Division 44 Water, Energy, Transport
Planning for Cycling in Germany: Cycling Coordinators and Offices A Short Survey from Frankfurt am Main Case Studies in Sustainable Urban Transport #4
Planning for Cycling in Germany: Cycling Coordinators and Offices A Short Survey from Frankfurt am Main Case Studies in Sustainable Urban Transport #4
Disclaimer Findings, interpretation and conclusions expressed in this document are based on the information gained by the author and from the contributors. Figures and photos from the webpage of the Cycling Office in Frankfurt am Main or Mobility in Germany have been adapted and modified. GIZ does not guarantee the accuracy or completeness of information in this document and cannot be held responsible for any errors, omissions or losses, which emerge from its use.
IMPRINT Author: Nadja Bautz Editor: Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH P. O. Box 5180 65726 Eschborn, Germany http://www.giz.de Division 44 – Water, Energy, Transport Sector Project "Transport Policy Advisory Services" On behalf of Federal Ministry for Economic Cooperation and Development (BMZ) Division 313 – Water, Energy, Urban Development P. O. Box 12 03 22 53045 Bonn, Germany Friedrich-Ebert-Allee 40 53113 Bonn, Germany http://www.bmz.de Manager: Manfred Breithaupt Editing: Armin Wagner, Sebastian Ebert, Manfred Breithaupt Photos: Nadja Bautz, Jonathan Gómez Vilchez Layout: Klaus Neumann, SDS, G.C. Eschborn, August 2011
CONTENTS Summary
1
1. Introduction
2
2. At a glance – planning for cycling in Germany
5
2.1 Cycling policies in the German planning system 2.2 History of cycle traffic planning
6
3. The Cycling Coordinator 3.1 Challenges of a Cycling Coordinator
4. Promotion of cycling in Frankfurt am Main 4.1 RADforum Rhein-Main 4.2 Project bike + business
5. The Cycling Office in Frankfurt am Main 5.1 About the office 5.2 Responsibilities of the Cycling Office 5.3 Evaluation after one year of the Cycling Office
6 8 8 10 11 12 13 13 15 15
6. Conclusion: Relevance of Cycling Offices and Cycling Coordinators for cities and their surroundings 16 7. References
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Planning for Cycling in Germany: Cycling Coordinators and Offices – Frankfurt am Main
Summary Cities around the world are trying to cope with the increasing effects of transport related negative externalities like traffic congestion, pollution, and disruption of public spaces. In order to ease the burden posed by current mobility trends on citizens, alternative modes of transport are increasingly being looked at by cities to offer smarter and more down-to-earth solutions to these problems. Cycling is undoubtedly one of these. The numerous advantages of cycling have often been discussed and documented. It is commonly agreed that cycling is associated with environmental, economic and health benefits. Moreover, bicycles use a fraction of the urban road space, compared to cars. It therefore becomes necessary for cities to focus on the areas of urban planning, infrastructure policy and social-spatial integration by constantly promoting the idea of non-motorised transport as a central concept. An interesting question however, is how the several municipal authorities translate this concept into reality. This paper gives a brief overview of how planning, organizing and regulating urban bicycle traffic can be achieved institutionally by cities. It gives special focus on the function of the Cycling Coordinator, who can be appointed to address the issues of bicycle traffic. Furthermore, the concept of Cycling Offices has been discussed to show that there exist sound measures to coordinate and integrate public needs in the process of urban transport planning. Frankfurt am Main will serve as the case study for this document.
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1. Introduction Cycling in cities: potential, opportunities and benefits In recent years, the number of cyclists increased in many cities in Germany. Over 80 % of all German households have at least one bicycle, 30 % of households have three or even more bicycles available (infas, 2009). Especially in urban agglomerations, walking and cycling have become increasingly preferred modes for short-range trips. The popularity of cycling is a positive sign and affecting the face of modern urban transport in German cities today. Cycling has numerous co-benefits for cities and their inhabitants, such as improved health, climate and environmental protection and can lead to a better overall quality of life. Cycling offers direct door to door connectivity and represents a modern mobility option, and is thus easy to integrate into everybody’s daily routine. In addition to these benefits, parking obstacles, traffic jams and pollutants in urban areas could get reduced by shifting a fair number of trips travelled by cars to bicycles.
Purpose of Cycling
number of trips
400 300 200 100 Figure 1 Purpose of Cycling.
