Programme

STEER

Project Number

EIE/05/059/SI2.421631

Project Acronym

SpiCycles

Project Name

Sustainable Planning & Innovation for Bicycles

Working Document

Project Deliverable

Working Document Number

7.4

Contractual Date of Delivery

August 2008

Actual Date of Delivery

November 2008

Title of Working Document

Final Evaluation Report

Workpackage

WP 7

Dissemination Level

Public

Nature

Report

Date of Preparation Author(s)

September – November 2007 Luca Persia, Marco Valerio Salucci (DITS ) Simon Hayes (DSD), Cristina Pou (SSM Barcelona Municipality) Hermann Bluemel (Senat Berlin) Laurentiu Rizea, Razvan Fronescu (RATB) Håkan Perslow (Göteborg Municipality) Gina Voinea (Ploiesti Municipality) Marco Contadini, Piefrancesco Canali, Chiara di Majo, Michele Ieradi, Fabiana Marconi, Annalisa Perla, Vittorio Petrini, Angelamaria Verdi (ATAC)

Editor(s)

Luca Persia, DITS

Project Co-ordinator

Mario Gualdi ISIS - Istituto di Studi per l'Integrazione dei Sistemi Tel +39 06 3212655; E-mail: [email protected]

Abstract: This report provides a description of the project evaluation results. It briefly summarises the objectives of the project, the evaluation methodology defined in the Final Evaluation Plan, and provides a description of the actions implemented. As a general result the actions proved to be successful in promoting cycling as a mode of transport. The implementation process was influenced by a reduced number of institutional barriers and by several drivers, which along with other local conditions seem to moderately affect the implementation and transferability of the actions in other cities.

Document Control Sheet Project

SpiCycles

Document name

Final Evaluation Report

Document reference

D 7.4

Other internal reference Prepared by (organisation) Author(s)

DITS Luca Persia, Marco Valerio Salucci (DITS) Simon Hayes (DSD), Cristina Pou (SSM Barcelona Municipality) Hermann Bluemel (Senat Berlin) Laurentiu Rizea, Razvan Fronescu (RATB) Håkan Perslow (Göteborg Municipality) Gina Voinea (Ploiesti Municipality) Marco Contadini, Angelamaria Verdi (ATAC)

Editor(s)

Luca Persia, DITS

Reviewed by

Issue History Issue

Description

Originator

Date of issue

Draft 1

TOC

Luca Persia

September 2008

Draft 2

First outline

Luca Persia

October 2008

Draft 3

Draft

Luca Persia

October 2008

Draft 4

Draft for Comments

Luca Persia

November 2008

Draft 5

Final Draft for Review

Luca Persia

November 2008

Issue 1

Official version

Luca Persia

November 2008

2

Table of Contents

Introduction

6

1.1

Project objectives and structure

6

1.2

Overview of the evaluation process

8

1.3

Role and structure of this document

11

1.4

Terminology

12

2

3

Description of the actions

14

2.1

Bike Sharing (WP 3)

14

2.2

Communication and Awareness Raising (WP 4)

18

2.3

Planning for Cycling (WP 5)

23

2.4

Building Local Partnerships (WP 6)

28

Common evaluation analysis

31

3.1

Background indicators

31

3.2

Process evaluation

35

3.3

Impact assessment

61

3.4

Transferability analysis

77

4

Conclusions

82

5

References and bibliography

84

List of Tables Table 1-1 Table 3-2 Table 3-3 Table 3-4 Table 3-5 Table 3-6 Table 3-7 Table 3-8 Table 3-9 Table 3-10 Table 3-11 Table 3-12 Table 3-13 Table 3-14 Table 3-15 Table 3-16 Table 3-17 Table 3-18 Table 3-19 Table 3-20 Table 3-21 Table 3-22 Table 3-23 Table 3-24 Table 3-25 Table 3-26 Table 3-27 Table 3-28

SpiCycles Evaluation Working Group 11 Background indicators: comparison of general indicators 32 Background indicators: the modal split 32 Background indicators: the average length of a trip within the city in km 33 Background indicators: total number of trips per day per person 33 Background indicators: infrastructure for bicycles 34 Background indicators: safety and security 35 Overview of the planned activities and outputs (City of Barcelona) 36 Overview of the planned activities and outputs (City of Berlin) 37 Overview of the planned activities and outputs (City of Bucharest) 38 Overview of the planned activities and outputs (City of Göteborg) 39 Overview of the planned activities and outputs (City of Ploiesti) 40 Overview of the planned activities and outputs (City of Rome) 41 Categories of barriers and drivers (city context constraints) identified by METEOR 42 Bike Sharing sensitiveness to city context constraints 48 Communication and Awareness Raising sensitiveness to city context constraints 49 Planning for Cycling sensitiveness to city context constraints 50 Building Local Partnerships sensitiveness to city context constraints 51 General performance process indicators: introduction of parking spaces at key interchange points (Intermodality) 52 General performance process indicators: number of most dangerous intersection reconstructed (Safety) 52 General performance process indicators: extension of the cycling path with extra lanes expressed in km 53 Bike-sharing process indicators 55 Planning for cycling process indicators: most heavily used route sections, and location of major cyclist/pedestrian conflicts (City of Barcelona) 58 Building Local Partnerships process indicators: number of periodical roundtables. 60 Building Local Partnerships process indicators: number of annual meetings. 60 Legenda for the overall estimation of impacts for the evaluation sub-categories 61 Overall estimation of impacts for “User Acceptance” 63 Overall estimation of impacts for “Operator Acceptance” 64

Table 3-29 Table 3-30 Table 3-31 Table 3-32 Table 3-33 Table 3-34 Table 3-35 Table 3-36 Table 3-37 Table 3-38 Table 3-39 Table 3-40 Table 3-41

Overall estimation of impacts for “Political Acceptance” Overall estimation of impacts for “Information/Awareness Level” Overall estimation of impacts for “Change in Mobility” Overall estimation of impacts for “Modal Split” Overall estimation of impacts for “Integration” Bike-sharing process indicators: number of involved companies/organisations Overall estimation of impacts for “Emissions” Overall estimation of impacts for “Overall Transport Safety” High Level Objectives identified by METEOR Key impacts of the cluster of measures “Cycling” in CIVITAS I 76 Key impacts for each action implemented in SpiCycles Key impacts of the set of actions implemented in SpiCycles as a whole SpiCycles Actions transferability sensitiveness to other local conditions

66 67 68 70 71 72 73 74 75 76 77 79

List of Figures Figure 1-1 Figure 3-1 Figure 3-2 Figure 3-3 Figure 3-4 Figure 3-5 Figure 3-6 Figure 3-7 Figure 3-8 Figure 3-9 Figure 3-10 Figure 3-11 Figure 3-12 Figure 3-13

