Spicycles FinalReport

Programme Project Number Project Acronym Project Name Working Document Working Document Number Contractual Date of Delivery
Actual Date of Delivery Title of Working Document Workpackage Dissemination Level Nature Date of Preparation Author(s)
STEER EIE/05/059/SI2.421631 SpiCycles Sustainable Planning & Innovation for Bicycles Project Deliverable 7.4 August 2008 November 2008 Final Evaluation Report WP 7 Public Report September November 2007 Luca Persia, Marco Valerio Salucci (DITS ) Simon Hayes (DSD), Cristina Pou (SSM Barcelona Municipality) Hermann Bluemel (Senat Berlin) Laurentiu Rizea, Razvan Fronescu (RATB) Hkan Perslow (Gteborg Municipality) Gina Voinea (Ploiesti Municipality) Marco Contadini, Piefrancesco Canali, Chiara di Majo, Michele Ieradi, Fabiana Marconi, Annalisa Perla, Vittorio Petrini, Angelamaria Verdi (ATAC) Luca Persia, DITS Mario Gualdi ISIS - Istituto di Studi per l'Integrazione dei Sistemi Tel +39 06 3212655; E-mail: mgualdi@isis-it.com
Editor(s) Project Co-ordinator
Abstract: This report provides a description of the project evaluation results. It briefly summarises the objectives of the project, the evaluation methodology defined in the Final Evaluation Plan, and provides a description of the actions implemented. As a general result the actions proved to be successful in promoting cycling as a mode of transport. The implementation process was influenced by a reduced number of institutional barriers and by several drivers, which along with other local conditions seem to moderately affect the implementation and transferability of the actions in other cities.
Document Control Sheet

Project Document name Document reference Other internal reference Prepared by (organisation) Author(s) DITS Luca Persia, Marco Valerio Salucci (DITS) Simon Hayes (DSD), Cristina Pou (SSM Barcelona Municipality) Hermann Bluemel (Senat Berlin) Laurentiu Rizea, Razvan Fronescu (RATB) Hkan Perslow (Gteborg Municipality) Gina Voinea (Ploiesti Municipality) Marco Contadini, Angelamaria Verdi (ATAC) Luca Persia, DITS
SpiCycles
Final Evaluation Report D 7.4
Editor(s) Reviewed by
Issue History
Issue Draft 1 Draft 2 Draft 3 Draft 4 Draft 5 Issue 1 Description TOC First outline Draft Draft for Comments Final Draft for Review Official version Originator Luca Persia Luca Persia Luca Persia Luca Persia Luca Persia Luca Persia Date of issue September 2008 October 2008 October 2008 November 2008 November 2008 November 2008
Table of Contents
Introduction
1.1 1.2 1.3 1.4 Project objectives and structure Overview of the evaluation process Role and structure of this document Terminology
6
6 8 11 12
Description of the actions

2.1 2.2 2.3 2.4 Bike Sharing (WP 3) Communication and Awareness Raising (WP 4) Planning for Cycling (WP 5) Building Local Partnerships (WP 6)
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14 18 23 28
Common evaluation analysis

3.1 3.2 3.3 3.4 Background indicators Process evaluation Impact assessment Transferability analysis
31
31 35 61 77
4 5
Conclusions References and bibliography
82 84
List of Tables Table 1-1 Table 3-2 Table 3-3 Table 3-4 Table 3-5 Table 3-6 Table 3-7 Table 3-8 Table 3-9 Table 3-10 Table 3-11 Table 3-12 Table 3-13 Table 3-14 Table 3-15 Table 3-16 Table 3-17 Table 3-18 Table 3-19 Table 3-20 Table 3-21 Table 3-22 Table 3-23 Table 3-24 Table 3-25 Table 3-26 Table 3-27 Table 3-28 SpiCycles Evaluation Working Group 11 Background indicators: comparison of general indicators 32 Background indicators: the modal split 32 Background indicators: the average length of a trip within the city in km 33 Background indicators: total number of trips per day per person 33 Background indicators: infrastructure for bicycles 34 Background indicators: safety and security 35 Overview of the planned activities and outputs (City of Barcelona) 36 Overview of the planned activities and outputs (City of Berlin) 37 Overview of the planned activities and outputs (City of Bucharest) 38 Overview of the planned activities and outputs (City of Gteborg) 39 Overview of the planned activities and outputs (City of Ploiesti) 40 Overview of the planned activities and outputs (City of Rome) 41 Categories of barriers and drivers (city context constraints) identified by METEOR 42 Bike Sharing sensitiveness to city context constraints 48 Communication and Awareness Raising sensitiveness to city context constraints 49 Planning for Cycling sensitiveness to city context constraints 50 Building Local Partnerships sensitiveness to city context constraints 51 General performance process indicators: introduction of parking spaces at key interchange points (Intermodality) 52 General performance process indicators: number of most dangerous intersection reconstructed (Safety) 52 General performance process indicators: extension of the cycling path with extra lanes expressed in km 53 Bike-sharing process indicators 55 Planning for cycling process indicators: most heavily used route sections, and location of major cyclist/pedestrian conflicts (City of Barcelona) 58 Building Local Partnerships process indicators: number of periodical roundtables. 60 Building Local Partnerships process indicators: number of annual meetings. 60 Legenda for the overall estimation of impacts for the evaluation sub-categories 61 Overall estimation of impacts for User Acceptance 63 Overall estimation of impacts for Operator Acceptance 64
Table 3-29 Table 3-30 Table 3-31 Table 3-32 Table 3-33 Table 3-34 Table 3-35 Table 3-36 Table 3-37 Table 3-38 Table 3-39 Table 3-40 Table 3-41
Overall estimation of impacts for Political Acceptance Overall estimation of impacts for Information/Awareness Level Overall estimation of impacts for Change in Mobility Overall estimation of impacts for Modal Split Overall estimation of impacts for Integration Bike-sharing process indicators: number of involved companies/organisations Overall estimation of impacts for Emissions Overall estimation of impacts for Overall Transport Safety High Level Objectives identified by METEOR Key impacts of the cluster of measures Cycling in CIVITAS I 76 Key impacts for each action implemented in SpiCycles Key impacts of the set of actions implemented in SpiCycles as a whole SpiCycles Actions transferability sensitiveness to other local conditions
66 67 68 70 71 72 73 74 75 76 77 79
List of Figures Figure 1-1 Figure 3-1 Figure 3-2 Figure 3-3 Figure 3-4 Figure 3-5 Figure 3-6 Figure 3-7 Figure 3-8 Figure 3-9 Figure 3-10 Figure 3-11 Figure 3-12 Figure 3-13 The structure of the SpiCycles project. Introduction of parking spaces at key interchange points Number of most dangerous intersection reconstructed Extension of the cycling path with extra lanes expressed in km Bike Sharing: Number of involved companies/organisations Bike Sharing: Number of users Bike Sharing: Number of bicycles Change in mobility in Berlin Change in modal split in Barcelona Emissions: Reduction of CO2 Emissions: Reduction of NOX Principles for Mapping Transferability Contexts. Legenda for Mapping Transferability Contexts. Fundamental Mapping for the SpiCycles actions 7 52 53 54 56 56 57 68 69 72 73 80 80 81
Contract no. EIE/05/059/SI2.421631 SPICYCLES
Deliverable 7.4
Introduction
1.1
Project objectives and structure
It is generally recognised that cycling, as a daily mode of transport, has positive impacts on cities. In fact, it improves the environmental conditions by reducing pollutant emissions, it increases road safety and helps traffic management, supports equity and accessibility, it is beneficial to health, and improves the overall quality of life. Despite these many advantages, cycling is still underused in many cities, and its effectiveness is too often undervalued by national and/or local transport policies. The minor role the bicycle still plays in the overall transport systems is due to reasons of both technical and political nature. The overall objective of the SpiCycles (Sustainable Planning & Innovation for Bicycles) project was to demonstrate to what extent an articulated strategy, consisting of a set of actions, can contribute to the increase of the modal share of cycling in the six participating cities (Barcelona, Berlin, Bucharest, Gteborg, Ploiesti and Rome) and if it is possible to successfully implement them in other European cities and how it can be done. Starting from a benchmarking (WP2) on the state of the art of the cycling systems, four actions were carried out and tested at local level: WP3 Bike Sharing, a challenging and innovative measure, which tried to transfer the better-known principles of car sharing to bicycles. This WP was led by the city of Berlin (DB Rent). WP4 Communication and Awareness Raising, led by the city of Gteborg, addressed the issue to inform and make travellers aware of the benefits of alternative sustainable transport modes and particularly cycling; WP5 Planning for Cycling tackled the issue of encouraging cycling from a different angle, which consisted in integrating cycling planning in the broader framework of transport planning and accordingly providing adequate infrastructure for deployment. This WP was led by the city of Rome (Dipartimento X); WP6 Building Local Partnerships investigated appropriate measures to involve local actors in the cycling plans of the municipal authorities. It was led by the city of Barcelona.
The evaluation work package (WP7) has analysed and reported the project results, highlighting similarities and differences among cities (cross-comparison), barriers and drivers, drawing conclusions on their transferability. This WP was led by the
Deliverable 7.4
Department of Hydraulics, Transport and Road (DITS) of the University of Rome La Sapienza. The experiences made by implementing different actions and the results obtained will be disseminated to a wide audience of European cities (WP8WP9). The following flow chart provides an overview of the structure of the SpiCycles project.
WP1 Project Management
ISIS
WP2 Benchmarking WP2 Benchmarking

Goudappel Coffeng
The City Cases

WP3 WP3 Bike Bike Sharing Sharing
Berlin Gteborg Rome Ploiesti
WP4 WP4 Communication Communication & Awareness Raising & Awareness Raising
Gteborg Barcelona Berlin Rome Ploiesti Bucharest
WP5 WP5 Planning Planning for Cycling for Cycling

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

Barcelona Berlin Gteborg Rome Ploiesti Bucharest
WP7 Evaluation WP7 Evaluation

DITS
WP8 Dissemination WP8 Dissemination

Velo Mondial
WP9 Common Dissemination WP9 Common Dissemination

Velo Mondial
Figure 1-1
The structure of the SpiCycles project.
SpiCycles had direct and significant beneficial impacts on: cycling modal share; energy consumption; emissions; attitudinal change; local stakeholders involvement; integration of cycling into broader transport/land use planning.
The success of the SpiCycles project depended to a large extent on the consensus it was able to reach for the implementation of cycling initiatives. It was essential to
Deliverable 7.4
obtain at first the consensus of potential beneficiaries of the project, which were all those groups that benefited from more accessible and liveable urban areas. These groups, called user groups, were city administrations (local decision makers and urban planners) and networks of cities, public transport infrastructure managers and undertakings, cycle rental companies, bicycle users (current users of bicycle) and cycling associations, other citizens not using bicycle as a means of transport, etc. Groups who played an active role in this initiative (actors) were: city administrations that led demonstrations; PT infrastructure managers and enterprises involved in the demonstrations; consultancies and universities supporting cities to carry out the demonstrations, benchmarking of experiences, and evaluations of performances; manufacturers of bicycles and of technological devices related to bike sharing.
All these actors were committed to the implementation of the project, and contributed to the deployment of activities and the fulfilment of goals. A special attention was, however, paid to gain the support of target users and key actors not directly involved as partners. In fact, a work package was specifically dedicated to promoting local partnerships and building consensus on cycling initiatives. Networks of cities were at the core of the dissemination strategy: all efforts were done to involve as many as possible networks of cities, in order to have cross-city and cross-country exchanges of experiences on a very wide scale. Not only city networks were involved but also networks of users, experts and industry. Involving these four main actors in the decision-making process regarding cycling planning was essential and made the final result more sustainable. 1.2
1.2.1
Overview of the evaluation process

The evaluation approach
Evaluation was critical to the success of the project, because, on the one hand, it measured the impacts it has generated at local level and possible impacts at European level, on the other hand, it defined to what extent it has met its objectives and what contributions and improvements it has brought to the European Union development. As a consequence of the overall objective of SpiCycles (see 1.1), the main objectives of the evaluation process were: at local level, in each participating city, to evaluate the impacts of the actions and strengthen planning and performance capabilities;
Deliverable 7.4
at European level, to compare the results from the participating cities and explain the reasons for possible gaps (considering that different contexts can cause differences in results), in order to identify the success factors and to draw conclusions on the transferability of the actions in other European cities, giving a contribution to the European know-how on transferability issues.
In order to pursue the second objective it was essential to adopt a common evaluation approach as far as possible, defining impacts and indicators common to all participating cities and measuring them in the same way, or at least in a way that could permit to compare the results from the different cities. The extent to which it was possible to adopt a common evaluation approach depended on many factors, such as institutional, technical and operational framework conditions, the variety of methods of measurements, the different reference cases and definition of success. Therefore, each city defined at local level (see Annex B) which indicators and which measurement methods actually used to assess the impacts, considering the necessity of comparing its results with those of the other cities. The evaluation process consisted of three main components: 1. identification and analysis of background indicators; 2. the process evaluation; 3. the impact evaluation. The background indicators provided information on the local framework conditions in which the measures were implemented and the trend in parameters (e.g. modal choice, km of cycling lanes, parking lot for bicycles, etc.) which were useful for the evaluation process. The process evaluation appraised the activities carried out for the implementation of the SpiCycles actions, and analysed the reasons for changes and deviations from the original plan in order to identify the drivers and barriers for their successful implementation. The impact evaluation identified and evaluated the expected impacts produced by the implementation of the actions, through the selection of suitable indicators and measurement methods, comparing the actual impacts to the expected ones and identifying causes of possible differences.
1.2.2 The evaluation phases
The definition of the evaluation process drew on the MAESTRO guidelines and the CONVERGE guidebook and checklist. The evaluation process consisted of three phases: 1. evaluation planning;
Contract no. EIE/05/059/SI2.421631 SPICYCLES 2. data collection and measurement activities; 3. evaluation reporting.
Deliverable 7.4
In the first phase, key activities were to identify the impacts that were expected to be produced by the implementation of the SpiCycles actions and to define the most suitable indicators to measure them. It was also important to define appropriate methods of measurement. In addition, a preliminary evaluation of the project results, based on existing knowledge and experts opinion, was carried out (initial evaluation). During this phase tasks, responsibilities and scheduling of the evaluation activities were defined, in order to control the correct progressing of the process. Each city drew up its own Local Evaluation Plan in which the planning of local activities was defined. At the end of this phase the Final Evaluation Plan was issued. During the second phase, each city collected data and information on the impacts, using the indicators and the measurement methods defined in its Local Evaluation Plan. The measurements took place before and after the implementation of the SpiCycles actions. During this phase internal reports and the Mid Term Evaluation Report were issued. During the third phase, an analysis of the results from the different cities was carried out in order to evaluate, at local level, the real impacts of the actions implemented by the project in each city and compare the real impacts to the expected ones, identifying causes of possible gaps. The results of each city was also compared to those of the other cities in order to identify and explain differences due to the implementation in different sites, in order to identify the success factors with a view to successfully transferring the SpiCycles actions in other European cities. The analysis of the real project results was carried out when possible by comparing the situation before and after the implementation of the proposed actions. Attention was paid to possible effects of external factors (e.g. the effects of other measures implemented in the same area outside the SpiCycles project and affecting its transport pattern) that could have led to incorrect conclusions about the results. At the end of this phase the Final Evaluation Report was prepared.
1.2.3 The evaluation management structure
The SpiCycles evaluation process activities were carried out by an Evaluation Working Group composed of: an Overall Evaluation Manager; six Local Evaluation Managers, one for each participating city, appointed by their Local Site Leader.
The OEM was the leader of WP 7 and his responsibilities included work package supervision, interfacing with LEMs and WP leaders, and the overall co-ordination of the production of WP 7 deliverables. In fact, he was responsible for the day-to-day management and co-ordination of the various tasks and activities of the work
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Deliverable 7.4
package. He was directly involved in the evaluation planning and reporting activities and co-ordinate the drawing up and issuing of the Draft and Final Evaluation Plan, as well as the Mid-term and Final Evaluation Report. He organised exchange of information between the LEMs and other WP leaders in order to ensure the necessary flow of information. Finally, he reported to the PMG and SC on progress of activities, in order to allow the project management to detect any delay or problems and plan appropriate corrective interventions. The LEMs co-ordinated the local evaluation processes and they were responsible for all contributions to the overall evaluation process from their local partners. They took part proactively in the evaluation planning by drawing up a Local Evaluation Plan (see annex B). They also co-ordinated at local level the collection of data and information, as well as the analysis of the results. The members of the EWG are listed in Table 1-1.
Table 1-1
Role Overall Evaluation Manager Barcelona LEM Berlin LEM Bucharest LEM Gteborg LEM Ploiesti LEM Rome LEM
SpiCycles Evaluation Working Group

