National Cycling Plan 2002-2012: Ride your bike ... - Difu.de

Federal Ministryof Transport, Buildingand HousingNational Cycling Plan 2002-2012Ride your bike!Measures to Promote Cycling in Germany1A Federal Government Report

ImprintPublished by:Federal Ministry of Transport,Building and HousingInvalidenstrasse 4410115 BerlinProduction:MEDIA CONSULTA Deutschland GmbH,Berlin/ColognePhotographs:ADFC (Wilhelm Hörmann, Karsten Klama,Wolfgang Richter, Norbert Hein); dpa; Plan & Rat;Planerbüro Südstadt; PlanungsgemeinschaftVerkehr (PGV)Maps:EuroVelo: Philip Insall, Sustrans;D-Network: Th. FroitzheimApril 2002Further information is available on the Internetat www.bmvbw.deor from the Citizens' Service:Tel.: 01888/3003060Fax: 01888/3001942This brochure forms part of the publicinformation effort of the Federal Ministry ofTransport, Building and Housing. It is free ofcharge, not intended for sale, and should not beused for electoral campaigning.2

ContentsForeword 7Summary of key points 81. Defining objectives and setting guidelines 132. Cycling in Germany: analysis, benefits and prospects 142.1 Cycle promotion: a vital component of a sustainable, integrated transport policy 142.2 Improving the quality of life in towns and municipalities 162.3 Contributing to environmental protection 172.4 Promoting good health 182.5 The bicycle as an economic factor: Value creation, jobs and innovation 233. Using a cycle in everyday traffic: more pleasant, safe and comfortable 263.1 Initial position 263.2 Objectives 263.3. Remedial strategies 263.3.1 Cycling as a system 263.3.2 A quality management system 293.3.3 Strategies for different target groups 303.4 Measures 314. Cycle tourism: strengthening Germany's position 404.1 Initial position 404.2 Objectives 404.3 Remedial strategies 414.4 Measures 415. Linking transport systems: extending cycle use opportunities 485.1 Initial position 485.2 Objectives 495.3 Solutions and measures 496. Efficient coordination of cycle planning and promotion 546.1 Initial position 546.2 Objectives 546.3 Solutions and measures 547. Funding cycling facilities: doubling of the federal budget 587.1 Initial position 587.2 Objectives 587.3 Funding instruments 587.3.1 Cycle facilities in the federal construction remit 587.3.2 Cycle facilities in the remit of the states, towns and municipalities 598. Optimising the legal framework: simplifying and setting new priorities 638.1 Initial position 638.2 Objectives 638.3 Changes to road traffic regulations 638.3.1 Road traffic regulations (StVO) 638.3.2 Road traffic licensing regulations (StVZO) 659. Measures to increase safety 669.1 Initial position 669.2 Objectives 679.3 Remedial strategies and measures 709.3.1 Traffic behaviour 709.3.2 Safe vehicles 719.3.3 Safe highways 723

10. Combining research and project activities 7410.1 Initial position 7410.2 New research priorities 7511. Invitation to participate in a public dialogue 77Index of annexesNo. Annex Page1 List of good examples (a selection) 802 Index of partners 873 Bibliography 924 Index of abbreviations 955 Footnotes 98Index of diagramsNo. Diagram Page1 Effect of the assumed displacements on the modal split in Braunschweig 212 Bicycles 2001 by model 253 Cycling as a system 284 The D-network 435 EuroVelo routes 44Index of summariesNo. Summary Page1 What the Federal Government is trying to achieve 82 Main tasks of the Federal Government/states "Cycling" joint working group 2002 to 2012 113 Cycling and the potential for reducing CO 2 and air pollutants 194 Technical innovations 245 Catalogue of objectives for enjoyable, safe cycle usage in everyday traffic 276 Building blocks for "cycling as a system" 277 Quality plan for cycling 298 Improving the taxation framework 309 Catalogue of measures to improve cycle use in everyday traffic 3210 Cycle touring in Münsterland 4011 Catalogue of measures for cycle touring 4712 Catalogue of measures to link up transport systems 5113 Coordination between the Federal Government, states and local authorities 5714 Planning and building cycle paths on federal highways 6015 Assistance in line with the Local Authority Transport Infrastructure Financing Act (GVFG) 6016 Assistance for traffic infrastructure in North Rhine-Westphalia 6117 The North Sea Coast Cycle Route 6218 1997 legal amendments relating to cycling 6219 Changes required to road traffic regulations 6320 FGSV proposals for changing the StVO 6421 Anticipated changes to the StVZO 6522 Cycle accidents 6623 BMVBW road safety activities in the cycle sector 6724 Traffic education and training measures 6825 Safe highways 734

Index of tablesNo. Table Page1 Inhabitant-weighted average of the volume-related modal split bypurpose of journey and town size category 1998 152 Possible displacement potentials and the resulting CO 2 savingsand distances cycled annually 203 Range of reduction in kilometres driven and the resulting decrease in pollutants due to significantdisplacement from car to bike 214 Linkage of remedial strategies, measures/instruments and firstimplementation steps, taking the Federal Government level as an example 555 Good examples in the field of coordinating cycle promotion 566 Building cycle paths on federal highways within the Federal Government remit 597 BMVBW research projects 748 BASt research projects 759 UBA research projects 765

ForewordThe importance of the bicycle as a healthy,environmentally-sound and socially acceptableform of transport is often underestimated. TheNational Cycling Plan 2002 to 2012, therefore,aims to highlight cycling opportunities withinthe framework of an integrated transport policyand, in a concerted way, to exploit this potentialfor development in a transport system that isoriented towards sustainability.In presenting the National Cycling Plan, theFederal Government is emphasising its politicaland creative commitment to promoting cyclingas part of sustainable transport development. Thebroad support issuing from the Germanparliament, the federal states, local authorities'representative groups and expert groups givesreason to anticipate that, within the ten yeartime-frame, the measures, proposals and schemesdescribed in this document will significantlyimprove the basic conditions in favour of cycling.The task now is to have the details of this packagechecked, gradually implemented and furtherdeveloped, through close collaboration andcooperation with local authorities, organisations,business and the general public. One thing,however, is clear - that within the framework ofour federal system, the main responsibility forpromoting cycling lies with the federal states andthe local authorities.The promotion of cycling is tied up in thecomplicated interaction of business, finance,taxation, transport, land management, health,environment and tourism policies. Against thisbackdrop, there can be no simple formula topromote cycling. Rather, the Federal Governmentis starting with a bundle of measures, broadlyapplied, that will involve different policy areasand which can be debated in intensive dialoguewith the federal states and local authorities. Thisnew direction is being supported by improvedenvironmental awareness in our society, and achoice of transport system which is increasinglyinfluenced by this awareness. The FederalGovernment assumes that the mature citizen willadopt a responsible approach when makingchoices concerning their mobility.bicycle's potential was only being partly exploitedin terms of transport, environment, health andeconomic policy. Against this background, on18th April 2002 the German parliament passed aresolution calling on the Federal Government toback a "cycle-friendly Germany" and to documentit by presenting a National Cycling Plan.The Federal Government believes that thepromotion of cycling and the increased use ofcycles cannot be regulated or forced by the state.Cycling policy requires persistence andcontinuity. This involves sensitising the generalpublic in a suitable manner and, whetherappropriate, helping to make cycling morepopular by changing the general public’sbehaviour when selecting transport systems. So,alongside the commitment being made by theFederal Government, there needs to be activecooperation from all in order to enhance andimprove the basic conditions for cycling. Onlywhen the political, economic and social actorstruly adopt the slogan "Ride your bike!" will weachieve success. The National Cycling Plan isparticularly aimed at all members of the generalpublic. The Federal Government also wishes toencourage the many private organisations andcitizen’s action groups to work more closely withnational bodies and to find common solutions.With this National Cycling Plan the FederalGovernment wishes to initiate a broad socialdebate over new directions and implementationstrategies for the promotion of cycling, torecommend procedures and to contributegenerally to a cycle-friendly climate onGermany's roads and in our urban and rural areas.Federal Minister of Transport, Building andHousingIn its May 2000 report on measures to promotecycling (parliamentary report 14/3445) theFederal Government presented a comprehensivereview of the status of cycling in the FederalRepublic of Germany. This report formed thebasis for the parliamentary Transport, Buildingand Housing committee's public hearing on 24thJanuary 2001. Here the experts acknowledged theprogress that had been made in promotingcycling, but at the same time indicated that the7

Summary of key pointsDefining objectives and setting guidelines (Chapter 1)1. The objective of the National Cycling Plan is toinitiate new methods and implementationstrategies for the promotion of cycling inGermany for the period 2002 to 2012, supplyrecommendations for action and, in general, tomake a contribution towards creating a bicyclefriendlyenvironment. The National Cycling Planis aimed at all actors in politics, the economy andsociety but also to individual citizens as activeroad users. By presenting this plan, the FederalGovernment acknowledges its active role as acatalyst and moderator in the promotion ofcycling.2. The basic conditions for increased cycle usagewill only be significantly enhanced and optimisedif the measures to promote cycling are plannedand implemented as an integrated system. In thiscontext, transport policy-makers should giveequal consideration to cycling. This is a task to befulfilled jointly by the Federal Government, thefederal states and the local authorities with theparticipation of all social groups. The FederalGovernment is prepared to make its contributionto the promotion of cycling within the frameworkof its constitutional powers. However it isindisputable that it is the federal states and localauthorities that bear the main responsibility forpromoting cycling. This reflects our federalsystem and the principle of subsidiarity.3. The National Cycling Plan should help ensurethat cycling's potential is better exploited thanpreviously in Germany. Examples fromneighbouring European countries show that thisis possible. In the Netherlands, for example,cycling's share of all transport is around 27%throughout the country as a whole. So in the lightof this example we should be striving for asignificant increase in cycling in Germany overthe next ten years. By the end of 2012, the cyclemust, as a matter of course, be a component of asustainable, integrated transport policy and beadequately included in all plans for transport, andfor urban and regional development. In thisconnection, the Federal Government expectsthose responsible at the local and regional levelsto tie the promotion of cycling to specific and -wherever reasonable and possible - to measurableobjectives.The benefits of cycling (Chapter 2)4. Cycling offers a whole range of benefits: itprovides mobility irrespective of age and income,it is conducive to health, cost-effective,environmentally friendly, quiet and does notrequire much space. An attractive range ofcycling options contributes to improvingGermany's status as a tourist location, particularlyin structurally weak rural areas. Moreover,promoting cycling secures jobs in the cycleindustry, in the retail trade and in the numerouscycle-related service areas, and thus helps topromote small and medium-sized businesses.Summary 1: What the Federal Government is trying to achieveGeneral objectives: Increase the cycle traffic share in Germany by 2012. Promote cycling as part of a sustainable, integratedtransport policy. Promote modern, socially acceptable and environmentallyfriendly local mobility in line with the mission statement"city of short distances". Improve road safety.Specific measures: Doubling of the budget for building and maintaining cyclepaths on federal highways in the 2002 federal budget. Optimise the legal framework. Campaign for improved road safety and a better transportclimate, aimed at all road users (2001 road safetyprogramme). Coordinate strategies for implementing the NationalCycling Plan via the Federal Government/states "Cycling"joint working group. Monitor the implementation of the National Cycling Plan,and report on the progress of cycle promotion policy. Conduct research schemes (over € 1m.) and modelprojects. Review current domestic and international research intocycling in cities. Support the national "Best for bike" competition. Institutional promotion by the German Cyclists'Federation and road safety organisations. Establish an Internet platform open to the general public,to be known as the "National Cycling Plan Dialogue".8

Using a cycle in everyday traffic: more pleasant,safer and more comfortable (Chapter 3)5. Mobility is a key factor in urban areas. So themost important challenge facing an integratedtransport policy is to secure local mobility in away that is sensitive to resources and "townfriendly".Equal opportunities, acceptance andthe networking of all transport systems enablemobile, sustainable and living cities. In terms oflocal mobility, the bicycle offers the widest radiusof action and the greatest potential forconvincing people to replace the private car withother means of transport. Moreover, for shortdistances, it can be used almost universally for allkinds of transport purposes.6. The Federal Government is campaigning forthe federal states and local authorities torecognise cycling as a means of transport on a parwith motorised private transport and publictransport, and thus to integrate it into theirregional and local transport development plans.In this way, increasing cycling's share of themodal split can be tied in as a means of achievingmore general social and political objectives suchas climate protection and health care, and to thisextent also makes a significant contributionwithin the framework of the NationalSustainability Strategy.7. In urban areas in particular, the pattern ofhousing development has provendisadvantageous to cycling. In this context, localplanning law offers, in principle, the option ofhelping to create other types of urbandevelopment and regional planning. Compact,mixed-use, urban structures have been proven tooffer favourable conditions for cycle use.Therefore the Federal Government calls upontowns to translate the "city of short distances"vision into specific political action. The FederalGovernment has created the legal basis for thiswith the 1998 amendment to the RegionalPlanning Act.8. At the local level, objectives should be derivedfrom a thorough analysis of the status quo. Onthe basis of these objectives, sets of measures topromote cycling should be formulated andprioritised as a basis for action. This must includedeliberations on funding. Pilot projects show thata broad social consensus is absolutely vital ifcycling is to be promoted. So the local authoritiesshould involve all relevant social groups in theplanning process from the very beginning.9. The BYPAD ("Bicycle Policy Audit") qualitymanagement system is available to assist inefficient, cycling-related planning and decisionmakingat local level. BYPAD is the result of an EUresearch project. The Federal Ministry ofTransport, Building and Housing recommendsthat local and regional authorities introduceBYPAD.Cycle tourism: strengthening Germany's position(Chapter 4)10. Cycle tourism has become an important factorfor the attractiveness of Germany as a holidaydestination. The annual turnover from cycletourism is estimated at approx. € 5 bn.11. The Federal Government welcomes the factthat the federal states and tourism bodies haveagreed upon a cycle route network. This so-calledD-network consists of twelve national cycle routeswith an overall length of 10,200 kms. It covers theentire area of the Federal Republic, from the Alpsto the coasts, and from the Rhine route to theOder-Neisse cycle route. Approximately 95 % ofthe routes follow existing, regional cycle routesthat are already signposted and linked to eachother.12. Despite the progress made, many of theselong-distance cycle routes still lack attractiveinfrastructure along the way, services that are inline with the users' wishes, proper signs andappropriate marketing strategies. The FederalGovernment therefore urges the federal states todefine the D-network as part of their statenetwork of cycle routes and further improve itsquality. The pub, restaurant and hotel trade andthe other partners in the tourism industry areexpected to launch a quality initiative in favour ofcycle tourism.13. In order to improve the marketing of cycletourism, a national coordination body is required.Government expects the federal states, tourismassociations and the German Cyclists' Federationto take the decisions required to implement thisproject.9

Linking transport systems:extending cycle use opportunities (Chapter 5)14. Whether we talk about cycle paths,mandatory or advisory cycle lanes, roads reservedfor cycling, 30 km/h speed limit zones or anyother route suitable for cycling - the importantthing is that all cycle paths should together forma linked-up network.15. As important as cycle paths are cycle parkingfacilities, signs and, above all, cycle-relatedservices - standards that have long beencommonly accepted for the car. These servicesinclude, for instance, cycle storage facilities atinterchanges and stations, the option forpassengers to take cycles with them on publictransport (both local and long-distance), a fast,competent repair service including theopportunity to rent a cycle to replace the onebeing repaired, company cycles, cycle couriersand cycle taxis, cycle wash facilities andstraightforward cycle rentals All this can besupplemented by financial incentives for theretail trade to reimburse parking fees that have tobe paid for secure cycle facilities with security staffand, last but not least, by public relations workpromoting "cycling as a system". Full use can onlybe made of the mobility potential offered by thecycle if, on the one hand, infrastructure, theregulatory framework, services and usermotivation, and, on the other hand, informationfor the decision-makers (planners, builders, etc.)are considered to be equal parts of acomprehensive system. The motto is "cycling as asystem".16. Specific requirements need to be fulfilled withregard to the various target groups (people ontheir way to/from schools and universities, to/from their jobs, to/from the shops and thosecycling for recreational purposes): the range ofpromotional measures extends from mobilityeducation in schools via cycle stand regulations toa competition called "Cycle-friendly employer".17. With the introduction of commuter tax breaksthat are not linked to the means of transport used,the Federal Government has improved the basicconditions for environmentally-friendly cycling.In terms of tax relief, the new system creates thesame conditions of competition for all means oftransport.Efficient coordination of cycle planning andpromotion (Chapter 6)18. Effective cooperation among the variouslevels and different actors is the basicprecondition of an efficient system of cyclingpromotion within the context of the NationalCycling Plan. Integrating the various levels andaccommodating them in a future-oriented overallstrategy is one of the most important, but also oneof the most difficult, tasks. Here, the federal statesand local authorities have to accept particularresponsibility. The challenges involved incoordinating cycling plans efficiently within andamong the individual levels include, for instance,effective information transfer and moretransparency and efficiency in the financialpromotion of cycling.19. The Federal Government believes that theexperience gained in state-level campaigns likethe "Cycle-Friendly Cities" working group inNorth Rhine-Westphalia or the "BavarianNetwork for Cyclists", and in the formation of the"Cycle-Friendly City" interest group in Dessau(Saxony-Anhalt) and the "Cycling" working groupin Erfurt (Thuringia) should be publicised morevigorously, and that the possibility of using themin other federal states should be studied. In orderto simplify the decision-making process,responsibilities should, as in Rhineland-Palatinate, be pooled within state authorities orsubordinate authorities. Thus, local authoritieswill have a single, central contact point whenthey want to discuss issues relating to thepromotion of cycling. The appointment ofcycling officers in local administrations will alsohelp to pool resources. Such organisationalstructures help to reduce red tape considerablyand improve the efficiency of planning talks.20. The Federal Government, too, is prepared touse the opportunities it has for more efficientcontrol and coordination. For this reason, theFederal Ministry of Transport, Building andHousing has convened the "Cycling" jointworking group of the Federal Government andthe federal states which, with the involvement ofrelevant organisations and experts, aims topromote information exchange and seeks tofunction as a permanent engine for thepromotion of cycling. The tasks to be carried outby the joint working group are described inSummary 2.10

Measures to increase safety(Chapter 9)28. "A Programme for Improving Road Safety"published by the Federal Ministry of Transport,Building and Housing in February 2001 aims atraising public awareness, primarily in respect ofroad safety for cyclists and pedestrians. Theprogramme includes appeals to all road usersconcerning their behaviour and sense ofresponsibility. Moreover, the Federal Ministry ofTransport, Building and Housing is campaigningfor cyclists to wear helmets.29. The proper functioning of bicycles isindispensable for safe and accident-free cycling.The technical safety of cycles and cycle trailersshould always be in keeping with the state of theart. Moreover, safety requirements to be met byother means of transport, in particular by cars andlorries, must be improved and the correspondingprovisions must be adapted.30. Apart from the regulatory framework, a highquality infrastructure is another decisive factor forthe safety of cyclists. To this end, a number ofrecommendations and leaflets have been drawnup on behalf of the Federal Ministry of Transport,Building and Housing to be used by the localauthorities.Combining research and project activities(Chapter 10)31. Numerous research projects have been fundedwith Federal Government money over the pastyears. In order to provide policymakers, plannersand scientists with a clear and concise overview ofthe general context, the approaches and effects ofmeasures to promote cycling, the Federal Ministryof Transport, Building and Housing will in 2003present an updated evaluation of national andinternational research results on cycling in thecity.Invitation to participate in a public dialogue(Chapter 11)33. The National Cycling Plan is the result ofmany discussions with the federal states, therepresentatives of local authorities' associations,the German Cyclists' Federation (ADFC), theGerman Sustainable Transport Association(VCD), the German Road Safety Council (DVR),the German Road Safety Watchdog (DVW), theAssociation of Two-Wheeler Manufacturers (ZIV)and scientific organisations. Moreover, a projectgroup assisted the Federal Ministry of Transport,Building and Housing with the drawing up of theNational Cycling Plan. However, the variousgovernment levels and organised interest groupsare not the only ones responsible for thepromotion of cycling. We will be unable toprogress in the next ten years unless all the actorsin politics, industry and society adopt andpromote the slogan "Ride your bike!".34. Therefore, the Federal Government invites thegeneral public to participate in the discussionabout this first National Cycling Plan of theFederal Republic of Germany. For this purpose,the Federal Ministry of Transport, Building andHousing is to set up an Internet platform calledthe "National Cycling Plan Dialogue".35. The "Second report on the status of cycling inGermany", to be presented to the Germanparliament in 2005 by the Federal Government,will also serve to review the progress made inimplementing the National Cycling Plan.32. Within the framework of the "Mobility andTransport" Programme adopted by the FederalCabinet in May 2000, funds amounting to€ 1 million will be provided up to 2004 in order tosupport various research initiatives on cycling.12

22. Cycling in Germany:analysis, benefits and prospects2.1 Promoting cycling: a vital component of asustainable, integrated transport policyTransport development in Germany ischaracterised, at every geographical level, by acontinued rise in motorised traffic. The FederalGovernment's 2000 transport report shows thatby the year 2015, private transport will haveincreased by around 20% and freight traffic byapprox. 64% (base year 1997). In the regionalcontext, the reciprocal effects of transportdevelopment and housing patterns -characterised by suburbanisation and reliance onthe private car due to the fact that the differentparts of people's lives are increasingly separatedgeographically - particularly contribute to thegrowth in traffic. Changed behaviour andconsumption patterns, along with recreationalhabits that require substantial travel, also play alarge part in helping to increase traffic volumes.Regionally and locally, the growth in traffic andthe consequent need for expansion leads, inmany cases, to the destruction of valued naturaland scenic sites. From a national and globalperspective, along with the consumption ofenergy and other resources, the main issue isglobal climate change caused by CO 2 emissionswhich are largely attributable to motor traffic.In this context, the positive significance of thebicycle has long been undervalued. Today weknow that: the bicycle, as a part of a modern,integrated transport system, contributes tosustainable and town-friendly mobility. Cyclingcontributes noticeably to the performance of theentire transport system and to a reduced trafficburden, particularly in densely occupied areaswhere motor traffic has a major impact throughits demand for space, its noise and its pollution.Moreover, since cycling can have a significantimpact with little funding in comparison tomotorised traffic, local authorities can make costsavings in the field of transport if they planproperly. Even today, towns like Bremen,Cottbus, Erlangen, Freiburg, Münster andTroisdorf have a cycle traffic share of 17 to 40 %.In terms of environmentally friendly, shortdistance transport there is, in towns in particular,no sensible alternative to the bicycle.regarded as a self-contained mode of transport,stands out as a model, with a current share of 27%.About 60 % of all cycle trips are commuter-typejourneys, of which the greatest proportion, with27%, are journeys to and from educationalestablishments. So cycling has, in future, to begiven far more status in town and regional trafficplanning.Major changes in favour of the bicycle can resultfrom displacing short trips made by private car,for around half of all car journeys are shorter than6 kms., while more than 40 % are less than 5 kms.and over a quarter are under 3 kms. It has beenestimated that up to 30 % of car trips in urbanareas could be displaced to cycling (see Summary3). Creating a pleasant network of routes couldalso help cycling to significantly reduce theimpact of the private car created by leisure andshort-break traffic in rural areas.The bicycle is a means of transport for all parts ofsociety. It enables all to be mobile in a sociallyacceptable and balanced way.Transport policy is increasingly responsible forsteering a course to counter negative impacts andinfluencing transport development to move moretowards sustainability. In the transport context,sustainability means that ideas and plans arealigned more forcefully towards economic,ecological and social requirements.Complex strategies are required of transportplanning - strategies based not only on trafficavoidance but on getting people to alter theirchoice of transport system by vigorouslypromoting bus, rail, cycle and pedestrianmobility. Cycling can make a major contributionin this respect, to local traffic in towns andmunicipalities, and also at regional level.Cycling has significantly more potential than itsshare of overall personal transport currentlyindicates, and this relates to both the number oftrips and to the total distance travelled. Thenational traffic share for this mode of transportcan be significantly raised from the currentapprox. 12 % if there is a major shift in ways ofthinking. The Netherlands, where cycling is14

2Within the framework of the NationalSustainability Strategy, the Federal Government isadopting this approach. This involves achieving ahigh degree of mobility with traffic operating asefficiently as possible, and reducing the impactcurrently caused by traffic. Implementing thefour basic strategies below will be at the heart ofany yet-to-be-designed, future-proof transportsystem of this type:Exploit the potential for impact reduction bymanaging housing development and increasingthe efficiency of the transport system (trafficavoidance).Increase the share of more environmentallyfriendlytransport systems (traffic displacement),Use synergistic effects and improved, networkedplanning (integration),Greater use of innovative technologies forreducing traffic-related impacts on theenvironment at source (technology).In this sort of system, cycling is regarded as anequally valued form of transport. However, therewill only be a switch from the car to the bike inthe degree hoped for if the cycling infrastructureis made so attractive that cyclists can reach theirdestinations quickly, safely and comfortably, andif a positive attitude is created towards cycling.Table 1: Inhabitant-weighted average of the volume-related modal splitby purpose of journey and town size category 1998 1Inhabitant category Modal Split (%)Pub. Trans. Car On foot BikeTotal trips in the town50,000 to 100,000 10 52 23 15100,000 to 200,000 14 48 26 12200,000 to 500,000 16 45 25 14over 500,000 21 44 26 9To/from work50,000 to 100,000 10 64 13 13100,000 to 200,000 15 60 13 12200,000 to 500,000 22 57 9 12over 500,000 26 56 12 6To/from place of education50,000 to 100,000 20 25 32 23100,000 to 200,000 26 22 30 22200,000 to 500,000 31 22 27 20over 500,000 40 20 28 12To/from shops50,000 to 100,000 10 51 26 13100,000 to 200,000 14 39 33 14200,000 to 500,000 17 34 34 15over 500,000 18 35 40 7To/from leisure activity50,000 to 100,000 8 59 18 15100,000 to 200,000 10 48 26 16200,000 to 500,000 16 43 24 17over 500,000 19 44 29 8Source: Prognos AG, The significance of public personal transport in Germany, March 2001.15

