Académique Documents
Professionnel Documents
Culture Documents
MODULE
The material for training module 6 Walking and cycling counselling municipalities was
compiled by HARALD REITERER and BENJAMIN AUER in 2011/12.
HARALD REITERER
BENJAMIN AUER
KOINSTITUT SDTIROL/ALTO ADIGE
VIA TALVERA 2, 39100 BOLZANO
+39 0471 980 048
auer@ecoistituto.it
www.ecoistituto.it
This training material can also be downloaded from the project website.
www.transportlearning.net
Legal disclaimer:
The sole responsibility for the content of this publication lies with the authors. It does not necessarily reflect the
opinion of the European Union. Neither the EACI nor the European Commission are responsible for any use that
may be made of the information contained therein.
Transport Learning is co-funded by the European Union under the Intelligent Energy Europe programme.
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Eco-union (ES)
ANEA (IT)
Energiaklub (HU)
ATU (RO)
GEA 21 (ES)
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Table of contents
1.
Further information.......................................................................................................35
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These figures demonstrate how in three cities located at comparable latitudes (i.e. with
similar climate conditions) the means of urban transport used are highly different. This
indicates that the citizens choice of transport mode can be directed by providing the right
incentives.
Traditionally, some countries have been more sensitive towards traffic-related congestion
and environmental problems and began decades ago with the implementation of policies
attentive to the needs of cyclists and walkers.
Today, more and more cities are coming to
acknowledge the damage caused by excessive
car use in cities and the positive impact of a high
share of cyclists and pedestrians. Champion cities
in the Netherlands and in Denmark, which are
regularly rated as having some of the highest
qualities of life in the world, understood this
decades ago. Now ever more municipalities are
developing cycling strategies as part of their
urban development strategies. For instance, cities
like London, Brussels and Paris, besides
investing in cycling-friendly infrastructure, have
been operating very successful bike-sharing Figure 1: Recent cycling super-highway
in London. Source: www.eltis.org
systems for some time.
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Figure 2: This figure shows the share of all trips made by bicycle in some European countries.
The numbers reflects the fact that the nature of road traffic policies in a country can strongly
influence the peoples choice of transportation. Source: European Commission, quoted in
Cycling in the Netherlands, 2009.
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beneficial effects for cities. Benefits include quality of personal travel , benefits for the
environment, for society and for the economy.
Figure 4: This figure demonstrates the differences between cars, bicycles and public transport
with regard to the consumption of space. Source: www.fairkehr.net
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the health conditions of people. And it might also save the time otherwise needed for the
gym!
Contrary to common beliefs, having more cyclists and more pedestrians actually reduces the
safety risks of these transport modes. The reason is that drivers of motorised vehicles are
more aware of them and learn to expect their presence and predict their behaviour.
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Figure 6: Even if cyclists spend less money in shops, they tend to visit them more frequently,
being overall better customers. Source: www.presto-cycling.eu
Figure 7: This figure illustrates how public spending is often strongly biased towards cars,
even if their modal share is relatively low. The figure refers to the city of Freiburg, Germany.
Source: UBA 2002, quoted in www.presto-cycling.eu
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daily trips in cities. Major reasons for the time savings are congestion, which delays cars and
buses; parking restrictions, which makes car parking a time-costing affair, and the possibility
to make shortcuts or on-the-way stops, which may not be possible when using other modes.
Non-motorised modes of transport are therefore clearly the most flexible and autonomous
modes of transport.
Figure 8: This figure compares travel times by car and by bicycle, when taking into account the
daily time spent for physical exercise. The assumption is that one wants to have 30 minutes of
physical exercise per day. Cycling therefore saves time on health activities.
Note that in Europe 50% of all car trips are shorter than 5 km.
Source: transportlearning.net/competence
Figure 9: Emotions associated with three different transport modes: Cycling is considered the
most fun and pleasant way of getting around. Source: Kennis Instituut voor Mobiliteit 2007,
quoted in Cycling in the Netherlands, 2009.