0
Job
Education
Shopping
Recreation
Source: Adapted from http://www.augsburg.de, 2009
Modal Split (Traffic volume) 3
5
12
4
8
34 49
45
43
7
Public Transport
29
IMT
20
IMT (passenger)
11
Cycling
33
Walking
8 65 19
86 26
15 5
5
10
24 3
13
10
11
27
28
n Re cr ea tio
ng pi Sh op
rs at te m
en t m ni pa
Pr iv at e
b Jo Ac co m
ca tio n
4
Ed u
W or
k
8
17
2
13
As Figure 1 shows, cycling is mostly used for recreation activities. In transport, a common measure used to express the distribution of transport volumes of different means of transport is referred to as a modal split. Examples for the modal split in Germany in 2008 are given in Figure 2 and 3.
Figure 2 Modal split for different purposes of travel in Germany. Source: Adapted from Mobility in Germany, 2008
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Planning for Cycling in Germany: Cycling Coordinators and Offices – Frankfurt am Main
Figure 3 states that, in the long term, the shares of the several transport modes stay constant. Moreover, the share of bicycle traffic is linked to the purpose of travelling: For job-related travelling the share is rather low, whereas it increases for leisure activities (see Figure 2). Modal Split (Traffic volume) – Continous survey on travel behaviour | 1982 (West Germany), Mobility in Germany 2002, 2008
in percent
1982
2002
13 11
16
9
15 10 23
29
37
2008
44
10
8
daily ways: 187 M Cycling
Walking
24 43
272 M PT
IMT
9
281 M
Figure 3 Trend of the Modal Split in Germany.
IMT passenger
Source: Mobility in Germany 2008, infas
Source: Adapted from Mobility in Germany, 2008
In order to increase the share of bicycle traffic, an effective promotion of cycling (which entails a comprehensive system of hard and soft measures) is required. Hard measures are mostly related to infrastructure and include: Separated bike paths; Bi-directional cycle ways; Cycle lanes on roadways; Separated bicycle roads or shared-used pavements; Proper signage; Bicycle storage facilities; Bicycle lockers.
Figure 4 Cycling lanes in Frankfurt am Main. Source: Jonathan Gómez, 2011
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Soft measures are important to promote cycling and to enable comfortable bicycle use as an everyday transport mode. Soft measures include promotion and marketing as well as a range of cycle-friendly services, such as: Public awareness campaigns; Bicycle rental systems (Public bike systems); Measures to promote bike & ride (B+R); Velo-taxis; Information systems.
Figure 5 & 6 Velo-Taxi & Bicycle Storages Frankfurt. Source: Fremer, 2010
Figure 7 helps understand cycling as a comprehensive system. It also indicates the components a cycling system should ideally include.
Figure 7 Cycling as a system. Source: National Cycling Plan, 2002
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Planning for Cycling in Germany: Cycling Coordinators and Offices – Frankfurt am Main
2. At a glance – planning for cycling in Germany Responsibilities, history, interdisciplinary communication Planning procedures in Germany are regulated at four different governmental levels: federal, state, regional and municipal. In most cases, planning processes come up at local level with standard tools on a formal base, such as structure plans or binding land use plans. However there are also informal development strategies such as development concepts, master plans or urban development plans. Within this entire German spatial planning system, a so-called principle of countervailing influence can be observed (see Box 1). This basically means that the four planning levels are interlinked by a mutual feedback principle, as well as complex requirements of notification, participation, coordination and correspondence.
Figure 8 Levels of the Planning System in Germany. Source: Technische Universität Berlin, 2007
Box 1 The principle of countervailing influence is a principle of spatial planning under which local, regional and supra-regional planning each influences, and is in turn influenced by, the other levels of planning. The purpose of this mutual influence is to ensure that actions taken to develop, structure and protect sub-areas of the territory are consistent with the conditions and requirements of the whole; similarly, actions to develop, structure and protect the overall territory should also take account of the conditions and requirements of sub-areas. The mutual feedback principle is enshrined in the Federal Spatial Planning Act. Source: COMMIN, 2011
Municipalities can address the planning issues on their own responsibility within the limitations set by federal law. This kind of local self-governing arrangement is a key component of the planning system in Germany, especially because local administrations have to integrate all disciplines and ensure the individual and local needs. Besides this cross-sectional, comprehensive planning mechanism at different levels, there is also sectoral planning. Sectoral planning
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can be segmented into numerous sections like transport and communications, utilities as well as agriculture and environmental protection. Usually, the legislation on sectoral planning requires public authorities and sectoral planners to coordinate every activity with interdisciplinary and comprehensive structure or land use plans. Thus, the planning system in Germany requires a complex organisation of overall and sectoral planning processes for an interdisciplinary, multisectoral and comprehensive agreement for strategic planning. For this reason, various responsible departments and authorities have been established at different levels to coordinate and harmonise several development projects.