22.2 Improving the quality of life in towns andmunicipalitiesIn many towns and municipalities, the residentsare suffering from the impact of the growth inmotor traffic. Despite improved automobiletechnology, noise and exhaust fumes continue topose a problem due to the increase in traffic.Motor traffic also consumes a great deal of space,whether in motion or stationary. Many urbanroads are completely dominated by motor trafficso that there is hardly any space left for othertypes of use (e.g. places for residents and passersbyto relax, children's play areas). This seriouslyaffects the general residential situation andquality of life in many roads that suffer badlyfrom traffic, and also in residential streets. Thesetraffic-related problems and deficiencies in thequality of residential areas are one of the mainreasons that many people, particularly youngfamilies with children, move away from urbanareas to surrounding areas and thus sustain theprocess of suburbanisation.Urban revitalisationPromoting cycling with determination andvigour can effectively counteract thesedevelopments at federal state and local authoritylevel. Cycle-friendly inner-cities help improve thequality of life by reducing pollution and noise,and through changes to street design. This haspositive knock-on effects for revitalising towns.When towns are pleasant to both own property inand actively inhabit, the trend to fleeing the citycan be halted. In this way, a cycle-friendlytransport policy supports the vision of bringinglife to a "city of short distances" with a goodquality of life in central areas.Extensive land use by parked vehiclesaffects the residential environment.Less demand on spaceIf towns reduce traffic, they can free up acorresponding amount of traffic space that isneeded for other purposes, such as children's playareas or street design elements. For the placesconcerned, this means a major urban designupgrade which tends to bring with it additionalprivate investment for modernising and renewingthe housing stock.Cycling's advantage, from both theenvironmental and urban design viewpoints, isthe relatively little space it requires - around 5 to10 times less than the private car. In order to beable to fully exploit this advantage, there is a needfor the long-term, systematic inclusion of cyclingin transport policy, in regional planningprocesses and in town planning. This is vital ifexpanded or redeveloped traffic spaces are to beavoided and if the benefits of the little spaceneeded for cycling are to be reaped. Also, if streetsare redesigned in a cycle-friendly manner (e.g. byintroducing green areas), the urban landscape willbe made more attractive and more space will beavailable for other uses (e.g. for pedestrians andterrace cafes), which will improve the quality oflife in our towns.Land and housing policy:the motto is "city of short distances"These days it is often clear that the pattern ofhousing development has evolved contrary tocycling's interests, particularly in denselyoccupied areas. In Germany the process ofsuburbanisation has led to loosely developedresidential areas with no suitable supplyinfrastructure, to shopping malls built on "greenfield" sites that are geared to be only accessible byprivate car, and to catering establishments built ata distance from where people live.In principle, local authority planning law offersmunicipalities the option of developing mixedsettlement patterns, although the supportingregulations could be stronger. However, inpractice there exist numerous "negative"incentives which favour further suburbanisation.Competition between the local authorities formonies from income tax and business taxprevent, or at least hamper, housing developmentbeing coordinated at a regional level. Manyincentives influence the decisions that privatehouseholds and industry make over where tolocate, which run counter to compact housingpatterns (e.g. falls in the price of land, with thelowest prices being in the small municipalities inthe key empty spaces surrounding towns).16

One should contrast this with the regionaldevelopment policy objective "city of shortdistances" that was drawn up in the 1990s at thecore of urban design policy with the cooperationof the federal states. Against this background,urban design guidelines need to be developed insuch a way that the cycle is also able to display itsgreat strengths as a town-friendly means oftransport in the context of local mobility.Compact, mixed-use, urban structures have beenproven to offer favourable conditions for cyclingand walking.The Federal Government can only establish theframework here, as it did with the amendment tothe Regional Planning Act (ROG) in 1998 2 .However, the actual implementation andintegration of these regional developmentguidelines occurs at the level of statedevelopment and regional planning, and at localauthority level via urban development plans.Cyclists and pedestrians: measures promoting a cityof short distances.Within the "Experimental housing and urbanconstruction" research programme, the "Urbanconstruction and transport" and "Mixed-use"research areas have indicated what the localauthorities' practical options are and whichmanagement tools can contribute to a "sparsemotor traffic" pattern of settlement (incl. bychanging the way inner cities are used, and bycoordinated urban expansion schemes). However,using the cycle to measure urban development, asis already successfully done in some towns in theNetherlands, (e.g. Groningen, where half of alltrips are made by bike), is not yet sufficientlyrooted in local authorities' developmentstrategies. This is also linked to the fact that mostlarger apartment blocks and transport systemsprovide no cycle stands, or those that do exist arenot easy to access, or are insecure.172.3 Contribution to environmental protectionAlongside walking, cycling is the mostenvironmentally friendly form of movement.Replacing car trips by cycle trips reduces airpollutants such as the ozone precursors nitrogenoxides and hydrocarbons, and carbon dioxide(CO 2 ) and the use of finite energy resources.Cycling is also quiet and takes up little space.Noise reductionThe impact of traffic noise has an increasinglydetrimental affect on the quality of many people'slives. On many urban main roads, noise pollutionis already at a level where it is damaging to health.The degree to which noise is reduced bypromoting cycling is not solely determined by thenumber of car trips that have been avoided. Avigorous cycling policy also requires a shift inthinking in all areas of transport policy. The roadtraffic regulations provide those responsible inany given location with options which have oftenalready been used, such as widespread trafficcalming, rationing the parking space in centralareas and the introduction of 30 kph speed limitswithin the parameters of an integrated urbantransport scheme.Climate protectionThe Federal Government has set itself the goal ofreducing CO 2 emissions by 25 % between 1990and 2005. While overall emissions have indeedfallen, traffic-related CO 2 emissions rose by 12.8% between 1990 and 2000. The traffic sector is theonly causal area in Germany whose CO 2emissions did not fall during the 1990s, but in factrose due to an increase in the total distancecovered by traffic. Turning this trend around isvital if the national objective for CO 2 reduction isto be achieved. Therefore, in the transport sectionof its October 2000 climate protectionprogramme, the Federal Government set theobjective of reducing traffic-related CO 2emissions by 15 to 20 million tons by 2005 fromthe 1998 base. On a positive note: according tofigures from the oil industry association,transport-driven fuel consumption had in 2000already fallen by 2.2 % compared to the previousyear, while in 2001 it fell by another 1.8 %.Increasing cycle traffic share would make a majorcontribution to this objective. Cycling's potentialfor reducing emissions is frequentlyunderestimated because the bike is primarily ameans of moving over short distances. However,around half of all private car journeys are also2

2made over distances of less than 6 kms, which is adistance that generally offers no time advantageto the car user. Yet it is over these short distancesthat vehicle emissions are particularly high, andfuel consumption is also relatively high when anengine is cold. For these reasons, the abatementeffect of displacing car journeys to the cycle is alsoparticularly high with regard to CO 2 emissions. Amultitude of different scenarios exist, based onstudies in pilot towns and on estimations, tomeasure the potential for reducing CO 2 and airpollutants (for details, see Summary 3: Cyclingand the potential for reducing CO 2 and airpollutants).2.4 Promoting good healthCoronary thrombosis, high blood pressure,cholesterol, diabetes, obesity - the list of diseasesof civilisation is long. Illness statistics are headedby illnesses that might be at least partly attributedto lack of exercise.Regular exercise, i.e. at least half an hour on mostdays, considerably reduces the risk ofcardiovascular illnesses. The most suitable formsof movement are endurance sports such ascycling, jogging, swimming, etc., althoughlengthy walks also bring health benefits. A studyby the Robert Koch Institute 3 shows thatincreased walking or cycling is associated,particularly in older people, with improvementsin blood pressure, heart rate and body weight, andthus have a positive effect on cardiovascularhealth. One of the advantages of cycling is that,after the bike is paid for, there are no otherrunning costs such as club subscriptions ormemberships to a fitness centre.With regard to the younger generation, the lack ofexercise and tendency to suffer from weightproblems are issues that are increasingly apparentand important. Even if these themes have notbeen satisfactorily documented by representative,national cross-section studies, clear indicationsemerge from, for example, research at schoolgates. Scientific publications show that time spentindoors (increasingly frequent and lastinglonger), physically passive recreational activitiesand unhealthy nutritional habits are mutuallystrengthening factors. Children need plenty ofspace in which to exercise and experience thingsif they are to develop in a way which is healthy inboth body and mind. This cannot be achievedwithout the social contacts and outdoor activitiesthat are requiredfor this. In this context, safecycling would be an important component inchildren's and teenagers' individual mobility andin their daily exercise quota.18

2Summary 3: Cycling and the potential for reducing CO 2 and air pollutantsDifferent scenarios exist to measure the potential forreducing CO 2 and air pollutants, based on studies in pilottowns and theoretical estimates made by the FederalEnvironmental Agency (UBA) on the basis of kilometrestravelled by motor vehicles and cycles. Two approaches aredescribed below.Approach 1: An analysis based on a real case in the townof TroisdorfIn Germany it has already been demonstrated in severaltowns, such as Troisdorf (near Cologne), Münster, Freiburgand Erlangen, that cycling can be promoted and its share ofjourneys significantly increased if well-directed actions aretaken. However, progress cannot often be quantified becausethe necessary research is very involved. In Troisdorf, forexample, before and after studies were carried out that showthat it was possible, inside eight years, to increase cycle usageby a third ( + 33%) and to reduce the number of car trips by10 %. 4 An extrapolation of the CO 2 reductions achieved perinhabitant in Troisdorf to the entire population of Germany(82 million inhabitants) gives a potential reduction ofaround 3 million tons of CO 2 per year. This equates to 15 to20 % of the traffic-related CO 2 reduction required by thenational climate protection programme. Follow-up studiesshow that, even in Troisdorf, cycling's potential has still notbeen fully exploited. Of particular interest for climateprotection is the fact that - cycling's share of trips made inthe 5 to 10 kms distance range more than tripled, rising from5 to 16 %.Approach 2: Theoretical estimates based on length of tripstatisticsTheoretical estimates based on traffic behaviour studiesindicate the range of the possible potential for reductions. Inorder to be able to quantitatively estimate reduced emissionsof CO 2 and air pollutants, one first needs to know thedisplacement potential from motorised private transport(MIV) to the bicycle in relation to the distance travelled andthe number of journeys. Then the TREMOD model'semission factors can be used to calculate the CO 2 andpollutant reductions based on the car kilometres and cartrips that have been saved. One problem is estimating thedisplacement potential, since no safe procedure has yet beendeveloped to do this, and there is very little suitable data. Onthe basis of the data that is available, the UBA built fourhypothetical displacement potential levels. Only thepotential for displacement from car to cycle was taken intoaccount, meaning that the additional effects of better linksbetween cycling and public transport (ÖPNV) or rail couldnot be included in the calculations.The four levels of displacement potential were based on thefollowing assumptions:Potential car-W6 5 : Displacement of 30 % of former car trips 6 ; Initial basis is all previous car journeys of up to 6 kms indistance.Potential car-W6 encompasses the distance range withinwhich car use often proves to have no time advantage andwithin which approx. 95 % of all cycle trips currently lie.Potential car-W10: Displacement of 30 % of former car trips; Initial basis is all previous car journeys of up to 10 kms indistance.Potential car-W10 constitutes an extension of the distancerange up to 10 kms. Displacements of over 6 kms require ahigher standard of cycling infrastructure. Towns that make aparticular effort to promote cycling show that a cyclefriendlytransport policy leads to increased cycle use overlonger distances too.Potential cyle+32 7 : Increase in trips by bike by 32% in comparison to previouscycle use through substituting car journeys; Initial basis is the previous number of trips by bike,irrespective of distance.The potential cycle+32 is based on a Danish study that wascarried out in two medium-sized towns with a current cycleshare already standing at 22 %. It records the displacementpotential that can be detected with the methods used(surveys, time budgets). It thus provides a sort of basepotential that could, in all probability, be realised if therewere a well-directed promotion of cycling.19

2Summary 3: Cycling and the potential for reducing CO 2 and air pollutantsPotential cyle+102 8 : Increase in trips by bike by 102 % in comparison toprevious cycle use through substituting car journeys; Initial basis is all the previous number of trips by bike,irrespective of distance.The potential cycle+102 is described as an extendedpotential in the base Danish studies, and exists when there isan assumption that the switch from car to cycle occursunder what are actually less than ideal conditions. Theestimate of possible emission reductions was initially basedon MIV and cycle journey length distributions inBraunschweig (1993 census), Heidelberg (1988 census) 9 andWolfsburg (1988 census) 10 , which had been done at arelatively high resolution, having a class size of 1 km. Foreach distance class (0 to 1 km; 1 to 2 kms, etc.), thekilometres travelled and car starts that had been substitutedbased on the assumed displacements were calculated, andthe emission factors (car fleet as at 2000) and populationfigures were used to ascertain the specific pollutionreductions per inhabitant. The median values from the threetowns' results were used to extrapolate to the entire GermanFederal Republic.Due to the extremely small amount of base data, thecalculations only represent rough estimates and do notpermit, for example, any differentiation between types oftown or land.The model calculations support the supposition that cyclepromotion can make a major contribution towardsachieving the Federal Government's objective for climateprotection in the transport sector.Table 2 summarises the model assumptions and the absoluteCO 2 savings that result, along with the cycle distancestravelled per year and inhabitant once cycle usage isincreased. The average distance that each German persontravels by cycle is currently around 300 kms per year. If therewere to be a switch from car to cycle in line with theassumptions, this figure would increase by a factor of threeor four, and thus reach the level of the Netherlands, whereeverybody cycles an average of 1000 kms per year. Actualchanges in distance travelled are heavily dependent onhousing patterns. Thus in Troisdorf the one-third increase inthe number of cycle trips made (as in potential cycle+32) wasassociated with an increase in the distance cycled from 370kms to 540 kms.Diagram 1 shows the effects of displacement on the modalsplit in Braunschweig. The assumed displacements lead to amaximum of a doubling of the modal split share incomparison with the original 14 % modal split share in thenumber of trips. Towns like Münster or Delft (Netherlands),which have cycle shares of over 30 %, show that furtherincreases can be achieved.In order to test the results' plausibility, the median cycledistances travelled (per year and inhabitant) and the modalsplit changes (with Braunschweig as the example) that issuedfrom the assumed displacements were compared with theratios in the Netherlands or Denmark and with thedisplacements achieved in Troisdorf.The assumed displacements lead to a reduction in thedistances travelled by MIV of between 6 and 11 %. The CO 2emission reductions range from just under 4 million tons/year to as much as 13 million tons/year. This equates tobetween 20 and 86 % of the traffic-related CO 2 reductionsrequired by the national climate protection programme andsavings of between 4 and 12 % of annual MIV CO 2 emissions(based on 2001).A comparison of potentials car-W10 and cycle+102 clearlyshows how important it is to take distances travelled intoaccount when estimating CO 2 savings. The high modal splitof potential cycle+102 is the result of the doubling of thenumber of trips made by bike in the individual distanceclasses, so that the number of short journeys, in particular,rose very sharply. Potential car-W10, in contrast, is based onthe number of car trips that can be saved, and these are, onaverage, longer than trips by bike.Table 2: Possible displacement potential and the resulting CO 2 savings and annual distances travelled by cyclePotential Assumed CO 2 savings Resultingdisplacement [m. t/year] distance cycled[kms/year & inhabitant]Car-W6 Car trips up to 6 kms drop by 30% 7.48 998Car-W10 Car trips up to 10 kms drop by 30% 13.45 1320Cycle+32 Cycle trips rise by 32% 3.98 824Cycle+102 Cycle trips rise by 102% 9.75 107120

2.....It is clear that the assumed displacements lead to results forwhich there are already practical examples both in ourcountry and in others. Significant CO 2 savings can beachieved by promoting cycle use effectively. Potentialcycle+32 can be made the minimum goal of a nationalcycling plan, since this level of savings has already beenachieved, e.g. in pilot towns.With potentials car-W6, cycle+32 and cycle+102, thedistances cycled that result from the assumed displacementsachieve Danish (958 kms/year) and Dutch (1019 kms/year)levels. Although distances cycled in those countries arealready 3 to 3.5 times greater than in Germany, there isbelieved to be further potential for cycling there, too. ThusDenmark has set itself the objective of displacing around 4%of car distance travelled (compared to 1993) to the bicycle by2005. That equates to a rise in what is already a vigorouscycling sector of about 33 %. This shows that even the car-W10 displacement potential, while being an ambitious goal,is indeed achievable.Diagram 1Share of trips100%80%60%40%20%4839 36 43 3314141414141423 26 19 292424 24 24 240%Status Quo Car-W6 Car-W10 Cycle+32 Cycle+102Car Pub. Tr. Cycle FootReduction of air pollutantsSignificant displacements from car trips to cycling causeemissions of many air pollutants to fall. Due to the influenceof cold starts, the reduction is partly disproportionate(compared with the reduction in distance driven), e.g. forthe cancer-causing benzene and the ozone precursorhydrocarbons. This is clarified by Table 3, which shows thepercentage reduction potential for two different scenarios:the emissions of individual air pollutants, depending on theinfluence of cold starts, can be reduced by between 6 and18 % by displacing car trips to the bicycle in significantnumbers.Table 3: Range of decrease in kms travelled and theresulting reductions in pollution through significantdisplacements from car to cycling (in %) (based onemission factors for the 2000 car fleet)Parameter Minimum Maximum(Potential (PotentialCycle+32) Car-W10)On top of the direct relief that a decrease in car journeysprovides to the environment, further relief could also comefrom reducing the number of traffic jams and the smootherflow of traffic that results. When assessing these emissionreductions, it should be borne in mind that they directlyimprove the air quality in urban areas, where there areheightened concentrations of pollutants such as particulates,benzene and NO x , particularly on very busy roads.MIV distance travelled 5.7 10.6Benzene 10.3 15.7Hydrocarbons (HC) 12.0 17.7Carbon monoxide (CO) 10.8 16.3Nitrogen oxides (NO x ) 7.2 12.4Sulphur dioxide (SO 2 ) 6.4 11.4Diesel soot 7.2 12.3Particulates < 10 µmfrom dispersion and 5.7 10.6tyre wearSource: UBA 200121

2Cycling is a dynamic form of exercise which usesbetween approx. a sixth and a third of all themuscles in the body, and therefore, whenpractised at a specific level of intensity andworkload, is a preventive form of protecting theindividual from cardiovascular illnesses.Compared to the work involved in running,where this effect is particularly demonstrable, arather greater amount of work is required withcycling, because calorie consumption issomewhat lower.A Danish prospective mortality study 11 evenreports that men and women who cycle anaverage of three hours per week have a 40 % lowermortality rate than those who do not cycle towork. On top of this cycling, like all otherdynamic forms of exercise, has a positive affect onrisk factors already present or that can beanticipated, such as blood pressure control,lipometabolic disorders (cholesterol), adiposity(excess weight) and carbohydrate metabolismdisorder (diabetes). All these effects areundisputed in serious medical literature, but arevalid for all dynamic forms of exercise, to theextent that they can be compared in terms of totalcalorific consumption and muscles used.Particularly with older people, cycling is animportant alternative to other forms of movement.Another important aspect of cycling which is notaltogether valid for other dynamic forms ofexercise - particularly not for running - is that it isa form of exercise that is gentle on the joints,particularly the knee and hip joints. When bodyweight is supported by the bike, joints are capableof being almost fully worked in an unlimited way,when the continuous workload involved inrunning is no longer possible. This is particularlythe case with joints that are already diseased,especially through forms of arthritis, such as theknees, the hips, and sometimes the ankles, at leastin the early stages and also when they are in achronic, non-activated state. To this extent,cycling also often represents a very good andimportant alternative to other dynamic forms ofmovement, especially as there is not only relieffor the joints but at the same time the joints arealso subjected to the desired therapeutic exercise.This also applies to young people who havesuffered injuries, especially to the knee-joint area.Moreover, cycling is particularly well suited as apreventive measure for older people who are justbeginning to do some sport and who, particularlywhen they are overweight, find other dynamicforms of exercise, above all running, difficult.The great range of modern cycles available todaymeans that nearly all the technical options existfor the various needs, so that the positive, healthyaspects of the dynamic form of physical workloadthat is cycling can be enjoyed in a way that istailored to the individual.Primary prevention in line with Section 20 of thesocial security codeWith the revised version of section 20 of SGB V(the social security code) within the framework ofthe 2000 health reforms, legislators have grantedthe health insurance companies more flexibilityin the realm of illness prevention. The legalchanges were intended to make primaryprevention as a recommendation into a legalrequirement of strongly binding character for thehealth insurance companies. More detaileddefinitions were left to the health sector's leadassociations. In the course of implementingSection 20 Paras. 1 and 2 of the code, general andindividual areas of action and criteria wereworked out. This has led to exercise, as a means ofpromoting the cardiovascular function beingmade a high-priority area.On this basis, the activities of the compulsoryhealth insurance companies are again passingthrough a process of redevelopment. The healthinsurance companies are getting actively involved22

in cycling as a broad-based sport. Thus some ofthe institutions within the compulsory healthinsurance system are issuing leaflets aboutcycling, or supporting cycle tours organised bycycling organisations. Enquiring directly to thehealth insurance company can pay off.Environment-related health protectionCycling is not merely a healthy form of transport,but is also environmentally-friendly. For wherecycling replaces motorised transport, nounhealthy air pollutants or noise pollution areproduced. The results - along with the healthyeffects of the exercise itself - work directly infavour of health. It was to this background thatthe 51 nations that attended the Health andEnvironment Ministers Conference of the WorldHealth Organisation (WHO) in London signedthe "Transport, Environment and Health" charterin 1999. In it, the nations underline theirintention to fight not only against typical, trafficrelatedproblem areas (accidents, pollution, noise,etc.), but also to put more emphasis on promotingcycle mobility for health and ecological reasons.This National Cycling Plan acts upon the charterand is to be further developed in order to meetthese objetives.2.5 The bicycle as an economic factor:Value creation, jobs and innovationCycle tourism has taken on considerableeconomic significance in Germany over recentyears. A study of "Tourism as an EconomicFactor", published in 1999 by the DIW (GermanEconomic Research Institute) on behalf of theFederal Ministry of Economics and Technology,assumes a total domestic tourism demand of justunder € 140 billion. This equates to around an 8% share of GDP. What proportion of this isattributable to cycle holidays and cycle usagecould not be demonstrated. It is estimated thatcycle tourism contributes around € 5 bn. per yearto Germany's turnover from tourism.Apart from its contribution in this importantbranch of the economy, the bicycle is also fairlysignificant to Germany's economic and industrialpolicy.The cycle industryThe structure of German cycle and componentmanufacturing is dominated by the presence ofsmall and medium-sized companies. Industrialmanufacturing of bicycles in Germany - separatedinto industrial output and assembly - amountedto 3.4 million units in 2000 (7 % more than1999). Germany and Italy head France and GreatBritain as the leading Western European cyclemanufacturers. Around a third - 65 million - of allthe cycles in the European Union are onGermany's roads and cycle paths. It is estimatedthat approx. 10,000 people were employed in thecycle and cycle component industry in 2000, astatistic that does not include those in companiesemploying fewer than 20 workers. In 2000, totalturnover in the cycle sector was around € 1.8 bn.The turnover of cycle and cycle componentmanufacturing in 2000 - almost € 0.7 billion - wasaround a third of that in commercialshipbuilding, for example. Export figures of250,000 cycles in 2000 show a gentle upwardstrend.As well as the cycles made in Germany, 2.1million cycles arrived in the domestic marketfrom abroad last year. Imports, therefore, had ashare of around 40 % of the domestic market.Suppliers tend to be Asian, Eastern European andfrom other Western European countries in equalparts. The German cycle industry has given proofof its competitiveness in the face of foreign rivalsby producing innovative, high-tech products andan extremely wide range of models.The Association of Two-Wheeler Manufacturers(ZIV) estimates that a 5 % rise in cycling's share ofall transport could mean an increase of up to500,000 cycles sold per year, with ancorresponding effect on the parts and accessoriesindustry. Up to 1,000 more jobs could be createdin the cycle industry.Innovative developments in cycle technologyOver the last 10 to 15 years the bicycle has madea great developmental step forward. At the end ofthe 80s and the beginning of the 90s, cycletechnology move on tremendously, particularlydue to the mountain bike which was justappearing on the market. One of theconsequences is that there is now a whole rangeof different cycle types that have been adapted tosuit consumers' different needs and differentconditions of use.Alongside the mountain bike and the so-calledall-terrain bike (a mountain bike with StVZOfittings), urban bikes and hybrids play a majorrole in the German market. Bikes for children andteenagers, racing bikes, Dutch bikes and touringbikes are also available. So the German consumeris able to purchase a cycle that is as ideal aspossible for its anticipated use. This trend towardsproduct range diversification has boosted223

2innovation in the field of the cycle parts,components and accessories that are used.Maintenance and servicesA significant increase in cycling will have apositive effect on all parts of the value creationchain in both the short- and medium-term. Theeconomic significance of the bicycle as a means oftransport goes beyond marketing, the retail trade,service and maintenance and provides an impulsefor many other service areas. It is true that,compared to other modes of transport, the needfor servicing and maintenance is fairly low, butincreased use would lead to new areas of demandthat have been estimated as being worth around€ 2.5 bn. per year.Summary 4: Technical innovations In the field of brake technology, as well as the cantileverbrake which is being increasingly replaced by the V-brake,one sees increasing use of disc brakes that were first usedon the mountain bike but now also appear on urban bikesand hybrids. Hydraulic brakes and gear hubs suitable foreveryday use represent another advance. When it comes to lights, customers have the option ofpurchasing extremely high-performance systems with aparking function and hub dynamo. In recent years there has also been a trend towards morecomfortable and technically very sophisticated cycles. Inthis context, suspension systems are particularlynoteworthy. These were first employed in the form ofsuspension forks, but there are a growing number of fullsuspensionmountain bikes, hybrids, urban and children'sbikes. This tendency has helped to attract new target groups andto extend the circle of cycle users. New developments ingear systems, adjustable stems and suspension seat-postshave also helped improve riding comfort. Over the last six years or so, cycles fitted with asupplementary electric motor have also been available.With an output of 250 watts and a top speed of 25 kphwith assistance, these vehicles count as bicycles in thesense of the StVZO and can be ridden without a drivinglicence, insurance, an operating licence or obligatoryhelmet. In the coming years, the industry anticipates agrowing market potential in this product area, not leastdue to the major demographic change that is going to takeplace.24

Service providers would, for example, havegreater marketing opportunities through lendingbicycles, particularly at key locations such asstations and tourist support points (seeparticularly chapter 4, "Cycle tourism" andchapter 5 "Linking transport systems").2Cycle courier services have opened up anothermarket segment. The range of services on offerincludes messengers, the emptying of P.O. boxes,despatch between different regions, and transportfor hospitals. Cargo transport for up to 300 kgs. isavailable in Cologne, while elsewhere purchasingservices are on offer. When employing cyclecouriers, the client's decision is influenced bytheir speed, reliability and flexibility inresponding to the their wishes. A comparison ofdelivery times recorded by cycle couriers, privatecar couriers and the Swiss postal courier servicePPT resulted in 20 to 300 % shorter delivery timesfor the cycle couriers.There are some 110 companies operating cyclecourier services in Germany, in almost the samenumber of towns. Cycle couriers' market share oftotal courier despatches is 1.5 %, and their shareof turnover is around 1.4 %. Although there are afew cycle courier services that have a turnover inthe millions, most companies have to be placed inthe small and smallest business category.Cycle taxis have, since 1997 formed part ofBerlin's regular transport system between Apriland October. The approx. 40 cycle taxis carryaround 1,700 passengers per day. The VelotaxiGmbH Berlin company employs 250 "drivers".The cycle taxis are going to be fitted with auxiliaryelectric motors in the future. The cycle taxi ideawas also succesfully adopted at Expo 2000 inHanover and the National Garden Show in 2001in Potsdam.Diagram 2: Bicycles 2001 by modelMTB-look-Bike MTB7% 10%Youth Cycle5%Cycle courier services are fast and flexible.Child Cycle4%Other1%Racing Bike1%Dutch &Touring Bike3%Source: ZIVUrbanBike25%ATB Bike19%Hybrid25%25