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weather conditions
poor intermodality
strong gradients
limited possibilities for transporting goods and persons
risk of theft
convenience
However, success stories from champion cities and the equipment available on the market
make many of these non-fundamental drawbacks.
The cities with the highest cycling shares are mostly located in cold and rainy climates
(Netherlands, Denmark, Sweden). They show that weather conditions do not constitute a
fundamental obstacle to cycling. Specific rain-gear, tyres with spikes for icy roads, etc. can
make bike mobility a feasible alternative to cars in almost all weather conditions. Also the
topography and the transporting of goods and persons are concerns that can be addressed:
pedelecs for example (= bicycles with pedalling assistance from a small electric engine see
box below) allow easy climbing of strong gradients, fast acceleration and effortless riding
even with strong headwinds. Trailers or cargo bikes make transporting cargo very simple.
Cycling is in reality often much easier than in its image. Part of a successful cycling policy is
therefore also overcoming of prejudices. Some examples:
Cycling is a slow mode of transport: In fact, in urban areas the bicycle is the fastest
mode of transport for up to 7 kilometres, in the case of pedelecs for up to 15
kilometres.
Cycling is only for the young: In fact, cycling is suitable for all age groups. The
elderly can benefit from much better mobility, which in turn increases their degree of
social interaction.
Cycling is not for transporting: In fact, cargo bikes and trailers allow the
transportation of considerable cargo. On average, people do not need to transport
amounts which are unsuitable for bike transport.
Figure 10: Cycling is a very social and flexible way of travelling. Source: www.eltis.org
Individuals may need to be convinced of the arguments listed above but its the safety of
riders (and their bikes), the duration and the comfort of cycling trips where the intervention of
municipalities is crucial.
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Pedelec is the abbreviation for "Pedal Electric Cycle". In comparison to other two-wheelers with
an electric motor (in general often called "E-Bikes" or Scooters), the characteristic of a pedelec is
that the electric power only assists the human power instead of replacing it: The current output of
the electric motor is usually proportional to the current human power contribution. This means, that
a pedelec does not move without pedalling. Moreover there is a speed limit for the electric
assistance of the motor: Pedelecs in line with European legislation stop the electric motor above a
velocity of 25 km/h.
Compared to conventional bicycles without an electric motor, the main advantage of a pedelec is
by nature more speed for less physical effort. Whilst the potential of higher speed (and thus wider
range within the same riding time) in flat regions is limited by the 25-km/h-limit, pedelecs have their
most impressive effect on slopes. The other way round, getting the same speed for less effort is
particularly attractive for elderly people and employees, who do not want to arrive in their office
with sweat patches.
Source: www.gopedelec.eu
Safety
o Cars travelling at too high a speed.
Accessibility
o Services are segregated, apart and far from homes.
o The pedestrian network is lacking links and has poor connectivity.
Comfort
o Socially insecure places.
o High levels of noise.
Attractiveness
o Lack or insufficiency of natural features (lack of vegetation, lack or
unappealing sources of water, scarcity or too small green)
Intermodality
o Poor offer of public transport (long waiting times, too long distances to the
stops).
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Figure 11: This figure illustrates the classification of cities in starters, climbers and champions.
Source: www.presto-cycling.eu
According to whether the city is a starter, a climber or a champion, a different set of cycling
policies will be required. While in starter cities the focus is on on basic investment in safe and
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direct cycle routes and encouraging potential cyclists, in champion cities the focus is on
improving the existing infrastructure and rewarding cyclists to keep them motivated.
Figure 12: Cycling strategy efforts in starter, climber and champion cities. Source:
www.presto-cycling.eu
The measures and examples listed in this chapter are mainly targeted at starter and climber
cities who want to improve conditions for cyclists and increase their modal share.
The measures can be distinguished in 3 categories:
Infrastructure
Policy and organisation
Promotion and campaigns
2.1 Infrastructure
Every city has a latent demand for cycling. Yet some cities have very low numbers of
cyclists. Mostly this is because cyclists feel unsafe and disrespected in road traffic. Traffic
may be too heavy and fast, road infrastructure leaves no room for cyclists and makes cycling
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dangerous and there is no connection between quiet areas where cycling would be
attractive. As a consequence, only few people dare cycling in the city, and motorist are
generally unaware of cyclists and their behaviour.
