VEDI ANCHE: ASSOCIAZIONI, MOVIMENTI

VEDI ANCHE: TRAFFICO LENTO

VEDI ANCHE: SICUREZZA

per BIKE SHARING, CAR SHARING e CAR POOLING, vedi la voce SHARED MOBILITY - MOBILITA' CONDIVISA

vai a:

• DOCUMENTI: MOBILITA' NON MOTORIZZATA (PEDONALE E CICLISTICA)
• DOCUMENTI: MOBILITA' CICLISTICA
• ENTI, ASSOCIAZIONI, PORTALI, WIKIS, BLOGS
• BIKE-SHARING, SISTEMI PER L'USO CONDIVISO DI BICICLETTE : dal 2015 vedi la voce SHARED MOBILITY - MOBILITA' CONDIVISA
• AL LAVORO IN BICI (BIKE TO WORK), INCENTIVI
• A SCUOLA IN BICI (BIKE TO SCHOOL)
• EDUCAZIONE ALL'USO DELLA BICI (CHILDHOOD CYCLING PROMOTION)
• BICI ELETTRICHE (E-BIKES)
• GUIDA DEL CICLISTA, GUIDA ALL'USO DELLA BICI
• FORMAZIONE DEI CICLISTI (TRAINING)
• INIZIATIVE, PROMOZIONE DELLA MOBILITA' CICLABILE
• INTEGRAZIONE COL TRASPORTO PUBBLICO
• NORMATIVA E SEGNALETICA
• OBBLIGO DEL CASCO PER I CICLISTI
• PIANIFICAZIONE LOCALE E REGIONALE DELLA MOBILITA' CICLABILE, MANUALI (HANDBOOKS)
• PERCORSI CICLABILI, PISTE CICLABILI, INFRASTRUTTURE (BIKE INFRASTRUCTURES)
• SUPERSTRADE CICLABILI, PISTE CICLABILI VELOCI (CYCLE SUPER HIGHWAYS, RADSCHNELLWEGE, VELOBAHNEN, VELOSTRASSEN, VOIES EXPRESS VELO)
• PIANI NAZIONALI DELLA MOBILITA' CICLABILE, MASTER PLAN
• SICUREZZA (PREVENZIONE DEI FURTI / ANTIVOL / THEFT PREVENTION / FAHRRADDIEBSTAHL)
• VALUTAZIONE DELLE POLITICHE E DEGLI INVESTIMENTI IN INFRASTRUTTURE E COSTI-BENEFICI DELLA MOBILITA' CICLABILE, BIKENOMICS
• CONTEGGIO DELLA MOBILITA' CICLABILE E PEDONALE
• PARCHEGGI PER BICI / BICYCLE PARKING
• TRASPORTO MERCI E PERSONE: CYCLE LOGISTICS, CORRIERI, TRASPORTO PACCHI, (VELO)TAXI, CARGO BIKES
• CARTOGRAFIA, ITINERARI CICLABILI
• CICLOTURISMO, VIAGGI IN BICICLETTA, ECOTURISMO
• MOUNTAIN BIKE - USO RICREATIVO
• RECUPERO DI FERROVIE DISMESSE (VIE VERDI, GREENWAYS, RAILS-TO-TRAILS)

DOCUMENTI: MOBILITA' NON MOTORIZZATA (PEDONALE E CICLISTICA)

Libby Thomas, Paul Ryus, Conor Semler, Nathan J. Thirsk, Kevin Krizek, Charles Zegeer (University of North Carolina), Delivering Safe, Comfortable, and Connected Pedestrian and Bicycle Networks: A Review of International Practices. Federal Highway Administration, U.S. Department of Transportation, Washington, DC, May 2015, 67 p. [formato PDF, 8,9 MB]. "The purpose of this study was to identify noteworthy and innovative international designs, treatments, and other practices that have potential to improve bicycle and pedestrian safety and access and increase walking and bicycling in the United States. This report covers treatments and practices from a total of 11 countries, covering six thematic areas: (1) network infrastructure, (2) limited auto traffic areas, (3) signalization, traffic control, and intelligent transport systems, (4) policy change, (5) criteria or methods for prioritizing improvements, and (6) goals and network performance measures. A number of treatments and practices appear to have significant potential to help improve bicycle and pedestrian network safety, comfort, and connectivity in the U.S."