3. Using a cycle in everyday traffic:more pleasant, safe and comfortable33.1 Initial positionCycle usage in everyday traffic for travelling toand from work, to and from educationalestablishments and for recreational purposes is -as Table 1 shows - subject to severe fluctuations inour towns and rural districts. However it isprecisely here, for the purpose of everyday, localmobility, that the bicycle can fully demonstrateits many benefits and strengths. It is this area ofusage in particular which offers the best baseconditions and most potential to increase cycletraffic in a sustainable way. Nonetheless, cyclingin pleasant, safe and comfortable conditions ineveryday traffic continues to be characterised by amultitude of restraints. While the reasons for thebarriers to more widespread cycle usage differfrom case to case, in general one can identify anumber of problem areas and failings in localauthority cycling policy, as is shown by thefollowing examples:Cycling's status in the overall system of town andtransport planningLocal authorities' transport development plans tosome extent only contain non-bindingstatements about cycling. In many places, cycleplanning is done as sectoral planning and is nottreated as an equal and integral component of asustainable transport policy. At local authoritylevel, there is also often a lack of informationabout the available sources of funding. Thetendency in urban development continues to beone of urban sprawl with its associated greaterdistances - this makes cycling more difficult.Cycle network planningThe variety of different competencies and thefrequent lack of equable coordination betweenthose involved present a barrier to producing andimplementing effective cycle plans. Systematic,widespread cycle network plans that analyseissues and set priorities within the framework ofspecific action programmes and funding are by nomeans the norm.Cycling and local public transportThe value of mutually reinforcing the status ofcycling and local public transport within asustainable, integrated transport plan isunderestimated. To some extent, the bike isregarded as a rival form of transport that takespassengers away from the bus and railways.Options for parking cyclesThe absence of options for parking cycles wherethey are easily accessible and safe from theft is afurther barrier to cycle usage. There are particularproblems in built-up, older residential areas. Therelatively low clearup and recovery rates achievedby the police in the wake of vandalism and theftare an additional factor.PR workIn many places there is a lack of informationabout the available cycling opportunities and nosystematic publicity. Awareness for an aggressivecommunication strategy and an enhancement ofcycling's image (cycling as a "branded product") isfar from widespread.3.2 ObjectivesIn order to increase cycle share in everyday trafficover the long-term it is, above all, necessary thatthe barriers to cycle usage are gradually removed.To circumvent the problems described, localauthorities should develop comprehensive actionstrategies that treat cycling as a system. This alsomeans, e.g., that each local authority should setagreed strategic goals (e.g. increase cycle trafficshare, improve road safety, administrations to paymore attention to the concerns of cyclists) for theconditions in their area of authority, and also setindicators that enable them to monitor theachievement of those goals. Summary 5 providesa catalogue of objectives for improving cycleusage in everyday traffic.3.3 Remedial strategies3.3.1 Cycling as a systemIn order to better activate cycling's potential ineveryday traffic, cycling has to be rapid, safe andcomfortable, and be done in an environmentwhere the cycle is accepted and used as a "normal"mode of transport. For this to happen, a cyclefriendlyinfrastructure is a major prerequisite.Experience shows, however, that this on its ownis not enough to effectively exploit cycling'spotential. Other important components of theoverall "cycle" system are the service sector andother forms of assistance such as communicationand publicity (Summary 6).26

Summary 5: Catalogue of objectives for enjoyable, safe cycle usage in everyday traffic Cycling's status in the overall system of town and Cycle-related service provisiontransport planningBuild and extend a structure that provides information and aInclude cycling within the framework of a vision forrange of options that makes it easier to cycle.sustainable urban development and environmentallyfriendly transport, and create the basic conditions needed to Include distinct target groupsadopt a promotional strategy that fits transport policy - Transport to/from school/college, etc.objectives.Promote an environmentally aware choice of transport Cycle storage space at homesystem and safe behavioural habits on the road within theCycle storage options at home: should be large enough, framework of mobility training and by creating aneasily accessible, secure from thieves and protected from the infrastructure suited to needs.weather. Cycle network planning- Transport to/from workIntegrated, safe cycle networks that are easily ridden and Reinforce work-related mobility management with a view topart of a widespread cycle network.making it easier to cycle on the way to work and for local Cycle-friendly infrastructure within the road and path business trips.networkComplete and improve cycle facilities in the cycle network - Transport to/from the shopsin line with state-of-the-art planning, design, construction Make it easier to cycle to the shops and carry homeand operation technology.purchases. Cycling and local public transport (ÖPNV)- Recreational transportLink cycling to local public transport to boost local mobility. Provide pleasant and easily used connections and routes,and parking facilities at destinations.3Summary 6: Building blocks for "cycling as a system"The basis for effectively promoting cycling is aninfrastructure (or so-called core hardware in an imageborrowed from the world of computing, ) that, building ona planned network, enables direct and comfortable cyclejourneys, in a traffic environment that is both safe andperceived to be safe. As well as components of cyclemanagement such as those indicated in the Road andTraffic Research Association's rules and taken into accountin the StVO, one also needs to include, for example, cycleparking facilities at the source (home) and at thedestination that are comfortable to use and that provideeffective protection against theft and vandalism, featuresthat connect cycle users with public transport, andsignposting that guides cyclists towards the routes thathave least traffic on them. The service area ("peripheral hardware") embraces a widerange of services that can make cycling attractive, e.g. cyclestations, fast repair services, cycle cleaning facilities andthe opportunity to store baggage in the town centre. Thesetypes of service can often be stimulated and initiated bypublic bodies, but they are then to be operated primarily asprivate businesses. Public information ("software") campaigns for cycle usageand engages with behavioural change with respect to thechoice of transport mode. It should ensure that there is acycle-friendly climate and also provide information toaccompany the rollout of the different elements of a cyclescheme. Public information can help to upgrade cycling'simage and social status. This is extremely important ifthere is to be behavioural change such as that sought(switching from private car to bicycle) because the mannerin which one's mobility needs are satisfied is alsoinfluenced by the prestige attached to the transport system- it is not entirely based on rationality. So professionallyplanned and implemented public information has greatstrategic importance.27

3Diagram 328

3.3.2 Quality management systemIn recent years quality management procedureshave acquired increasing importance. More andmore service providers are defining qualitycharacteristics for their products and services, andspecifying quality objectives and indicators. Thisalso needs to be done for measures promotingcycling at local authority level.The BYPAD ("Bicycle Policy Audit") 12 wasdeveloped, within the framework of an EUresearch project, specially for towns and ruraldistricts so that they can appraise and improvethe quality of local cycling promotion. It is aprocedure that is easy to use and assesses theeffectiveness and acceptance of measures taken.BYPAD treats cycle promotion as a dynamicprocess made up of seven areas of action:-user needs,-policy management,- strategy and planning,- financial management,- personnel management,- projects and actions,- evaluation and monitoring.Each area of action is assessed separately, using achecklist, by an audit group composed ofpolitical, administrative and cycle associationrepresentatives. The three different actors in thegroup first assess, independently of one another,the local authority's cycling policy. They thenfind out the other groups' conclusions and,wherever there are controversial opinions, workout a consensus. This procedure enables relativelyeasy identification, at a local level, of the areaswhere the authority is working successfully andthose areas where it needs to be more active.Summary 7 shows an example of a step-by-stepprocess in a cycling quality plan at local authoritylevel.3.3.3 Strategies directed at target groupsImportant elements of promoting cycling ineveryday traffic are aimed at target groups andrequire a specific approach which shows theactors the particular benefits or positive effects ofcycling or promoting cycling.3Summary 7: Quality plan for cyclingBuilding on the results of the discussions in the audit group,objectives and actions should be worked out to improve thequality of the local authority's work in promoting cycling.This cycling quality plan contains these elements: Objective setting List of prioritiesWhich measures have to be taken first, and which can be lefttill later? Name those responsible for putting the plan intopracticeEffective implementation requires that competencies sholdbe clearly defined. Name the administrative units involvedCreate the work structures required in and alongside theadministration: department/office/cycling officer and crossdepartmentalworking groups involving third-parties.measures before they are completed, allow things to betweaked, where necessary, if it is unclear that theeffectiveness required is being achieved. Plan how to communicate with user groupsReaching agreement with affected parties is an importantelement of action planning. Organisations such as cyclingadvisory bodies and the like, where public action groups andorganisations are represented by speakers, are recommended.It is vital to establish exactly what voice these bodies have,for if they have no power to make binding proposals,experience suggests that there will be little will toparticipate. Secure budget for actionSafe and continuous funding must be made available to putplans into practice. Funding has to be requested in goodtime. Operating and maintenance costs should be taken intoaccount when the measures affect infrastructure. Action timetable including setting dates for interimassessmentsTimetables do not only make it easier for administrators tocarry out the measures, they also send a clear message thatthe politicians and administrators are taking the promotionof cycling seriously. Interim assessments, i.e. evaluating29

3 Transport to/from school/college, etc.Promoting the bicycle specifically as a means ofgetting to school requires schools to haveimproved cycle accessibility and traffic calmingmeasures to assist road safety around the schools.Everybody involved gains from this:-Coping with the journey to school on one's ownrequires independence and the ability to findone's way around the locality, and thereforesupports important educational goals. So, as wellas needing safe routes to school, daily cyclingrequires practical training in handling traffic, aspart of broader mobility training. If childrencycle to school, parents can be released fromschool-run duties.- At a time when many children are showingmotor deficiencies and other health problemsdue to a lack of exercise, cycling is an ideal wayof increasing the amount of exercise in order topromote health care, and also helps the pupils'ability to concentrate during lessons. Physicalexercise before and after school can, moreover,serve to release pent-up aggression deriving fromthe school routine. Transport to/from workCompanies and organisations that support theirstaff in using the cycle as a means of transport toand from work reap many advantages. Generallyspeaking, these employees are more rarely absentthrough illness and perform better. Money is alsosaved through needing to provide fewer employeeparking spots. Staff who cycle to work often spendless time en route than car drivers (they avoidjams and traffic looking for a parking spot). Tradeunions and/or staff representatives can claimsubventions or other benefits for cycling to/fromwork as part of wage negotiations (analagous tothe "job ticket" subsidy for using publictransport). Transport to/from the shopsThe retail trade often undervalues cyclists ascustomers because they usually spend less moneythan customers that come in a car. If oneconsiders, however, that cyclists shop moreregularly and favour shops within their localneighbourhood, they then become a profitableclient group for local trade, and one that retailerscan secure through a wide range of offerings. Itwould be helpful to produce a leaflet entitled"Why cyclists make good customers - argumentsfrom A to Z". Building parking facilities at apartment buildingsAccessible, purpose-built parking facilitiesincrease the value of the building, making it amore attractive to rent and increasing tenantloyalty.Summary 8: Improving the taxation frameworkFor environmental and traffic policy reasons, there is a needto change the tax status of expenditure on journeys betweenhome and workplace from the system specifying a rate perkilometre for private cars only to a general, distance-basedrate, irrespective of the means of transport. The lawintroducing a distance-based rate, brought in by the FederalGovernment and passed on 21st December 2000, providesthis. On 1st January 2001, the previous mileage allowancefor cars (0.70 DM/km) was changed to a distance-based,means-of-transport-independent rate of 0.80 DM [fromJanuary 2002: 0,40 €] or, for distances of up to 10 km, 0.70DM [from 1st January 2002: 0,36 €] per kilometre distance tobe covered. This increases the incentive for switching toenvironmentally friendly means such as local publictransport and the bicycle to get to work.In terms of the tax relief effect, the change to the means-oftransport-independent,distance-based rate createscompetitive equality between the different modes oftransport and improves the base situation forenvironmentally friendly cycling and local public transport.On top of this, when employees use a private cycle for workreasons they can claim a tax allowance of € 0.05 perkilometre ridden, as long as they do not receive anycompensation from their employee. The employer canprovide tax-free compensation up to this amount forprofessional expenses. This tax provision also constitutes anincentive for increased cycle usage.30

Communication and transmitting knowledgeThe federal states and local authorities should, atall levels, develop and implement informationstrategies aimed at different target groups with aview to removing the differences in knowledgethat exist between the actors responsible, whichoften make it more difficult to implement suitablemeasures. Measures that improve communicationamongst the actors, and thus make it easier andspeedier to reach agreement, are equallyimportant.In Breite Strasse, in Cologne, there is room for alltypes of road user.3.4 MeasuresPutting these remedial strategies into practicerequires numerous individual measures at thelevel of the different elements of the cycle system,and needs different actors to take responsibility.Quite often, the federal states and localauthorities have already done much in thisrespect, as many good examples illustrate (seeAnnex 1).The main measures are listed in Summary 9below. Its structure is aimed at the needs of cycleusers en route from home to their destination.These particularly include- the basic town and transport policy planningframework,- cycle parking facilities at home and at thedestination,- the infrastructure of routes, includingconnections with local public transport, and- service offerings that, in general or beingspecifically tailored to the purpose of journeys orto target groups, serve to assist and promotecycle usage.The various actions are separated into four areas:- planning needs and building the infrastructure,- public information and motivation for users,- communication and information for the actors,- the institutional framework (particularly thelegal framework and funding).The term "actor" describes the body/person that isto assume leadership of the initiative. 13 At thesame time, it is always worth aiming to get severalactors to agree and coordinate procedure.The status of cycle promotion varies widelyamongst German local authorities and ruraldistricts. So no generally applicable prioritisationor weighting of actions can be applied, above allat the competence level of the autonomous localauthorities. Which measures are awarded highestpriority, in a given place and within an overallscheme, depends on many peripheral factors andnot least upon the individuals dealing with them.331

3Summary 9: Catalogue of measures to improve cycle use in everyday traffic9.1 Cycling's status in the overall system of town and transport planningArea of activity Measure ActorsPlanning needs and infrastructurebuilding Introduce a quality management system Assess current situation and draw up a general strategyfor promoting cycling Integrate cycling into the overall urban transportdevelopment plan Strengthen town centres and local urban centres toimprove local mobilityLocal authorityPublic information and motivationfor users Professional information aimed at target groups toimprove the cycling climateState, local authority,organisationsCommunication and information forthe parties involved Internal and external cycling contacts (e.g. cyclingofficer or office with enough staff and the authority tomake decisions) Constructive cooperation from all actors involved incycle planning: cycling forums, etc. Draw up a code of practice for quality management incycling Run a rotating "Cycle-friendly local authority"competition Funding guide for administrators, since still oftenuncertainty on funding provisionsLocal authority,organisationsLocal authority,organisationsFederal Government(FOPS), organisationsStateInstitutional framework Alter planning laws with view to improvingadministrative options for a city of short distances Anchor cycle network plan (main routes) into landuse planning at local authority levelState, local authorityLocal authority9.2 Cycle storage at homeArea of activity Measure ActorsPlanning needs and infrastructurebuilding Create cycle storage space suited to needs (exampleLBauO Hamburg: should be large enough, easilyaccessible, secure from thieves and protected from theweather) Action on housing stock, especially in dense, olderareas; e.g. facilities in public spaces, cycle sheds (wherenecessary with financial support from the localauthorityBody responsible forconstruction, etc.Property owner, buildingsociety, local authority(Public-PrivatePartnerships)32

.....3Area of activity Measure ActorsCommunication and information forthose involved Inspect/ Further educate the authorities concernedwith building regulations Procedural guidelines for local authorities/architects/developers; collect Best Practice Research/pilot projects for initiatives in densely built,older areas "Cycle-friendly building" competitionState/local authorityState, organisations(FGSV)Federal Government(FOPS)Local authorityInstitutional framework Exchange practical experiences of LBauO, maybemodel building regulations and amend the LBauO Where needed, local authority constitution (ifrequired acc. to LBauO) Simple approval procedures when making buildingalterations to improve cycle storage Funding/ grants from local authority when addingfacilities to infrastructure in areas with major deficit(e.g. for cycle sheds) Information on funding options for developers,responsible parties, etc.StateLocal authorityState, local authorityLocal authorityState, local authority9.3 Cycle network planningArea of activity Measure ActorsPlanning needs and infrastructurebuilding Review the road and route network and record thesources and destinations of cycle traffic. Hierarchically graded cycle network with signpostingof cycle/main routes Involve all parties responsible for construction inregional network planning and agree priorities Link commuter and tourist networks and routesLocal authorityLocal authority(larger towns)Rural districts inparticularState, rural districts,local authoritiesInstitutional framework Make network planning and/or the setting ofpriorities (requirements plan) a prerequisite forpromoting cycling Include main cycle routes (not only main trafficroutes) in GVFG promotion. Establish clear responsibility for planning networks incountry areas (e.g. rural districts) and ensurecooperation at area boundariesStateStateState33

3Summary 9: Catalogue of measures to improve cycle use in everyday traffic9.4 Cycle-friendly infrastructure within the road and path networkArea of activity Measure ActorsPlanning needs and infrastructurebuilding Systematically identify needs and set priorities forcycle facilities in the building remit of state anddistrict and include the needs of tourist routeconnections. Analyse weak points and set priorities for actionsbased on overall network planning at local authoritylevel and road safety requirements (accident analysis) Deploy entire range of design measures to guidecyclists, as each situation warrants, in compliancewith regulatory frameworks and StVO (incl. cycleroutes, mandatory cycle lanes, advisory cycle lanes,open up one-way streets, streets reserved for bikes) Do not exclude the spots that are crucial to thenetwork (e.g. intersections, bottlenecks, crossings) Guide traffic safely around roadworks and, wherenecessary, provide signs indicating alternative routesfor cyclists Include main cycling routes in street cleaning, wintermaintenance planning and tree lopping measures Keep cycle infrastructure free of parked cars and(improper) special uses Have sufficient street lightingState, local authorityLocal authorityLocal authorityLocal authorityRoad traffic authorities,construction companiesLocal authority, localauthority-led or privatemanagement companiesLocal authority, police,legal bodiesLocal authorityPublic information and motivationfor users Town cycling plan/leaflets, etc. on routes and any newpathsLocal authority,organisations, sponsors Regular information about cycle news (e.g.publications, regular column in press, cycle days)Local authority,organisations, pressCommunication and information forthe parties involved Cyclists' concerns sufficiently taken into accountwhen drawing up regulations (e.g. for new state roadand urban road guidelines) Information campaign for planning administrators,traffic authorities and police to explain newregulations and solutions for routing cyclists and toavoid quite different interpretations of the StVO(statutory notices, seminars) Procedural guidelines e.g. as in "Cycling from A-Z"(Netherlands)Federal Government(FGSV), state, localauthorityState, organisations,institutesFederal Government (FGSV)34

.....3Area of activity Measure Actors Make road traffic authorities and constructioncompanies aware of cycle-related regulations atconstruction sites; more regular inspections Workshops, round tables (administration only or withthird parties) on controversial issues Educate construction supervisers and keepconstruction companies informed of normal urbandesign standards to ensure that technical constructionconditions are state of the art. Internal, action-oriented working group inadministration with authority to make decisionsLocal authority, districtLocal authority,organisations whereappropriateLocal authority,construction companiesLocal authority, districtInstitutional framework Increase the ability to use routes in parallel toclassified roads (e.g. via rural routes) with modelagreements (contracts) for construction,accommodation, road safety Amend guidelines over local cross-town links and thecorresponding provisions at state level in order tofavour through-road solutions that are appropriate toeach case Improve eligibility of the entire range of initiatives tocontrol cycle traffic (i.e. not only constructioninitiatives); combine or introduce other regulations toavoid negative effects of minimum claims limits Funding only when regulations and StVO standardsare respected Make eligible for funding any measures that improvethe safety of older cycling facilities (StVO minimumstandards, remove failings in road safety)State, local authorityFederal Government(FGSV), stateState, local authorityStateState, local authorityPlanning needs and infrastructurebuilding Define needs and a differentiated range of cycleparking options at bus stops and rail stations. (cycleparks, stations, boxes, secure cycle rooms, free cyclestands) Include important stops and stations in the cyclingnetwork, directions and signing of Bike & Ridesystems ÖPNV transport operators to consider cycle carriageoptions and suitable vehicles when inviting to tender Improve bus stop and rail station accessibility to thebikeLocal authority,transport operatorLocal authorityLocal authority, statetransport operatorState, local authoritytransport operator35

3Summary 9: Catalogue of measures to improve cycle use in everyday traffic9.5 Cycling and local public transportArea of activity Measure ActorsPublic information and motivationfor users Aggressive marketing to link ÖPNV and cycling Good options for loan bikes, particularly after usingpublic transportLocal authority, transportoperatorState, transport operatorInstitutional framework Subsidise operating costs for cycle stations whosevolume does not permit them to be economicallyviableState, local authority9.8 Service provision for cyclingArea of activity Measure ActorsPublic information and motivationfor users Information and customer advice Quick repairs, mobile maintenance service, cyclecleaning facilities, cycle stations to offer other services Mandatory and standardised coding as anti-theftmeasure Public loan/deposit bikes to increase availability Cycle schools for those (re-)learning Initiatives relating to lights (testing/inspection andimmediate repair) Mobility offices to provide advice service, routerecommendations on the InternetRetail trade, organisationsPrivate bodiesRetail trade, police, insurers,organisationsLocal authorities, privateenterprisePrivate enterprise, courseorganisers (e.g. adult educationcentres, sports clubs)Local authority, organisations,police, retail tradeLocal authority, privateenterprise, transportoperatorsInstitutional framework Start-up assistance for new service providers, and/orsubsidised running costs (e.g. for cycle stations)State, local authority,business development9.7 Special needs for cycling to place of educationArea of activity Measure ActorsPlanning needs and infrastructurebuilding List deficiencies in the course of project weeks ortransport tuition, pass deficiencies on to theresponsible bodies Improve the safety of local routes to schoolBody responsible for school,state (curricula), localauthorityLocal authority36

.....9.7 Special needs for cycling to place of educationArea of activity Measure Actors3 Cycle parking facilities at place of education securefrom theft, vandalism and bad weather; plan prioritiesfor upgrading existing facilities, since cycle stands areoften old at schools in particular Make it possible to cycle throughout high schoolpremises (or university cycle route network)Local authority, school,high school or othereducationalestablishmentThe state as responsiblefor high schools, highschoolsPublic information and motivationfor users Cycle exchange facility Information/advice from parents about child cycleneeds Recommendations on how to cycle to educationalestablishment safely (e.g. route descriptions, routemaps) Cycle self-help workshop, repair tuition, cyclesupervisionSchool, parentscommittee, privateenterpriseRetail trade, policeSchool authority, highschool studentscommittee, etc., localauthoritySchool authority, state,agencies promotingemploymentCommunication and information forthose involved Link individual elements of road safety work withenvironmental and social education (incl. teachertraining, materials gathering programme for "earlycycling" tuition/project weeks)State, school authorityInstitutional framework Exploit LBauO provisions regarding parking areas, anduse funds that are not spent on building car parkingfacilities Pay-per-term for cycle service and infrastructureState, local authorityThe state as responsiblefor high schools, highschools9.8 Special needs for cycling to place of workArea of activity Measure ActorsPlanning needs and infrastructurebuilding Cycle-compatible access roads on company premises;action to improve cycle usage on company premises High-grade and sufficient parking facilities close to theplace of work; decentralised facilities in largercompanies Self-help repair workshop for employees; option ofdoing repairs in company's own workshop;maintenance contract with retailers/cycle station, etc. Changing facilities, lockers, showers Use cycle couriers for errands around townLarge companiesCompanies andorganisationsCompanies andorganisationsCompanies andorganisationsCompanies andorganisations37

3Summary 9: Catalogue of measures to improve cycle use in everyday traffic9.8 Special needs for cycling to place of workArea of activity Measure ActorsPublic information and motivationfor users Individual descriptions of routes between mainresidential areas and place of work Company mobility management (company transportor cycle maps) with advice, info, organisational andfinancial management and coordination, etc.,inclusion in company environmental management(eco-audit) Favourable terms when employees take out a periodpass for cycle station (for parking and/or loan bikes) Purchase or lease of company cycles for companybusiness or financial compensation for using privatebikes (as with car use) Lease bikes to be loaned for private use to employees;swap for car park space Subsidised travel costs for cyclists similar to thecompany "job ticket" for public transport whencompany parking spot is not used, vouchers forrepairs/maintenance/discounts when buying orinsuring (theft) cycles through the companyCompanies andorganisations, localauthority, mobility officeCompaniesCompaniesCompaniesCompaniesCompaniesCommunication and information forthe parties involved Guidelines including practical experience andrequirements for those responsible for managingmobility that supports the use of environmentallyfriendly transport (with collection of examples);explain the benefits of employee cycle usage from thecompany's point of view. Run a "cycle-friendly company" competitionState, local authorityState, local authorityInstitutional framework Apply state building regulations when planning newor altered constructionLocal authorities,companies9.9 Special needs for cyclists shopping and running errandsArea of activity Measure ActorsPlanning needs and infrastructurebuilding Range of choice in cycles for carrying goods (e.g.stable racks, trailers) Create parking facilities that are large enough andfavourably located at destinations. Leave sufficientspace between cycle stands so that it is not difficult toremove bikes even when there are bags/basket.Convert car parking spaces to cycle parking facilities;make parking available for cycle trailersCycle industry/ retail tradeLocal authority, whenappropriate working withretailers, retail trade interestgroups38

.....3Area of activity Measure ActorsPublic information and motivationfor users Delivery service for purchases Option to leave bags in lockers while shopping (e.g. insupervised cycle areas) Cycle trailer loan to make it easier to take smallchildren along when cycling Reimburse charges for secure parking when goodspurchased Smaller service jobs done (e.g. in a supervised cyclearea or by mobile units) while shopping Deposit- or fee-based bike loan in many places in thetown centreRetail trade, privateenterpriseLocal authority, retailtrade, city marketingLocal authority, retailtrade, city marketingRetail tradeRetail trade, privateprovidersLocal authority, retailtrade, private providers,sponsorsCommunication and information forthose involved Information for retail trade on the importance of thebicycle when shopping (collect best practice)State, retail tradeInstitutional framework Use the provisions of the LBauO and/or localauthority law on new buildings and conversions,possibility of commuted sums in lieu of parkingprovision and of the local authority using these fundsto create public cycle parking areas that are suited tothe location Possibility / use of commuted sums in lieu of parkingprovision to finance cycle parking facilities in thetown centre Enable subsidies for public parking facilities besidepublic transport stops.Local authorityState, local authorityState, local authority9.10 Special needs of leisure cyclistsArea of activity Measure ActorsPlanning needs and infrastructurebuilding Develop green and quiet routes through the town andinclude on signposts. Upgrade / improve parking facilities at existingdestinations Temporary supervised cycle facilities at large eventsLocal authorityLocal authority, bodyresponsible for thefacilityLocal authority,organiser, private bodiesPublic information and motivationfor users Leisure cycling map of town Loan bikes at destination when arriving on localtransportLocal authority, privatebodies, sponsor,organisationsPrivate bodiesInstitutional framework Apply provisions of LBauO when building new leisurefacilitiesState, local authority,body responsible for thefacility39