Partner DITS DSD Senat Berlin RATB City of Gteborg Ploiesti Municipality ATAC Responsible person Luca Persia Simon Hayes Hermann Bluemel Razvan Fronescu Sofie Vennersten, Hkan Perslow Gina Voinea Marco Contadini
1.3
Role and structure of this document
This document is the final step of the evaluation process for the SpiCycles project. It describes the results of the evaluation of each city and among cities in a number of impact areas (Social, Transport system/Behaviour, Environment, Safety, and Economics), in terms of the indicators established in the Final Evaluation Plan (FEP) and in each Local Evaluation Plan (LEP). The following paragraph ( 1.2) provides an overview of the evaluation methodology and a description of the terminology adopted. Section 2 illustrates the objectives and provides a general description of the actions implemented during the project in each participating city. Section 3 illustrates the results of the evaluation analysis according to the three main
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Deliverable 7.4
components of the process evaluation, also evaluating the possibility of transferring the actions implemented in SpiCycles in other European cities. In performing these tasks the evaluation work done in CIVITAS (METEOR project) has been taken into account. Section 5 contains the conclusions on the evaluation, while the annex contains the results of the local evaluation activities carried out in each city. 1.4 Terminology
A list of the main terms, acronyms and abbreviations used in the evaluation process, and their definitions, is included in the following sub-sections, in order to avoid misunderstandings and encourage the use of a common terminology throughout the project.
Standard terms
Action Assessment
A measure or a set of measures implemented in order to pursue specific objectives. The process of determining the performances and/or impacts of an action, usually in comparison with a reference case, and including an experimental process based on real-life or other trials, often involving users. A precise statement of an individual objective of validation. It should be associated with a precise definition of the associated indicator(s) and definition of success. It quantifies or qualifies the expectation about the performances and impacts of an application. The success or failure of the validation results is determined on the basis of these criteria. It is essential in the validation methodology. It is most exact when it is defined for a single indicator. The demonstration stage of validation will use a sufficiently large sample of users in a real-life situation to provide information on cost-effectiveness, user friendliness and similar issues, as well as testing the feasibility of the system when used on a large scale. The process of determining the value of an application in comparison with alternative applications and/or a base case, and deriving recommendations for decision makers. In SpiCycles the terms evaluation and validation will be considered synonyms, as seems the current usage of the terms. The direct and indirect effects caused intentionally or
Assessment objective Definition of success
Demonstration
Evaluation
Impact
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Deliverable 7.4
unintentionally by the implementation of an application Indicator The parameter indicating the performance or impacts of an application. For quantitative assessment, it is directly measured or derived from measurements or simulations. For qualitative assessment, the indicator is assessed by personal opinion. The performances and impacts of an application are usually compared against some existing situation in order to show that the application meets required standards (in tests for the physical functioning of the application or user acceptance), and that the use of the application is an improvement over alternative ways of achieving the objectives of the application (user acceptance and impact analysis). Before and After might feature in assessment of user acceptance and impact analysis. Groups involved in validating the application, probably representing the main market for the application. They might include operators of the application, intermediate users (e.g. providers of information) or end users of the application. Validation is the process of testing how an application performs in comparison with the assessment objectives. The verification stage of validation will use a small but significant sample of users in a real-life situation to test the technical feasibility of the demonstrator and to yield preliminary findings on user acceptance.
Reference case
User groups
Validation Verification
Acronyms and abbreviations
EWG LEM NGO OEM PMP WP WPL
Evaluation Working Group Local Evaluation Manager Non Governmental Organisation Overall Evaluation Manager Municipality of Ploiesti Workpackage Workpackage Leader
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Deliverable 7.4
2 Description of the actions
This section briefly describes the measures carried out in each participating city under the four actions1 of the SpiCycles project (for detailed information on the activities carried out in each specific action, it is possible to refer to the deliverable included in round brackets next to the action): 1. Bike Sharing (Deliverable 3.3); 2. Communication and Awareness Raising (Deliverable 4.3); 3. Planning for Cycling (Deliverable 5.3); 4. Building Local Partnerships (Deliverable 6.3). 2.1 Bike Sharing (WP 3)
The overall objective of this action was to develop a general framework for the implementation of bike sharing services, which can provide a strong support to policies, which aims at increasing the cycling modal share.
2.1.1 Barcelona
Description
The implementation of the bike sharing service called Bicing was not planned at the beginning of SpiCycles. In fact, this service was set up in the first months of 2007, and it was focused on the central city area where the Bicing system was first implemented, although the Bicing scheme is being extended to all areas of the city except those having severe slopes (and the university area where the scheme could generate an over-concentration of bicycles). Bicing is being financed by the revenues of the Green Area on-street parking scheme. The Bicing public bike scheme is conceived as a form of Individual Public Transport, designed to provide faster access to the train and metro network. There are stations every 300m, and some 400 bike stations have been implemented during 2007 and 2008.
Results
Within 11 months, political will, financial investments and technical cooperation enabled a 200-bike pilot to become a city-wide service of 6,000 bikes, 400 stations,
Communication and Awareness Raising, Planning for Cycling and Building Local Partnerships were carried out in all participating cities (they are referred to as core actions), while Bike Sharing were implemented in a smaller number of cities (it is referred to as common action).
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Deliverable 7.4
with 135,000 subscribers and 6 million trips made by cycling (28% connecting with other modes), and finally a boost of cycle infrastructure planning.
2.1.2 Berlin
Description
With the offer of environmental-friendly services before and after using the train, the Deutsche Bahn confirms its ambitious goal of being a provider for sustainable mobility services. In SpiCycles DB Rent as the responsible subsidiary for intermodal services aimed to strengthen the Call a Bike scheme in Berlin improving the acceptance of the existing Call a Bike scheme as well as optimising its sustainability. DB Rent, with its experience of almost six years in the field of bike sharing, made also important contributions for setting up bike-sharing schemes in the other participating cities. The measures implemented were: integration into location based services (LBS), so, in any situation, people can use their mobile phone to receive the best use of a bike sharing scheme and the best way to integrate bike sharing into public transport; profile of stolen bikes (facts and figures about stolen bikes are collected and analysed); integration of event platform (for the first time in Berlin bike sharing was connected to sport events to promote cycling as a green means of urban transport that alleviates problems of congestion caused by such events); concepts for hotels & companies (the collaboration with companies, hotels and others integrates more stakeholders into the bike sharing world.); specification of new locks; analysis of customer acceptance.
Results
The location-based service was frequently used and this demonstrates that bike sharing is an attractive content most suitable to be integrated into LBS. As to the profile of stolen bikes, it was found that there is a higher risk of bike loss if water (rivers, canals etc.) is near to the bikes (the reasons seem to be that some people enjoy throwing bikes into the water), while bikes that may be placed in backyards are likely to be found within days and can be reintegrated into the fleet. It was also found that there are no significant linkages to urban indicators such as employment rate, income demographic factors etc., but it seems that districts with a
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Deliverable 7.4
lower social index face a slightly higher theft rate. Finally, the study has shown that there is normally a higher theft rate and even vandalism rate at the beginning. After about half a year the rate decreases and falls to a permanent level. The analysis of customer acceptance has shown that Call a Bike is well known and still has a positive image. Most of the users are between 19 and 39 years old, and a significant part also have a public transport subscription. Call a Bike users are generally satisfied with the service, the availability of bikes and especially the quality of the bikes. Services like customer care are also evaluated positive. DB Rent started the exchange of bike sharing knowledge in 2006 with Ploiesti and Rome. Because of the different levels of participating cities (Berlin already had a scheme without involvement of the city, Gteborg already had a pilot) it was very difficult to find a common platform for the exchange of knowledge and experiences. Within SpiCycles, DB Rent was able to optimise the bike sharing service with respect to customers, operations, involving further stakeholders, and introducing technological innovations. Probably the most important result was to raise the awareness for bike sharing in Berlin.
2.1.3 Gteborg
Description
The objective of the city of Gteborg was to implement a bike sharing pilot scheme for companies, with the intention to upscale the system to the whole city. The pointto-point bike sharing system is the first one in Gteborg. This high-tech system based on smart card use, targeted employees of a number of companies in the Lundby area and their short distance trips during work-hours. While the pilot was running in the city district of Lundby, which is the mobility management test-site of Gteborg, adequate areas for the expansion were identified, and contacts with authorities and partners concerned were established. The measures implemented were: promotion of a pilot bike sharing system targeting companies (selection of new stakeholders); improvement of bike sharing technique; minor follow-up of bike sharing system; expansion of the system to private persons in the Lundby area; expansion planning for city wide bike sharing system open for all; investigate areas for expansion of the bike sharing system; evaluation of the pilot bike sharing system;
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Contract no. EIE/05/059/SI2.421631 SPICYCLES decision on possible expansion; planning for (possible) procurement.
Deliverable 7.4
Results
The pilot bike sharing system in Lundby has now been operating for several years. The system has mainly been mainly targeted towards companies in the area and they have mainly been positive in respect of the bike sharing scheme. The stations were considered to be functional and the bikes to be practical. The system works very well on a technical level and the bikes are well liked. The success of a bike sharing system depends to a significant degree on the needs of the individual companies and in particular the location of the companys premises in relation to the stations. Areas that can be improved in the future are the coordination between the marketing activities of the Traffic & Public Transport Authority and the operating company. Sometimes those marketing activities have led to a demand that could not be met. A general conclusion is also that there seems to be a limited potential for further growth of the system in Lundby. This is most likely because the companies not using the system have travel habits that are not suitable for the system. The pilot in Lundby has provided valuable information and experience for the future roll out of a full-scale system in Gteborg. Although plans have been delayed, there is a readiness within the city to continue the plans.
2.1.4 Ploiesti
Description
The city of Ploiesti considers bike sharing as an interesting alternative mode of transport and, within SpiCycles, has conducted studies, developed strategies and a pilot scheme, and acquired know-how from the other participating cities, in order to set up a bike sharing scheme fitting the specific needs of the city. The main measures implemented were: collection and analysis of traffic data to assess the potential demand; development of a pilot scheme with a fleet of 50 bicycles; design and administration of a communication and promotion campaign to stimulate a positive behaviour and change attitudes toward cycling. increasing the number of bicycles composing the pilot fleet in order to sustain the promotion campaign and to involve more local investors; identification of citizens needs through questionnaires at different public events;
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Deliverable 7.4
analysis of the results of the pilot and the questionnaires in order to develop a bike sharing scheme fitting the needs of Ploiesti.
Results
The bike sharing pilot has been launched on 22 September 2007 during the Mobility Week. It operated 1002 bicycles offered to the pupils, students, teachers, local police and employees of PMP. It was a promoting initiative, so citizens, for a period of six months, could make use of the service free of charge.
2.1.5 Rome
Description
In the city of Rome feasibility study was carried out, within SpiCycles, to set up a bike sharing system and a survey to estimate the potential demand for the new bike sharing system. The test zone was the Traffic Limited Zone (which is the central area of the city with traffic restrictions), in which the interested areas and the extent of the system (e.g. the number of bikes, stations, etc.) were defined. In particular, existing commercial models of bike sharing were analysed with a view to selecting the most suitable for the city of Rome. The most innovative aspect of the system was the possible inclusion of cycling into public transport (underground, bus stations etc.) by introducing systematic shifts with the relevant upgrading of infrastructures and optimisation of links. In June 2008 the testing of the system in real life conditions has started for a time period of six months. The system operates 200 bicycles and 19 stations for a total of 271 racks. At the end of the testing the Municipality of Rome will call for tenders to extend the bike sharing to the entire city.
Results
The bike sharing pilot is currently being tested in real life conditions. After four months since its launch over an area of 4 km2, 2.000 people have subscribed to the service, 34.000 movements has been registered, as well as more than 6.000 enquiries to the dedicated contact centre. Different categories of users have been using the system (mainly employees, self-employed, and students), of ages mainly ranging from 30 to 50 years (62% of the users were men). 2.2 Communication and Awareness Raising (WP 4)
The overall objective of this action was to raise peoples awareness and induce a change in their travel behaviour by encouraging the use of cycling, as well as raising
2
Ploiesti launched the bike sharing pilot scheme on 22 September 2007 during the Mobility Week, with 50 bicycles and then on 5th June 2008 Environment Day Ploiesti offered to citizens another 50 by signing a partnership with Unilever Company.
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Contract no. EIE/05/059/SI2.421631 SPICYCLES the status of cycling. The cities have from this overall purpose
2.2.1 Barcelona
Deliverable 7.4
Description
The objective of this action in the city of Barcelona was to induce a gradual increase in bicycle use by raising general awareness through communication measures: a school programme for promotion of safe cycling to schools involving ten schools and one university; an annual event called the Bike Week) involving a range of promotional activities (traffic-free tours, repair workshops, etc.) organised by local representative organisations with the support of the Municipality.
Results
The two communication measures have been realised satisfactorily.

