s4c book of abstracts
TRANSCRIPT
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Scientists for Cycling Colloquium 2016 Book of Abstracts
©UA
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Title
Scientists for Cycling Colloquium 2016 – Book of Abstracts
Chairperson
José C. Mota (Univ. Aveiro, Portugal)
Manfred Neun (European Cyclists' Federation)
Committees
Scientific Committee
John Parkin (University of the West of England, United Kingdom)
José C. Mota (Univ. Aveiro, Portugal)
Kevin Krizek (Univ. Colorado Boulder, USA)
Margarida C. Coelho (Univ. Aveiro, Portugal)
Martin Held (Protestant Academy of Tutzing, Germany)
Organizing Committee
Frederico Moura e Sá (Univ. Aveiro, Portugal)
Holger Haubold (ECF Network Coordinator Scientists for Cycling )
Joana Ivónia (Univ. Aveiro, Portugal)
Joaquim Macedo (Univ. Aveiro, Portugal)
José C. Mota (Univ. Aveiro, Portugal)
Patrícia Mostardinha (Univ. Aveiro, Portugal)
Event Logotype and Website Design
Joana Ivónia (Univ. Aveiro, Portugal)
Editors of the e-Book of Abstracts
Margarida C. Coelho (Univ. Aveiro, Portugal)
Joaquim Macedo (Univ. Aveiro, Portugal)
November 2016
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Table of Contents Message From Manfred Neun, ECF/WCA President and Chair Of The S4C Network Advisory Board ....... 5
Message from Prof. Manuel Assunção, Rector of the University of Aveiro ............................................... 6
Message from João Miranda, President of ABIMOTA ................................................................................ 7
Message from Eng. José Ribau Esteves, President of CIRA - Aveiro Region Intermunicipal Community .. 8
Message from Prof. José Carlos Mota – University of Aveiro and Co-chair of the S4C Colloquium 2016 . 9
KEYNOTE LECTURES ................................................................................................................................. 11
Cycling And The UN Sustainable Development Goals – Contributions Based on The Active Mobility Agenda ................................................................................................................................................. 12
Bicycling & Changing Urban Transport ................................................................................................. 15
CYCLING & UN GLOBAL GOALS sustainable mobility | economic value | ............................................... 17
Increased Successful Use of Cycling in Polish Cities in the Aspect of Transformation and Membership in the European Union.......................................................................................................................... 18
Boosting the Socio-economic and Health Cost-Benefit Assessment of Cycling Investments: Shaping a network of cities for active lifestyles .................................................................................................... 19
The public policies for the national cycle tourism networks ................................................................. 21
Assessing the economic and environmental impacts of an electrical bike-sharing system .................. 22
Sport & Tran(sport) - The National “Cycling for All” Strategy in Portugal ............................................. 24
The planning of bicycle as a daily transportation mode ....................................................................... 27
CYCLING & UN GLOBAL GOALS gender | partnership | public space | ................................................... 29
Bicycle mobility amongst Women and Children in the Lisbon - Cascais corridor .................................. 30
Women hitting the pedal ...................................................................................................................... 32
Bike uses over three generations ......................................................................................................... 33
The role of an non profitable association in the increasing bicycle usage in the city of Braga ............. 34
Cycling and Walking in Future Lisbon: improving public space. ............................................................ 36
Cycling advocacy in Brasil ..................................................................................................................... 37
CYCLING & UN GLOBAL GOALS Legislation | ........................................................................................... 39
Vulnerable Road Users and Motor Vehicles Involved in Crashes: Application to Portuguese Road Safety Data ........................................................................................................................................... 40
Priority for cyclists ................................................................................................................................ 41
Current European Legislation Prevent Changes in Mobility .................................................................. 43
Evidence of proposed UK law regarding motorists passing cyclists ...................................................... 45
Social predictors of bicycle helmet use among children and adolescents: The Attica study ................ 49
On the Importance of Bicycle Skills Training for Sustainable Urban Mobility ....................................... 51
CYCLING & RAPID CHANGES cities |......................................................................................................... 53
Effect of Sevilla Cycle Network on Cycling Safety. A First Analysis ........................................................ 54
Looking at destinations to explain walking and cycling: the case of the multiple locations of the University of Lisbon .............................................................................................................................. 56
Cycling behaviours and their impact on Quality of Life of the youth market: An analysis of Portuguese University Students .............................................................................................................................. 57
Calculation Program for the Tracing of Cyclist Networks in Consolidated Urban Environments. Example of Application in the City of Vigo ......................................................................................................... 58
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Cycling in Brazilian Cities: Motivations and Challenges ........................................................................ 60
I´d rather go by bike: Changes in the cycling scenario of Fortaleza ...................................................... 62
CYCLING & RAPID CHANGES tools | ......................................................................................................... 65
Cycling Network Planning as a Starting Point for the Promotion of Active Mobility Patterns .............. 66
The Relationship Between Urban Mobility and Land-Use: Challenges to Promote Bicycle Mobility Strategies .............................................................................................................................................. 68
An On-board Platform of Sensors for Enhancing Safety of Cyclists ...................................................... 70
Promoting Aveiro region as a cycling tourism destination: the definition of cycle routes using GIS.... 71
Safer Cycling Routes to the University: Analysis of Conflicts between Motor Vehicles and Bicycles .... 73
The challenges of including bicycle and urban mobility as public policy in Brazilian cities: the case of Pedala Itajubá and Bicycle Campaign Elections 2016 .......................................................................... 74
CYCLING & RAPID CHANGES Target groups |........................................................................................... 75
Identifying potential cyclists and its motivators and deterrents to cycle in hilly and unnetworked cities ............................................................................................................................................................. 76
The role of innovation on Bicycle Commuting in Portugal .................................................................... 77
Riding bicycle since childhood: contributions of design for the bicycle (re) integration in the Aveiro region ................................................................................................................................................... 78
Exploring the potential of electric bicycles for people after stroke ...................................................... 79
Supporting cycling to work: the example of the bike kilometric allowance in France ......................... 81
Methods for assessing the geographical distribution of cycling potential ............................................ 82
FINAL REMARKS ....................................................................................................................................... 83
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MESSAGE FROM MANFRED NEUN, ECF/WCA PRESIDENT AND CHAIR OF THE S4C NETWORK ADVISORY BOARD
Dear Participants,
This colloquium marks a milestone in the development of the Scientists for Cycling network. After our last, very successful global edition in Taipei, we are happy to be back in Europe for another event packed with original research from different disciplines working on cycling.
The content of this colloquium shows what we have achieved together during the last years and what we will focus on in the future. The continuous work of the Scientists for Cycling network has made it possible to take forward the development of the Active Mobility Agenda. This has helped us to put together a methodology for analysing in a systematic way the multiple benefits of cycling in Europe, but also the contribution of cycling to the achievement of the United Nation’s Sustainable Development goals. We are looking forward to sharing the results of this analysis with you and we are eager to receive your feedback and your suggestions on how to strengthen our arguments for more cycling in Europe and in the world.
The second big theme of our colloquium is “Rapid Changes”. A subject that is linked to and that will be crucial for the development of our sector in the next years is “Smart Cycling”. Together with our partners in academia and the industry, we will take this issue forward and make sure that cycling gets the place it deserves in the Smart Cities of tomorrow.
Our partners here in Aveiro are giving an outstanding example of how this collaboration between cycling advocates, research institutions, and the industry should look like already today. Therefore, we could not wish for a more appropriate place to hold our colloquium than here. I would like to thank the University of Aveiro, Portugal Bike Value, Abimota Lea and the Aveiro Region for hosting us so generously and I wish you all great days full of exchange of ideas, excellent discussions and new networking opportunities.
Best regards,
Manfred Neun
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MESSAGE FROM PROF. MANUEL ASSUNÇÃO, RECTOR OF THE UNIVERSITY OF AVEIRO
Welcoming the European Cycling Federation to the University of Aveiro
It is a great pleasure for me and an honour for the University of Aveiro to host the International Colloquium of the ECF Scientists for Cycling Network. It makes a lot of sense for us since we have been dedicating a great deal of attention and effort to the cause of the bicycle and cycling.
Our action has been threefold. In the first place, we set up a Technological Platform where people devoted to issues related to bicycles and sustainable mobility, both from the University and from the wider community, can meet, discuss and work together in an informal way. In this forum, we have brought together professors and researchers from all disciplines that can contribute to the field: mechanical engineering, production technology, materials science, informatics coupled together with design, territorial planning and social and political sciences. But also entrepreneurs, engineers and managers from industries producing conventional bicycles, electrical bikes or spare parts for these; representatives of the main industrial association for the sector; town halls and other relevant policy makers; and, of course, the Portuguese Cycling Federation. The main aim of the Platform is to promote the economic and social appreciation of knowledge in a domain where Portugal occupies an important role as producer and exporter, the Aveiro Region being by far the main contributor to this reality. But the Platform also wishes to play a useful role in raising greater awareness of the need for more sustainable mobility.
In second place, we embarked on a programme – Ubike - for equipping the University Campus with several hundred bikes, including electrical ones, in a bike sharing scheme. The programme aims, in particular, to take advantage of both the flatness of the land around Aveiro and the tradition of using bikes here.
And, in addition, we initiated the national movement, the Portuguese Bicycle Commitment, which is in line with our growing involvement with regional and municipal authorities for setting up conditions and public policies designed to promote cycling in a territory already leading the country in terms of the per capita utilisation of bicycles.
So I think these are enough reasons for you to feel at home in Aveiro. We certainly are happy to have you here.
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MESSAGE FROM JOÃO MIRANDA, PRESIDENT OF ABIMOTA
ABIMOTA - Associação Nacional das Indústrias de Duas Rodas, Ferragens, Mobiliário e Afins is a non-profit organisation founded in 1975 and classed as a public benefit organisation, as published in the Official Gazette No. 15 - Series II of 19/09/1993. ABIMOTA recently became a full member of CONEBI; the Confederation of European Bicycle Industries.
Its scope includes a number of activities which contribute to the sustainable development of the region’s industrial base in general and of its Members in particular:
Vocational Training
Sector Standardisation Body (ONS) - Two-Wheeled Vehicles
Legal Advice / Sport
Project Monitoring
LEA – ABIMOTA Testing Laboratory, opened in 1994, as a effort and strategy to provide the sector with a framework for growth. Subsequently, the inauguration of the second stage of LEA has shown that the focus on development has borne fruit, with its role as driver of the sector and the economy recognised by various organisations, providing the parent industry with modernisation and development resources and providing quality services to the industry generally.
In pursuit of its objectives, ABIMOTA has undertaken various activities during its existence which are intended to contribute significantly to the dynamism and growth of the sector. From this point of view, following Portugal’s accession to the European Union and the resulting internationalisation of its markets, ABIMOTA, in view of its effects, began to provide its members with information resources to fill possible gaps in knowledge. ABIMOTA has regularly organised seminars, workshops and training courses, almost always supported by organisations with which ABIMOTA has established agreements.
One of Abimota’s initiatives is the Bike Value Portugal a project co-founded by the SIAC program – Portugal 2020, which aims to promote internationally the Portuguese two-wheel sector, promote Portugal as a producing nation and finally promote Portugal as a destination for investment in new production units.
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MESSAGE FROM ENG. JOSÉ RIBAU ESTEVES, PRESIDENT OF CIRA - AVEIRO REGION INTERMUNICIPAL COMMUNITY
Mobility is an important tool for a better place and for improving the quality of life of people... the Region is committed to the improvement of bike lanes and to encourage the use of bicycles in daily trips.
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MESSAGE FROM PROF. JOSÉ CARLOS MOTA – UNIVERSITY OF AVEIRO AND CO-CHAIR OF THE S4C COLLOQUIUM 2016
Responding to the European and National challenges of creating low-carbon mobility cities and to stimulate a greener economy, Aveiro University created recently a Bicycle and Soft Mobility Technological Platform (PTBMS). This platform is an informal structure, composed by researchers from various departments or research units, with cross and multidisciplinary expertise to give answers to research, development and innovation challenges in partnership with different public and private stakeholders.
Launched in July 2014, the PTBMS has identified a well-defined mission: support the creation of favorable conditions to promote soft modes and the production of research & development on this issue, in order to provide an improvement of the environment, the economy, the qualification of the territory and the day to day life of citizens and communities.
To answer this mission a set of objectives were defined: i) promote bike-friendly transformation of cities, society and mobility; ii) encourage the development of a bicycle economic sector and support the creation of new products and services; iii) create national and international collaborative networks, based on the stimulation of several local and regional actors; iv) produce critical reflection on the territory, society, mobility and soft travel modes.
This article discusses the potential of this new relationship between knowledge, governance and the bicycle industry, in the light of the challenges that the new European framework 2014-2020, to make a critical assessment of the activities and outline bridges that can be developed with other countries where this interface methodology is being developed.
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KEYNOTE LECTURES
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CYCLING AND THE UN SUSTAINABLE DEVELOPMENT GOALS – CONTRIBUTIONS BASED ON THE ACTIVE MOBILITY AGENDA
Manfred Neun President
European Cyclists’ Federation – World Cycling Alliance [email protected]
Extended Abstract – Keynote
In the follow-up of the UN Millennium Goals (period 2000–2015) the UN Sustainable Development Goals (SDGs), also known as Global Goals (2015–2030), became a unique call for sustainability of the United Nations. This call addressed all policy makers of our world to tackle the root causes of poverty and unite us together to make a positive change for both people and planet. The SDGs are an inclusive agenda, and it is the first time in the UN history that by these objectives all countries must be seen as transformation countries.
1 This substantiates a first assumption: if cycling contributes significantly to
the Global Goals, then cycling should become part of all agendas on sustainable (public) investments.
Regrettably, cycling was not listed to the Global Goals, even transport in general was not. The challenge to solve this “birth defect” was tackled from three angles: (1) A High-Level-Advisory-Group to the UN Secretary General was established, and transport impacts achieving the SDGs were identified as to be safe, affordable, accessible, efficient, resilient, and minimizing carbon and other emissions and environmental impacts.
2 ECF/WCA got involved into these procedures via the SloCat alliance and
contributions to the Technical Working Group. (2) Content-wise the SDGs’ overarching End of Poverty was contributed by cycling economics significantly. (3) The systematic analysis of the cycling benefits in the SDGs was based on the Active Mobility Agenda as an evaluation matrix. Currently the same approach was used for the EU Cycling Economy
3. The method can be understood as a morphological
analysis4 that helps to discover all cycling contributions from all sectors we know about. Effecting to
the Global Goals5 cycling was identified to contribute significantly to 12 of the 17 SDGs:
Fig. 1 The UN Sustainable Development Goals adopted by the UN General Assembly in Sept. 2015 with check marks where cycling contributes to the Global Goals – work in progress.
1 URL: https://sustainabledevelopment.un.org/post2015/transformingourworld [accessed 12th October 2016]. 2 UN 2016. “Mobilizing Sustainable Transport for Development .” Analysis and Policy Recommendations from the United Nations Secretary-General's High-Level Advisory Group on Sustainable Transport. United Nations, 28 Oct 2016, New York. Available at: https://sustainabledevelopment.un.org/topics/sustainabletransport/highleveladvisorygroup [accessed: 12th October 2016]. 3 Neun, M. and Haubold, H. 2016. The EU Cycling Economy – Arguments for an integrated EU cycling policy. European Cyclists’ Federation, Brussels, December 2016. See the extended Abstract in this publication. 4 The morphological analysis was introduced by > Zwicky, F. 1969. Discovery, Invention, Research – Through the Morphological Approach, – Through the Morphological Approach, Toronto: The Macmillan Company. 5 A first overview as handover to the UN Climate Summit COP 21 in Paris, Dec. 2015, was published by ECF, 2015: Cycling delivers on the global goals. At: https://ecf.com/what-we-do/global-cycling-policies/voluntary-commitment-un [accessed: 15.10.2016].
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Content-wise the analysis is based on “framing” according to Tverski and Kahneman6, and due to the
complex settings on “mental models and shared models” as worked out by Denzau and North.7 This
approach and the Active Mobility Agenda based on became research guidelines for cycling and active mobility questions, and helped to establish ‘Active mobility (AM)’ as a concept.
8 This methodological
approach was for the S4C network already communicated at the last S4C colloquium in Taipei.9
By contributing to the Global Goals alliances on transport10
, but also to the Habitat III process – in particular to the New Urban Agenda
11 – we learned a lot more about the benefits of cycling and the
AM concept by ourselves, and also we were able to see that cycling has positive impacts in many more fields than previously considered.
We also must consider that we identified all the gaps of data and unanswered questions now more precisely than at any time before. Also this must be seen as a positive result, as we can identify an increasing demand on further research and where it occurs. Against this background the further collaborations on the Global Goals’ research and contributions can be drafted as follows:
The current number of SDGs, to which cycling and active mobility contributes significantly, is not fixed yet; it is work in progress.
The requirements of the SDGs to shape new policies are a unique opportunity to help the decision makers to find proper solutions for sustainable politics.
The cross-match of the SDGs with the key-issues of the Active Mobility Agenda are delivering an enabling structure for further research, inviting scientists from all disciplines for specific-disciplinary as for trans-disciplinary research.
The global ECF network Scientist-for-Cycling is prepared and predestined to organise these collaborations.
Publications are on the way, and the best time to bring in further contributions is now. The tremendous impact of cycling and active mobility is also based on another simple matter of fact: For sustainable development reducing current non-sustainable behaviour is necessary but not enough. It is a must to establish new and even contrasting sustainable behaviour, trigger a change of mind-sets, of paradigm. Thus the colloquium’s second stream about rapid change marks exactly these essentials.
The aim of this keynote and the overall-theme of this colloquium in general are to encourage as many scientists as possible to contribute within the unique frame of the UN Sustainable Development Goals on cycling and active mobility benefits. These collaborations will unleash further research and knowledge on the subject and stimulate investments in cycling and active mobility growth.
KEYWORDS: Active Mobility, Active Mobility Agenda, Framing, Mental models, Sustainable Development Goals, Cycling Economics, Sustainable behaviour, Scientists for Cycling.