4. Cycle tourism: strengthening Germany's position44.1 Initial positionIn recent years, cycle touring has become moreattractive. No other holiday activity shows such ahigh growth rate (+ 15 % between 1995 and1998). For the year 2001, the ADFC cycle touringstudy revealed the following key data, whichimpressively underline the importance of cyclingto Germany as a tourist location:- Over 2 million Germans went on a cycle tripduring 2000.- No other leisure activity is practised as often ascycling (65 %). In comparison: swimming(63 %), football (57 %) and skiing (50 %).- Cycle tourists usually spend the night in multistarhotels and spend around 20 % more thanthe average holidaymaker.In spite of this impressive balance, what is onoffer to cycle tourists leaves room forimprovement. The main problems include:Route qualityMany of the existing approx. 125 long-distancecycle routes, totalling around 38,000 kms inlength, lack a consistently pleasant infrastructure.Up until now, the federal states have developedtoo few of their own schemes to provide mediumtermquality development and quality assurancefor what is on offer. Links between the differentregional routes and networks only exist in somecases, and usually by sheer coincidence. SignpostingThe signposting of cycle routes is currently rathervaried due to the fact that it has grownhistorically, has been implemented to verydifferent standards and/or cannot be replaced inthe short-term for financial reasons. ServicesLong distance cycle routes become moreattractive when tourists have backup fromcomprehensive, high-quality services, includingfrom the hotel and catering sector.4.2 ObjectivesPromoting cycle tourism helps to increasecycling's share of the whole traffic volume and tostrengthen "gentle" tourism. As a form ofrecreation that is active and healthy, cycle touringaccommodates the increased health andenvironmental awareness of other populationgroups.As well as the environmental issues that havealready been described, the federal states and theGerman tourist industry must have a particulardesire to activate the great potential that exists incycle touring. This is even more true sincereinforcing Germany as an attractive holidaydestination for cycle touring also has animportant dimension in terms of economicpolicy.So to be able to compete with European rivals, thequality of the services on offer to cycle tourists inGermany must be further improved in thecoming years.4.3 Remedial strategiesProducts and services in the cycle touring sectorare only successful when the federal states, localauthorities, tourism organisations, hotel andcatering trade, transport companies and cycleassociations work hand-in-hand.Summary 10: Cycle touring in MünsterlandAround a third of all hotel stays (about 1 million) inMünsterland are related to cycle tourism. 12 million dayexcursions are also made by bike. The ratio of cyclists onexcursions from outside to local cyclists is 60:40. When thedaily expenditure of the different groups is taken intoaccount, these figures allow cycle tourism's primary turnoverfor Münsterland to be estimated at:- with overnight stop approx. € 69 million,- without overnight stop by guests from outside Münsterlandapprox. € 184 million,- by local people approx. € 36 million.So the primary turnover from cycle tourism comes to around€ 289 million in all, which is around 30 % of the entireprimary turnover from tourism in Münsterland. If one takesas a base the value added quota from tourism at hotel andcatering businesses (43 %), as calculated by the GermanEconomic Institute for Tourism, the direct value addedquota from cycle touring comes to roughly € 107 million.This safeguards approx. 5,000 to 6,000 jobs in the tourismsector in Münsterland and provides a tax revenue of around€ 3 million per annum.40

There have already been examples of successfulcooperation on some routes and in some regions(Münsterland, Donau, Oder-Neisse, Elbe, Weser).In those places, local authority agencies andregional tourist offices have formed workinggroups that look after and market a long-distancecycle route and provide a point of contact forcycle tourists in the form of single agency (e.g. AGDonauradweg, Weserbund).44.4 Measures Long-distance cycle routesIn keeping with their purpose, long-distance cycleroutes ought to feature a greater degree of safety,comfort and charm for cyclists. A major criterionfor a long-distance cycle route is road safety,which precludes their being routed along roadswith heavy traffic without special cyclingfacilities.Routes should- be made family-friendly so that children can alsoride them easily and safely;- be wide enough to allow cyclists to ridealongside and overtake one another, and to ridein both directions with no danger;- be transitable along their whole length;- be based, as far as possible, in attractive parts ofthe country and lead cyclists to sights that are ofinterest to tourists;- ensure the best possible connections to publictransport systems that allow cycles to be carried.This means, in particular, that there should beimproved options for cycle carriage on buses inrural areas.The D-network:Representatives from the federal states and touristorganisations have agreed that there should be anational network of cycle routes - the D-network.This D-network comprises 12 inter-regional, longdistancecycle routes (Summary 4) that are mainlyused by cycle tourists and which can also be usedby everyday traffic if they are integrated intourban traffic. Long-distance cycle routes musthave certain characteristics. They must beguaranteed to be safe to ride and must be locatedin natural surroundings. The D-network iscurrently approx. 10,200 kms long and covers theentire area of the Federal Republic, from the Alpsto the coasts, and from the Rhine route to theOder-Neisse cycle route. Approximately 95 % ofthe routes follow existing, regional cycle routesthat are already signposted and linked to eachother. Each of the long-distance routes is namedafter the region where it is.Long-distance cycle routes in attractive countrysideare particularly appealing.However, many of these long-distance cycleroutes still lack attractive infrastructure along theway, services that are in line with the users'wishes, proper signs and adequate marketingstrategies.Up until now, the federal states have developedtoo few of their own schemes to provide mediumtermquality development and quality assurancefor what is on offer. "Standards for long-distancecycle routes" were published within theframework of the Federal Ministry of Transport,Building and Housing's "Coordination andintegration of cycle routes into urban transport"research project. These quality characteristicsshould be gradually introduced into the D-network. Connection with regional and urbantransport networks should be ensured. It wouldmake sense if the D-network were to become acomponent part of each state's cycle routenetwork and thus were integrated into all plannedactions.In order to implement the German long-distancecycle network, a pilot project for the Oder-Neissecycle route is currently being carried out withfinancial support from the Federal Ministry of theEconomy and Technology. This is a single, longdistancecycle path that passes through the newfederal states of Saxony, Brandenburg andMecklenburg-Western Pomerania, and is 420 kmslong in all.The Oder-Neisse cycle route pilot project is ameans of practically implementing one exampleof the D-network with an insistence on qualitystandards. In the process, model practices for41

4inter-state cooperation on developing, operatingand managing this sort of project are to bedeveloped that can then be transferred to other D-routes. In the wake of the project, responsibilityfor structural works, such as signposting, falls tothe federal states and local authorities. To thisextent, their readiness to work together is aprerequisite for success.Moreover, the choice of a pilot route located in apart of the new federal states that is very weakstructurally and borders two EU accessioncountries is intended to stimulate a structuraleconomic effect. Encouraging cycle tourism inthis region should provide incentives for startupcompanies and for development of the range oftourist services offered by small businesses. Longdistancecycle routes that attract tourists clearlymake a considerable difference to regionalrevenue and employment. The project ought tomake an effective contribution towardspublicising Ecotourism 2002.EuroVelo routesThe "EuroVelo" project run by the EuropeanCyclists' Federation (ECF) has six routes whichrun through Germany (see Diagram 5). The firstEuroVelo route to pass through Germany was theNorth Sea Cycle Route, opened in April 2001. It isvital that the D-network is fully integrated intothe European cycle route network. The ADFC isvolunteering to be the central point of contact forthe EuroVelo project. The EuroVelo projectshould be further developed, in close cooperationwith neighbouring countries. Interreg funds areavailable for this purpose. SignpostingIn future, signposting that is easy to spot, nonambiguousand self-explanatory ought to be thevery minimum facility provided by any cycletouring route. Setting up this sort of "qualitysignposting" should at the same time serve tostandardise the German signposting system inline with the standardised systems in theneighbouring lands of Denmark, the Netherlands,Switzerland and the Czech Republic.In future, whenever new cycle paths aresignposted or when signs are completely renewed,the signs should be designed in line with theguidelines issued by the Road and TransportResearch Association (FGSV). This would meanthat, in the medium-term, Germany would havelocal cycle paths, long-distance cycle routes andmountain bike routes signposted in an integratedand standardised way. This requires commitmentfrom the federal states and local authorities. Theymust be convinced that standardised signpostingis to their own advantage. To achieve this morerapidly, in North Rhine-Westphalia, for example,the introduction of such a system was fully paidfor by the federal state, but the local authoritiesthen became responsible for their upkeep. In thisconnection, the possibility of granting fundingsubsidies of the FGSV guidelines are beingfollowed shold be investigated.42

Diagram 4: The D-network443

Diagram 5: EuroVelo routes444

Mountain bikingThere is a need to create attractive mountain bikeroutes that are environmentally and sociallysound, and that where possible avoid conflictwith nature conservancy, woodlands and otherforest users (ramblers, horse-riders, etc.). Planningfunds to create attractive mountain bikingoptions should, therefore, be increased and mademore widely available. A nationwide,standardised style of MTB signposting, in linewith the recommendations of the FGSV andembedded within an overall style of signpostingcycle paths, needs to be promoted. Workingtogether with the ADFC, some federal states (incl.Baden-Wuerttemberg and Bavaria) have alreadydeveloped model regions within the state system(the Southern Black Forest, the Frankenwald, theFichtelgebirge, and the Rhön). The existingoptions were assessed for the first time in the"ADFC mountain biking guidelines", incooperation with tourist offices, natureconservancy and rambling organisations, andnational standards for environmentally andsocially sound mountain bike routes wereformulated. Service, hotel and catering businessesA long-distance cycle route becomes moreattractive when it can offer cycle-friendly cafes,restaurants and accommodation. Within thehotel and catering sector, extending the range ofoptions to include businesses that are labelled"cycle-friendly " will help improve a region's orroute's cycle tourism climate.Today's cycle tourists are becoming anincreasingly significant target group for the hoteland catering trade, because they usually have arelatively high income and are demonstrablyprepared to spend their money on good qualityservices. So those businesses that already operatealong cycle paths should be the first to seize theinitiative. The ADFC's "Bed & Bike" project hasestablished nationwide quality standards forcycle-friendly guesthouses. Cycle touristscurrently have access to 2,900 such lodgings.These guesthouses are indicated by a plaque, andare listed in a variety of directories. With thepublication of this type of "Bed & Bike" guide,cycle tourists can find cycle-friendlyaccommodation for their holiday while at theplanning stage. The directory is to be listed on theInternet.As has already happened in some federal states(Baden-Wuerttemberg, Bavaria, Hesse,Mecklenburg-Western Pomerania, North Rhine-Westphalia), the states in other parts of Germanyalso ought to provide seed funding to promotethe "Bed & Bike" project as being particularlysuitable to cycle tourists.Amongst the services on offer, there should alsobe resting areas with a table and seats, children'splay areas, places to repair bikes, etc. A centralisedcyclist hotline with information and a reservationservice could also be provided (e.g. Münsterland).The range of services offered to cycle tourists canbe extremely broad. Apart from signpostsindicating the route, there could be informationboards along the way which provide details of- the region's cycle touring routes,- tourist infrastructure,- public transport connections (e.g. rail, buseswhich accept cycles, boat jetties).Cycle touring routes require tourist infrastructure.445

4 Cycle parking facilitiesLong-distance cycle routes should also beequipped with good quality facilities to parkcycles. They should enable cycle tourists to leavetheir bikes without worrying, and where they willbe safe from theft and bad weather. To safeguardbikes with panniers, secure facilities (e.g. cyclestations) or cycle lockers could be considered.Suitable locations for cycle parks are stations,information offices, popular tourist attractionsand other recreational sites. Operators of thesetypes of facility need to be persuaded to providesuitable parking areas for cycle tourists. Marketing cycle touringSince 1999, the ADFC has been producing thesuccessful "Discovering Germany by bike"brochure on behalf of the German NationalTourist Board (DZT). This decribes over 50German routes and regions and their cycletouring facilities, and offers package deals. Tosatisfy this growing interest, the German NationalTourist Office (DTV) and the ADFC have alreadyrun several projects at national level. The 3rdedition of the "Discovering Germany by bike"brochure offers, for the first time, a range ofcycling holidays throughout the country that canbe booked in advance, and it has now become anestablished part of the DZT's marketing operationboth domestically and abroad. Cooperationbetween the tourist organisations and the touristindustry needs to be further intensified.The marketing of cycle touring options inGermany should include advertising products(long-distance cycle routes, regional cycle routes,mountain bike trails and urban tourism),publishing and marketing cycle touring guidesand maps, adverts in magazines, and appearancesat tourist fairs and other events where the cycletouring target group can be reached. TheInternet's role in planning cycle holidays willbecome increasingly important. At regional level,the options for cycle touring can be presentednationally, and offer large-scale and more detailedmaps showing the course each route takes, whatsort of route it is, the condition of the surface,gradients, sights, links to public transport, etc.Other links can be provided, e.g. to cycle-friendlyaccommodation and dining facilities, timetableinformation and temporary detours from thenormal route (due to high water, roadworks, etc.).These have already been done on some longdistanceroutes (e.g. the Elbe Cycle Route and theBavarian network). This type of service can helpcycle tourists to properly plan their itinerary.High monthly access figures prove howimportant the Internet is for marketing cycletouring services. National coordination pointTo implement and market the D-networkefficiently, a national coordination point isrequired. Core tasks are to plan the detail of theroutes, advise the actors involved at local leveland drive the marketing effort. The federal statescurrently have no budget for funding such acoordination point. Within the framework of aFederal Ministry of the Economy and Technologypilot project, the DTV and the ADFC set up acoordination point, for a period of 20 months, tomarket the Oder-Neisse Cycle Route as a modelroute within the D-network. The response of theorganisations, local authorities and agenciesinvolved, as well as the users themselves, has beenpositive. So the federal states should consider theADFC's calls to set up a permanent coordinationpoint, and see whether the associated costs can befound. At the moment, only a few of the federalstates have a point of contact specifically for cycletouring - the responsibility tends to lie in differentplaces and at different levels (tourismassociations, state ministries, etc.). A single,nationwide point, headed by the federal states, tocoordinate the range of cycle touring services onoffer and to market them at national andinternational levels, would be a great help.46

Local recreational cyclingGuidelines drawn up by the FGSV on behalf of theFederal Ministry of Transport, Building andHousing illustrate the current state of the art withrespect to the development of infrastructure.These cover:- recommendations for cycling facilities (ERA 95),- guidelines on the signposting of cycle paths(issued 1998),- guidelines on signposting cycle facilities in linewith the Road Traffic General AdministrativeRegulations (1998 version),- guidelines on cycling outside urban areas (HRaS2002),- guidelines on cycle parking (1995 version).Funding should be dependent on these guidelinesbeing adhered to.Building attractive cycling networks can helpachieve major increases in cycling's share ofleisure travel and day-trips. When localauthorities are developing cycle plans, they needto properly take into account issues surroundingthe use of cycles for local recreational purposes.There are often overlaps with everyday traffic (e.g.rail station accessibility, parking facilities atrecreational spots, business establishments,signposting). Since the bike is often only used as ameans of getting to nearby recreational areas suchas swimming pools, sports fields, etc., and thecyclist takes part in other activities once there,suitable parking facilities are needed here too. Ifrecreational areas and leisure centres are to bedirectly accessible, access routes need to be of thesame quality as commuter routes. As recreationalcycling often goes beyond the immediate urbanarea, the FGSV guidelines on cycling outsideurban areas ought to be taken into account infuture when planning, designing, building andmaintaining networks.4Summary 11: Catalogue of measures to promote cycle touringArea of activity Measure Actors QuantityRoute qualityConstructionSafe, comfortable and attractiveroutes that comply with ERA 95and long-distance cycle routestandardsFacilitiesPicnic areas with groups of seatsand sheltersSignpostingStandardised signposting Destination-oriented signposting infor national cycle routes line with FGSV guidelines (1998)Marked as theDesign a logo (standard throughoutD-network route country)Management and maintenanceRegular checks on route Quality assurancequality and signpostingHotel and catering businessesCycle-friendlyNew businesses to open along longdistanceroutesaccomodation andcatering outletsAgency responsible forconstruction /Local authorityLocal authority, touristorganisationsFederal states or agencyresponsible forconstruction, localauthorityDTV, DZT, ADFCTourist organisations/agency responsible forconstruction/ localauthorityADFC/ touristorganisations/ hotel &catering trade/ businessesNational cycle routes: 12 routesapprox. 10,200 kms; regionaland state long-distance routesapprox 30,000 kmsBased on a mininum of oneevery 10 kms over 40,000 kmstotal length, 4,000 picnic areasand 2,000 sheltersD-network (10,200 kms)Oder-Neisse Cycle Route aspilot project40,000 kms long-distance cycleroutesApprox. 2,900 Bed & Bikeestablishments nationally, goal:5,000 establishments47

5. Linking transport systems:extending cycle use opportunities55.1 Initial positionTo improve the links connecting cycle paths toother modes of transport is a major part of anysystematic promotion of cycling within theframework of an integrated transport policy.Despite the fact that progress has been made,there are currently still many barriers preventingcycling being linked with the other transportsystems to form integrated transport chains (e.g.cycle carriage on public transport, cycle parking atrailway stations and bus-stops, and renting,borrowing or despatching cycles). This isillustrated by the following examples: Bus stops/ railway stationsOften there are no accessible approaches to publictransport stops, cycle signs do not indicate railstations, and there are insufficient secure andsheltered facilities for parking cycles around railinterchanges. Service provision at stationsFor the most part, the larger stations with thegreatest potential for switching modes oftransport have no supervision of parked bicycles,nor cycle rental or borrowing facilities, norinformation points for visitors from out of town.Cycle parking areas - such as this one in Deidesheim -make it easier to link transport systems Cycle carriage/cycle despatchLocal and regional passenger transport by rail(SPNV) usually imposes time-related restrictionson the carriage of bicycles. The pricing system isunstandardised and changes at the boundaries ofintegrated transport associations. Getting ontotrains is made far more difficult through havingnarrow doorways and low platforms. Takingcycles on Inter-City Express (ICE) services is notpermitted, while the capacity on other longdistancetrains is often insufficient. Taking cycleson buses is not normally permitted. Despatchingcycles is complicated and expensive.The reasons for this lie partly in the fact that theactors in the transport chain who are responsiblefor services frequently have insufficientunderstanding of the problems of the differenttarget groups: commuters and occasional bus andrail users, day-trippers and holidaymakers. All toooften they are not aware of the excellent optionsand special service offerings that are possiblewhen the use of cycle and public transport iscombined, or these are not employed due to thefact that the price structure might be unattractive.Many of the deficiencies are also due to a lack ofinterlinking and to the responsible parties beingdisinterested in any type of cooperation. This istrue of vehicle orders for lines that run betweendifferent regions or federal states, the pricestructure, conditions of carriage and bookings.International rules for cycle carriage on therailways, and cycle despatch, present a particularproblem.At times the bicycle is viewed as a competitor topublic transport and not as a reasonableextension. The most frequent arguments are thatconvenient cycle parking facilities and cyclecarriage are not economically profitable and thatjoint use of infrastructure (cycling in bus lanesand around stations) is a nuisance.Another reason is the lack of self-interest. Selffinancingsolutions for cycle parking and serviceprovision are usually ruled out because bikes cannormally be parked free, users are not prepared topay and there are no other secured fundsavailable.48

5.2 ObjectivesTo promote the use of the environmentally soundmodes of transport, the federal states and localauthorities should attempt to implement theseimprovements:-take interlinking into consideration in futurewhen making plans for public transport.- reinforce and extend the existing range ofconnection options to ensure there is a highstandard.For specific, individual actions, the federal statesand local authorities need to check whether fundsare available from the Federal Government as laiddown in the Local Public TransportRegionalization Act and the local transportfunding law. The practical advantages of havingbetter connections are obvious. The bicycle willprobably be used more as a reasonable alternativeto motorised private transport over longerdistances, too, including for commuting, leisureand holiday purposes. Cycle traffic share drops fordistances of over 5 kms because the travel timeadvantage gained over the car is lost due to thegreater speed of the latter, and because the bikebecomes far more taxing.Cycling extends the public transport system sothat it becomes a transport chain, thus expandingthe radius within which a cycle can be used. Atthe same time, the bike brings new customergroups to public transport. Being able to takebikes in cars, on buses and coaches, on boats andon planes, enables cyclists to use their own cyclein other places, as does the option to despatch abike. The option to rent or loan a cycle enablesthose who have none available at theirdestination to use a bike within transport chains. Service provision at stations and other interchangesStations and major transport stops need facilitiesfor parking cycles where they are secure andsheltered, and - depending on the importanceand traffic volume of the station or stop - provideoptions to- rent or borrow cycles,- get repairs, replacement parts and accessories,-get information,- despatch and take delivery of cycles and, whereappropriate,- get other servicesCycle stations (with supervised parking, rentalbikes, and repair and information services) shouldbe built at stations with large passenger volumes.This could mean that unmanned stations andstops can be re-manned. This would promoterevitalisation, enable other sorts of customer toreceive a personal service, and, possibly, meanthat tickets could be sold, luggage stored anddespatched, car-sharing schemes facilitated andcaretaker duties carried out. Design of stations and other interchangesHaving transport infrastructure facilities with nobarriers is an important mobility criterion for alltransport users, but particularly for cyclists. Inthis context, the Disability Discrimination Act,passed by the German parliament on 28thFebruary 2002, is relevant for cyclists. The gradualintroduction of barrier-free public spaces whichthis law promotes is going to work to theadvantage of cyclists:55.3 Solutions and actions Integrating stations and interchanges into the cyclenetworkInterchanges (stations, bus stops, large car parks,airports, etc.) are the places where road users canswitch from cycles to other types of transport.Interchanges must be quick and easy to access,and simple for visitors and first-time users to find.Cyclists arriving at the station must be able toeasily find the important routes and destinations.An interchange's catchment area and the relevantroutes will depend on the geographic,topographic and urban characteristics of eachplace.49

Local public transport (ÖPNV)5Apart from lines that are widely used by tourists,buses, trams and underground systems do notneed much space for cycles. A basic minimum ofspace should be offered for crisis-type situations(bad weather, breakdowns, faults, etc.) and forrecreational cycles that are not allowed on theroad. Multi-purpose spaces also work to theadvantage of people with prams and travellerswith luggage.Customer-friendly carriage regulations must bepromoted- Station concourses: areas of transition fromstreet to platform to be free of barriers. Where nolevel transit areas are possible, ramps should befitted to stairways so that cycles do not need tobe lifted. Alternatively, spacious lifts should beinstalled.- Platform edges: To make it easier to get from theplatform into the vehicle, platforms should bemade the same height as the vehicles used.- Access routes: stations should be properlyintegrated into the cycling network. Locationspecificsolutions should be found that do notmake the station a barrier in the cyclingnetwork:- Information: at interchanges, guidance systemsshould include directions indicating the way toexits, any relevant services that may be available(e.g. cycle stations) and parking areas. Doorsdesignated for the passage of cycles should beproperly indicated. Cycle carriageThe service offered by public transport shouldalways make cycle carriage easy and cheap, and bebased on standardised structures and conditionsof transport. This can be achieved by designingvehicles in a suitable way, with places wherecycles can be properly stabilised and simple entrypoints, by having price structures that offer goodvalue, and customer-friendly carriage regulations.The different modes of public transport shouldprovide services tailored to the given situation. Inconnection with this, it should be noted that,under the constitution, local public transport(ÖPNV) and local and regional passengertransport by rail (SPNV) come under the remit ofthe federal states.Local and regional passenger transport by rail (SPNV)On SPNV services, multi-purpose areas are wellsuitedto the carriage of bicycles, particularly inthe case of double-decker carriages with seatsupstairs. This also makes it easier for othercustomers with particular needs (prams, luggage,wheelchairs), and provides useful standing roomwhen the vehicle is very crowded. Time-basedrestrictions should, where they still exist, beremoved and good value multi-journey passesmade available (e.g. the cycle carriage regulationwith an annual pass). One excellent example ofthis is the federal state of Thuringia, which has anagreement, involving financial assistance, withthe Deutsche Bahn AG which makes cyclecarriage on the SPNV free and not subject to timerestrictions.Intercity railwaysCurrently intercity rail, with around 550 trainsper day including overnight services, providesmany options for cycle carriage. In response tocustomers' requests, many of these trains havebeen fitted out with new cycle sections or cyclecompartments that provide space for seven cyclesplus one children's bike. Surveys carried out bythe ADFC and letters written by the general publicclearly indicated that customers want comparableservices on the high-speed services, too.The carriage of cycles on intercity trains is theresponsibility of, and is subject to the economicassessment of, the rail companies. The FederalMinistry of Transport, Building and Housingexpects the rail companies to voluntarily providean attractive range of services to this customersegment, too.50

Cycle despatchA number of qualitative improvements should beintroduced to make the cycle despatch systemmore attractive within the framework of thedomestic and international luggage service forcyclists. Logistics companies could have a role toplay here.Improvements could include the following:- a price structure that offers good value forfamilies,- standardisation and a deposit system fortransporting packages,- easily accessible deposit and receipt points in thevicinity of stations to make it easier to leave andpick up cycles, and guaranteed transport times. Information servicesIf potential customers are to be able to gettimetable, carriage, rental and service informationbefore they set off and while they are travelling,the existing information system needs to beextended. Such services should be integrated intothe companies' electronic passenger informationsystems.5Summary 12: Catalogue of measures to link transport systems12.1 Integrating stations and interchanges into the cycle networkArea of activity Measure Actors QuantitySignposting to stops/stations andinterchangesDevelop a standardised,interchange-specific signpostingsystem (state of the art/FGSVguidelines)Planning, investment,operation: road trafficauthorities/local authorityAction plans for two-thirds ofall stations (approx. 4,000interchanges)Good cycle connectionsto stations andinterchangesRenew/develop quicker, safer andbetter-quality approaches and exitsand junctions near stationsPlanning: local authorityImplementation/operation: thoseresponsible for roadbuilding (normally localauthority or federal state)and road trafficauthoritiesAction plans for around 4,000interchanges51

Summary 12: Catalogue of measures to link transport systems12.2 Service provision at stations and other interchangesArea of activity Measure Actors Quantity5Parking facilities for allrelevant target groupsAreas near entrance for short- andlong-term parking, secure fromtheft and vandalism, sheltered fromweather, adequate spaces in termsof type and number, qualitystandards for parking areas, replaceunsuitable old facilitiesPlanning: local transportplanImplementation/operation: contractbetween job manager andinvolved partiesRequired parking spaces:500,000 (based on: 2 % of 25million trips on publictransport per day)Service provisionAt stations with over 300 bike &ride customers per day(Cycle touring) information, cyclesupervision, loan bikes, rental bikesModels: "cycle station" (NRW), Calla bike (DB AG) linked toinformation and service provisionfor arriving and departing traffic fortourists from outside and residents(mobility information point)Planning: local transportplan; needs analysis usingaccessibility quality inÖPNVImplementation/operation: contractbetween the job managerand involved parties toreview interchangesAround 500 interchangesnationwideLocation-dependent: rental bikes atstations with option to return atother stations, child trailers, trailerbikes, children's bikes, child seats,etc.Price system integrationIntegrate cycle stations for gettingto public transport, public transportitself, cycle stations for leavingpublic transport into one combinedprice; transparency throughnationwide, standardised pricing;Integrate cycle stations into all"combined" ticketsImplementation/operation: contractbetween job manager andtransport companiesAffects approx. 125,000 cyclecarriages/day (0.5 % of ÖPNVpassengers)12.3 Interchange and station designArea of activity Measure Actors QuantityTransit areas for cycliststo/from street andplatformPlatform access suitable for disabledpersons, level access to vehicles;ramps not lifts where possible(more reliable, quicker, cheaper)Orders: job managerImplementation:transport companies and/or infrastructurecompanies Integrated intoprogramme for disabledand/or via agreement onobjectivesAround 3,000 stations52

