1. Introduction into a wider scope of action The CMB holistic approach Prof. Dr.-Ing. Gerd-Axel Ahrens Central MeetBike Expert Seminar Pardubice, 22./23.02.2012

2. Content 1.History and house of CMB 2.The wider scope of action 3.CMB: Strategy and measures (action) 4.Example Germany: Effects of sustainable strategies and measures 5.Conclusion and questions from Czech and Slovak cities

3. History and the house of CMB

4. Spatial levels of CMB Central Europe level

5. Spatial levels of CMB National level Poland Czech Republic Slovakia

6. Central Europe level National level Poland Czech Republic Slovakia Poland Czech Republic Slovakia Regional level Spatial levels of CMB

7. Central Europe level National level Regional level Poland Czech Republic Slovakia Local level Spatial levels of CMB

8. The wider scope: Aspects of integration in planning Integrated transport planning Sectoral integration: Transport planning Spatial planning Environmental planning Social planning Economic planning Modal integration: All Transport modes Integration of time: Planning as a continuous process also including maintenance Horizontal integration: Neighbouring administrative units Vertical integration: Superior and secondary levels of planning Participation of all persons concerned: Considering the needs of all persons concerned Integral consideration of mobility: Integration of all trip purposes and causal relations of trips Holistic action plans: Integration of different types of measures and not only focus on infrastructure According Beckmann (1999): Integrierte Verkehrsentwicklungsplanung – Potenziale zur Verbesserung der Wirksamkeit verkehrsplanerischer Maßnahmen

9. Range of integrated measures of mobility planning

10. CMB: Strategy and action level Level of strategies Multimodal sustainable mobility master plan Objectives for integrated bicycle plan Target groups Cycling plans etc. 1 2.Level of measures and implementation Hard measures Soft measures Management and Finance 2

11. Balance of strategies and measures Joint Strategies Proposal for a common structure of all documents National level 1.Request of multimodal, sustainable mobility master plan 2.Definition of continuous cycling network (without gaps) 3.Implementation of infrastructure quality standards 4.Soft measures to increase a stronger use of bicycle infrastructure 5.Further measures to complete cycling to an integrated system of the transport scheme Local level strategies measures

12. Structure of CMB-strategies Level of strategies 2.Level of measures and implementation Hard measures Soft measures Management and Finance 1 2 (1)Standards, policies, and strategies (2)Division of labour and responsibilities (3)Legal situation (4)Cycling facilities and networks (5)Public relations (6)Road safety (7)Research, pilot projects and education (8)Quality management (9)Financing (10)Tourism and leisure cycling

13. Measures/good practises from local CMB-strategies (1) (1)Standards, policies, and strategies Administrative directives on implementation of cycling guidelines (ERA 2011) (2)Division of labour and responsibilities Cycling officer Cooperation in the metropolitan region Hannover, Braunschweig, Göttingen, Wolfsburg (3)Legal situation (4)Cycling facilities and networks Cycle transport network in Leipzig and Pardubice Cycle lane and advisory cycle lane Fahrradstraße (bicycle street) Project 1000 new cycle racks for the centre of Dresden Service station “Umsteiger” in Kiel Public air pump and tube automat in DresdenPublic relations Level of strategies 2.Level of measures and implementation Hard measures Soft measures Management and Finance 1 2

14. Measures/good practises from local CMB-strategies (2) (5)Public relations Press conference in Prague (19th May 2011) Facebook page of the RadlHauptstadt Munich Roll-up banners, posters, cycling map Bicycle fair in Dresden (SZ-Fahrradfest), cycling competition of municipalities “Bike to work” in Pardubice and Prague (6)Road safety Safety audit Safety joker in Munich (7)Research, pilot projects, and education Bicycle academy (Fahrradakademie) (8)Quality management Cycle counter Mobility behaviour surveys in Germany Level of strategies 2.Level of measures and implementation Hard measures Soft measures Management and Finance 1 2

15. Measures/good practises from local CMB-strategies (3) (9)Financing Low-cost measures Dedicated cycling budget Cooperation between urban and health department in Dresden Participation at Central MeetBike Minimum parking requirements in Gdansk (10)Tourism and leisure cycling Bicycle hire scheme in Leipzig Thematic cycle tours in Kiel Level of strategies 2.Level of measures and implementation Hard measures Soft measures Management and Finance 1 2

16. Cycling as a system An important element of the broad integrated and multimodal mobility system Example: Potential of bicycling to reduce CO2-emissions of the transport sector Also note: 10 % less car traffic due to a shift to bicycling means less traffic volumes comparable to vacations with significantly less congestion an parking pressure

