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daily trips in cities. Major reasons for the time savings are congestion, which delays cars and
buses; parking restrictions, which makes car parking a time-costing affair, and the possibility
to make shortcuts or on-the-way stops, which may not be possible when using other modes.
Non-motorised modes of transport are therefore clearly the most flexible and autonomous
modes of transport.
Figure 8: This figure compares travel times by car and by bicycle, when taking into account the
daily time spent for physical exercise. The assumption is that one wants to have 30 minutes of
physical exercise per day. Cycling therefore saves time on health activities.
Note that in Europe 50% of all car trips are shorter than 5 km.
Source: transportlearning.net/competence
Figure 9: Emotions associated with three different transport modes: Cycling is considered the
most fun and pleasant way of getting around. Source: Kennis Instituut voor Mobiliteit 2007,
quoted in Cycling in the Netherlands, 2009.
1.2 Barriers to the development of cycling

Many citizens desire quality of life in their neighbourhoods, meaning less and slower car
traffic.
The European Parliament in the publication The Promotion of Cycling mentions the most
important barriers to cycling:
lack or inadequacy of road and parking infrastructure

cyclists safety and security
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weather conditions
poor intermodality
Moreover, partly depending on local conditions, people also frequently mention:
strong gradients
limited possibilities for transporting goods and persons
risk of theft
convenience
However, success stories from champion cities and the equipment available on the market
make many of these non-fundamental drawbacks.
The cities with the highest cycling shares are mostly located in cold and rainy climates
(Netherlands, Denmark, Sweden). They show that weather conditions do not constitute a
fundamental obstacle to cycling. Specific rain-gear, tyres with spikes for icy roads, etc. can
make bike mobility a feasible alternative to cars in almost all weather conditions. Also the
topography and the transporting of goods and persons are concerns that can be addressed:
pedelecs for example (= bicycles with pedalling assistance from a small electric engine see
box below) allow easy climbing of strong gradients, fast acceleration and effortless riding
even with strong headwinds. Trailers or cargo bikes make transporting cargo very simple.
Cycling is in reality often much easier than in its image. Part of a successful cycling policy is
therefore also overcoming of prejudices. Some examples:
Cycling is a slow mode of transport: In fact, in urban areas the bicycle is the fastest
mode of transport for up to 7 kilometres, in the case of pedelecs for up to 15
kilometres.
Cycling is only for the young: In fact, cycling is suitable for all age groups. The
elderly can benefit from much better mobility, which in turn increases their degree of
social interaction.
Cycling is not for transporting: In fact, cargo bikes and trailers allow the
transportation of considerable cargo. On average, people do not need to transport
amounts which are unsuitable for bike transport.
Figure 10: Cycling is a very social and flexible way of travelling. Source: www.eltis.org
Individuals may need to be convinced of the arguments listed above but its the safety of
riders (and their bikes), the duration and the comfort of cycling trips where the intervention of
municipalities is crucial.
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Pedelec is the abbreviation for "Pedal Electric Cycle". In comparison to other two-wheelers with
an electric motor (in general often called "E-Bikes" or Scooters), the characteristic of a pedelec is
that the electric power only assists the human power instead of replacing it: The current output of
the electric motor is usually proportional to the current human power contribution. This means, that
a pedelec does not move without pedalling. Moreover there is a speed limit for the electric
assistance of the motor: Pedelecs in line with European legislation stop the electric motor above a
velocity of 25 km/h.
Compared to conventional bicycles without an electric motor, the main advantage of a pedelec is
by nature more speed for less physical effort. Whilst the potential of higher speed (and thus wider
range within the same riding time) in flat regions is limited by the 25-km/h-limit, pedelecs have their
most impressive effect on slopes. The other way round, getting the same speed for less effort is
particularly attractive for elderly people and employees, who do not want to arrive in their office
with sweat patches.
Source: www.gopedelec.eu
1.3 Barriers to the development of walking:

Walking may also be easier than previously perceived by some. However, also in this case
safety aspects play a vital role. Many pedestrians feel unsafe on narrow pavements, with
cars speeding past, or on squares and intersections where most space is dedicated to
moving or parked vehicles, while pedestrians share insufficient, unpleasantly designed or
badly maintained walking infrastructure.
Below are listed some of the most prominent groups of barriers, including examples:
Safety
o Cars travelling at too high a speed.
Accessibility
o Services are segregated, apart and far from homes.
o The pedestrian network is lacking links and has poor connectivity.
Comfort
o Socially insecure places.
o High levels of noise.
Attractiveness
o Lack or insufficiency of natural features (lack of vegetation, lack or
unappealing sources of water, scarcity or too small green)
Intermodality
o Poor offer of public transport (long waiting times, too long distances to the
stops).
Source: PROMPT project (http://prompt.vtt.fi)

Sometimes, these barriers can even reinforce themselves. For instance, experience from
Bolzano (Italy) shows that many parents drive their children to school because they consider
it unsafe to let them walk. This results in increased traffic congestion at certain hours of the
day, in turn increasing dangers for walkers. A successful solution to this is presented further
on (school streets).
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2. Tools and approaches for municipalities

NOTE: in the following chapter references are made mainly to cycling, in order not to sound
too repetitive. However, the tools and approaches presented are mostly valid for the
implementation of walking policies as well.
Municipalities can implement a range of measures aimed at increasing the attractiveness of
the city for cyclists. The measures implemented will depend on the starting point (Where are
we standing now?), therefore it is vital to assess the cycling conditions beforehand.
How safe, easy and attractive is cycling and walking in the city?
Which share of daily trips are made by bicycle? This indicator (the modal share) is defined
by on-street counting or surveys.
Similarly, it is important to assess the conditions for walking in the city. Are many people
making walking trips on a regular basis? What are the main barriers to walking?
The BYPAD auditing tool is one method which helps assess the conditions for cyclists in a
structured way. For further information on this method visit www.bypad.org.
Starters, Climbers or Champions?