2.2.2 Berlin
Description
One of the main barriers against an increase of bicycle traffic in Berlin is the aggressive and risky behaviour of cyclists and car drivers. As a consequence the objectives of this action was to increase both groups awareness about each other's rights and responsibilities and enhance a climate of respect and responsibility on the street. Organisation of the European Mobility Week in Berlin (September 2007), in which medias, politicians, teachers, traffic police and interest groups were involved, and six events took place to illustrate several aspects concerning cycling safety (such as infrastructure planning and improvement, mobility learning for pupils, secure ways to school etc.).
Results
The target to develop a communication strategy (made of the following three elements: concept of a motivation and image campaign, budget options/sponsoring, operating schedule) was fully reached. A plan of activities including pre-activities, traditional promotion, public relations and actions has been presented and will be implemented as soon as sponsors have been recruited.
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2.2.3 Bucharest
Deliverable 7.4
Description
The objective of this action in Bucharest was to improve the information level on cycling and increase awareness. RATB developed an information and marketing campaign based on a study, which identified the bicycle conditions in Bucharest in terms of information, communication, and awareness. The bike usage study consisted of the following major tasks: a qualitative survey on citizens opinion (not only bikers, but all traffic participants, any potential biker) regarding the current status of the specific infrastructure; to outline a profile of the current bike user; to identify the barriers and the incentives of bike usage in Bucharest.
The communication campaign included: an awareness campaign in order to stress the advantages of bike usage (from health, energy consumption, money saving and environment point of view), which was developed among local actors, as they could play an important role in influencing the decision makers; an on-street communication campaign to distribute promotional and informative materials.
Results
The communication campaign was deployed in good conditions. The target groups accepted the promotional materials without any adverse reactions regarding the message promoted within the campaign. However, the overall objective of the action was accomplished, considering the increased number of cyclists.
2.2.4 Gteborg
Description
The main purpose of communication activities in Gteborg was to increase safety of cycling. Gteborg wanted to improve the cycle situation for the already dedicated cyclists as well as trying to change the travel behaviour of non-cyclists. The aim was also to point out the advantages of using different mode of transport at different situations. In order to achieve the objectives, a sustainable communication strategy, arranging
20
Contract no. EIE/05/059/SI2.421631 SPICYCLES cycle campaigns and marketing cycling was carried out. The main measures implemented were:
Deliverable 7.4
test-bikers for a new cycle lighting, which was the largest marketing event during the autumn of 2006 (it finished in October 2007), and involved 1000 participants who cycled 1-2 times a week for one year with this new bicycle lighting (this special bicycle lighting is not yet legally accepted in Sweden so the aim of the project was to investigate if the lighting might increase the visibility of the cyclists and thereby reduce the cycle accidents. When the lighting is fixed assembled it is not especially liable to be stolen and no batteries are needed. The cyclists were also welcomed to inform the city about the cycle situation and the conditions of the cycle routes and they were also invited to the lighting-projects information meetings); a new updated pocket size bicycle map was prepared and 60000 copies were printed (it contains the entire town district on one side and a more detailed map of the city centre on the other side); a bicycle facts folder, which contains information about bicycle rules, fines, where it is possible to find more information about cycling, and so on, was prepared and 10000 were printed; a bicycle week, which organised a number of activities (among which information from the municipality, bicycle organisations, suppliers of bicycle equipment, bicycle repairing services) for employers in the municipality in order to raise the status of cycling, increase the knowledge and visibility of cycling; cycling training for immigrated women (several immigrant women can not cycle. To increase their knowledge about traffic safety and freedom of movement courses were arranged to educate at least 10 bicycle instructors per year. Every bicycle-instructor led a course for about 10 women. During 2006 about 120 women took part in a bicycle course and about 60 women learnt to ride a bike).
Results
The new cycle lighting was a success. Many people signed up for the project. From the beginning of June 2008 twinkling backlight is legally accepted in Sweden. The cycle map was a success, but it will be even better in the future, while the bicycle facts folder turned out to be a failure (only 5000 out of 10 000 folders have been delivered). The cycle training for immigrant women project was not continued, and the city preferred to focus on developing a concept material to be used in bicycle courses for people within a wide range of target groups. The city of Gteborg will prepare a concept for biking education, which will support participants who would like to arrange biking classes for different target groups. In that way the knowledge and experience achieved by city staff will go on to new bikers and the quality of the education will remain on a high level.
21
Deliverable 7.4
Cooperation within the traffic department at the city of Gteborg is getting better and better, making it easier to coordinate and strengthen the message to the public. The city currently implements a lot of good initiatives, but unfortunately the public is not aware of all them.
2.2.5 Ploiesti
Description
The main objectives were to raise awareness, create interest and encourage contributions, spread the results of the project widely to the different target groups and key actors with a view to increase awareness of society at all levels (from decision makers to citizens) on issues concerning bike using and sharing. Ploiesti communicated news and results from the project to its networks (Ploiesti is a member of AMR and FALR municipality associations) and presented the work done within SpiCycles to national conferences or any related working groups. The city of Ploiesti activities of this action mainly focused on: changing the poor image of cyclists in relation to car driver status; promoting the use of the bicycle not only for leisure, but also for commuting; the contribution of cycling to personal and social health; integration of mobility information systems; setting up of a cycling reference group; involvement of NGOs in the communication strategy. prevention of theft and vandalism; involving local authorities in the communication strategy (local police, schools, university, environmental institutions); analysing the impact of each communication campaigns step; the active character of the communication campaign.
Results
The measures implemented in Ploiesti have raised the awareness of the citizens about the importance of the cycling in their life with reference to the impact on the environment and their health.
22

2.2.6 Rome
Deliverable 7.4
Description
The main objectives of this action in the city of Rome were: setting up a common working group between ATAC and Municipality; setting up procedures for data exchange between the two different offices; implementation and presentation of the municipal cycling map; realisation of a data model to describe and realise the cycling network layer; implementation and experimentation of the prototype for the Journey Planner using the cycling network, based on the consolidated ATAC Infopoint.
Results
In Rome very positive results were obtained, especially for what concerns the institutional cooperation between the Municipality technical offices. The city of Rome and the SpiCycles working group were satisfied with the results and the outputs obtained, because all initial targets were achieved and surpassed. 2.3 Planning for Cycling (WP 5)
This activity consisted in the definition of infrastructure requirements to support an adequate, efficient, and sustainable development of cycling in the participating cities. By infrastructure, it was intended the range of physical components supporting cycling services, such as cycle lanes, signals, parking racks and lanes, communication technology, etc. This activity was essential to all operational cycling policy, because, on the one hand, it identified and quantified the need for additional or improved infrastructures, on the other hand he set in motion interventions to promote and facilitate cycling activities. These actions represented the key reference for an adequate planning of cycling strategies in each city. However, the activities and how they were carried out in each city differed according to their specific needs and background.
2.3.1 Barcelona
Description
During the SpiCycles project, the city of Barcelona fully implemented the cycle monitoring programmes for 2006 and 2007, and compared this monitoring activity with those realised in the other SpiCycles cities. It also proposed to use the new information coming from the monitoring programme (e.g. routes that carry most traffic, usage levels by different districts in terms of statistics concerning population
23
Deliverable 7.4
and quality of route provision) for assessing and reviewing for the first time the infrastructure planning (lanes & parking places).
Results
Some 7.000 new parking places were implemented in 2007, leading to a total city offer of 14,646 spaces in total. This more than triples the level at the start of the SpiCycles project. A further 10,000 spaces are now planned for 2009 onwards. Some 28 km of new cycle lanes have been implemented in 2007/8. The total network has evolved from 127 km to a total of 155 km. The implementation of the public bike service Bicing has stimulated an increase in network offer during the last years of SpiCycles. The first count sites were presented to SpiCycles delegates in June 2006. By the end of the year, counts registered at 16 permanent sites were processed. The total volume of average daily cycle traffic was recorded as being: 27.111 units in 2006, and 36.917 in 2007. The intelligence of the monitoring system was used to produce a cycle traffic map. This helps planners to identify the sections carrying heaviest traffic, and needs for new connecting links.
2.3.2 Berlin
Description
The city of Berlin explored the framework conditions for the planning of a Second Level Bicycle Route Network (SLBRN) for one of its boroughs. It also assessed parking needs for bicycle. The outcome of the Workpackage in Berlin are guidelines for a SLBRN and parking facilities ready for the implementation and widely accepted by retailers, housing societies, private companies and of course inhabitants in the respective area. The implementation (i.e. the actual building and creation) will take place after the end of the project, when the necessary finances will have been acquired. Finally, DB Rent planned to develop a concept to integrate bike rental systems into PT in Berlin.
Results
A second level bicycle lane network has been elaborated for the Borough Pankow. The network was presented to the local level parliament (Bezirksverordnetenversammlung) in September 2007. A final local workshop on Planning for Cycling - Second level bicycle route network and bicycle parking was carried in April 2008: more than 50 participants from Senate and Borough administrations, consultants and bicycle organisations took part in it. Guidelines on the Second Bicycle Route Planning and on Bicycle Parking in
24
Deliverable 7.4
Berlin were released and distributed in April 2008 more than 250 copies were distributed. In addition guidelines are available for download at www.spicycles.de. An English summary of the guidelines was produced in May 2008 and is available at www.spicycles.de. The activities for integrating cycling into PT has not yet successfully completed, although the concept was elaborated and promoted several times to PT-operators. Due to threatening strike in PT of Berlin, DB Rent and a local PT operator prepared a small concept as a strike alternative including Vouchers for bike sharing. In the nick of time the strike was cancelled, so the concept was immediately obsolete. DB Rent and S-Bahn Berlin prepared a special price offer for subscribers of S-Bahn, a reduced fixed payment tariff. Generally the interested of PT-operators has been increased permanently. Further coordination meetings with local Transport companies took place and are planned
2.3.3 Bucharest
Description
In the city of Bucharest, RATB performed, during the SpiCycles project, an assessment of infrastructures according to bikers requirements. It also studied the possibility to adapt PT vehicles to make them suitable for transporting bicycles, because it can contribute to raise the modal split of public and bicycle transportation.
Results
The results are: the Technical Study for the development of cycling infrastructure, which contains the following issues: o bike developing based on the users needs (scope for biking, cyclists experience, general requirements, average distance for cycling, safety and security, intermodality); o planning for designing bicycle network development; o designing the bicycle facilities (dedicated lines, geometrical elements, intersection, parking lots, maintenance for facilities); o safety and security (accidents type, avoiding accidents, awareness programs); o traffic calming methods within the residential area. the Study for the integration of cycling into public transport, tackling with the following issues: o benefits for using both bicycle and public transport;
25
Contract no. EIE/05/059/SI2.421631 SPICYCLES o integration between biking and public transport;
Deliverable 7.4
o facilities for bicycle at the interchange points and some methods for carrying bicycle on-board of the vehicles; o bicycle as a public transport mode.
2.3.4 Gteborg
Description
Within SpiCycles, an objective of the city of Gteborg were to further improved the quality of the existing bicycle highways (highly frequented cycle lanes), by providing them with services and facilities (e.g. air-filling stations, service-stations and information) in order to improve the attractiveness for cyclists. An assessment of the existing cycle network supply in close cooperation with traffic planners, and the identification of possible room for improvement was another objective. Finally, another objective was to investigate possibilities to establish a modern cycle centre located at the central station.
Results
The actions within SpiCycles on bicycle highways include initial studies and conceptualisation of bicycle highways. This process was intended to feed into more detailed feasibility studies and will result in the construction of the lanes. During the year 2008, drawings were finalized for those sections of the planned bicycle highway, which requires major construction measures. The process of detailed drawings is also initiated for a part of one path, which Gteborg intends to build this year. Finally tenders were made and construction is currently in progress. There is very high expectation from the political side to see the effects of bicycle highway on cycling. The expectations are connected to the zeal of being of the first cities in Sweden with such concept and thus to be an example to others in the field of cycling. At the existing travel centre, located at the central station, buses (regional and local), trains, and car parking are available, but there is no focus on cycling today. The plan was to establish a modern cycle centre at the central station. The cycle centre should be manned and thus offer the possibility to safely lock bicycles during night time as well as daytime. The centre should also provide a variety of services for the inhabitants and the tourists such as possibilities to rent bikes, repairs, air stations, and cycle information. It is important that the cycle centre takes into account the demands of the cyclists. Therefore, a market survey has been conducted among commuters to and from the travel centre to gather information about what services to provide. A pre-study about the possible cycle centre has been carried out and presented in September 2006. The aim was to map the prerequisites and requirements for the cycle centre. The next step has been to develop a business case where the financial aspects have been proposed together with concrete location, scale, which services to provide etc
26
Contract no. EIE/05/059/SI2.421631 SPICYCLES for the cycle centre.
Deliverable 7.4
A workshop was organised during spring 2007 with 8 experts from different companies to discuss the future cycle centre. During the later part of 2007 the business case has been further developed and possible clients have been identified. In April 2008, the plan is to meet with these and present the business case in order to sell the project.
2.3.5 Ploiesti
Description
In the city of Ploiesti, a research study was carried out in order to find the opportunities for expanding the cycling routes to other areas, in order to create a real network. A special attention was paid to the cycling facilities in the central area (subject to an access control policy) and other areas in which cyclists can be given higher priority. More in details the activities carried out were: defining the vision for an intermodal urban transport system according to the future Ploiesti General Urban Plan that will be elaborated the next year; transferring the adequate know-how from other partners of SpiCycles to Ploiesti; identifying the barriers and the principal actors associated with cycling from different points of view (Local Police, Public Services Local Company, Public and Private Domains Administration Company, principal investors, high-schools and university representatives); identifying the most used routes of public transport by the citizens in order to adopt the cycling on the same routes if it is possible; identifying the citizens expectations, related to the travel modes and the possibility to increase the cycling use by some of the previous users of the public transport; identifying the areas in which cyclists can be given higher priority; identifying the minimum conditions to be taken for citizens so that cycling becomes a viable transport option; defining the measures in order to integrate the cycling as a daily means of transport; identifying other types of services or accessories that could be offered in the same time with bike-sharing; establishing the streets and the locations for the bicycle parking;
27

2.3.6
Deliverable 7.4
creating of the cycling facilities in the central area through the control access measures (through CIVITAS SUCCESS project); involving stakeholders, users, companies, officials; meetings with local investors (Reiffeisen Bank, Petrom, Unilever, Timisoreana) in order to set up a Public Private Partnership. collecting the operators and citizens questionnaires in order to analyse their opinion regarding bike-sharing service opportunity.
Rome
Description
During the SpiCycles project, the city of Rome designed and developed the full range of technical and administrative activities required by the elaboration, submission, approval and adoption of the Municipal Cycling Action Plan. It also carried out an elaboration of a study for the improvement and equipment of cycling paths leading to public transport exchange nodes. Finally, it coordinated and supervised the detailed traffic planning for what concerns cycling. 2.4 Building Local Partnerships (WP 6)
The overall objective of this action was to ensure that key activities to promote cycling were agreed between local actors and stakeholders according to the authorities original proposals and, where possible, demonstrated that the consensus process contributed to an improvement of the original proposal. Local partnerships are often a critical factor when introducing new proposals to improve cycling conditions. There is a need to find consensus to resolve issues such as end-users interests regarding the reallocation of street space, to involve key actors and to coordinate the actions of different municipal departments.
2.4.1 Barcelona
Description
The city of Barcelona required stakeholder agreements for a number of activities of the Municipal Programmed Actions, like cycle anti-theft systems, the expansion of the cycle route network and parking facilities (particularly with a view to resolving cyclist/pedestrian conflicts and promoting metro/cycle travel), collaborative agreements for marketing /raising awareness. A collaboration between the Mobility, Urban Planning and Environment/Maintenance departments and other organisations including user groups had already and successfully been achieved for the establishment of the strategic cycling route network (through the creation of the
28
Deliverable 7.4
Barcelona Mobility Pact, the overall forum for consultation and representation, and the Civic Commission for the Bicycle), and during the SpiCycles project, this collaborative framework was renewed and adapted with a view to implementing the key actions of the new mandate.
2.4.2 Berlin
Description
SenStadt convened a FahrRat (Cycling Council), which is composed of officials from various city government units concerned with biking, environmental and transportation interest groups, metropolitan transit companies, external experts, a representative of the bicycle trade and the Senate cycling coordinator. Aspects ranging from road and bicycle path construction and bike conveyance in public transport systems to mobility education and public relations as well as encompassing traffic safety assurance, were discussed with the Senate Department of Urban Development (SenStadt). The Cycling council regularly met once a year for a whole day. At the annual meetings in 2006, 2007 and 2008 the objectives, the progress made and the outcome of the SpiCycles Project was presented. The activities implemented were: to inform the Cycling Council about SpiCycles activities; to inform the Cycling Council about progress of SpiCycles activities; to inform the Cycling Council about results of SpiCycles activities; to inform the local borough parliament on the planning scheme; bicycle tour with the Senator Mrs. Junge-Reyer and Members of the transport committee of the Berlin Parliament on the occasion of European Mobility Week.
Results
All activities were successfully carried out.