Thorsten Koska, Frederic Rudolph (Wuppertal Institut für Klima, Umwelt, Energie gGmbH), The role of walking and cycling in reducing congestion : a portfolio of measures. FLOW Project, July 2016, 71 p. [formato PDF, 8,8 MB]. "The Portfolio of Measures describes the actual effects of different types of measures on congestion by presenting case studies and drawing conclusions out of them. The portfolio presents information on the potential of walking and cycling measures to relieve urban congestion. Cities are actively seeking information and implementation experience from other cities. However, information available on websites, portals and good-practice guides is of mixed quality. In providing more information on the impact of walking and cycling measures, this portfolio aims at contributing to political agenda setting and measure selection. The first part of the portfolio provides some general findings about the role of walking and cycling measures in relieving congestion, based on literature review and an expert survey carried out within the FLOW project. It is then followed by 20 cases in which walking measures, cycling measures or combinations of measures have been successfully implemented in Europe and abroad. The case studies have been clustered in five big groups according to their topics: Cycling infrastructure (moving traffic); Walking and Cycling Infrastructure (moving traffic); Cycling infrastructure (parking and bike sharing); Traffic management strategies; Mobility management and Measures for more than one mode. The final chapter summarises the effects of the 20 cases and elaborates some general lessons learned. On general finding is - the measures described have helped reduce congestion or at least have increased walking and/or cycling levels without increasing congestion."

Shannon Sahlqvist, Anna Goodman, Tim Jones, Jane Powell, Yena Song, David Ogilvie and on behalf of the iConnect consortium, Mechanisms underpinning use of new walking and cycling infrastructure in different contexts: mixed-method analysis, Int J Behav Nutr Phys Act. (2015) 12:24 (15 p.) [formato PDF, 1,30 MB]. Open Access. "BACKGROUND: Few studies have evaluated the effects of infrastructural improvements to promote walking and cycling. Even fewer have explored how the context and mechanisms of such interventions may interact to produce their outcomes. METHODS: This mixed-method analysis forms part of the UK iConnect study, which aims to evaluate new walking and cycling routes at three sites - Cardiff, Kenilworth and Southampton. Applying a complementary follow-up approach, we first identified differences in awareness and patterns of use of the infrastructure in survey data from a cohort of adult residents at baseline in spring 2010 (n?=?3516) and again one (n?=?1849) and two (n?=?1510) years later following completion of the infrastructural projects (Analysis 1). We subsequently analysed data from 17 semi-structured interviews with key informants to understand how the new schemes might influence walking and cycling (Analysis 2a). In parallel, we analysed cohort survey data on environmental perceptions (Analysis 2b). We integrated these two datasets to interpret differences across the sites consistent with a theoretical framework that hypothesised that the schemes would improve connectivity and the social environment. RESULTS: After two years, 52% of Cardiff respondents reported using the infrastructure compared with 37% in Kenilworth and 22% in Southampton. Patterns of use did not vary substantially between sites. 17% reported using the new infrastructure for transport, compared with 39% for recreation. Environmental perceptions at baseline were generally unfavourable, with the greatest improvements in Cardiff. Qualitative data revealed that all schemes had a recreational focus to varying extents, that the visibility of schemes to local people might be an important mechanism driving use and that the scale and design of the schemes and the contrast they presented with existing infrastructure may have influenced their use. CONCLUSIONS: The dominance of recreational uses may have reflected the specific local goals of some of the projects and the discontinuity of the new infrastructure from a satisfactory network of feeder routes. Greater use in Cardiff may have been driven by the mechanisms of greater visibility and superior design features within the context of an existing environment that was conducive neither to walking or cycling nor to car travel."