Depending on the cycling conditions and the modal share, cities can be classified as starters,
climbers or champions.
Starters: these cities have poor cycling conditions (i.e. lack of or dangerous and unattractive
infrastructure for cyclists) and less than 10% share of cycling.
Champions: these cities have high-quality cycling infrastructure and a modal split of generally
more than 30%.
Between these categories are the climber cities, with mid-range cycling rates and modal
shares. Generally, the cycling rate rises as the cycling conditions improve.
Figure 11: This figure illustrates the classification of cities in starters, climbers and champions.
Source: www.presto-cycling.eu
According to whether the city is a starter, a climber or a champion, a different set of cycling
policies will be required. While in starter cities the focus is on on basic investment in safe and
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direct cycle routes and encouraging potential cyclists, in champion cities the focus is on
improving the existing infrastructure and rewarding cyclists to keep them motivated.
Figure 12: Cycling strategy efforts in starter, climber and champion cities. Source:
www.presto-cycling.eu
The measures and examples listed in this chapter are mainly targeted at starter and climber
cities who want to improve conditions for cyclists and increase their modal share.
The measures can be distinguished in 3 categories:
Infrastructure
Policy and organisation
Promotion and campaigns
2.1 Infrastructure
Every city has a latent demand for cycling. Yet some cities have very low numbers of
cyclists. Mostly this is because cyclists feel unsafe and disrespected in road traffic. Traffic
may be too heavy and fast, road infrastructure leaves no room for cyclists and makes cycling
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dangerous and there is no connection between quiet areas where cycling would be
attractive. As a consequence, only few people dare cycling in the city, and motorist are
generally unaware of cyclists and their behaviour.
With regard to infrastructural improvements the focus lies on making cycling safe and
creating attractive cycle routes (however, promotion efforts will be necessary to publicise the
new infrastructure). This does not always mean creating a costly city-wide network of
segregated cycle lanes from scratch, it can also begin with designating calm mixed-traffic
areas in a single neighbourhood, constantly improving them and connecting them to other
neighbourhoods in the city.
In fact, as the availability of financial resources is often limited, so called soft measures
can be at least as important as hard infrastructural measures in creating an environment
which favours cycling and walking. These include the use of paint on the road to clearly mark
spaces designated for cyclists, the enforcement of speed limits (speed bumps, radar
controls), pedestrian islands, giving absolute right of way to cyclists or pedestrians (e.g.
bicycle streets in Germany) or street furniture which leads to a reduction in the speed of
cars.
Figure 13: This example from Freiburg,

Germany, shows how elements in a
residential area can be arranged in order to
capture drivers attention and make them
travel at lower speeds. There is no need for
segregated infrastructure on such streets
(Source: www.eltis.org).
2.2 Quality criteria for cycling infrastructure

In order to become truly attractive to cyclists, the infrastructure needs to respond to the
following criteria: safe, direct, cohesive, attractive, comfortable. These criteria have been
developed in the Netherlands, but they have become acknowledged internationally as valid
policy guidelines. For starter cities, the focus lies on providing safety and directness (i.e.
routes which allow competitive travel times by bike).
Safe
It is acknowledged that dangerous situations and fear of riding in traffic are serious
disincentives to the use of the bicycle. The following guidelines should be considered:
Mixing traffic where it is safe or can be made safe. Mixing cyclists with other users
should be the default option when planning a cycling network, because it allows the
creation of a dense network without the need for costly investment. Where traffic is
mixed, cars need to be slowed down to 50 km/h (maximum) or 30 km/h (ideal).
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Segregating traffic where safety requires it. This is normally the case where the speed
of passing cars is higher than 50 km/h.
Sufficient width of the cycling infrastructure, which allows safe distance from
obstacles and from approaching or overtaking cars and cyclists. Recommended
minimum widths of segregated cycling lanes/paths are 1,50 metres (mono-directional)
and 2,50 metres (bidirectional).
Avoidance of conflicts with vehicles where possible. Conflict points presented as
clearly as possible (good visibility, horizontal and vertical signage)
Provisions at intersections (e.g. storage lanes, advanced stop lines, speed
reductions, bicycle bypasses)
Perceived safety is also essential in order to attract users (i.e. avoid dark and scary
areas)
Figure 14: On busy main arteries, safety requires that

segregated cycle tracks are created alongside the
road. At intersections it is essential that the potential
conflicts are clearly presented to car drivers and
cyclists (signage, visibility).
Figure 15: Road surface changing from tarmac

to paving stone signals drivers to slow down
Figure 16: Sometimes dedicated cycling infrastructure may
actually decrease safety. In this case cyclists face the hazard of
suddenly opening car doors.
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Direct
In order to be competitive, bicycles need fast connections between the journey