With regard to infrastructural improvements the focus lies on making cycling safe and
creating attractive cycle routes (however, promotion efforts will be necessary to publicise the
new infrastructure). This does not always mean creating a costly city-wide network of
segregated cycle lanes from scratch, it can also begin with designating calm mixed-traffic
areas in a single neighbourhood, constantly improving them and connecting them to other
neighbourhoods in the city.
In fact, as the availability of financial resources is often limited, so called soft measures
can be at least as important as hard infrastructural measures in creating an environment
which favours cycling and walking. These include the use of paint on the road to clearly mark
spaces designated for cyclists, the enforcement of speed limits (speed bumps, radar
controls), pedestrian islands, giving absolute right of way to cyclists or pedestrians (e.g.
bicycle streets in Germany) or street furniture which leads to a reduction in the speed of
cars.
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Segregating traffic where safety requires it. This is normally the case where the speed
of passing cars is higher than 50 km/h.
Sufficient width of the cycling infrastructure, which allows safe distance from
obstacles and from approaching or overtaking cars and cyclists. Recommended
minimum widths of segregated cycling lanes/paths are 1,50 metres (mono-directional)
and 2,50 metres (bidirectional).
Avoidance of conflicts with vehicles where possible. Conflict points presented as
clearly as possible (good visibility, horizontal and vertical signage)
Provisions at intersections (e.g. storage lanes, advanced stop lines, speed
reductions, bicycle bypasses)
Perceived safety is also essential in order to attract users (i.e. avoid dark and scary
areas)
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Direct
However, speed should never be achieved at the expense of cyclists safety, or the
safety of other road users and pedestrians!
Source: www.presto-cycling.eu
Figure 17: These images show how direct routes can be created by setting up shortcuts for
cyclists through closed streets and one-way streets.
Figure 18: This image shows an example to be avoided in planning: Cyclists need to cross the
road twice, hence losing a lot of time.
Cohesive
A cohesive cycling network allows cyclists to reach most places within the city on
cycling-friendly infrastructure. Short, isolated stretches of cycle lanes (less than 500
metres) can sometimes be useless, especially if situated on the opposite side of the
road.
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Source: www.presto-cycling.eu
Figure 19: Two examples which illustrate what an environment attractive for cycling could be
like. The first image actually shows a roundabout in the Netherlands, yet it underlines the
importance that is given to pedestrians and cyclists.
Comfortable
Good conditions of the road surface make sure that riding a bike is pleasant. The
presence of rough tarmac or potholes causes annoying vibrations and requires higher
concentration.
Especially on the main cycling routes, plenty of space is needed so cyclists can
maintain safe distances from obstacles and overtake slower cyclists.
Availability of services to cyclists, such as repair shops and pumping facilities.
At nighttime, good lighting needs to be ensured.
Source: www.eltis.org
Figure 20: Cycling infrastructure in good conditions in Bolzano (left); a pumping facility for
cyclists in Denmark (right).
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The relevance of the single quality criteria may change according to the target group. For
instance, daily commuters will prefer fast and direct routes, even if they are located in an
unattractive setting (e.g. parallel to a much-used road), whereas weekend users, cycling for
recreational purposes, will probably prefer attractive routes through green areas, even if they
are longer.
The PRESTO (www.presto-cycling.eu) project provides tools for technicians aiming to plan
and build best practice cycling infrastructure. Links to further information are also listed at the
end of this document.
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combination with road traffic education in schools and initiatives such as the walking bus.
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Another example of poor consideration are the often long waiting times at traffic lights, bad
conditions of the pavement surface, puddles, etc. All these things considerably reduce the
attractiveness of walking.