The structure of the SpiCycles project. Introduction of parking spaces at key interchange points Number of most dangerous intersection reconstructed Extension of the cycling path with extra lanes expressed in km Bike Sharing: Number of involved companies/organisations Bike Sharing: Number of users Bike Sharing: Number of bicycles Change in mobility in Berlin Change in modal split in Barcelona Emissions: Reduction of CO2 Emissions: Reduction of NOX Principles for Mapping Transferability Contexts. Legenda for Mapping Transferability Contexts. Fundamental Mapping for the SpiCycles actions

7 52 53 54 56 56 57 68 69 72 73 80 80 81

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Introduction

1.1

Project objectives and structure

It is generally recognised that cycling, as a daily mode of transport, has positive impacts on cities. In fact, it improves the environmental conditions by reducing pollutant emissions, it increases road safety and helps traffic management, supports equity and accessibility, it is beneficial to health, and improves the overall quality of life. Despite these many advantages, cycling is still underused in many cities, and its effectiveness is too often undervalued by national and/or local transport policies. The minor role the bicycle still plays in the overall transport systems is due to reasons of both technical and political nature. The overall objective of the SpiCycles (Sustainable Planning & Innovation for Bicycles) project was to demonstrate to what extent an articulated strategy, consisting of a set of actions, can contribute to the increase of the modal share of cycling in the six participating cities (Barcelona, Berlin, Bucharest, Göteborg, Ploiesti and Rome) and if it is possible to successfully implement them in other European cities and how it can be done. Starting from a benchmarking (WP2) on the state of the art of the cycling systems, four actions were carried out and tested at local level: •

WP3 Bike Sharing, a challenging and innovative measure, which tried to transfer the better-known principles of car sharing to bicycles. This WP was led by the city of Berlin (DB Rent).

•

WP4 Communication and Awareness Raising, led by the city of Göteborg, addressed the issue to inform and make travellers aware of the benefits of alternative sustainable transport modes and particularly cycling;

•

WP5 Planning for Cycling tackled the issue of encouraging cycling from a different angle, which consisted in integrating cycling planning in the broader framework of transport planning and accordingly providing adequate infrastructure for deployment. This WP was led by the city of Rome (Dipartimento X);

•

WP6 Building Local Partnerships investigated appropriate measures to involve local actors in the cycling plans of the municipal authorities. It was led by the city of Barcelona.

The evaluation work package (WP7) has analysed and reported the project results, highlighting similarities and differences among cities (cross-comparison), barriers and drivers, drawing conclusions on their transferability. This WP was led by the

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Department of Hydraulics, Transport and Road (DITS) of the University of Rome “La Sapienza”. The experiences made by implementing different actions and the results obtained will be disseminated to a wide audience of European cities (WP8WP9). The following flow chart provides an overview of the structure of the SpiCycles project. WP1 – Project Management ISIS

WP2 WP2 –– Benchmarking Benchmarking Goudappel Coffeng

The City Cases WP3 WP3 Bike Bike Sharing Sharing

WP5 WP5 Planning Planning for for Cycling Cycling

WP4 WP4 Communication Communication & & Awareness Awareness Raising Raising Göteborg Barcelona Berlin Rome Ploiesti Bucharest

Berlin Göteborg Rome Ploiesti

Rome Barcelona Berlin Göteborg Ploiesti Bucharest

WP6 WP6 Building Building Local Local Partnerships Partnerships Barcelona Berlin Göteborg Rome Ploiesti Bucharest

WP7 WP7 –– Evaluation Evaluation DITS

WP8 WP8 –– Dissemination Dissemination Velo Mondial

WP9 WP9 –– Common Common Dissemination Dissemination Velo Mondial

Figure 1-1

The structure of the SpiCycles project.

SpiCycles had direct and significant beneficial impacts on: •

cycling modal share;

•

energy consumption;

•

emissions;

•

attitudinal change;

•

local stakeholders involvement;

•

integration of cycling into broader transport/land use planning.

The success of the SpiCycles project depended to a large extent on the consensus it was able to reach for the implementation of cycling initiatives. It was essential to

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obtain at first the consensus of potential beneficiaries of the project, which were all those groups that benefited from more accessible and liveable urban areas. These groups, called user groups, were city administrations (local decision makers and urban planners) and networks of cities, public transport infrastructure managers and undertakings, cycle rental companies, bicycle users (current users of bicycle) and cycling associations, other citizens not using bicycle as a means of transport, etc. Groups who played an active role in this initiative (actors) were: •

city administrations that led demonstrations;

•

PT infrastructure managers and enterprises involved in the demonstrations;

•

consultancies and universities supporting cities to carry out the demonstrations, benchmarking of experiences, and evaluations of performances;

•

manufacturers of bicycles and of technological devices related to bike sharing.

All these actors were committed to the implementation of the project, and contributed to the deployment of activities and the fulfilment of goals. A special attention was, however, paid to gain the support of target users and key actors not directly involved as partners. In fact, a work package was specifically dedicated to promoting local partnerships and building consensus on cycling initiatives. Networks of cities were at the core of the dissemination strategy: all efforts were done to involve as many as possible networks of cities, in order to have cross-city and cross-country exchanges of experiences on a very wide scale. Not only city networks were involved but also networks of users, experts and industry. Involving these four main actors in the decision-making process regarding cycling planning was essential and made the final result more sustainable. 1.2

Overview of the evaluation process

1.2.1

The evaluation approach

Evaluation was critical to the success of the project, because, on the one hand, it measured the impacts it has generated at local level and possible impacts at European level, on the other hand, it defined to what extent it has met its objectives and what contributions and improvements it has brought to the European Union development. As a consequence of the overall objective of SpiCycles (see § 1.1), the main objectives of the evaluation process were: •

at local level, in each participating city, to evaluate the impacts of the actions and strengthen planning and performance capabilities;

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at European level, to compare the results from the participating cities and explain the reasons for possible gaps (considering that different contexts can cause differences in results), in order to identify the success factors and to draw conclusions on the transferability of the actions in other European cities, giving a contribution to the European know-how on transferability issues.