ACKNOWLEDGEMENTS: I would like to thank the whole ECF community, and in particular the Advisory Board of the Scientists for Cycling network, for working on the Active Mobility Agenda during the last decade. And I also would like to express my gratitude to the World Cycling Alliance (WCA) team and board members for contributing
6 Tverski, A. and Kahneman, D. 1981. The Framing of decisions and the psychology of choice. Science, 211(4481): 453-458. Available at: http://www.jstor.org/stable/1685855 [accessed: 10 December 2014]. 7 Denzau, Denzau, A. and North, D. C. 1994. Shared Mental Models: Ideologies and Institutions. Kyklos, 47(1), 3-31. 8 Held, M., Schindler, J. and Litmann, T. 2015. Cycling and Active Mobility – Establishing a Third Pillar of Transport Policy, in: Gerike, R. and Parkin, J. 2015 (Eds.). Cycling Futures – From Research into Practice. Ashgate, Surrey (UK) and Burlington (US), p 209. 9 Neun. M. 2016.. S4C and COP 21 – challenges, achievements and perspectives for the evolution of cycling. Key-note presentation at the Scientists-for-Cycling colloquium at Velo-city 2016 Taipei, 26.02.2016. Extended abstract and presentation available at: https://drive.google.com/file/d/0ByMLurB9op4KeFpjWlZ4UzM1cGktZDNNeXBiRFZDS0ktdXhJ/view [accessed: 15.10.2016]. 10 UN 2016. Analysis of the Transport Relevance of Each of the 17 SDGs. Draft report of the Open Working Group on transport contributing to the United Nations Secretary-General's High-Level Advisory Group on Sustainable Transport. United Nations, 24 Sept 2016, New York.. Available at: https://sustainabledevelopment.un.org/content/documents/8656Analysis%20of%20transport%20relevance%20of%20SDGs.pdf [accessed: 10. Oct 2016]. 11 ECF 2016.The potential of cycling in the New Urban Agenda – Zero Draft Analysis. Paper contributing to UN Habitat III and The New Urban Agenda. ECF/WCA, 2s May 2016, Brussels. Available at: https://ecf.com/sites/ecf.com/files/Potential%20of%20Cycling%20in%20the%20New%20Urban%20Agenda_Final.pdf [accessed: 12th October 2016].
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to the SDGs development. This builds the base for a far-reaching perspective to unleash increasing benefits of cycling and active mobility for mankind.
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BICYCLING & CHANGING URBAN TRANSPORT
Kevin J. Krizek Professor & Director
Program in Environmental Design, University of Colorado Boulder & Radboud University [email protected]
Extended Abstract – Keynote
What countless cities in the world are striving for—more people using bicycles for everyday transport—has reached extremely high levels in some Northern European communities. Such levels are now prompting new issues for some cities to address, if not solve.
Bicycle "rage” is now covered in the press; congestion at intersections is frustrating for many. Large cargo bicycles require cities to reconsider their role of these larger vehicles on narrow bicycle-only facilities. Secure bicycle parking is hard to find; in bicycle garages, storage space is sold before it is built. Owing to electrically assisted bicycles (e-bicycles), there are more conflicts users of different speeds.
When it comes to thinking of how people will get around cities, big changes are coming. The automobile regime in many cities worldwide is showing signs of instability. Transport technologies are quickly advancing and transport systems in cities will undergo dramatic renovation. A new transport constellation is taking shape that combines autonomous vehicles, electrification, and possibly the sharing economy. There are more unknowns than knowns about how these factors will play out; bicycling’s role is uncertain.
I adopt the following premises: 1. Transport solutions vary by culture and context. 2. Robots and other forms of advanced mobility will increasingly occupy roads across.
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3. Densities of urban development will increase. 4. Most humans prefer to travel rather than cloister-up at home. 5. Many streets in cities could easily be transformed to supply a third space. 6. There will be an enhanced ability to monitor human flows. 7. Future transport options will value an ability to reduce negative externalities to society.
Bicycling comfortably satisfies many of above premises. The global stock in bicycling is rising; stakeholders, politicians, and city builders find bicycling an attractive agenda to support.
2 City officials
across the globe are eyeing transformations taking place in Northern Europe as potential solutions. These officials are endeavoring to bring strategies that spur more bicycling home to their communities.
3 Yet, the majority of humans fail to frequently ride bicycles.
What sense can be made of these conundrums?
Bicycling’s prospect for more widespread use is based on two premises—that bicycling: (1) has a lower generalized cost of travel (relative to other modes), and
(2) provides intrinsic pleasure to individuals (e.g., bicycling is a social or physical activity or individuals might like the feel of the wind in their hair).
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1 See e.g. Starship Technologies featured in: Robinson, Melia (2016-09-22) San Francisco is getting tiny self-driving robots that
could put delivery people out of a job. Business Insider. http://www.businessinsider.com/autonomous-delivery-robots-starship-technologies-2016- 2 UN 2016. “Mobilizing Sustainable Transport for Development .” Analysis and Policy Recommendations from the United Nations
Secretary-General's High-Level Advisory Group on Sustainable Transport. United Nations, 28 Oct 2016, New York, see: https://sustainabledevelopment.un.org/topics/sustainabletransport/highleveladvisorygroup. 3 Fully recognizing that multi-modal solutions are arguably the most effective. Kager, R., Bertolini, L., & Te Brömmelstroet, M.
(2016). Characterisation of and reactions on the synergy of bicycles and public transport. Transportation Research Part A: Policy and Practice, 85, 208-219. 4 Thanks to David Levinson for his help articulating this and other concepts herein.
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These premises are not conditional nor are they mutually exclusive. Two fundamental elements relate city design and bicycling: land use (how much of what type of use and its intensity) and networks (street patterns and characteristics). Providing inviting and safe environments for bicycling is a core network challenge in cities moving forward and the focus of this presentation. The biggest threat facing bicycling will be faster, and sometimes larger, vehicles. Historically, this has meant cars; but, that is changing. E-bicycling, specifically, is among the fastest transport innovations and is actively penetrating the global market. Most transport professionals endorse e-bicycles because they allow users to travel faster with less effort, therefore increasing the market of bicycle use. Yet, some follow-on effects of e-bicycles have yet to be fully recognized.
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I apply framework based on positive infrastructure loop that might be applied to bicycling. Bicyclists are scorned because they are arguably the most unpredictable group of all road users; that characteristic may be a useful and distinguishing one. How much bicycling happens on which streets could be used as a tipping point to help determine, in part, which spaces would be relegated to only human propelled and navigated movement.
6 There are countless needs to research and better
understand how this idea would translate across cultures and transport systems. Answers to these questions will be used to inform, in part, a society’s tolerance for movement that is propelled almost wholly by electricity and navigated whole by technology.
5 For fuller context, consult: “Up and Out,” Levinson and Krizek, submitted to WSLTUR 2017.
6 The idea builds on the concept of vehicular classes discussed in: Urban Mobility: A New Design Approach for Urban Public
Space. Report prepared for AWNB by Ben Immers, Bart Egeter, Johan Diepens, Paul Weststrate, August 2016.
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CYCLING & UN GLOBAL GOALS sustainable mobility | economic value |
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INCREASED SUCCESSFUL USE OF CYCLING IN POLISH CITIES IN THE ASPECT OF TRANSFORMATION AND MEMBERSHIP IN THE EUROPEAN UNION
Andrzej Zalewski Warsaw University of Technology, Faculty of Architecture
Maria Styblińska Warsaw University of Technology, Faculty of Architecture
The paper will present the changes in use of bicycles during last 20 years in an aspect of a transition and Polish accession to the European Union (2004). Authors want to define the thesis that the process of transformation, alterations in socio - economic systems, the opening borders with Schengen’s Agreement and, consequently, the Polish accession to the European Union, contributed significantly to the changes in the awareness of Polish society and the activities of the authorities at various levels (local and the state government, which in turn carry modification of transportation behavior to the direction of sustainable mobility and creativity favorable conditions for the use of the bicycle, and generally improve the environmental conditions of life. Residents in their behavior and preferences, wanted to match to West European citizens. Also the city of its appearance and technical solutions in the field of transport should have been equal to the best ones in Western Europe.
To realize these efforts Poles found their support in the European Union funds, including primarily the Programme Cohesion Transport and Environment and funds for Regional Development. These translates into a significant transformation of public spaces of towns and cities, which become more friendly residents and created potentially better living conditions, promoted sustainable development and environmental protection. In some aspects, including the development of bicycle urban systems, Polish cities are the leaders in Europe and as well as in the dynamics of increasing the use of public bicycles. At the same time measures taken to improve the safety of vulnerable road users - pedestrians and cyclists. The rapid development of traffic calming zones (tempo 30 and shared spaced) favors also a better conditions of cycling.
The paper will present quantitative changes have taken place in terms of modal split in Polish cities, including increasing the share of daily use and recreational bicycle journeys, examples of the development of transportation infrastructure for bicycles and a transformation of public species. Studies on the Polish vision of the development of cycling infrastructure and public space conducted among students of several universities will be presented.
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BOOSTING THE SOCIO-ECONOMIC AND HEALTH COST-BENEFIT ASSESSMENT OF CYCLING INVESTMENTS: SHAPING A NETWORK OF CITIES FOR ACTIVE LIFESTYLES
Elisabete Arsenio* LNEC & ECTRI leader of the Transport Economics and Policies Group
Paulo Ribeiro Universidade do Minho
Jorge Coelho
Comunidade Intermunicipal do Algarve
In the World, physical inactivity is already the fourth leading risk factor for global mortality, being responsible for 3.2 million deaths annually (6% of deaths globally). Overweight and obesity is the fifth risk factor responsible for an additional of 2.8 million deaths annually (WHO, 2009). The World Health Organization (WHO) advocates that regular daily walking and cycling can help to prevent deaths and reduce several health risks.
The transport appraisal practice reveals that active transport benefits tend to be overlooked and undervalued (Litman, 2013). The Health Economic Assessment Tool (HEAT) developed by the WHO accounts for health benefits of regular cycling (and walking) by including their assessment into a cost-benefit analysis (CBA) framework. Simply stated, the HEAT estimates economic savings using the increase in regular physical activity (e.g. due to increases in cycling levels) for the population that stands to benefit from the new infrastructure investment and applies a monetized value of a statistical life to the number of avoided premature deaths (that result from reduction of all-cause mortality associated with regular cycling). For this purpose, the tool considers the available risk data from published studies and country specific mortality data. Since the economic appraisal in HEAT follows the standard economic theory of social cost-benefit analysis, several economic indicators can be computed such as the benefit-cost ratio, the expected annual health benefits and the present value of the health benefits over the economic period of analysis.
The HEAT is already part of the official guidance in the United Kingdom (Department of Transport, England) and Sweden. In other countries such as Portugal with low levels of cycling and with no national appraisal guidance for active transport, it’s still rare the use of CBA methods for the appraisal of cycling infrastructures. Nevertheless, economic assessment had often been used to support decision-making for other transport investments such as road infrastructures.
This paper is built upon the former study in Portugal using the HEAT for evaluating the health benefits of walking and cycling using the HEAT which was applied in the city of Viana do Castelo as part of the HEPA Europe/Healthy Cities sub-network of the WHO (Arsenio and Ribeiro, 2015). A specific mobility survey was developed with the purpose of collecting the necessary data to use HEAT. The sample size was statistically representative of the city (with a 5% margin of error; 95% confidence interval) covering 337 valid surveys. The study also included a review of valuation studies of cycling that showed evidence on the magnitude of the health benefits of cycling in comparison to other externalities such air pollution effects and accident risks. Findings are supportive that health benefits of active transport can significantly outweigh their costs in the majority of cases analysed. This paper extends the socio-economic and health benefit assessment practice to an enlarged network of potential users with the support of the Intermunicipal Community of Algarve (AMAL). This regional authority launched the so called “Action Plans for Sustainable Mobility” (PAMUS) for the Algarve region covering its network of 16 cities which focuses on transport decarbonisation actions. Considering a platform of key stakeholders, this paper brings further evidence on the transport and cycling appraisal practice in the regional context and their remaining bottlenecks (including data needs) and on the perceived usefulness of HEAT to boost healthier and low carbon lifestyles.
By boosting an enlarged network of HEAT users in the country, we aim that socio-economic and health CBA assessment will help local decision-makers to transform their cities to allow active lifestyles for their citizens and achieve higher uptakes of cycling as part of daily routines.
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References: Arsenio, E. and Ribeiro, P. (2015). The Economic Assessment of Health Benefits of Active Transport (Chapter 2), in Sustainable Urban Transport, Attard, M. and Shiftan, Y.(editors), Emerald Group Publishing Ltd, UK. (doi:10.1108/S2044-994120150000007011) Litman, T. (2013). Evaluating active transport benefits and costs. Victoria: Victoria Transport Policy Institute. WHO (2009). Global health risks: mortality and burden of disease attributable to selected major risks. Geneve:WHO.
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THE PUBLIC POLICIES FOR THE NATIONAL CYCLE TOURISM NETWORKS
P. Guerra dos Santos Road Project Engineer
The national cycling networks:
Which public policies on a local, regional and national level to apply in Portugal to promote it as a cycle touristic country?
Long distance cycle tourism networks are becoming more popular worldwide, making it important to understand how some countries plan and invest in this type of infrastructures.
This project aims to compare the different Public Policies carried out by several countries, which resulted in cycle tourism networks with thousands of kilometers, its costs and incomes, as well the results in popularity both on national and worldwide levels.
Using the comparative method it is expected to understand the different public policies to develop, as well to forecast the results on a medium/long term when applied to countries without national cycle tourism networks.
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ASSESSING THE ECONOMIC AND ENVIRONMENTAL IMPACTS OF AN ELECTRICAL BIKE-SHARING SYSTEM
João-Pedro Ferreira Faculty of Economics, University of Coimbra
Gil Ribeiro GOVCOPP & CIAUD (DCG), Department of Social, Political & Territorial Sciences, University of Aveiro
Research project
We are witnessing a bicycle renaissance across the globe. With growing concern regarding the multitude of problems caused by motorization, cities around the world have been racing to implement policies and measures to promote cycling. Cycling is being seen as a potential sustainable solution to offsetting the impacts of burgeoning car use, worsening traffic congestion, environmental and health concerns. The variation in mode share for cycling across these cities reflects the varying level of provision made for cyclists, from infrastructure through to policy, education and awareness. Cities that have proven successful in their efforts to promote cycling typically employ a combination of each of these measures to support and encourage cycling. Recently, cities around the world are increasingly looking at the potential of bike-sharing programs to boost mode share for cycling. The number of programs internationally grew from about 60 in 2007 to more than 1000 today (about 1010). Undoubtedly, this new perception of sustainable mobility and urban environment can have a decisive role in supporting policy designed to accomplish the 11st Sustainable Development Goal of the UN 2030 Agenda, which calls upon world leaders to make cities and all “human settlements inclusive, safe, resilient, and sustainable” (UN, 2015).
The size of a particular bike-sharing system should vary according to service area and expected number of users. However, one key lesson to be learnt from the experiences of various cities is that the program scale may influence the attractiveness of the system. Moreover, the quality of bikes and supporting system (stations, kiosk and software) is also a key factor of success together with the location of stations and the proximity to mobility generators and cycling infrastructure. The comprehensive acceptance of this analysis demands new practices. Thus, there are different impacts that can result from the implementation of systems with distinctive performance and efficiency results. This coordinated approach, with reasonable investment, points most of the time to positive and sustained impact. However, in the context of this work an effort was applied to estimate the economic and environmental impacts of the implementation of a bike-sharing system in the context of the Lisbon Municipality in Portugal assuming different scenarios. These scenarios concern the implementation of different bike-sharing size systems and equipment, with distinctive initial investments and, consequently, users potential and effectiveness.
Our modelling framework consists in a Multi-Regional Input-Output model applied to the Lisbon Metropolitan Area that can accurately describe the interactions between industries and households located in specific regional contexts within metropolitan areas. These models have the capability of presenting the results in terms of direct impacts but also give the chance to discriminate the indirect and induced impacts of a real or simulated shock. For instance, according with Ferreira et al. (2014) if the refined petroleum products manufacturing decreases its production the inputs used in its production are expected to decrease, simultaneously this also leads to additional decreases in the production of inputs, and so on (indirect effects). Moreover, as the production diminishes, the household’s income also decreases leading to a subsequent decreases in the household’s consumption (induced effects). However, at the same time when households stop consuming fuels they can increase their level of consumption of other products. So, our modelling framework is applied in order to assess the impacts of the changes in the consumption patterns resulting from the increase use of bicycle systems and a decrease in the use of fuels and other commuting related expenditures. This naturally implies changes and shocks in the economy of the Lisbon Metropolitan area that affect the entire Portuguese economy and, consequently, the Output and GVA of the industries located in Lisbon and
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abroad. Finally, such impacts in the consumption patterns and the production also reflect on the energy consumption and CO2 emissions.
So, our results show that, in this particular case, the increase substitution of car use with bicycle use is responsible for impacts in the economy and in CO2 emissions in Portugal. This research results also suggest that the increase efficiency of systems, which is (at a certain point) dependent of higher initial investments and better planning measures, are also important to contribute to the medium-long term impacts of the system that result from a significant decrease in terms of the fossil fuel consumption. Further, cities and regions’ development grounded in the use of alternative sustainable transportation modes contributes to supplementary macroeconomic positive effect in economies where oil (and/or its derivatives) and cars are mainly imported (as the Portuguese).
KEYWORDS: Electrical bike sharing, Input-Output
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SPORT & TRAN(SPORT) - THE NATIONAL “CYCLING FOR ALL” STRATEGY IN PORTUGAL
Sandro D. Araújo Portuguese Cycling Federation
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THE PLANNING OF BICYCLE AS A DAILY TRANSPORTATION MODE
Álvaro Costa TRENMO S.A.
Inês Frade
TRENMO S.A.
The dependence of the car as a transportation mode is increasing and consequently its negative externalities. The transportation sector contributes 41% for the total CO2 emissions in Portugal and 52% of the total emissions the NOx, being one of the most pollutant sectors in Portugal. On the other hand, this expansion contributes to the growth of traffic congestion in cities decreasing the quality and the sociability of urban areas. According the 2011’ census, 59% of the daily trips of the population living in cities in Portugal are made by car.
The concerns about environmental issues and energy saving led to the adoption of sustainable policies around the world. This includes the promotion of sustainable alternatives to motorized individual mobility, which has been seen as one of the cornerstones to the reduction of pollutant emissions. The current governments’ strategy is to create a new urban mobility capable to reduce the motorized dependence, decreasing the emission of pollutants and, consequently, the congestion and improving the city life quality.
The Portugal 2020, operationalized through the Operational Program for Sustainability and Efficient Use of Resources (PO SEUR), is a strategy that defines the guidelines to the economic, social and territorial development in Portugal between 2014 and 2020. The financing plan of this strategy relies on a sustainable use of resources in transportation sector.
327 million of euros are expected to be invested in the Strategic Plans of Urban Development (Planos Estratégicos de Desenvolvimento Urbano – PEDU) projects, from the Portugal 2020 program, that includes the construction of bicycle lanes. However, the promotion of bicycle should be planned as a set of measures that includes, besides the bicycle lanes, parks, information, bicycle schools, incentive schemes, as well as, traffic calming or reduction of car usage, among others.
The work presents a reflection about the transportation planning, considering the difference between transportation demand as a commodity and transportation demand as a derived one. An analysis of the strategy to use the financial incentives in order to promote a modal shift to bicycle as a daily transportation choice, including bicycle infrastructure planning, will be also performed.