2.4.3 Bucharest
Description
The City of Bucharest is very much interested in developing those strategies with high positive impact on the quality of the city inhabitants. The Municipality can act as a link between all main stakeholders interested in encouraging citizens to use the bicycle for their trips. The Citys representatives together with those from transport operators, bicycles clubs, and other interested actors created a platform for discussion on this topic.
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2.4.4 Gteborg
Deliverable 7.4
Description
During the SpiCycles project, the city of Gteborg involved stakeholders with different perspectives on cycling in elaborating a new cycling strategy. The new strategy aimed at reaching an internal consensus on how to work with cycling. The group identified the main different types of actions for encouraging the use of bicycle such as planning for cycling, maintenance and infrastructure. Local partnerships and stakeholder collaboration with external stakeholders (e.g. construction companies, local municipal development companies, City Planning Authority, cycle rental companies, etc.) were also developed when carrying out the other local actions of SpiCycles (see previous paragraphs) in order to improve the communication and marketing of the advantages of cycling for both individuals and society.
2.4.5 Ploiesti
Description
Building Local Partnership was a key action in the city of Ploiesti, because bicycle is not a traditional means of transport and it is necessary to reach a consensus between stakeholders in order to encourage its use. Moreover, differently from Western Europe cities, in Romanian cities, there is a dramatic increase in car ownership, although public transport modal split is still above 50%. As a consequence, it is important to avoid mistakes made in the past by Western Europe cities and establish from the beginning an intermodal vision of urban transport with cycling as an important component.
2.4.6 Rome
Description
Developing a cycling programme in Rome and making bicycles a credible alternative to individual motorised vehicles requires a strong political commitment as well as the willingness and capability of coordinating the several actors involved in governing and managing the territory and its complex transport system. In order to facilitate the participation of all those directly and indirectly involved in this action since the very beginning, the Municipality established a technical round-table on intermodality between bicycle and public transport. This platform of discussion included local institutional authorities (Municipality of Rome, County of Rome, Lazio Region), infrastructure managers (Ferrovie dello Stato, RFI S.p.A., Atac S.p.A.), public transport undertakings (Trenitalia, Metro S.p.A., Trambus S.p.A.) as well as the coordination of cyclists associations (Roma Ciclabile).
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Deliverable 7.4
3 Common evaluation analysis
The first three paragraphs of this section illustrate the information and data collected by the participating cities according to the three main components of the process evaluation (background indicators, process evaluation, and impact evaluation), while the last paragraph contains considerations about the possibility of transferring the actions implemented in SpiCycles in other European cities. In the paragraphs dedicated to CIVITAS I High Level Objectives, barriers and drivers, and transferability analysis, the approach defined in the EU project METEOR has been considered for carrying out the analysis. The extent and the significance of the analyses carried out by the Evaluation Working Group naturally depend on the information and data actually collected and made available by each city. 3.1 Background indicators
The background indicators give information on the local framework conditions in which the measures have been implemented. The general indicators (Table 3-2) show that the participating cities considerably differ in the extension of the surface of the urban area/agglomeration and the number of inhabitants. Ploiesti and Gteborg have the smallest extensions (respectively 58 km and 192 km) and Berlin and Rome the largest (respectively 892 km and 345 km). These two indicators permit to calculate the population density, which is highly correlated to trip distances and transport modes. In general, where population densities are low the need for a car is usually greater than in high population density urban areas, because people usually travel greater distances to get to work, or school, etc., and mainly because PT stops have a half-empty catchment area. Nonetheless, data collected for the modal split of the total number of trips made in the city (Table 3-3) show that Rome does not comply with this general rule because, although the density is high, the modal share of car is greater than that of PT and walking. The reasons for this anomaly can be ascribed to different factors (land use, efficiency and effectiveness of public transport systems, wealth, culture, social issues, etc.), which should be taken into account in order to successfully implement actions for encouraging the use of environmental-friendly means of transport. Data on modal split also show that the use of bicycle is appreciable in Berlin and Gteborg (respectively 10% and 9%), which, on the other hand, have more cycling infrastructures and services.
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Table 3-2
Indicator Surface area of the city (km) Surface area of the urban area/agglomeration (km) Number of inhabitants of the city Population density (city) Population density (urban area)
Deliverable 7.4
Background indicators: comparison of general indicators

Barcelona 101 3.241 Berlin 892 5.332 Bucharest 238 1.821 Gteborg 192 450 Ploiesti 58 92 Rome 345 1.285
1.629.537 16.134 503
3.395.500 3.807 641
1.929.615 8.108 1.060
490.000 2.552 1.089
231.620 3.963 2.515
2.810.000 8.145 2.187
The total number of trips per day and per person is similar for the cities in spite of their different population densities except for Rome and Ploiesti, which have the lowest values (respectively 2,2 and 2,1).
Table 3-3 Background indicators: the modal split3
Barcelona 10,7% 31,3% 49,1% 0,6% 8,3% Berlin 38,0% 27,0% 25,0% 10,0% Bucharest 28,0% 52,0% 15,0% <5% Gteborg 50,0% 26,0% 15,0% 9,0% Ploiesti 20,0% 26,0% 38,0% 1,0% 15,0% Rome 55,8% 18,1% 25,7% 0,4% -
Mode of transport Car Public transport Walking Cycling Other modes
Various years of surveys
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Table 3-4
Deliverable 7.4
Background indicators: the average length of a trip within the city in km4
Berlin 7,5 Bucharest 6,4 6,3 1,1 5,4 7,6 Gteborg 9,6 8,4 Rome 9,0 8,0 1,0 2,5 -
Mode of transport Car Public transport Walking Cycling Other modes
Table 3-5
Barcelona 2,6
Background indicators: total number of trips per day per person5

Berlin 3,3 Bucharest 3,0 Gteborg 3,3 Ploiesti 2,1 Rome 2,2
The infrastructure indicators (Table 3-6) show that in Gteborg the extension of bicycle path against the total length of road network6 (34%) is noticeable, although the modal share of cycling is 1% less than in Berlin, whose extension of bicycle paths against the extension of the road network is less than a half (14,9%). Bucharest, Ploiesti and Rome show very low values. Bucharest, Ploiesti and Rome show very low values for cycling modal share, and they are the participating cities, which did not have a bike-sharing service before SpiCycles project (Ploiesti and Rome has set up a pilot bike sharing service).
Various years of surveys Various years of surveys This indicator is calculated as (Total length of bicycle paths) / (Total length of road network).
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Table 3-6 Background indicators: infrastructure for bicycles
Barcelona Total length of bicycle paths (km) Total length of road network (km) Extension of bicycles path vs. road network 128,9 1.275 10,1% Berlin7 760 5.343 14,9% Bucharest 1,4 1.821 0,1% Gteborg 450 1.325 34,0%
Deliverable 7.4
Ploiesti 7,8 326 2,4%
Rome 133 5.000 2,7%
Currently, in Bucharest and Ploiesti it is not possible to take bicycles on public transport vehicles, while in Barcelona it is possible on trains, metro, and trams but not on buses, in Gteborg only on ferries, and in Rome it is possible but only according to specific time bands. Berlins public transport allows bikes onto (regional) trains, trams and night buses for money. Regional trains, city trains (SBahn), tubes and trams have designated carriages, so called multi-functionalpartitions for bicycles. Bicycles are transported, provided there is sufficient space. Passengers can choose between several ticket options (single ticket, day ticket, month ticket) according to their personal transport routines. A single bicycle ticket costs between 1 to 2 EUR according to trip length. Day tickets, that allow you to take the bike on trains as often as you want per day, cost 4.40 to 4.70 EUR. Rates for bicycle ticket per months vary between 8 and 15 EUR. For regional trips you may also choose between the different types of tickets but their rates are slightly higher8. For what concern the safety indicators, the order of magnitude for the total number of road accidents every 1000 inhabitants is similar in Barcelona, Gteborg and Rome (respectively 8, 4 and 6,8), while highest in Berlin (35,7 and 38,3 respectively) and lowest in Ploiesti (respectively 1). When evaluating these data, it is important to consider that they can depend on the accuracy and reliability of the collection and recording process. Because of missing standards in safety reporting and documentation the figures have to be treated carefully. The total number of cyclists injured per inhabitants and the total number of bicycle thefts per inhabitant (Table 3-7) are only appreciable for the cities of Berlin and Gteborg. The city of Barcelona is the only one to provide an appreciable number of secure parking spaces for bicycles per inhabitants. Unexpectedly, the city of Gteborg does not provide secure parking spaces at all, even though the total number of theft per inhabitant is important (however, the city has planned the construction of 100 guarded cycle parking spaces). Although the city of Berlin provides secure parking
According to legal guidelines in Germany no special cycling infrastructure needs to be provided on street with a speed of 30km/h or less.
8 7
Prices refer to year 2007.
34
Deliverable 7.4
spaces for bicycles, no statistical data on their total number is available. Generally, it is possible to find bicycle racks of different types all over the city, especially near public transport stations. Furthermore, according to local building laws, parking places must be built on every new building site. The few bicycles boxes available in the city are mostly located in residential areas.
Table 3-7 Background indicators: safety and security
Barcelona Total number of road accidents (every 1000 Inhabitants) Total number of cyclists injured (every 1000 Inhabitants) Total number of drivers/passengers of cars injured (every 1000 Inhabitants) Total number of bicycle thefts (every 1000 Inhabitants) Total number of secure parking spaces for bicycles Total number of secure parking spaces for bicycles (every 1000 Inhabitants) 8,0 Berlin 35,7 Bucharest 38,3 Gteborg 4,0 Ploiesti 1,0 Rome 6,8
0,2
1,4
0,0
0,8
0,1
6,7
2,3
0,1
3,5
0,6
8,2
5,7
5,8
0,3
8.802
N.A.
210
5,4
0,0
0,0
0,1
All cities provide information on cycling, mainly using the city hall website, but it is possible to find information on cycling in other websites (Berlin and Bucharest) or dialling a dedicated telephone number (Rome). Finally all cities provide a map of cycle routes except for Bucharest. In Berlin the cyclist NGO ADFC Berlin has implemented the bicycle navigation platform named Berlin by Bike that provides information electronically. 3.2
3.2.1
Process evaluation
Planned activities and outputs
The implementation of the planned measures within the SpiCycles actions in the participating cities was generally successful. In this paragraph a summary of the planned activities, their achievements or outputs, and the degree of completion is presented for each participating city (Table 3-8, Table 3-9, Table 3-10, Table 3-11,
35
Deliverable 7.4
Table 3-12, Table 3-13). The degree of completion has been defined in line with the options defined by METEOR for CIVITAS I, which are: Abandoned, which means officially cancelled; Delayed, which means full implementation after the official end of SpiCycles or too late to perform a meaningful evaluation; Weak, which means not reported, or unclear results, or obvious deviations from the original targets, or lost track of original targets, or achieved less than one third of the planned target, or remained far below the expectations in qualitative terms; Acceptable, which means achieved more than one third of the planned target and showed good results in qualitative terms; Notable, which means achieved at least four fifth of the planned target and/or showed remarkable results in qualitative terms.
Overview of the planned activities and outputs (City of Barcelona)
Output Within 11 months, a 200-bike pilot has become a city-wide service of 6,000 bikes, 400 stations, with 135,000 subscribers and 6 million trips made by cycling (28% connecting with other modes) School programme has been set up and presented The annual events called Bike Week and Sustainable Mobility Week have been set up and realised 3218 new parking places were implemented in 2007 About 28 km of new cycle lanes have been implemented in 2007/8. 483 bicycles were registered during the initial pilot (the target was 100) The scheme was implemented within Municipal web services with a total of 1,227 bikes registered by the end of the project. 16 permanent count sites have been implemented. The total volume of average daily cycle traffic was recorded as being: 27.111 units in 2006, and 36.917 in 2007. Completion rate Notable (if not part of planned SpiCycles actions)
Table 3-8
Planned activity
Bike sharing service Bicing (WP3)
School programme for promotion of safe cycling to schools involving ten schools and one university (WP4) Realisation of an annual event (WP4)
Acceptable
Acceptable
Creation of 200 parking places for bicycles (WP5/6) Provision of new cycling infrastructure (WP5/6) Design and testing of an antitheft system (WP5/6)
Notable Notable Notable
Implementation of the cycle monitoring programmes for 2006 and 2007 (WP5/6)
Notable
36

Table 3-9
Planned activity Integration of bike sharing into location based services (LBS) (WP3) Profile of stolen bikes (WP3)
Deliverable 7.4
Overview of the planned activities and outputs (City of Berlin)

Output The integration has been done. The objective was fully achieved The analysis has been carried out and the results used to better rationalise the service levels in the city areas. Concept for new target groups was elaborated, promoted, and used Concept was elaborated, promoted and used. The objective was fully achieved. The analysis of customer acceptance has been carried out. Due to the start at late Summer 2008 (at the end of bike sharing season) the analysis will be completely finished by end of December or by January. DB Rent started the exchange of bike sharing knowledge in 2006 with Ploiesti and Rome. Because of the different levels of participating cities it was very difficult to find a common platform for the exchange of knowledge and experiences. The campaign has been fully developed and will be implemented as soon as a sponsor will fund it. The objective was fully achieved. Organised in September 2007 Plans, concepts, and guidelines for the SLBRN have been developed for the borough Pankow and are ready for use and implementation. They have been widely accepted by retailers, housing societies, private companies and of course inhabitants in the respective area. Concepts and guidelines for bicycle parking in Berlin have been developed and are ready for use. They have been widely accepted by retailers, housing societies, private companies and of course inhabitants in the respective area. The objective was fully achieved Not yet successfully completed, concept was elaborated and promoted several times to PT-operators and only a little measure was implemented. Finally a new innovative approach has Completion rate Notable Notable
Addressing hotels and companies as new targets groups (WP3) Special offers for small events (tourists, guests) (WP3) Analysis of customer acceptance (WP3)
Acceptable Notable
Weak
Transfer of Knowledge on bike sharing to the other participating cities (WP3)
Weak
Campaign to increase awareness of cyclists and car drivers about each other's rights and responsibilities (WP4) Organisation of the European Mobility Week in Berlin. (WP4) Planning of a Second Level Bicycle Route Network (SLBRN) for one of its boroughs. The implementation (i.e. the actual building and creation) will take place after the end of the project, when the necessary finances will have been acquired (WP5) Analysis of parking needs for bicycle, and planning of parking infrastructures for bicycles (WP5)
Notable
Notable Notable
Notable
Development of a concept to integrate bike rental systems into PT in Berlin (WP5)
Delayed
37
Deliverable 7.4
Planned activity
Output been defined, which will be implemented 2009. Done. The objective was fully achieved Done
Completion rate
To inform the Cycling Council about SpiCycles activities, progress and results (WP6) To inform the local borough parliament on the planning scheme (WP6)
Notable
Notable
Table 3-10
Planned activity
Overview of the planned activities and outputs (City of Bucharest)

Output Accomplished Accomplished Accomplished Completion rate Acceptable Acceptable Acceptable
Bike usage study (WP4) Communication and awareness campaign (WP4) Assessment of infrastructures according to bikers requirements (WP5) Study of the possibility to adapt PT vehicles to make them suitable for transporting bicycles (WP5) Guide for improving cycling condition within the city (WP5) A platform for discussions with citys representatives, PT operators, bicycles clubs and local stakeholders (WP6)
Accomplished
Acceptable
Accomplished It will be ready after the end of SpiCycles
Acceptable Delayed
38

Table 3-11
Planned activity The pilot bike sharing system in Lundby mainly targeted towards companies (WP3) Test-bikers for a new cycle lighting (WP4)
Deliverable 7.4
Overview of the planned activities and outputs (City of Gteborg)

Output It has been successfully implemented Completion rate Notable
Completed in October 2007, it has involved 1000 participants. From the beginning of June 2008 twinkling backlight is legally accepted in Sweden 60000 copies were printed 10000 copies were printed
Notable
A new updated pocket size bicycle map (WP4) A bicycle facts folder, which contains information about bicycle rules, fines, etc (WP4) A bicycle week for raising the status of cycling, and increasing the knowledge and visibility of cycling (WP4) Cycling training for immigrated women (WP4)
Notable Acceptable
September 2006 and April 2007
Acceptable
The cycle training for immigrant women project was not continued, and the city preferred to focus on developing a concept material to be used in bicycle courses for people within a wide range of target groups In progress
Notable
Better cooperation within the municipality and with stakeholders to be able to create better conditions and status for cyclists (WP6)
Acceptable
39

Table 3-12
Planned activity Bike sharing pilot (WP3)
Deliverable 7.4
Overview of the planned activities and outputs (City of Ploiesti)

Output The bike sharing pilot has been launched on 22 September 2007 during the Mobility Week Achieved Completion rate Notable
Raising citizens awareness of the importance of cycling in their life, as well as the impact on the environment and their health (WP4) Analysis of citizens requirements regarding the bicycle use (WP4) Communication and awareness raising activities (WP4)
Notable
Achieved The measures implemented in Ploiesti have raised the awareness of the citizens about the importance of the cycling in their life with reference to the impact on the environment and their health. A subcontractor has not been identified yet In progress
Notable Notable
A subcontractor specialised in cycling analyses able to identify citizens demand for bike sharing (WP5) Research study to find the opportunities for expanding the cycling routes to other areas and create a real network, for providing better cycling facilities in the central area (WP5) Involvement of the local private investors in the urban development issues, such as cycling (WP6) A strong connection between policy makers and local authorities in solving cycling issues (WP6) Building Local Partnership to reach a consensus between stakeholders in order to encourage cycling (WP6)
Abandoned
Delayed
Achieved
Notable
Policy makers are currently not sufficiently interested in cycling. Achieved
Weak
Acceptable
40