In order to pursue the second objective it was essential to adopt a common evaluation approach as far as possible, defining impacts and indicators common to all participating cities and measuring them in the same way, or at least in a way that could permit to compare the results from the different cities. The extent to which it was possible to adopt a common evaluation approach depended on many factors, such as institutional, technical and operational framework conditions, the variety of methods of measurements, the different reference cases and definition of success. Therefore, each city defined at local level (see Annex B) which indicators and which measurement methods actually used to assess the impacts, considering the necessity of comparing its results with those of the other cities. The evaluation process consisted of three main components: 1. identification and analysis of background indicators; 2. the process evaluation; 3. the impact evaluation. The background indicators provided information on the local framework conditions in which the measures were implemented and the trend in parameters (e.g. modal choice, km of cycling lanes, parking lot for bicycles, etc.) which were useful for the evaluation process. The process evaluation appraised the activities carried out for the implementation of the SpiCycles actions, and analysed the reasons for changes and deviations from the original plan in order to identify the drivers and barriers for their successful implementation. The impact evaluation identified and evaluated the expected impacts produced by the implementation of the actions, through the selection of suitable indicators and measurement methods, comparing the actual impacts to the expected ones and identifying causes of possible differences. 1.2.2

The evaluation phases

The definition of the evaluation process drew on the MAESTRO guidelines and the CONVERGE guidebook and checklist. The evaluation process consisted of three phases: 1. evaluation planning;

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2. data collection and measurement activities; 3. evaluation reporting. In the first phase, key activities were to identify the impacts that were expected to be produced by the implementation of the SpiCycles actions and to define the most suitable indicators to measure them. It was also important to define appropriate methods of measurement. In addition, a preliminary evaluation of the project results, based on existing knowledge and experts’ opinion, was carried out (“initial evaluation”). During this phase tasks, responsibilities and scheduling of the evaluation activities were defined, in order to control the correct progressing of the process. Each city drew up its own Local Evaluation Plan in which the planning of local activities was defined. At the end of this phase the Final Evaluation Plan was issued. During the second phase, each city collected data and information on the impacts, using the indicators and the measurement methods defined in its Local Evaluation Plan. The measurements took place before and after the implementation of the SpiCycles actions. During this phase internal reports and the Mid Term Evaluation Report were issued. During the third phase, an analysis of the results from the different cities was carried out in order to evaluate, at local level, the real impacts of the actions implemented by the project in each city and compare the real impacts to the expected ones, identifying causes of possible gaps. The results of each city was also compared to those of the other cities in order to identify and explain differences due to the implementation in different sites, in order to identify the success factors with a view to successfully transferring the SpiCycles actions in other European cities. The analysis of the real project results was carried out when possible by comparing the situation before and after the implementation of the proposed actions. Attention was paid to possible effects of external factors (e.g. the effects of other measures implemented in the same area outside the SpiCycles project and affecting its transport pattern) that could have led to incorrect conclusions about the results. At the end of this phase the Final Evaluation Report was prepared. 1.2.3

The evaluation management structure

The SpiCycles evaluation process activities were carried out by an Evaluation Working Group composed of: •

an Overall Evaluation Manager;

•

six Local Evaluation Managers, one for each participating city, appointed by their Local Site Leader.

The OEM was the leader of WP 7 and his responsibilities included work package supervision, interfacing with LEMs and WP leaders, and the overall co-ordination of the production of WP 7 deliverables. In fact, he was responsible for the day-to-day management and co-ordination of the various tasks and activities of the work

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package. He was directly involved in the evaluation planning and reporting activities and co-ordinate the drawing up and issuing of the Draft and Final Evaluation Plan, as well as the Mid-term and Final Evaluation Report. He organised exchange of information between the LEMs and other WP leaders in order to ensure the necessary flow of information. Finally, he reported to the PMG and SC on progress of activities, in order to allow the project management to detect any delay or problems and plan appropriate corrective interventions. The LEMs co-ordinated the local evaluation processes and they were responsible for all contributions to the overall evaluation process from their local partners. They took part proactively in the evaluation planning by drawing up a Local Evaluation Plan (see annex B). They also co-ordinated at local level the collection of data and information, as well as the analysis of the results. The members of the EWG are listed in Table 1-1. Table 1-1

SpiCycles Evaluation Working Group

Role

Partner

Responsible person

Overall Evaluation Manager

DITS

Luca Persia

Barcelona LEM

DSD

Simon Hayes

Berlin LEM

Senat Berlin

Hermann Bluemel

Bucharest LEM

RATB

Razvan Fronescu

Göteborg LEM

City of Göteborg

Sofie Vennersten, Håkan Perslow

Ploiesti LEM

Ploiesti Municipality

Gina Voinea

Rome LEM

ATAC

Marco Contadini

1.3

Role and structure of this document

This document is the final step of the evaluation process for the SpiCycles project. It describes the results of the evaluation of each city and among cities in a number of impact areas (Social, Transport system/Behaviour, Environment, Safety, and Economics), in terms of the indicators established in the Final Evaluation Plan (FEP) and in each Local Evaluation Plan (LEP). The following paragraph (§ 1.2) provides an overview of the evaluation methodology and a description of the terminology adopted. Section 2 illustrates the objectives and provides a general description of the actions implemented during the project in each participating city. Section 3 illustrates the results of the evaluation analysis according to the three main

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components of the process evaluation, also evaluating the possibility of transferring the actions implemented in SpiCycles in other European cities. In performing these tasks the evaluation work done in CIVITAS (METEOR project) has been taken into account. Section 5 contains the conclusions on the evaluation, while the annex contains the results of the local evaluation activities carried out in each city. 1.4

Terminology

A list of the main terms, acronyms and abbreviations used in the evaluation process, and their definitions, is included in the following sub-sections, in order to avoid misunderstandings and encourage the use of a common terminology throughout the project. Standard terms

Action

A measure or a set of measures implemented in order to pursue specific objectives.

Assessment

The process of determining the performances and/or impacts of an action, usually in comparison with a reference case, and including an experimental process based on real-life or other trials, often involving users.

Assessment objective

A precise statement of an individual objective of validation. It should be associated with a precise definition of the associated indicator(s) and definition of success.

Definition of success

It quantifies or qualifies the expectation about the performances and impacts of an application. The success or failure of the validation results is determined on the basis of these criteria. It is essential in the validation methodology. It is most exact when it is defined for a single indicator.

Demonstration

The demonstration stage of validation will use a sufficiently large sample of users in a real-life situation to provide information on cost-effectiveness, user friendliness and similar issues, as well as testing the feasibility of the system when used on a large scale.

Evaluation

The process of determining the value of an application in comparison with alternative applications and/or a “base case”, and deriving recommendations for decision makers. In SpiCycles the terms evaluation and validation will be considered synonyms, as seems the current usage of the terms.

Impact

The direct and indirect effects caused intentionally or

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unintentionally by the implementation of an application Indicator

The parameter indicating the performance or impacts of an application. For quantitative assessment, it is directly measured or derived from measurements or simulations. For qualitative assessment, the indicator is assessed by personal opinion.