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CYCLING & UN GLOBAL GOALS gender | partnership | public space |
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BICYCLE MOBILITY AMONGST WOMEN AND CHILDREN IN THE LISBON - CASCAIS CORRIDOR
Bernardo Campos Pereira
Introduction The Lisbon metro area has one of the lowest bicycle mode share proportions of any large Western European city, especially in the outlying suburban area s (Census 2011, IMT 2014). A series of impediments to women and children cycling for mobility purposes are a prevalent factor, and keep this urban area far from achieving the UN Goals for Gender Equality and Women’s Empow erment (UN Sustainable Development Goals, 2016, ECF 20 16), especially regarding equal access to faster, more convenient, healthier, and cheaper mobility choices such as cycling, but also to full use of public street space and th e most direct connections to get to places. Preliminary counts realized upon a series of structural corridors identify bicycle users as predominantly male adults (author 2015-2016, Felix 2012), with few women and children risking bicycle use in local streets and roadways, and the non-existence of a local, connected bikeway network between an d in the urban areas between Lisbon and Cascais.
Analysis will focus on historical features of urban bicycle mobility in the Cascais - Lisbon corridor, with an overview on infrastructure, policies and programs and their impact on bicycle mobility among st children & youth and women, two highly averse segments regarding bicycle mobility (Garard et al. 2012) in this strongly car-centred part of the metropolitan area. The study area is located in the coastal municipali ties of Oeiras and Cascais, more specifically in the most densely populated urban areas, covering a 22km corridor between Lisbon’s city limit at Algés a nd the town of Cascais.
The Lisbon – Cascais corridor is a highly car-dependant urban axis (Census 2011, IMT 2014) located within the large European conurbation of the Greater Lisbon Area, a densely populated coastal urban area which enjoys significant economic and cultural influence upon t he rest of Portugal. Despite both municipalities presenting a considerable lag in bicycle infrastructure as compared to the rest of Western European’s prominent cities, the Lisbon-Cascais corridor has historically been the site of notable infrastructural developments with impact upon the rest of the nation (Pereira 2009); the first electrified train service in Southern Europe (1926), the first motorway in Portugal (1 940), with the national sports facilities and an important coastal highway built at the same time, and one of Southwestern Europe’s most prominent refuge and leisure locations for Europe’s elites from the start of World War II (1939-45) to the Post-War years. Car-based road infrastructure since the 1940’s generated further car-centred sprawl along this coastal area, especially since the 1950’s (França 1980).
There are no in-depth studies of historical bicycle use in the Lisbon-Cascais corridor, so research will try to obtain more precise data on the area by means of surveys and research, and gain a greater understanding of local bicycle culture, providing better foundations to inform future hard and soft-measure programmes to boo st bicycle use amongst wider segments of the population.
Currently, commuter trips both in Casca is and Oeiras municipalities are predominantly automobile based, 66,0% and 63,1% respectively, while bicycle mode -share is only 0,2% in Cascais and 0,1% in Oeiras (Census 20 11, IMT 2014), equivalent to or lower than Lisbon (0,2% in Census 2011, IMT 2014), 37 to 74 times lower than the cur rent European average of 7,4% (ECF 2013).
Dynamic counts taken along the Lisbon -Cascais corridor confirm negative exacerbations based on gender and age; less than 20% of urban cyclists are women (author 2015-2016), and even less are children or adolescents.
Line of Study The study will focus data obtained from counts and data collection, and a survey regarding historical bicycle in the Lisbon - Cascais corridor, realized upon variousse gments of the population, to illustrate the existing gender and age gaps in bicycle mobility.
A section will attempt to focus on potential hindering issues to women’s and children’s bicycle mobility as a viable travel option in this specific area, regarding top ography, climate, the role of families
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regarding behaviour and schedule restraints (MacDonald 2012), policy, road and cycle infrastructure (Dill and Gliebe 2008, Furth 2012, MacDonald 2012) .
Impact Preliminary counts identify bicycle users as predominantly male adults (Felix, 2012, author 2015-2016), and research focusing on gender gap can shed light on a series of issues and impediments to cycling, further clarifying reasons and consequences of existing urban travel patterns.
Gender and age gap issues have not traditionally been assessed in most urban mobility plans and policy not only in the Lisbon - Cascais corridor, but also in the city of Lisbon, in Portugal, and even worldwide. This area requires greater research and quantification for clearer analysis, engaging in a recurrent issue common to many other la rge developed Western cities and their outlying areas. This research can be particularly valuable to open paths regarding local and metropolitan governance, and policy decisions with impact on the population's travel patterns.
Sources Census 2011 [see Instituto da Mobilidade e Transportes (IMT), below] Dill, Jennifer, and John Gliebe. 2008. Und erstanding and Measuring Bicycling Behaviour: A Focus on Trravel Time and Route Choice. Oregon Transportation Research and Education Consortium (OTREC), OTREC-R R-08-03, July. http://otrec.us/main/document.php?doc_id= 966. European Cyclists Federation (ECF). 2013. Calculating the Economic Benefits of Cycling in EU-27. https://ecf.com/groups/calculating-economic-benefits-cycling-eu-27 European Cyclists Federation (ECF). 2016. Cycling Delivers on Global Goals. https://ecf.com/groups/cycling-delivers-global-goals Felix, Rosa Melo. 2012. Gestão da Mobi lidade em Bicicleta - Necessidades, factores de preferência e f erramentas de suporte ao planeamento e gestão de red es. O caso de Lisboa. Masters (Environmental Engineering) thesis. I nstituto Superior Técnico, Lisbon. França, José Augusto. 1980. Lisboa: Urbanismo e Arquitectura. Biblioteca Breve (53), Instituto de C ultura e Lingua Portuguesa, Lisboa. Furth, Peter G. 2012. Bicycling Infrastruct ure for Mass Cycling: A Transatlantic Comparison. City Cycling (6): 105-139. Garrard, Jan, Susan Handy, and Jennifer Dill. 2012. Women and Cycling. City Cycling (10): 211-234. Garrard, Jan. 2009. Active Transport: C hildren and Young People. An Overview of Recent Evidence. Victorian Health Promotion Foundation, Melbourne. http://www.vichealth.vic.gov.au/en/Publications/Physical-Activity/Active-T ransport/Active-Transport-Children.aspx. Garrard, Jan, Sharinne Crawford, and Natal ie Hackman. 2006. Revolutions for Women: Increasing Women’s Participation in Cycling for Recreation and Transport. Deakin University, Melbourne. http://www.bv.com.au/file/Revs%20exec%2 0summary%20/2012Oct06.pdf. Garrard, Jan, Geoffrey Rose, and Sing Kai Lo. 2008. Promoting Transportation Cycling for Women: The Role of Bicycle Infrastructure. Preventative Medicine 46 (1): 55-59. Instituto de Mobilidade e dos Tr ansportes (IMT). 2014. A Mobilidade em Cidades M édias. Lisbon. http://www.imtt.pt/sites/IMTT/Portugues/Obs ervatorio/Relatorios/MobilidadeCidadesMedias/Documents/IMT_Mobilidade_em_Cida des_Medias_vrevista_atualizada.pdf. McDonald, Noreen C. 2012. Children and C ycling. City Cycling (11): 235-255. Pucher, John, and Ralph Buehler, editor s. 2012. City Cycling. Massachusetts Institute of Technology (M IT), Cambridge, Massachusetts. UN Sustainable Development Goals, 2016. Goal 5: Achieve gender equality and empower all women and girl s. http://www.un.org/sustainabledevelopment/g ender-equality/
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WOMEN HITTING THE PEDAL
Isabel Porras Novalbos Research Centre – A Contramano, Asamblea Ciclista de Sevilla
Elena Huerta Research Centre – Pablo de Olavide University
Research project: Women hitting the pedal
The way we move reflects part of our social organization and has been part of our cities. Transports involved opportunities for socialization and participation in public life. Women and men have differences around mobility patterns. Characteristics of routes, reasons for travel, realities and needs are different. Following statistics, men move faster, farther and their itineraries are usually more uniform, using more the private car, while women make more short journeys, less linear and make greater use of public transport and walking. The years of experience since the Seville cyclist boom, let us important lessons and satisfactory data about the increase in the number of people who have decided to use the bicycle everyday.
Such disproportion between men and women in the use of bicycles in Seville, around 68% of men vs. 32% women according to the latest count conducted in 2011 (SIBUS, 2012). We have clear indications that this disproportion is influenced by various factors such as age, circumstances or areas of the city but also have to take into account other number of variables to understand why most of the women are not using bicycle as a regular transport in their mobility needs. Differences in habits and roles assigned by gender, different perceptions of risk and safety that have to do with differences in the way we educate and develop physical skills and self-confidence (especially in older generations ages), through the maintenance of certain stereotypes and aesthetic images of women and men, are some of the factors involved in choosing a means of transport or other gender-based.
The paucity of data about mobility from a gender perspective has been shown in several studies. Knowing the perceptions and practices related to daily mobility and uses of urban space, as well as limitations that are behind the disproportion in the use of the bike between men and women is essential for the design of policies and interventions to be made in pro sustainable mobility. The research project Women hitting the pedal is developing a system of analysis with surveys and focus groups. Results data samples cultural factors about adult women who participated in classes to learn to ride a bike in adulthood. Research shows results that allow us to know what are the motivations and the limitations for learning to ride a bicycle. Also, this research lets us know the habit changes in the mobility of women.
KEYWORDS: woman, gender, bicycle, urban life.
PERIOD: January 2016 to March 2017
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BIKE USES OVER THREE GENERATIONS
Ana Santos University of Lisbon
In Portugal, according to the Census 2011, 0.5% of individuals use the bicycle trip to work but, nevertheless, about 29% of households have a bicycle at home. What use is given to bicycle?
This study aims to characterize the bike uses three generations. For this purpose they were invited 150 students of sports science course to conduct ethnographic genealogies of their own families on bicycle use.
Another objective of this study is to sensitize students, who in the future will be in positions of decision-makers in the areas of sports and leisure, to the advantages of wider use of bicycles, including as a means of transport.
The information collected - including stories and images - shows a variety of uses linked to leisure in the generation of the parents of students, in particular linked to the use of the electric bike on the mountain. The study also allows you to understand the relationship between personal choices and public policies with regard to not use the bicycle as a means of transport.
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THE ROLE OF AN NON PROFITABLE ASSOCIATION IN THE INCREASING BICYCLE USAGE IN THE CITY OF BRAGA
Mário Meireles Universidade do Minho
Paulo Ribeiro Departamento de Engenharia Civil, Universidade do Minho
Part of MSc. Dissertation
One of the most important aspects of sustainable urban mobility is the promotion of active modes of transport, in particular cycling. It is worth to highlight European Cyclist Federation goal that cycling that should represent 15% of the modal split in Europe in 2020. Thus, it is expected that the increase on cycling will enable the compliance of the European targets for reducing greenhouse effect gas emissions in the cities to 80 - 95% by 2050, below 1990 levels. In addition, it is clear that the European strategy for the decarbonisation of the transport sector and for a more sustainable mobility goes through an increase use of bicycle for commuting purposes especially in home to work journeys.
A cycling network represents an important element on a promotion of the cycling as a regular mode of transport and should be built based on the following functional criteria: directness, comfort, attractiveness, cohesion, security and continuity. Furthermore, potential conflict points at intersections and its interaction with the land use activities in its area of influence must be considered relevant cycling planning issues. On the other hand, a cycling network must be supported by parking infrastructures and resting areas as a design goal to ensure the necessary level of comfort for cyclists. Finally, it should be noted that these type of infrastructure must accomplish issues related with the accessibility for disabled people as well as to ensure the proximity to destination points.
Currently, the investment in cycling infrastructures, such as the creation of cycle lanes as a part of a transport network, is a reality then it's important to know which techniques and methods can be used to make these infrastructure attractive and safe in order to increase the number of regular cyclists in our cities. Can a cycling promotion plan be a solution? Are cycling events enough to promote cycling in cities? Are educational plans a possible solution to rapidly increasing cycling?
This paper aims to address the use of different methodologies to promote cycling promotion as direction to promote rapid changes in cycling usage in a city through the presentation and discussion about the role and the achievements of a non-profitable cycling association (Braga Ciclável) to pressure and increase the number of regular cyclists in a city (Braga).
The city of Braga, with 181 484 inhabitants, currently has an almost insignificant usage of a bicycles for commuting purpose of almost 1% against the more than 60% of cars. This makes the city’s mobility strongly unsustainable. However in the past four years the city has been changing its mobility paradigm by changing some mobility policies and redesigning some of the streets for people instead of cars.
On the other hand, the city has outlined some clear goals for 2025, such as: reduce by 25% the use of cars, double the number of public transport users and achieve a usage rate of 10% in cycling mode. To make this goals come true the city have planned a cycling network of 76km, the installation of 1.000 bicycle parking infrastructures and the installation of a Bike Sharing system with 1.000 bicycles spread over 76 stations in the city. This cycling plan was made due to the work of the non-profitable cycling Association - Braga Ciclável. This Association has done a hard work with the municipal technicians and policy makers, which has started with the surveying and mapping of cyclist’s behaviour in the city of Braga mainly in relation to parking and the most used routes that they use for commuting purposes. In addition, Braga Ciclável has delivered to city’s policy makers a document called Proposal for a Sustainable Mobility ("Proposta pela Mobilidade Sustentável"), which have the support of several institutions of the city of Braga, with two urgent measures and other measures to promote the sustainable mobility. The two urgent measures are:
The introduction of multiple bicycle parking supports ( U type parking);
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Provide a safe, direct and conected bicycle lane between the University Campus, the city center and the Rail Station of Braga.
The other measures are varied and range things like sensibilization and promotion of bicycle use programs, the instalation of a bike sharing system and a bicycle network infrastructure, among others.
In sum, Braga Ciclável assumes the desire that Braga can be a liveable city and become a friendly city for walking and cycling people and for public transportation users through the development of a promotion plan for cycling as a part of the entire strategy to promote a more sustainable mobility in the city.
KEYWORDS: cycling mobility, cycling promotion, active transportation, Braga Ciclável
PERIOD: Started in june 2016 and will end in november 2016
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CYCLING AND WALKING IN FUTURE LISBON: IMPROVING PUBLIC SPACE.
Miguel Barroso CIES-IUL (ISCTE)
This project focuses on the relationship between the different urban mobility modes and the design and use of public space in Lisbon; understanding the social implications of private car use, and in what way can Biking and Walking improve the quality of that public space. It also aims to propose ideas capable of generating positive change in the city.
Lisbon, although based on its old heritage, is the result of strong urban and road traffic transformations that took place in the last 4 decades. The hypermobility offered by the private automobile (highly promoted) ended up being the major driving force of change. Lisbon lost some of its human character, giving way to large urban roads and freeways that slashed the urban fabric. Urban sprawl took place and a culture of drive-in shopping malls grew wildly, giving way to the decline of traditional commerce. The private car became the center of decisions, and the space required to do so, made public space less livable. In many places, simply walking across the street became impossible. Global accessibility killed the local accessibility.
The challenges presented by an uncertain future, with energy shortage, should alert us in order to work for a more resilient society, investing in smart mobility urban systems. Smart and resilient should be all about efficiency, mixed modes and proven solutions. This is an opportunity to improve the public space, making streets more livable and safe.
The urban sprawl in the Metropolitan Area of Lisbon isn’t severe and transit systems can still be effective in most places, and if combined with cycling and walking, the city can withstand a shift from massive private car use to a mixed-mode mobility paradigm. With such strategy, local and global accessibility can be made compatible. But prudence should be taken, avoiding copy-cat solutions – Lisbon has its very particular characteristics, and although biking and walking can have a significant role in mobility, implementation should be well thought and carefully planned.
The work of Jan Gehl (Cities for People) is fundamental in this approach, as well as studies by William H. Whyte, Bill Hillier, Cristopher Alexander and Jane Jacobs.
The proposed strategy will rely on two components: literature review and case study evaluation; this second one will consist in a field study inspired by the works of the mentioned authors, and supported by several tools and techniques: photography, time-lapse recordings, cartography, space and behavioral mapping (tracking and jaywalking) and space syntax analysis.
These intertwined shifts in terms of mobility and in the design of the public space, are expected to be not only beneficial in terms of livability, pollution and safety, but also a significant economic boost to the city. Benchmarking against other cities, where such transformations already took place will provide a good base for evaluation.
It’s not a question of forbidding the car in the city, but to improve public space and mobility networks that will render the car unnecessary.
Keywords:
Mobility, Human Scale, Cycling, Walking, Public Space
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CYCLING ADVOCACY IN BRASIL
Guilherme Tampieri UCB
In the seventies, Henri Lefebvre stated that we were in a period of transition from an industrial to an urban era and that part of this process was due to the fact that, at a global level, more people were living in cities than in the countryside. This unusual phenomenon triggered off a new series of problems to be investigated and understood, in order to produce solutions and proposals to be implemented and monitored.
After several years of debates, the United Nations launched the Millennium Goals including the 17 Sustainable Development Goals (SDG). These goals aim to build a more egalitarian and sustainable society world wide, based on the construction of a New Urban Agenda.
Bicycle is a cheap, affordable, accessible and environmentally friendly mode of transportation for almost all inhabitants. Furthermore, bikes carry a great potential to built societies tuned with the 17 SDG.
This article presents a global panorama of the huge development of Brazilian cyclo-activism in the last years, focusing firstly on the overview of its revival based on critical mass and secondly on an organizational process of activists who have united themselves in NGO’s. These cyclo-activists aim a broader capacity of influencing public policies and promoting dialogue with governments and others social actors. Such an evolution happened especially between 2010 and 2015, with the outbreak of several formal and informal associations in many Brazilian cities, with the common objective to increase daily life safe bikers.
Subsequently, this article aims defending a vision able to integrate the use of bicycle as a part of a federal, state and local public policy with the 17 SDG in the Brazilian context. It should be taken into account that the use of bike modal transportation is, in many cities world wide, a powerful way to reduce environmental, noise and visual pollution and to fight against climate changes.
A third section of this article is based on the presentation of actions performed by several Brazilian organizations, emerging from this cyclo-activism “spring” which have been promoting and reinforcing the use of this transportation mode. In effect, we want to understand how these organizations are contributing to Brazilian cities adoption of the New Urban Agenda. In addition, it is important to underline three recent initiatives in which the UCB (Brazilian Cyclists Union) have been involved, in different scales:
a) Bicycle in Master Plans, leaded by Bike Anjo network, the association Transporte Ativo and the UCB.
b) Bicycle in elections, mainly realized by UCB and local groups, in more than 50 Brazilian cities. c) The document entitled “A bicicleta como promotora dos 17 ODS” (“Bicycle as a promoter of
the 17 SDG”).