Table 3-13
Planned activity Bike sharing pilot (WP3) Implementation and presentation of the municipal cycling map (WP4) Creation of the Bike- Sharing web portal (WP4) Implementation and experimentation of the prototype for the Journey Planner using the cycling network, based on the consolidated ATAC Infopoint (WP4) Systematic appraisal and elaboration of the cartography of the local cycle lanes network (WP5) Develop, in conjunction with the local Boroughs and cycling associations, a new network of cycle lanes (WP5) Establishment of a technical round-table on intermodality between bicycle and public transport.
Deliverable 7.4
Overview of the planned activities and outputs (City of Rome)

Output The bike sharing pilot is currently being tested in real life conditions. Accomplished Accomplished Accomplished Completion rate Notable Acceptable Notable Notable
Updating and submission to new political decision makers of the City. The definition of Local Cycling Network started at the end of 2006 and has been completed in February 2008 This platform of discussion has been established and included local institutional authorities, infrastructure managers, public transport undertakings, and the coordination of cyclists associations.
Acceptable
Acceptable
Delayed
3.2.2
Barriers and drivers
Barriers and Drivers in CIVITAS and SpiCycles
With a view to insert the SpiCycles actions into the framework of CIVITAS I as already done for the identification of the impacts expected by implementing the actions (see 3.3.10), each participating city was asked to identify barriers (negative influence on implementation) and drivers (positive influence on implementation) that affected the implementation of the SpiCycles actions in order to have an insight into the main factors which likely have an influence on the implementation process, which will permit or prevent from successfully implementing the same measures in other cities. Once again, the approach of METEOR [2] was taken as reference for carrying out this task.
41
Deliverable 7.4
The pattern of barriers and drivers identified in METEOR (Table 3-14)9 were the starting point of the open list10 used in the identification process, which was carried out ex-post and no explicit reference was made to the planning or operational phase11.
Table 3-14
Category Politics and Strategy
Categories of barriers and drivers (city context constraints) identified by METEOR

Subcategory Opposition Interpretation as Barrier Opposition of key actors based on political and/or strategic motives. Lack of sustainable development agenda or vision. Not applicable Interpretation as Driver Not Applicable
Commitment
Commitment of key actors based on political and/or strategic motives. Lack of sustainable development agenda or vision. Not Applicable
Conflict
Conflict between key actors due to diverging material interests and expectation of redistributive losses Not Applicable
Coalition
Coalition between key actors due to shared/complementary material interests and expectation of redistributive benefits Accurate and visionary technical planning and analysis to determine requirements for measure implementation Accurate economic planning and market analysis to determine requirements for measure implementation Not Applicable
Planning
Technical
Insufficient technical planning and analysis to determine requirements for measure implementation Insufficient economic planning and market analysis to determine requirements for measure implementation Conflicting policies or policy frameworks hampering measure implementation Not Applicable
Economic
Policy Conflict
Policy Synergy
Synergetic policies or policy frameworks fostering measure implementation Thorough user needs analysis. Good understanding of user requirements
User Assessment
Lack of user needs analysis. Limited understanding of user requirements
For a more detailed description of these barrier and drivers refer to section 3.4 of METEOR deliverable 6 [2].
10
Each city was asked to add to the list any other barrier/driver it had experienced during the implementation of the actions In METEOR a distinction was made if the barrier/driver influenced the planning activities or the operational activities.
11
42
Deliverable 7.4
Category Institutions
Subcategory Administrative Structures and Practices Legislation and Regulation
Interpretation as Barrier Hampering administrative structures, procedures and routines Hampering laws, rules, regulations and their applications Failed or insufficient partnership arrangements and limited involvement of key actors and/or other stakeholders Lack of leadership, individual motivation or know-how of key persons Insufficient or poorly performed consultations with or involvement of citizens Insufficient information of key stakeholders. Lack of awareness raising activities Technology failure. Additional technological requirements Dependency on public funds and subsidies Relative isolation of the measure and lack of exchange with other cities Hampering cultural circumstances and life style patterns Not applicable Special issues which cannot be categorised
Interpretation as Driver Facilitating administrative structures, procedures and routines Facilitating laws, rules, regulations and their applications Constructive partnership arrangements and open involvement of key actors and/or other stakeholders Local champions motivating actors and catalysing the process Broad consultations with or involvement of citizens Information of key stakeholders. Awareness raising activities New potentials offered by technology Availability of public funds and subsidies Exchange with other cities on experiences and lessons learned Facilitating cultural circumstances and life style patterns Severity of problems to be solved (e.g. air pollution) Special issues which cannot be categorised
Cooperation
Partnership and Involvement Key Individuals
Citizen Participation Information and Public Relations Technology Public Funds and Subsidy Exchange and Mutual Learning Culture and Life Style Problem Pressure Other
Source: METEOR: Deliverable D6 CIVITAS 1 CROSS SITE EVALUATION Rel. 4.0 (August 2006)
Table 3-15, Table 3-16, Table 3-17, and Table 3-18 show for each SpiCycles action if each city context constraint acted as a barrier or driver during the implementation of the action and the intensity of their influence (high, if the measures associated to the action absolutely require some form of support to be implemented or transferred in other cities; moderate, if the measures can be easily implemented or transferred to other cities. The final attributes (barrier or driver, high or moderate or low) of the city constraints are those who were most reported by the LEMs.12
12
In the very few cases in which attributes were equally reported by LEMs, we reported all of them. For example if 3 LEMs reported a city constraints as a barrier and 3 LEMs as a driver, we wrote in the table Barrier/Driver.
43
Deliverable 7.4
Any conclusion that can be derived from this task is affected by the fact that, since the information was provided by self-assessment by the Local Evaluation Managers, who were responsible for the implementation of the actions, it is possible that some kind of bias (intentional or not) have been introduced in the estimations. A first consideration is that the six SpiCycles cities added no additional drivers or barriers to those identified by METEOR, at the most some cities only changed their name.
1) Politics and strategy Opposition (Barrier)/ Commitment (driver)
All participating cities reported that in general key actors or local politicians were highly motivated to plan and implement the SpiCycles actions. This attitude is in line with the growing demand and necessity of more sustainable and environmentalfriendly transport systems. Furthermore, in Barcelona, political support for Bicing (the bike sharing service) has enabled promotional events as well as other biking projects within the city. In Ploiesti, cycling is still not considered in the Public Transport Local Master plan.
Conflict (Barrier)/ Coalition (driver)
Most of the cities reported that key actors and/or local politicians tended to form a coalition for implementing the SpiCycles actions except for Planning for Cycling, for which it was found (e.g. in Ploiesti) that inherent conflicts between different categories of traffic participants/actors can constitute a barrier to the implementation of the measures.
2) Planning Technical
The technical planning of the SpiCycles actions constituted a driver of moderate/high influence. In fact, only bike sharing was an action with significant technical issues, but not particularly complex. In the final technical report on bike sharing (D3.3 [6]), it is reported that so far no large bike sharing schemes has been introduced in new European Member States, because the current trend is to implement schemes that are more low tech, which usually do not provide the common level of automated processes diffused in other European cities.
Economic
The economic planning of the SpiCycles actions acted in general as a barrier except for Bike Sharing. The risk of failure in economic planning can be due to the relatively innovative character of the actions. In the case of bike sharing, the exchange of information with Berlin, which has a yearly experience in managing bike sharing service, naturally helped following cities to efficiently planning the
44
Contract no. EIE/05/059/SI2.421631 SPICYCLES implementation of bike sharing pilot.

Policy conflict (Barrier)/ Synergy (driver)
Deliverable 7.4
The SpiCycles actions can easily and positively interact with other policies and measures with an appropriate coordination and integration. In fact, the SpiCycles actions promote sustainable and environmental-friendly transport system, which are becoming the objective of many transport measures; as a consequence the combination of SpiCycles action with other measure can certainly lead to synergies. However, the LEM of Gteborg reported that in some cases there has been a conflict in policies and in some cases not. So it was hard for him to choose just one option (driver or barrier). It is true that in Gteborg there is a strong political support for working with promotion of cycling, but, when it comes to concrete plans or constructions, there have been some conflicts.
User assessment
User assessment of target groups was found to be a driver for the SpiCycles actions Communication and Awareness Raising and Planning for Cycling; in fact, to adequately identify needs and preferences in the planning phase naturally increases the probability of success of the designed measure, as well as the success of an awareness or information campaign. It was found to be a barrier for the implementation of the action Building Local Partnerships, because a failure in adequately determining the needs of users easily results in difficulties in creating cooperation between target groups. In the case of the action Bike Sharing, it was found that user acceptance can act as a barrier or driver, because on the one hand the identification of user needs clearly permit to implement a better tailored service, but, on the other hand, acts of vandalism and deviation from the measure introduced by other users (e.g. motorcyclists who uses cycle paths) can prevent target groups from using the service. Furthermore, in Ploiesti it was found that the innovative character of the bike sharing system could be a barrier for older citizens, and at the same time could revive the interest of young people. Therefore, it is very important to choose appropriate methods for promoting the bike sharing system according to the different target groups.
3) Institutions Administrative structures and practices
Relationships between public administrations or their different departments as well as the level of bureaucracy in the internal procedures were found to be barriers for the implementation of the action, except for Communication and Awareness Raising.
Legislation and regulation
The current regulatory and legislative framework was found to be a barrier for the implementation of the SpiCycles action in all participating cities. A better clear and structured legislative context aiming at improving sustainable transport systems
45
Contract no. EIE/05/059/SI2.421631 SPICYCLES obviously positively affect the implementation of these actions.
4) Co-operation Partnership and involvement
Deliverable 7.4
All cities found that the creation of partnership (an action was devised for this purpose) and the cooperation between all parties involved played as a driver for the implementation of the SpiCycles actions. In particular is very important the cooperation between private and public sectors, above all for finding new ways of financing. In particular, in Berlin, a task force was successfully set up with representatives from SenStadt, as well as from car and cycling organizations and has worked together very well, crating mutual respect for each other. In Bucharest, difficulties in coordinating involved actors have been experienced.
Key individuals
The support of key individuals (decision makers, managers, people responsible for specific issues), the continuity of key staff components, personal skills were found to be drivers. Personal commitment of key stakeholders and project managers can positively drive the implementation of the actions, as well as their communication and cooperation. In Gteborg, the cycle training project worked out well especially thanks to the project manager.
5) Citizens participation
Citizens participation acted as a driver for the implementation of the SpiCycles actions. Citizens involvement and public support since the planning phase clearly enhance the acceptance of a measure.
6) Information and public relations
The SpiCycles actions were conceived as an articulated strategy for promoting cycling, and one of its basic activities was to inform citizens and stakeholders about the objectives and the actions of SpiCycles. This activity was successfully carried out in all participating cities and acted as a driver, avoiding that inadequate information and awareness campaign could cause problems understanding or acceptance of the measures.
7) Technology
Technology was found to drive the implementation of SpiCycles actions. Technology was directly involved in the implementation of Bike Sharing and service and its integration, in the case of Berlin, in a Location Based Service. Current technology permit to provide to users a number of services which enhance the appeal of the bike sharing also accessible on mobile phones.
46

8) Public funds and subsidy
Deliverable 7.4
Financial support provided by SpiCycles act as a driver for the implementation of the actions. In fact, lack of funding is one of the main obstacles for the implementation of the measures in general, as, for example, Berlin reported to have experienced in particular for integrating bike rental systems into PT. Alternative financing is one option to implement the awareness campaign designed during SpiCycles.
9) Exchange and mutual learning
The exchange of information and experiences among the participating cities was a driver for the implementation of the actions. In particular a significant exchange of information was made between Berlin, on the one side, and Ploiesti and Rome, on the other side, about bike sharing. Learning or mutual learning from cities that have already implemented similar measures is always a driver factor in case of both good practice example and failure.
10) Culture and lifestyle
Cultural context and lifestyle was found to be a barrier for the implementation of the actions. This could be ascribed to the unwillingness to change habits from citizens more than policy orientations of local authorities. However in the case of Barcelona there was an increase in the modal share of cycling after the implementation of the actions, and this raises hopes that these barriers will be overcome in next years.
11) Problem pressure
The pressure of problems such as traffic congestion, pollutant and noise emissions, low level of quality of life in cities, ever-increasing petrol costs act as drivers for the implementation of actions like those proposed by SpiCycles.
47

Table 3-15 Bike Sharing sensitiveness to city context constraints
Type Driver Driver Driver Driver Driver
Deliverable 7.4
City context constraint 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Commitment Coalition Technical Economic Policy Synergy User Assessment Administrative Structures and Practices Legislation and Regulation Partnership and Involvement Key Individuals Citizen Participation Information and Public Relations Technology Public Funds and Subsidy Exchange and Mutual Learning Culture and Life Style Problem Pressure
Rate Moderate Moderate High High Moderate Moderate/High Moderate Moderate/High Moderate Moderate Moderate Moderate/Low High Moderate Moderate High Low
Barrier/Driver Barrier Barrier Driver Driver Driver Driver Driver Barrier/Driver Driver Barrier Driver
48

Table 3-16
Deliverable 7.4
Communication and Awareness Raising sensitiveness to city context constraints

Type Driver Driver Driver Barrier/Driver Driver Driver Driver Barrier/Driver Driver Driver Driver Driver Driver Barrier/Driver Driver Barrier/Driver Driver Rate Moderate Moderate Moderate Moderate Moderate Moderate Moderate Moderate Moderate Moderate/Low Moderate Moderate Moderate Moderate Low Moderate High
49

Table 3-17
Deliverable 7.4
Planning for Cycling sensitiveness to city context constraints

Type Driver Barrier Barrier/Driver Barrier Driver Driver Barrier Barrier Driver Driver Driver Driver Driver Driver Driver Barrier Driver Rate Moderate Moderate High Moderate/High Moderate Moderate Moderate Moderate Moderate/High Moderate Moderate Moderate Moderate High Moderate/Low Moderate/High Moderate
50

Table 3-18
Deliverable 7.4
Building Local Partnerships sensitiveness to city context constraints

Type Driver Driver Driver Barrier Driver Barrier Barrier Barrier Driver Driver Driver Driver Driver Driver Driver Barrier Driver Rate Moderate Moderate Moderate Moderate Moderate Moderate Moderate Moderate Moderate Moderate Moderate Moderate Moderate Moderate Moderate Moderate Moderate
3.2.3
Performance indicators
Global performance indicators
The cities of Barcelona and Berlin have well surpassed the expected final quantification (respectively 200 and 9000) for parking spaces at key interchange points (Table 3-19). In Barcelona 3,218 stands were created in 2006, and 1,500 public bikes are available (since July 07) at 100 picking points, located close to stations. In Berlin, more than 8,000 parking lots have been provided at public transport stations (U-Bahn, S-Bahn). In addition, at Borough level, the number of parking lots is increasing especially near retailers and shopping centres (about 2,500). Gteborg has built 54 bicycle racks at local bus stops in 2006, 100 bicycle racks at main tram and bus station in 2007, and 140 bicycle racks at central railway and bus station in 2008, for a total of 294 new parking places. The city of Rome has created 450 parking spaces, while in Ploiesti work is still in progress.
51