starting point and destination. It is essential that cyclists are enabled to reach their
destination with minimum detours. Especially segregated infrastructure needs to
allow fast riding with right of way at intersections.
Much used tools to reach directness of trips are counter flow lanes in one-way streets
and shortcuts through blocks and streets that are otherwise closed for vehicles.
It is also important to avoid frequent stopping (e.g. stopping to give way), which is
tiresome and unnerving.
However, speed should never be achieved at the expense of cyclists safety, or the
safety of other road users and pedestrians!
Figure 17: These images show how direct routes can be created by setting up shortcuts for
cyclists through closed streets and one-way streets.
Figure 18: This image shows an example to be avoided in planning: Cyclists need to cross the
road twice, hence losing a lot of time.
Cohesive
A cohesive cycling network allows cyclists to reach most places within the city on
cycling-friendly infrastructure. Short, isolated stretches of cycle lanes (less than 500
metres) can sometimes be useless, especially if situated on the opposite side of the
road.
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Signage at key intersections makes orientation easy.

Attractive
Attractive surroundings (quiet, pretty) make cycling more pleasant

Locating cycling infrastructure in attractive settings (e.g. in a park) increases the
recreational value of this transport mode.
Figure 19: Two examples which illustrate what an environment attractive for cycling could be
like. The first image actually shows a roundabout in the Netherlands, yet it underlines the
importance that is given to pedestrians and cyclists.
Comfortable
Good conditions of the road surface make sure that riding a bike is pleasant. The
presence of rough tarmac or potholes causes annoying vibrations and requires higher
concentration.
Especially on the main cycling routes, plenty of space is needed so cyclists can
maintain safe distances from obstacles and overtake slower cyclists.
Availability of services to cyclists, such as repair shops and pumping facilities.
At nighttime, good lighting needs to be ensured.
Source: www.eltis.org
Figure 20: Cycling infrastructure in good conditions in Bolzano (left); a pumping facility for
cyclists in Denmark (right).
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The relevance of the single quality criteria may change according to the target group. For
instance, daily commuters will prefer fast and direct routes, even if they are located in an
unattractive setting (e.g. parallel to a much-used road), whereas weekend users, cycling for
recreational purposes, will probably prefer attractive routes through green areas, even if they
are longer.
The PRESTO (www.presto-cycling.eu) project provides tools for technicians aiming to plan
and build best practice cycling infrastructure. Links to further information are also listed at the
end of this document.
2.2.1 Quality criteria for walking infrastructure

A successful walking policy will need to carefully consider and plan the conditions in which
walking takes place. Very often favourable conditions for cyclists and walkers go hand in
hand, as both have very similar requirements: safety, directness, cohesion, attractiveness
and comfort. In particular, both benefit from general traffic calming such as speed limits and
limited circulation areas.
Safe
Safety is of paramount importance for pedestrians. Especially along main road arteries,
walkers should never have to leave dedicated infrastructure, and at all times the distance
between them and road vehicles should be appropriate (see below). Where no pavements
are in place or they are of insufficient width, traffic needs to be slowed down to 20 km/h to
increase the safety and attractiveness of the route. This can be attempted through street
layout, but also making use of soft measures. The establishment of Living streets or Home
zones is a solution for mixing motorised and non-motorised traffic in areas with high
residential density. Outside main roads, if there is a high demand for street crossings by
pedestrians, municipalities can implement a shared space concept: This means that all road
users and pedestrians share the same space (e.g. a square, designed to slow down
vehicles), without rules other than those of mutual consideration, and without signage. This
concept, which has first been implemented in the Netherlands, has proven to strongly
improve the quality of the environment for pedestrians while at the same time raising drivers
awareness and reducing their speeds (Source: www.fussverkehr.de).
Many accidents involving pedestrians occur at crossings: therefore high consideration needs
to be given to allow safe crossings, such as good visibility, plenty of room, slow car traffic
and sufficient crossing time at traffic lights.
It is similarly important that there is also a high level of perceived safety: dark subways or
insufficient lighting increase the feeling of limited safety for walkers.
CASE STUDY: School streets in Bolzano

School streets were introduced in Bolzano in 1989. The measure consists of
the temporary closure of streets affected by high numbers of cars of parents
who drive their children to and from school. The measure increases the safety
of those children walking to school and favours their autonomous mobility, as
well as reducing the number of cars in circulation.
The concept has been very successful over the years, especially in
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combination with road traffic education in schools and initiatives such as the walking bus.
Figure 21: The walking bus is an initiative where

children are collected at determined stops by an
accompanying person and walked to school as a group
in safety (Source: www.eltis.org)
Direct and coherent