2.1 Cycling policies in the German planning system Administration levels and decision units Framework conditions for cyclists are generally set at the federal level. On the one hand, the Federal Government provides funding opportunities for the support of bicycle transport, e.g. the community transport financing. On the other hand, the road traffic law (in practice, the Highway Code) has also been established at the federal level (Hepting, 2002). The lower the administration level, the more specific the requirements and conditions for cycling are. Thus, at state level, the conditions for cycling are more precise than at the federal level. Local transport planning is usually carried out by different departments of a local administration. The traditional division covers three areas, which can play a crucial role in creating an appropriate situation for cycling: The Department of Urban Planning is responsible for transport development planning and land use as well as development planning; The Civil Engineering Department covers the fields of road design, the technical control of road transport and public transport infrastructure (bus stops, bus terminals, etc.); The Regulatory Agency takes on the regulatory tasks of public transport. The allocation of responsibilities among those departments can vary from city to city. In general, the Civil Engineering Department is responsible for hard measures, such as maintenance of the urban road network and calling for tenders for road construction. The Urban Planning Division is responsible, inter alia, for integrated transport planning with a conceptual focus and for soft measures (Planning Office VIA eG, 2004). Currently, the significance of bicycle in transport planning and the level of promotion differ among federal states. For example, responsibilities for the promotion of cycling are often fragmented. Several federal states have launched funding programmes for urban cycling, which are sustained from various funding sources. The fact that more and more federal states establish their own cycling strategies and continuously stress the importance of these for future transport development can be regarded as very positive.
2.2 History of cycle traffic planning National Cycling Plan 2002 – 2012 On 24 April 2002, the red-green coalition submitted the National Cycling Plan 2002 – 2012 (NCP). With this plan, the Federal Government decided to establish a coordinating function for bicycle promotion for the first time ever. Following this, the National Cycling Plan created an appropriate framework for all stakeholders (federal, state, municipalities, businesses, transport companies, health insurers, schools, the bike and the tourism industries) to improve the future of cycling in rural and urban areas. The concept contains extensive recommendations regarding the support of cycling (Deutscher Bundestag, 2007). The cycling plan further shows new ways of implementing planning strategies to encourage cycling and increase bicycle traffic. It gives
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Planning for Cycling in Germany: Cycling Coordinators and Offices – Frankfurt am Main
recommendations and represents a comprehensive attempt to create a bicycle-friendly climate in larger cities and their surrounding areas. According to the Cycling Plan, cycling ought to be an integral part of urban and regional mobility options (Deutscher Bundestag, 2007). Thus, the Federal Government 1) has taken steps towards creating organisational arrangements to strengthen the promotion of cycling (Deutscher Bundestag, 2007). Basically, cycling promotion is an objective of local authorities to be carried out with an interdisciplinary and common effort approach as described in the National Cycling Plan. But as cycling promotion is not a compulsory task (a local road network is not required to have bicycle facilities), city councils are sometimes oblivious of taking bicycle planning into their range of tasks.
Box 2 National Cycling Plan 2002 – 2012 (and further information) Available in Spanish, English, Russian and French language: http://www.nationaler-radverkehrsplan.de/en
Due to the fact that many cities are increasingly faced with new challenges in transport and urban planning, some cities have introduced the so-called Cycling Coordinator, who is in charge of promoting and enforcing bicycle traffic in the city which may already have certain existing preconditions regarding planning for cycling. Either the coordinator can work at the municipality or externally in a separate Cycling Office, as part of the municipal administration. Such an office represents a one-stop shop for all kinds of questions related to cycling.
1)
Represented by the Federal Ministry of Transport, Building and Urban Affairs (BMVBS, http://www.bmvbs.de)
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3. The Cycling Coordinator The first Cycling Coordinator in Germany was introduced in the city of Mainz, Rhineland Palatinate about twenty-eight years ago (Dahlheimer, 2010). Currently, there are at least twelve Cycling Coordinators working at state agencies as well as in 64 cities or districts in the country. The Cycling Coordinator’s most important tasks are to support the strategic planning and implementation of bicycle projects and to foster their cross-department agreement and coordination. The main aim is to increase the share of cycling. The Cycling Coordinator is involved in all transport planning procedures and represents the interests of the cycling community within the administration and to the broad public (State Capital Saarbrucken, 2011). Within the administration, the Cycling Coordinator’s task is to include cycling-related issues in planning processes and to disseminate the cycling concept. At the same time, he/she is also a contact person for citizens for cycling-related issues. In addition to the coordination of public relations, he/she is expected to be a well-informed expert. For this reason, very good local knowledge and good social skills are indispensable for the profession of a Cycling Coordinator. In many communities, this activity is taken up by employees from the Transport Planning Department. From a city’s or county’s perspective, a Cycling Coordinator can ensure that even with small budgets and small measures, the interests in cycling continue to gain popularity and that the needs of cycling are taken into account in all transport/mobility related projects. Also other countries, such as Netherlands, Spain, South Korea and Brazil, have introduced Cycling Coordinators in some cities.