Table 3-19
Deliverable 7.4
General performance process indicators: introduction of parking spaces at key interchange points (Intermodality)
Barcelona Berlin 10,500 9000 Gteborg 294 Not specified Ploiesti In progress 25 Rome 450 Not specified
Final quantification Expected final quantification
3218 200
Introduction of parking spaces at key interchange points
12000 10000 8000 6000 4000 2000 0 Barcelona Final Quantification Berlin Expected Final Quantification
Figure 3-1
Introduction of parking spaces at key interchange points
The city of Ploiesti has reconstructed 22 most dangerous intersections, 7 more of the planned 15 (Table 3-20). In Berlin, in 2005, a commission on accidents was founded to investigate on intersections and other places were accidents accumulate and find solution to improve the situation. Since its foundation the commission looked at 77 of the 500 areas of accident clusters and so far (partly) implemented 40 measures (hotspots have been redesigned and civil works have been completed or started).
Table 3-20 General performance process indicators: number of most dangerous intersection reconstructed (Safety)
Berlin Final quantification Expected final quantification In progress 5 Ploiesti 22 15
52
Deliverable 7.4
N umber of most dangerous intersection reconstructed
25
20
1 5
1 0
0 Ploiesti
Final Q uantif ication
E xpect ed Final Q uantif ication
Figure 3-2
Number of most dangerous intersection reconstructed
The city of Bucharest and Rome have increased the extension of the cycling network for, respectively, the 125%, and 92% of the expressed final quantification (Table 3-21).
Table 3-21 General performance process indicators: extension of the cycling path with extra lanes expressed in km
Barcelona Final quantification Expected final quantification 28 Not specified Bucharest >50 40 Rome 225 245
53
Deliverable 7.4
E xtension of the cycling path with extra lanes (km)
250 200 150 100 50 0 Bucharest Final quantification R e om E xpected final quantification
Figure 3-3
Extension of the cycling path with extra lanes expressed in km
Bike-sharing
In Barcelona, political will, financial investments, and technical cooperation enabled in 11 months a 200-bike pilot to become a city-wide service of 6,000 bikes, 400 stations, with 135,000 subscribers and 6 million trips made by cycling (28% connecting with other modes). The city of Berlin, Gteborg and Ploiesti have selected a number of indicators (Table 3-22). Berlin has involved less companies/organisation than expected, but it has surpassed the final quantification for the number of bicycles and achieved the number of users. Gteborg has almost achieved or gone beyond the final target for all indicators, except for the number of users (307 instead of 375), while Ploiesti involved 300 of the expected 400 users, the expected one company, 100 bicycles (twice the expected 50), and it is still carrying out the activities for building the 5 cycling stations. In Rome, after the completion of the feasibility study, the Cycling Office of Dip. X has started testing phase of its bike-sharing system in June 2008 in collaboration with the Spanish company CEMUSA SA. The testing will go on for 6 months and is operating 200 public bicycles distributed in 19 stations situated within the LTZ, with a total of 270 racks. The Cycling Office of Dip X is coordinating local partners to monitor the bike sharing pilot thanks to a survey on the methodologies to follow during the monitoring phase that was carried out by ATAC before the testing phase. The monitoring will permit to define the characteristics of the final roman bike sharing system. Furthermore, it is carrying out interviews to determine citizens interest in this innovative service. These interviews are addressing possible target groups such as: people reaching LTZ (Historical Centre) for job reasons, people living in the LTZ, LTZ users for leisure reasons, and tourists.
54
Deliverable 7.4
In Berlin, the bike sharing has been successfully integrated into a location based platform (LBS), and this service was frequently used. The study of the profile of stolen bikes could be successfully used to decrease the number of stolen bikes. A first result of the analysis of customer acceptance is that there is still a great acceptance of the service. Nevertheless the requirements of customers are increasing due to new technical options and experiences from different schemes and other services (e.g. information technology). Customers highlight the service performance and appreciate the quality of bikes and reliability of service. DB Rent could successfully address new target groups, especially groups of tourists or guests appreciate such service. The number of hotels and companies was lower than expected. Furthermore DB Rent could partly use large events to raise the use of bike sharing. DB Rent increased the number of bikes by further 200 Bikes (ca. 13 %) in 2008 and gained an increase of about 30 % in trips a. About 20.000 customers used Call a Bike in Berlin in 2008. They used the bikes for leisure, commuting and sightseeing reasons. It is known that users require an expansion of the scheme to other cities (part of co-modality). With all the SpiCycles actions more stakeholders could be involved and resulted in a new approach that will be started in 2009.
Table 3-22
Indicator Number of involved companies/organisations
Bike-sharing process indicators

City Berlin Gteborg Ploiesti Berlin Gteborg Ploiesti Final quantification 20 50 1 20,000 307 300 1650 123 100 10 In progress Expected final quantification 30 15 1 20,000 375 400 1500 125 50 11 5
Number of users
Number of bicycles
Berlin Gteborg Ploiesti
Number of cycling stations
Berlin Gteborg Ploiesti
55
Deliverable 7.4
Bike Sharing: Number of involved companies/organisations

50 40 30 20 10 0 Berlin Gteborg Ploiesti
Final quantification
Expected final quantification
Figure 3-4
Bike Sharing: Number of involved companies/organisations
Bike Sharing: Number of users

20000 15000 10000 5000 0
Berlin Final quantification
Gteborg
Ploiesti
Figure 3-5
Bike Sharing: Number of users
56
Deliverable 7.4
Bike Sharing: Number of bicycles

2000 1500 1000 500 0
Berlin Final quantification
Gteborg
Ploiesti
Figure 3-6
Bike Sharing: Number of bicycles
Communication and awareness
For the communication and awareness action each city has chosen its own set of indicators. The city of Barcelona has targeted schools for this action. It has involved 12 schools, which is more than the final target of 10. As previously reported, it could not involve any university (the original target was 1). It has also organised two national events for promoting cycling (Annual Bike weeks, 1st Catalan Cycling Congress) The design of the WP4 activities in the city of Berlin started in June 2008. As a consequence the activities to increase cyclists awareness among transport users are still in progress, as well as information campaign. However, it has developed an online information system13. Bucharest has completed the bike use study and has implemented the communication and awareness raising campaign. Gteborg has designed, printed 60,000 bicycle route maps and 10,000 bicycle fact brochures. It has also sent 4,500 e-mails to cyclists, and visited 60 companies to provide bicycle information. The city of Ploiesti has promoted cycling among citizens through distribution of informative materials, workshops, newspapers, radio and TV channels, and on-street interviews and questionnaires, and it has developed an online information system. Furthermore, it has promoted bicycle as an alternative transport mode for commuters trips through the improvement of infrastructure facilities and the distribution of informative materials. Finally, it has set up the cycling reference group, which was launched on the 22nd of September 2007.
13
Internet information for cyclists, planners and other stakeholders has been provided by the Senate of Berlin and the Technical University of Berlin on specific websites.
57
Deliverable 7.4
The city of Rome has created the Bike Sharing portal in combination with the start up of its testing phase and it is hosted on the Bicincitt website (http://www.roman-bike.com). The URL provides all available information on the service, and the actual availability of bicycles in each parking area in real time. An operating toll-free number has been activated to provide a help service to citizens. The Cycling Office of Dip X has published and printed 20.000 copies of the new cycling map. ATAC has published the Rome Mobility services Charter 2008 which includes instructions for carrying bicycles on buses, train, and underground. Moreover, ATAC has developed a specific advanced pilot tool (available on its home page), which makes it possible to calculate how to reach different areas of the city integrating cycle lanes with public transport using bike sharing. The awareness campaign to inform citizenship on the new service, and the awareness campaign to inform citizenship on the integration of the cycling network into transport facilities have not been implemented yet.
Planning for cycling
Te city of Barcelona has planned, in conjunction with Bicing public bike implementation, 22 km of new routes. It has also identified the most heavily-used route sections, and the location of major cyclist/pedestrian conflicts (Table 3-23). The quantification of the number of cycling trips by district is still to be done.
Table 3-23 Planning for cycling process indicators: most heavily used route sections, and location of major cyclist/pedestrian conflicts (City of Barcelona)
Location of major cyclist/pedestrian conflicts Rbla Catalunya
Most heavily used route sections Pg de St Joan Diagonal and C. de Tarragona Rbla de Catalunya Pg Maritim & Parallel
Berlin has elaborated a second level bicycle lane network for the Borough Pankow, which was presented to the local level parliament (Bezirksverordnetenversammlung) in September 2007. The final local workshop on Planning for Cycling Second level bicycle route network and Bicycle Parking was held in April 2008, in which took part more than 50 participants from Senate and Borough administrations, consultants and bicycle organisations. Furthermore, guidelines on Second Bicycle Route Planning and Bicycle Parking have been released and distributed in more than 250 copies in April 2008 (the guidelines can be downloaded at www.spicycles.de. An English summary of the guidelines was also produced in May 2008 and is available at www.spicycles.de). Internet information for cyclists, planners and other stakeholders has been provided by the Senate of Berlin and the Technical University of Berlin on specific websites.
58
Deliverable 7.4
The process of integration of the bike sharing into Public transport has not completed yet. However the concept was developed and promoted several times to PToperators. Due to a threat of a strike in PT of Berlin, DB Rent and a local PT operator prepared a small concept as a strike alternative including Vouchers for bike sharing. The strike was then cancelled, so the concept was immediately obsolete. Furthermore, DB Rent and S-Bahn Berlin prepared a special price offer for subscribers of S-Bahn, a reduced fixed payment tariff. Generally, the interest of PToperators has been increased permanently, and finally led to a new approach for integration to be started in 2009. Bucharest has completed the technical study for the development of cycling infrastructure, the study for adjusting the PT vehicles for bikes transport, and the guide for improving cycling condition within the city. In Gteborg, the pre-study for the creation of the Cycle Centre and the pre-study for the construction of 100 guarded cycle parking spaces have been completed, and the responsible decision makers informed about plans and costs. Furthermore, the inventory of air filling stations has been made, and the pre-study about additional station is ongoing. In Ploiesti, the cycling network has been integrated in the urban development plan made by the common effort of Mobility Department and Rehabilitation and Investment for the Roads Department. The implementation of countermeasures for thieves is still ongoing (the Police has been involved in applying security measures), while the creation of the Cycle Centre has not been done yet. In Rome, the map of the local cycling lanes network is updated annually. The systematic appraisal and elaboration of the cartography of the local cycle lanes network is still in progress because of changes in political administration. The definition of Local Cycling Network started at the end of 2006 and has been completed in February 2008. Moreover, the Cycling Office of Dip X acquired all local cycling networks, and has upgraded the cycling database and integration between the local paths with the main cycling lanes and the services for cycling (parking, public transport, bike sharing). Finally it submitted to the City Council the Action Plan.
Building local partnerships
All cities, which planned to do it, have organised so far periodical roundtables involving stakeholders (Table 3-24), although Bucharest, Gteborg, and Ploiesti did not report the total number. The cities that planned to take part to annual meetings to ensure cross-cities exchange of information (Table 3-25), have done it although Barcelona, Bucharest, Gteborg, and Rome did not report the total number.
59

Table 3-24
Deliverable 7.4
Building Local Partnerships process indicators: number of periodical roundtables.

Barcelona Berlin 3 Not specified Bucharest Not specified Not specified Gteborg Not specified About 4/year Ploiesti Not specified Not specified Not specified Rome 2
3/year About 6/year
Table 3-25
Building Local Partnerships process indicators: number of annual meetings.

Barcelona Berlin 2 (total of 6) 2 2 Bucharest Not specified Not specified Gteborg Not specified 2 Ploiesti 1,67 2 Rome 2 2
Not specified
Barcelona has involved in building local partnerships the three retail outlets it expected. In Rome, ATAC has prepared a program document on building local partnerships highlighting the main achievements during the past meetings and the future plans to be implemented with all the stakeholders. The municipality of Gteborg is also enhancing cooperation both internally (in the municipality) and with stakeholders to be able to create better conditions and status for cyclists. The city of Bucharest managed to involve 14 local key actors (citys representatives, Transport Ministry, bicycles clubs, stakeholders, Public Transport Operators) for improving their mutual collaboration. It also organised specific roundtables and workshop with politicians to report on bike potential in Bucharest, while the platform for discussion and actions will be created after the end of SpiCycles. In Berlin, the opportunity to participate in workshops offered by the SpiCycles Berlin project was very well accepted by the Boroughs. All in all 11 out of 12 Boroughs attended at least one SpiCycles Berlin workshop. At the final planning workshop 75% of the Borough administrations were represented. It was also emphasised that the workshops were valuable further training opportunities that contributed to ease the professional co-ordination of bicycle promotion activities. Nevertheless, it was pointed out that there is still room for improvement: in particular the information flow to the building supervision departments and retail trade sector need to be improved. In conclusion, the high workshop attendance of experts from
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Deliverable 7.4
all levels of administrations, the improved communication and the capacity building aspect of the workshops contributed to improve institutional cooperation on all levels to some degree. The excellent experience made with the thematic workshops should be used as one opportunity to continue the strengthening of institutional cooperation. During the first half of 2006, the Citys Master Plan for Cycling was approved in Barcelona, in which partnerships were also seen as being important to realise the Cycle Registration Scheme for theft prevention, which consists of a metallic tag fitted into the bicycle frame (which includes a register code engraved on a micromechanical element that marks the vehicle in a physical, permanent and readable way), and a set of stickers of different types and functions (i.e. a register identifier clearly showing the register code of the bicycle in numeric and bar code format, a frame identifier to assign a serial number to those bicycles that do not have it, and an additional highly visible sticker to deter theft attempts). 483 bicycles were registered during the initial pilot (the target was 100) and a waiting list was created containing 1,224 people interested in a future pilot trial. The system was implemented as a permanent, simplified, procedure on www.bcn.cat in collaboration with other departments. 3.3 Impact assessment
In the following sub-sections the impact assessment of the actions is presented according to each evaluation sub-categories (see D7.2 Final Evaluation Plan [1])). At the end of each sub-section a table shows the overall qualitative estimation of the impacts caused by the actions on the cities situation. Table 3-26 illustrates the symbols used for indicating improvements, no changes, worsening, or to express that the situation is currently unknown.
Table 3-26 Legenda for the overall estimation of impacts for the evaluation subcategories
Symbol
Overall Estimation of impacts on the citys situation The situation has improved The situation has not changed The situation has worsened The situation is currently unknown
3.3.1
User acceptance
The city of Ploiesti has carried out a survey to investigate citizens attitude towards cycling (about 220 respondents contributed to the survey). A first results was that 45% of the respondents travel using public transport and just 18% using bicycles,
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Deliverable 7.4
although 67% of them own a bike. In fact they mostly use their bike for leisure and sport. The main reasons for not choosing cycling as transport mode are the lack of parking facilities (22%), insufficient bike lanes (20%), and the long distance between home and their job/school. Furthermore there are a number of difficulties that bikers must confront every day, such as vehicles parked on bike lanes (17%), insufficient marking signs (21%), and unsafe crossings (13%). The respondents were asked to make suggestion for encouraging cycling. They answered as follows: 31% recommended increasing the length of lanes, 13% suggested reducing traffic speed in cycling areas, 10% recommended to increase the number of dedicated areas only for cyclists and pedestrians, 18% suggested creating parking places. Although only 15% recommended setting up a bike rental system to provide bikes for adults and children, about 60% were interested to rent a bike. Finally, the respondents proposed building parkings for bicycles near schools/offices (38%), near car parkings (15%) and near shopping centres (30%). The survey targeted at cyclist groups showed that in Bucharest communication and awareness raising activities can play an important role in attracting people to cycling. In fact, these activities have been welcomed by a significant number of cyclists. The feedback of the survey targeted at the group of city authorities and public transport operators was also extremely positive. They laid particular stress on the fact that planning and building local partnerships are very useful for developing cycling in Bucharest. In Rome, the ease of use referred to the easiness of both use and comprehension of the graphics of the new cycle map as well as the facility of consultation of the information on cycling included in ATAC website was assessed considerable in a scale ranging from null to maximum (null, small, medium, considerable, maximum) by more than 66% of the cycling associations interviewed. The same results were obtained for the indicator success of advertising regarding the information campaign on the diffusion of the new map and updating of the website. As to the prototype of the Journey Planner in the above-mentioned scale, more than 66% of interviewees rated considerable the utility of the prototype for the increase of the utilization of bicycles as a form of transport, the ease of use referred to the easiness of use and comprehension of the system. The Association assigned a medium degree of appreciation to the reliability and completeness of the data supplied by the prototype. It was instead considered as remarkable the possibility of the prototype to increase intermodality and to ensure a higher level of safety to cyclists.
62

Table 3-27
City Barcelona Berlin Bucharest Gteborg Ploiesti Rome
Deliverable 7.4
Overall estimation of impacts for User Acceptance