Walking is very sensitive to detours (e.g. large buildings, poor crossing facilities), it is
therefore essential to provide the shortest possible routes, making use of shortcuts where
possible. Similarly, short stretches of dangerous or otherwise unattractive routes might
jeopardise the success of entire walking routes.
Attractive
For walking mobility the attractiveness of the infrastructure is of high importance. The
pleasure of walking can be supported by providing walking infrastructure through parks,
green areas and along bodies of water. Avoid large, monotonous buildings or walking routes
along roads with heavy traffic.
The attractiveness is strongly increased if streets are alive day and night. This can be
achieved by providing enough housing, a variety of services and facilities, and meeting
points (mixed use of urban space instead of spatial separation).
Comfortable
Very often pedestrians are given little consideration outside of city centre pedestrian areas.
An example are the construction criteria of pavements. For decades the width of
pavements has been defined by simply adding the width of two pedestrians:
0,75 m + 0,75 m = 1,5 m.
However, in practice this width is often insufficient,
especially as it is often reduced by lightpoles, parked
cars or similar obstacles, or when people with bags,
trolleys, walking sticks or wheelchairs meet. A person
walking needs approximately 1,0 m of space,
considering that most people carry bags, umbrellas or
similar. A minimum distance of approximately 25 cm is
also required on both sides, resulting therefore in a
minimum width of 2,5 m for two persons to pass each
other comfortably. Even more width is needed if there is
room for looking in shop windows, placing benches etc.
These values and further guidelines are described by
the German walking mobility association Fussverkehr
(www.fussverkehr.de).
Figure 22: Walking infrastructure

should be maintained in the best
possible conditions. Source:
www.eltis.org.
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Another example of poor consideration are the often long waiting times at traffic lights, bad
conditions of the pavement surface, puddles, etc. All these things considerably reduce the
attractiveness of walking.
2.2.2 Bicycle parking and storage

Bicycle parking and storage are just as important as cycle routes for a successful cycling
strategy. The main issues to be addressed are:
Management of large numbers of bicycles in public space

Bicycle availability
Risk of theft
If there is not enough well-organised parking for bicycles, people will start leaving them
standing around, becoming an obstacle for pedestrians and the mobility-impaired. Even the
cyclists themselves will be discouraged by a permanent lack of parking possibilities.
Figure 23: If there is not sufficient parking for bicycles,

public space will start looking like this
It is therefore crucial that parking possibilities are provided in sufficient numbers and as close
as possible to the origins and destinations of journeys. Cycling is competitive to motorised
transport if it allows door-to-door trips. If parking places are located at some walking distance
from the start/destination point this competitive advantage is damaged. Furthermore, parking
places need to be comfortable to access, possibly covered and with a low risk of damaging
the bicycle.
Page 21 of 36
Figure 24: Bike racks such as the one in the left image are likely to damage the front wheel.
Preference should rather be given to bike racks which allow the bicycle to be leaned against
and locked at its frame. Original designs can be an eye-catcher and promote cycling mobility.
The risk of theft is a very crucial issue. A high risk of theft will lead to people not using their
bikes or using only very poor quality bicycles. Parking and storing possibilities which reduce
the risk of theft will encourage people to use their bicycles more likely.
For more detailed guidelines regarding the provision of bicycle parking, consult the Cycling
Infrastructure Guide from the PRESTO project (www.presto-cycling.eu).
2.2.3 Bike-sharing
Cities where few people own bicycles can benefit from the introduction of a bike-sharing
scheme. Bike sharing means that public bicycles are put at citizenss disposal at multiple
points throughout the city, and these can be hired (generally for short periods only) by
registered users. Bike sharing systems are an attractive solution for those who still do not
have their own vehicle, yet want to start cycling, or those who prefer not using their own bike.
A review of different bike sharing systems and a set of guidelines for their implementation
was provided by the OBIS project (www.obisproject.com).
Figure 25: In Burgos, Spain, the bike-sharing

system was a success since the beginning.
2.3 Policy and organisation

A structured sustainable mobility policy is fundamental for achieving positive results in
increasing non-motorised transport. Such a policy requires political commitment along with
human and financial resources. The principal ingredients for good cycling and walking
policies are:
A sustainable mobility concept, politically approved, which clearly outlines targets

and the relative measures.
A mobility manager and mobility office with clearly defined roles and responsibilities.
Certainty of financial resources: possible sources are parking fees and road traffic
fines.
Improvements in cycling and walking infrastructure are best accompanied by adaptations of

the policies governing road traffic. Cycling and walking do generally benefit from
measures which slow and calm motorised traffic. In the case of cycling, these measures can
lead to the sharing of infrastructure. In zones of limited circulation (i.e. where only authorised
Page 22 of 36
vehicles can enter at low speeds) pedestrians can also claim spaces on the road. The same
is true for areas of shared space.
Policies which give cycling and walking a competitive advantage include road pricing,
parking fees and a limitation of available parking, partial or complete closure of streets to
motorised road traffic. Avoid the mistake of making the use of cycle lanes mandatory, as
this reduces the cyclists freedom and the directness of their routes. Furthermore, where
cycle lanes are not in very good condition or are in conflict with parked cars or pedestrians,
mandatory cycle lanes strongly reduce the attractiveness of cycling.
Other policy adaptations include the widespread introduction of 30 km/h zones, or the
definition of quality criteria for cycling infrastructure (see for instance the Dutch quality
criteria outlined above, or the PRESTO project). Further policy elements can include the
mandatory provision of cycling facilities (e.g. bicycle room or bicycle parking) for new
developments, or a ban on the construction of any new city centre parking (even in private
homes). This saves public space and favours the use of walking, cycling and public
transport.
Figure 26: This figure shows how a change in

policy (i.e. not providing employees with parking
opportunities) can drastically change travel
behaviour.
2.4 Promotion and campaigns