Reference case

The performances and impacts of an application are usually compared against some existing situation in order to show that the application meets required standards (in tests for the physical functioning of the application or user acceptance), and that the use of the application is an improvement over alternative ways of achieving the objectives of the application (user acceptance and impact analysis). “Before and After” might feature in assessment of user acceptance and impact analysis.

User groups

Groups involved in validating the application, probably representing the main market for the application. They might include operators of the application, intermediate users (e.g. providers of information) or end users of the application.

Validation

Validation is the process of testing how an application performs in comparison with the assessment objectives.

Verification

The verification stage of validation will use a small but significant sample of users in a real-life situation to test the technical feasibility of the demonstrator and to yield preliminary findings on user acceptance.

Acronyms and abbreviations

EWG

Evaluation Working Group

LEM

Local Evaluation Manager

NGO

Non Governmental Organisation

OEM

Overall Evaluation Manager

PMP

Municipality of Ploiesti

WP

Workpackage

WPL

Workpackage Leader

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2 Description of the actions

This section briefly describes the measures carried out in each participating city under the four actions1 of the SpiCycles project (for detailed information on the activities carried out in each specific action, it is possible to refer to the deliverable included in round brackets next to the action): 1. Bike Sharing (Deliverable 3.3); 2. Communication and Awareness Raising (Deliverable 4.3); 3. Planning for Cycling (Deliverable 5.3); 4. Building Local Partnerships (Deliverable 6.3). 2.1

Bike Sharing (WP 3)

The overall objective of this action was to develop a general framework for the implementation of bike sharing services, which can provide a strong support to policies, which aims at increasing the cycling modal share. 2.1.1

Barcelona

Description

The implementation of the bike sharing service called “Bicing” was not planned at the beginning of SpiCycles. In fact, this service was set up in the first months of 2007, and it was focused on the central city area where the Bicing system was first implemented, although the Bicing scheme is being extended to all areas of the city except those having severe slopes (and the university area where the scheme could generate an over-concentration of bicycles). Bicing is being financed by the revenues of the Green Area on-street parking scheme. The Bicing public bike scheme is conceived as a form of Individual Public Transport, designed to provide faster access to the train and metro network. There are stations every 300m, and some 400 bike stations have been implemented during 2007 and 2008. Results

Within 11 months, political will, financial investments and technical cooperation enabled a 200-bike pilot to become a city-wide service of 6,000 bikes, 400 stations,

1

Communication and Awareness Raising, Planning for Cycling and Building Local Partnerships were carried out in all participating cities (they are referred to as “core” actions), while Bike Sharing were implemented in a smaller number of cities (it is referred to as “common” action).

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with 135,000 subscribers and 6 million trips made by cycling (28% connecting with other modes), and finally a boost of cycle infrastructure planning. 2.1.2

Berlin

Description

With the offer of environmental-friendly services before and after using the train, the Deutsche Bahn confirms its ambitious goal of being a provider for sustainable mobility services. In SpiCycles DB Rent – as the responsible subsidiary for intermodal services – aimed to strengthen the Call a Bike scheme in Berlin improving the acceptance of the existing Call a Bike scheme as well as optimising its sustainability. DB Rent, with its experience of almost six years in the field of bike sharing, made also important contributions for setting up bike-sharing schemes in the other participating cities. The measures implemented were: •

integration into location based services (LBS), so, in any situation, people can use their mobile phone to receive the best use of a bike sharing scheme and the best way to integrate bike sharing into public transport;

•

profile of stolen bikes (facts and figures about stolen bikes are collected and analysed);

•

integration of event platform (for the first time in Berlin bike sharing was connected to sport events to promote cycling as a green means of urban transport that alleviates problems of congestion caused by such events);

•

concepts for hotels & companies (the collaboration with companies, hotels and others integrates more stakeholders into the bike sharing world.);

•

specification of new locks;

•

analysis of customer acceptance.

Results

The location-based service was frequently used and this demonstrates that bike sharing is an attractive content most suitable to be integrated into LBS. As to the profile of stolen bikes, it was found that there is a higher risk of bike loss if water (rivers, canals etc.) is near to the bikes (the reasons seem to be that some people enjoy throwing bikes into the water), while bikes that may be placed in backyards are likely to be found within days and can be reintegrated into the fleet. It was also found that there are no significant linkages to urban indicators such as employment rate, income demographic factors etc., but it seems that districts with a

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lower social index face a slightly higher theft rate. Finally, the study has shown that there is normally a higher theft rate and even vandalism rate at the beginning. After about half a year the rate decreases and falls to a permanent level. The analysis of customer acceptance has shown that Call a Bike is well known and still has a positive image. Most of the users are between 19 and 39 years old, and a significant part also have a public transport subscription. Call a Bike users are generally satisfied with the service, the availability of bikes and especially the quality of the bikes. Services like customer care are also evaluated positive. DB Rent started the exchange of bike sharing knowledge in 2006 with Ploiesti and Rome. Because of the different levels of participating cities (Berlin already had a scheme without involvement of the city, Göteborg already had a pilot) it was very difficult to find a common platform for the exchange of knowledge and experiences. Within SpiCycles, DB Rent was able to optimise the bike sharing service with respect to customers, operations, involving further stakeholders, and introducing technological innovations. Probably the most important result was to raise the awareness for bike sharing in Berlin. 2.1.3

Göteborg

Description

The objective of the city of Göteborg was to implement a bike sharing pilot scheme for companies, with the intention to upscale the system to the whole city. The pointto-point bike sharing system is the first one in Göteborg. This high-tech system based on smart card use, targeted employees of a number of companies in the Lundby area and their short distance trips during work-hours. While the pilot was running in the city district of Lundby, which is the mobility management test-site of Göteborg, adequate areas for the expansion were identified, and contacts with authorities and partners concerned were established. The measures implemented were: •

promotion of a pilot bike sharing system targeting companies (selection of new stakeholders);

•

improvement of bike sharing technique;

•

minor follow-up of bike sharing system;

•

expansion of the system to private persons in the Lundby area;

•

expansion planning for city wide bike sharing system open for all;

•

investigate areas for expansion of the bike sharing system;

•

evaluation of the pilot bike sharing system;

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decision on possible expansion;

•

planning for (possible) procurement.