These three national scale initiatives aim to include the bike as an element to be taken into account in the discussion of alternative socio-economic inclusive models, and for sustainable development goals.
Finally, this article pretends to produce a critical view of the limits and defeats to maintain and promote these actions in long-terms, despite local governments elections every 4 years in Brazilian cities. Furthermore, we propose some arguments in order to advance in terms of state policy.
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CYCLING & UN GLOBAL GOALS Legislation |
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VULNERABLE ROAD USERS AND MOTOR VEHICLES INVOLVED IN CRASHES: APPLICATION TO PORTUGUESE ROAD SAFETY DATA
Mariana Vilaça Dep. Mechanical Engineering
University of Aveiro, Campus Universitário de Santiago, 3810-193 Aveiro, Portugal [email protected]
Margarida C. Coelho
Dep. Mechanical Engineering / Centre for Mechanical Technology and Automation University of Aveiro, Campus Universitário de Santiago, 3810-193 Aveiro, Portugal
MSc. Dissertation
In the last decades the private vehicle has been the most commonly used transportation mode for daily journeys. This is a National and European trend and it is due to the economic growth and the investments focused on the road infrastructures. Because of that reason, cities have been often organized in terms of planning with especial attention to road vehicles and not well prepared for pedestrians and cyclists. There is a need to change this behavior to a society that privileges the active transportation modes. However, there is the need to ensure the safety of the most vulnerable users.
This Dissertation was focused on analyzing the trends of road crashes involving cyclists and pedestrians and what are the main difficulties that people using active modes face in their daily journeys. In order to reach this objective, crashes registrations involving motor vehicles and vulnerable road users (pedestrians or cyclists) in the city of Aveiro were analyzed (given by the Public Safety Police “PSP” of Aveiro). In relation to accidents involving cyclists, 68% the victims are men; this can be possibly explained because there are more men cyclists than women as was verified in the sample of the survey, but there is a lack of statistics in Aveiro on the gender distribution of cyclists involved in accidents.
In a second stage, a survey was prepared with the objective to understand the main difficulties of the university community who use the active modes in their daily journeys. From the survey it has been pointed out that the main problems found are the lack of drivers’ awareness and weather conditions. The third reason was the lack of dedicate cycle lanes. On the other hand, the main motivations for biking are the reduced cost and the easiness of mobility.
KEYWORDS: Vulnerable road users, cyclists, road accidents.
PERIOD: February 2015 – December 2015
ACKNOWLEDGEMENTS: The authors acknowledge the support of Public Safety Police “PSP” of Aveiro (namely, Commissary Luís Silva) for the access to crashes data. This work was partially funded by FEDER Funds through the Operational Program “Factores de Competitividade – COMPETE” and by National Funds through FCT – Portuguese Science and Technology Foundation within the project PTDC/EMS-TRA/0383/2014 and by the Strategic Project UID-EMS-00481-2013.
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PRIORITY FOR CYCLISTS
Wout Baert
Fietsberaad Flanders examines which design principles are necessary for giving cyclists priority over motorized traffic when crossing a local road and how they should be implemented. The research is done on intersections of cycle highways with local roads, without a brigde or tunnel. Giving cyclists priority is fairly common on bike paths along main roads. Along with the main road, the accompanying cycle path also takes priority.
Giving cyclists priority on other locations is much less common. This study focuses on groundleve crossings of a cycle highway with a local road. Flanders counts only a few of these intersections where cyclists have the priority. Certainly there isn’t a tradition to do so in any case. Road administration, the local as well as the regional, use different principles, traffic signs and raod sings where cycle highways cross local roads. Therefore, if cyclists have priority of not, or do take it, is not always all clear to all road users. There is a need for uniformity and clarity.
Fietsberaad Flanders selected along with the provinces and cities and municipalities four cases. In these cases an experimental is being set-up where Fietsberaad Vlaanderen will investigate which universal design principles are necessary and should be selected for a uniform design of a groundlevel crossing of cycle highways with priority on the local roads.
However the research of Fietsberaad Vlaanderen first cited a number of arguments that pledge for and against the principle of priority for cyclists. These arguments are related to the existing policies as well as to aspects of road safety, the location, the current bicycle use and habits and attitudes of road users. Listing these arguments showed that the main argument against a general application of priority for cyclists on crossings wth local roads, is the feeling of insecurity. This feeling must be removed by applying the priority situation only at suitable locations and those locations should then de designed in such a way that safety for all road users is garantueed.
Thus, giving priority to cyclists on crossings with local roads can not be implemented just anywhere. A particular design of the intersection is needed, but in advance there must be determined whether the place is well suited for the concept. A pure balance ("yes" or "no") leading to a clear result is impossible. This is never the case in traffic policy. Every situation is specific. Therefore the following assessment framework support the decision to give - or not - priority to cyclists when crossing.
These elements should to be taken into account in the decision process:
Road categorization of the intersecting road
Presence of a tramway
Width of the intersecting road (number of lanes)
Intensities of motorized traffic
Continuity of the current cycle flow
Importance of the crossing pedestrian flow
Speed of motorized traffic
The visibility and sight distances
Urbanization level
The first three elements are being used as hard conditions. More than two lanes, a tramway or a road that isn’t local, exclude the application of cyclists’ priority. The following five are softer conditions that can be improved with measures. Following these steps will ensure that the principle of priority for cyclists could be applicable, even in a situation where one or two aspects or not completely fulfilled. The scheme makes also clear which measures could be taken and could have an impact on the current situation. In the case where there can’t be taken any measures to improve the current situation and to bring more safety, we recommend that cyclists do not get priority.
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Figure 1: decision tree for the application of the principle “priority for the cyclists”
Only on a local road, without a tramway and with only one lane in every direction, the principle of “priority for cyclists” is considered as applicable. In these places the 5 aspects are examined. If they all meet the “norm”, priority for cyclists could be put in place at this intersection. If one or more aspects do not meet the norm, more study is needed to see to which extent there could be taken measures which meet the requirements:
Deceasing traffic volumes by banning excess traffic
Reinforce the current bike flow by further encouraging cycling. Prioritizing the cyclists could be part the strategy. The concept of “cycle street” does the same: getting more cyclists is a condition that could be achieved by implementing the concept.
Reduce the speed by speed bumps or other. The design of the priority situation will greatly contribute to this.
Measures to improve visibility.
Traffic sings to highlight the presence of cyclists. Again, the design will make a significant contribution.
By doing so, orad administrations could come to a proper interpretation of "cyclists priority". If roads do not comply to all aspects, the principle "cyclists priority" is only used when there is minimal deviation from the required standard.
pilot projects It is now the intention to implement the proposed concept on the field, in a number of pilot projects. For these pilots, 4 sites with cycling routes were selected in different provinces in Flanders:
Cycle highway Antwerp-Mechelen, City of Mortsel (Province of Antwerp)
Guldensporenpad (cycle path) in City of Kortrijk, Municipality of Zwevegem, Municipality of Avelgem (Province of West Flanders)
Leirekensroute (cycle path) in City of Aalst, Municipality of Opwijk, Municipality of Merchtem, Municipality of Londerzeel (Province of East Flanders and Province of Flemish Brabant)
Small Ring (cycle path) in Municipality of Zonhoven (Province of Limbourg)
The content of the pilot projects was to first study the existing situation. A camera registred constantly the traffic on the intersection, in it’s previous design. The traffic participation and attitude of both motorists and cyclists was visualized. Then a new test situation on the selected intersections of these routes - with cyclists in priority – was designed. The municipalities approved the new situation and then also arranged the test situation. A speed bump or “elevated intersection” was in a few cases replaced by a road cushion. Again, these new traffic situations were also being monitored with cameras.
The images are intended to compare the old and new traffic in a simple way and to study traffic behavior of cyclists and motorists in both situations. Based on the experience in the pilots and the collected images concepts can be adjusted and also teaching materials could be made up to convince other cities and municipalities, after the research project is completely finished.
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CURRENT EUROPEAN LEGISLATION PREVENT CHANGES IN MOBILITY
Ing. D. Callebaut The durable MaaS project
VZW Binamics, Ghent, Belgium [email protected]
Ing. B. Rotthier
Department of Electrical Engineering KU Leuven, Technology Campus Ghent, BELGIUM
Prof. dr. ir. J. Cappelle Department of Electrical Engineering
KU Leuven, Technology Campus Ghent, BELGIUM [email protected]
Prof. dr. ir. E. Motoasca
Department of Electrical Engineering KU Leuven, Technology Campus Ghent, BELGIUM
Research project
Cyclists and researchers already showed the enormous potential of the bicycle as an advocate for a more durable world. However, the bike revolution is threatened: a great majority still thinks that the future of mobility lies in 1000+ kg electric, possibly self-driving cars because it promises more comfort and a safer feeling. In the current climate of fear, the vicious circle of heavy cars creating a dangerous environment for the bicycle maintains itself.
There are many menaces for the bicycle revolution, such as addiction to the car, car oriented public space, the conservative nature of people and the powerful financial resources of car and oil industry. One of the threats is the way in which our legislation has grown. Two centuries of (often) ad hoc adaptations on traffic law created a monster that is impeding a transition to low weight mobility. The traffic law system became a huge barrier to innovation. In this abstract, only 3 issues will be addressed.
1) The legal system has become an incredible tangle, which is difficult to unravel for designers and entrepreneurs who wants to experiment with alternatives.
Thanks to the obsession to divide vehicles in classes, it’s very easy to design a vehicle that doesn’t belong to any class and is pushed to a grey zone. And what counts for one administration or court as a bicycle, can be for another be regarded as something illegal. Not surprising that new solutions are especially regarded as unknown when it’s about financial support for research and development or supporting measures for behavioral change.
2) Discrimination has been made official. If it comes to power, women can generally deliver less power than men. A higher power on a bicycle means a higher speed. If one can reach a higher speed, one can save time in transport and have a higher range to find work or anything else that can be positive to a person. By the nature of the bicycle, one can say that the cycle is discriminating for women, but this is just normal.
It becomes in conflict with human rights if this discrimination becomes organized. This is what happens with pedelecs, speed pedelecs and mopeds. On many public roads, it is perfectly legal to fall, slide, run or drive 90 kph as long as one is propelled by wind, gravity or muscle power. From the moment that one is propelled by another energy source, at the same location and with the same speed, one is illegal. It is proven that many men can cruise 30+ kph on regular bikes to 45+ kph on e.g. velomobiles without any legal obligation except local traffic laws. It is discriminating that less powerful people are forced to have a driver license and insurance, wear a helmet and pay type approval for cruising maximum 45 kph in nearly the same vehicles equipped with an electric motor. In addition they pay the
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higher development and production costs and might be excluded to drive on certain routes or to supporting measures for using durable vehicles.
Discrimination can also be seen the other way around: a class M two-wheeler driver is forced to wear a helmet and protective clothes when driving at a low pace, while cyclists aren’t.
3) Many rules conflict with actual technology, causing ambiguous actions
A very visible example can be found in the definition of the pedelec where it is stated that they can have a “continuous rated motor output of maximum 250 W”. When interpreting these words, it occurs that it is not clearly defined what a “continuous rated motor output” really means.
In EU regulation 168/2013 one refers to UN/ECE rule nr. 85. This regulation applies to electric drive trains “intended for the propulsion of motor vehicles of categories M and N” and “The electric drive trains... are used for propulsion of vehicles as the sole mode of propulsion.” Alternative definitions are found in the EPAC standard (EN 15194), where one refers to the industrial standard EN 600034-1 for electrical rotating machines. This standard is built with the purpose to have more eficiente motors and to be sure that these machines are qualitative. They are composed in a way that it is safe to run the motor minimal with the rated power. This is in contradiction with regulation 168/2013, where the motor can perform not more than the rated power.
EN 15194 allows measuring the motor output following measuring method Annex D. Due to very bad motor efficiency at low speeds, a 250 W rated motor can reportedly be measured with this method as 95 W.
The bottom line is that legislation for new kinds of light vehicles is not very performing and causing grey zones. With more balanced and simpler rules ultra light mobility could get a boost.
KEYWORDS: LEGISLATION, STANDARDISATION, LIGHT ELECTRIC VEHICLES, MEASURING POWER.
PERIOD: The durable MaaS project started in June 2016 and should be completed in 2020.
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EVIDENCE OF PROPOSED UK LAW REGARDING MOTORISTS PASSING CYCLISTS
Colin Clarke [email protected]
Several countries have implemented laws requiring vehicles to leave a minimum clearance distance when overtaking cyclists. A recent petition to the UK government requests such a law. The UK petition
i
suggestion is for 1 metre when overtaking cyclists on roads with speed limits up to and including 30mph. On roads with higher speed limits, the minimum passing distance should be 1.5 metre. Consideration is given to the potential benefits of such legal requirements.
Background Sometimes cyclists are killed or seriously injured by vehicles either passing too close or by being hit from the rear. The Royal Society for the Prevention of Accidents (RoSPA) reports
ii;
‘In 2014 21,287 cyclists were injured in reported road accidents, including 3,514 who are killed or seriously injured.’ And ‘However, heavy goods vehicles (HGVs) present a particular danger for cyclists, especially in London where around 20% of cyclist fatalities occur involve an HGV. These often occur when an HGV is turning left at a junction’. About one quarter of accidents resulting in serious injury to a cyclist involved an HGV, bus or coach ‘passing too close’ to the rider’. And ‘Around half of cyclist fatalities occur on rural roads.’
UK data on passing clearances Detailed measurements of the clearance between vehicles and bicycle were taken in urban areas by Dr Ian Walker from Bath University who reported on 2355 vehicle passes. Approximately 107 passes were within 1 metre and 20 passing within 0.8 metre. That is approximately 1 in 22 passing within one metre and 1 in 80 passes were within 0.8 metre. He reported being hit twice during the tests. The mean overtaking distances ranged from cars at 1.33 metre to buses at 1.08 metre
iii. Buses averaged 1.08 m
and HGV’s 1.14 m and both are referred to by RoSPA as risk factors in passing too close to cyclists. From the 20 close passes only one was by an ordinary car, 8 were from HGV’s and 10 from short utility/pick ups type vehicles. The average distance for the 8 HGV’s was 0.68 metres.
Cases of close passing are reported regularly by cyclists on UK web sites and it can be hazardous and extremely intimidating for them. Cyclist’s report that in parts of Europe the same driving culture does not occur and drivers give more space to cyclists, perhaps in part due to the higher levels of cycling and more drivers are active cyclists. Some European data is available on the number of kilometres cycled and the death rate per billion kilometre cycle
iv. Norway with 11.0 cyclist deaths per billion kilometres
cycled, followed by Denmark with 12.1, the Netherlands with 12.4, Sweden with 14.4 and Great Britain with 22.4. Data from GB shows that there is an urgent need to improve safety for cyclists.
Countries with passing clearance laws A number of passing laws have been approved in several countries. For example more than half the states in the USA have passing laws
v. Some states in Australia, parts or Europe and Canada. Data from
the USA reports the changes in cycling levels for 2005 to 2014 for each statevi. The average increase for
states with passing laws was approximately 56%, whereas for states without passing laws 22%. From this it appears that passing clearance laws results in a less intimidating road conditions for cycling.
Some USA states without state wide passing laws may have local laws, for example Texas. Vulnerable road user ordinances with language stipulating a safe passing distance have been passed in 23 Texas Cities, including Alamo, Alton, Austin, Beaumont, Brownsville, Corpus Christi, Denton, Edinburg, El Paso, Fort Worth, Harlingen, Helotes, Houston, McAllen, Mission, New Braunfels, Palmhurst, Pharr, Plano, San Antonio, San Juan, San Marcos, and Weslaco.
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Many factors can affect accident statistics and only a proportion of accidents are due to passing too close, but in some cases they will be the more serious accidents. In Texas from 2006 - 8, prior to their passing laws, 152 cyclists and 1245 pedestrians were killed. From 2009-2014, after they started with
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passing laws in 20+ cities, 292 cyclists and 2686 pedestrians were killed, the ratio cyclist to pedestrian reduced from 12.208% reduced to 10.871%. If the 12.208% had applied for the period 2009-2014 there would have been 328 cyclist deaths (12.208% of 2686) but they had 292 cyclist deaths, 36 fewer, approximately 6 per year. From 2005 to 2014 the proportion who commuted by bicycle increased by 19%. For the UK a similar outcome may result in a proportion of injuries avoided, lives saved and increased cycling levels.
For Australia they have had laws passed in Queensland and other states with cyclists from Western Australia seeking to provide similar laws.
viii In Victoria they are also considering this issue
ix. The
Queensland reportx “Evaluation of the Queensland Minimum Passing Distance Road Rule” mentions,
‘In conclusion, from the perspective of police officers, the introduction of the MPD road rule has improved cyclist safety despite the difficulties of enforcement leading to few infringements being issued.’ (Minimum Passing Distance =MPD) and Most riders (73.2%) and drivers (59.5%) in the current survey agreed or strongly agreed that they have observed motorists giving bicycle riders more room when overtaking than they used to. and One-third of drivers and two-thirds of cyclists said that the rule has made it safer for cyclists. The Queensland report details the fatality rate per month for cyclists and other road users for before to after the passing rule, both reduced with rate ratios of 0.65 for cyclists and 0.86 for other road users. The bicycle crash rate per month for before to after, for all injuries had a rate ratio of 0.87, also a substantial reduction. Actual cyclist deaths reduced from 23 to 10 and the number of serious (fatal and hospitalisations) reduced from 674 to 485. These reductions may be partly due to drivers having a better view of cyclists by vehicles in front moving out sooner and passing with more clearance. Drivers may moderate their speed knowing if they squeeze past at speed it may result in a fine. The passing laws had a positive effect and are enforceable with the right techniques.
Enforcement aspects It is important to note that a mandated minimum overtaking distance is only one part of the approach to improving cyclist’s safety. To effect behaviour change, ideally you need legislation, education and enforcement. Data from the Queensland evaluation shows the passing distances for individual roads and locations. The actual distance left between cyclists and passing vehicles was estimated from video observations at 15 sites. Portable equipment mounted on bicycles can also be used to measure the passing distance
xi. Queensland police issued only 60 infringement tickets to drivers but survey
information suggested approximately 95% of drivers were aware of the legislation.
In Queensland, a driver can get 3 demerit points and a $353 fine if they do not give the minimum distance when they pass a bicycle rider. If the matter goes to court, a maximum fine of $4,712 could apply.
The Amy Gillett Foundation’s ‘a metre matters’ campaign, launched in November 2009 is based around a simple premise – drivers not hitting bicycle riders.
xii They publish evidence in support and detail their
approach.