Promotional activities and campaigns are vital in order to publicise what is available (e.g.
new cycling infrastructure) and raise awareness: about the benefits of cycling, about safety
concerns, etc. For instance, a key target should be bicycle training for children, as well as
road safety education for cyclists and motorists, with the aim of road users respecting one
another.
Promotional activities can be generic, for example posters, videoclips, cycling events, etc., or
targeted at specific groups. Examples of such specific campaigns are the Cycle to work and
Walk
to
school
campaigns
(see
the
COMPETENCE
project,
transportlearning.net/competence, for further information; www.eltis.org for examples and
case studies on how to implement such campaigns).
Page 23 of 36
EXAMPLE: The Walk to school campaign

Walking will often be an option in the cycling campaigns. There are however some activities directed
only or primarily towards walking. One such example is the English Walk to School campaign.
Walking to school is promoted from a range of reasons, some of them concerning childrens' health,
learning capabilities and independence, other being attempts to tackle the traffic congestion caused by
numerous children being driven to school.
The campaign is directed towards teachers, pupils and parents (as they must accompany their child
on foot instead of driving them to school). It runs over two weeks of the school year..
A set of materials is developed for the campaign, with the "strider" as a common character.
A leaflet for parents - also directed towards children -, a poster, bookmarks and T-shirts.
A certificate to award those who completed the Walk to School Week.

The teachers are encouraged to take up various activities with the children focusing on transport to
school. The aim is to make walking to school a continuous activity for the children.
An evaluation of the Walk to School Week in May 2005 concluded that an average 30% modal shift
was observed during Walk to School week in participating schools.
The campaign makes use of a specific period of time, health is used as one of the key arguments and
material is made so that the participants can keep a record of their participation in a way that can be
viewed by the other participants and colleagues/classmates (e.g. the wall chart in the Walk to School
campaign). This public display of performance is a way to keep awareness on the issue among the
Page 24 of 36
participants and to give a social pressure on the participants to continue the desired walking
behaviour.
Another example from the UK is walking school buses. Walking school buses involve organising the
trip from home to school in such a way, that a group of children are guided by a few adults.
With regard to cycling and walking, the main challenge for campaigns can often be
overcoming prejudices and psychological barriers of citizens. In fact, cycling and walking is
often much easier, pleasant and efficient than people may think. Use emotional approaches
in campaigning (see for example the Trendy Travel project, www.trendy-travel.eu), with the
final target of establishing a cycling culture or walking culture, i.e. a cultural framework
where it is considered normal that people use non-motorised transport for everyday mobility.
In particular, successful campaigns need examples and testimonials which show the
feasibility and benefits of these transport modes for all groups of the population. We propose
that councillors should commit to regularly walk and cycle at least once a week!
A separate module within the Transport Learning project deals with campaigns in detail.
Page 25 of 36
Case study: Promoting cycling and walking for

sustainable mobility in Koprivnica (Croatia)
The City of Koprivnica has been engaged in a number of
strategies to promote cycling and walking and attain full
accessibility of roads for all users. A wide partnership of
stakeholders has been the key to success. In five years, a
modal shift of 25% has been reached.
Background & Objectives

The City of Koprivnica is situated in the North of Croatia. With a population of 31.000 in 2001 it was
faced with numerous transport-related problems. Owing to the town's prosperity based on the food
and pharmaceutical industry, the number of private vehicles increased at an alarming pace, while
public roads were in a poor shape, pedestrian pathways inaccessible to the disabled and cycling
tracks few and unconnected.
The resulting deterioration of air quality, traffic congestion and decreasing quality of life in the city
centre made the local government engage in a number of sustainable transport strategies.
Implementation
In partnership with educational institutions, traffic police, local businesses, non- governmental
organisations and citizen groups in the areas of environment, sports and health the local government
engaged in two fouryear programmes: Town on The Move and Streets for People. Several projects
were also undertaken, the most important being the EU project Active Access. These programmes
have involved an intense reconstruction of roads including accessible pedestrian pathways and
cycling tracks, energy-efficient lighting, widening of green areas including new children's playgrounds,
car-free zones and a public bicycle rental scheme. The intense promotion of cycling and walking has
been highlighted through the European Mobility Week campaign in which the City of Koprivnica has
successfully participated since 2002, winning the European Mobility Week Award in 2008. Citizens
have been enthusiastically participating in this campaign, especially pedestrians, cyclists, the disabled
and children. Through extensive education campaigns involving kindergartens and schoolteachers,
students and parents, the number of cyclists and pedestrians is constantly increasing. However,
participation of local businesses has been only partially achieved, as the benefits of sustainable
transport are not fully appreciated by all companies.
Conclusions
The city of Koprivnica has been transformed by the sustainable mobility programmes. There is an 80
km long network of cycling tracks and pedestrian footpaths in the city centre and an extensive network
of scenic cycling routes in the city's environs. A network of health paths particularly encourages
walking for health and leisure. There are now 39 playgrounds and an exercise area for elderly citizens.
Almost 50% of all citizens regularly use bicycles as a means of transport for trips to school, work,
shopping and leisure. The city has gained the title of cycling-friendliest town in Croatia and European
Mobility Week champion of 2008. the city has reaffirmed cycling and walking as most popular urban
Page 26 of 36
transport modes. Among other impressive results, there is the Open-air Bicycle Museum containing
seven replicas of the most popular models of bicycles in history and a monument to the bicycle in front
of the City Hall. Wide public participation has been the key to success, ensuring the "ownership" of the
town's strategies by most individual citizens. The local experience has been shared by other Croatian
towns which have been involved in a national network of towns promoting sustainable transport based
on cycling and walking. The plan of calming traffic in the vicinity of all schools and kindergartens and
reallocation of road space to non-motorised traffic in the immediate city centre is currently in progress,
while every road reconstruction involves the addition of pedestrian footpaths and cycling tracks.
Case study: A specific strategy - Improvement