Caroline Mullen, Miles Tight, Anthony Whiteing, Ann Jopson, Knowing their place on the roads: what would equality mean for walking and cycling?, Transportation Research Part A 61 (2014) 238-248 [formato PDF, 527 kB]. "Trials and dangers faced by pedestrians and cyclists have not only created an impression of undesirable conditions, but have promoted arguments of injustice and inequality. High rates of death and injury coupled with reporting of poor infrastructure and fear of the behaviour of other road users point to a plausible prima facie concern that pedestrians and cyclists suffer inequalities. Yet this appearance masks uncertainty about what factors are relevant in judging inequality and how these should be treated against potentially competing claims. This article develops a framework assessing conditions for walking and cycling according to a theoretical conception of political and social equality, and so providing a basis on which to make arguments for change in transport policy, planning and law. In developing the framework we examine the relevance to equality of a range of factors, including measurement of road casualties, questions of responsibility to increase walking and cycling as means of contributing to pollution and carbon reduction, matters of fault and responsibility for road safety, and the economic impacts of improving conditions for walking and cycling."

Gunilla Björklund, Värdering av restidsbesparingar vid gång- och cykelresor. Tre sammanfattningar (Valuation of travel time savings in pedestrian and bicycle trips. Three summaries). (VTI notat 11-2014). VTI, Linköping, 2014, 38 p. [formato PDF, 716 kB]. "This report consists of three summaries of studies, conducted at VTI, concerning cyclists’ valuation of travel time savings on different types of bicycle paths and pedestrians’ valuation of travel time savings on footh paths. In the bicycle studies effects of health aspects have also been studied. All studies are questionnaire studies conducted with stated preference techniques. The results show that the valuation of travel time savings are lower when cycling on a bicycle path than when cycling on a road way in either mixed traffic or in a bicycle lane in the roadway. Cycling on a path next to the road was not considering worse than cycling on a path not in connection to the road, indicating that the respondents did not take traffic noise and air pollution into account in their decision to cycle. Respondents who included health aspects in their choice to cycle had lower value of travel time savings for cycling than respondents that stated that health aspects were of less importance, at least when cycling on a bicycle path. Valuations of travel time savings regarding cycling differed markedly depending on the respondents’ alternative travel mode, where persons with car as alternative travel mode had much higher values than those with public transport as alternative travel mode. The mean values of travel time savings were 241 SEK/h for cycling in mixed traffic, 249 SEK/h for cycling on a bicycle lane in the road way, 178 SEK/h for cycling on a bicycle path next to the road, and 167 SEK/h for cycling on a bicycle path far from the road. The lowest value obtained in these studies was 60 SEK/h and the highest was 344 SEK/h, depending on alternative travel mode, health awareness, and if the questionnaire was distributed to existing cyclists or sent home to a random sample (commuters). To study the shift to bicycle from other types of travel modes when changing the bicycle environment an incremental logit model was used. The results showed that the largest shift to bicycle would happen if all cycling after the change takes place on a bicycle path far from the road. The proportion of cyclists in this study would then increase from 51.0 percent to 61.3 percent, i.e., an increase of 20 percent. For pedestrians, it was shown that individuals do not seem to prefer separated pedestrian and bicycle paths or completely secluded footpaths to the extent one might expect. The main thing seems to be that the walk takes place on a footpath of some sort and not along the roadside on a road with motor vehicles. Another result that is worth to highlight is that the visibility seems to be very important for which route people choose to walk. Other attributes such as maintenance, distance to a road with motor vehicles and type of crossing were not nearly as important. The lowest value for a travel time savings for walking that was obtained in these studies, 79 SEK/h, regarded a walk on a separated pedestrian and bicycle path with good visibility, far from a road with motor vehicles and well maintained. The highest value, 239 SEK/h, regarded walking to or from another travel mode along a roadside on a road with speed limit 50 km/h."

Laura Wagner, Using Health Impact Assessments to Evaluate Bicycle and Pedestrian Plans, Pedestrian and Bicycle Information Center, Chapel Hill, North Carolina, January 2013, 18 p. [formato PDF, 871 kB].