.....12.4 Cycle carriageArea of activity Measure Actors QuantityLocal public transport(ÖPNV)Two cycle spaces per standardvehicle as a crisis fallback, atnormal passenger priceOrders: job managerImplementation:transport company,specify lines with extraneeds in local transportplan5CoachesOn routes of interest to tourists:spaces in/on the bus, or in a trailerImplementation:transport companyRegional rail transport(SPNV)Cycle storage spaces (multi-purposeareas, double-decker carriages) forat least 10 % of passengers, but atleast multi-purpose space for 6cycles in railcars, 10 cycles in trains(group)Orders: job managerImplementation:transport company,specify lines with extraneeds in local transportplanConvert 2,000 waggons andtraction vehiclesAttractive pricing systemSPFV Attractive offers for cycle carriage Rail companies12.5 Cycle despatchArea of activity Measure Actors QuantitySending bikes as luggageDespatch points at intercitystationsAttractive pricing systemImplementation: railcompanies, privatecompanies12.6 Information servicesArea of activity Measure Actors QuantityIntegrate bike as meansof getting to/from othertransport, plus rentaland booking options inpassenger informationsystemsBroaden passenger informationsystems and MIV guidance systemsExpand the DELFI electronicinformation systemSet up cycle hotline (multilanguage,Europe-wide)Implementation: Federalstates, transportcompanies, transportsectorSet up a digital cycle network as thebasis for information systems53

6. Efficient coordination of cycle planningand promotion66.1 Initial positionWithin the framework of our federal system, cycleplanning and promotion is primarily the remit ofthe federal states and local authorities. There alsoneeds to be a major input from relevantassociations, action groups and otherorganisations who, in particular at local level, canprovide a decisive contribution to the success ofany policy agreement that is to work in favour ofcycling. Effective cooperation between thevarious levels and different actors is, therefore, aprerequisite for an efficient system of cyclingpromotion within the meaning of the NationalCycling Plan.After taking into account the differing baseconditions, the following problem areas may beidentified:- dispersal of responsibilities and competencies,- lack of coordination in top-level networks,- low value put on cycling in planning anddecision-making processes.6.2 ObjectivesCycle planning coordination, both vertically andhorizontally, urgently needs to be improved, asthe "Everyday traffic" chapter also indicates.Therefore the objective has to be that thepromotion of cycling comes to be regarded as across-departmental, joint responsibility.In the federal states and at local level, inparticular, cycling needs to be properly integratedinto ground rules planning (traffic development,urban development), into land use planning andinto specific construction projects (e.g. roadbuilding,parking facilities).Administrative competencies need to beefficiently regulated. Funding and assistanceneeds to be transparent. There is a need toheighten the awareness of the importance ofpromoting cycling both amongst the generalpublic and politicians.6.3 Solutions and actionsOptimising cooperation between the differentlevels is one of the most important, yet difficult,tasks facing the National Cycling Plan. Such astrategy can only be gradually introduced andthus should be regarded as long-term. Generalremedial strategies need to be filtered down to thevarious planning levels, and tools need to bedeveloped which will forge fuller cooperation andcollaboration within and between the individuallevels, and improve the exchange of information.National levelWith a view to coordinating the different cyclingrelatedactivities and competencies, in late 1999the Federal Government established the "Cycling"working group, comprising representatives fromthe Government and the federal states. TheFederal Ministry of Transport, Building andHousing chairs and leads the group. Alongside thedelegates from the federal states, the workinggroup also involves representatives from localauthority umbrella associations, the ADFD andother organisations (see Annex 2).The Government/states working group's maintask is to intensify the exchange of informationbetween all the decision makers and interestgroups involved in shaping cycling.Federal state levelThe federal states have a key role to play inpromoting cycling. By distributing funds, theyexert a major influence on the local authorities'options. Against this background, cooperationbetween the various ministries that are involvedin cycling issues (Transport, Economy,Environment, etc.) can be improved andpromotion of cycling can be anchored as a crossdepartmentalresponsibility in the differentpolicy areas. Table 5 shows a number of goodexamples of cooperation and coordination at thelevel of selected federal states.54

Table 4: Linking remedial strategies, measures/tools and first implementation steps at Federal Government levelRemedial strategies Measures First steps (in 2002)Establish the NationalCycling Plan as a base plan,to be regularly updated, atfederal levelFederal Government toreport on "Measures topromote cycling" every fiveyearsPreparatory workfor the report in 2005Consultation with a broadsection of the public andinvolved partiesPut the National CyclingPlan on the InternetSet up an Internet portal6Local levelOne major objective, particularly at localauthority level, is to significantly increasecycling's share of the modal split and to promotecycling as an independent part of the overalltransport system. Attempts to develop andoptimise the basic conditions for increased cycleusage will only succeed if measures are plannedand carried out in an integrated way, i.e. withcollaboration on infrastructure, links to othermodes of transport and specific service offerings,and ongoing, effective communication andinformation between all the actors.Alongside the requirement to work out integratedcycling plans and better communicationstructures within administrative bodies, therecontinues to be a particular need for action to betaken on the dissemination of knowledge, ondrawing in other parties (communication) andremoving the numerous barriers that hinderaction. 14The local authority umbrella associations take onparticular significance. Therefore the FederalGovernment welcomes the fact that theAssociation of German Cities and Towns isascribing more importance to the subject ofcycling promotion in its "Transport Planning"technical committee.The involvement of citizens’ action groups,relevant associations and clubs is also required ifcycle planning and promotion is to be properlycoordinated. There is also a need to seek increasedcooperation with industry, the retail trade,schools/ colleges and the health system. Contactsneed to be nominated at all levels, and structuresset up to ensure better collaboration.Possible remedial strategies are listed inSummary 13.Cycle promotion: an important element of anintegrated transport system.55

Table 5: Good examples in the field of coordinating cycle promotionExampleDescription6Combining responsibilities inthe Rhineland-Palatinate stateauthorityThe rise in cycling's importance has led to a corresponding growth in the challenges facingall the levels concerned. In order to improve decision-making processes in the face ofstaffing and, even more so, financial limitations, the Rhineland-Palatinate TransportMinistry combined the coordination of planning, building and funding cycle paths into asingle department. Such organisational structures help to reduce red tape considerably andvastly improve the efficiency of planning talks. The result was that a separate cyclingbureau was set up in the state's road and transport department as the subordinateauthority. Lines of communication between the Ministry and the State Office have thusbeen made far shorter and the coordination effort has been considerably reduced. It hasalso had a positive effect on dealings with the local authorities, because there is only onecentral point of contact within the state authority.Cycle route informationsystem in Rhineland-PalatinateIn order to have reliable details about the condition of the cycle route network, cyclingrelatedinformation in the Rhineland-Palatinate will, in the future, be issued state-wide viathe "RADIS" cycle route information system. This will make a full inventory of local cyclepaths available for the first time, too.The "Cycle-friendly towns andmunicipalities" working groupin North Rhine-WestphaliaThe towns and municipalities involved in the "Cycle-friendly towns and municipalities inNorth Rhine-Westphalia" promotional programme, sponsored by the state of North Rhine-Westphalia, set up the "Cycle-friendly towns and municipalities in North Rhine-Westphalia" working group in Krefeld on 18th October 1993. The 32 towns andmunicipalities in the NRW working group see themselves as towns that are providing amodel for modern, ecological and town-friendly mobility.They want to establish the prerequisites for this by having: an attractive, safe cycle network, a cycle-friendly climate that will help encourage the public to switch to the bicycle cycle service points, just as there are, as a matter of course, for cars.On this basis, the working group has the following tasks: member towns and municipalities to exchange information and experience advice and help on common issues, represent the concerns of the cycle-friendly towns and municipalities to the public.Further information is available at: www.fahrradfreundlich.nrw.deRegional cycle network for theStarkenburg region in Hessewith involvement of four ruraldistrictsThe project aims to establish a linked cycle network, based on unified standards, in therural districts of Bergstrasse, Odenwald, Gross-Gerau and Darmstadt-Dieburg. Thisinvolves, e.g., adopting the federal signposting standards, developing theme-based cycleroutes and publishing a route map with proposed routes. The scheme is being scientificallymonitored by Darmstadt Technical University.Working group to improve thequality of Hesse's longdistancecycle routesTo improve its long-distance cycle routes, the federal state of Hesse has employed twopeople to monitor all of these routes, which total 2,200 kms in length. The goals of thisinitiative are to check the condition of the routes and route guidance (a register of routes), correct deficiencies in the signposting (adoption of federal standards), provide information boards with information about the countryside, culture,refreshments and accommodation, and links to public transport.Network of local authoritycycling officersOn 30th September 1999 the Institute for Local Authority Commerce and EnvironmentalPlanning (IKU) organised the first congress of local authority cycling officers. Theparticipants (mobility officers and transport planners from all over the country) called forinformation and thoughts to be exchanged via modern forms of media. The IKU thenmade its Internet homepage available for a forum of cycling matters.56

Summary 13: Coordination between the Federal Government, states and local authoritiesFederal Government: Air current issues in the government/states "Cycling"working group. Incentives and scientific support through research andpilot schemes. Coordinate research (collaboration between the FederalHighways Agency, Federal Environment Agency, FederalOffice of Construction and Regional Planning). Present and communicate latest results from pilot schemesand research projects, "best practice".Federal states: Integrate cycling into state transport plans andprogrammes. Clear responsibilities in the various departments. Assign acycling officer at state level (however this requires theperson responsible to be higher up the hierarchy). Coordinate cycle promotion within the stateadministration. Draw up integrated, multi-year, state promotionalprogrammes. Mechanisms for coordinating large-scale plans (e.g.signpost national cycle routes) at inter-state level. Monitor/champion cycling concerns in the states' trafficand construction laws (e.g. Saxony's building regulations). Adopt national, unified standards (e.g. signposting). Develop a "cycling network" involving as many actors(allies) and action levels (political and administrativeintegration) as possible, i.e. for example also bettercollaboration with the specialist trade and the cycleindustry, collaboration with health insurance companies,more collaboration with private organisations and citizens’action groups with national offices, more collaborationwith schools and colleges (syllabi). Exchange experiences regularly, make advice available tolocal authorities, e.g. on funding options, coordinatingplanning, dealing with third parties. Hold congresses and seminars. Offer promotional prizes and competitions.Local authorities: Integrate cycling into local transport development plans(with greater binding character), regional developmentplans, local transport plans, etc. Get agreement between different local bodies on plans thatcut across borders. Integrate cycling (commuter and recreational) intoadministrative issues (cross-departmental), integrateAgenda 21 work. Position the responsible officers higher up the hierarchy,clearer responsibilities in departments. Treat relevant regulations in a unified way (e.g. national,standardised signposting in line with FGSV guidelines). Develop a local communication strategy involving allactors (e.g. set up "cycling forums", "cycling commissions",etc.). Involve the general public when planning actions thataffect cycling.At all levels: Transparency and efficiency in funding (simplify fundingguidelines, draw up guides). Anchor cycling in transport support and urban designprogrammes (e.g. the government/states "SociallyIntegrative City" programme, URBAN 21, town and villagemodernisation programmes). Greater participation from citizens’ action groups,associations and clubs. More collaboration with companies and businesses (workrelatedmobility management), the retail trade, theinsurance industry, the health system and schools/colleges. Combine and communicate information at government,state and municipality levels.657

7. Funding cycling facilities:doubling of the federal budget77. 1 Initial positionWithin their respective areas of competence, theFederal Government, states and municipalitiesalso have financial responsibility for thepromotion of cycling.The federal budget of 2002 managed to doublethe amount of money directed towards cycling. Inso doing, the Federal Government made animportant structural contribution towardsimproving cycle route networks and connections,and satisfied its national responsibility in spite ofthe consolidation that was required. Thisincreased investment should, then, be taken as asignal to those responsible for construction in theother regional bodies that they ought to promotecycling in their own area in a similar manner.The level of awareness regarding existing fundingoptions, and the financial commitment of thefederal states and local authorities towardscycling, still varies widely in terms of scope andstructure. Moreover, the vision that cyclingshould be regarded "as a system", and promoted assuch, has only been adopted in piecemealfashion. The October 2001 survey, carried out onbehalf of the Federal Ministry of Transport,Building and Housing, regarding the states' andlocal authorities' practices in promoting cyclingfinancially confirms this. 15 However, it wasimpossible to find transparency with regard to theregional bodies' investment and revenueexpenditure. A total of 90 regional bodies tookpart in the survey.The government/states' "Cycling" working groupis to assess the survey's results in detail andpresent conclusions to the Transport Minister'sconference in Spring 2003.7.2 ObjectivesThe Federal Ministry of Transport, Building andHousing wishes to use the government/states'"Cycling" working group as a basis to worktowards- getting the remaining regional bodies to achievemore transparency in relation to their ownfunding system in favour of cycle promotion,- having the existing sources of funds used in amore purposeful way,- getting the federal states to fully use thestructural leeway they have with relation to theLocal Authority Transport InfrastructureFinancing Act (GVFG) to improve transportconditions in local areas,- getting the various bodies responsible forconstruction to work together under theleadership of the states' leading road trafficauthorities with the aim of drawing up aprogramme to bridge gaps in regional andnational cycle networks.The Federal Government is to report on howthese proposals have been carried out and putinto practice in the 2nd Cycling Report in 2005.7.3 Funding instruments7.3.1. Cycle facilities in the federal construction remitThe options open to the Federal Government, asthe entity responsibile for road construction, withregard to action and funding, are limited todealing with national trunk roads. Where cyclepaths are to be built along trunk roads with a viewto improving road safety and overall mobility byphysically separating cycle traffic from motorisedtransport, road construction funds are available inthe federal trunk road budget. There are currently15,000 kms of cycle paths along national trunkroads.Tourist regions should be linked in to cycle touring.58

The 2002 federal budget included, for the firsttime, an item of € 100 million (Section 1210 Item746 22) specifically for building and maintainingcycle paths within the federal remit. Thisrepresents a doubling of expenditure as comparedto previous years. Thus, within the framework ofits competence, the Federal Government ismaking a contribution to improving cyclenetworks and cycle route links. This should be anincentive for other agencies responsible forconstruction to promote cycling in a similarmanner in their own area of competence. Thisapplies in particular to urban areas where cyclingis particularly important. Network plans and theconstruction of cycle facilities are theresponsibility of the competent administrativebodies in the federal states and local authorities.However, the planning and building of cyclepaths alongside roadways is often not done in away that systematically promotes cycling.Sections of cycle path frequently appear in aselective, fragmented way, and do not add up to anetwork. Therefore the Federal Ministry ofTransport, Building and Housing proposes thatthe supreme road traffic authorities in the federalstates assume a coordinating role for this interfacebetween the various agencies responsible (FederalGovernment, states, municipalities. In thiscontext, country paths and forest trails shouldalso be included in plans to improve the network,if there is a link to the trunk road. Where otherroad construction agencies are affected, theparties involved must sign written agreementsregarding costs, ownership, obligatory trafficinsurance, operation, signposting, etc.7Table 6: Building cycle paths on federal highways within the Federal Government remitPeriod Distance built (kms) Building cost (€ million)old states new states old states new statesBefore 1981 8,0001981-1990 2.920 4811991 250 611992 300 500 1) 611993 300 170 51 151994 310 200 6 1 261995 280 120 51 151996 240 110 46 151997 190 150 36 151998 170 140 36 151999 220 140 36 152000 210 140 31 15Total 1991-2000 2.470 1.170 2) 470 133Total 13,390 1,670 951 133Combined total 15,060 1,0841) New states' initial stock = 500 kms. 2) 1993-2000 Source: BMVBW59

7Summary 14: Planning and building cyclepaths on federal highwaysThe planning objectives and criteria below are some ofthose that apply to the planning and building of cyclepaths along national trunk roads: Stop the gaps in existing cycle facilities (linking paths,residential areas in fringe locations, out-of-town leisurecentres). Link tourist regions to cycle touring. Traffic space where the carriageway is narrow. Exceeding of certain motor vehicle or cycle trafficvolumes.Summary 15: Assistance in line with the LocalAuthority Transport Infrastructure FinancingAct (GVFG)Section 2 Para. 1 of the GVFG makes it possible to fundcycle paths when there is a link to a road that, accordingto the GVFG, is eligible be funded, such as: important inner-city streets, except for access andservice roads, special lanes for buses, important arterial roads that feed the wider transportnetwork, important link roads in backward areas (Section 2 Para. 1item 3 ROG) and roads related to stretches of railway that are being closeddown.In this context, other cycle facilities such as Bike & Ride schemes and cycle stationscan be assisted.Retrospectively building separate cycle paths, andredesigning the road layout to create areas for cycling,when carried out on roads that are eligible for funding, aredevelopment measures that are eligible for assistance.7.3.2 Cycle facilities whose construction andmaintenance is the responsibility of the states, townsand local authoritiesLocal Authority Transport InfrastructureFinancing Act (GVFG)Within the framework of the GVFG, the FederalGovernment uses funds from the mineral oil taxrevenue to promote investment in theimprovement of transport infrastructure inmunicipalities. The overall sum is around € 1.68billion per year. Of the investment fundsavailable, the old federal states account for 75.8 %and the new states and Berlin for 24.2 %. TheFederal Government can award these grants tofinance cycle paths on roads for which it is notresponsible for constructing and maintaining.The prerequisite is that the planned measures,which the states themselves decided upon, fulfilthe funding criteria (Summary 15).While, under the GVFG, cycle paths are not inthemselves eligible for funding, the types ofscheme described above include building orupgrading cycle infrastructure such as cycle paths,signposting, traffic signals and cycle parkingfacilities to connect with public transport. Fundsfrom the Act can even be used for separate cycletracks if the regional authorities are the agencyresponsible for the construction and maintenanceof the transport infrastructure that is eligible forfunding. This shows that the federal states arealready using the GVFG as a flexible fundinginstrument in a purposeful way. The state ofNorth Rhine-Westphalia is a fine example (seeSummary 16). Therefore the Federal Governmentalso recommends that other states establishpriorities to support cycling, and that they fullyexploit what leeway exists in the GVFG in aflexible manner.Under the Railway Crossings Act and the FederalWaterways Act, actions can also be funded oncrossings where the municipalities, rural districtor local authority groups are responsible for thecosts of the road that is being crossed. Parkingareas for those switching modes of transport canalso be funded when they are intended to reducethe volume of motorised private traffic.In relation to this, the Federal Governmentwishes to point out that the responsibility foraction on and funding for schemes in the GVFGstates programme lies with the states. Each statedraws up plans for schemes under Section 2 Para.1 of the GVFG, wherein the goal of improvingtraffic conditions away from built-up areas shouldbe particularly taken into account. The financialframework ensues from the percentage share dueto each state from the funds available. Thegranting of financial assistance for GVFG schemesis based on the agency responsible for theconstruction applying to the appropriate stateoffice for approval. This body then decideswhether the planned action is eligible for a grant.60

Summary 16: Assistance for traffic infrastructure in North Rhine-WestphaliaEligible scheme Legal basis Applicant Amount granted*)Type of fundingCycle paths on major localstreetsGVFGFöRi-Sta Item 2.1VVGMunicipalities,districts 75 % Part-financeGVFGFöRi-Sta Item 2.8.1VVGPriority: fixed amountCycle paths on majorarterial roadsGVFGFöRi-Sta Item 2.2VVGMunicipalities,districts 75 % Part-finance7Cycle paths on major linkroads in structurally weakareasGVFGFöRi-Sta Item 2.3VVG, ROG Section 2Municipalities,districts 75 % Part-financeTraffic managementsystems, lights for cyclistsGVFGFöRi-Sta Item 2.4VVGMunicipalities,districts 75 % Part-financeShare in tunnel/bridgecosts under EKrG andWaStrGGVFGFöRi-Sta Item 2.5VVG, EKrG, WaStrGMunicipalities,districts 75 % Part-financeOther cycle paths, cyclelanes, cycle roadsFöRi-Sta Item 2.8.2HH Item 883 17VVGMunicipalities,districts 70 % Priority: fixed amountCycle route signposting FöRi-Sta Item 2.8.2HH Item 883 17VVGMunicipalities,districts 70 % Priority: fixed amountBus lanes used by bikesGVFGFöRi-Sta Item 2.9VVGMunicipalities,districts 75 % Part-financeCycle stationsGVFGFöRi-Sta Item 2.11.2VVG, VV to section44LHOMunicipalities,districts 85 %max. € 1500 zwf.spend perlocationPriority: fixed amount*) 10 % reduction for financially strong municipalities,10 % extra for schemes in structurally weak areas,10 % extra when funding combined with the job's management,but maximum funding of 90 %Source: North Rhine-Westphalia State Ministry of the Economy and Small Business, Energy and Transport61

7Interreg FundingUsing monies from the European RegionalDevelopment Fund within the framework of theEU community initiative Interreg III, measures topromote cycling can also be funded (Fundingperiod 2000 to 2006) up to 50 %, and even up to75 % in areas of backward development(Objective 1 Areas 16 ). A prerequisite is that it is aproject of trans-national or cross-bordercooperation by municipalities or regions fromtwo or more countries.Thus in the past, for example, the North Sea CoastCycle Route received financial support fromfunds from the previous EU funding programmeInterreg II C, as it was a joined-up, signpostedcycle route around the North Sea. Within theframework of Interreg III B, a follow-up project isplanned to stabilise and upgrade the networks ona national and international level. Plans includeimproving the routes, building and developingInternet support, and improving monitoring.Summary 17:The North Sea Coast Cycle RouteThe North Sea Coast Cycle Route, which links existingcycle paths and markets them as one, is the first longdistance,European cycle route and, at 6,000 kms, thelongest fully signposted cycle route in the world. It runsthrough six countries and an area inhabited by 8 millionpeople. It opens up the entire North Sea coast to touringcyclists, while linking the neighbouring towns andsettlements. In all, 70 regions from all the countries thatborder the North Sea took part in the project.Interreg III B deals primarily with actionsdesigned to attract investment and with smallerinvestments. Project applications are not decidedupon in Brussels, but by internationaladministrative committees of the national andregional development authorities.Summary 18: 1997 Cycling Amendment Open some one-way streets to oncoming cyclists (onewaystreets with low traffic volume, with an upper speedlimit of 30 kph maximum). Add detail to the obligation to use cycle paths: use ofcycle paths and lanes is only mandatory when signsmake it explicit, otherwise cyclists can choose between"other cycle routes" and the roadway. Here for the firsttime, too, quality standards were defined for cycleinfrastructure that is of mandatory use. Dispense with the previous obligation on cyclists to usehard shoulders; the right to use them continues to exist. The option to arrange cycle roads so as to combine cycletraffic within the framework of an area-wide plan forcycling. Open bus lanes to cyclists under certain conditions (e.g.lane width, low volume of bus traffic). Mark so-called "protected lanes" for cyclists undercertain traffic and profile conditions. The obligation tostay on the right means that cyclists must use these. In asituation where oncoming vehicles pass, the protectedlane can be used by motorised traffic for avoidancemanoeuvring. Children must use the footpath until they are eightyears old; they have the right to use it until they are ten.Traffic regulations: making them cycle-friendly62

8. Optimising the legal framework:simplifying and setting new priorities8.1 Initial positionBy introducing provision 24 of the changes to theroad traffic regulations (the so-called 1997Cycling Amendment), the Federal Governmentapproved a number of traffic regulations to assistand improve the safety of cyclists on the roads(see Summary 18, p. 62).Provision 33 of the changes to the road trafficregulations, which mostly came into effect on 1stFebruary 2001, is also intended primarily toprotect more vulnerable road users, includingcyclists. For example, it made it easier for localauthorities to set 30 kph speed limits wherecycling is safer and more attractive, and enabledwhat had originally been the experimentalopening of one-way streets to oncoming cycliststo be put on a permanent basis, as of 1 st January2001. This has helped to improve and usuallyshorten the network connections in residentialareas.8.2 ObjectivesIn spite of the positive effects that the newregulations have had, the experience of the localauthorities has shown that the Road TrafficRegulations (StVO) and the Road Traffic LicensingRegulations (StVZO) need to be revised to favoursafe and attractive conditions for cycling.Moreover, local transport planners and highwaysauthorities are rightly asking to be allowed moreleeway and flexibility. There is, especially, a needto rewrite the administrative provisions of theStVO. The Federal Government shares thisconcern.Apart from the amendments to the StVO and theStVZO, the Federal Ministry of Transport,Building and Housing, with the participation ofthe federal states and experts, also intends toreview other relevant provisions which have adirect or indirect impact on the parameters for theuse of bicycles or on the promotion of cycling.Calls for the regulations to be reviewed with aview to "cycle-friendliness" were aired many timesat the public hearing of the GermanParliamentary Committee on Transport, Buildingand Housing on 24th January 2001.Summary 19:Changes required to road traffic regulationsGeneral objectives: Optimise StVO and StVZO to favour safe, attractivecycling conditions. Simplify the legal framework. More leeway and flexibility for local authorities to act.Priority changes required: Dispense with the priority given to the construction ofcycle paths over separating cycle lanes from thehighway. Dispense with fixed guidelines regarding motor vehiclevolumes and highway widths in cycle infrastructureissues. Ease the turning restrictions imposed on cyclists by theprovisions in Section 9 StVO, and ease the prerequisitesfor opening certain one-way streets to oncoming traffic.8.3 Changes to road traffic laws8.3.1 Road traffic regulations (StVO)The Road and Transport Research Association(FGSV) has put forward a number ofrecommendations with a view to revising theStVO and its administrative provisions (VwV).Two trains of thought underlie theseconsiderations:- to separate the road traffic regulations from thetechnical conditions of use related to transportand construction (e.g. largely dispense withmeasurement-related specifications and fixedusage boundaries) in the StVO and theadministrative provisions.- More leeway and flexibility for local planningand road traffic agencies.Summary 20 shows the detailed proposals.863

Summary 20: FGSV proposals for changing the StVO8 Purpose-built cycle paths and cycle lanes to be largelytreated equally while taking into account the specificrecommendations for usage in the planning guidelines. No more binding, predetermined width restrictions oncycling infrastructure (Section 2 StVO/VwV Paragraph 4Clause 2 Notes 18-21), to be replaced by qualitativerequirements and reference to planning guidelines. More flexibility in using cycle roads (Section 41 StVO -Line 244). e.g. no more pre-conditions that there should beaccompanying action to reduce motor traffic speed, whenother types of traffic control (e.g. staggered parking) aresufficient. 30 kph speed limit set for all vehicles. Up untiljust a "moderate" speed has been permitted, including forcyclists. Broaden the possibility of using cycle lanes where there arehigher motor traffic volumes, too, if the cycle lane can bemade wide enough (VwV note 237). A cycle path can only be introduced when there is still alsoenough room for pedestrians to move about (VwV note237). Change the conditions imposed on cyclists' use of buslanes (VwV note 245) when cyclists can neither be routedto a special cycle path nor permitted into the "speciallane". More flexible use of protected lanes (Section 42 StVO/VwVline 340) with no rigid upper motor traffic volume limitsin individual cases. Protected lanes ought in the future alsoto be marked at crossing areas. Flexible use of different options for directly turning left atjunctions. For example Section 9 Paragraph 2 StVO nolonger stipulates that cyclists are not permitted to turndirectly to the left from a lane that is marked (cycle guide)as straight ahead. The cyclist's right to choose should besupported by deploying proven features that support directleft-turning (cycle filters, broadened waiting lanes). Stopping/parking on protected lanes should not bepermitted (Section 12 Paragraph 1 Number 10 StVO). More leeway in opening up one-way streets to oncomingcyclists, where they are not used by local buses or by a lotof heavy goods vehicles (incl. abandonment of fixed widthspecifications in the VwV). Clarification that cyclists only need to observe pedestriansignals instead of road traffic signals when the pedestrian/cyclist route is clearly separated and both pass togetherover the road leading to the T-junction (Section 37 StVO).The Federal Ministry of Transport, Building andHousing will review the FSGV's proposals togetherwith federal states, and a cycling amendmentshould be put to the Federal Assembly forapproval later this year.Using cycle trailers to carry peopleOn 23rd February 2002, the GermanParliamentary Committee on Transport, Buildingand Housing asked the Federal Government toresolve the issue of transporting people with cycletrailers, which is not currently regulated explicitlyin the StVO.Housing is, within the framework of the nextruling to amend the StVO, to propose an additionto Section 21 Paragraph 3 of the StVO regardingthe carriage of children in cycle trailers. 17 It is tostate that a maximum of two children up to theage of 7 may be carried by a person aged at least16 in cycle trailers.Section 21 Paragraph 3 of the StVO applies to thecarriage of people on cycles. This only permitschildren below the age of 7 to be carried, onspecial seats, by people aged at least 16. Afterconsultation with the federal states' supreme roadtraffic authorities, this regulation is also currentlybeing applied to the carriage of persons in cycletrailers. In the interests of legal clarity and safety,and in order to achieve agreement with thetechnical provisions that the StVZO stipulatesregarding the design of bicycles and trailers, theFederal Ministry of Transport, Building and64