Deliverable 7.4

Results

The pilot bike sharing system in Lundby has now been operating for several years. The system has mainly been mainly targeted towards companies in the area and they have mainly been positive in respect of the bike sharing scheme. The stations were considered to be functional and the bikes to be practical. The system works very well on a technical level and the bikes are well liked. The success of a bike sharing system depends to a significant degree on the needs of the individual companies and in particular the location of the company’s premises in relation to the stations. Areas that can be improved in the future are the coordination between the marketing activities of the Traffic & Public Transport Authority and the operating company. Sometimes those marketing activities have led to a demand that could not be met. A general conclusion is also that there seems to be a limited potential for further growth of the system in Lundby. This is most likely because the companies not using the system have travel habits that are not suitable for the system. The pilot in Lundby has provided valuable information and experience for the future roll out of a full-scale system in Göteborg. Although plans have been delayed, there is a readiness within the city to continue the plans. 2.1.4

Ploiesti

Description

The city of Ploiesti considers bike sharing as an interesting alternative mode of transport and, within SpiCycles, has conducted studies, developed strategies and a pilot scheme, and acquired know-how from the other participating cities, in order to set up a bike sharing scheme fitting the specific needs of the city. The main measures implemented were: •

collection and analysis of traffic data to assess the potential demand;

•

development of a pilot scheme with a fleet of 50 bicycles;

•

design and administration of a communication and promotion campaign to stimulate a positive behaviour and change attitudes toward cycling.

•

increasing the number of bicycles composing the pilot fleet in order to sustain the promotion campaign and to involve more local investors;

•

identification of citizens’ needs through questionnaires at different public events;

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analysis of the results of the pilot and the questionnaires in order to develop a bike sharing scheme fitting the needs of Ploiesti.

Results

The bike sharing pilot has been launched on 22 September 2007 during the “Mobility Week”. It operated 1002 bicycles offered to the pupils, students, teachers, local police and employees of PMP. It was a promoting initiative, so citizens, for a period of six months, could make use of the service free of charge. 2.1.5

Rome

Description

In the city of Rome feasibility study was carried out, within SpiCycles, to set up a bike sharing system and a survey to estimate the potential demand for the new bike sharing system. The test zone was the Traffic Limited Zone (which is the central area of the city with traffic restrictions), in which the interested areas and the extent of the system (e.g. the number of bikes, stations, etc.) were defined. In particular, existing commercial models of bike sharing were analysed with a view to selecting the most suitable for the city of Rome. The most innovative aspect of the system was the possible inclusion of cycling into public transport (underground, bus stations etc.) by introducing systematic shifts with the relevant upgrading of infrastructures and optimisation of links. In June 2008 the testing of the system in real life conditions has started for a time period of six months. The system operates 200 bicycles and 19 stations for a total of 271 racks. At the end of the testing the Municipality of Rome will call for tenders to extend the bike sharing to the entire city. Results

The bike sharing pilot is currently being tested in real life conditions. After four months since its launch over an area of 4 km2, 2.000 people have subscribed to the service, 34.000 movements has been registered, as well as more than 6.000 enquiries to the dedicated contact centre. Different categories of users have been using the system (mainly employees, self-employed, and students), of ages mainly ranging from 30 to 50 years (62% of the users were men). 2.2

Communication and Awareness Raising (WP 4)

The overall objective of this action was to raise peoples´ awareness and induce a change in their travel behaviour by encouraging the use of cycling, as well as raising 2

Ploiesti launched the bike sharing pilot scheme on 22 September 2007 during the “Mobility Week, with 50 bicycles and then on 5th June 2008 – Environment Day Ploiesti offered to citizens another 50 by signing a partnership with Unilever Company.

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Deliverable 7.4

the status of cycling. The cities have from this overall purpose 2.2.1

Barcelona

Description

The objective of this action in the city of Barcelona was to induce a gradual increase in bicycle use by raising general awareness through communication measures: •

a school programme for promotion of safe cycling to schools involving ten schools and one university;

•

an annual event called “the Bike Week”) involving a range of promotional activities (traffic-free tours, repair workshops, etc.) organised by local representative organisations with the support of the Municipality.

Results

The two communication measures have been realised satisfactorily. 2.2.2

Berlin

Description

One of the main barriers against an increase of bicycle traffic in Berlin is the aggressive and risky behaviour of cyclists and car drivers. As a consequence the objectives of this action was to increase both groups awareness about each other's rights and responsibilities and enhance a climate of respect and responsibility on the street. Organisation of the European Mobility Week in Berlin (September 2007), in which medias, politicians, teachers, traffic police and interest groups were involved, and six events took place to illustrate several aspects concerning cycling safety (such as infrastructure planning and improvement, mobility learning for pupils, secure ways to school etc.). Results

The target to develop a communication strategy (made of the following three elements: concept of a motivation and image campaign, budget options/sponsoring, operating schedule) was fully reached. A plan of activities including pre-activities, traditional promotion, public relations and actions has been presented and will be implemented as soon as sponsors have been recruited.

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Deliverable 7.4

Bucharest

Description

The objective of this action in Bucharest was to improve the information level on cycling and increase awareness. RATB developed an information and marketing campaign based on a study, which identified the bicycle conditions in Bucharest in terms of information, communication, and awareness. The bike usage study consisted of the following major tasks: •

a qualitative survey on citizens’ opinion (not only bikers, but all traffic participants, any potential biker) regarding the current status of the specific infrastructure;

•

to outline a profile of the current bike user;

•

to identify the barriers and the incentives of bike usage in Bucharest.

The communication campaign included: •

an awareness campaign in order to stress the advantages of bike usage (from health, energy consumption, money saving and environment point of view), which was developed among local actors, as they could play an important role in influencing the decision makers;

•

an on-street communication campaign to distribute promotional and informative materials.

Results

The communication campaign was deployed in good conditions. The target groups accepted the promotional materials without any adverse reactions regarding the message promoted within the campaign. However, the overall objective of the action was accomplished, considering the increased number of cyclists. 2.2.4

Göteborg

Description

The main purpose of communication activities in Göteborg was to increase safety of cycling. Göteborg wanted to improve the cycle situation for the already dedicated cyclists as well as trying to change the travel behaviour of non-cyclists. The aim was also to point out the advantages of using different mode of transport at different situations. In order to achieve the objectives, a sustainable communication strategy, arranging

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Deliverable 7.4

cycle campaigns and marketing cycling was carried out. The main measures implemented were: • test-bikers for a new cycle lighting, which was the largest marketing event during the autumn of 2006 (it finished in October 2007), and involved 1000 participants who cycled 1-2 times a week for one year with this new bicycle lighting (this special bicycle lighting is not yet legally accepted in Sweden so the aim of the project was to investigate if the lighting might increase the visibility of the cyclists and thereby reduce the cycle accidents. When the lighting is fixed assembled it is not especially liable to be stolen and no batteries are needed. The cyclists were also welcomed to inform the city about the cycle situation and the conditions of the cycle routes and they were also invited to the lighting-projects information meetings); • a new updated pocket size bicycle map was prepared and 60000 copies were printed (it contains the entire town district on one side and a more detailed map of the city centre on the other side); • a bicycle facts folder, which contains information about bicycle rules, fines, where it is possible to find more information about cycling, and so on, was prepared and 10000 were printed; • a bicycle week, which organised a number of activities (among which information from the municipality, bicycle organisations, suppliers of bicycle equipment, bicycle repairing services) for employers in the municipality in order to raise the status of cycling, increase the knowledge and visibility of cycling; • cycling training for immigrated women (several immigrant women can not cycle. To increase their knowledge about traffic safety and freedom of movement courses were arranged to educate at least 10 bicycle instructors per year. Every bicycle-instructor led a course for about 10 women. During 2006 about 120 women took part in a bicycle course and about 60 women learnt to ride a bike). Results