Anna Goodman (London School of Hygiene and Tropical Medicine), Walking, Cycling and Driving to Work in the English and Welsh 2011 Census: Trends, Socio-Economic Patterning and Relevance to Travel Behaviour in General, PLoS ONE 8(8): e71790, August 2013, 11 p. [formato PDF, 1,63 MB]. "Objectives: Increasing walking and cycling, and reducing motorised transport, are health and environmental priorities. This paper examines levels and trends in the use of different commute modes in England and Wales, both overall and with respect to small-area deprivation. It also investigates whether commute modal share can serve as a proxy for travel behaviour more generally. Methods: 23.7 million adult commuters reported their usual main mode of travelling to work in the 2011 census in England and Wales; similar data were available for 1971–2001. Indices of Multiple Deprivation were used to characterise socioeconomic patterning. The National Travel Survey (2002–2010) was used to examine correlations between commute modal share and modal share of total travel time. These correlations were calculated across 150 non-overlapping populations defined by region, year band and income. Results: Among commuters in 2011, 67.1% used private motorised transport as their usual main commute mode (21.8 percentage-point change since 2001); 17.8% used public transport (+1.8% change); 10.9% walked (20.1% change); and 3.1% cycled (+0.1% change). Walking and, to a marginal extent, cycling were more common among those from deprived areas, but these gradients had flattened over the previous decade to the point of having essentially disappeared for cycling. In the National Travel Survey, commute modal share and total modal share were reasonably highly correlated for private motorised transport (r = 0.94), public transport (r = 0.96), walking (r = 0.88 excluding London) and cycling (r = 0.77). Conclusions: England and Wales remain car-dependent, but the trends are slightly more encouraging. Unlike many health behaviours, it is more common for socio-economically disadvantaged groups to commute using physically active modes. This association is, however, weakening and may soon reverse for cycling. At a population level, commute modal share provides a reasonable proxy for broader travel patterns, enhancing the value of the census in characterising background trends and evaluating interventions."

David Ogilvie, Fiona Bull, Jane Powell, Ashley R. Cooper, Christian Brand, Nanette Mutrie, John Preston, and Harry Rutter, An Applied Ecological Framework for Evaluating Infrastructure to Promote Walking and Cycling: The iConnect Study, American Journal of Public Health, March 2011, 101, 473–481 [formato PDF, 1,25 MB]. "Improving infrastructure for walking and cycling is increasingly recommended as a means to promote physical activity, prevent obesity, and reduce traffic congestion and carbon emissions. However, limited evidence from intervention studies exists to support this approach. Drawing on classic epidemiological methods, psychological and ecological models of behavior change, and the principles of realistic evaluation, we have developed an applied ecological framework by which current theories about the behavioral effects of environmental change may be tested in heterogeneous and complex intervention settings. Our framework guides study design and analysis by specifying the most important data to be collected and relations to be tested to confirm or refute specific hypotheses and thereby refine the underlying theories."

Colin G Pooley [et al.], Understanding walking and cycling: Summary of key findings and recommendations. Lancaster University, September 2011, 26 p. [formato PDF, 2,39 MB] "It is widely recognized that there is a need to increase levels of active and sustainable travel in British urban areas. The Understanding Walking and Cycling (UWAC) project, funded by the EPSRC, has examined the factors influencing everyday travel decisions and proposes a series of policy measures to increase levels of walking and cycling for short trips in urban areas. A wide range of both quantitative and qualitative data were collected in four English towns (Leeds, Leicester, Worcester, Lancaster), including a questionnaire survey, analysis of the built environment, interviews and ethnographies. Key findings of the research are that whilst attitudes to walking and cycling are mostly positive or neutral, many people who would like to engage in more active travel fail to do so due to a combination of factors. These can be summarised as: Concerns about the physical environment, especially with regard to safety when walking or cycling; The difficulty of fitting walking and cycling into complex household routines (especially with young children); The perception that walking and cycling are in some ways abnormal things to do so. It is suggested that policies to increase levels of walking and cycling should focus not only on improving infrastructure (for instance through fully segregated cycle routes), but also must tackle broader social, economic, cultural and legal factors that currently inhibit walking and cycling. Together, such changes can create an environment in which driving for short trips in urban areas is seen as abnormal and walking or cycling seem the obvious choices."

Active Transportation in Canada: a resource and planning guide. Transport Canada, Ottawa, 2011, 100 p. [formato PDF, 6,60 MB] "This guide is intended primarily for municipal and regional transportation planners in communities with limited active transportation planning and implementation experience, but can also be used by other individuals, including allied professionals (e.g., community planners, engineers, public health officers, etc.). While the guide is intended primarily for town and transportation planners, it recognizes that all types of planners (e.g., recreation, environmental, economic development, etc.) at all levels (e.g., local, regional , provincial, etc.) have a role to play in promoting and supporting active transportation in their communities. Another group that can use this guide is elected representatives, who are a community’s major decision-makers and are critical players in helping support and promote active transportation. Finally, representatives from local advocacy organizations (e.g., environmental groups, healthy living associations, etc.) and community groups with an interest in active transportation (e.g., Chambers of Commerce) can also use this guide to support communitybased active transportation projects initiated outside of City Hall, or as a resource guide to help better support and engage with active transportation projects initiated by the local government." Cette publication est aussi disponible en français sous le titre "Guide de planification et de ressources sur les transports actifs au Canada".