Job description and responsibilities In order to promote and support less polluting travel modes, the Cycling Coordinator conducts public outreach activities like cycling campaigns and strengthens relationship with City and State Governments as well as individual businesses. Apart from that, the coordinator is expected to: Represent cyclists’ interests in cities; Create new ideas or concepts for environment, air quality and economic development issues related to cycling; Support in the fields of education, safety and security of cyclists and other road users; Support to increase the number of people who walk or ride bicycles; Promote the co-benefits of cycling for the urban transport system; Develop print and media information, providing important news and information for pedestrians and cyclists; Plan and promote cycling related events, conferences and workshops; Propose and design bike routes, bike lanes and bike paths; Plan for repairing damaged roads and sidewalks, creating sites for parking bicycles; Suggest regulations or traffic rules, such as speed limits or new stop signs (in order to ensure the safety of pedestrians and cyclists); Act as a link between city and state lawmakers and to propose necessary legislation that will support the needs of pedestrians and cyclists and the goals of the cycling programme. Legislation is often outdated in terms of non-motorised transport. The coordinator can help review certain transport planning measures and propose laws or norms which ensure the safety and the rights of pedestrians and cyclists are secured. Doing so also enhances the quality of the state's bicycle and pedestrian transit facilities, roads, sidewalks and overall infrastructure.
3.1 Challenges of a Cycling Coordinator Networking is essential to accomplish changes. One of the most important tasks and big challenges a Cycling Coordinator has to face is to maintain a steady flow of communication between
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Planning for Cycling in Germany: Cycling Coordinators and Offices – Frankfurt am Main
the relevant stakeholders and responsible authorities to optimise the planning process and to achieve better integration of transit-cycle trips. Thus, coordinators must be able to work well with the public and with members of interrelated departments. He/she has to support and give the public advice as well as to keep the citizens updated with the latest developments in cycling. The coordinator should do research on the cause of the cycling accidents and common sites of accidents. Moreover, he should also be able to evaluate how new facilities or laws are working in practice. The coordinator should also be responsible for solving any other problems related to cycling. Another task of the coordinator is to make sure that every kind of cycling project (soft (e.g. promotion or public relations) or physical/hard (e.g. creation of new tracks, lines or routes)) is implemented in the best and most professional way possible. Furthermore, the coordinator has to ensure that cycling as a means of transport gets ‘mainstreamed’ and embedded within other projects (e.g. transport schemes or other land use plans), especially regarding traffic control, traffic management and traffic calming. Educational requirements for a Cycling Coordinator may vary, as they are mandated on a stateby-state basis. The responsibility and nature of work could also vary from city to city. A Cycling Coordinator can either be active in a voluntary sense or have a more passive role. In the latter case, he/she is just conveying information from administration to broad public and vice versa. Or he can be employed with a full-time position, which enables him to conduct initiatives at the city administration level. Until now, there are only a handful of cities where the coordinator is involved in all administrative sections related to cycling issues. In that case, the coordinators are vested with the requisite knowledge, a voice and the extensive authority to make decisions. They assume responsibility in: Coordination of all cycling measures; Technical evaluations of grant projects due to cycle traffic in counties and municipalities; Guidance and advice to the state road construction offices and local authorities; Development and implementation of annual cycle transport infrastructure plans within technical supervision; Proposals for approval of plans and building procedures for transport infrastructure; Promotion of urban development plans, regional plans and land use plans. Unfortunately in many counties and cities, managing cycling traffic is rated low and regarded as a voluntary task as its importance is underestimated and undervalued. And so is the awareness of the need of such cycling professionals. However, Cycling Coordinators can play an important role, since even to implement one single measure, a variety of agencies and authorities must be involved (Planning Department, Civil Engineering Department, Traffic Authorities, Police and Regulatory Agency), and this needs facilitation. In most cases, the employees of these departments are not capable of fully focusing on the conceptual planning procedures of a cycling network, public relations and fund-raising activities related to cycling. Smaller communities cannot afford employing full-time Cycling Coordinators. However, it should be considered if a (short-term) assignment is possible to some extent. Moreover, having a part-time Cycling Coordinator may be very valuable, as even few hours of work in this area per month may benefit the city manifold.