The two images below are from the web illustrating the 1.0 metre rule. https://www.google.co.uk/search?q=a+metre+matters&biw=1003&bih=678&tbm=isch&tbo=u&source=univ&sa=X&sqi=2&ved=0ahUKEwip6cujluTMAhVIGsAKHbJHDdUQsAQIKg )
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UK enforcement aspects Many roads in the UK are twisty and narrow and passing cyclists requires skill and good judgement to do safely. Where the passing speed is less than 30 mph the 1.0m rule distance could apply and extra passing places could be provided on busy narrow roads. Fines for passing too close could also be proportional to the clearance distance, e.g. if passing very close a higher fine could apply and a lesser fine for marginally passing too close. Police guidelines to recommend enforcement aspects would also provide guidance. Repeat offenders could result in court proceedings.
Discussion Changing driving habits to improve safety requires laws that lead to safer behaviour and the proposal for providing minimum clearance of 1 metre when overtaking cyclists on roads with speed limits up to and including 30 mph and 1.5 metre for roads with higher speed limits would contribute to safer cycling conditions. On narrow roads extra care could be required to pass only when safe and sufficient space. Extra passing places on some narrow roads may assist to improve safety and ease traffic flows at other times. Police enforcement and guidelines could take a number of factors into account when issuing fines. A passing law would be clearer about when unsuitable overtaking had taken place. Only in a small percentage of cases, approximately 4.5% for urban areas had drivers passed within 1.0 metres, so it can be concluded that dangerous overtaking occurs by a minority of drivers who are putting cyclists at risk. The risk factors for cycling can be calculated for road type, for example, major arterial roads in Melbourne were reported to be about nine times higher risk per kilometre of travel than minor roads
xiii. The risk to cyclists from various types of vehicles when passing can also be
calculated. If a passing law was introduced in the UK data from fines could be used to target areas where cyclists were put at high risk by altering the road layout or by other means to minimise close passing. The main effect required would be to alter dangerous driving habits and not to squeeze pass at speed.
Conclusions Introducing legal requirements for a minimum passing clearance for vehicles overtaking cyclists would provide an extra safety incentive to pass with care and be enforceable with suitable evidence. The requirement would help to identify drivers who endanger others and could assist in improving overall road safety. The requirement would help reduce intimidating and aggressive driving. It would most likely lead to increasing cycling levels and contribute to a healthier society and help improve overall road safety by drivers becoming more careful when overtaking. Overall the legal requirements suggested should be supported. i Petitions, UK Government and Parliament To introduce a permanent, minimum passing distance when overtaking cyclists.
https://petition.parliament.uk/petitions/128190 ii RoSPA Road Safety Information, Cycling Accidents, Nov 2015, http://www.rospa.com/rospaweb/docs/advice-services/road-safety/cyclists/cycling-accidents-factsheet.pdf iii Walker B, Drivers overtaking bicyclists, http://www.drianwalker.com/overtaking/overtakingprobrief.pdf and http://www.drianwalker.com/overtaking iv Pedalling towards Safety, ETSC, http://archive.etsc.eu/documents/BIKE_PAL_Safety_Ranking.pdf v Safely Passing Bicyclists Chart, NCSL, USA http://www.ncsl.org/research/transportation/safely-passing-bicyclists.aspx vi WHERE WE RIDE Analysis of bicycle commuting in American cities http://www.bikeleague.org/sites/default/files/Where_We_Ride_2014_data_web.pdf vii Safe passing in Texas, http://www.biketexas.org/en/advocacy/safe-passing viii Minimum passing distance, BWA, https://www.bwa.org.au/bikes-and-riding/735/ ix Victoria’s proposed overtaking laws: Do cyclists always need a metre of space? http://cyclingtips.com/2016/04/victorias-proposed-overtaking-laws-do-cyclists-always-a-need-a-metre-of-space/ x Evaluation of the Queensland Minimum Passing Distance Road Rule http://eprints.qut.edu.au/94655/ xiPolice harness new technology to catch drivers who pass too close to cyclists http://www.cyclingweekly.co.uk/news/latest-news/police-harness-new-technology-to-catch-drivers-who-pass-too-close-to-cyclists-204275 xii A metre matters, Amy Gillett Foundation’s Australia. http://www.amygillett.org.au/programs-resources/a-metre-matters and xiii Drummond A, Jee F, Risk of bicycle accident involvement, http://www.monash.edu/muarc/research/reports/muarc002
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SOCIAL PREDICTORS OF BICYCLE HELMET USE AMONG CHILDREN AND ADOLESCENTS: THE ATTICA STUDY
Ioannis Papanikolaou Faculty of Physical Education and Sport Science, National and Kapodistrian University of Athens
Manolis Adamakis Faculty of Physical Education and Sport Science, National and Kapodistrian University of Athens
Introduction Recreational cycling provides opportunities for regular physical activity and is feasible for many population subgroups (Bauman et al., 2012). In addition regular cycling is a successful way to meet the health-enhancing physical activity guidelines (Titze et al., 2014) and respective health benefits outweigh the injury risks (de Hartog et al., 2010).
However, this activity is not without risk, since the injury rate for children 0 to 16 years is 1452 in 100000 in some cases, before the introduction of helmet legislation (Pardi, et al., 2007). Although bicycle helmet reduces the risk of head injury and parents believe bicycle helmets work, a large percentage of children do not wear helmets while riding (Berstein et al., 2003).
Several studies have reported that factors such as age, gender, income and parental role modeling are associated with bicycle helmet use. Previous research showed an obvious connection with parental involvement and helmet use and having friends and parents who use helmet can be a positive predictive factor in a child’s use of a bicycle helmet (Secginli et al., 2013). Furthermore, males tend to use more often helmets; however reported helmet use was highest at 11 years and decreased as children’s age increased (Klein et al., 2005). Regarding economic factors, children in high-income areas were more likely to wear helmets, compared with children in mid- and lowincome areas (Parkin et al., 2003).
Understanding the social factors that predict helmet use is essential for encouraging helmet use. Yet, very little is known about factors influencing bicycle helmet use among Greek children. So the purpose of this study was to assess the rates of helmet and to examine social variables related to bicycle helmet use in a sample of Greek children aged 8-15 years.
Methods The study was conducted in five public and one private school in Attica, Greece. Children attending public schools typically came from lower to middle income families, while those attending the private school came from higher income families. The survey was administered to 331 boys and 288 girls (in total 623 children), with an average age 11.78±1.92 years, of whom 330 were in elementary school and 224 in high school.
A self-report questionnaire, based on the research of Dannenberg et al. (1993), was developed to collect information about children’s attitudes, behaviors, and knowledge towards bicycle helmets. Specific questions included in this report focused on bicycle ownership and use, helmet ownership and use, the effect of family and peer influence on helmet use and socioeconomic status. Closed questions with specified options were used to facilitate analysis. Attendance of public or private school, as well as the Family Affluence Scale II (FAS II), was used to estimate the family socioeconomic status (Boyce et al., 2006). Three groups were categorized in terms of the composite FAS score, in which FAS low (score=0-3) indicated low affluence, FAS medium (score=4-5) indicated middle affluence, and AS high (score=6-9) indicated high affluence.
Statistical analysis was performed with SPSS 20. Frequencies for all respondents were computed. For bivariate results, chi-square analysis was used for testing statistical significance. Because a major focus of the investigation was to determine those social factors that positively predicted helmet use, logistic regression was used.
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Results Bicycle ownership was high among respondents in all schools, exceeding 93% in total. Though most children owned a bicycle, fewer (43.9%) reported owning a bicycle helmet and fewer yet (18.6%) reported wearing a bicycle helmet the last time they rode a bike. Among respondents who rode a bicycle, helmet ownership was the same between boys and girls (χ2=.62, p=.73). However, it was significantly higher among elementary school pupils than among high school students (χ2=34.30, p<.001), among children attending a private school compared to those attending a public one (χ2=48.72, p<.001) and among children in the high affluence scale (χ2=17.56, p=.002).
All social variables possibly influencing bicycle helmet use were entered sequentially into an ordinal logistic regression model. In this multivariate model with 9 independent variables, a high model fitting significance (p<.001) was observed and the strongest positive predictors of helmet use during previous year were helmet ownership [Odds ratio (OR)=.04, p<.001], number of friends wearing a helmet (OR=.11-.25, p<.001), siblings’ (OR=.20-.34, p<.001) and father’s frequency of wearing a helmet (OR=.23-.28, p<.05).
Conclusions Results from the present survey showed that most children and adolescents were riding bicycles, but were not using bicycle helmets, even though they might had owned one. Helmet ownership and helmet use were substantially higher among younger respondents attending elementary schools, possibly because they are more receptive to being told by parents to wear helmets and this parental involvement seems to decrease for adolescents. Furthermore, children living in a higher socioeconomic context were more likely to wear helmets than their coevals from lower socioeconomic context, due to different uptake of safety measures in different socioeconomic groups. Lastly, friends’, siblings’ and father’s use of helmets were positive predictors of helmet use in the current study. This finding indicates the significance of parental ‘role modeling’ and involvement, as well as friends’ influence, in encouraging children to adhere to safety behaviors, such as helmet use, and the importance of educating parents and peers, through health promotion programs, for encouraging bicycle helmet use among children.
References Bauman, A., Merom, D., & Rissel, C. (2012). Where have all the bicycles gone? Are bicyclesales in Australia translated into health-enhancing levels of bicycle use? Preventive Medicine, 54(2), 145-147. Boyce, W., Torsheim, T., Currie, C., & Zambon, A. (2006). The Family Affluence Scale as a measure of national wealth: Validity of an adolescent self-report measure. Social Indicators Research, 78, 473-487. Dannenberg, A.L., Gielen, A.C., Beilenson, P.L., Wilson, M.H., & Joffe, A. (1993). Bicycle helmet laws and educational campaigns: An evaluation of strategies to increase children’s helmet use. American Journal of Public Health, 83(5), 667674. de Hartog, J.J., Boogaard, H., Nijland, H., & Hoek, G. (2010). Do health benefits of cycling outweigh the risks? Environmental Health Perspsctives, 118(8), 11091116. Pardi, L.A., King, B.P., Salemi, G., & Salvator, A.E. (2007). The effect of bicycle helmet legislation on pediatric injury. Journal of Trauma Nursing, 14(2), 84-87. Parkin, P.C., Khambalia, A., Kmet, L., & Macarthur, C. (2003). Influence of socioeconomic status on the effectiveness of bicycle helmet legislation for children: A prospective observational study. Pediatrics, 112(3), e192-e196. Titze. S., Merom, D., Rissel, C., & Bauman, A. (2014). Epidemiology of cycling for exercise, recreation or sport in Australia and its contribution to health-enhancing physical activity. Journal of Science and Medicine in Sport, 17, 485-490. Secginli, S., Cosansu, G., & Nahcivan, N.O. (2013). Factors associated with bicyclehelmet use among 8–16 years aged Turkish children: A questionnaire survey. International Journal of Injury Control and Safety Promotion, 21(4), 367-375.
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ON THE IMPORTANCE OF BICYCLE SKILLS TRAINING FOR SUSTAINABLE URBAN MOBILITY
Ricardo Sobral CERIS, Departamento de Engenharia Civil, Arquitectura e Georrecursos
Instituto Superior Técnico, Universidade de Lisboa [email protected]
Filipe Moura
CERIS, Departamento de Engenharia Civil, Arquitectura e Georrecursos Instituto Superior Técnico, Universidade de Lisboa
Research project
PURPOSE This work focuses on measuring and evaluating the impact of bicycle ride training as a policy instrument for increasing cycling modal share in cities, especially those with incipient bicycle use on regular trips.
The choice for studying the contribution of bicycling education programs partly derives from the less extensive literature available on this subject, when compared to other policies and strategies used to increase cycling levels, and from the absence of comparative studies of the different models currently being applied.
Learning to ride a bicycle is the first step that allows for future individual engagement in transport modal shift towards cycling. Gaining more skills and confidence in riding contributes for an effective and more often adoption of the bicycle, especially if this is accompanied by improvements in cycle infrastructures.
In Portugal, cycle training programs have emerged in recent years and early evidence suggests a
higher demand from female adult population, who seek helpto learn to ride a bicycle.
There is few data on how many adults can ride a bicycle or feel confident enough to do it for commuting, since many stopped cycling over their lives, especially among women. This not only precludes them from participating but also prevents them from teaching directly their offspring to ride a bicycle.
OBJECTIVE Many cities in Europe have mandatory bicycling education for all school children, which is now being implemented in Portugal as an optional course. However, there is still no literature available on the results and outcomes of such programs taking place in Portugal and other countries where cycling is still incipient, failing to provide useful data for further assessment and researching.
Further more, to our knowledge, there is no evidence in the literature that such training programs do contribute to a more effective uptake of cycling modal share, in cities where using bikes for regular trips is still very low (below 1%).
The research questions of the present project are: 1. Complementarily to informal bicycle ride teaching, can educational and training programs
provide an enduring and more extensive use of the bicycle as a regular mobility option (i.e., for commuting)?
2. What educational/training program, or combination of programs, can deliver better impact on the use of more sustainable modes in the realm of urban mobility?
METHODS The methodology will consider a monitoring study and a comparative study. The main source for the monitoring study will be the recently launched U-Bike Portugal project. A comparative study will take into consideration different bicycling education programs in different contexts, namely the experiences from Europe and North America, as these regions are well documented and allow for evaluation of the not-so-studied Portuguese context.
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The U-Bike project will finance a university bike sharing program in the main institutions in Portugal, namely in Lisbon, that also includes providing bike parking, showers and other measures to facilitate the use of bicycles, which includes educational and training programs. It also comprises a survey to the academic communities, which allows for characterizing the users, and the bicycles will generate data such as total distances and route preferences, using GPS devices.
Thus, the project offers a unique opportunity for testing several approaches to cycle training and educational programs. The survey and monitoring programs will aim to understand, ultimately, how the perceived riding confidence gains evolves over time and what is, potentially, the ensuing engagement in regular biking after the U‐Bike Portugal experience.
EXPECTED RESULTS Over the U-Bike experiment, the research will analyse the effectiveness of the education programs that will be offered by each university, as indicated in the U‐Bike Portugal initiative. According to some authors, academia has an important role to play in helping public agencies improve their data collection and, surveying current practices could help to identify best practices as well as aspects of the data collection process where agencies are most in need of research help. For that, the present research will set a monitoring program to a panel of committed users of the bike sharing system, in order to follow their evolution over time.
KEYWORDS: Bicycling, Active Travel, Training Program, Sustainable Urban Mobility
PERIOD: October 2016 – September 2020
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CYCLING & RAPID CHANGES cities |
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EFFECT OF SEVILLA CYCLE NETWORK ON CYCLING SAFETY. A FIRST ANALYSIS
Vicente Hernández-Herrador Independent Consultant
Ricardo Marqués Department of Electrónica y Electromagnetismo
Universidad de Sevilla [email protected]
Research project
The impact of cycling infrastructure on traffic safety is still a controversial issue, as far as some authors and cycling advocates [1] still discuss the effectiveness of bike paths for improving cycling safety. On the other hand, whatever was the effect of cycling infrastructure on cycling safety, it is important to measure it, in order to evaluate its benefits regarding traffic safety and health.
Moreover, in many cases, when the development of a new cycling infrastructure is followed by a substantial increase of bicycle use, the effect of such infrastructure on cycling safety can be attributed, at least partially, to the well known "safety in numbers" effect [2, 3]. Therefore, it is not clear to what extent the improvements in cycling safety can be attributed to this last effect or to the infrastructure itself, or to both.
The city of Seville developed since 2006 a segregated network of bicycle paths that caused a sudden growth in cycling mobility, which increased from negligible values to near 6% of the city modal share [4]. Therefore, the analysis of the evolution of bicycle traffic accidents in the city of Seville is an interesting case study, that may help to gain insight on the above questions.
During the presentation, the authors will present data on the evolution of the “risk of cycling” in the city during the period 2000-2013. The risk of cycling is defined as the ratio between the total number of bicycle accidents and the total number of bicycle trips in the city. Figure 1 shows the evolution of these figures in the aforementioned period.
Figure 1: Evolution of the risk of cycling (total number of reported bicycle accidents per each million of
bicycle trips) between 2000 and 2013. The linear regression lines are also show for the two periods (2000-2006 and 2007-2013), that is, before and after the implementation of the network of bikeways.
The data shown in Figure 1 suggest a high impact of the implementation of the network of cycle paths on cycling safety. The Figure shows a significant improvement of cycling safety as a consequence of the
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implementation of the network of bikeways (which also caused a sudden increase in cycling mobility, as mentioned above [4]).
To analyze the correlations between the risk of cycling, the total number of bicycle trips and the total length of the cycle network is the main subject of this research project, whose preliminary results will be presented during the colloquium. For such purpose, standard multilinear regression techniques will be used in order to identify the effects of the different explanatory variables.
Other relevant issues, such as the changes in the severity and other characteristics of bicycle accidents, the vehicles involved in such accidents, or the evolution of pedestrian – bicycle accidents, will also be analyzed by the project.
REFERENCES: [1] Forester, J. (2001) The Bicycle Transportation Controversy. Transportation Quarterly 55(2), 7-17. [2] Jacobsen, P. L. (2003). Safety in numbers: more walkers and bicyclists, safer walking and bicycling. Injury prevention , 9(3), 205-209. [3] Elvik, R. (2009). The non-linearity of risk and the promotion of environmentally sustainable transport. Accident Analysis & Prevention, 41(4), 849-855. [4] Marqués, R., Hernandez-Herrador, V., Calvo-Salazar, M., García-Cebrian J. A. (2015) How infrastructure can promote cycling in cities: Lessons from Seville, Research in Transportation Economics 53; 31-44.
KEYWORDS: CYCLING SAFETY, RISK OF CYCLING, BIKEWAYS, SEVILLE
PERIOD: April 2016 – in progress.
ACKNOWLEDGEMENTS: To the Spanish Dirección General de Tráfico (DGT)
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LOOKING AT DESTINATIONS TO EXPLAIN WALKING AND CYCLING: THE CASE OF THE MULTIPLE LOCATIONS OF THE UNIVERSITY OF LISBON
David Vale CIAUD, Faculdade de Arquitetura, Universidade de Lisboa
Mauro Pereira CIAUD, Faculdade de Arquitetura, Universidade de Lisboa
Cláudia Viana
CIAUD, Faculdade de Arquitetura, Universidade de Lisboa
There is a vast literature on the relationship between built environment and active travel (walking and cycling), emphasizing the importance of the built environment as a determinant of travel. In general terms, the determinants of the built environment can be described as the 5Ds, better defined as “3Ds+A”, i.e. Density, Diversity, Design and Accessibility, the last normally identified as Destination Accessibility and Distance to transit. However, the majority of studies focuses on the characteristics of origins (the location of the home) and neglect the influence that the destination might have on travel, despite the already shown importance of destinations to explain travel. Indeed, recent evidence has shown that destinations are more important than origins in explaining walking, especially in the case of commuting, in which the individuals know beforehand the features of the built environment and their walkability and bikability. Therefore, results tend to be inconclusive, in part due to the deficiencies in measuring the built environment.