If there is not enough well-organised parking for bicycles, people will start leaving them
standing around, becoming an obstacle for pedestrians and the mobility-impaired. Even the
cyclists themselves will be discouraged by a permanent lack of parking possibilities.
It is therefore crucial that parking possibilities are provided in sufficient numbers and as close
as possible to the origins and destinations of journeys. Cycling is competitive to motorised
transport if it allows door-to-door trips. If parking places are located at some walking distance
from the start/destination point this competitive advantage is damaged. Furthermore, parking
places need to be comfortable to access, possibly covered and with a low risk of damaging
the bicycle.
Source: www.eltis.org
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Figure 24: Bike racks such as the one in the left image are likely to damage the front wheel.
Preference should rather be given to bike racks which allow the bicycle to be leaned against
and locked at its frame. Original designs can be an eye-catcher and promote cycling mobility.
The risk of theft is a very crucial issue. A high risk of theft will lead to people not using their
bikes or using only very poor quality bicycles. Parking and storing possibilities which reduce
the risk of theft will encourage people to use their bicycles more likely.
For more detailed guidelines regarding the provision of bicycle parking, consult the Cycling
Infrastructure Guide from the PRESTO project (www.presto-cycling.eu).
2.2.3 Bike-sharing
Cities where few people own bicycles can benefit from the introduction of a bike-sharing
scheme. Bike sharing means that public bicycles are put at citizenss disposal at multiple
points throughout the city, and these can be hired (generally for short periods only) by
registered users. Bike sharing systems are an attractive solution for those who still do not
have their own vehicle, yet want to start cycling, or those who prefer not using their own bike.
A review of different bike sharing systems and a set of guidelines for their implementation
was provided by the OBIS project (www.obisproject.com).
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vehicles can enter at low speeds) pedestrians can also claim spaces on the road. The same
is true for areas of shared space.
Policies which give cycling and walking a competitive advantage include road pricing,
parking fees and a limitation of available parking, partial or complete closure of streets to
motorised road traffic. Avoid the mistake of making the use of cycle lanes mandatory, as
this reduces the cyclists freedom and the directness of their routes. Furthermore, where
cycle lanes are not in very good condition or are in conflict with parked cars or pedestrians,
mandatory cycle lanes strongly reduce the attractiveness of cycling.
Other policy adaptations include the widespread introduction of 30 km/h zones, or the
definition of quality criteria for cycling infrastructure (see for instance the Dutch quality
criteria outlined above, or the PRESTO project). Further policy elements can include the
mandatory provision of cycling facilities (e.g. bicycle room or bicycle parking) for new
developments, or a ban on the construction of any new city centre parking (even in private
homes). This saves public space and favours the use of walking, cycling and public
transport.
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A set of materials is developed for the campaign, with the "strider" as a common character.
A leaflet for parents - also directed towards children -, a poster, bookmarks and T-shirts.
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participants and to give a social pressure on the participants to continue the desired walking
behaviour.
Another example from the UK is walking school buses. Walking school buses involve organising the
trip from home to school in such a way, that a group of children are guided by a few adults.
With regard to cycling and walking, the main challenge for campaigns can often be
overcoming prejudices and psychological barriers of citizens. In fact, cycling and walking is
often much easier, pleasant and efficient than people may think. Use emotional approaches
in campaigning (see for example the Trendy Travel project, www.trendy-travel.eu), with the
final target of establishing a cycling culture or walking culture, i.e. a cultural framework
where it is considered normal that people use non-motorised transport for everyday mobility.
In particular, successful campaigns need examples and testimonials which show the
feasibility and benefits of these transport modes for all groups of the population. We propose
that councillors should commit to regularly walk and cycle at least once a week!
A separate module within the Transport Learning project deals with campaigns in detail.
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The City of Koprivnica is situated in the North of Croatia. With a population of 31.000 in 2001 it was
faced with numerous transport-related problems. Owing to the town's prosperity based on the food
and pharmaceutical industry, the number of private vehicles increased at an alarming pace, while
public roads were in a poor shape, pedestrian pathways inaccessible to the disabled and cycling
tracks few and unconnected.