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4. Promotion of cycling in Frankfurt am Main The get-together City has got a cycling concept
Share of cycling transport
City is doing PR
City has got cycling map
City has got Cycling Coordinator
512 234
No
16.0 %
No
No
No
800 000 €
Total population Dresden
Annual budget for cycling measures
That comes per citizen/ year 1.56 €
Leipzig
515 469
Yes
14.4 %
No
No
No
1 000 000 €
1.94 €
Chemnitz
243 880
No
5.5 %
No
No
No
450 000 €
1.85 €
Frankfurt a. M.
664 838
Yes
13.0 %
Yes
No
Yes
5 000 000 €
7.52 €
3 432 157
Yes
13.0 %
Yes
Yes
Yes
8 000 000 €
2.33 €
273 875
Yes
37.0 %
Yes
Yes
Yes
2 000 000 €
7.30 €
Berlin Münster
Figure 9 Cycling coordination segregated by several Cities. Source: ADFC Sachsen e.V., 2010
The use of bicycle as a means of transport is often underestimated in politics and administrative circles. A first step to change this was the revision of the Highway Code in the field of cycling and the preparation of a report on the situation of cycling in Germany. Moreover, the National Cycling Plan (NCP) gives clear evidence that the position of cycling in transport policy has improved. Especially in agglomerations where motorised vehicle traffic is extremely high, switching from car to bike will improve the capacity of the transport system and reduce traffic congestion and its subsequent effects. Consequently cycling has increasingly been promoted in many German cities in the last years. This section focuses on cycling developments in Frankfurt. The modal split in Frankfurt is 34 % for cars, 23 % for public transport, 30 % for walking and 13 % for cycling (see Figure 9; infas, 2009).
BOX 3: Planning for cycling in Berlin Since March 2010, there is one person in charge of cycling coordination for the City of Berlin. In the so-called advisory board FahrRat, the Cycling Coordinator convenes with different administrations, representatives of environmental and transport associations, transport companies, external experts and ADFC (German Bicycle Club), VCD (German Motor Club), BUND (Federation for Environment and Nature) to monitor and ensure the success of the Cycling Strategy from 2004. The Senate’s Cycling Coordinator supports the implementation of cycling projects and points out potential problems and delays to the administration. In the last twenty years, the amount of cycling traffic on daily trips has risen steadily: whereas cycle traffic amounted to 10 % in 1992; it went up to 13 % by 2008. Figure 10 shows the estimated future trend until 2025.
10
100% 90% 80%
28.7%
26.1%
Private Transport
33.0%
33.6%
Public Transport
12.1%
15.7%
Cycling
26.2%
24.6%
Walking
2006
2025
70% 60% 50% 40% 30% 20% 10% 0%
Figure 10 Choice of transport mode 2006 and 2025. Source: Berliner Traffic Prognosis, 2011
Planning for Cycling in Germany: Cycling Coordinators and Offices – Frankfurt am Main
Box 4: Planning for cycling in Leipzig In Leipzig, all topics that are important for bicycle traffic and for a bicycle-friendly city are discussed in the Bicycle Corporation. The corporation was founded in 1989 and since then, almost all (transport) planning issues are daily dealt with to achieve improvements for bicycle traffic. The corporation, as an interdepartmental working group, clarifies all aspects related to cycling. The participation of the Transport Department, Department for Environmental Protection and the Civil Engineering Office facilitates the coordination and implementation of cycling specifications and plans. In the Transport Policy Guidelines of the year 1992, a binding component was determined, which stated that 7 % of the investment-related funds of the Civil Engineering Office should be reserved for bicycle traffic. Individual measures could also be supported by urban development funds, Local Authority Traffic Financing Act - funds and state programmes. In the Cycling Action Plan from 2002 to 2020 (updated in 2010), the required total volume is estimated at around EUR 60 million. In addition to that, the German Bicycle Club (ADFC Leipzig) is engaged in public relations, giving advice on further optimisation of cycling conditions and examining measures and policies critically. In 1993, the function of the Cycling Coordinator in the Transport Department as a contact partner for all cycling issues was approved. The proportion of cycle traffic in Leipzig has increased from 5.8 % to 13.2 % during the period 1991–1999. Nowadays, around 200 000 average daily trips are done by bike. Source: ADFC-Leipzig, 2011
Frankfurt can be seen as a city of short distances and it is therefore well suited to walking and cycling. The bicycle is an environmentally friendly and superior mode of transport for trips with a distance of up to five kilometres. Figure 9 also shows that the bicycle trip share of Frankfurt is below average among the selected cities, which might be partially explained by a comparatively lower student population in Frankfurt. 2) Due to the importance and potential benefits of cycling, the promotion of cycling is reflected in different organisations and structures in Frankfurt am Main. The general idea is to promote the concept of Eco-Mobility and its components (i.e. walking, cycling, buses and trains) as well as to explore (create) the opportunity to combine different means within one trip. In several German cities (see Boxes 3 and 4), the topic of how bicycle traffic may look like or how it could be promoted and implemented in order to create an effective cycling system, is regularly discussed at the socalled round tables. Although bicycle-friendly infrastructure is essential for a bicycle-friendly city, the shift needs to be done by its citizens. Therefore, promotion can help raise public awareness. For that reason, representatives from the government (including transport and environment authorities) as well as economic groups attend these round tables, in order to deliberate on useful measures to increase the share of cycling in Frankfurt.