On this issue, the question also had to be clarifiedregarding the regulations under which a "cycletaxi service" using three-wheeler cycles can beoperated nationally and in compliance with theStVO - through the issuance of a certificate ofexemption in line with Section 46 Paragraph 2Clause 1 StVO, or a change to Section 21Paragraph 3 and Section 33 Paragraph 1 Item 2StVO. So at the moment, for example, the carriageof persons above the age of 7 is only permittedwhen an individual certificate of exemption hasbeen issued by the road traffic authorityresponsible, as set down in Section 46 Paragraph1 Item 5a of the StVO. The Federal Ministry ofTransport, Building and Housing has expresslycalled upon the federal states to make theprocedure for issuing such exemption certificatesfor operating cycle taxis as "unbureaucratic" aspossible. The states have agreed to proceedaccordingly.The states are opposed to more comprehensiveregulation - e.g. the passing of an exemptionregulation applicable throughout the country.Their argument is based on road safety concernstaking into account local conditions. Theseconcerns can only be adequately met through anexemption certificate in line with Section 46 Para.1 Item 5a StVO, which is usually issued for severalyears. The responsible body can use thisexemption certificate to set the localrequirements and conditions needed for safetyreasons, as they relate to routes, (daily) operatingtimes and waiting points.8.3.2 Road traffic licensing regulations (StVZO)The Federal Ministry of Transport, Building andHousing is to prepare the draft of the amendmentto the StVZO in time so that it can come into forcelater this year.Summary 21:Anticipated changes to the StVZO Optional use of 12 volt light systems (only 6 volts up tonow). Double wiring from the dynamo to the head light and tothe tail light in order to avoid any defective powersupply arising from rusty contact points between thecycle frame and the individual light components. Batteries/ rechargeable lights to light cycle trailers Introduce minimum deceleration values for brakeswhich also ensure that braking distances are short whenthe brakes are wet. Introduce a duty on manufacturers to label cycles thatare intended for use on the road, stating: "Conforms toStVZO". Recognise as bicycles vehicles similar to bicycles thathave an electric motor to assist physical effort(maximum output 250 watts and 25 kph top speed).8The StVZO regulates the design and operation ofroad using vehicles. While motor vehicles have tosatisfy a wide range of technical requirements inorder to be allowed on the road, the StVZO onlysets out very general provisions concerning thecondition of bicycles and cycle trailers. To acertain extent, the general regulation containedin Section 30 of the StVZO is the only legal basis.While it is true that some DIN standards lay downspecific requirements, e.g. on braking behaviour,they are not legally binding.The Federal Ministry of Transport, Building andHousing is to amend the StVZO to ensure that theinsufficient or non-existent regulationsgoverning the condition of cycles and cycletrailers are corrected and enhanced (see Summary21 for details).Important to cyclists: safe, attractive paths.65

9. Measures to increase safety9.1 Initial positionSafety issues play a major role when choosing the"bicycle" as one's mode of transport. So a centralplank of the National Cycling Plan is to increasethe safety of cycling while increasing cycling'sshare of all traffic.Thus certain towns were able to increase cycletraffic share from 3 to 5 % during an 8-yearperiod. During the same period the number ofpersons injured in accidents fell to 4 per 10,000residents. Figures from the Netherlands show thatthis trend does not only apply to the selectedtowns.North Rhine-Westphalia's "Cycle-friendly townsand municipalities" scheme has shown that thetwo objectives- increased amounts of cycling and- improved road safety for cyclists should beclosely linked when there is an effort to promotecycling.Summary 22: Cycle accidents9 Cycling casualties in 2000:73,397 cyclists were injured in Germany, i.e. 8,087, or 10 %, fewer than in the previous year. Breakdown:Cycle users killed 659 (- 0.5 % compared with 1999)Badly injured cycle users 15,586 (- 6.9 % compared with 1999)Slightly injured cycle users 57,152 (-2.0 % compared with 1999)Cycle users killed by age group:265 (1999: 257) (40.0 %) of the cyclists that were killed were over 65 years old,115 (1999: 137) (17.5 %) of the cyclists that were killed were between 55 and 64,55 (1999: 80) (8.4 %) of the cyclists that were killed were children aged under 15 years,Cycling casualties by age group between 1991 and 2000: )TotalCycling casualtiesTotalOf whichKilledSeriously injured1991 2000 % change 1991 2000 % change 1991 2000 % change70,930 73,397 3 % 925 659 - 29% 17,696 15,586 - 12%under 66 - 1010 - 1515 - 1818 - 2525 - 3535 - 6565 and overunknownSource: StBA1,3004,98311,0126,0839,57010,81520,3216,5852618003,56511,2075,7637,2199,93526,1268,476304- 38 %- 28 %2 %- 5 %- 25 %- 8 %29 %29 %16 %1237593266623393162410413020332552651- 67 %- 73 %- 31 %- 6 %- 70 %- 47 %- 25 %- 16 %- 50 %3151,3932,5101,3581,8912,1805,4752,550261447172,0141,0691,1751,6895,9932,77510- 54 %- 94 %- 20 %- 21 %- 38 %- 23 %9 %9 %- 62 %Most common causes of accidents to injured cyclists: Incorrect road use: 13,483 (- 5.4 % compared with 1999) Turning: 6,759 (- 6.4 % compared with 1999) Disregarding a right of way: 5,907 (- 6.0 % compared with 1999) Alcohol: 4,194 (- 6.4 % compared with 1999) Inappropriate speed: 3,344 (- 4.0 % compared with 1999)66

If one takes "traffic as a system", these positiveexamples show that accidents can also beinterpreted as system failures. As "systemadministrators", it is the federal states andmunicipalities that are best placed to providecyclists with security by adjusting the system tosuit their presence.Cyclists that do not use the correct road areas areexposed to a particularly high risk of accident.The reasons behind this improper behaviour areoften the cyclist's unwillingness to take the longway around, the difficulty of crossing roads andthe desire to have a direct, simple connection. Itis frequently the case that infringements of therules reflect the fact that the cycle facilities are notproperly designed for the users.Summary 22 shows the accident figures for 2000,broken down by consequence and age group, incomparison to the previous year and to 1991.Analyses of accidents which lead to personalinjury show that most accidents involving cyclistsoccur in urban areas. Almost 90 % of all accidentsinvolving injury to a cyclist are recorded in urbanareas. However, it is the cyclist-related accidentsthat occur on roads outside urban areas that haveparticularly dire consequences. Almost 44 % of allroad accidents involving death to a cyclist occuron roads outside urban areas. It is clear fromlooking at the pattern of accident figures in recentyears that cyclist safety has not improved in linewith the generally positive road safety trends.Children, teenagers (especially male) below theage of 18, and older people are particularlyvulnerable to accident. Smaller children are ofteninvolved in accidents because, for example,- the streets where they live are often laid outwithout regard for children's needs,- car drivers pay too little attention to childrenand- children do not yet have the mental andphysical attributes required to ride safely ontoday's roads.The consequences of accidents to the elderly, whoconstitute an increasingly large proportion ofcyclists, are often far more serious than those toyounger cyclists because they have less physicalpower of resistance. Over a third of the cyclistskilled came from the over-65 age group.The Federal Government, the states, themunicipalities and road safety organisations havebeen running - in some cases since 1949 - roadsafety initiatives or programmes particularlyaimed at children and teenagers. They seek toimprove cyclists' road safety, and to provide cycletraining and education.9Summary 23: BMVBW road safety activities in the cycle sector Cycle weeks throughout the country organised by theGerman Road Safety Watchdog (DVW). Road safetyagencies at state and local level pursue initiatives. The DVW's "FIT" cycle education project. This projectemploys mobile cycle workshops to make children andteenagers aware of their cycles' technical condition, andfixes any small imperfections on the spot. Supports road safety campaigns and ADFC initiatives.Since 1996, all road users have been publicly called uponto behave in a way that is considerate and mutuallybeneficial. Provide information about cycles, cycling and cyclinghelmets. TV adverts during a traffic game show "Cool oder Crash",the "Vampy-Show" and Sesame Street aimed at improvingchildren's cycle safety. Support for the German Road Safety Council's and DVW'starget group programme "Child and Traffic", includingcoverage of the "children as cyclists" issue, for example.67

Summary 24: Traffic education and training measures9 The responsibility of the strongEngendering a positive attitude amongst motorists withregard to slower road users is a major part of the cyclefriendlyclimate which plays such an important role inmaking cycling attractive. To encourage behaviour based onmore equal relationships, the social advantages of cyclingalso need to be made clear to motorists. Of all road users,motorists are the best protected. However, they also providethe greatest risk to pedestrians and cyclists, and the dangergrows exponentially along with the size and speed of thevehicle. Although car drivers are the most intensivelytrained of all road users, they are the main responsible partyin two out of every three accidents involving cyclists andcars. The main examples of incorrect motorist behaviourthat endanger cyclists' safety are:- disregarding the right of way at junctions,- overtaking too closely,- parking on cycling infrastructure,- opening car doors without regard for approaching cyclists.However even motorists who abide by the rules ought also tobe aware that, even when it’s the cyclist at fault, anyaccident they are involved in may result in serious injury ordeath, simply because of the sheer mass and speed of theirvehicle. This elevated potential for danger means, therefore,that the motorist bears a weighty responsibility. Allmotorists should, therefore, understand the typical (and notalways legal) customs of the cyclist, and compensate fortheir errors by driving in a manner that is considerate,defensive and anticipatory. They need always to beware ofpossible dangerous manoeuvres, particularly when there arechildren (on cycles) about. This should mean that allmotorists reduce their speed and increase their readiness tobrake.In the theory module of the driving instruction course, anentire unit (90 minutes) is already dedicatd to "Other roadusers" (Annex 1 to Section 4 FahrschAusbO). This trainingfocuses particularly on the "notes and behaviour relatingparticularly to cyclists". Given the potential for conflictbetween cyclists and motorists, it seems that it would bedesirable if motorists were to be further sensitised on thisissue. Such sensitisation would not only cover issues such aschildren on bikes, but also deal in more depth with theunconventional and, sometimes, illegal riding behaviour ofboth young and adult cyclists, and with the risks that thiscauses. The same applies to instruction for goods vehicledrivers, although some of the issues are a little different here(e.g. the blind spot). Cycle-friendly driving: integrate more fully into safetyinstructionNumerous bodies, such as the German Road Safety Counciland the German Automobile Association (ADAC), offer roadsafety instruction and programmes for motorists, bothprivate persons and company employees. Theseprogrammes, which are listed in the BMVBW guide to roadsafety, open up the possibility of also practising cyclefriendlydriving after instruction has been completed. Beforelong there needs to be a review, in collaboration with theproviders, to see how the issue of "cyclist safety" can begranted more weight within these programmes.Participation in instruction such as this could be promotedby the third party insurers taking it into account whensetting their price structures, if the insurers can be persuadedof the benefits that they themselves would accrue from suchan initiative. Safe cycling behaviour Instruction at driving schools: covering the subject ofcyclistsThe subject of cycling is covered in different contexts withinthe framework of the theoretical and practical drivinginstruction. Instruction particularly focuses on describingcorrect behaviour vis-a-vis cyclists, with respect to situationsof priority, right of way and overtaking. However, drivers areoften not told that children on bikes have to use thepavement until they are 8 and have the right to use it untilthey are 10. This causes dangerous situations, above all whenvehicles are turning and aproaching crossroads and T-junctions where the visibility is restricted.The risk of accident is closely linked to the cyclist's ownbehaviour and abilities. Only cyclists who are in full controlof their bike, who know the rules of the road and who areable to properly assess the behaviour of other road users arein a position to go out on the roads safely and securely.Measures to improve cyclist safety must, then, focus on theseareas:- age-related road safety education for children andteenagers,- further training for teachers and educators and- increase all cyclists' awareness of their responsibilities.68

..... Road safety education for children and teenagersTraffic dangers particularly affect children and youngcyclists. The risks to children and teenagers can be reduced ifthey are given early, practical preparation for traffic (byparents) and through road safety education (nurseries andschools). During the last 15 years, a number of researchprojects have been run on behalf of the BASt which look atthe subject of cyclist safety in different ways. Building on thedata that has been gleaned from these research projects, thefollowing road safety instruction and education measurescan be taken to improve safety and the general roadenvironment: Introduce children to traffic early onBasic motor skills that are vital for safe road use should bepractised at an early age in an appropriate way, e.g. using ascooter. A scooter's simple design enables the child toexercise skills required in cycling, such as maintaining one'sbalance, braking, controlling one's speed and judgingdistances. The scooter's design means that clumsiness andminor accidents are of less consequence than the equivalenton a bike. Research indicates that a child's overall motorabilities are better aided during pre-school years by using ascooter rather than a bicycle. Cycling at school:Parent surveys have long shown that children are able to ridea bike when they first go to school - in some cases, they havebeen able to for years. This trend must be taken into accountin the future by starting cycle instruction in Year 1 instead ofYear 3 as is normally the case at the moment. By the timethey take the cycling test in Year 4, their abilities must bewell enough developed for them to be able to rideindependently and safely on the roads. While controllingthe bike and learning traffic rules are given greatest weightprior to the cycling test in Year 4, road safety instruction forolder children needs to deal specifically with the fact thatthis age group are more willing to take risks, and aim tomake them more aware of their responsibility to behaveconsiderately, appropriately and safely, and to safeguard theenvironment.Apart from this age-related instruction in basic theory, forwhich there is already plenty of material available, theremust in the future be greater emphasis on practical training.Suitable here, as well as school instruction, are the youngpeople's road safety schools and also the daily journey toschool. The facilities of the young people's road safetyschools should, in the future and in cooperation with localagencies (schools, police, DVW, VCD, etc.), offer moresupervised use in the afternoons, too. There needs to be ananalysis of every school's accessibility for cycles, so that fromYear 3, at the latest, all pupils can get to their school on safecycle routes. Regular projects on cycling and programmeswith parent participation to improve the safety of schooljourneys can help to assist the children's daily routines,which are important for road safety. Embedding cycling intosports education (e.g. inclusion in the National YouthGames) would increase the cycle training options forschoolchildren. Mandatory use of helmetsMaking it compulsory to wear a cycling helmet is difficultdue to problems of acceptance and the limited options forenforcement and control. So the Federal Ministry ofTransport, Building and Housing continues to rely onhelmets to be worn voluntarily, and is campaigning for thiseven more strongly within the framework of road safetyinstruction and education. Wearing a cycle helmet willbecome the norm for a child if parents insist on themwearing a helmet when they ride a scooter and if theythemselves always wear a helmet when cycling. Schoolsshould continually focus on the wearing of helmets atsuitable events and it should be made compulsory withinthe school grounds. Practice shows that this type ofagreement is already often in place at school events wherecycles are used. Cycle helmets are so important because theyprevent head injuries or reduce their severity. Whenpurchasing helmets, consumers should particularly look forproducts bearing the CE or EN 1078 quality marks. Thehelmet should not restrict the user's field of vision orhearing.969

Summary 24: Traffic education and training measures Teacher training and further educationGiven the age structure of the teaching community, roadsafety with particular emphasis on cycling needs to beincluded long-term in teacher training courses. Moreover,more emphasis should be put on adopting new approaches(such as so-called "early cycling") in the course of teachers'continuing education. In the short-term, use can be made ofthe many programmes published by the German Road SafetyWatchdog and the German Road Safety Educators WorkingGroup. Since these programmes have not been free up untilnow, ways must be found for the Federal Government, statesand local authorities to fund them so that all schools are ableto participate. Savings made on school operating costs oughtnot to be made at the expense of road safety instruction. Increasing cyclists' sense of responsibility/punishing breaches of the rulesUp until now, efforts to bring it home to cyclists how vital itis to respect road traffic regulations have not been successfulin all cases. Indeed, there is often heated public debate aboutcyclists' negative behaviour. However, up until now therehas never been a coordinated, long-term effort to educatebroad sections of the population. Suitable initiatives shouldbe developed and implemented based on social marketingcriteria. At the same time, cyclists' transgressions should bepunished more heavily. This is why fines for cycling offenceshave been raised from € 5 to at least € 10. There could be ahigher fine structure for repeat occurrences, as is the normwith motor traffic.99.2 ObjectivesThe "Programme for Improving Road Safety"(2001 road safety programme) which the FederalMinistry of Transport, Building and Housingcommenced in February 2001 seeks, above all, toimprove the safety of cyclists. Special attention isgiven to those who are at particular risk on theroads - young people and the elderly. Thefollowing areas of action are particularlyimportant here:- improving the road safety climate andpromoting the joint responsibility of all roadusers (the "keep cool - keep moving" campaign),- increasing vehicles' safety and- improving the quality and safety of roadways."More" cyclist safety in this context has to bemeasurable in terms of a reduction in accidentfigures and in the number of road users that getinjured or killed. Even where the volume ofcycling increases, there must be an attempt tolower the absolute number of victims still further.That this is possible is indicated by the examplesthat have been cited. This is because the presenceof more cyclists leads to motorists paying moreattention. This should be even more the case if acycle-friendly climate with road users on equalterms could be created.9.3 Remedial strategies and initiativesMeasures to improve cyclist safety need to beembedded within a very broad road safety effortthat, on the one hand, identifies and removes allthe safety-related weak points in the cyclinginfrastructure and, on the other, calls for anddevelops the sense of responsibility of all roadusers within the framework of their abilities andthe risks associated with their mode of transport.Beyond that, it is also important to analyse thepattern of involvement in accidents, and toidentify and implement well-directed, remedialmeasures with regard to related issues such asaccident locations, causes and age groups.Furthermore, the accident prevention reportspublished by the Federal Ministry of Transport,Building and Housing should be used to identifyfuture emphases for road safety efforts.9.3.1 Traffic behaviourThe fact that the federal state is responsible for thetransport system does not absolve individual roadusers, whether in cars, on foot, using rollerbladesor riding a bike, from their own share ofresponsibility. Of course, cyclists, too, must helpto reduce danger by observing traffic regulationsand adjusting their behaviour accordingly.70

Every road user should contribute to safetyAll individuals must feel that they are obliged tocontribute to road safety by behavingappropriately - both by respecting trafficregulations and by compensating for others'errors by good anticipation and defensive driving(Section 1 StVO: constant care and attention, andmutual consideration). Campaigns for safetyconsciousconduct in traffic have to be directed atall road users with strategies aimed at specifictarget groups - at cyclists and pedestrians of allages, and at motorists. Building on the data thathas been gleaned from these research projects, thefollowing road safety instruction and educationmeasures can be taken to improve road safety andthe general traffic climate (Summary 24).9.3.2 Safe vehiclesBicycles that work properly and are equipped toStVZO requirements are indispensable for safeand accident-free cycling. In contrast, cycles thatare unroadworthy constitute a safety risk that canhave fatal consequences. So all road users shouldregard fines issued for infringements of the StVZOnot as some kind of bureaucratic harassment, butas a last resort in efforts to promote greater safety.Regular cycle maintenance, or inspection, isequally as important as wearing a helmet andvisible clothing.As well as improving "cycle safety", there is also aneed to improve the safety requirements imposedon other types of transport, particularly on carsand goods vehicles.Improving cycles' technical conditionThe technical safety of cycles and cycle trailersneeds to be improved by making it compulsory tohave up-to-date technology, e.g. effective brakes,approval for a 12 V lighting system and designchecks for parts used for connecting cycle trailersto be used for carrying children.Chapter 8, "Optimising the legal framework",covers the special requirements andimprovements needed to improve the safety ofcycles and cycle trailers.In recent years, the BASt has carried out andcommissioned many studies to look at cycle andcycle trailer safety. Results from these projectshave been channelled into the existingregulations (the StVZO amendment, DINstandards, etc.) and have been the basis fordeveloping new guidelines (instructions forattaching trailers to cycles, BASt safety info).The blind spotThe dangerous "blind spot" created by mirrors inand on the car needs to be eliminated. In order toresolve the persisting problem of limited fields ofvision and blind spots, particularly oncommercial vehicles, the European Commissionis currently acting on a proposal by the FederalGovernment and working on a draft to amend the7/127/EEC Directive concerning rear-viewmirrors.The draft aims to meet these objectives:- improve and modernise conventional mirrorsystems,- define the aspherical proportion of the mirrorand specify the field of vision proportionderiving from this.- review the curvature requirements for wideangledmirrors to increase fields of vision,- enable the use of new types of system (videocameras, acoustic information, infra-redtechnology, etc.).The European Commission is also working oncomprehensive guidelines for a pedestrianfriendlydesign of the front end of motor vehicles.The Federal Government is supporting thisproject, which also benefits cyclists, and willcampaign for its early adoption. This ought tolead to a further reduction in the number of trafficvictims from amongst the more vulnerable roadusers (pedestrians and cyclists) and to the severityof their injuries.971

Furthermore, and stemming from a Germaninitiative, the European Commission intends toupgrade the existing Directive for exteriorprojections on vehicles, in order to keepdangerous designs that constitute a particulardanger to children away from the marketplace.The Federal Government is working on a parallelmeasure to outlaw dangerous metal bull bars at anational level.9.3.3 Safe roadways9Like all other road users, cyclists have the right tomove about as comfortably and safely as possible.It is not always necessary that the cyclinginfrastructure consists of separate cycle paths.Attention also needs to be given to introducingmeasures to ensure that cycles can be parkedsafely and carried in buses and on the railways.Summary 25 lists the requirements for saferoadways.72

Summary 25: Safe roadwaysThe Federal Government has funded a large number ofempirical studies into making cycling safer (see Volume A 7"Urban traffic research", issued by the BMVBW; an updatedversion of which will be issued in 2003). As well asconsidering the road safety issue, these projects analysedcyclists' acceptance of facilities, with regard to individualstreets and to entire through-routes.As a result, there are a wide range of cycling facilitiesavailable that can enable a differentiated cyclinginfrastructure that is tailored to the needs of its users, is safe,and is designed around the constraints of the local urbanenvironment to be formulated.The recommendations for cycle facilities (ERA 95) describehow they can be deployed, the boundaries, and the sizingrequired for the individual control methods. Embodied in asingle approach, they take into account the needs of cyclists,local public transport operators, private motor traffic andpedestrians. They provide the basic conditions forintroducing more attractive cycling facilities that aredesigned to meet cyclists' practical needs.In many towns, some of which have played a leading role inthe "Cycle-friendly town" promotional project, it has beenshown that building an attractive cycling infrastructure canprovide a direct boost to cycling.However, the picture is different in many towns. The reasonsfor this difference are varied, as are its symptoms. It is oftenthe case that there are no comprehensive cyclingconnections (a cycling network). In many cases, too, all thepossible routes are not fully signposted. Moreover, whereindividual streets are concerned, it has been found that thecycling facilities are not designed to meet cyclists' real needs.Therefore many cyclists do not accept or use these parts ofthe cycling infrastructure. Then, again, people choose not tofollow the rules indicated by the various types of trafficguidance. This can cause unsafe traffic situations, and evenaccidents, or irritate and worry other road users.These circumstances are a contributory factor in making thebicycle something that is not regarded as a proper and equalmeans of transport by all road users. They also have anegative impact on the general cycling environment, whichis detrimental to a growth in cycle use. Extending the cycle networkA guiding idea, which was also behind the ERA 95, is tomake cycling safe and attractive throughout the country inorder to promote the use of the bicycle as an attractive, fullyfledgedmeans of transport. To do this, there is a need tobuild cycle networks at a local, regional and inter-regionallevel that are made up of comprehensive main connectionsand additional connections at urban district level. In orderto design cycling networks, a sort of needs analysis needs tobe done to analyse cyclists' start- and end-points, decidepriorities for cycle routes, and draw up an inventory ofexisting routes. Based on these analyses, targetted actionsshould then be taken to extend the cycle network. At thisjuncture there needs to be a differentiation betweenmeasures that can be implemented quickly (such as openingup one-way streets and creating through-ways in cul-de-sacs,signposting, road markings on certain sections, guidance/safety measures at intersections and creating suitablecrossing points) and medium-term measures, which usuallyinvolve construction.These are mostly needed on high-volume or high-speedroads to improve cycle safety through the introduction ofcycle paths or protected lanes (optional lanes). In thiscontext, particular attention is drawn to the subject ofsignposting as a major part of network-building. Eventhough many cycle destinations are situated on main roads,it is more attractive and safer to take cyclists away from themain roads. Since no special guidance is required for cyclistsin most minor streets, erecting suitable signs on these routescan make a cheap but important contribution to awidespread, pleasant cycle network. Safety through traffic calmingIn most cases, cyclists have to share the highway withmotorists, whether it be due to amount of space available orto there being a lack of funds to redesign or redistribute thespace. The traffic calming measures permitted by the roadtraffic regulations, decided upon by the responsible agencyat local level, lead to a significant reduction in the risk ofaccidents and in their severity. Motorists can get to knowtheir immediate vicinity better and react more quickly tounanticipated events.973