Anci, Fiab, Legambiente, #salvaiciclisti, Comune di Reggio Emilia, Libro Rosso della Ciclabilità e della Mobilità nuova. Le soluzioni elaborate dagli Stati Generali della Bicicletta, 5-6 ottobre 2012 - Reggio Emilia. 2012, 25 p. [formato PDF, 291 kB]. "Il lavoro degli Stati Generali ha prodotto il presente documento, un Libro di Impegni per le Amministrazioni di ogni livello, che sintetizza le proposte principali in materia di mobilità nuova. Tra queste vi sono appunto la riduzione al limite dei 30 chilometri orari della velocità urbana, il rafforzamento degli investimenti sul trasporto pubblico e sulle infrastrutture minori e gli spazi a servizio di ciclisti e pedoni, il dimezzamento della mortalità causata da incidenti in ambito urbano, la creazione di una rete di slow cities impegnate a promuovere una nuova filosofia di mobilità nelle città e a continuare il confronto e lo scambio di idee e best practice, l’introduzione di corsi di mobilità ciclistica nelle scuole, il ridisegno delle città mettendo al centro della pianificazione pedoni e ciclisti. La sottoscrizione del Libro verrà considerata un impegno per le Amministrazioni attuali e future di tradurre in azioni concrete l’esigenza di una mobilità nuova, oggi dilagante nella società e che non deve essere sottovalutata. L’obiettivo è quello di rafforzare la lobby a sostegno degli interessi della mobilità collettiva alternativa alla lobby della mobilità individuale motorizzata." Altro titolo: Libro bianco degli Stati Generali della Bicicletta 2012.

International Technology Scanning Program, Pedestrian and Bicyclist Safety and Mobility in Europe. FHWA/US DOT (HPIP), Washington, DC, February 2010, 80 p. [formato PDF, 3,30 MB]. "In May 2009, a team of 12 transportation professionals from the United States with expertise in bicycling and walking visited five countries in Europe to identify and assess effective approaches to improve pedestrian and bicyclist safety and mobility. The countries visited—Denmark, Germany, Sweden, Switzerland, and the United Kingdom—were chosen because of their innovative approaches to nonmotorized transportation, as well as the potential transferability of their policies and practices. The scan team gathered a considerable amount of information on various strategies and approaches that could be used to improve pedestrian and bicyclist safety and mobility in the United States. This section highlights the most important findings from the scanning study. The “General Findings and Conclusions” section describes the broader issues and themes that emerged on the scan and provides a context for understanding the details provided in the body of the report. The “Key Findings” section provides details on specific topics and is organized around the 5E approach (an expanded version of the 3E approach commonly used in traffic safety improvements)."

Jacques Stambouli (Université d'Artois), Les services de transport du développement urbain durable: innovations autour des métriques de la marche à pied. (Études et Recherches Économiques Interdisciplinaires de l'Artois 2008-07). Arras, 2008, 19 p. [formato PDF, 131 kB].

Juliane Krause, Edzard Hildebrandt, Modellvorhaben "Fußgänger- und fahrradfreundliche Stadt". Chancen des Fuß- und Radverkehrs als Beitrag zur Umweltentlastung (Progetto modello "Città amica dei pedoni e delle bici". Potenzialità della mobilità pedonale e ciclabile come contributo al risanamento ambientale). (Texte 28/2005). Umweltbundesamt, Dessau, Januar 2006, 289 p. (177 p. + allegati) [formato PDF, 7,17 MB]. "From June 2001 until October 2003 the model project "Walking and cycling friendly city" was accomplished. Model cities were the three cities Lingen (Ems), Plauen (Vogtland) and the Luthertown Wittenberg. The aim of the project was the creation of a positive climate towards walking and cycling through a long term promotion of these traffic forms, by forming equal rights in planing decisions and to strength its position in the planning institutions. For each model city it was built up a main concept with the administrationen (specific workinggroup) and local participants (advisors), or an existing concept was been updated. Caused by the short running time of the project and due to the fact, that no capital intensive programms has been promoted the highlights were: simple actions with little constructional or other effort; mainly ideas of public relations and communication; establishing a quality management with long lasting effects. The occured effects, realisation restaints and the benefits in the domains infrastructure, involvement and public relations have been appraised. This showes that: the proportion of walking and cycling at all ways can be increased with help of innovative, cost efficient and unconventional solutions; that the problems of the implementation of concepts for walking and cycling primarily lay in the financial safeguarding of projects and single measures and in the missing knowledge about moving for financial funding and the own capital. The conclusions show recommendations for the strategic promotion of walking and cycling programms for the local administration."