and promotion of cycling mobility in Bolzano
(Italy)
In 2001, the Municipality of Bolzano constructed a Masterplan aimed at designing a coherent cycling
network on the basis of the mobility demand of its citizens. During the planning process, the existing
infrastructure was combined with the new one in a structured way.
Figure 27: Traffic flows in the city of Bolzano were analysed in a detailed study before the
network of cycle lanes was planned (Source: Apollis, 2010).
The hierarchical structure of the coherent bike network in Bolzano consists of three elements, the so
called principal axis, secondary axis and streets with mixed traffic.
The 8 principal axes connect the most important points of economic, residential and touristic
attraction within the city in the most direct and fast way. They cross the whole city and connect several
extra urban bike lanes and suburban areas. The quality standards are higher than those of other bike
lanes: they are generally larger and have better safety provisions at junctions. Moreover, signage
along the main axes enables easier orientation inside the bike network.
Page 27 of 36
Figure 28: The principal axes are cycling lanes

characterised by high qualitative standards.
They are fast and direct routes with minimum
interference with traffic or pedestrians, making
use of dedicated bridges for example.
Intersections with motorised traffic are designed
in a way that makes them as safe as possible by
ensuring high visibility.
The secondary axes connect one or more principal axes. They are usually not as long as the primary
axes and connect built-up areas, sports centres, recreational areas, parks etc. to the principal axes.
Secondary axes also connect two or more primary bike lanes (cross-connections).
In most residential areas 30 km/h zones have been established, effectively allowing mixed traffic and
a diffuse cycle network.
When developing a cycling network, the planning of parking areas for bicycles is essential: high quality
parking areas lead more people to buy bicycles and consequently they promote bike mobility.
A Bicycle Parking Plan for Bolzano was developed, analysing where and how many bicycle parking
areas were required, carrying out feasibility studies and setting out the kind of parking area as well as
the relevant quality standards. For instance, it is important that bicycles can be locked at the frame
and do not run the risk of being damaged by the design of the structure. Also being sheltered from rain
is important, as well as being illuminated and visible to prevent theft.
Page 28 of 36
Figure 29: Bicycle parking differs in aspect and quality. Careful

decisions need to be taken in order to provide the right incentive
for cycling.
Information and communication

Information and communication help make citizens aware of the advantages of cycling. The target is
to inform them about the existing bike mobility offer as well as the bike services, which helps create a
bicycle friendly atmosphere. Information and communication can be a political and marketing strategy
for improving the image of a city.
In Bolzano, a bike mobility map was designed and printed after the new infrastructure had been built.
The structure of the map was simple and easy to read.
Page 29 of 36
Figure 30: Bike map Bolzano (front)
Figure 31: Bike map of Bolzano (back)
Page 30 of 36
Vertical sign posts were developed to improve orientation for those who are not familiar with a place.
Infopoints were located in strategic places and offer a detailed plan of the surroundings, connections
to other bike lanes or the accessibility to mobility attractors. Infopoints can also be looked at as a
marketing tool because they draw the attention of passers-by, car drivers and cyclists to cycling
mobility.
Marketing:
The Corporate Identity
The first step for a successful and effective marketing campaign is the development of a Corporate
Identity (CI). The CI must be unique, sensational and represent the product, in this case bike mobility.
The logo, as a kind of self-explaining symbol, should be placed on all cycling relevant elements in the
city (sign posts, infopoints, posters, advertising, internet, etc.). Like any other product, bike mobility
also obtains an identity through the logo and the whole CI. The design plays an important role. Every
information- and marketing element has to take into account both aesthetical aspects and appeal. The
bicycle has to be positively perceived and get a positive image. For example, the logo should
communicate:
Easy identification of bicycle or bike mobility

Easy recognition
The idea of speed
An emotional attachment
Site-specific aspects (colours, shortcuts, etc.)
In addition to the logo, a signature which is easy to remember should be developed. Writing as well as
colours must be consistent with the logo. Under the signature, there should be a reference to the bike
Page 31 of 36
mobility of each city and everybody should be able to immediately identify what the signature tries to
communicate.
Figure 32: The logo and signature of the Corporate Identity of Bolzanos cycling system.
The Brand (logo + signature) should help create a unique product from bike mobility in a city. This
product must be easily recognisable among the other means of transport, and this should happen on
an emotional level.
Wallpapers and big prints

Like any other product, bike mobility should use one of the most classical advertising media, the
placard.
Placards can be hung in the whole city area and at a relatively low cost, if compared with the great
number of target groups reached. As a matter of course, placards must be designed considering the
corporate identity, the logo, the signature, the colours, etc. of the bike mobility to be represented on
the placard. Again: the aesthetical aspect and the design communicated through the placard are of
fundamental importance to improve the image of bike mobility. Placards can also be hung on public
transport, for instance on buses or trams.
Another possibility consists of production of so called big prints. Big prints are more expensive than
standard placards. But the promotional effect is higher. Big prints can be installed on big house-walls
or used as encasement for big construction works.
Some examples from Bolzano:
Page 32 of 36
The bike barometer