Symbol
* * *
3.3.2
Operator Acceptance
In Berlin, the boroughs still suffer from insufficient financial strength to implement the different bicycle measures. The available local budget is still small although the amounts spent differ considerable from borough to borough and the overall situation changed positively. Some boroughs look for additional financial resources such as special grants and EFRE (Europischen Fonds fr regionale Entwicklung14) Regarding the implementation of bicycle measures a trend could be noticed. More and more measures are implemented combined with a shift from network to parking. The number of measures implemented doubled from 2004 to 2007. Regarding the future orientation of the bicycle policy a positive development could be noticed. In 2007 the majority of borough administrations replied to continue the bicycle policy on the same level. In 2008 all borough administrations answered to sustain the bicycle policy. Staff in charge of bicycle planning activities is often in charge of multiple work areas. Furthermore the heterogeneity of professions among the staff continues to exist. The result is that the approaches for bicycle planning and implementation differ from borough to borough. There is a shortage of manpower expressed in 2007 and 2008. This demand on manpower is still high and covers all areas of bicycle planning In conclusion, in order to keep the pace of changes to sustainable urban transportation systems and to reach the objective of being a bicycle friendly city the existing manpower situation needs to be improved to continue with the analysis, conceptual work and implementation of further bicycle promotion activities.
14
European Funds for Regional Development
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Deliverable 7.4
In Bucharest, the planning capability was considered as fairly good. The actions developed under the Planning for Cycling and Building Local Partnerships packages enhanced the local conditions regarding cycling development, and also reconsidered the position of cycling within the general strategy for transport in Bucharest. In Rome, the analysis of interviews with operators and decision makers led to conclude that: the prototype of the Journey Planner is useful for increasing the use of bicycle as a form of transport; it improved the ability of offices to cooperate with users; it is a useful instrument for integrating cycling and other modes of transport.
Table 3-28
Overall estimation of impacts for Operator Acceptance

Symbol
* * *
3.3.3
Political Acceptance
In Berlin, those who took part in the workshops declared that the SpiCycles project has improved communication and cooperation at all administration levels, although there are small differences in the assessment between Senate and Borough actors. In the opinion of Borough actors the SpiCycles project contributed to improve the communication between actors within the Borough administration, between different Borough administrations, and between Borough and Senate administration. The Senate representatives were less unanimous in assessing communication improvements, because some of them positively judged progresses, while others could not see any progress at all. As to the integration of the bike sharing into the Berlin PT, institutional cooperation is developing positively even though the lack of funding prevents widespread measures from implementation. In fact, since the traditional PT itself needs to be subsidised, PT operators have not enough financial strength to offer adequate service for integrating bike sharing into PT, although they are increasingly interested in offering their customers comfortable means of connection between bike sharing and PT. In spite of this, DB Rent managed to implement a reduced flat rate for PT customers in co-operation with S-Bahn Berlin.
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Deliverable 7.4
Finally, the workshops attendance in Berlin was high (between 37 and 49 participants attended the four Planning for Cycling workshops). Representatives from different target groups such as Federal Transportation Ministry, Senate and borough administrations, transport research institutions, housing companies, Cycling Association and Environment Association and consultancy firms participated and discussed actively the various workshop topics. The Committee members underlined the role of the Steering Committee to strengthen communication between project actors (internal) and external actors and to play a steering role for the project. Furthermore, the communication culture was very positively assessed especially the openly and target-oriented discussed topics as well as the common understanding of the project idea. Communication. Early information and involvement of Committee members established the basis for the application of the Second level bicycle route network planning guidelines and the bicycle parking guide. Steering. The willingness of the Committee members to discuss new ideas, implementation potential and problems resulted in that these aspects were considered and actions were taken. The project progress was sufficiently monitored and assessed. Weak points. Some minor weak points were mentioned to be improved in order to play a stronger steering role. The commitment to participate in the meetings, the active communication of project requests as well as the involvement of external actors need to be strengthened. A serious weak point was the poor accessibility of the building supervision departments. As a consequence the steering committee decided to interview the building supervision departments additionally within the Borough survey (see below). In conclusion, the establishment of a steering group is a helpful tool to strengthen coordination, co-operation and process monitoring of funded projects with a variety of actors. However special attention should be paid to the following three aspects: commitment to participate in the meetings, active communication of project requests and involvement of external actors. Bucharest found that the institutional cooperation improved to a limited degree. In fact, meetings and workshops that SpiCycles organised with local actors involved in cycling development didnt provide the expected results, and the platform for cycling will be realised after the end of the project. In Rome, the analysis of the questionnaires filled in by associations show the positive assessment of the usefulness of the definition of the local networks (Municipal Cycling Action Plan) for the increase of the utilization of bicycles as a form of transport. This experience also contributed, according to associations, to improve remarkably the capacity of cooperation between Public Administration and final users. Also the X Dept assessed as particularly positive the usefulness of the definition of the local networks. The experience has improved a lot the institutional co-operation and it has increased enough the technicians ability to plan actions for
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Deliverable 7.4
sustainable mobility. The development of the activity has demanded an offices engagement (reunions, inspections, etc.) between 36h and 72 h. In Rome, also the creation of the Intermodality Desk including all the institutional parties and cycling associations involved in public mobility and the development of urban cycling has been positively assessed. More than 66% of the interviewed cycling associations rated as considerable or above the level of user acceptance (for the importance of the Desk for increasing the utilization of bicycles as a form of transport) and the user perception of its reliability. The operators and decision makers assessed positively the improvement in planning capability and institutional cooperation.
Table 3-29
Overall estimation of impacts for Political Acceptance

Symbol
* * *
3.3.4
Information/Level of Awareness
In the city of Bucharest, the cyclist group respondents rated low the availability of information, while the city authorities and PT operator group rated this indicator as acceptable. This means that it is necessary not only to make available to citizens more information about cycling, but to improve the information flow between local actors, involving more actively in communication activities both groups. Both groups rated the accessibility of information as satisfactory. The cyclist group considered above average the quality of the information provided by the activities and campaigns the communication and awareness raising action, and the city authorities and PT operator group considered of good quality the studies and activities developed under the planning for cycling and building local partnerships actions. Finally, the success of advertising was rated as satisfactory by both groups. One finding of the survey carried out in Berlin is that citizens/investors cannot easily identify the professional staff in charge of bicycle planning activities in the borough administration. As a consequence there is a need to make the responsibility for bicycle planning activities within the administration more transparent for citizens and business people in order to ease accessibility to expertise.
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Deliverable 7.4
Since the special offer for PT customers was introduced, both websites, DB Rents as well as S-Bahns inform their customers regularly about the offer by different means. The offer was presented via newsletters, news or general information. Furthermore several newspapers and online information platform referred to the over. As a consequence, the overall visibility of offers connecting bike sharing and PT has been improved by the SpiCycles project. The impact of the SpiCycles workshops regarding the information quality was assessed as very positive. The participants gained helpful and new information for every day work life as well as helpful suggestions for implementation tasks. The mix and variety of presenters and topics was assessed as good. Although the staff of the supervision departments is well informed about the legal situation, they are not informed about existing professional guidelines (e.g. the bicycle parking guide is largely unknown). As a consequence, the building supervision department should be informed that an electronic version of the guidelines on bicycle parking is available. The knowledge of these guidelines might contribute to ensure that user-friendly and high standard parking solutions are applied. In Rome, the associations assessed as positive (medium remarkable) the reliability, availability and quality of the information supplied both by the websites and the ATAC and Municipality offices. Also the easiness of understanding of the graphics and of the friendliness of the information supplied, were evaluated as high.
Table 3-30
Overall estimation of impacts for Information/Awareness Level

Symbol
* * *
3.3.5
Change in mobility
In Berlin, current surveys show that the share of bicycle users increased by 18% between 2004 and 2006. The current share varies in the twelve boroughs. The inner city of Berlin is the area with the highest share of bicycle riders (up to 25%). The
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average bicycle traffic increased from 100% in 2001 to 129% in 200815, while the modal share of cycling increased from 10 % to 14 %.
Change in mobility in Berlin
150% 100% 50% 0%
Increase in av erage bicycle Increase in the modal share of traffic cycling 2001 2008
Figure 3-7
Change in mobility in Berlin
The communication and awareness raising action in Bucharest slightly affected the attitude towards using cycling for daily trips. Furthermore, people who increased the number of their daily cycling trips to the detriment of their number of trips made using public transport or walking, and only a small part of them to the detriment of car trips. The survey also showed that in the last years the number of specialized bicycles shops has increased from 3 to 30. The raising demand for bicycles has created an optimistic scenario for cycling development in Bucharest.
Table 3-31
Overall estimation of impacts for Change in Mobility

Symbol
* * * *
15
According to the half-yearly bicycle report Radpegel Berlin - Halbjahresbericht 2008-1
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3.3.6 Modal Split
Deliverable 7.4
In Barcelona, whose objective was to increase the cycling modal share by 0,5% in 2008, an increase by 1.01% has been measured16, reaching a cycling mode share of 1.76% in 2007 (starting from 0,75% in 2005).
Change in modal split in Barcelona
1 ,80% 1 ,60% 1 ,40% 1 ,20% 1 ,00% 0,80% 0,60% 0,40% 0,20% 0,00% Modal split
2005
2007
Figure 3-8
Change in modal split in Barcelona
Bucharest reported that has almost reached the expected cycling modal share for the end of the project of 1%. In Rome, the information campaign on the diffusion of the new map of cycle lanes and on the updating of ATAC website were considered good and made it possible to increase cycle shifts with a result judged as medium. The increased cycle shifts replaced other forms of transportation and, in particular, private cars. Gteborg reported that no change in modal split has happened until now.
16
The source of these figures is the Basic Mobility Figures series published annually by Barcelona Municipality
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Table 3-32
Deliverable 7.4
Overall estimation of impacts for Modal Split

Symbol
* *
3.3.7
Integration
In Berlin, the interviews carried out show that local PT operators and bike sharing operators are aware that market potentials that result in the connection between PT and bike sharing are not utilized to the full extent. Furthermore the awareness that jointly used information platforms can increase the impact of information is growing. Nonetheless, PT operators are also aware that an increase of bike modal split can result in various special problems due to the space problems which bicycles cause in trains and buses, the increase of space needs for bicycles at PT stations, and increase of need for seamless travel. In conclusion, the operators opinion towards integration measures is developing positively through efforts within the SpiCycles project. PT operators see more and more integration concepts as part of a solution for their problems. Planning capability was measured considering the following three aspects: financial strength; measures implemented; future orientation.
The results concerning these aspects are as follows. As to the financial strength, DB Rent as a bike sharing operator dedicates an increasing but not quantifiable amount of budget to the development of integration concepts. As to the implementation of offers, DB Rent strives to implement integration concepts together with local operators. In May 2008 an offer for PT users was planned and implemented. DB Rent
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Deliverable 7.4
introduced a new tariff that allows the customer to use Callbikes for free for the first minutes of every ride in exchange for a yearly sum. PT users in Berlin receive a 50% discount on the yearly rate. As to the future orientation, since the flat-rate offer for PT users is a success for both, DB Rent and local PT operator, further co-operations are planned. In conclusion, the overall planning capability is increasing through the efforts within the SpiCycles project In Bucharest, the communication and awareness raising campaigns did not have any appreciable effect on improving the combined use of bicycle and public transport. In Rome 100% of interviews rated considerable or above in a scale ranging from null to maximum (null, small, medium, considerable, maximum) the ease of interchange induced by the realization of the prototype of the Journey Planner, which can contribute to integrate the use of bicycle with other transport modalities. Also the cycling map can contribute to this effect, because it contains the position of racks and information about transport lines in which it is allowed to carry bicycle onboard
Table 3-33
Overall estimation of impacts for Integration

Symbol
* * *
3.3.8
Emissions
In Bucharest, the respondents perceived the reduction of polluting and noise emissions as insignificant, although it was measured a decrease of 400 ton of CO2, and 560 kg of NOX (much more than the expected final quantification of respectively 31 and 210). Nevertheless, it is reasonable to expect that the reduction of emissions will be more significantly perceived as the campaigns for promoting bicycles will have attracted more people to cycling. In Ploiesti, there has been a reduction of emissions of CO2 (70 ton instead of the expected final quantification of 120 ton), NOx (180 kg instead of the expected final
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Deliverable 7.4
quantification of 370 kg), and HC (230 kg instead of the expected final quantification of 540 kg). Finally it has also been a decrease in the annual energy consumption of 20 ton/year instead of the expected final quantification of 37,5 ton/year.
Table 3-34
Indicator Annual reduction of energy consumption (ton/year) Reduction of HC (kg) Reduction of CO2 (ton) Reduction of NOX (kg)
Bike-sharing process indicators: number of involved companies/organisations

City Bucharest Ploiesti Bucharest Ploiesti Bucharest Ploiesti Bucharest Ploiesti Final quantification 20 230 400 70 560 180 Expected final quantification 37,5 540 31 120 210 370
R eduction of CO (ton) 2
400 350 300 250 200 150 100 50 0 Bucharest Final quantification P loiesti E xpected final quantification
Figure 3-9
Emissions: Reduction of CO2
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Deliverable 7.4
R eduction of N x (kg) O
600 500 400 300 200 100 0 Bucharest Final quantification P loiesti E xpected final quantification
Figure 3-10
Emissions: Reduction of NOX
Table 3-35
Overall estimation of impacts for Emissions

Symbol
* * * *
3.3.9
Overall transport safety
In Bucharest, no appreciable effects on overall transport safety were observed as a consequence of SpiCycles actions. In Gteborg, the number of accidents has undergone no appreciable variations from 1999 to 2006, although the authorities committed themselves to reduce it by 25% by 2009. One of the objectives of the city of Gteborg concerning safety was to increase the use of bicycle helmets by 25% in the period 1999 2009. They have already attained this objective, since in 1999 only 24 % of cyclists used helmet, while in 2007 they were 49 %. Since in 2006 the share was 44 % the increase of the share between 2006 and 2007 (5%) has been well above the average increase between 1999 and 2005 (about 3% per year). Furthermore, in the same period (1999 2009), there has been a decrease by 44% in the number of killed and injured cyclists (in
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Deliverable 7.4
1999 this number was 725 and in 2007 it was 408), although the total number of accidents has not changed since 1999. Berlin quantified the variation in the number of fatal accidents and injured people. The total number of accidents between 2005 and 2007 has slightly increased (by 3,7%), and there is a dramatic increase of fatal accidents (100%), a slight decrease of seriously injured people (3%), and a significant decrease of slightly injured people (8.7%). According to the short time period of two years the information value on injuries is weak17. 58% of the accidents are caused by cyclists. Berlin expects to reduce by 2010 the number of fatal accidents and the number of injured people in accidents, respectively, by 50% and 30%. In the city of Ploiesti there has been a decrease by 15% in the number of accidents since the start of the project, and this is an appreciable achievement, although it was expected a decrease by 25%. Furthermore, the survey carried out in the city of Ploiesti showed that citizens, especially the parents of the children, are concerned about safety of cycling in the city traffic. It is necessary to improve road signs along bike lanes and the traffic rules.
Table 3-36
Overall estimation of impacts for Overall Transport Safety