4.1 RADforum Rhein-Main Since March 2003, the Regional Authority has been heading the RADforum Rhein-Main, a regional partnership for the promotion of cycling. The main objectives are to intensify the exchange of experience and information, the coordination of a regional bike route network 2)
Ratio students/total population of the city.
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as well as the support of regional cycling projects, such as bike + business. In addition to the Regional Association Frankfurt-Rhine-Main, important cooperation partners are the Hessian Ministry of Economy, Transport and Regional Development, the Hessian Road and Traffic Authority, the Regional Association Frankfurt-Rhine-Main and the German Bicycle Club and State Association of Hessen (Hessen ADFC). On 7 February 2006, the Regional Authority held the first Regional Conference Bicycle Region Frankfurt Rhein-Main. The Congress was a milestone after three successful years of the RADforum Rhein-Main. Many projects for regional cycling promotion were introduced to the 116 representatives of agencies, organisations and enterprises. These projects created many ideas for further work of the RADforum.
4.2 Project bike + business Due to the fact that the awareness for environmentally-friendly mobility is rising and that the National Cycling Plan is promoting the use of cycling for everyday traffic, the Regional Association Frankfurt-Rhine-Main and the ADFC Hessen started a fruitful cooperation in 2003. The project bike + business has been in existence since 2002 (http://www.bikeandbusiness.de, 2011). The strategic approach of bike + business is based on innovative strategies to promote cycling during the rush hour. Companies, communities and employees can benefit greatly from cycling. All parties, such as transportation companies, municipalities, enterprises as well as employees, can participate in the project. The aim of the project is to create a coordinated interaction of public and operational measures for improving cycling infrastructure and bicycle-related information and communication. At the moment, there are seventeen companies (including GIZ) involved in the bike + business project and supported politically by 11 communities at a local level. Numerous companies offer large-scale cycling storages, changing rooms with lockers and shower rooms which make cycling to work comfortable and possible. In most of the participating companies and municipalities, the number of cycle users has been steadily increasing.
T
he transport sector is responsible for about one quarter of global carbon dioxide emissions, and emissions from this sector are growing faster than from any other. To cut carbon dioxide emissions, there are three main options: reduce the need to travel; switch to more environmentally friendly transport modes; and improve the energy efficiency of transport modes and vehicle technology. GIZ assists its partner countries in designing and implementing strategies to reduce carbon dioxide emissions in the transport sector. The primary focus is on improved public transport, integration of transport systems and the promotion of energy efficiency in the transport sector.
Figure 11 GIZ's inhouse mobility management helps save the climate. Source: GIZ, 2010
12
GIZ also aims to reduce the carbon footprint of its own operations. Within GIZ, CO2 emissions are mainly generated by employees travelling to and from work and official trips. Official air travel makes a particularly large contribution to emissions, but is practically impossible to avoid due to our international activities. GIZ aims to compensate air travel related CO2emissions in the context of a Gold Standard CDM-project. At Head Office in Eschborn and the main offices in Berlin and Bonn, many activities are under way:
Promoting cycling ‘Job ticket’ Awareness raising Promoting rail travel in Germany Promoting electric mobility Reducing the number of official journeys
Planning for Cycling in Germany: Cycling Coordinators and Offices – Frankfurt am Main
5. The Cycling Office in Frankfurt am Main Dialogue between administration and public Frankfurt is a positive example of how cycling can be promoted and controlled effectively. In 2009, the Cycling Office was established, which has been registering a steady growth and positive feedback by the public. The office plays a crucial role in the promotion of cycling in the City of Frankfurt. In general, this institution acts as a central contact point for all matters related to cycling. An online cycling portal offers a widely appreciated platform for all subjects on cycling. The work of the Cycling Office is based on the following principles and guidelines: Cycling is to become more attractive and more popular for frankfurt citizens; A modal share of 15 % should be reached by the end of 2012; Cycling is to become a form of mobility that imprints the urban life and the awareness of life; Bicycles should be used more often in combination with public transport; The road conditions are to be improved and the number of accidents should decline 3).