Bolzano was one of the first cities in Europe where a bike
barometer was installed. This tool can be considered as an
instrument to raise awareness and to sensitise all cyclists in
Bolzano. The barometer uses a specific sensor and counts all
bikes in both directions along one of the most used bike paths.
The display shows the total daily number of bikes as well as the
total number of transits since the installation of the barometer.
The bike barometer was a big success in Bolzano and in less
than one year one million cyclists was reached. On that
occasion, a big event involving politicians, the press, sponsors,
etc. was organised.
Postcards and giveaways

Postcards and giveaways are distributed in pubs,
bars or restaurants, at events or whenever
delegations from other cities visit the cycling system
in Bolzano.
Page 33 of 36
Cinema spots and videos

Another method for the promotion of cycling was the production of different cinema spots. The cinema
spots in Bolzano are oriented to different target groups and topics, e.g. young people, safety, etc. New
channels, like short videos on Youtube could also be a future way to draw attention to cycling mobility.
Measures for specific target groups

General marketing activities are certainly meaningful, but it
might be beneficial to integrate these with marketing
activities aimed at specific target groups. Target groups can
be commuters, employees, students, parents or tourists. In
this case creativity is of fundamental importance and sitespecific measures can be developed.
With regards to employees and commuters, marketing
events like the project Cycle to work can be very useful.
Moreover it is possible to develop and promote other
feasible multimodal solutions, like P&R systems in
combination with bike rental services, specific price offers for commuters, ticketing policies, parking
services etc.
The effect of the cycling strategy in Bolzano

The implementation of the cycling strategy brought about fundamental improvements for cyclists and
led to a strong increase in trips being carried out by bike. The average modal share of cycling rose
from 17,5% in 2002 to 29% in 2009.
It needs to be noted that this increase has not led to a significant change in the number of accidents
involving cyclists (see figure below).
250
238 236
221
200
178
197 195
220
150
Number of
accidents
Incidenti
involving cyclists
100
50
0
2004
2006
2008
2010
Page 34 of 36
3. Further information
There is a lot to learn from other cities and projects. The following websites all provide
inspiration, best practice and solutions:
References in this document:
ELTIS facilitates the exchange of information, knowledge and experiences in the field of
urban mobility in Europe.
EPOMM is the European Platform on Mobility Management, a network of governments in
European countries that are engaged in Mobility Management.
PRESTO is about competence building in cycling policies. The project aims to offer a set of
tools for technicians to create cycle friendly urban environments, to implement sound cycling
plans and to start up targeted promotion campaigns.
COMPETENCE - design and implementation of international and national training and know
how transfer activities.
Go Pedelec! aims to raise awareness of pedelecs among citizens as well as municipal
decision makers.
Trendy Travel aims to make sustainable travel more emotionally appealing, so as to affect a
modal shift from car to healthier, more eco-friendly transport modes.
OBIS aims to improve the role and the opportunities of bike sharing as a valuable instrument
to foster clean and energy efficient sustainable modes of mobility in urban areas.
BYPAD (Bicycle Policy Audit) is a tool to assess the quality of cycling policies in towns, cities
or regions.
International Federation of Pedestrians: The goals of IFP are to promote and to defend the
pedestrian's right to full access and mobility.
FUSSVERKEHR German association for walking mobility.
Cycling in the Netherlands (2009) comprehensive document illustrating the different
aspects and tools of cycling policy in the Netherlands.
PROMPT is a study about the conditions for pedestrians and presents comprehensive
solutions for improving these conditions.
Organisations involved in advancing walking and cycling mobility:
ECF - The European Cyclists Federation (ECF) is pledged to ensure that bicycle use
achieves its fullest potential so as to bring about sustainable mobility and public well-being.
WALK21 international conference for walking mobility.
The Cycling Embassy of Denmark is a comprehensive network of private companies, local
authorities and non-governmental organisations working together to promote cycling and
communicate cycling solutions and know-how.
Dutch Cycling Embassy is a comprehensive network of private companies, NGOs,
universities and research institutions and national and local governments.
EPOMM is the European Platform on Mobility Management, a network of governments in
European countries that are engaged in Mobility Management.
80-80cities - their goal is to contribute to the creation of vibrant cities and healthy
communities, where residents live happier and enjoy great public places.
Relevant EU projects about sustainable mobility
CHAMP - The focus of CHAMP is the exchange of good practice and lessons learned in
leading cycling cities. The purpose is both to improve the cycling strategies in the CHAMP
cities and to share the good practice and lessons learned with other European cities to
create safer and more attractive conditions for cycling in Europe.
Page 35 of 36
CIVITAS - The CIVITAS Initiative ("City-Vitality-Sustainability", or "Cleaner and Better