17. TUD-model ProFaiR Emissions Environmental reduction potential Trips and kilometres by mode Population groups (Age, job, car available) Type of communities (size, topography) Activities and distances Mode choice Technical development of carfleet Emission factors

18. Case studies with ProFaiR 1.Green fleet – Effects of technically improved car fleet by 2020 2.a25 % of car trips shorter than 5 km will be replaced by bicycles b50 % of car trips shorter than 5 km will be replaced by bicycles 3.Car use instead of possession aconservative boptimistic Modal Split (based on trips) in Germany 2008 CarPublic transportBicycleWalking Today/Green fleet (2020)54 %13 %11 %23 % 2 a49 %13 %16 %23 % 2 b43 %13 %21 %23 % 3 a45 %17 %13 %26 % 3 b36 %20 %15 %29 %

19. Case studies with ProFaiR 1.Green fleet – Effects of technically improved car fleet by 2020 2.a25 % of car trips shorter than 5 km will be replaced by bicycles b50 % of car trips shorter than 5 km will be replaced by bicycles 3.Car use instead of possession aconservative boptimistic Modal Split (based distances) in Germany 2008 CarPublic transportBicycleWalking Today/Green fleet (2020)73%21 %3 %2 % 2 a72%21 %4 %2 % 2 b71 %21 %5 %2 % 3 a64 %29 %4 %3 % 3 b55 %37 %5 %3 %

20. Reduction of kilometres by cars in % (passenger traffic on a workday in Germany) Source: TUD (ProFair 2012)

21. Reduction of CO 2 -emissions in % (passenger traffic on a work day in Germany) Source: TUD (ProFair 2012)

22. The mobility coalition for more sustainable urban mobility Individualised Public Mobility Coalition Public Transport  trains and buses  Public bicycles and pedelecs  Public (electric) cars  Taxis  Alternative services  Car sharing  Car pooling One accounting system  Walking  Cycling Individual private car use Maximize Minimize

23. Questions from Czech and Slovak cities Are cycle lanes in narrow streets necessary or are no lanes better? Bicycle facilities are important and necessary at main streets (arterials). With not enough space one should try to supply some – also below standard – facilities especially for children and weak cyclists. The use of sub-standard facilities is not compulsory in Germany. Fast and self confident cyclists can use the road in these cases. Most streets in a city network (about 80 %) are residential side streets. These streets surrounded by arterials should belong to traffic quietened zones (speed 30 km/h) with no signs and bicycle facilities (self explaining side streets with no traffic engineering features like zebra strips, traffic lights, marked lanes, which means: drive slowly and attention at each intersection. The entrance to these zones should be designed for lower speeds through narrow curves, speed plateaus, etc.)

24. Questions from Czech and Slovak cities What is legislation in Germany regarding the property relations and administrative relations of roads and bicycle facilities? In Germany roads and streets belong to the federal level (administrated by the states), to the states, districts and communities. They shape a hierarchy of streets and are dedicated legally to particular public uses (only cars, all modes, only pedestrians, etc.). This is called „Widmung“ of the streets. The „Widmung“ can only be changed in a formal public process. According to technical guidelines bicycle facilities are recommended for mayor streets (main streets) with higher car volumes. The decision on the standard of the facility depends on consideration of all necessary aspects of the individual case. Not using standards of legal codes or guidelines requires extra strong arguments.

25. Questions from Czech and Slovak cities Is there always a team of independent experts involved in preparing technical decision on different planning levels? The technical administration prepares decisions of the political decision makers and must also ensure, that political decisions are legal and so well balanced, that in court cases the risk of losing the case is low or zero for the cities. Higher level authorities have a so called legal control over cities. However, within a legal framework goals and measures are decided in our democracy by the elected decision makers, also very often different than expert‘s recommendations. It is the task of the administration to continuously inform the decision makers on legal and technical requirements. Better communication and cooperation between administration and decision makers leads to a higher degree of technical and integrated input and decisions.

26. Questions from Czech and Slovak cities Is the use of infrastructure for cyclists compulsory or is it just optional? In Germany that depends on the signs. If there are blue bicycle signs posted, the use of the facility is compulsory. However, authorities are only allowed to put up the sign for compulsory use, if the minimum technical standards of the facilities are met or for very particular safety reasons. If not, bicyclists can use the road. Note: On side streets with 30 km/h max. speed we do not build extra facilities for cyclists. The road space is shared. However, particular velo-routes can be posted as „bicycle streets“.

27. Thank you for your attention Prof. Dr.-Ing. Gerd-Axel Ahrens + 49 351 463-32975 gerd-axel.ahrens@tu-dresden.de www.tu-dresden.de