The resulting deterioration of air quality, traffic congestion and decreasing quality of life in the city
centre made the local government engage in a number of sustainable transport strategies.
Implementation
In partnership with educational institutions, traffic police, local businesses, non- governmental
organisations and citizen groups in the areas of environment, sports and health the local government
engaged in two fouryear programmes: Town on The Move and Streets for People. Several projects
were also undertaken, the most important being the EU project Active Access. These programmes
have involved an intense reconstruction of roads including accessible pedestrian pathways and
cycling tracks, energy-efficient lighting, widening of green areas including new children's playgrounds,
car-free zones and a public bicycle rental scheme. The intense promotion of cycling and walking has
been highlighted through the European Mobility Week campaign in which the City of Koprivnica has
successfully participated since 2002, winning the European Mobility Week Award in 2008. Citizens
have been enthusiastically participating in this campaign, especially pedestrians, cyclists, the disabled
and children. Through extensive education campaigns involving kindergartens and schoolteachers,
students and parents, the number of cyclists and pedestrians is constantly increasing. However,
participation of local businesses has been only partially achieved, as the benefits of sustainable
transport are not fully appreciated by all companies.
Conclusions
The city of Koprivnica has been transformed by the sustainable mobility programmes. There is an 80
km long network of cycling tracks and pedestrian footpaths in the city centre and an extensive network
of scenic cycling routes in the city's environs. A network of health paths particularly encourages
walking for health and leisure. There are now 39 playgrounds and an exercise area for elderly citizens.
Almost 50% of all citizens regularly use bicycles as a means of transport for trips to school, work,
shopping and leisure. The city has gained the title of cycling-friendliest town in Croatia and European
Mobility Week champion of 2008. the city has reaffirmed cycling and walking as most popular urban
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transport modes. Among other impressive results, there is the Open-air Bicycle Museum containing
seven replicas of the most popular models of bicycles in history and a monument to the bicycle in front
of the City Hall. Wide public participation has been the key to success, ensuring the "ownership" of the
town's strategies by most individual citizens. The local experience has been shared by other Croatian
towns which have been involved in a national network of towns promoting sustainable transport based
on cycling and walking. The plan of calming traffic in the vicinity of all schools and kindergartens and
reallocation of road space to non-motorised traffic in the immediate city centre is currently in progress,
while every road reconstruction involves the addition of pedestrian footpaths and cycling tracks.
Figure 27: Traffic flows in the city of Bolzano were analysed in a detailed study before the
network of cycle lanes was planned (Source: Apollis, 2010).
The hierarchical structure of the coherent bike network in Bolzano consists of three elements, the so
called principal axis, secondary axis and streets with mixed traffic.
The 8 principal axes connect the most important points of economic, residential and touristic
attraction within the city in the most direct and fast way. They cross the whole city and connect several
extra urban bike lanes and suburban areas. The quality standards are higher than those of other bike
lanes: they are generally larger and have better safety provisions at junctions. Moreover, signage
along the main axes enables easier orientation inside the bike network.
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The secondary axes connect one or more principal axes. They are usually not as long as the primary
axes and connect built-up areas, sports centres, recreational areas, parks etc. to the principal axes.
Secondary axes also connect two or more primary bike lanes (cross-connections).
In most residential areas 30 km/h zones have been established, effectively allowing mixed traffic and
a diffuse cycle network.
When developing a cycling network, the planning of parking areas for bicycles is essential: high quality
parking areas lead more people to buy bicycles and consequently they promote bike mobility.
A Bicycle Parking Plan for Bolzano was developed, analysing where and how many bicycle parking
areas were required, carrying out feasibility studies and setting out the kind of parking area as well as
the relevant quality standards. For instance, it is important that bicycles can be locked at the frame
and do not run the risk of being damaged by the design of the structure. Also being sheltered from rain
is important, as well as being illuminated and visible to prevent theft.
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Vertical sign posts were developed to improve orientation for those who are not familiar with a place.