World Road Association (PIARC), Human powered transport / Transport à propulsion humaine. La Défense, 2008, 31 p. [formato PDF, 1,91 MB]. "This report, prepared by PIARC Technical Committee 2.3 «Urban Areas and Integrated Urban Transport» deals with the topic of human powered transport, which is often ignored or lacks appropriate recognition as a viable mode of transport. However, it is a very important mode of transport from the point of view of its significance and sustainability. The report focuses mainly on walking and cycling. A statistical analysis on these unmotorized modes of transport is presented, based on the results of a survey carried out with 21 European and Asian cities. Information is also provided on the infrastructure design for these two modes of transport in the cities considered."

Linda Christensen, Thomas Jensen (Danish Transport Research Institute), Switching from car to walking and biking for short trips. COST 355 presentation, 3 October 2007, 15 slides [formato PDF, 104 kB].

Dawn Royal, Darby Miller-Steiger, National Survey of Bicyclist and Pedestrian Attitudes and Behavior. Volume I: Summary Report. U.S. Department of Transportation, National Highway Traffic Safety Administration (NHTSA), Washington, DC, August 2008, 32 p. [formato PDF, 730 kB]. "This report provides a top line summary of key data results regarding the behaviors and attitudes on various topics related to walking and bicycling including reported frequency of walking and bicycling during the summer months, trip purpose and characteristics, perceptions of safety, safety practices, facilities available and community design."

Il traffico lento nei progetti d'agglomerato. Linee guida. (Documentazione sul traffico lento n.112). Ufficio federale delle strade (USTRA), Berna, Aprile 2007, 36 p. [formato PDF, 3,47 MB]. "Le presenti linee guida, destinate soprattutto agli agglomerati che non hanno ancora integrato sistematicamente il traffico lento nel loro progetto d’agglomerato, descrivono le esigenze che la Confederazione pone per questo tipo di mobilità e le misure che finanzia. Le linee guida si focalizzano sulla pianificazione del traffico lento, senza tuttavia dimenticare che anche la pianificazione del territorio e la pianificazione globale dei trasporti devono fornire un importante contributo."

P.L. Jacobsen, Safety in numbers: more walkers and bicyclists, safer walking and bicycling. Injury Prevention 9 (2003) 205-209 [formato PDF, 339 KB]. "A motorist is less likely to collide with a person walking and bicycling if more people walk or bicycle. Policies that increase the numbers of people walking and bicycling appear to be an effective route to improving the safety of people walking and bicycling." (Free for registered users - free registration needed)

David Ogilvie, Matt Egan, Val Hamilton and Mark Petticrew, Promoting walking and cycling as an alternative to using cars: systematic review, BMJ 329 (2004) 763-767 [formato PDF, 259 KB].

John Pucher, Lewis Dijkstra, Promoting Safe Walking and Cycling to Improve Public Health: Lessons From The Netherlands and Germany, Am J Public Health 93 (2003) 1509-1516 [formato PDF, 165 KB]. "We examined the public health consequences of unsafe and inconvenient walking and bicycling conditions in American cities to suggest improvements based on successful policies in The Netherlands and Germany."

Walter Hook (Institute for Transportation and Development Policy), Preserving and Expanding the Role of Non-motorised Transport. (Sustainable Transport: A Sourcebook for Policy-makers in Developing Cities, Module 3d). Eschborn, GTZ Transport and Mobility Group, 2003, 42 p. [formato PDF, 3,51 MB]. (per scaricare il documento è necessaria la registrazione gratuita).