In this paper, we are testing the relationship between active accessibility, determined by the characteristics of the built environment and reflecting the relative conditions of access by walking and cycling, and the commuting pattern of individuals that work and/or study at the different campuses of the University of Lisbon. We have measured accessibility at the origin and at the destination of the trip, i.e. at the residential place and the campus location for each individual. Data was obtained through a travel survey of all students, professors and staff from all faculties of the University, containing around 2000 individuals. Accessibility was measured with ArcGIS network analyst, using floating catchment areas for each relevant location. Statistical models were developed in order to explain active commuting, controlling for socio-demographic data. Different models were developed for students and other academic individuals, due to the low car ownership and/or driver’s license ownership of students in comparison with professors and faculty staff.
Our results show that the different built environment characteristics and associated active accessibility of the campuses of the University of Lisbon are important explanatory variables of commuting behavior. With these results, we try to emphasize the importance of measuring not only origins but also destinations as explanatory variables of the built environment, and also to highlight the importance of promoting good urban integration of the campus in the city, increasing its active accessibility which in turn will allow a more sustainable urban mobility.
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CYCLING BEHAVIOURS AND THEIR IMPACT ON QUALITY OF LIFE OF THE YOUTH MARKET: AN ANALYSIS OF PORTUGUESE UNIVERSITY STUDENTS
Ana Rita Oliveira University of Aveiro
Celeste Eusébio GOVCOPP – University of Aveiro
It is widely recognized that active travel, particularly cycling, provides several economic, environmental and health advantages. Regarding the economic advantages, cycling is seen as a source of income for local communities and an important tool to diversify and reinforce regional and local economies. Concerning the environmental effects, it is possible to identify a negative relationship between the use of the bicycle as a mean of transport and the emission of carbon dioxide. Indeed, it is a non-polluting and environmental friendly type of transport. Moreover, cycling also brings a number of health benefits to their participants, like the reduction of cardiovascular diseases, increases sports activities and fights obesity. Actually, cycling is frequently associated with a better and more balanced life.
Due to the relevant cycling benefits, mainly for environmental protection and health, in many countries, such as in Portugal, has been encouraged the use the bicycle as a mean of transport, as well as to carry out tourism and recreational activities. However, despite the notorious importance of cycling, there is still little research regarding this subject, especially regarding the cycling behaviour of the youth market and its impact on their Quality of Life (QOL). Moreover, little research has been carried out in order to analyse the cycling behaviours of the Portuguese people and the impact of these behaviours on their Quality of Life. In order to extend the knowledge in these topics, a Portuguese University student survey was carried out, in 2016, in order to analyse the cycle behaviours of this segment. A total of 591 completed questionnaires were obtained. Results reveal that only 44% of the students interviewed use the bicycle and only 21% use it during their tourism activities. The reasons why people do not use the bicycle are the fact that they do not own one, they prefer to use the car, the city where they live is not suitable to use the bicycle and the simple fact that they do not like this type of transportation. However, the respondents also identify a group of conditions that they consider relevant in order to influence positively the use of bicycle such as: (i) the existence of good infrastructures and facilities; (ii) the offer of more cycle paths; and (iii) a better behaviour of the drivers.
Regarding the impact of cycling on the QOL of youth market, the results show that the use of bicycle has a positive effect on several domains of their QOL. Respondents reporting an average level of agreement between 3.19 and 4.43 in all domains of QOL analysed (on a scale from 1 – completely disagree, to 5 – completely agree). However, the highest impact perceived corresponds to the health domain, namely: (i) increases the possibility to be in healthier environment (mean = 4.43); (ii) increases the opportunities to do outside activities (mean = 4.32); (iii) increases their mobility (mean = 4.32); (iv) increases their satisfaction with their body (mean = 4.21); (v) increases their energy; and (vi) reduces their negative thoughts (mean = 3.96).
The paper ends with some practical recommendations in order to increase the number of youth that use bicycle not only as a mean of transport but also during their tourist and recreation activities.
Keywords: cycling, youth market, Quality of Life
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CALCULATION PROGRAM FOR THE TRACING OF CYCLIST NETWORKS IN CONSOLIDATED URBAN ENVIRONMENTS. EXAMPLE OF APPLICATION IN
THE CITY OF VIGO
Alexandre Mouriño Fernández Master’s Degree in Architecture
Pedro Fonseca Jorge PhD in Architecture
In recent years, there has been a growing demand by public entities for sustainable mobility plans, most of which have regarded the bicycle as one of the vehicles to be integrated in the modal split of transport in cities. Due to this, numerous manuals and guides for the correct implementation of such infrastructures have been developed. However, it has been detected that the determinants taken into account in order to assess the carrying capacity for bicycles of a certain road vary from a document to another, according to the context where it has been written.
The following study focuses on the development of a mathematical matrix based on behavioural aspects and expressed in numerical form, which facilitates the calculation of cycling suitability in consolidated urban environments. In order to do this, apart from gradient, ten other determinants have been taken into account, such as types of bicycle users, traffic density, speed differential, road width, number and type of intersections, wind exposure, and acoustic saturation, which are vital to users when it comes to choose their habitual routes for cycling.
This relational matrix is the basis for the architecture of a program devised to calculate cycling networks that analises and manages information related to a particular area with the aim of drawing a color map which shows suitability for cycling. On this map, once traffic generators have been identified, it will be possible to trace a closed network of routes which meet as closely as possible the ideal conditions for cyclist mobility of the average user.
In order to determine the carrying capacity for bicycles of a road, the main parameter to analyse is gradient. To do so, the program draws a map of gradients interpolating the thoroughfares with a 3D elevation of the topography by means of LIDAR information, which results in a map of gradients with a minimum margin of error.
The hierarchical organisation of the ten determinants for cyclist mobility previously identified, as well as the definition of the relations of subordination or superordination among them, is based on the results of a survey conducted by means of a questionnaire completed by a sample of 381 bicycle users. They assessed the weight of each factor/determinant in their choice of urban routes, quantifying parameters that, until now, have only been observed in qualitative terms.
The survey revealed that, despite the complex topography of the area under study, users do not perceive gradient as the main handicap when it comes to choose a route between two points. Instead, other parameters directly related to safety, such as speed differential with other traffic, traffic density or the type of vehicles, are far more influential. These statistical results were checked by means of field tests based on the premise of the free choice of route between two given points. The routes chosen by 20 volunteers were mapped and this mapping confirmed the quantitative results obtained by means of the survey.
Once the program generates the color map showing the degree of cycling suitability according to input data, O-D matrices have to be estimated. With this aim, major traffic attractors as well as traffic generating areas (residential areas) have to be identified. In order to do this, we must locate in the map educational centres, healthcare centres, shopping centres, museums, institutional buildings, green areas, sports facilities, and bus and train stations within the area studied. Later, the relational vectors which conform the offer-demand pattern of mobility in the area are traced.
This preliminary outline serves as a basis for the final tracing of the structural or primary network, which automatically links the points identified as origin and destination, adapting the relational vectors
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to the existing frame following the criteria of selection of stretches with a higher degree of cycling suitability, previously calculated by the program.
The resulting map conforms the basic network of routes with better intrinsic properties to receive bicycle traffic.
The software used to develop this tool has been Python 2.7, with Python GDAL / OGR libraries. Software Operability:
1. Conversion of input to predetermined formats. 2. Construction of buffers in the proximity of thoroughfares. 3. Intersection of data with buffers from thoroughfare. 4. Assignment of weighting coefficients for intersected geometries, using coefficients from the
source data in the matrix adapted to the cycling environment. 5. Drawing of maps of routes that link O-D points based on all the coefficients.
Keywords: sustainable urban mobility, cycling suitability, cycling networks calculation, Phyton 2.7.
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CYCLING IN BRAZILIAN CITIES: MOTIVATIONS AND CHALLENGES
Victor Andrade Sustainable Mobility Laboratory - LABMOB
Programa de Pós-Graduação em Urbanismo - PROURB Universidade Federal do Rio de Janeiro - UFRJ
Filipe Marino Sustainable Mobility Laboratory - LABMOB
Programa de Pós-Graduação em Urbanismo - PROURB Universidade Federal do Rio de Janeiro – UFRJ
Juciano Rodrigues Observatório das Metrópoles
Instituto de Pesquisa em Planejamento Urbano e Regional - IPPUR Universidade Federal do Rio de Janeiro – UFRJ
Research project Urban mobility conditions and trends in Brazil are leading to an unsustainable future based on a model very dependable on motorized modes of transport. In this scenario, active transport - understood here as cycling and walking - plays a critical role to paramount sustainability.
This context is challenging for policy makers, urban developers, and other actors involved in the implementation of transport policies. Local governments usually have high qualified traffic engineers and, consequently, very refined and detailed data about motorized transport. On the other hand, there is a shortage of data on active transport and technicians prepared to deal with pedestrians and cyclists. Brazilian cities are not different; there is a shortage of data regarding active transport.
This article aims to present and discuss the results of the Brazilian Cyclist Profile Survey. It is an innovative initiative being the first national survey developed in Brazil that made possible to apply a common methodology and to compare findings from 10 major Brazilian cities.
This survey – carried out in 2015 – was also innovative for being coordinated in partnership between an academic institution – Sustainable Mobility Laboratory (LABMOB) and a NGO – Transporte Ativo. Moreover, a national network was stablished where NGO`s from the different regions were involved in the process – both gathering data and exporting the data to a digital base.
The Brazilian Cyclist Profile Survey has three major goals: (i) to define the profile of urban cyclists, (ii) to identify the motivations to start cycling as the main mode of transport and (iii) to identify what conditions are critical to encourage the more frequently use of bicycle.
In total, 5012 cyclists were interviewed in ten major Brazilian cities from different regions: Aracaju, Belo Horizonte, Brasilia, Manaus, Niterói, Porto Alegre, Recife, Rio de Janeiro, Salvador and São Paulo. The percentage of people interviewed corresponds to 0.015% of the population from each city.
The interviews were conducted only on weekdays (Monday to Friday) and all respondents should cycle at least once a week as a means of transport. This was made in order to ensure greater accuracy and representativeness of the sample.
Each city was divided in three areas – central intermediate and peripheral – where questionnaires were applied. Considering a social and spatial segregation in Brazilian cities, this mechanism was implemented in order to guarantee a more representative sample of cyclists.
The results indicate no single profile of cyclists. The results highlight that cyclists belong to a myriad of social and economic profiles. Regarding motivation to start cycling, the findings were quite similar to previous surveys applied in Scandinavia where practicality and safety were the major responses.
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Finally, it is important to better understand what conditions are critical to encourage the more frequently use of bicycle. Bicycle infrastructure and public safety are critical to improve the frequency of cycling.
The findings can be useful for policy makers, activists, urban designers and other stakeholders in order to improve bikeability of cities and for cycling advocacy.
KEYWORDS: Active Transport, Cycling Infrastructure, Sustainable Mobility.
PERIOD: Starts at March 2015 and ends at December 2016.
ACKNOWLEDGEMENTS: ICS, CAPES and PROURB.
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I´D RATHER GO BY BIKE: CHANGES IN THE CYCLING SCENARIO OF FORTALEZA
José Otávio A. Braga Architect and Urbanist
Fortaleza, capital city of the state of Ceará in Northeast Brazil, has experienced some great changes in the cycling scenario in the last four years. In that period, boosted by global discussions over mobility, health, road safety, humanized urban space and examples of successful developing cities that made this change and achieved great results, a big transformation has started locally. A great number of bike advocates, associations, groups and enlightened journalists made pressure over City Hall, that was, at first, fearful of displeasing car drivers, but at a second moment has adopted these politics and now, at the end of the four years mandate, the new bike lanes, bike sharing systems and bike racks have become a great symbol of the city administration.
But it was a hard process and the present article will try to analyze the role of every group to build this scenario in Fortaleza.
The first group is the cycling advocates, groups that act in many different ways to make pressure or to spread word about cycling in society. There are three groups that were important to build this new scenario: CICLOVIDA, Associação dos Ciclistas Urbanos de Fortaleza – Urban Cyclists Association of Fortaleza -, Direitos Urbanos Fortaleza – Urban Rights Fortaleza -, and Massa Crítica Fortaleza – Critical Mass Fortaleza. The first one is a formal and legal association with direction board elected every year. The second is an horizontal and disorganized group that congregates people of many different origins to discuss urban space. These two groups researches many themes related to cycling, produce content to media and politics, and organize events and interventions. The third one is a horizontal and disorganized group with anarchist influence that makes anonymous protests and interventions like painting guerrilla bike lanes.
Other than groups, some individuals have also acted spreading knowledge and experiences over cycling, mostly by writing in blogs like “Prefiro ir de bike” – I’d rather go by bike – by right student Vinicíus Reis and “De Bike na Cidade” – On bike in the city – by journalist Sheryda Lopes. These blogs were important as vehicles to spread daily experiences and curiosities over biking, as these usually have no space in big media or are shown just superficially. The second blog has the advantage of being written by a woman, facilitating the approach to this gender as women on bikes weren’t usually seen in 2013.
With all these groups and advocates for cycling and with the visibility given by a great discussion over mobility and city development because of the construction of a new viaduct in 2013, the big media started to give attention to these people, young, enlightened, interested in the collective good and with ideas that were receiving great support in social networks. Because of that, many articles started to shown cycling hints, talked about commuting in bicycles and even private investors have made educative advertising. This helped a lot to spread information about cycling that was before restricted to the groups and their supporters in the social networks.
With all this repercussion, City Hall started to took some actions for the cycling scenario. The first bike lane was painted in September 2013 on Ana Bilhar Street. The bikelash was so intense in the region that a new war had been started in media for and against the new cycling infrastructure. In the end, by a slight difference, the pro cycling side won, with the main role being played by the young advocates and avant-garde traffic engineers. Along this and with the pressure of global and national discussion, the City Hall hired consultation about traffic, mobility and urban safety with national and international firms like WRI – World Resources Institute -, Mckinsey & Co. and ITDP – Instituto de Políticas de Transporte e Desenvolvimento or Institute for transport and development politics. This helped strengthen the understanding of cycling as a transport and not just as sport and leisure. Because of that, a new public agency was created, the PAITT – Programa de Ações Imediatas de Transporte e Tráfego, or Immediate Actions in Transport and Traffic Programs -, responsible for planning the new cycling masterplan and cycleways.
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During this changing process, with the strengthened cycling discussions, other groups made their appearance. In 2015 appeared “Ciclanas” – Women on bike in Fortaleza traffic -, an only-female group to create support and an encouraging network to all women that want to change their transports, but is still afraid of the sexism and dangers of traffic. Another group, made in 2016 is “Num guento mais calor” – I can’t stand more heat – responsible for making interventions to plant trees along the cycleways.
Taking in account all that, this article will try to analyze the reasons and origins that made possible this change and the improvements made for road safety, environment, health and citizenship trough cycling in Fortaleza.
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CYCLING & RAPID CHANGES tools |
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CYCLING NETWORK PLANNING AS A STARTING POINT FOR THE PROMOTION OF ACTIVE MOBILITY PATTERNS
Paulo J. G. Ribeiro Research CTAC – Centre of Territory, Environment and Construction
Civil Engineering University of Minho
Carolina Neiva Research CTAC – Centre of Territory, Environment and Construction
Civil Engineering University of Minho
The social value and the importance of cycling to the functioning of a more sustainable transportation system has increased over the years as a result of environmental awareness, especially due to the high flexibility in its use and the guarantee of social equity in the accessibility to a greater number of spaces where cars cannot access, thus allowing a slow yet consistent change in the established image of the bicycle as a vehicle for leisure and sport.
Cycling has given rise to the necessity of a gradual investment in the upgrade of road infrastructure associated with soft modes and on the creation of dedicated infrastructures, as well as in the education of all users of a road environment, such as drivers, pedestrians and cyclists. The enhancement and reinforcement of these measures can be an opportunity to change habits and create a new culture of mobility that will last for generations to come. Sustainable mobility will allow a better and more suitable development of the urban transportation system and, as a consequence, lead to the sustainable development of cities and local communities. Cities become increasingly more competitive in accordance with the quality of life that they can offer, which is related with their capacity to provide a more sustainable urban environment.
The creation and implementation of networks for soft modes of transport, especially cycling, will require increasing safety and comfort of pedestrians and cyclists with the removal of mobility barriers and restrictions to those users in public spaces, such as roads and squares, allowing the growth of non-motorized travel options and the decrease of the points of conflict with motorized traffic.
As pointed out by Ribeiro and Mendes (2013), walking and bicycling do not require fuel to move, thus decreasing energy consumption, air pollution and the amount of the CO2 and particle (PM10) emissions and noise. Moreover, these modes need less space for moving and parking in the city, averting traffic congestion problems and the necessity for new infrastructures for motor vehicles. The more frequent use of cycling and walking will reduce automobile usage, especially for short journeys, thus contributing to the improvement of the environmental conditions and the quality of life of local communities. On the other hand, these modes will also facilitate an increase of recreational and exercise activities and the improvement of accessibility for people with reduced mobility. Networks of soft mobility will not only benefit pedestrians and cyclists but the entire community.
Currently, there has been a large focus on promoting the use of soft modes of transport in Portugal as in Europe and worldwide, in order to offer a more sustainable urban life and a healthier mobility.
Nowadays, there is a social demand for better conditions of circulation and accessibility for soft modes of transport, particularly for cycling. Government and local authorities have been attempting to give the most appropriate response to this phenomenon, with the introduction of new suitable infrastructures for walking and cycling. According to Hann (2007), the improvement of the cycling infrastructures can enhance the use of bicycles by 3% in average, though the success of these projects depends on the commitment and collaboration of local authorities, namely the municipalities. As referred by Donovan (2014) the perception of the population about the suitability of the infrastructures for cycling has a great influence in its use.
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The main objective of this paper is to promote the integration of cycling as primary mode of transport for regular journeys in Portuguese villages and towns, where, in most cases, the use of bicycles for commuting purposes associated with daily activities is insignificant. Its promotion can be achieved through planning of the cycling network, mainly based on the analysis of cycling suitability of urban infrastructures in terms of gradients and available cross-section space. For this work, a case study was developed on the municipality of Ponte de Lima, which is a traditional village in the North of Portugal located in the margins of the Lima river and its surrounding mountains, giving to this village the charm and the appropriate environment to attract people for soft mobility with the exception of a difficult sloping terrain, which also represents a challenge to plan a cycling network and promote a more economic and green means of transportation. The slope issue is not exclusive of Ponte de Lima, and has being observed in other Portuguese towns.