10. Combining research and project activities1010.1 Initial positionAt a time when the challenges facing thetransport sector are increasingly complex,research into mobility and traffic needs to alsocover the great need for data concerning thepromotion of cycling. The content and scope ofresearch work is determined by current issues andproblems as well as by the challenges facing theindividual department. What is needed is help indeciding how to prepare and implementtransport policy plans and measures, studies thataim to update laws, regulations andrecommendations, and look at technical issuesand optimising specific areas. The new researchand development efforts ought to help cyclingplay a more significant role in future, integratedtransport policy.Numerous cycling-related research projects havebeen carried out with Federal Government moneyover the past years. Those behind federal cycleresearch initiatives were:- the BMVBW together with the Federal HighwaysAgency (BASt),- the BMU together with the FederalEnvironmental Agency (UBA),- the BMBF together with TÜV Rhineland.Some of the Federal Government's cyclingresearch projects and pilot projects since 1998 arelisted below. 18BMVBW and BASt's main research effortsThe aim has been, firstly, to collect data aboutcycling. Secondly, it has tackled questions aboutspecific user groups (children and older roadusers) and about vehicle technology(requirements for cycle equipment, cycle trailersafety).One focus of these research projects lay instudying how cyclists can be guided aroundparticular stretches of road and junctions.Distinctions were made in terms of location androad category. Cycle routing at particular pointssuch as public transport stops and one-way streetswas also analysed.The report presented to the German parliament inMay 2000 constituted an important review of thestatus of cycling in Germany. 19 This resulted infurther research areas and priorities beingidentified. The report is to be revised every fiveyears.Table 7: BMVBW research projectsProjectCoordinate and integrate cycle paths, incl.long-distance paths, into the urbantransport systemComments/key wordsStudies based on demonstration schemes; deficiencyanalysis, remedial proposalsCycling potential - construct bases andmeasure-sensitive models for integratedurban transport planningCycle-friendly government district inBerlinWork out the bases for calculating potential and workout a cross-transport, IT-supported set of planning tools.Submitted 2002.Inventory, deficiency analysis, scenarios and scope fordevelopment. Submitted end 2002.74

Table 8: BASt research projectsProjectComments/key wordsChild and teenager involvement, behaviour and safetyin/on the roadsIdeas to promote the wearing of cycle helmets by childrenSubmitted 2003.and teenagersImprove cycle routing at intersections by technical marking measures Submitted 2002.Measure cycle facilities in technical traffic terms. Submitted 2002.Road safety in one-way streets with oncoming cyclistsArea of deployment of optional lanes with emphasis on safety andtraffic flow.Cycle routing at public transport stopsPedestrian and cycle routing at roundaboutsAssessment of cycle facilities' attractivenessFederal Environmental Agency (UBA)The UBA conducted substantial research intocycling as long ago as between 1979 and 1983. Itfocussed on model-based ideas and their practicalimplementation. Later projects studied theimplementation of the StVO amendment andcarried out representative surveys of leisuremobility. Another research focus was in the areaof environmentally sound shopping and leisuretraffic in selected towns. Currently, pilot projectsare looking at cycle- and pedestrian-friendlytowns in connection with measures to promotecycling.10.2 New research directionsIn order to give politicians, planners andscientists a clear, concise summary of the mostimportant relationships, remedial ideas andeffects of measures to promote cycling, the BASt,on behalf of the Federal Ministry of Transport,Building and Housing, is preparing an assessmentof the results of domestic and internationalresearch into cycling in cities. The study willreplace, or update, a comparable publication from1991. 20 The Federal Government/states' "Cycling"working group should be able to use these resultsto identify gaps in cycling research and determinetheir urgency. It is thought that the study will besubmitted in 2003.The "Mobility and Traffic" programmeWithin the framework of the "Mobility andTransport" Programme approved by the Federal75Cabinet in May 2000, € 1 million in funding willbe provided up to 2004 in order to supportvarious research initiatives on cycling.In the course of the "Parameters of and motivesfor cycle use in everyday traffic" project, mobilitysurveys are being carried out in five Germantowns. The project's aim is to alter children's andteenagers' "mobility career" with respect to intermodaloptions and the mobility choices theymake later on in life. The practical results are to bemade known in the school environment, andthere will be advice from and discussion withdecision-makers in town planning offices.Local recreation and leisure mobility: creating andexpanding options.10

Table 9: UBA research projectsProjectThe prospects of cyclists and pedestrianscontributing to environmental reliefMobility styles in recreational activitiesPilot project: Environmentally soundshopping and leisure traffic in Halle andLeipzigPilot project: Cycle- and pedestrianfriendlytownComments/key wordsSurveys on the status of the promotion of cycling andpedestrian traffic, implementation of the StVOamendment, deficiencies, guidelines for localauthorities.Representative study of leisure mobility, conclusions forspecific target groups, estimates of potentialEnvironmental relief at different retail outlets, leisuremobility, car-free zone concept, short distance localrecreationImplement measures to promote sustainable mobility.For submission 2003.10Within the "Mobinet" lead project, the FederalMinistry of Education and Research is fundingBike & Ride initiatives at three Munich railwaystations. Measures will include the constructionof an automatic cycle park with cycle servicestation, and attractive parking areas.The Federal Ministry of Education and Research isseeking to strengthen the classic,environmentally-sound trinity of publictransport, pedestrians and cyclists through amajor promotional effort entitled "Local personaltransport for the region". This focuses on thetransport situation in rural areas and in small andmedium-sized towns, and the transport linksbetween rural and urban areas. In the ARMONTproject network, a complex cycle work package isbeing promoted in the Moselle and Eifel/Ahrregion, focusing on the Cochem-Zell andAhrweiler areas. A database of tourist andcartographic data is being used to provide cyclistswith information so that potential cyclists can beoffered attractive options for a combined touringholiday before they set out. The idea of using abike is to be made more attractive by working incooperation with public transport. Also, the"aufdemland.mobil" project network deals withtwo of the priorities involved in promotingcycling: Bike & Ride, plus taking cycles on busesand railways in a demonstration zone in theBentheim area. There is to be a study of thesystematic carriage of cycles particularly in busesin everyday traffic. The potential for cycle touringin this area, along the planned Weser-Ems railbikeroute (the Rahden-Herford rail route), are tobe further exploited.With regard to safety, the Federal Ministry ofEducation and Research is funding the INVENTproject network, which is looking at trafficassistance systems. A sub-project, "Anticipatoryactive safety for pedestrian/cyclist protection", islooking into the avoidance of accidents andlimiting the severity of accidents involvingvulnerable road users by incorporating sensor andactuator systems. Reversible, active bumpersystems and active elements in the bonnet andwindscreen area are also to be developed.The bike is perfect for routine trips to the shops, too.76

11. Invitation to participate in a public dialogueWith the publication of the National Cycling Plan2002 to 2012, the Federal Government seeks toinitiate a wide-ranging debate about theprospects and avenues that can be opened up bysystematically and thoroughly promoting cyclingin Germany. The various proposals, measures andrecommendations are intended to provideguidance, and point the way towards a mobilefuture with the bicycle.The National Cycling Plan is the result of manydiscussions with the federal states, therepresentatives of local authorities' associations,the German Cyclists' Federation (ADFC), theGerman Sustainable Transport Association(VCD), the German Road Safety Council (DVR),the German Road Safety Watchdog (DVW), theAssociation of Two-Wheeler Manufacturers (ZIV)and scientific organisations. Moreover, a projectgroup assisted the Federal Ministry of Transport,Building and Housing with the drawing up of theNational Cycling Plan.However, the various government levels andorganised interest groups are not the only onesresponsible for promoting cycling. We will beunable to progress in the next ten years unless allthe actors in politics, industry and society adoptand promote the slogan "Ride your bike!".Therefore, the Federal Government invites thegeneral public to participate in the discussionabout this first National Cycling Plan of theFederal Republic of Germany. If the NationalCycling Plan is to be implemented successfully, itis vital that German politicians andadministrators are willing to campaign actively insupport of cycling, and that all sections of thegeneral public are involved.The Federal Government sees the promotion ofcycling as a dynamic process.This means that cycle promotion has to appeal ina way that is- communicative, with full information availableto the public,- participative, by involving relevant social groupsand the general public,- cooperative, with all parties working together,- innovative, with new ideas and strategies beingdeveloped, and- integrative, with the whole effort being treatedas part of a sustainable transport policy.Based upon this vision, and within the bounds ofthe resources available, the Federal Ministry ofTransport, Building and Housing is to initiatethese activities:- place the National Cycling Plan on the Internet(www.bmvbw.de).- set up the "National Cycling Plan Dialogue"Internet platform.- improve inter-ministerial cooperation throughinvolving the Federal Highways Agency, theFederal Environmental Agency and otherscientific bodies.- devise implementation strategies and monitorthe National Cycling Plan via the FederalGovernment/states "Cycling" working group.- intensify discussions with industry, commerce,small business and the service sector overintroducing job-related mobility management.- provide support for domestic tourism in linewith the Federal Government's vision.- get involved in the "Best for bike" competition.- conduct expert hearings, seminars andworkshops.The "Second report on the status of cycling inGermany", which the Federal Government is topresent to the German parliament in 2005, willalso serve to review the progress made inimplementing the National Cycling Plan.Problems, objectives and solutions primarilyconcern regional and local levels. Therefore theFederal Government expects the federal statesand local authorities to continue and, wherenecessary, increase their commitment to cycling.It is the local authorities that hold the key toinforming and motivating the general public. Sowe call on local authority administrators toincrease their readiness to talk, and to enter intoa consulation process with the public, privateenterprise and local organisations. We requestthat they promote cooperation and stimulatemotivation.1177

Communication, participation and cooperationin relation to the National Cycling Plan are also ofprime importance here. Local Agenda 21constitutes a very useful base and ought to beactively used to promote cycling.Many German towns have already drawn upnumerous and varied initiatives that aim tosupport cycling in the long-term. In all the federalstates and many local authorities, these initiativeshave already been developed to the extent thatthey provide models for other actions andprojects. A selection of these projects aredocumented in Annex 1 of the National CyclingPlan. Such good examples should serve as anencouragement to continue along the samepaths.11Many towns have already drawn up initiatives topromote cycling long-term.78

Annex 1: List of good examples (a selection)1. Federal state levelStateMeasuresBaden-Wuerttemberg Baden-Wuerttemberg has drawn up a special, three-year programme to fund roofedBike & Ride facilities and bike boxes with no minimum claims limit. The cost, aseligible for funding, was put at 610 euros per roofed parking space and 770 euros percycle box. 22,000 parking spaces are planned throughout the state.Bavaria Draw up recommended procedures for long-distance cycle routes based on theRegental Cycle Route example. Create the long-distance "Bavarian Cycle Network", market the network in specialbrochures and on the Internet, a photographic competition.Berlin In 1995 the Berlin Senate agreed that a a cycle route network would be built. Itenvisages a length of 660 kms. The network design is to avoid detours where possibleand incorporate 30 kph speed limits. In 2000 a separate item was included in theinvestment plan for cycling, to be dedicated to developing this route network. Extend cycle usage of special bus lanes - this solution is proven in Berlin, and thestreets affected have become more pleasant for cyclists.Brandenburg Draw up a list of requirements ordered by priority, to build cycle paths on nationaltrunk and state roads. Conceptual design for the building of routes for cycle touring in Brandenburg (cycleroute requirements, funding information), recommended procedures for a unified,state-wide sign system.Bremen Bremen is currently drawing up a network plan covering the entire city andincluding a parking plan, signposting, public information, opening up all one-waystreets to oncoming cyclists within 30 kph areas. Drawing up of a "Green Ring" leisure cycling plan New "city map for cyclists" published.Hamburg Set up a city-wide cycle path network (shaped like a 12-pointed star, routes leading tothe city centre). Cycle shelters built. Approx. 50% of one-way streets opened up to oncoming cyclists. Free cycle carriage during on public transport outside the restricted times.Hesse Improve the quality of Hesse's long-distance cycle routes: a working party used torecord poor surfaces and signposting, to check associated infrastructure incooperation with tourist associations, to draw up a register for signposting and routeconditions. The tourist infrastructure (shelters, signposts for tourists) to receivefunding within the framework of promoting tourism. Signposting for cyclists: adoption of FGSV guidelines on signposting. The guidelineswere made compulsory in Hesse for national, state and local roads that fall under theremit of the state's adminstrators. Cycle parking facilities in public areas: all existing facilities that do not satisfy thecriteria are to be replaced within 5 years. The replacement of existing facilities andconstruction of new ones is being funded by the state of Hesse with grants based onthe local financial equalisation law. Publication of the "Cycling around Hesse" brochure. Motivate people to cycle with car-free cycling Sundays (nine events, two of which arejoint events with the Rhineland-Palatinate.80

StateMeasuresMecklenburg-Western Pomerania Recommendations to local authorities and rural districts for state-wide signpostingand the development of long-distance cycle routes. A rural cycle path officer employed at the Mecklenburg-Western Pomerania touristassociation, coordination of planning and marketing of the long-distance cycle routenetwork (funding for the post from the Employment Agency). Ideas on developing and marketing the 13 long-distance cycle routes in the state, andprioritised development and marketing of inter-state cycle routes.North Rhine-Westphalia "Cycle-friendly towns and municipalities" (AGFS) working group in NRW since 1993. Development of the cycle network in NRW (RVN NRW - 13,500 kms). The state bearsthe cost of supplying the signposts, while the agencies for construction take on theirmaintenance. A free telephone hotline set up for this. "100 cycle stations in NRW" programme. A development agency has been set up forthis, which is being funded through the state. In January 2002 there were 42 cyclestations and 13,000 parking spaces. The cycle stations' ability to bear the financialcost is important. The customers are very enthusiastic about services such as cyclecleaning and maintenance.Lower Saxony An annual competition from 2001 to find the most cycle-friendly local authority inLower Saxony. Publication of a brochure for building comfortable parking facilities. Information about cycle promotion based on the example of Oldenburg.Rhineland-Palatinate Develop options for tourists. The objective is to have continuous cycle routes onboth sides of the Moselle river. Create an overall design for a long-distance cycle route network with certain pointslinking to other states. Use decommissioned railway lines, e.g. the Maars-Moselle cycle route and theSchinderhannes cycle route. The options available to cycle tourists have beenextended by building the Volcanic Cycle Route on decommissioned stretches of theDB AG.Saarland Expansion of a state-wide cycle network (a commuter cycle network) on a districtlevel sub-routes. Plan and build the state-wide Saar Cycle Touring Network with theSaarland Cycle Route, intersecting routes (the Saar Cycle Route) and extensions tothe network including cross-border links with the Rhineland-Palatinate, Luxembourgand France. Use decommissioned railway lines, e.g. the Bliestal Cycle Route. Cycle routes signposted according to FGSV guidelines.Saxony Cycling plan drawn up by the free state of Saxony. Record cycle facilities (RVA) on inter-urban roads in the road database. State-widecartographic image of the RVA. Saxony's building regulations to give model specifications for cycle facilities.Saxony-Anhalt State interchange programme, including large and small stations. Establish a cycle-friendly town interest group. Within the framework of the ExWoSt's"Towns of the Future" research project, the town of Dessau is aiming to achieve townandenvironmentally-friendly mobility. An unused rail line converted for use as a path for commuter and leisure cyclists.81

StateMeasuresSchleswig-Holstein Draw up a project outline called "The Schleswig-Holstein State Cycling Network", dueto be implemented between 2003-2008. The "Cycling Forum" agency and a specialworking group are responsible for coordination. Issue a programme called "Cycle-friendly Schleswig-Holstein".Thuringia Draw up a prioritised needs plan for all the cycle paths along the national and stateroads in the free state of Thuringia. "Thuringian cycle-friendly local authority 2001" competition2. Local levelTownsMeasuresAugsburg(Bavaria) Augsburg is promoting cycling as a mode of transport with equal rights within theframework of the updated version of the town council's 1998 transport developmentplan. In March 2002 an official town cycling map was published which showsseparate cycling facilities, recreational cycling routes, pedestrian zones and mixedtransport roads. In 2002 there will be a cycle station at the main railway station, with 1,100 parkingspaces and service facilities (bike repair, cleaning and loan). A comprehensive cycle route signposting plan has been drawn up for the entireurban area, wherein over 2000 signs are to provide directions to all the urbandistricts, leisure areas and important central locations (town hall, railway station).Bonn(North Rhine-Westphalia) Bonn initiated many innovative cycling plan measures during the 1990s. Actionssuch as introducing new features such as protected lanes, opening up one-waystreets, reserving certain streets for cycling, using bus lanes for cycling and installingcycle parking facilities helped to increase cycling's modal split share from 13 % in1991 to 17 % in 1999. The 320-space cycle station that was opened in the summer of 2000 at the railwaystation averages 96% utilisation, which makes it the best utilised facility of its type inthe entire state (2002). Public information initiatives such as the Bonn Cycling Congress (which has beenrun four times now), the development of the "Erlebnisweg Rheinschiene"experiential tourist route along the Rhine, all types of publications and the openingof the "Bonn Mobil" mobility office.Dresden(Saxony) Based on the transport plan and the intricate cycle network plan for the large-scalelink routes and other main routes in the state capital, Dresden, the following aresome of the initiatives that have been undertaken:- development of the Elbe cycling and walking route, with directional signposting,- free cycle carriage on public transport,- conversion of a former stretch of railway line to a cycling and walking path fortouristsErfurt(Thuringia) The cycling plan as an integral component of the transport development policy(VEP). The cycling plan emphasises the stretches of cycle path that connect thecompact town with the surrounding villages and the villages with one another. Thecycle traffic share has risen from 3 to 6 % since 1990, and the plan aims for 9 %.82

TownsMeasuresErfurt(Thuringia) Close collaboration with the ADFC from the beginning, a working party called"Cycling in Erfurt" meets regularly. This was born out of a "cycling conference". The total length of cycle routes has risen from 44 kms to 108 kms since 1990.Between 1990-2001, one roofed Bike & Ride parking area was built at each tramlineterminal, funded from commuted sums in lieu of parking provision. Anotherprogramme aims to equip the town centre with cycle stands. Around 40 one-way streets have been opened up to oncoming cyclists since the 1997StVO amendment. Options for cyclists (46 kms) are included whenever complex roadbuilding projects are carried out. A leaflet entitled "Use your head, not your elbows" is currently appealing for moreconsiderate behaviour from all road users. In 2001 a new town cycling map waspublished with the cooperation of the ADFC.Freiburg(Baden-Wuerttemberg) Freiburg has a 28 % cycle traffic share, and this where the public transport share isalready high at 18 % - a cycle network has been systematically developed over a 30year period, over 500 kms long, and comprising paths alongside existing streets,cycle lanes, separately managed cycle routes, cycle-friendly 30 kph zones, one-waystreets opened up to oncoming cyclists and streets reserved specifically for cyclists.Building on this comprehensive network, certain main axes that are easy to ride and,where possible, have no junctions, are being developed so that cycling will alsobecome more attractive over longer distances. The cycling network is being expanded by offering a large number of cycle parkingareas (town centre, station, urban districts, rail and transit stops / Bike & Ride), asupervised cycle station at the main railway station with 1,000 supervised parkingspaces for bikes, and the current work on cycle signposting for the town and regionin line with the FGSV's new recommendations.Göttingen(Lower Saxony) High cycle traffic share when choosing mode of transport (24% of all trips). A "University cycle network" project to link the different parts of the university, themain residential areas and facilities, funded by commuted sums in lieu of parkingprovision. Gradual introduction of a town-wide signpost sysem for cyclists (followingFGSV guidelines) Cycle park at the station (opened in 1997) with room for 900 bikes and manyservices. More information about cycling at the "virtual mobility office" www.mobilegoettingen.deKiel(Schleswig-Holstein ) Integrated cycle planning. The 1988 GVP/VEP has a major cycling componentconsisting of a network of 5 cycle routes of approx. 16 kms in all. Network planning: In September 2000, the Kiel town council agreed to extend thecycle network as designed in the 1988 GVP/VEP by building 10 more cycle routeswith a total length of 77 kms. Approx. 30 kms of these routes have been built up tonow. Signposting: Since 1995, the cycle network has been gradually furnished with signboards.The Baltic Coast Cycle Route and the Holstein-Fyn are two inter-regionalroutes that pass through the Kiel urban area. Two cycle routes are also signposted.The entire cycle network will be signposted in 2002.83

TownsMeasures Public information: leaflets and postcards on cycle-related topics since 1992 incl.cycle streets, protected lanes, compulsory usage, one-way streets, signposting.Cycling officer is point of contact for the public on cycling issues. Parking facilities - "Kiel cycle stands": Special cycle stands known as ""Kieler Bügel"are installed whenever new construction takes place. In the town centre alone thereare stands for 2,300 parked cycles. When private construction takes place, thedevelopers are offered the chance to have subsidised stands installed, e.g. in front ofapartment blocks. At the railway station there are 54 cycle boxes with locks androofed parking space for 400 more bikes. There are approx. 280 more roofed parkingplaces at bus stops and boat stops. The StVO amendment: There has been a budget item since 1999 referred to as"Improvements to the cycling network based on the StVO amendment". This can beused to carry out even minor jobs. In Kiel, as early as 1993, 127 out of 130 one-waystreets were opened up to oncoming cyclists. In the short-term this created 27.6 kmsof cycling connections. Streets reserved for cyclists were introduced as early as 1992.There are now 4.6 kms in the urban area. Since 1987 there has been a cycle forum, a body advising the constructioncommittee. Parties with seats on the council, associations, the police and theadministration are all represented. The cycling officer chairs the group.Leverkusen(North Rhine-Westphalia) Wide-ranging signpost plan in Leverkusen. A comprehensive plan for signposting cycle paths had already been worked out forthe town of Leverkusen at the end of the 1980s. The signpost network is route-basedand consists of eight sub-networks that are to be implemented one by one. The goalis to develop a cycling network covering the entire area which will also introducethose unfamiliar with the area to its cycle-friendly areas. Four sub-networks have been put in place, while the fifth is being worked on andprojected to finish in 2003. The various sub-networks extend the state-wide cyclenetwork (RVN NRW). In addition to this signposting project, Leverkusen also has anassociated project which involves some construction elements.Ludwigshafen(Rhineland-Palatinate) Ludwigshafen has a cycling officer who regularly takes part in sessions of an AdultEducation "Cycling" working group. Extensive cooperation on all cycling issues including with the BASF company whichis the largest employer in the area and which itself has approx 5,500 staff who use abike to commute to work every day. An internal administrative guidance document specifies the number and type ofcycle parking spaces that have to be taken into account when any application forplanning permission is lodged. Outside peak periods in the area covered by the Rhine-Neckar Transport Union,cycles may be carried free of charge on all vehicles where there is room The town was closely involved in designing and implementing the regional RhineCycle Route and the "From Rhine to Wine" route.Lübeck(Schleswig-Holstein ) Cycling promotion is regarded as an ongoing task. The entire urban cycle network was upgraded at an annual cost of around € 2 perinhabitant (1997-2000; approx. € 400,000 per year); The old town equipped throughout with cycle stands (approx. 1,500 stands in 8years), Annual cycle report (by the cycling officer).84

TownsMeasuresMagdeburg(Saxony-Anhalt) A section of the Elbe cycle route built through Magdeburg on the river embankment.Hydrex concrete was used for environmental reasons and to provide resistance incase of high water. This material is porous to water, highly resistant to pressure andalso to the effects of freezing and thawing.Mainz(Rhineland-Palatinate) The first fully automatic cycle station in Germany for approx. 300 bikes, with aservice station and loan bikes, at the Mainz railway station, due to beginconstruction in Spring 2002. One-way streets opened up to oncoming cycles throughout the town (approx. 30kms) with cycle routes alongside main roads and accompanied by public informationin Mainz.Mannheim(Baden-Wuerttemberg) In central Mannheim, since 1995, there have been ongoing efforts to develop aconnected cycle network as a part of the transport development plan, includingbuilding new parking areas and signposting. These measures are being accompaniedby extensive public information. In September 1997 the first cycle park in Baden-Wuerttemberg was opened at themain railway station in Mannheim, with capacity for around 900 bikes, a servicestation and loan bikes. In 2000 all the one-way streets in the Schwetzingerstadt "model area" were opened upto cyclists. Based on the positive experience here, the town council requested theadministration to extend this ruling to other parts of the town.Munich(Bavaria) Cycling development plan (VEP-R): A new development plan for cycling (VEP-R) iscurrently being drawn up as part of the new transport development plan. The VEPaims to increase cycling's share of all transport from today's approx. 13% to 15-20%. Cycling network: In the process of drawing up the new cycling development plan forMunich, there was a review of the location, functionality and capacity of the city'scycle links and they were re-specified. All parts of the city and important cyclingdestinations were linked up. Most of the main routes run alongside the main roads,in deference to cyclists' preferences. Another issue is to connect Munich with thesurrounding towns and municipalities. Public information: free town cycle maps. The Munich cycle network's main routeshave been on the Internet at www.muenchen.de/radroutennetz since 2001. The overall plan for P&R and B&R facilities in Munich currently caters for approx.18,000 cycle parking spaces at tram and underground stations, while another 9,000spaces are planned. A supervised cycle station at the main railway station (for approx. 900 bikes) withother services such as repairs, a cycle shop and cleaning facilities. The DB AG erectedthe cycle station on their own land, while the city of Munich paid for construction,partly out of commuted sums in lieu of parking provision. The city of Munich involved in the MOBINET research project.85

TownsMeasuresMünster(North Rhine-Westphalia) Cycle planning has been an integral component of transport development planningin Münster since 1980. The first cycle network appeared as long ago as the 1948transport plan. Cycle planning is regarded as an integral part of the system: Rostock(Mecklenburg-Western Pomerania) Saarbrücken (Saarland) Weimar (Thuringia)Infrastructure improvements (network/junctions/parking space/signposting), cycleservice plus information (e.g. mobility bureau, cycle days). The cycle traffic share isnow 34% of all weekday journeys made by Münster's residents. The biggest cycle station in Germany was built in 1999 (since expanded to 3,600spaces) and equipped with a repair workshop, a cycle shop, cleaning facilities andloan bikes. Its construction cost around 15 million Deutschmarks, of which 6 millionwere state grants, with the rest being funded from commuted sums in lieu of parkingprovision. Utilisation is currently running at over 80 % per day, and running costspay for themselves. www.muenster.de/stadt/radstation. Within the scope of the "NRW cycle-friendly towns" programme, since the mid-1980s, cyclists have been largely guided to make direct left-hand turns (e.g. throughcycle filters, etc.), 6 cycle roads, many (more than 200) pseudo one-way-streetsopened up to oncoming cyclists and favourable, cyclist-specific controls successfullyincorporated into all major traffic signals.Rostock(Mecklenburg-Western Pomerania) A town-wide cycle plan drawn up and integrated into the overall traffic plan. Town centre cycle network developed, 4 parts of the state-wide recreational cycle route signposted. Bike&Ride facilities at regional train and tram stops. Cycle carriage on ÖPNV/SPNV - free for holders of monthly travel passes) One-way streets opened up in the opposite direction where needed.Saarbrücken(Saarland) In 1990 Saarbrücken was the first town in Germany to open up all the one-waystreets in 30 kph zones to oncoming cyclists. The Saarbahn transport system, which is at the heart of local urban transport, allowsfree cycle carriage. Before going to the authorities for approval, all initiatives are discussed in a cyclingworking group, with representation from local politicians, the ADFC, the ADAC(German Automobile Association), the police, the transport authorities and thetown's various departments.Weimar(Thuringia) Monthly meeting of the Cycling working group (traffic authorities, town planners,public works, police, ADFC). Extensive upgrading of roads and squares in the town centre, including standarddesigncycle stands. Several projects to promote the construction of cycle touring routes (the Ilm CycleRoute, the "Chain of Thuringian Towns") via "rural route building" and the statepromotion of tourism. The one-way-streets of most importance to cyclists opened up (as per cycle plan) foroncoming cyclists.86