The new cycle lighting was a success. Many people signed up for the project. From the beginning of June 2008 twinkling backlight is legally accepted in Sweden. The cycle map was a success, but it will be even better in the future, while the bicycle facts folder turned out to be a failure (only 5000 out of 10 000 folders have been delivered). The cycle training for immigrant women project was not continued, and the city preferred to focus on developing a concept material to be used in bicycle courses for people within a wide range of target groups. The city of Göteborg will prepare a concept for biking education, which will support participants who would like to arrange biking classes for different target groups. In that way the knowledge and experience achieved by city staff will go on to new bikers and the quality of the education will remain on a high level.

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Deliverable 7.4

Cooperation within the traffic department at the city of Göteborg is getting better and better, making it easier to coordinate and strengthen the message to the public. The city currently implements a lot of good initiatives, but unfortunately the public is not aware of all them. 2.2.5

Ploiesti

Description

The main objectives were to raise awareness, create interest and encourage contributions, spread the results of the project widely to the different target groups and key actors with a view to increase awareness of society at all levels (from decision makers to citizens) on issues concerning “bike using and sharing”. Ploiesti communicated news and results from the project to its networks (Ploiesti is a member of AMR and FALR municipality associations) and presented the work done within SpiCycles to national conferences or any related working groups. The city of Ploiesti activities of this action mainly focused on: •

changing the poor image of cyclists in relation to car driver status;

•

promoting the use of the bicycle not only for leisure, but also for commuting;

•

the contribution of cycling to personal and social health;

•

integration of mobility information systems;

•

setting up of a cycling reference group;

•

involvement of NGOs in the communication strategy.

•

prevention of theft and vandalism;

•

involving local authorities in the communication strategy (local police, schools, university, environmental institutions);

•

analysing the impact of each communication campaign’s step;

•

the active character of the communication campaign.

Results

The measures implemented in Ploiesti have raised the awareness of the citizens about the importance of the cycling in their life with reference to the impact on the environment and their health.

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Contract no. EIE/05/059/SI2.421631 SPICYCLES 2.2.6

Deliverable 7.4

Rome

Description

The main objectives of this action in the city of Rome were: •

setting up a common working group between ATAC and Municipality;

•

setting up procedures for data exchange between the two different offices;

•

implementation and presentation of the municipal cycling map;

•

realisation of a data model to describe and realise the cycling network layer;

•

implementation and experimentation of the prototype for the Journey Planner using the cycling network, based on the consolidated ATAC Infopoint.

Results

In Rome very positive results were obtained, especially for what concerns the institutional cooperation between the Municipality technical offices. The city of Rome and the SpiCycles working group were satisfied with the results and the outputs obtained, because all initial targets were achieved and surpassed. 2.3

Planning for Cycling (WP 5)

This activity consisted in the definition of infrastructure requirements to support an adequate, efficient, and sustainable development of cycling in the participating cities. By infrastructure, it was intended the range of physical components supporting cycling services, such as cycle lanes, signals, parking racks and lanes, communication technology, etc. This activity was essential to all operational cycling policy, because, on the one hand, it identified and quantified the need for additional or improved infrastructures, on the other hand he set in motion interventions to promote and facilitate cycling activities. These actions represented the key reference for an adequate planning of cycling strategies in each city. However, the activities and how they were carried out in each city differed according to their specific needs and background. 2.3.1

Barcelona

Description

During the SpiCycles project, the city of Barcelona fully implemented the cycle monitoring programmes for 2006 and 2007, and compared this monitoring activity with those realised in the other SpiCycles cities. It also proposed to use the new information coming from the monitoring programme (e.g. routes that carry most traffic, usage levels by different districts in terms of statistics concerning population

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Deliverable 7.4

and quality of route provision) for assessing and reviewing – for the first time – the infrastructure planning (lanes & parking places). Results

Some 7.000 new parking places were implemented in 2007, leading to a total city offer of 14,646 spaces in total. This more than triples the level at the start of the SpiCycles project. A further 10,000 spaces are now planned for 2009 onwards. Some 28 km of new cycle lanes have been implemented in 2007/8. The total network has evolved from 127 km to a total of 155 km. The implementation of the public bike service “Bicing” has stimulated an increase in network offer during the last years of SpiCycles. The first count sites were presented to SpiCycles delegates in June 2006. By the end of the year, counts registered at 16 permanent sites were processed. The total volume of average daily cycle traffic was recorded as being: 27.111 units in 2006, and 36.917 in 2007. The intelligence of the monitoring system was used to produce a cycle traffic map. This helps planners to identify the sections carrying heaviest traffic, and needs for new connecting links. 2.3.2

Berlin

Description

The city of Berlin explored the framework conditions for the planning of a Second Level Bicycle Route Network (SLBRN) for one of its boroughs. It also assessed parking needs for bicycle. The outcome of the Workpackage in Berlin are guidelines for a SLBRN and parking facilities ready for the implementation and widely accepted by retailers, housing societies, private companies and of course inhabitants in the respective area. The implementation (i.e. the actual building and creation) will take place after the end of the project, when the necessary finances will have been acquired. Finally, DB Rent planned to develop a concept to integrate bike rental systems into PT in Berlin. Results

A second level bicycle lane network has been elaborated for the Borough Pankow. The network was presented to the local level parliament (Bezirksverordnetenversammlung) in September 2007. A final local workshop on Planning for Cycling - Second level bicycle route network and bicycle parking was carried in April 2008: more than 50 participants from Senate and Borough administrations, consultants and bicycle organisations took part in it. Guidelines on the “Second Bicycle Route Planning” and on “Bicycle Parking in