Transport in Cities") was launched in 2002. Its fundamental aim is to support cities to
introduce ambitious transport measures and policies towards sustainable urban mobility. The
goal of CIVITAS is to achieve a significant shift in the modal split towards sustainable
transport, an objective reached through encouraging both innovative technology and policybased strategies.
Mobile2020 aim to stimulate the rethinking of planning processes in small and medium sized
towns in 11 countries in Central and Eastern Europe. We want to transfer suitable good
experiences from Germany, the Netherlands, Italy, Sweden, Denmark, and other countries
and make them applicable in our target countries.
ASTUTE is a three-year project aimed at increasing the number of walking and cycling
journeys in Urban Areas. The project illustrates the main barriers to walking and cycling and
offers a toolkit for overcoming them.
ADVANCE aims to improve the urban transport systems in European cities. It supports cities
and municipalities on their way towards a more sustainable urban mobility, thus assisting
them to set up and improve the quality of Sustainable Urban Mobility Plans (SUMPs) and
policies.
ExtraEnergy aims to raise end customer's awareness of electric mobility, including pedelecs.
Life Cycle is a project of the EU's Public Health Programme. The aim is to integrate cycling
as the natural mean of transport in daily life.
BAMBINI aims to increase the presence of soft mobility in the lives of small children and to
motivate parents to use car-free mobility to achieve internalisation of eco-friendly means of
transport from early on.
BICY. This EU project aims to achieve a widespread modal shift towards cycling and walking
to improve the quality of life and reduce pollution by designing and implementing transnational, cross-border and national strategies.
EcoMobility SHIFT aims at developing a certification system to improve and promote the
sustainability of local governments transport and land-use policies. In addition, municipalities
will be able to obtain an EcoMobility Label that values their efforts to improve the
friendliness of their cities for pedestrians, cyclists, wheelers and public transport users.
CARMA (Cycling Awareness Raising and MArketing) is a target group oriented cycling
communication project, which focuses on better cooperation with the selected target groups
and on the integration between communication and infrastructure initiatives on cycling. The
aim of CARMA is to develop new methods for cost-efficient marketing of cycling which leads
to increased cycling.
OBIS aims to improve the role and the opportunities of bike sharing as a valuable instrument
to foster clean and energy efficient sustainable modes of mobility in urban areas.
Active Access aims to increase the use of cycling but especially walking for short every-day
trips in local areas, in order to benefit peoples health, and the health of the local economy.
BYPAD (Bicycle Policy Audit) is a tool to assess the quality of cycling policies in towns, cities
or regions.
ASTUTE - Its aim was to increase the number of walking and cycling journeys in Urban
Areas.
QUEST develops an audit tool that evaluates a city's urban mobility policies. The aim of the
QUEST audit is to support cities in their efforts of developing more sustainable urban mobility
systems.
PRO.MOTION aims to facilitate energy efficient transport forms in the joint field of housing
and mobility and to reduce the need for transport by providing services and facilities, which
replace transport services. PRO.MOTION aims to change mobility behaviour by influencing
peoples travel decisions where the most important ones are made: at home.
Source: www.champ-cycling.eu
Page 36 of 36

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TRAINING

Walking and cycling counselling municipalities

Walking and cycling counselling municipalities

Sources cover photos:

Walking and cycling counselling municipalities

About the project TRANSPORT LEARNING

The TRANSPORT LEARNING consortium

Municipality of Krakow (PL)

Edinburgh Napier University (UK)

OCCAM Ltd. (PT)

Energy Agency of Plovdiv (BG)

University of Maribor (SI)

FGM AMOR (AT)

University of Piraeus, Research Center (EL)

University of ilina (SK)

Walking and cycling counselling municipalities

Introduction: Walking and cycling in cities ..................................................................5

1.1 Benefits of walking and cycling.......................................................................................6

Walking and cycling counselling municipalities

1. Introduction: Walking and cycling in cities

City of Liverpool (UK)

City of Copenhagen (DK)

City of Kaunas (LT)

Walking and cycling counselling municipalities

Furthermore, even without the involvement of the public

Figure 3: Source: www.trendytravel.eu

1.1 Benefits of walking and cycling

Walking and cycling counselling municipalities

1.1.1 Environmental benefits

1.1.2 Social benefits

Walking and cycling counselling municipalities

Figure 5: Traffic-related deaths in Austria,

1.1.3 Economic benefits

Walking and cycling counselling municipalities

1.1.4 Personal benefits

Walking and cycling counselling municipalities

1.2 Barriers to the development of cycling

lack or inadequacy of road and parking infrastructure

Walking and cycling counselling municipalities

Moreover, partly depending on local conditions, people also frequently mention:

Walking and cycling counselling municipalities

1.3 Barriers to the development of walking:

Source: PROMPT project (http://prompt.vtt.fi)

Walking and cycling counselling municipalities

2. Tools and approaches for municipalities

Starters, Climbers or Champions?

Walking and cycling counselling municipalities

Walking and cycling counselling municipalities

Figure 13: This example from Freiburg,

2.2 Quality criteria for cycling infrastructure

Walking and cycling counselling municipalities

Figure 14: On busy main arteries, safety requires that

Figure 15: Road surface changing from tarmac

Walking and cycling counselling municipalities

In order to be competitive, bicycles need fast connections between the journey

Walking and cycling counselling municipalities

Signage at key intersections makes orientation easy.

Attractive surroundings (quiet, pretty) make cycling more pleasant

Walking and cycling counselling municipalities

2.2.1 Quality criteria for walking infrastructure

CASE STUDY: School streets in Bolzano

Walking and cycling counselling municipalities

Figure 21: The walking bus is an initiative where