Figure 12 Online Cycling Platform for Frankfurt am Main. Source: http://radfahren-ffm.de, 2011
5.1 About the office Visions and strength The overall aim of the institution is to create more and better cycling and storage facilities, to improve bike-related services and to spur cycling traffic by a needs-based transport planning. Furthermore, the creation of a cycle-friendly climate where all road users are respecting each other is an additional vision. The Cycling Coordinators are responsible for ensuring comprehensive management. They serve as initiators, by incorporating ideas on cycling from all around the world. Besides that, permanent and intensive agreements between the Cycling Office and regional traffic coordinators are in place. Campaigns and an effective educational program are figured out and a continuous development of the cycling portal on the Internet is targeted to ensure successful external communication.
3)
Radverkehrsstrategie für FFM (Martin Boré, 2009).
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Case Studies in Sustainable Urban Transport #4
Based on the cycling strategy in 2009, the Cycling Office participates in almost all projects, such as the development of basic standards for bicycle traffic or bicycle lanes. Even in projects not arranged and controlled directly by the office but by other institutions (e.g. traffic authorities, Municipal Education Office, City Planning Office, Office for Road Construction and Development, Parks Division), the office still actively affects project activities and tasks (Radverkehrsstrategie für FFM, 2009).
Figure 13 Webpage Cycling Office for Frankfurt am Main. Source: http://radfahren-ffm.de, 2011
In detail, the Cycling Coordinator in Frankfurt’s Cycling Office is in charge that the following achievements can be reached: More bicycle facilities get created and the ones already existing become optimised; Network gaps get closed, defects get corrected and hot spots become defused; Transitions get improved (e.g. dropped kerb) and traffic rules become optimised; Traffic lights circuit and right of way coordination are adjusted more and more for cycling and therefore the cycling traffic stream improves; More bicycle storages are available; Cycling routes become provided with signage; A cycle-friendly climate is increasingly promoted in inner city areas; The dialogue encourages more citizens in Frankfurt to cycle; Subjects like road and cycle safety are going to be clarified and discussed at a higher level; There is an intense promotion of cycle traffic (workshops, flyers, other events) and of a posi tive interaction between all road users; The concept of bike and business gets extended.
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Planning for Cycling in Germany: Cycling Coordinators and Offices – Frankfurt am Main
5.2 Responsibilities of the Cycling Office The Office is located within the Road Traffic Department. Since the coordination between the involved departments of the City Government is one of the most important tasks for the Office, the location offers direct and deeper communication. The office consists of four employees (see Figure 14) who contribute to the team with different skills and experience (http://radfahren-ffm. de, 2011). They are also enthusiastic cyclists themselves. Mr. Martin Boré is the Head of the Cycling Office. Thomas Friede, who has also encouraged the cycling concept in Oberursel (Taunus), works as an urban transportation planner in the Cycling Office. He is a public relations expert and actively cooperates in communication campaigns. Eike Schulz is specialised in creating bike paths. Finally, Hans-Georg Breitenfelder is responsible for road space allocation in newly developed zones.
Martin Boré
Thomas Friede
Eike Schulz
Hans-Georg Breitenfelder
5.3 Evaluation after one year of the Cycling Office Evaluation 2010, Frankfurt am Main In the first year (2009–2010) the four aforementioned and dedicated employees have been dealing with up to 10 cycling requests per day. “The continuous dialogue and exchange with cyclists is most important to us […]. The range of ideas and suggestions is huge […], nothing is lost in the Cycling Office” says Thomas Friede, who coordinates public relations of the Cycling Office. All requests are processed as quickly as possible and forwarded directly to the relevant authorities. To reach the goal it is required that all involved persons or authorities successfully work together. Although they do not build or construct anything by themselves, they ensure that the relevant authorities do get active. Only by this it is possible to achieve positive results every day. (http://radfahren-ffm.de, 2011). The current balance of the Cycling Office for 2010 shows impressively that it is a success. Since its introduction in 2009 there are a lot of new cycling paths and bicycle storages within the city. The implementation work of the new cycling route 7 (‘Eschenheimer tower to the Green Belt/ Niddaweg’) is a very good example of efficient teamwork. The Cycling Office was awarded the German Bicycle Prize ‘Best for bike 2010’, which reflects again the importance of its work, ambition and goals.