Marlène Butz, Christoph Merkli, Thomas Schweizer, Christian Thomas, Surfaces partagées entre piétons et cyclistes. Recommandations relatives à l’opportunité, l’introduction, l'organisation et l'aménagement de surfaces communes (en localité). Zurich, Berne, Mobilité piétonne et PRO VELO Suisse, 2007, 50 p. [formato PDF, 4,06 MB]. Le associazioni dei pedoni e dei ciclisti svizzeri intervengono sui problemi di interferenza e possibile conflitto tra mobilità pedonale e ciclabile, con delle raccomandazioni sull'introduzione e gestione di superfici in comune destinate alle due categorie di utenti (edizione in francese).

Marlène Butz, Christoph Merkli, Thomas Schweizer, Christian Thomas, Fuss- und Veloverkehr auf gemeinsamen Flächen. Empfehlungen für die Eignungsbeurteilung, Einführung, Organisation und Gestaltung von gemeinsamen Flächen in innerörtlichen Situationen. Zürich, Bern, Fussverkehr Schweiz, Pro Velo Schweiz, 2007, 50 p. [formato PDF, 4,19 MB]. Le associazioni dei pedoni e dei ciclisti svizzeri intervengono sui problemi di interferenza e possibile conflitto tra mobilità pedonale e ciclabile, con delle raccomandazioni sull'introduzione e gestione di superfici in comune destinate alle due categorie di utenti (edizione in tedesco).

Piet Rietveld (Vrije Universiteit Amsterdam), Biking and walking: the position of non-motorised transport modes in transport systems. Tinbergen Institute Discussion Paper TI 2001-111/3, Amsterdam, Tinbergen Institute, January 2001, 20 p. [formato PDF, 71 KB].

Carlo Carminucci, Una mobilità pulita, lenta e sicura a Parma. Indagine sulle caratteristiche e le prospettive della mobilità pedonale e ciclabile, ISFORT, Parma, 8 luglio 2006, 28 slides [formato PDF, 202 kB]. I risultati di un'indagine su motivazioni, giudizi e stili della mobilita' ciclabile e pedonale a Parma.

DOCUMENTI: MOBILITA' CICLISTICA

Margarita MartÍnez-DÍaz and Rosa Arroyo, Is Cycling Safe? Does It Look like It? Insights from Helsinki and Barcelona. Sustainability 2023, 15(2), 905 (25 p.) [formato PDF, 663 kB]. Open Access. Cycling constitutes a clean, healthy, and low-cost mode of transport. Therefore, the promotion of cycling is currently one of the main goals of administrations around the word. Former studies have shown that safety perception plays a fundamental role in the acceptance of bikes as a habitual mode of transport. In this context, this research aims to determine which variables and actions can give rise to this feeling of safety and, therefore, collaborate in the modal shift towards a more sustainable mobility. For this purpose, different strategies have been developed in two different contexts, Helsinki and Barcelona, using two different methodologies, namely expert interviews and analysis of survey data. Particularly, the methodology of analysis used includes descriptive statistics and path analysis. Results point out that safety perception highly depends on trip purpose, as significant differences are observed for daily users compared to those who cycle for sport reasons. Demographic characteristics (age, gender, etc.) and use patterns are also associated with different perceptions of safety and different behaviors. However, for any cyclist, the quality of the available infrastructure significantly influences his/her safety perception. Thus, the provision of good quality and well-structured cycling infrastructure is the most important initiative to promote cycling."

Hermes Eduardo Nichele, Relations between cycling and healthcare network and the case of Curitiba. Cad. Metrop., São Paulo, v. 23, n. 52, pp. 993-1016, set/dez 2021 (24 p.) [formato PDF, 2,3 MB]. Open Access. "In the present moment of the COVID-19 pandemic, which demands social distancing, the bicycle confirms itself as an advantageous alternative mode. This article reflects on the association between cycling and health through an index proposed to evaluate such association, the Index of Cycling Mobility in relation to the Healthcare Network (in Portuguese, IMCS). The theoretical framework presents the qualities of cycling and the principles that the planning of bike lanes must involve. As a case study, Curitiba's cycling network and its relation to Primary Care Units are analyzed through the IMCS, in the current and projected situations. The results show that Curitiba neglects cycling mobility and that the local healthcare system is practically inaccessible through the cycling network."