Annex 2: Index of partners1. Federal Government-states "Cycling" workinggroupThe Federal Government/states "Cycling"working group, led by Department A 13 of theBMVBW, took part in many meetings to discussthe aims and content of the National CyclingPlan. The Federal Government/states "Cycling"working group is composed as follows (end ofMarch 2002):Federal representativesFederal Ministry of Transport, Building andHousingBernd TörkelInvalidenstrasse 4410115 BerlinTel.: 030-2008 2440, Fax: 030-2008 1958bernd.toerkel@bmvbw.bund.deFederal Ministry of Transport, Building andHousingNilgün ParkerInvalidenstrasse 4410115 BerlinTel.: 030-2008 2442, Fax: 030-2008 1958nilguen.parker@bmvbw.bund.deFederal Ministry of Transport, Building andHousingSieglinde LohInvalidenstrasse 4410115 BerlinTel.: 030-2008 2444, Fax: 030-2008 1958sieglinde.loh@bmvbw.bund.deFederal Ministry of the Economy andTechnologyDaniela StillerScharnhorststrasse 34-3710115 BerlinManager of the "Mobility and Traffic,Building and Housing" project at TÜV-Energieund Umwelt GmbHThomas RichterAm Grauen Stein51105 CologneTel.: 0221-65035 132, Fax: 0221-65035 115thomas.richter@de.tuv.comFederal Environmental AgencyDr. Annette Rauterberg-WulffPostfach 33 00 2214191 BerlinTel.: 030-8903 2058, Fax: 030-8903 2106annette.rauterberg-wulff@uba.deFederal Highways AgencyDr. Roland WeberBrüderstrasse 5351427 Bergisch GladbachTel.: 02204-43511, Fax: 02204-43683rweber@bast.deFederal state representativesSenate Department of Urban DevelopmentDepartment VII B Road Planning and DesignHeribert GuggenthalerAm Köllnischen Park 310179 BerlinTel.: 030-9025 1287, Fax: 030-9025 1050heribert.guggenthaler@SenStadt.Verwalt-Berlin.deSenator for Construction and the Environmentfor the Freeand Hanseatic City of BremenWilhelm HamburgerAnsgaritorstrasse 228195 BremenTel.: 0421-361 10244, Fax: 0421-361 2056whamburger@bau.bremen.deHesse Ministry of the Economy,Transport and TechnologyRalf SeemannKaiser-Friedrich-Ring 7565185 WiesbadenTel.: 0611-815 2432, Fax: 0611-815 2232r.seemann@wirtschaft.hessen.deLower Saxony Ministry ofthe Economy, Technology and TransportFritz HornbachPostfach 1 6130001 HannoverTel.: 0511-120 7872, Fax: 0511-120 7892fritz.hornbach@mw.niedersachsen.deMinistry of the Economy, Transport,Agriculture and Viticultureof the state of Rhineland-PalatinateBernd RathPostfach 32 6955022 MainzTel.: 06131-162 133bernd.rath@mwvlw.rlp.deBavarian State Ministry ofthe Economy, Transport and TechnologyHans Wolfien80525 MunichTel.: 089-2162 2702, Fax: 089-2162 2757hans.wolfien@stmwvtbayeren.de87

Senior Construction Authority in theBavarian State Ministry of the InteriorPaul Bauer80524 MunichTel.: 089-2192 3580, Fax: 089-2192 3588Paul.bauer@stmi.bayern.deMinistry of Urban Development, Housing andTransport of the state of BrandenburgReferat 51Edgar FiedlerHenning von Tresckow Strasse 2-814467 PotsdamTel.: 0331-866 8412, Fax: 0331-866 8408edgar.fiedler@mswv.brandenburg.deConstruction AuthorityTransport Office of theFree and Hanseatic City of HamburgDagmar MeyerPostfach 30 05 8020302 HamburgTel.: 040-42840 3511, Fax: 040-42840 3159dagmar.meyer@bb.hamburg.deMinistry of the Economyof the state of Mecklenburg-Western PomeraniaReferat 660Astrid LaubeJohannes-Stelling-Strasse 1419053 SchwerinTel.: 0385-588 5545, Fax: 0385-588 5865a.laube@wm.mv-regierung.deNorth Rhine-Westphalia State Ministry of theEconomy and Small Business, Energy andTransportPeter LondonHaroldstrasse 440213 DüsseldorfTel.: 0211-837 4576, Fax: 0211-837 4213peter.london@mwmev.nrw.deNorth Rhine-Westphalia State Ministry of theEconomy and Small Business, Energy andTransportErnst SaleinHaroldstrasse 440213 DüsseldorfTel.: 0211-837 4547, Fax: 0211-837 4213ernst.salein@mwmev.nrw.deSaxony State Ministry ofthe Economy and EmploymentWerner NaumannPostfach 10 03 2901073 DresdenTel.: 0351-564 8674, Fax: 0351-564 8709werner.naumann@smwa.sachsen.deRoad Construction and Transport Departmentof the state of Schleswig-HolsteinRalph HolstMercatorstrasse 924105 KielTel.: 0431-383 2721, Fax: 0431-383 2751ralph.Holst@ls.landsh.deMinistry of Housing, Urban Development andTransport of the state of Saxony-AnhaltReferat 42Simona FiedlerPostfach 36 2539011 MagdeburgTel.: 0391-567 7568, Fax: 039-567 7558fiedler@mwv.lsa-net.deThuringian Ministry of the Economy andInfrastructureTransport DepartmentDr. Joachim DresslerPostfach 2 4299005 ErfurtTel.: 0361-3797 671, Fax: 0361-3797 609joachim.dressler@th-online.deMinistry of the Environment and Transportof the state of Baden-WuerttembergBurkhard GollnickKernerplatz 970182 StuttgartTel.: 0711-126 1312, Fax: 0711-126 1305burkhard.gollnick@uvm.bwl.deMinistry of the EconomyDept. B Road and Transport ConstructionH. HirtzTalstrasse 43-5166119 SaarbrückenTel.: 0681-5013 376, Fax: 0681-5013 509h.hirtz@wirtschaft.saarland.deExpert representativesDB Station&Service AGBettina MelzerWeilburger Strasse 2260326 Frankfurt am MainTel.: 069-265 24316, Fax: 069-265 24461bettina.melzer@bku.db.deAssociation of German Cities and TownsCity of Münster Town Planning OfficeDr. Friedrich Wilhelm OellersStadthaus IKlemensstrasse 1048127 MünsterTel.: 0251-492 6150, Fax: 0251-492 7765oellersf@stadt-muenster.de88

German Sustainable Transport Association(VCD) e. V.Federal OfficeMichaela MohrhardtEifelstrasse 253119 BonnTel.: 0228-985 8516, Fax: 0228-985 8510michaela.mohrhardt@vcd.orgGerman Cyclists' Federation(ADFC) e.V.National President, Wolfgang GrossePostfach 10 77 4728077 BremenTel.: 0421-346 2937, Mob.: 0177-2731375Fax: 0421-346 29 50wolfgang.grosse@adfc.deGerman Association of Towns and MunicipalitiesCarsten HansenMarienstrasse 612207 BerlinTel.: 030-77307 246, Fax: 030-77307 200carsten.hansen@dstgb.deAssociation of Two-Wheeler ManufacturersRolf LembergPfingstbrunnenstrasse 6265824 SchwalbachTel.: 06196-50770, Fax: 06196-507720zweirad-vfm@t-online.deGerman Road Safety WatchdogRainer HesselAm Pannacker 253340 MeckenheimTel.: 02225-884 330, Fax: 02225-884 68rh@dvw-ev.deDB Reise & Touristik AGEllen EngelStephensonstrasse 160326 Frankfurt am MainTel.: 069-265 6676ellen.engel@bku.db.deDIFU - German Institute of Urban AffairsTilman BracherStrasse des 17. Juni 11210623 BerlinTel.: 030-39001 260, Fax: 030-39001 241bracher@difu.de89

2. Project group partnersA range of papers on specific subjects relating tothe promotion of cycling were referred to whendrawing up the National Cycling Plan. Thesepapers stem from projects that were carried out onbehalf of the BMVBW.Everyday trafficProject leader:Dagmar MeyerThe Free and Hanseatic City of HamburgBaubehörde FRStadthausbrücke 820355 HamburgTel.: 040-42840 3511Fax: 040-42840 3159dagmar.meyer@bb.hamburg.deTeam members:Dankmar AlrutzTransport Planning GroupGrosse Barlinge 7230171 HannoverTel.: 0511-80 8037Fax: 0511-80 4637PGV-hannover@t-online.deDr. Annette Rauterberg-WulffFederal Environmental AgencyEnvironment and Transport OfficePostfach 33 00 2214191 BerlinTel.: 030-8903 2058Fax: 030-8903 2106annette.rauterberg-wulff@uba.deDr. Roland WeberFederal Highways AgencyRoad Planning and Design Dept.Brüderstrasse 5351527 Bergisch GladbachTel.: 02204-43 511Fax: 02204-43 683rweber@bast.deBuilding networksProject leader:Hans-Jürgen SchäferMinistry of the Economy and Small Business,Energy and Transportof the state of North Rhine-WestphaliaHaroldstrasse 440213 DüsseldorfTel.: 0211-837 4220, Fax: 0211-837 4372hjuergen.schaefer@mwmev.nrw.deTeam members:Tilman BracherGerman Institute of Urban Affairs (DIFU)Strasse des 17. Juni 11210623 BerlinTel.: 030-39001 260, Fax: 030-39001 241bracher@difu.deMichael HaaseADFC e. V.Junghansstrasse 3401277 DresdenTel.: 0351-3114707m.haase@sz-online.deBettina MelzerDB Station&Service AGWeilburger Strasse 2260326 Frankfurt am MainTel.: 069-265 24316, Fax: 069-265 24461bettina.melzer@bku.db.deBirgit GröningDB Reise & Touristik AGStephensonstrasse 160326 Frankfurt am MainEfficient Coordination of Cycle PlanningProject leader:Burkhard HornAssociation of German Cities and TownsCity of Göttingen Planning Department37070 GöttingenTel.: 0551-400 2563, Fax: 0551-400 2810b.horn@goettingen.deTeam members:Juliane Krauseplan & ratGeorg-Westermann-Allee 23938104 BraunschweigTel.: 0531-798203, Fax: 0531-79843Krause.plan-und-rat@t-online.deWolfgang GrosseGerman Cyclists' FederationNational PresidentPostfach 10 77 4728077 BremenTel.: 0421-346 2937, Fax: 0421-346 2950wolfgang.grosse@adfc.de90

Bernd RathMinistry of the Economy, Transport, Agricultureand Viticulture of the state of Rhineland-PalatinatePostfach 32 6955022 MainzTel.: 06131-162 133, Fax: 06131-164 044bernd.rath@mwvlw.rlp.deRolf SeemannHesse Ministry of the Economy, Transport andTechnologyKaiser-Friedrich-Ring 7565185 WiesbadenTel.: 0611-815 2432, Fax: 0611-815 2232r.seemann@wirtschaft.hessen.deTourism3. Other partnersSüdstadt Planning Department/P 3 AgencyFranz LinderBreite Strasse 161-16750667 CologneTel.. 0221-20 89 40, Fax: 0221-2089 444pbs.p3@netcologne.deInstitut Wohnen und Umwelt GmbHResearch Institute of the state of Hesseand the town of DarmstadtAntje FladeAnnastrasse 1564285 DarmstadtTel.: 06151-29 04 0, Fax: 06151-29 04 97a.flade@iwu.deProject leader:Paul BauerSenior Construction Authority in the BavarianState Ministryof the InteriorFranz-Josef-Strauss-Ring80525 MunichTel.: 089-2192 3580, Fax: 089-2192 13588paul.bauer@stmi.bayern.deTeam members:Juliette MelzowFederal Ministry of the Economy andTechnologyScharnhorststrasse 34-3710115 BerlinFrank HofmannADFC e. V.Beatenbergstrasse 131303 BurgdorfTel.: 0511-567 6522, Fax: 0511-567 2454frank.hofmann@adfc.deSophie RuhligGerman National Tourist BoardNational Marketing ManagerBeethovenstrasse 6960325 Frankfurt am MainDirk DunkelbergGerman National Tourist OfficeBerta-von-Suttner-Platz 1353111 BonnTel.: 0228-985 2215, Fax: 0228-698722dunkelberg@deutschertourismusverband.de91

Annex 3: Bibliography4. Bonn Cycle Congressdocumentation; Bonn 1999.German Cyclists' Federation (ADFC/SRL)(Ed.):From cycle rack to parking system.FAF series, no. 6; Bremen, Bochum 1995German Cyclists' Federation (Ed.):Mountain biking - an ADFC handbook forplanners,tourism officials and cyclists, Bremen 2001.German Cyclists' Federation (Ed.):Assistance in promoting cycle tourism,Bremen, 2nd revised version 1998.German Cyclists' Federation:Cycle touring analysis 2001. Presentation at thecycle touring series of events at theInternational Tourism Show, Berlin, March 2001.German Cyclists' Federation:Discovering Germany by bike 2001/2002,3. 3rd edition, Bremen 2001.German Cyclists' Federation; German NationalTourist Office; German National Tourist Board:Long-distance cycle routes in Germany (map),Bremen 2000.Alrutz, D.; Bohle, W.:Cycle parking requirements ofland with different types of use.Reports of the Federal Highways Agency, volumeV 79; Bergisch Gladbach 2001.Alrutz, D.; Stellmacher-Hein, J.:The safety of cyclists on service roadsReports of the Federal Highways Agency, volumeV 37; Bergisch Gladbach 1997Andersen, L.B.; Schnohr, P.; Schroll, M.; Hein,H.O.:All-cause mortality associated with physicalactivityduring leisure time, work, sports, and cycling towork.In: Archives of Internal Medicine, Vol. 160of 12 June 2000, pp. 1621-1628.Internet:http://archinte.amaassn.org/issues/v160n11/toc.html.Apel, D. et al.:Compact, mobile, urban: urban developmentideason traffic avoidance in an internationalcomparison. Difu contributions to UrbanResearch 24German Institute of Urban Affairs; Berlin 1997.Auto Club Europa:Here and There. Advice on the journey to work;Stuttgart 2000.Bähler, Chr.:A cost-usage comparison of integral cyclepromotionin Bern; Bern 1995.Bohle, W.; Mader, J. et al.:Assessment of cycle facilities' attractiveness.Reports of the Federal Highways Agency,volume V 56; Bergisch Gladbach 1998.Bracher, T. et al.:Environmental relief through cost minimisation:Least Cost Planning in transport. Texts 53/99 oftheFederal Environmental Agency, Berlin 1999.BREPARK (Ed.):Cycle parking in Bremen. Potential anduse; Bremen 1996.Buis, J.; Wittink, R.:The Economic Significance of Cycling. A study toillustrate the costs and benefits of cycling policy;The Hague 2000.Federal Bureau of Criminal InvestigationCriminal Police Office report 2000. Wiesbaden2000.Internet: www.bka.de/pks/pks1999/p_3_8-3_8.html(evidence about cycle theft)Federal City of Bonn (Ed.)Federal Bureau of Criminal InvestigationPolice criminal statistics, reporting year 1993,based on: Steinacker, R.: Cycle theft - nottaken seriously in Germany until now.In: ADFC NRW (Ed.): Velo-Regio cycle congress,congress documentation; Düsseldorf 1995.Federal Ministry of Transport, Building andHousing:The bike and public transport/ Bike & Ride -recommendationsto improve the attractiveness of using a bikefor getting to and from public transport, andcycle carriage on public transport.In: no. 50 of the "direkt" series, Bonn 1997.92

Federal Ministry of Transport, Building andHousing:Coordination and integration of cycle routes -including long-distance routes - into urban traffic;demonstration scheme, expert opinions inconclusionOctober 2001C.R.O.W. (Ed.):Cycle planning from A to Z. The Dutchplanning guide for cycle-friendlyinfrastructure, (German translation from theDutch); Ede 1994.Cames et al.:First prize the future. New jobs fromenvironmentally sound transport,Eco Institute, Freiburg 1998.Davis, A.:The Bike for Your Life Projects: Building Allianceswith the Health Sector.In: Gerecke, Max (Ed.), 8th Velo-City ConferenceBasel; Basel 1995.Flade, A.:Traffic as seen by schoolchildren.In: dies. (Ed.): Mobility behaviour, conditionsand options for change from an environmental/psychologicalviewpoint; Weinheim 1994.Road and Traffic Research Association(Ed.):Recommendations for cycle facilities (ERA 95),Cologne 1995.Road and Traffic Research Association(Ed.):Guidelines on directional signposting forcyclists, Cologne 1998.Road and Traffic Research Association(Ed.):Advice on cycling outside urbanareas (HRaS), Cologne 2002Road and Traffic Research Association(Ed.):Advice on cycle parking, Cologne 1995.Road and Traffic Research Association(Ed.):Advice on the signposting of cycling facilities inconformance with the general administrativeregulations onroad traffic; Cologne1997.The Free and Hanseatic City of Hamburg:Planning guidelinesfor urban roads, part 9: Cycling facilities;Hamburg 2000Häcker, S. et al.:Transport choices when shopping in the town ofMünster, accompanying research within the"Cycle-friendly Münster" programme;Münster 1991.Hermann, H.:The work-related travel scheme of the Lufthansashipyard in Hamburg.In: Work-related travel as a management task.Reports on road safety by theEmployer’s Liability Insurance Association forHealth and Welfare Services; Hamburg 1996.Holz-Rau, Ch. et al.:Mixed use and city of short distances.Are the benefits of mixed design for commutersused? Specialist opinions in the ExWoSt'sresearch area "Mixed use inurban planning". Final report. Federal Office ofConstruction and Regional Planning. "Werkstadt"series:Issue no. /1999; Bonn 1999.Holz-Rau, Ch.:Housing patterns and transport.Federal Research Institute for regional Geographyand Regional PlanningNotes on regional developmentVolume 84; Bonn 1997.Hyden, C.; Nilsson, A.; Risser, R.:WALCYNG - How to enhance Walking andCycling instead of shorter car trips and to makemodes safer. Final Report. Bulletin 165,Institutionof Traffic Technology, Lund Technical College;Lund 1998.www.vd.dk/pdf/adonis/adonis.pdfIG Velo Switzerland:Bicycles in work traffic. Whystaff that ride a bike perform better;Berne 1996IG Velo; Switzerland and Federal HeathDepartmentSwitzerland:Riding a bike. A great recommendation, Berne1999.93

Housing and Environment Institute/ TransportPlanning Group:Parameters of and motives for cycle use ineveryday traffic. Research project fundedby the Federal Ministry of Education andResearch.Final report, March 2002 (currently beingprepared).Jensen, S.U.:Collection of Cycle Concepts. Vejdirektoratet;Copenhagen 2000.Kalliske, I.; Wobben, D.; Nee, M.:The safety of children travelling onbicycles or in cycle trailers.Reports of the Federal Highways Agency(Ed.), volume F25; Bergisch Gladbach 1998.Lehner-Lierz, U.:Quality assurace for cycling; in:Handbook for local transport planning;Heidelberg 2001.Luda, H. et al.:Summarised assessment of researchwork on cycling in the city. In: Federal Ministryof Transport urban traffic research series,volume A 7;Bergisch Gladbach, Berlin, Bonn 1991.Ministry of Water Management and PublicWorks of the Netherlands (Ed.):Working with the bike. The Hague, 2nd edition1993.Ministry of Water Management and PublicWorks of the Netherlands (Ed.):Cities make room for cyclists; The Hague 1995Ministry of Water Management and PublicWorks of the Netherlands (Ed.):The Dutch cycling master plan; The Hague1998.Südstadt Planning Department; TransportPlanningGroup:Accompanying research Cycle-friendly towns andmunicipalities in NRW. A study of measures andtheir effectiveness. NRW State Ministry of theEconomy and Small Business, Energy andTransport;Düsseldorf 2000.Transport Planning Group; Südstadt PlanningDepartmentReport on the status of cycling inGermany. Research report FE 70468/95 onbehalf of the Federal Ministry of Transport;Hannover, Cologne 1997.Swiss Conference ofCycling Officers (SVK):How and Where on the bike. Planning cycleparking;Basel 1993.Federal Environment Agency (Ed.):The prospects of cycling and pedestrianscontributing toenvironmental relief; Final report of the FEproject29/89-6112; Berlin 2000German Sustainable Transport Association (Ed.):Mobility management at work and in theadministration;Bonn 1996Werz, Th.:Cylists at the shops -welcome or merely tolerated?In: ADFC NRW (Ed.), Velo-Regio cycling congress.congress documentation; Düsseldorf 1995.Ministry of the Economy and Small Business,Construction and Housing 1998:An action plan to promote cycling inNRW; DüsseldorfMinistry of the Economy and Small Business,Energy and Transport of North Rhine-Westphalia:100 cycle stations in North Rhine-Westphalia. Astate project with a future. Current status,prospects,outlook; Düsseldorf 2001.94

Annex 4: AbbreviationsAADFCAGAGFSASTABB&RBASFBAStBBRBf.GDPBLBMFBMGBMJBMUBMVBWBMWiBT-Drs.BYPADCCO 2DDB AGDELFIDINDIWD-NetworkDTVDVRDVWDZTEECFITECERAEUEWGExpoExWoStFFahrschAusbOFGSVFöRi-StaFOPSFussg.GGbRGVFGGmbHGerman Cyclists' FederationWorking groupCycle-friendly towns working groupStudents' CommitteeBike&RideBadische Anilin- und SodafabrikFederal Highways AgencyFederal Office of Construction and Regional PlanningStationGross Domestic ProductFederal statesFederal Ministry of FinanceFederal Ministry of HealthFederal Ministry of JusticeFederal Ministry of the Environment,Nature Conservancy and Reactor SafetyFederal Ministry for Transport, Building and HousingFederal Ministry of the Economy and TechnologyFederal parliament publicationBicycle Policy AuditCarbon dioxideThe Deutsche Bahn rail companyGerman national timetable information systemThe German Institute for StandardizationThe German Institute of Economic ResearchNational long-distance cycling networkGerman National Tourist OfficeGerman Road Safety CouncilGerman Road Safety WatchdogGerman National Tourist BoardEuropean Cyclists' FederationInformation TechnologyEuropean CommunityRecommendations for cycle facilitiesEuropean UnionEECExport exhibitionExperimental Housing and Urban DevelopmentDriving School Tuition RegulationsRoad and Transport Research AssociationUrban transport funding guidelinesUrban transport research programmePedestrianCitizens' rights associationLocal Authorit Transport Infrastructure Financing ActLimited Liability Company95

HHLHoGaHRaSIICICEIKUIRKKfzKfz/24hKONTIVKmKphLLBauOLHLkwThe Hanseatic city of LübeckHotel and catering companiesGuidelines on cycling outside urban areasIntercityIntercity-ExpressInstitute for local commerceInterregioMotor vehicleMotor vehicle/24 hoursOngoing transport surveyKilometreKilometres per hourState building regulationsState capitalGoods vehicleMm. millionMIVMotorised private transportModal splitThe transport system's share of the total traffic volumebn.BillionMTBMountain bikeMVMecklenburg-Western PomeraniaNNO 2NRWOÖPNVÖVPP+RPkwRRADISRnRVASS-BahnSGB VSPFVSPNVStBAStVOStVZONitrogen dioxideNorth Rhine-WestphaliaLocal public transportPublic transportPark+RideCarCycle route information systemNoteCycling facilitiesSuburban railwaySocial Security Code fifth bookNational railwayslocal and regional passenger transport by railFederal Statistics OfficeRoad traffic regulationsRoad traffic licensing regulations96

TtTREMODTUTÜVTVUUBAU-BahnUniVVCDVEPVEP-RVHSVVGVwVWWHOZZIVTonTransport Emission Estimation ModelTechnical UniversityA leading technical services providerTelevisionFederal Environmental AgencyUnderground railUniversityGerman Sustainable Transport AssociationTransport development planCycling development planAdult education centreAdministrative regulations for municipalitiesAdministrative regulationsWorld Health OrganizationAssociation of Two-Wheeler Manufacturers97

Annex 5: Footnotes1) It is anticipated that KONTIV 2002,commissioned by the Federal Ministry ofTransport, Building and Housing, will providecurrent data on transport choice at the start of2004.2) The framework for regional planning,particularly as it relates to satisfying mobilityneeds, was reformulated here. The legal planningrequirements relating to the displacement oftraffic to more environmentally friendly systemswas improved, particularly in areas and corridorswith a high traffic density.3) International Journal of Epidemiology, volume28,pp. 659-666, 1999.4) Town of Troisdorf (Ed.), Cycle-friendlyTroisdorf - The balance in figures. 1997.5) W6 and W10 stand for "trips of up to6/10 kms".6) Brög (1995) estimated that up to 30 % of cartrips in urban areas can be displaced to thebicycle.7) cited in: U. Seewer, M. Utiger, G. Vollmer,Walking and cycling: there is potential inswitching transport modes, in: Slow trafficnetwork (Ed.),The future belongs to pedestrians and cyclists.NFP 41 reports (National research programme"Traffic and the environment, interdependenciesSwitzerland-Europe"),Report A9, Berne 1999.8) M. Wermuth, Transport development planBraunschweig, volume 1: Traffic review andanalysis, Braunschweig,1996.9) M. Wermuth, Transport development planHeidelberg, preparatory studies for the transportdevelopment plan, an illustrative report,Heidelberg, Braunschweig, 1994.10) M. Wermuth, Wolfsburg transportdevelopment plan, part I: Transport analysis andoutlook for the status quo, "An illustrative report"on behalf of the town of Wolfsburg,Braunschweig 1995.11) Lars Bo Andersen, Peter Schnohr, MarianneSchroll, Hans Ole Hein, All-Cause MortalityAssociated With Physical Activity During LeisureTime, Work, Sports and Cycling to Work, in:Archives of International Medicine, Vol. 160, 12.June 2000, pp. 1621-1628.12) There is a brief description of BYPAD inBicycle Research Report No. 131, September 2001,issued by the ECF.Detailed description: U. Lehner-Lierz, Qualityassurance for cycling, in:Handbook for local transport planning,Heidelberg 2001.13) The terms "local" and "local authorities" tendsto refer also to rural districts.14) Compare this with the Federal EnvironmentAgency's ongoing research project "Pedestian andcycle friendly town pilot scheme" in the threemodel towns Lingen/Ems, LutherstadtWittenberg und Plauen.15) IVU Traffic Technologies AG, a survey on thestates' and local authorities' cycle promotionactivities, research on behalf of the FederalMinistry of Transport, Building and Housing,Berlin 2001.16) According to VO (EC) No. 1260/1999, areas ofbackward development are those regions inwhich the gross domestic product per head is lessthan 75 % of the average in the EuropeanCommunity.17) Adaptation of the provisions of Section 21Para. 3 StVO to the corresponding regulations insection 67 of the StVZO together with theassociated guidelines for attaching trailers tobicycles, VkBI. 1999, p. 703 and adaptation to theStVZO amendment that had been prepared at thetime, which contained detailed regulationscovering the technical requirements for cyclesand trailers.18) For the period 1983-1998compare with Federal Ministry of Transport (Ed.),Summary analysis of urban cycling researchresults,In: Urban transport research, Analyses series,Presentation of urban transport research results,volume A7; Bonn 1991.19) Federal government report on measures topromote cycling, BT-Drs. 13/3445.20) Federal Ministry of Transport (Ed.),Summary analysis of urban cycling researchresults, as cited.98