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Deliverable 7.4

Berlin” were released and distributed in April 2008 – more than 250 copies were distributed. In addition guidelines are available for download at www.spicycles.de. An English summary of the guidelines was produced in May 2008 and is available at www.spicycles.de. The activities for integrating cycling into PT has not yet successfully completed, although the concept was elaborated and promoted several times to PT-operators. Due to threatening strike in PT of Berlin, DB Rent and a local PT operator prepared a small concept as a strike alternative including Vouchers for bike sharing. In the nick of time the strike was cancelled, so the concept was immediately obsolete. DB Rent and S-Bahn Berlin prepared a special price offer for subscribers of S-Bahn, a reduced fixed payment tariff. Generally the interested of PT-operators has been increased permanently. Further coordination meetings with local Transport companies took place and are planned 2.3.3

Bucharest

Description

In the city of Bucharest, RATB performed, during the SpiCycles project, an assessment of infrastructures according to bikers’ requirements. It also studied the possibility to adapt PT vehicles to make them suitable for transporting bicycles, because it can contribute to raise the modal split of public and bicycle transportation. Results

The results are: •

the Technical Study for the development of cycling infrastructure, which contains the following issues: o bike developing based on the users’ needs (scope for biking, cyclists experience, general requirements, average distance for cycling, safety and security, intermodality); o planning for designing bicycle network development; o designing the bicycle facilities (dedicated lines, geometrical elements, intersection, parking lots, maintenance for facilities); o safety and security (accidents type, avoiding accidents, awareness programs); o traffic calming methods within the residential area.

•

the Study for the integration of cycling into public transport, tackling with the following issues: o benefits for using both bicycle and public transport;

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Deliverable 7.4

o integration between biking and public transport; o facilities for bicycle at the interchange points and some methods for carrying bicycle on-board of the vehicles; o bicycle as a public transport mode. 2.3.4

Göteborg

Description

Within SpiCycles, an objective of the city of Göteborg were to further improved the quality of the existing bicycle “highways” (highly frequented cycle lanes), by providing them with services and facilities (e.g. air-filling stations, service-stations and information) in order to improve the attractiveness for cyclists. An assessment of the existing cycle network supply in close cooperation with traffic planners, and the identification of possible room for improvement was another objective. Finally, another objective was to investigate possibilities to establish a modern cycle centre located at the central station. Results

The actions within SpiCycles on bicycle highways include initial studies and conceptualisation of bicycle highways. This process was intended to feed into more detailed feasibility studies and will result in the construction of the lanes. During the year 2008, drawings were finalized for those sections of the planned bicycle highway, which requires major construction measures. The process of detailed drawings is also initiated for a part of one path, which Göteborg intends to build this year. Finally tenders were made and construction is currently in progress. There is very high expectation from the political side to see the effects of bicycle highway on cycling. The expectations are connected to the zeal of being of the first cities in Sweden with such concept and thus to be an example to others in the field of cycling. At the existing travel centre, located at the central station, buses (regional and local), trains, and car parking are available, but there is no focus on cycling today. The plan was to establish a modern cycle centre at the central station. The cycle centre should be manned and thus offer the possibility to safely lock bicycles during night time as well as daytime. The centre should also provide a variety of services for the inhabitants and the tourists such as possibilities to rent bikes, repairs, air stations, and cycle information. It is important that the cycle centre takes into account the demands of the cyclists. Therefore, a market survey has been conducted among commuters to and from the travel centre to gather information about what services to provide. A pre-study about the possible cycle centre has been carried out and presented in September 2006. The aim was to map the prerequisites and requirements for the cycle centre. The next step has been to develop a business case where the financial aspects have been proposed together with concrete location, scale, which services to provide etc

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Deliverable 7.4

for the cycle centre. A workshop was organised during spring 2007 with 8 experts from different companies to discuss the future cycle centre. During the later part of 2007 the business case has been further developed and possible clients have been identified. In April 2008, the plan is to meet with these and present the business case in order to “sell” the project. 2.3.5

Ploiesti

Description

In the city of Ploiesti, a research study was carried out in order to find the opportunities for expanding the cycling routes to other areas, in order to create a real network. A special attention was paid to the cycling facilities in the central area (subject to an access control policy) and other areas in which cyclists can be given higher priority. More in details the activities carried out were: •

defining the vision for an intermodal urban transport system according to the future Ploiesti General Urban Plan that will be elaborated the next year;

•

transferring the adequate know-how from other partners of SpiCycles to Ploiesti;

•

identifying the barriers and the principal actors associated with cycling from different points of view (Local Police, Public Services Local Company, Public and Private Domains Administration Company, principal investors, high-schools and university representatives);

•

identifying the most used routes of public transport by the citizens in order to adopt the cycling on the same routes if it is possible;

•

identifying the citizens expectations, related to the travel modes and the possibility to increase the cycling use by some of the previous users of the public transport;

•

identifying the areas in which cyclists can be given higher priority;

•

identifying the minimum conditions to be taken for citizens so that cycling becomes a viable transport option;

•

defining the measures in order to integrate the cycling as a daily means of transport;

•

identifying other types of services or accessories that could be offered in the same time with bike-sharing;

•

establishing the streets and the locations for the bicycle parking;

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•

creating of the cycling facilities in the central area through the control access measures (through CIVITAS SUCCESS project);

•

involving stakeholders, users, companies, officials;

•

meetings with local investors (Reiffeisen Bank, Petrom, Unilever, Timisoreana) in order to set up a Public Private Partnership.

•

collecting the operators’ and citizens’ questionnaires in order to analyse their

•

opinion regarding bike-sharing service opportunity.

2.3.6

Rome

Description

During the SpiCycles project, the city of Rome designed and developed the full range of technical and administrative activities required by the elaboration, submission, approval and adoption of the Municipal Cycling Action Plan. It also carried out an elaboration of a study for the improvement and equipment of cycling paths leading to public transport exchange nodes. Finally, it coordinated and supervised the detailed traffic planning for what concerns cycling. 2.4

Building Local Partnerships (WP 6)

The overall objective of this action was to ensure that key activities to promote cycling were agreed between local actors and stakeholders according to the authorities’ original proposals and, where possible, demonstrated that the consensus process contributed to an improvement of the original proposal. Local partnerships are often a critical factor when introducing new proposals to improve cycling conditions. There is a need to find consensus to resolve issues such as end-users’ interests regarding the reallocation of street space, to involve key actors and to coordinate the actions of different municipal departments. 2.4.1

Barcelona

Description

The city of Barcelona required stakeholder agreements for a number of activities of the Municipal Programmed Actions, like cycle anti-theft systems, the expansion of the cycle route network and parking facilities (particularly with a view to resolving cyclist/pedestrian conflicts and promoting metro/cycle travel), collaborative agreements for marketing /raising awareness. A collaboration between the Mobility, Urban Planning and Environment/Maintenance departments and other organisations including user groups had already and successfully been achieved for the establishment of the strategic cycling route network (through the creation of the