Infopoints were located in strategic places and offer a detailed plan of the surroundings, connections
to other bike lanes or the accessibility to mobility attractors. Infopoints can also be looked at as a
marketing tool because they draw the attention of passers-by, car drivers and cyclists to cycling
mobility.
Marketing:
The Corporate Identity
The first step for a successful and effective marketing campaign is the development of a Corporate
Identity (CI). The CI must be unique, sensational and represent the product, in this case bike mobility.
The logo, as a kind of self-explaining symbol, should be placed on all cycling relevant elements in the
city (sign posts, infopoints, posters, advertising, internet, etc.). Like any other product, bike mobility
also obtains an identity through the logo and the whole CI. The design plays an important role. Every
information- and marketing element has to take into account both aesthetical aspects and appeal. The
bicycle has to be positively perceived and get a positive image. For example, the logo should
communicate:
In addition to the logo, a signature which is easy to remember should be developed. Writing as well as
colours must be consistent with the logo. Under the signature, there should be a reference to the bike
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mobility of each city and everybody should be able to immediately identify what the signature tries to
communicate.
Figure 32: The logo and signature of the Corporate Identity of Bolzanos cycling system.
The Brand (logo + signature) should help create a unique product from bike mobility in a city. This
product must be easily recognisable among the other means of transport, and this should happen on
an emotional level.
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250
238 236
221
200
178
197 195
220
150
Number of
accidents
Incidenti
involving cyclists
100
50
0
2004
2006
2008
2010
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3. Further information
There is a lot to learn from other cities and projects. The following websites all provide
inspiration, best practice and solutions:
References in this document:
ELTIS facilitates the exchange of information, knowledge and experiences in the field of
urban mobility in Europe.
EPOMM is the European Platform on Mobility Management, a network of governments in
European countries that are engaged in Mobility Management.
PRESTO is about competence building in cycling policies. The project aims to offer a set of
tools for technicians to create cycle friendly urban environments, to implement sound cycling
plans and to start up targeted promotion campaigns.
COMPETENCE - design and implementation of international and national training and know
how transfer activities.
Go Pedelec! aims to raise awareness of pedelecs among citizens as well as municipal
decision makers.
Trendy Travel aims to make sustainable travel more emotionally appealing, so as to affect a
modal shift from car to healthier, more eco-friendly transport modes.
OBIS aims to improve the role and the opportunities of bike sharing as a valuable instrument
to foster clean and energy efficient sustainable modes of mobility in urban areas.
BYPAD (Bicycle Policy Audit) is a tool to assess the quality of cycling policies in towns, cities
or regions.
International Federation of Pedestrians: The goals of IFP are to promote and to defend the
pedestrian's right to full access and mobility.
FUSSVERKEHR German association for walking mobility.
Cycling in the Netherlands (2009) comprehensive document illustrating the different
aspects and tools of cycling policy in the Netherlands.
PROMPT is a study about the conditions for pedestrians and presents comprehensive
solutions for improving these conditions.
Organisations involved in advancing walking and cycling mobility:
ECF - The European Cyclists Federation (ECF) is pledged to ensure that bicycle use
achieves its fullest potential so as to bring about sustainable mobility and public well-being.
WALK21 international conference for walking mobility.
The Cycling Embassy of Denmark is a comprehensive network of private companies, local
authorities and non-governmental organisations working together to promote cycling and
communicate cycling solutions and know-how.
Dutch Cycling Embassy is a comprehensive network of private companies, NGOs,
universities and research institutions and national and local governments.
EPOMM is the European Platform on Mobility Management, a network of governments in
European countries that are engaged in Mobility Management.
80-80cities - their goal is to contribute to the creation of vibrant cities and healthy
communities, where residents live happier and enjoy great public places.
Relevant EU projects about sustainable mobility
CHAMP - The focus of CHAMP is the exchange of good practice and lessons learned in
leading cycling cities. The purpose is both to improve the cycling strategies in the CHAMP
cities and to share the good practice and lessons learned with other European cities to
create safer and more attractive conditions for cycling in Europe.
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