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Figure 14 Employees of Cycling Office Frankfurt. Source: http://radfahren-ffm.de, 2011
Case Studies in Sustainable Urban Transport #4
6. Conclusion: Relevance of Cycling Offices and Cycling Coordinators for cities and their surroundings A Cycling Office can guarantee numerous advantages for citizens. On the one hand, people have a direct local contact for any cycling issue; on the other hand, an intensive cooperation and communication between broad public and administration can be managed, strengthened, promoted and ensured by the Cycling Office. By using this office regularly, the expansion of soft and hard cycling measures can be fostered. Thus, there is a chance to convince people to reduce car use and switch to bikes in inner city areas. Information and awareness-raising (positive awareness for cycling by all road users and specific information for cyclists) is another relevant element that is used by the office to change people’s behaviour. The best advertisement for cycling is surely the presence of many satisfied users, which can definitely be increased and strengthened by a Cycling Office. Cycling Coordinators help cycling plans and projects get optimally promoted, represented and implemented to the full satisfaction of stakeholders. They foster the contact within or among responsible administrative departments and connect those institutions to the broad public in an effective way, avoiding lengthy processes. The profession of the Cycling Coordinator (or through the organisation of a Cycling Office) helps bring together all issues related to cycling. Thus, people have the real chance to quickly achieve changes within the local cycling system. In this way, the number of cyclists and the local modal split could be changed in many city centres. With the effective promotion of environmentally friendly transport modes, the number of bike users can be increased, making cities more liveable. As a consequence, parking obstacles will be reduced, as well as noise, pollution and CO2 emissions. This will support the recovery of public space, which in turn will enhance the quality of urban life. The overall package of cycling measures is positive. Thus, it is particularly important to continue the promotion and expansion of this eco-friendly mode of mobility through instruments like the Cycling Coordinator and Office. Some other cities in other parts of the world have taken this up and it is hoped that more will follow.
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Planning for Cycling in Germany: Cycling Coordinators and Offices – Frankfurt am Main
7. References Scientific Papers, Books, Reports, Articles ADFC Hessen, Planungsverband Ballungsraum Frankfurt Rhein/Main (2010). Handbuch ‘bike and business’ – eine Region kommt in die Gänge, Frankfurt am Main. ADFC Sachsen e.V. (2010): reflektor-Magazin für Mobilität, Verkehrspolitik und Fahrradkultur, Dresden. AS&P – Albert Speer und Partner GmbH (2009). Frankfurt für alle, Handlungsperspektiven für die internationale Bürgerstadt Frankfurt am Main. Frankfurt am Main. Boré Martin (2009). Radverkehrsstrategie für Frankfurt am Main, Frankfurt am Main. BSR INTERREG III B Project (unknown). The Planning System in the Federal Republic of Germany, Berlin/Cottbus. Deutscher Bundestag (2007). Zwischenbilanz des Nationalen Radverkehrsplans 2002–2012. Berlin: H. Heenemann GmbH & Co. German International Cooperation (GIZ) (2009). Cycling-Inclusive Policy Development: A Handbook, http://www.sutp.org/dn.php?file=TC-Cycling.pdf German International Cooperation (GIZ) (2010). Inhouse Mobility, Frankfurt /Eschborn. infas - Institut für angewandte Sozialwissenschaft GmbH, Deutsches Zentrum für Luft und Raumfahrt e.V. Institut für Verkehrsforschung (2010). Mobilität in Deutschland, MiD 2008, Ergebnisbericht. Berlin und Bonn. Planungsbüro VIA eG im Auftrag des BMVBW (2004). Radverkehr in der Praxis – Kenntnisse und Beispiele aus dem In- und Ausland, Anlage zum Ergebnisbericht im Vorhaben “Fahrradverkehr in Deutschland und im Ausland, Stand von Theorie und Praxis”: Köln. Stadt Augsburg, Baureferat/Tiefbauamt (unknown). Radfahren – Viele Vorteile sprechen dafür: Augsburg. Technische Universität Berlin, Institut für Land- und Seeverkehr, Fachgebiet Integrierte Verkehrsplanung, Hepting (2002). Grundlagen einer integrierten Radverkehrsplanung für Berlin, Berlin.
Webpages ADFC-Leipzig, http://www.adfc-leipzig.de/materialien/20jahre_agrad/tafel2.pdf Cycling Coordinator Ingelheim, http://www.Ingelheim.de Cycling Office Frankfurt am Main, http://www.Radfahren-ffm.de COMMIN, http://commin.org/en/bsr-glossaries/national-glossaries/germany/gegenstromprinzip.html Potentials of Cycling, http://www.gesund-durch-radfahren.de Terms of References, http://www.ehow.com Terms of References, http://www.toronto.ca Tasks of a Cycling Coordinator, http://www.nationaler-radverkehrsplan.de/termine/ dokumente/3120-stellenausschreibung-saarbruecken.pdf
Further Sources Telephone call with Martin Boré, Cycling Coordinator of the City of Frankfurt am Main, 20 April 2011. Mail contact with Martin Boré, Cycling Coordinator of the City of Frankfurt am Main, 21 April 2011.
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