Among other issues, the knowledge of the functioning of the road network of the village is a key driver to define the strategic objectives for an intervention in the mobility system. On the other hand, it will also allow to define the level of segregation or coexistence between cycling and motorized traffic, defining the most suitable solution for the adopted infrastructures in a proposal for a cycling network at an urban scale, especially when it is necessary to establish a balance between the investments and changes in street layouts and functional viability of cycling across the town.
This paper is aligned with the “rapid changes” theme since it envisages the successful increase of cycling usage in hilly towns with low cycling flows.
References Ribeiro, P. & Mendes, J.F.G. (2013). Sustainable mobility in urban areas of midsized municipalities. Recent Advances in Engineering Mechanics, Structures and Urban Planning, 2013, 163-168. Hann, R. (2007). Cycling in the Netherlands. Waterstaat: Ministerie van Verkeer. Available online: http://ec.europa.eu/transport/clean/green_paper_urban_transport/doc/2007_09_25_gp_urban_mobility_en.pdf. (Accessed on 14 of September of 2016). Donovan, J. (2014) Overcoming the tyranny of distance: making walking and cycling possible and preferable. Proceedings of the ICE - Municipal Engineer, 168 (2), 115 –124.
KEYWORDS: transport planning; cycling planning; infrastructure planning; sustainable mobility
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THE RELATIONSHIP BETWEEN URBAN MOBILITY AND LAND-USE: CHALLENGES TO PROMOTE BICYCLE MOBILITY STRATEGIES
Catarina Brown de Matos RISCO, Department of Civil Engineering, University of Aveiro
Joaquim M. Macedo
RISCO, Department of Civil Engineering, University of Aveiro [email protected]
Frederico Moura e Sá
GOVCOPP, Department of Social Sciences, Political and Territorial, University of Aveiro [email protected]
MSc. Dissertation
This study aims to contribute to the existing literature on the scope of cycling mobility by investigating the correlations among the numerous land-use factors and their effects on urban mobility, as an active travel mode, given its important role in encouraging a modal shift from the private car use to an alternative soft mode of transport, not only for short urban distances but also to improve public transport links for long distance trips.
The distribution of different land-uses in different locations encourages transport demand and the supply of transport modes. There is not always a clear understanding of this relationship between land-use and transport, and the complex effects of policies on their outcomes. Policy makers and planners are increasingly viewing land-use policies as a way to manage transport demand. Yet, the evidence on the link between land-use and travel behaviour is inconclusive. Thence, this study pretends to examine how various land-use factors, such as density, regional accessibility, land mix and roadway connectivity, among others, affecting travel behaviour, including per capita vehicle travel, mode split and nonmotorised travel.
The relationship between land-use measures and urban mobility is extremely useful for evaluating a more accurate approach in measuring transportation system performance and their effects on more efficient planning decisions. Traditional planning tends to valorise mobility-based measurements, and many of these factors and perspectives tend to overlook and undervalue accessibility based measurements. Accessibility based measures include a broader comprehension of many factors, including mobility itself, the quality and affordability of transport options, transport system connectivity, mobility substitutes, and land-use patterns. A more comprehensive analysis of accessibility planning permits to expand the scope of potential solutions to the real transport problems. Therefore, this study suggests that land-use – transport oriented planning should be based on accessibility measures allied with mobility measures, rather than on the latter solely.
A clear paradigm shift is observed from planning for more motorized traffic towards a more sustainable mobility, through cycling and public transport with less cars and improved logistics and modal shift. Therefore, cycling is increasingly recognised as a clean sustainable mode, and as an essential part of an inter-modal plan for sustainable urban traveling. Hence, to promote and encourage cycling as a beneficial mode of transport, it is necessary a clear understanding of all the factors affecting cycling. Thus, the distinction of the nature of cycling factors can present some grey spots. Therefore, this study categorizes and gives a better understanding of those factors, which are categorized into five distinguished groups: i) built-environment; ii) natural environment; iii) psychological; iv) socioeconomical; and v) cost, travel time, and safety factors. The understanding of these factors plays an essential role in promoting political and strategical decisions aiming to encourage bicycle travel.
An increasing number of countries are developing national cycling plans, strategies and policies to promote the bicycle as a sustainable clean transport mode. However, many of these countries are still not showing a significant progress in use of bicycle as a transport mode which can be seen in the
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respective modal share of each county. Many of the difficulties persist in the process of planning and implementing cycling promotion policies due to the wide range of cycling stakeholders. However, the existing cycling strategies themselves vary in their extensiveness and implementation success. Many of the strategies promoting cycling can be grouped into various categories, travel-related infrastructure, end-of-trip facilities, transit integration, promotional and other programs, bicycle access, and regulations, among others. Therefore, it is important to identify key strategical areas that have a more efficient impact on cycling, suggesting more practical ways that councils can truly make a difference in encouraging cycling. Therefore, this study proposes a list of strategies, according to the importance of their impact on cycling, that could be used as a guidance manual for councils to implement a more efficiently bicycle strategy programs, so that the results can be more successful on a long term basis rather than a mere fast and ephemeral way to encourage bicycle use as an alternative s transport mode. Despite the many strategies mentioned in this study, land-use, urban design and bicycle transportation network strategies, will be addressed in greater depth than the ones related to the political and educational strategies, given their relevance towards the theme of the present study.
Due to all aforementioned challenges that cities are facing these days, alongside with the increased traffic and chronic congestions in major cities, entailing numerous negative consequences on the environmental and life quality of those who live and share the common space, rises the urge to find new strategies and polices to achieve an efficient and sustainable transport aftermath. These are the reasons that this study aims to address, and hopefully find out specific and relevant solutions to the real problems that cities are facing today.
KEYWORDS: Bicycle, Land-use, Mobility, Accessibility, Transport, Strategies, Policies
PERIOD: This present thesis started in the begging of the present year and is predicted to be presented in
November/December
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AN ON-BOARD PLATFORM OF SENSORS FOR ENHANCING SAFETY OF CYCLISTS
José Ricardo Tavares Fajardo Dep. Mechanical Engineering
University of Aveiro, Campus Universitário de Santiago, 3810-193 Aveiro, Portugal [email protected]
José Paulo Oliveira Santos
Dep. Mechanical Engineering / Centre for Mechanical Technology and Automation University of Aveiro, Campus Universitário de Santiago, 3810-193 Aveiro, Portugal
Margarida C. Coelho Dep. Mechanical Engineering / Centre for Mechanical Technology and Automation University of Aveiro, Campus Universitário de Santiago, 3810-193 Aveiro, Portugal
MSc. Dissertation The transportation sector has a relevant energetic and environmental impact. To reverse this situation there are multiple strategies implemented in this sector in order to minimize the energy and environmental damage. In addition to these impacts, the excessive dependence on individual motor vehicles contributes to the population sedentary lifestyle. In the last years, the use of the bicycle as a means of daily transportation has been increasing. However, one of the most relevant arguments given by people for not regularly use the bicycle is the lack of safety. The increase of the number of bicycles on the road infrastructure leads to the existence of conflicts with motor vehicles, thus there is a need for new devices and solutions that are able to prevent and avoid accidents.
The main objective of this Dissertation was to develop a prototype that could warn the cyclist of the proximity of obstacles, namely motor vehicles. It has two major components: the first one was based on the development of a sensor system to be installed on a bicycle to detect obstacles. For this, Arduino Uno, sensor distance MB1200 XL-MaxSonar-EZ0 and Bluetooth module HC-05 was used. The second component of this project was focused on the development of a smartphone app which allows the cyclist to be aware of the approaching of other vehicles in real time. The developed prototype shows the distance between an approaching vehicle and the bicycle. The mobile phone also vibrates with a greater frequency as the vehicle approaches. The development of the hardware included the study of the performance of different sensor solutions.
Several static tests were carried out to certificate the proper function of the device. Dynamic tests were also made in an urban context, in the city of Aveiro (Portugal), in different routes and under several levels of road traffic.
KEYWORDS: Safety, Instrumented Bicycle, Smartphone, Android, Arduino.
PERIOD: February 2016 – October 2016
ACKNOWLEDGEMENTS: This work was partially funded by FEDER Funds through the Operational Program “Factores de Competitividade – COMPETE” and by National Funds through FCT – Portuguese Science and Technology Foundation within the project PTDC/EMS-TRA/0383/2014 and by the Strategic Project UID-EMS-00481-2013.
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PROMOTING AVEIRO REGION AS A CYCLING TOURISM DESTINATION: THE DEFINITION OF CYCLE ROUTES USING GIS
André Pedrosa Departamento de Economia, Gestão, Engenharia Industrial e Turismo da Universidade de Aveiro
Helena Albuquerque
GOVCOPP – Unidade de Investigação em Governança, Competitividade e Políticas Públicas, Universidade de Aveiro [email protected]
Zélia Breda
GOVCOPP - Unidade de Investigação em Governança, Competitividade e Políticas Públicas, Universidade de Aveiro
Bicycles offer an important mode of transportation with a long tradition in the Aveiro region. Over the last years, it has caught the attention of the region’s stakeholders, who have developed several projects about cycling. Official statistics also reveal its importance, being included or the focus of several strategies for the future development of this region, promoting cycling practice among locals and visitors. However, all concluded or ongoing projects are at the local level, lacking tourism related initiatives at the intraregional level.
Taking into consideration the social and physical characteristics of the Aveiro region, the emphasis on cycling tourism is easily understood. It constitutes an advantage and a distinctive market factor, leading the territory to attract new segments or increase the existing ones. The combination between the sport activity/cycling and tourism allows visitors to discover the points of interest in a sustainable way. The aforementioned reasons, the importance of tourism to the Aveiro region, with Ria de Aveiro as the main point of interest, and the tradition of cycling led to the development of this work, which is part of a curricular internship in the Comunidade Intermunicipal da Região de Aveiro (CIRA). It aims to define cycling tourism routes in the Aveiro region, using geographic information systems (GIS). GIS play an important role to find the best route to travel through points of interest, combining elements that influence a cycling experience. The main goals are (i) to promote the Aveiro region as a tourism destination; (ii) to show points of interest to visitors; (iii) to contribute to tourism sustainability; (iv) to stimulate the cycling activity; (v) to include all municipalities that comprise the region; (vi) to enhance the tourism supply with a new service; and (vii) to define routes for all types of cycling tourists.
In a first stage, programs and strategies about tourism in the Aveiro region and cycling tourism were considered, at national, regional, inter-municipal and local levels, so that routes could be developed accordingly. Also the webpages of the regional tourism board, CIRA and all municipalities were analyzed in order to identify what products are more relevant and which ones should be included in the routes. During this process, individual meetings with each municipality were arranged to determine, in consensus with their interlocutors, which points of interest should be incorporated in the routes, based on their importance, location and the route target profile. The routes were divided in three categories: short-haul, medium-haul and long-haul. This distinction was made in order to reach a wide range of tourism segments, through different lengths and changing the importance of each criterion according to the route category. The elements taken into account were length, slope, speed limits, road capacity, landscape and distance from industrial areas. All routes start and finish in the same place (circular) or in train stations to simplify visitors’ mobility and were defined using the Network Analyst tool of the ArcGIS software. The last step was to contact again all municipalities to validate the routes. At the same time, Ciclaveiro, a group of citizens who want to promote the cycling activity in Aveiro, collaborated in the project by testing the biggest routes, allowing correcting and improving them if needed.
The results of this project are 10 short-haul routes, 6 medium-haul routes and 4 long-haul routes, which allow different market segments to visit points of interest and discover the Aveiro region in a socially, economically and environmentally sustainable way. The routes are available in the CIRA tourism webpage, where visitors can find a route map, a description of the route and of the highlighted
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points of interest, and also information about what they can visit more during their journey. To help them during the visit, a kmz file and a route description direction will be also available.
In this paper, it will be discussed the main findings whilst methodological limitations are acknowledged. Also, it will be presented recommendations for future research concerning implementation of cycling routes.
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SAFER CYCLING ROUTES TO THE UNIVERSITY: ANALYSIS OF CONFLICTS BETWEEN MOTOR VEHICLES AND BICYCLES
Luís Gonçalo Campos Dep. Mechanical Engineering
University of Aveiro, Campus Universitário de Santiago, 3810-193 Aveiro, Portugal [email protected]
Paulo Fernandes
Dep. Mechanical Engineering / Centre for Mechanical Technology and Automation University of Aveiro, Campus Universitário de Santiago, 3810-193 Aveiro, Portugal
Margarida C. Coelho Dep. Mechanical Engineering / Centre for Mechanical Technology and Automation University of Aveiro, Campus Universitário de Santiago, 3810-193 Aveiro, Portugal
MSc. Dissertation One of the most relevant arguments given by people for not regularly use the bicycle is the lack of safety. The increase of the number of bicycles on the road infrastructure leads to the existence of conflicts with motor vehicles, and simultaneously has negative impacts on traffic performance levels.
This Dissertation was focused on the use of appropriate modeling methodologies to understand the effects of cycling-oriented measures on both traffic performance and cyclist safety. VISSIM and SSAM modeling platforms were used, to quantify traffic performance parameters and road conflicts (both in terms of number and type), respectively. The analysis was done at three different routes used by cyclists to an University Campus in the city of Aveiro (Portugal), and considering three different scenarios: S1, separate bicycle lanes were implemented along all routes; S2, the number of bicycles increased by 10 times compared to the existing conditions (baseline scenario); and S3, adoption of 30 km/h speed zones.
The research also identified the locations along the study domain where vehicle-bicycle conflicts were consistently high (hotspots).
KEYWORDS: Bicycles, Motor vehicles, Road conflicts, Traffic Performance.
PERIOD: February 2015 – July 2015
ACKNOWLEDGEMENTS: This work was partially funded by FEDER Funds through the Operational Program “Factores de Competitividade – COMPETE” and by National Funds through FCT – Portuguese Science and Technology Foundation within the project PTDC/EMS-TRA/0383/2014 and by the Strategic Project UID-EMS-00481-2013. P. Fernandes also acknowledges the support of FCT scholarship SFRH/BD/87402/2012.
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THE CHALLENGES OF INCLUDING BICYCLE AND URBAN MOBILITY AS PUBLIC POLICY IN BRAZILIAN CITIES: THE CASE OF PEDALA ITAJUBÁ AND
BICYCLE CAMPAIGN ELECTIONS 2016
Thales Tito Borges Federal University of Itajuba
Amanda Francisco Vieira Federal University of Itajuba
Paulo Cezar Nunes Junior University of Coimbra
Other
The question of brazilian urban transport was centered in the car throughout the last century, turning the bike and active transport in forms of transport relegated to planners, the exclusive range of the population under condition of access to consumer goods. The creation of the National Policy on Urban Mobility in 2012, Law 12.587/12, changed the paradigm of transport planning in Brazil. The inversion of priorities by placing the active transport and public transport at the top of the pyramid is planning a major breakthrough, but local policies and actions are still needed.
In this context, the present work is to approach the Campaign Bicycle Elections executed in Itajubá, medium-sized municipality in southern Minas Gerais, the local cycle activist organization, Pedala Itajubá, can provide support and encouragement for the inclusion of cycling in municipal public policies, transforming the bicycle into an instrument for urban transformation.
The Campaign Bicycle Elections, promoted nationally by the Union of Cyclists of Brazil (UCB), and locally by Pedal Itajubá, it has the intention to to bring the population and the public managers of the discussion by transport bicycles, showing the importance of active transport and cycling to transformation of local reality. The bicycle is a reality in Itajubá, and means of everyday transport much of the population. The campaign aims to promote actions and guide the way for the inclusion of cycling in local planning in the short and long term. Among the various actions is the formulation of a commitment letter in a participatory and democratic process, using social media, we sought to evaluate and rank priorities to present candidates for the local executive and aldermen. Thus, this study aims to reflect on the challenge of including cycling and active transportation in the municipal governments of brazilian cities.
KEYWORDS: ACTIVE TRANSPORTATION, PUBLIC POLICY, CYCLE ACTIVISM, URBAN MOBILITY
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CYCLING & RAPID CHANGES Target groups |
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IDENTIFYING POTENTIAL CYCLISTS AND ITS MOTIVATORS AND DETERRENTS TO CYCLE IN HILLY AND UNNETWORKED CITIES
Rosa Félix
CERIS, CESUR Departamento de Engenharia Civil, Arquitectura e Georrecursos
Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais 1, 1049-001, Lisboa, Portugal. [email protected]
Filipe Moura CERIS, CESUR
Departamento de Engenharia Civil, Arquitectura e Georrecursos Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais 1, 1049-001, Lisboa, Portugal.
PhD Thesis
Cities have different stages of cycling development and maturity - cycling infrastructures and modal share -, and adopt different approaches and packages of policies that are likely to be most effective at each stage. In a changing and evolutionary context of cycling maturity, promotional campaigns and facilities outlined directly for people who are willing to cycle or cycle more often are priorities when seeking for higher cycling modal shares. Cities with low cycling maturity face hard challenges for encouraging cycling: few cyclists, little infrastructure, no cycling culture and cycling being considered unsafe and not respected, and a car-oriented road design.
Regarding to the urban cyclists, several studies propose typologies or categories, usually related with bicycle usage, trip purposes or motivations. Segmenting the population of cyclists into different typologies can better inform the different stages of planning for cycling infrastructures development by targeting more accurately the needs and requirements of different types of users, in order to achieve desirable bicycle modal shares of regular trips. A part of this PhD research compares a set cyclist typologies and corresponding categorization methods. Twenty studies that consider different cyclist’s profiles are reviewed and compared. Despite the variety of group categorizations, commonalities were found in most cases referring to three main types of cyclist: current cyclist (typically more proficient), potential cyclist (willing but not convinced), and non-cyclist (unaware or unwilling to shift to cycling). A methodology to identify the potential cycling population is proposed, based on previous research, as someone who cycled at least once in the past 12 months for recreation or commuting and would cycle again if a number of conditions were fulfilled, or someone who did not cycle in the past 12 months but is willing to do it.
Particularly among the potential-cyclists group, the motivators and deterrents to cycling are reviewed. A survey is launched to better characterize this potential cyclists groups (social and cultural background, travel behavior and transport mode choice) and their motivators and deterrents to cycle or to cycle more often for different trip purposes, with stated preferences survey techniques.
Lisbon is a special case among the cycling cities, which has been used as an argument for the non-adoption of cycling - the cycling modal share is below 1%. Its orography, the various types of pavement and presence of tram rails, the behavior of car drivers associated with the sense of unsafe circulation and the inexistence of bicycle facilities to cycle or to safely store the bike, may influence the bicycle adoption. In another hand, 75% of the Lisbon streets have inclination under 5% - a value good enough for cycling - and 54% of the streets are almost flat (0 – 3% inclination). Its recent municipal cycling improvements that may influence bicycle adoption among the potential cyclists are an opportunity to use as a case study: (1) the expansion and completion of cycling network and (2) the implementation of an electric bicycle sharing system, both to be done by 2017. Monitoring the impact of these investments on cycling trips is planned, and some additional personal interviews may be conducted.