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Barcelona Mobility Pact, the overall forum for consultation and representation, and the Civic Commission for the Bicycle), and during the SpiCycles project, this collaborative framework was renewed and adapted with a view to implementing the key actions of the new mandate. 2.4.2

Berlin

Description

SenStadt convened a FahrRat (Cycling Council), which is composed of officials from various city government units concerned with biking, environmental and transportation interest groups, metropolitan transit companies, external experts, a representative of the bicycle trade and the Senate cycling coordinator. Aspects ranging from road and bicycle path construction and bike conveyance in public transport systems to mobility education and public relations as well as encompassing traffic safety assurance, were discussed with the Senate Department of Urban Development (SenStadt). The Cycling council regularly met once a year for a whole day. At the annual meetings in 2006, 2007 and 2008 the objectives, the progress made and the outcome of the SpiCycles Project was presented. The activities implemented were: •

to inform the Cycling Council about SpiCycles activities;

•

to inform the Cycling Council about progress of SpiCycles activities;

•

to inform the Cycling Council about results of SpiCycles activities;

•

to inform the local borough parliament on the planning scheme;

•

bicycle tour with the Senator Mrs. Junge-Reyer and Members of the transport committee of the Berlin Parliament on the occasion of European Mobility Week.

Results

All activities were successfully carried out. 2.4.3

Bucharest

Description

The City of Bucharest is very much interested in developing those strategies with high positive impact on the quality of the city inhabitants. The Municipality can act as a link between all main stakeholders interested in encouraging citizens to use the bicycle for their trips. The City’s representatives together with those from transport operators, bicycles clubs, and other interested actors created a platform for discussion on this topic.

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Deliverable 7.4

Göteborg

Description

During the SpiCycles project, the city of Göteborg involved stakeholders with different perspectives on cycling in elaborating a new cycling strategy. The new strategy aimed at reaching an internal consensus on how to work with cycling. The group identified the main different types of actions for encouraging the use of bicycle such as planning for cycling, maintenance and infrastructure. Local partnerships and stakeholder collaboration with external stakeholders (e.g. construction companies, local municipal development companies, City Planning Authority, cycle rental companies, etc.) were also developed when carrying out the other local actions of SpiCycles (see previous paragraphs) in order to improve the communication and marketing of the advantages of cycling for both individuals and society. 2.4.5

Ploiesti

Description

Building Local Partnership was a key action in the city of Ploiesti, because bicycle is not a traditional means of transport and it is necessary to reach a consensus between stakeholders in order to encourage its use. Moreover, differently from Western Europe cities, in Romanian cities, there is a dramatic increase in car ownership, although public transport modal split is still above 50%. As a consequence, it is important to avoid mistakes made in the past by Western Europe cities and establish from the beginning an intermodal vision of urban transport with cycling as an important component. 2.4.6

Rome

Description

Developing a cycling programme in Rome and making bicycles a credible alternative to individual motorised vehicles requires a strong political commitment as well as the willingness and capability of coordinating the several actors involved in governing and managing the territory and its complex transport system. In order to facilitate the participation of all those directly and indirectly involved in this action since the very beginning, the Municipality established a technical round-table on intermodality between bicycle and public transport. This platform of discussion included local institutional authorities (Municipality of Rome, County of Rome, Lazio Region), infrastructure managers (Ferrovie dello Stato, RFI S.p.A., Atac S.p.A.), public transport undertakings (Trenitalia, Metro S.p.A., Trambus S.p.A.) as well as the coordination of cyclists’ associations (Roma Ciclabile).

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3 Common evaluation analysis

The first three paragraphs of this section illustrate the information and data collected by the participating cities according to the three main components of the process evaluation (background indicators, process evaluation, and impact evaluation), while the last paragraph contains considerations about the possibility of transferring the actions implemented in SpiCycles in other European cities. In the paragraphs dedicated to CIVITAS I High Level Objectives, barriers and drivers, and transferability analysis, the approach defined in the EU project METEOR has been considered for carrying out the analysis. The extent and the significance of the analyses carried out by the Evaluation Working Group naturally depend on the information and data actually collected and made available by each city. 3.1

Background indicators

The background indicators give information on the local framework conditions in which the measures have been implemented. The general indicators (Table 3-2) show that the participating cities considerably differ in the extension of the surface of the urban area/agglomeration and the number of inhabitants. Ploiesti and Göteborg have the smallest extensions (respectively 58 km² and 192 km²) and Berlin and Rome the largest (respectively 892 km² and 345 km²). These two indicators permit to calculate the population density, which is highly correlated to trip distances and transport modes. In general, where population densities are low the need for a car is usually greater than in high population density urban areas, because people usually travel greater distances to get to work, or school, etc., and mainly because PT stops have a half-empty catchment area. Nonetheless, data collected for the modal split of the total number of trips made in the city (Table 3-3) show that Rome does not comply with this general rule because, although the density is high, the modal share of car is greater than that of PT and walking. The reasons for this anomaly can be ascribed to different factors (land use, efficiency and effectiveness of public transport systems, wealth, culture, social issues, etc.), which should be taken into account in order to successfully implement actions for encouraging the use of environmental-friendly means of transport. Data on modal split also show that the use of bicycle is appreciable in Berlin and Göteborg (respectively 10% and 9%), which, on the other hand, have more cycling infrastructures and services.

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Contract no. EIE/05/059/SI2.421631 SPICYCLES Table 3-2

Deliverable 7.4

Background indicators: comparison of general indicators

Indicator

Barcelona

Berlin

Bucharest

Göteborg

Ploiesti

Rome

Surface area of the city (km²)

101

892

238

192

58

345

Surface area of the urban area/agglomeration (km²)

3.241

5.332

1.821

450

92

1.285

1.629.537

3.395.500

1.929.615

490.000

231.620

2.810.000

Population density (city)

16.134

3.807

8.108

2.552

3.963

8.145

Population density (urban area)

503

641

1.060

1.089

2.515

2.187

Number of inhabitants of the city

The total number of trips per day and per person is similar for the cities in spite of their different population densities except for Rome and Ploiesti, which have the lowest values (respectively 2,2 and 2,1). Table 3-3

Background indicators: the modal split3

Mode of transport

Barcelona

Berlin

Bucharest

Göteborg

Ploiesti

Rome

Car

10,7%

38,0%

28,0%

50,0%

20,0%

55,8%

Public transport

31,3%

27,0%

52,0%

26,0%

26,0%

18,1%

Walking

49,1%

25,0%

15,0%

15,0%

38,0%

25,7%

Cycling

0,6%

10,0%

9,0%

1,0%

0,4%

Other modes

8,3%

-

-

15,0%

-

3