Symbol
* *
3.3.10 CIVITAS I High Level Objectives and impacts
In this final paragraph on impact assessment we report the results of a brief survey carried out among the Local Evaluation Managers of the participating cities. We simply ask them to identify the CIVITAS I High Level Objectives (HLO) addressed by the actions they implemented. This exercise should give a contribution in putting the SpiCycles actions in the framework of CIVITAS I. From the CIVITAS I city reports fifteen HLOs have been derived from local cities
17
Compare Table 3-17 Bicycle Accidents in Berlin (Source: Superintendent Police Berlin,
2008
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Deliverable 7.4
problems addressed by the implemented measures (Table 3-37); they represents the objectives which drive the adoption of the CIVITAS measures, or conversely the adoption of specific measures (or cluster of measures) can cause expected impacts described by the HLOs.
Table 3-37
ID HLO1 HLO2 HLO3 HLO4 HLO5 HLO6 HLO7 HLO8 HLO9 HLO10 HLO11 HLO12 HLO13 HLO14 HLO15
High Level Objectives identified by METEOR
Definition Improve the long-term planning process and information provision Reduce congestion Reduce traffic emissions and energy consumption Protect the city centre Increase the efficiency of the transport system Promote better integrated planning between transport and land use Increase the attractiveness of Public Transport, induce modal shift and its share Increase clean vehicle market share in private and public fleets Establish business cases and accelerate the take-up of clean vehicles solutions Decrease parking pressure Increase competitiveness and reliability of local production of alternative fuels Foster competitive procurement of clean vehicles Reduce journey times Reduce local emission and improve quality of life in city centres Improve safety and security of Public Transport
In addition, METEOR [2] drew up a table, which shows for each cluster of measures18 the expected impacts. Table 3-38 shows only the expected impacts for the cluster Cycling. SpiCycles have implemented only measures to promote cycling, so they all belong to the cluster of measures Cycling identified by METEOR. The Local Evaluation Managers were asked to indicate which HLOs the set of actions they implemented in SpiCycles contributed to. Table 3-39 shows for each action implemented the expected impacts, which were identified by at least four out of the five participating cities, which provided a feedback for Communication and Awareness Raising and Building Local Partnerships, and by at least five out of the
18
METEOR grouped the 212 measure implemented by the four CIVITAS I projects (MIRACLES, TELLUS, TRENDSETTER, and VIVALDI), into 11 clusters to make it easier the cross site evaluation analysis. The clusters were: Transport Information and Management; Multimodal Interchange; Mobility Management; Cycling; Car Sharing and Car Pooling; Zones with Controlled Access; Clean Vehicles and Fuels; Public Transport; Goods Distribution and Logistics Services; Parking Management; Road Pricing.
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six participating cities, which provided a feedback for Bike Sharing and Planning for Cycling19.
Table 3-38 Key impacts of the cluster of measures Cycling in CIVITAS I
The expected impacts are: HLO 3 Reduce traffic emissions and energy consumption HLO 5 Increase the efficiency of the transport system HLO 9 Establish business cases and accelerate the take-up of clean vehicles solutions HLO 10 Decrease parking pressure
If a city plans to adopt: Cycling
Table 3-39
Key impacts for each action implemented in SpiCycles

The expected impacts are: HLO 3 Reduce traffic emissions and energy consumption HLO 5 Increase the efficiency of the transport system HLO 1 Improve the long-term planning process and information provision HLO 4 Protect the city centre HLO 14 Reduce local emission and improve quality of life in city centres
If a city plans to adopt: Bike Sharing Communication and Awareness Raising
Planning for Cycling
HLO 1 Improve the long-term planning process and information provision HLO 4 Protect the city centre HLO 6 Promote better integrated planning between transport and land use HLO 14 Reduce local emission and improve quality of life in city centres
Building Local Partnerships
HLO 1 Improve the long-term planning process and information provision HLO 4 Protect the city centre HLO 5 Increase the efficiency of the transport system
19
The city of Berlin provided a feedback only for Bike Sharing and Building Local Partnerships.
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Table 3-40
Deliverable 7.4
Key impacts of the set of actions implemented in SpiCycles as a whole

The expected impacts are: HLO 1 Improve the long-term planning process and information provision HLO 3 Reduce traffic emissions and energy consumption HLO 4 Protect the city centre HLO 5 Increase the efficiency of the transport system HLO 6 Promote better integrated planning between transport and land use HLO 14 Reduce local emission and improve quality of life in city centres
If a city plans to adopt: SpiCycles actions
Comparing Table 3-38 with Table 3-40 the set of cycling actions implemented in SpiCycles has broadened the impacts, which can be expected from this cluster. This can be explained, considering that the cluster of measure implemented in CIVITAS I were mainly focussed on providing better or safer cycling infrastructure or conditions, while in SpiCycles initiatives focussed on Communication and Awareness raising20 and building local partnerships have also been developed. This can reasonably account for the additional expected impacts defined by HLO 1 and HLO 6. As to HLO 14 and HLO 4 seems to be in relation to each other and to HL 3, so it is not surprising that the LEMs expected the first two impacts along with the third by implementing the SpiCycles actions. Finally, no more than three SpiCycles LEMs expected the impact defined by HLO 9 and no more than four that defined by HLO 10; this can be due to the fact that in CIVITAS these impacts were expected by the combination of two or more clusters of measures, and not only by cycling measures. 3.4 Transferability analysis
The aim of the transferability analysis is to evaluate the possibility to implement in other cities the SpiCycles actions on the basis of the experience and information gathered during the project in the participating cities. In general, the possibility to transfer transport related measures from one city to another depends on a number of factors, which can be ascribed to city local characteristics and conditions (city size, tourist influx, urban development patterns, transport policies etc.). These factors can act as barriers or drivers in implementing transport measures, and the same factor can be a barrier or a driver in different specific conditions or circumstances. In METEOR [2] ten logical steps have been identified to successfully transfer
20
To be precise in CIVITAS, the city of Cork tried to raise awareness around European Car free Day. Cork and Graz created a cycle safety training program for primary school, while Stockholm introduced a web system for Bike and ride information.
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Deliverable 7.4
measures from one city (called originator city) to another (called receptor city), which start from the analysis of the current situation and problems in the receptor city, through the selection of those measures considered suitable for addressing the identified problems, to the implementation of the measures and steering of the results. METEOR has also organised information produced by the CIVITAS I cities in order to support receptor cities in identifying suitable measures which can help to address their local problems. The LEMs of each participating city were asked to provide their opinion about the most critical barriers and drivers for successfully transferring and implementing the SpiCycles actions. As already pointed out in METEOR, the most important factor, which affects the successful transfer of measures, is the possibility to replicate the physical, cultural and institutional conditions of the originator city, and that different specific local conditions inevitably limit the validity of any analysis of transferability. However, it is possible to investigate how, in general, city context constraints influence the implementation and transfer of transport policy measures. In the case of SpiCycles actions, the LEMs were asked to rate how the city context constraints (Table 3-14, Table 3-15, Table 3-16, Table 3-17, Table 3-18) and other local conditions (Table 3-41) identified by METEOR affected and can affect the implementation and transfer of the actions. The LEMs were free to indicate any additional constraints they run into during the implementation of the action in their city2122.
21
Ploiesti and Berlin added respectively Local infrastructure and Integration of Bicycles into PT to the Other Local Conditions. Since no other city indicated these barriers, we did not include them in the list.
In the final technical report of Bike Sharing action (D3.3 [6]), a number of transferability barriers were identified, which can be retraced to those identified in METEOR (Table 3-14). National Regulation and Allocation of city tasks and contracts are included in Institutions Legislation and Regulation, Administrative structure of cities is included in Institutions Administrative Structures and Practices, Different interests of operators and Different role of cycling and established cycling associations are included both Cooperation Partnership and Involvement and Cooperation - Key Individuals, and, finally, Different goals of cities is included in Politics and Strategy.
22
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Table 3-41
Deliverable 7.4
SpiCycles Actions transferability sensitiveness to other local conditions

Communication and Awareness Raising Positive Positive N.A. Positive Positive Positive Positive Positive Pos/Neg Planning for Cycling Negative Negative Negative Positive Positive Positive Positive Positive Positive Building Local Partnerships Positive Positive N.A. Positive Positive Positive Positive Positive Positive
City context constraint Bike Sharing City Size Urban Sprawl City Hilliness Public Support / Acceptability Previous Successful Experiences Public Transport Network Quality Public Transport Network Density Mobility Master Plan in Place Ability for effective enforcement Positive Negative Negative Positive Positive Positive Positive Positive Positive
Figure 3-13 show the mapping transferability context for the SpiCycles actions. This diagram representation was defined by METEOR [2]. Based on the information provided by the participating cities, it summarises graphically the city context constraints, which can act as barriers or drivers for the implementation of the actions, highlighting the most important factors, which should be considered when transferring these actions in other cities. The notation uses red colour for the border of the rhombus for barriers and green colour for drivers (Figure 3-12). Furthermore at the end of the text inside the rhombus of each driver/barrier a letter (L/M/H) show the relevance associated to it.
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Deliverable 7.4
Figure 3-11
Principles for Mapping Transferability Contexts.

(Source: METEOR [2])
Figure 3-12
Legenda for Mapping Transferability Contexts.

(Source: METEOR [2])
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Deliverable 7.4
BD6 Planning User assessment (M)
BD10 Cooperation Key individuals (M)
BD5 Planning Policy conflict/ Synergy (M)
BD7 Institutions Administrative Structures and Practices (M))
BD8 Institutions Legislation and Regulation (M)
BD9 Cooperation Partenrship and involvement (M)
BD11 Citizens participation (M)
BD4 Planning Economic (M/H)
BD12 Information and Public relations (M)
BD13 Technology (M)
BD14 Public funds and subsidy (M)
Urban sprawl
Public support BD3 Planning Technical (M/H) City Hilliness City size BD15 Exchange and mutual learning (M)
BD2 Politics and Strategy Conflict/ Coalition (M)
Adoption of SpiCycles Action

Bike Sharing Planning for Cycling
BD16 Cultural and lifestyle (M)
Communication and Awareness Raising
Building Local Partnerships
Previous successful experiences
BD1 Politics and Strategy Opposition/ Commitment (M)
Ability for effective enforcement
Public transport network quality
BD17 Problem pressure (M)
Mobility Master Plan in place
Public transport network density
HLO1 Improve the long-term planning process and information provision
HLO 3 Reduce traffic emissions and energy consumpion
HLO 4 Protect the city centre
HLO 5 Increase the efficiency of the transport system
HLO 6 Promote better integrated planning between transport and land use
HLO 14 Reduce local emission and improve quality of life in city centres
Figure 3-13
Fundamental Mapping for the SpiCycles actions
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Deliverable 7.4
4 Conclusions
The SpiCycles set of actions implemented by the six participating cities were all focussed on cycling with a view to increasing its modal share. After the implementation of the actions, in the city of Barcelona an increase in modal share by 135% has been measured (achieving a cycling mode share of 1.76% in 2007, starting from 0,75% in 2005); in Berlin, surveys show that the number of bicycle users increased by 20% between 2005 and 2008; the Local Evaluation Manager (LEM) of the city of Bucharest reported that the expected cycling modal share for the end of the project of 1% has almost been reached; in Rome and Ploiesti, although no quantitative measurements are available, the LEMs have the feeling that the SpiCycles actions made it possible to increase cycling modal share; Gteborg was the only one to report that no change has been measured in modal split so far (it expected a +1% by 2008 at the end of SpiCycles). Therefore, except for Gteborg, which already has a reasonably high cycling modal share (9%), the final results attained show that the actions were successful, although it is not possible to ascribe them only to the SpiCycles actions. However, it is reasonable to think that synergies deriving from the implementation of actions like Communication and Awareness Raising, Building Local Partnerships, and Planning for Cycling contributed to boost the implementation of measures outside SpiCycles project. The actions were expected to produce impacts in the social, transport system/behaviour, environment, safety, and economics areas. On the basis of the information and data collected by the LEMs, who performed the local evaluation activities, it was found that the actions produced positive impacts in the abovementioned areas, except for economics, for which no data and information was collected by the participating cities, and, therefore, no conclusions could be drawn. One drawback pointed out by METEOR with regard to the cluster of measures Cycling implemented in CIVITAS I, was the low level of awareness of the measures, but SpiCycles has got round it by implementing a specific action focused on information and awareness raising. The above reported results seem to reward this choice. The level of acceptance of the measures is high, and also the perception of impacts on reducing energy consumption and environmental impacts is positive. All participating cities have generally succeeded in completing the activities planned for each action at the beginning of the project. The implementation process was influenced by a reduced number of institutional barriers (administrative structures and practices and legislation and regulation) and barriers relating to the cultural context, as already pointed out in METEOR [2]. In fact current attitude towards cycling in urban mobility and transport planning seems to prevent from using bicycles. Another problem experienced is the difficulty in finding funding for the implementation of the actions, despite the light character of them. However, there are a number of drivers, which can facilitate the implementation process, such as citizens participation and favourable attitude, partnership and involvement, problem pressure (growing demand for sustainable transport systems), and policy synergies.
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Deliverable 7.4
Contrary to what happened in CIVITAS I, information and awareness campaigns seem to have increase cycling demand. Except for bike sharing, which is the more-technology intensive measure for promoting cycling (anti-theft systems, counting systems of journey planners can also involve technology), the SpiCycles actions did not involve the adoption of technology, and mainly consisted of a number of light measures, such as organising information and awareness campaigns, creating platforms for involving stakeholders, creation of parking spaces for bicycles or racks, etc. As a consequence no high risk for the implementation of the same actions in other cities were identified. According to the approach of METEOR almost all barriers and drivers have a moderate influence in the implementation process and transferability of the SpiCycles actions. However some local conditions like urban sprawl and city hilliness can negatively affect the implementation of measures promoting the use of cycling.
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Deliverable 7.4
5 References and bibliography
[1] Project SpiCycles (2007), Deliverable 7.2: Final Evaluation Plan, European Community Sixth Framework Programme - Intelligent Energy Europe Initiative (IEE). [2] Project METEOR (2006) Deliverable 6: CIVITAS 1 Cross Site Evaluation, European Community Fifth Framework Programme Growth: KA 2 "Sustainable Mobility and Intermodality". [3] Project METEOR (2003) Deliverable 2: Assessment Framework and Evaluation Guidelines for Data Collection, European Community Fifth Framework Programme Growth: KA 2 "Sustainable Mobility and Intermodality". [4] European Commission, Transport Directorate DG VII (1999), The MAESTRO Guidelines. MAESTRO project ST-97-RS.2162. Deliverable 6. [5] Project SpiCycles (2005), Annex I Description of the Action, European Community Sixth Framework Programme - Intelligent Energy Europe Initiative (IEE). [6] Project SpiCycles (2008), Deliverable 3.3 Bike sharing Key findings and recommendations, European Community Sixth Framework Programme - Intelligent Energy Europe Initiative (IEE). [7] Project SpiCycles (2008), Deliverable 4.3 Communication and Awareness raising -Key findings and recommendations, European Community Sixth Framework Programme - Intelligent Energy Europe Initiative (IEE). [8] Project SpiCycles (2008), Deliverable 5.3 Planning for Cycling- Key findings and recommendations, European Community Sixth Framework Programme Intelligent Energy Europe Initiative (IEE). [9] Project SpiCycles (2008), Deliverable 6.3 Building Local Partnerships Key findings and recommendations, European Community Sixth Framework Programme - Intelligent Energy Europe Initiative (IEE).
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Spicycles FinalReport

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Programme Project Number Project Acronym Project Name Working Document Working Document Number Contractual Date of Delivery

Editor(s) Project Co-ordinator

Document Control Sheet

Final Evaluation Report D 7.4

Description of the actions

Common evaluation analysis

Conclusions References and bibliography

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

Project objectives and structure

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

WP2 Benchmarking WP2 Benchmarking

The City Cases

WP5 WP5 Planning Planning for Cycling for Cycling

WP6 WP6 Building Local Building Local Partnerships Partnerships

WP7 Evaluation WP7 Evaluation

WP8 Dissemination WP8 Dissemination

WP9 Common Dissemination WP9 Common Dissemination

The structure of the SpiCycles project.

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

Overview of the evaluation process

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

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

SpiCycles Evaluation Working Group

Role and structure of this document

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

Assessment objective Definition of success

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

Acronyms and abbreviations

EWG LEM NGO OEM PMP WP WPL

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

2 Description of the actions

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The two communication measures have been realised satisfactorily.

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

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Contract no. EIE/05/059/SI2.421631 SPICYCLES for the cycle centre.

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All activities were successfully carried out.

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3 Common evaluation analysis

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Background indicators: comparison of general indicators

1.629.537 16.134 503

3.395.500 3.807 641

1.929.615 8.108 1.060

490.000 2.552 1.089

231.620 3.963 2.515

2.810.000 8.145 2.187

Mode of transport Car Public transport Walking Cycling Other modes

Various years of surveys

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

Mode of transport Car Public transport Walking Cycling Other modes

Background indicators: total number of trips per day per person5

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

Ploiesti 7,8 326 2,4%