This PhD research explores the motivators and deterrents to cycling adoption and the effective solutions to include on municipal bicycle plans for hilly cities with low cycling development and maturity.
KEYWORDS: Urban cycling, Typologies of cyclists, Urban planning, Modal shift, Lisbon. Scientists for Cycling (S4C) Colloquium 2016 in Europe “Cycling Delivers to the UN Global Goals”, Aveiro, 17-19 November 2016 PERIOD: Fall 2015 to Fall 2018. ACKNOWLEDGEMENTS: Rosa Félix gratefully acknowledges the support for this research by the Portuguese Foundation for Science and Technology (FCT), through the PhD grant PD/BD/105719/2014.
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THE ROLE OF INNOVATION ON BICYCLE COMMUTING IN PORTUGAL
Carlota Léchaud
Filipe Castro Soeiro
New innovation models and strategies of soft mobility, with the objective of lowering CO2 emissions and noise pollution, eliminate traffic congestion and increase public health, support the development of sustainable cities. In Portugal, car is the most used mode of transport for daily commuting and the rate of cycling for everyday travel is 1%, while the average in Europe is 8%.
This research aimed to investigate the role of innovation and its contribution to the raise of bicycle commuting in Portugal. Research methodologies comprise research mixed methods, both quantitative and qualitative, based on secondary data research and the elaboration of an online survey.
The analysis of Portuguese public policies, bicycle industry innovations and bike commuting related initiatives over the past 10 years illustrates how much has been done, still not enough to enhance bike commuting to the European average levels. Policy making is, in this regard, intrinsically attached to the understanding of the commuters’ motives and barriers that undermine the use of bicycles as a means of transport, as well as innovations that contributed to bike commuting.
New knowledge and innovative technologies applied to the level of bicycle commuting could lead to disruptive innovation at different levels, such as legislation, promotion of safety and surveillance, bicycle and accessories, mobile applications and websites, infrastructures, intermodal transport or initiatives to promote bike as a mode of transport. The coordination of these innovations and measures, between public and private sectors, are crucial to make the shift to soft mobility aligned with European policy orientations and goals.
Keywords: Bicycle commuting, bicycle infrastructure, commuting, cycling, disruptive innovation, public policies, soft mobility
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RIDING BICYCLE SINCE CHILDHOOD: CONTRIBUTIONS OF DESIGN FOR THE BICYCLE (RE) INTEGRATION IN THE AVEIRO REGION
Joana Ivónia S. Doutoranda em Design, Universidade de Aveiro
Cláudia Albino Professora auxiliar, Universidade de Aveiro
The ongoing research aims at understanding the role of design in co-creation systems, in the creation, in the implementation, in management and strategic communications projects for the (re) integration of bicycles in the culture of the Aveiro region. It aims at strengthening the identity of bicycles within this territory by means of their reintegration since early childhood as cycling journeys were part of the families of the region day-to-day habits until mid-twentieth century. However, that reality suffered changes as the use of cars increasingly occupied the city.
Bearing in mind that identities are processes in constant change, contemplating habitus, it is considered that a new development of a sense of belonging to the Aveiro region through the use of bicycles involves the introduction of bicycles in early childhood upbringing. Since schools are a learning environment where the identity of the places and their memories must have a prominent place in the appreciation and knowledge transmission to future generations, we propose to develop projects in two schools: Pre-school and Primary School in the Aveiro area schools,
Acknowledging the experienced reality towards the development of a sense of belonging to the place and the origins and history of the territory makes way to the reincorporation of the bicycle as an identity value in the Aveiro region. Furthermore, it is considered that these memories may act as catalysts in the promotion of a new enhancing acknowledgement of the benefits of cycling for health, for the environment, for the public space and for the economy.
The valuing of past memories concerning bicycles in the Aveiro region and the collection and integration of the theme in transdisciplinary schoolwork - which include art, science and humanities subjects - will enable the participation of families, teachers, community, industry, and local authorities and municipalities through a set of subprojects. The program to be developed through a set of co-creation projects aims at promoting the bicycle as a beneficial means of transport that must be favoured in order to instill sustainable mobility lifestyles since early age.
It is expected that this program, after the necessary tests in pilot classes have been run, will be integrated in the curriculum plan of schools in the region, encouraging the development of a collaborative and entrepreneurial culture capable of asserting itself as critical mass concerning the area of mobility and its impact in society.
The goal is to achieve a model of key processes that may enhance products and services within the bicycle ecosystem from the Aveiro region.
The implementation of the model to be developed aims at promoting the integration of bicycles in the habitus of the community with the ultimate goal of measurable future results, promoting the use of bicycles as a privileged means of transport in the Aveiro region since early school education and the possibility of its replication in other territories with similar characteristics.
Key words: collaborative and participatory design, sustainability of the territory, bicycle, Aveiro identity
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EXPLORING THE POTENTIAL OF ELECTRIC BICYCLES FOR PEOPLE AFTER STROKE
Richard Weston Institute of Transport & Tourism, University of Central Lancashire
Naoimh McMahon School of Health Sciences, University of Central Lancashire
Caroline Watkins College of Health and Wellbeing, University of Central Lancashire
Presented on behalf of the E-bikes project group*
Research project
Exercise has the potential to mediate cardiovascular co-morbidities that are prevalent in people after stroke. Stroke survivors participating in cardiovascular exercise early after stroke have both improved aerobic capacity and endurance. Such exercise, whilst being beneficial for physical function, also has wider health benefits such as improvements in mood. These outcomes could increase social participation and complement other lifestyle changes that people make after a stroke, thus reducing the risk of further vascular problems. However, not unlike the general population, there exist numerous barriers to engaging stroke survivors in meaningful long term exercise with novel exercise opportunities needed.
After a stroke people have a range of impairments, including reduced stamina, that would limit their participation in cycling activities. Bicycles can be adapted to accommodate many of these and with the assistance of an electric motor can provide a novel opportunity for people with stroke to engage in cycling.
It is known that it takes time to recover and adjust to life after stroke, beyond the limited time available with healthcare professionals and as a consequence there is increasing emphasis being placed on self-management. Power assisted bicycles, adapted to accommodate impairments, could provide a valuable opportunity for independent exercise that may positively influence the health and wellbeing of people after stroke.
This study sought to explore the potential for the use of electric bikes to address some of these issues.
A stakeholder engagement event was held to explore the potential use of electric bicycles by people after stroke. Attendees included Patient and Public Involvement (PPI) representatives (in this case people that have had a stroke and their relatives/carers), members of the research team, electric bike developers, third sector representatives and health professionals.
The purpose of the event was to see if electric bicycles are a viable option for independent exercise for people after a stroke and to understand if cycling using electric bikes is an acceptable form of physical and social activity for people after stroke. The event was guided by three main questions:
1. What would make people after stroke want to start cycling in the first instance? What would their interest be?
2. What would their concerns/anxieties about cycling be? 3. How could these concerns/anxieties be overcome (e.g. adaptations to the electric bicycles to increase
safety; training or supervision when learning)?
The event was structured into two parts. The first, in the morning, was to enable the participants to familiarise themselves with a range of cycles, 2, 3 and four wheel, upright, recumbent, seated, etc. and electric bikes. Some of which were already adapted for reduced mobility/ability.
The participants were able to try some of the cycles away from traffic on a mile-long cycle track and to speak to professionals about adapting cycles to suit their circumstances and the benefits of electric motor assistance.
After lunch the participants were invited to join a focus group at which a number of issues were discussed in detail to help identify the potential benefits of, and barriers to, using electric bikes.
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The topics for discussion included: Benefits:
Opportunities for increased physical activity where effort can be moderated
Reduced cost of travel
Green travel
Increased independence
Fun and enjoyment
Increased strength/cardiovascular fitness
Health economics implications - NHS resource use
Barriers:
Impact of different stroke related impairments on use (e.g. muscle weakness, tone, balance difficulties, vision impairment, arm weakness etc.)
Safety (e.g. cycling alone, cycling on roads, running out of power)
Initial cost
Getting on/off
Manoeuvrability & storage when off bike
Equipment and training:
Types of bikes (different wheel size, recumbent, 3 wheels etc.)
Adaptations (handlebars, gears, electric control, pedals)
Confidence/training for increased confidence (e.g. challenging routes/terrain)
Monitoring effect – perceived exertion: Borg scale (RPE), heart rate
By conducting an initial stakeholder engagement event an in-depth understanding of the potential use of electric bicycles for people after a stroke has been realised. The findings are being used to develop a proposal for a full-scale pilot.
This paper will present the findings of this initial exploratory research and on the aims and objectives of the pilot study.
KEYWORDS: Electric Bikes, Stroke, Physical Exercise
PERIOD: June 2016 - ongoing
ACKNOWLEDGEMENTS: The research team are grateful for the support and participation of the Electric Bike Research Executive
and Preston on Wheels (part of the Wheels for All initiative).
*E-BIKES PROJECT GROUP: Amna Khan, Clare Thetford, Hazel Roddam, Howard Hurst, Ian Gibbs, Jim Richards, John Fry, Julie
Glaister, Ravi Chana, Liz Lightbody, Louise Connell, Mark Dooris, Matthew Frings, Rachel Stockley, Robin Cant, Suresh Paul
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SUPPORTING CYCLING TO WORK: THE EXAMPLE OF THE BIKE KILOMETRIC ALLOWANCE IN FRANCE
Claire Schreiber Club des villes et territoires cyclables
Other
Since February 2016, French private sector employees who commute by bike to work can get a 0.25€/km kilometric allowance (indemnité kilométrique vélo, IKV in French). This measure is part of the Law on energetic transition and green growth (LTE) and aims at fostering people to cycle to work. This compensation is free of charge for employers and free of taxation for employees at a maximum of 200€/year. Employers are free to set up an upper limit for this compensation higher than 200€.
IKV cannot be cumulated with another reimbursement except for commuters who use their bike to join the nearest public transportation station
18.
In order to promote this measure, the Club des Villes et Territoires Cyclables, a network of cycling friendly cities, and ADEME (The French Environment and Energy Management Agency) came together to create an observatory of the “indemnité kilométrique vélo”. The aim of the observatory is to produce data and share good practices with companies which want to foster the use of bike for daily commutes.
ADEME already conducted an evaluation of the experimentation of the IKV (2014). The evaluation concluded that the cycling modal split arose by 50% in voluntary companies and the number of cyclists doubled.
By mid-September, 26 companies had implemented the IKV according to the Observatory. It represents 10.161 employees and only 193 recipients. Recently launched, companies need time to implement this measure. Moreover big companies need time to negotiate with trade unions. A huge work has to be done in coming years to promote this IKV and to make it compulsory both in the public and private sectors. The public sector is not yet concerned by this measure. Only two ministries, the Ministry of Housing and the Ministry of Sustainable Development, will experiment it for a two-year period.
KEYWORDS: cycle to work
KEY DATES: The Observatoire de l’indemnité kilométrique vélo was launched in February 2016.
18 In France, employers have to pay back 50% of public transport pass
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METHODS FOR ASSESSING THE GEOGRAPHICAL DISTRIBUTION OF CYCLING POTENTIAL
Robin Lovelace Institute for Transport Studies
Leeds Institute for Data Analytics, University of Leeds [email protected]
Research project
Evidence shows that high quality infrastructure can boost local cycling rates, but only if interventions are made in appropriate places. This creates demand for new methods prioritise where to invest. The paper will describe methods for assessing the geographical distribution of cycling potential using case study data from England and Andalucia.
An online tool that uses some of these methods has already been built for England (see www.pct.bike for a live demonstration) and suggests that the methods have great potential to scale internationally. Four scenarios have been developed so far, including 'Go Dutch' and 'Ebikes'. We would like to explore the creation of more scenarios to envision a world where cycling is the natural choice for short trips, and to plan effectively to make this happen.
The main focus of this paper is how new methods in computing and Geographic Information Systems (GIS) could be useful internationally. This is clearly dependent on available datasets, so substantial energy is devoted to discussion of data opportunities and limitations, including from OpenStreetMap (OSM) and official open data. We discuss the opportunities associated with new methods and datasets and conclude that open source software, supported by a community of researchers, cycling advocates and public sector employees, may be the best way to make the methods for assessing the geographical distribution of cycling potential and strategic planning for cycling accessible and useful worldwide.
KEYWORDS: cycling potential, modal shift, infrastructure evaluation
PERIOD: 2015-01-01 until 2017-12-30.
ACKNOWLEDGEMENTS: The UK’s Department for Transport (DfT) for funding the initial work. Ricardo Marques for assisting with the Andalusian case study. The Region of Andalusia for providing GIS data.
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FINAL REMARKS
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THE EU CYCLING ECONOMY – ARGUMENTS FOR AN INTEGRATED EU CYCLING POLICY
Manfred Neun President
European Cyclists’ Federation [email protected]
Holger Haubold
Fiscal and Economic Policy Officer European Cyclists’ Federation
Other
The report “The EU Cycling Economy” is ECF’s second calculation of the internal and external benefits of cycling linked to the current level of cycling in the EU-28. It is an extended and updated version of the first report published in 2013.
1 The calculations have been updated with the latest available figures; in some cases, the
methodologies for calculating the benefits have been refined taking into account the feedback received; and more benefits have been added in a systematic way, following the development of the active mobility agenda during the last years. Taking this systematic approach, which we have already followed to identify the contributions of cycling to the United Nations Sustainable Development Goals,
2 we see that cycling has positive
impacts in many more fields than previously considered.
The systematic classification of the benefits of cycling in this report is based on the development of the active mobility agenda during the last years.
3 ‘Active mobility (AM)’ as a concept
4 already expresses the positive
contribution of cycling to society. It has also helped us to identify nine ‘key issues’ where the benefits of cycling become tangible. As shown in the matrix below, these key issues are based on the three dimensions of sustainable development: the environment, the economy and social affairs. To this, we add boosting factors: energy and resources, technology and design, and mobility. Finally, balancing factors are health, time and space, and the diversity of cultures.
1 Küster, F. and Blondel, B. (2013). Calculating the economic benefits of cycling in EU 27. Economic report of the European Cyclists’ Federation
(ECF), Brussels, June 24, 2013. available at: http://www.ecf.com/sites/ecf.com/files/Fabians%20ECF_Economic-benefits-of-cycling-in-EU-27-
3.pdf [accessed: 12th October 2016].
2 ECF, 2015: Cycling delivers on the global goals. At: https://ecf.com/what-we-do/global-cycling-policies/voluntary-commitment-un [accessed: 15.10.2016]. 3 Neun, M. 2015. Preface, in: Gerike, R. and Parkin, J. 2015 (Eds.). Cycling Futures – From Research into Practice. Ashgate, Surrey (UK) and Burlington (US), p. xxiii-xxxiii. 4 Held, M., Schindler, J. and Litmann, T. 2015. Cycling and Active Mobility – Establishing a Third Pillar of Transport Policy, in: Gerike, R. and Parkin, J. 2015 (Eds.). Cycling Futures – … see above.
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Summing up the calculated and estimated benefits of cycling in all these sectors, we arrive at the following aggregate figures:
Calculations based on concrete evidence
Calculations based on best available data
Estimations based on best available indications
Total value
Hard facts 239.99 bn € 239,99 bn €
Data based calculations
239.99 bn € 90.7 bn € 330.69 bn €
Total value 239.99 bn € 90.7 bn € 182.5 bn € plus x
513.19 bn € plus x
According to an EU-wide survey, 8 % of Europeans used the bike as their preferred mode of transport on a typical day in 2014.
5 Statistical data on the average yearly cycling distance is not available for all EU countries; based on
the statistics we have available, we assume a total of 134 bn km cycled per year.6 The calculations on the
economic benefits of cycling have been based on this value.
The main challenge that arose after having identified the fields where cycling can potentially bring about economic benefits was the lack of data to make concrete calculations about the extent of these benefits. We have therefore chosen to create four categories of benefits according to the availability of data:
Calculations based on concrete evidence: Here, enough data and reference values are available to quantify the effects of cycling through a calculation.
Calculations based on best available data: There is some data available, but estimates had to be used as well in order to make a calculation.
Estimations based on best available indications: Research has been done on this subject, but there is not enough quantitative data available yet to make a concrete calculation. Estimations are based on the qualitative research available. They represent the order of magnitude of the described benefits rather than actual calculations. More data and research is needed to make these numbers more precise.
No data available at present: More qualitative and quantitative research is needed in this field to identify the benefits of cycling.
The aim of this report is therefore also to encourage further research on the subject in order to draw a more precise picture of the economic benefits of cycling in the future.
KEYWORDS: Economic Benefits of Cycling, Active Mobility
ACKNOWLEDGEMENTS: We would like to thank the whole ECF community, and in particular the Advisory Board of the Scientists for Cycling network, for working on the Active Mobility Agenda during the last decade. This builds the base without which the elaboration of this report would not have been possible.
5 http://ec.europa.eu/public_opinion/archives/ebs/ebs_422a_en.pdf , fieldwork October 2014. 6 Based on an average cycling distance of 264 km per year per inhabitant (https://www.bmvit.gv.at/service/publikationen/verkehr/fuss_radverkehr/downloads/riz201503.pdf). This corresponds to the cycled distance per inhabitant in Austria, the country which is closest to the European average in the Eurobarometer survey on quality of transport.
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The global ECF network “Scientists for Cycling”
The Scientists for Cycling network, launched at the Velo-city Global 2010 conference in Copenhagen, arises from the recognition that there is a large number of experts worldwide in many different academic disciplines who are able and ready to contribute to ECF’s mission: to improve and to increase cycling.
Research, research plans and scientific-based publications on cycling or cycling-related matters are often not sufficiently connected to (the networks of) other scientists, to professionals and to volunteers who work on cycling. The Scientists for Cycling network is designed to bridge this gap and to build up a more research based approach to cycling advocacy and policy.
The network regularly organises scientific colloquia in partnership with universities worldwide. Before the colloquium in Aveiro, the last editions took place in February 2016 in Taipei in cooperation with with Advanced Public Transportation Research Centre at the National Taiwan University, in 2015 in Nantes, in 2014 in Adelaide in cooperation with the University of South Australia.
In 2017, the colloquium will be organised in cooperation with Radboud University in Nijmegen, the Netherlands, on 12 June 2017.
Besides the organisation of the colloquia, the network has also been partner for a publication: “Cycling Futures”, edited by the network’s advisory board members Regine Gerike and John Parkin (Routledge, 2015), and pointing the way to the future of research and development in relation to cycling as a mode of transport. The network also disseminates other recent academic publications on cycling.
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©J.C.Mota