Antonio Alberto Clemente, Bicycle paths as a contribution to urban resilience in high-density areas / La rete ciclabile come contributo alla resilienza urbana in contesti ad alta densità. UPLanD - Journal of Urban Planning, Landscape & environmental Design, 5(1), 93-110 (18 p.)[formato PDF, 797 kB]. Open Access. "Three facts. Pescara is the 13th city of Italy in terms of inhabitants density. The second concerns urban flooding resulting from torrential rain. Finally, Pescara is one of the most highly cycling Italian municipalities. Three phenomena perceived as separate which, in reality, are interdependent. A high urban density brings with it a strong reduction of vegetation and an excessive waterproofing of the soil. Therefore, where excess water volumes are created, also due to the insufficiency of the sewage system, urban floods occur which find their main route along the road network. With negative consequences in terms of the environment (pollution of the river and the sea), economic (threats to infrastructure, cultural heritage, residential and productive fabric) and social (risks for the population). The idea is to compare the open space projects in Boston, San Francisco, Zwolle and Copenhagen that have questioned which are the most appropriate answers to transform water from a potential risk element into a strategic resource for the resilience of urban system also through the cycle network. The goal is to demonstrate that the cycle network is not just a technical issue to ensure adequate performance levels in terms of intermodal integration, safety and efficiency of the tracks, but also a soil project that can contribute to the resilience of the urban system."

Alfonso Micucci, Maurizio Sangermano (University of Bologna), A Study on Cyclists behaviour and bicycles Kinematic. Int. J. Transp. Dev. Integr. 4(1)2020:14-28 (15 p.) [formato PDF, 2,2 MB]. "A study on cyclists' behaviour and bicycle kinematic was conducted to determine the behavioural characteristics and kinetic representatives, as they are closely linked. The study focused on the behaviour of cyclists at road intersections and on cycle paths, including the crossing speeds, the accelerations, the time spent covering a fixed distance, as well as the most complex and dynamic part of the road transport system, the human factor. Whether the road users follow the laws of traffic and adopt a cautious and considerate driving attitude has a great impact on road safety. Video cameras placed at different locations were used to collect traffic data. A post processing phase to analyze the data followed. Interesting groups behaviour of cyclists were identified, as well as many characteristics curves related to the kinematic parameters. In general, a poor attitude towards compliance with behavioural rules has emerged in the medium-sized city of Bologna, Italy, especially for male cyclists. In addition, the average flow speed was observed under normal conditions, resulting in the order of 4 m/s. The results obtained are useful for understanding the performance of mixed traffic at intersection and on bicycle lanes, as well as building a basis for road accident reconstruction."

Kaja Pogačar, Lucija Dežan, Monika Lamot and Marko Renčelj, Determinants of Bicycle Use among Student Population: Exploratory Research of Social and Infrastructure Factors. Appl. Syst. Innov. 2020, 3, 6 (18 p.) [formato PDF, 1,1 MB]. Open Access. "By exposing more benefits than shortcomings regarding cycling, this paper focuses on university students as a significant target group that could promote cycling as the main transport mode in cities. The paper addresses a variety of determinants, barriers, and motivation for cycling among the university students within the international context. Furthermore, it exposes the importance of smaller university cities, where students can present a substantial share of the total population. Contextually, we present the research upon the use of bicycles among the students in the university city of Maribor, Slovenia. To examine whether social or infrastructural determinants play a decisive role, a questionnaire was conducted among 382 students. The findings revealed that although the topography of the city and the distances between crucial institutions are, in general, favorable, only 10.7% of students cycle daily, whereby 63.3% do not cycle at all. There were no statistical differences noticed between the impact of infrastructural and social factors; convenience was exposed as a statistically significant determinant, whereas the sustainability aspect proved to be an insignificant factor for students cycling. To conclude, cycling among the student population in smaller cities can represent a common case of potentially high impact of student population regarding sustainable mobility."

Andreas Blitz, Annika Busch-Geertsema, Martin Lanzendorf (Goethe University Frankfurt/Main), More Cycling, Less Driving? Findings of a Cycle Street Intervention Study in the Rhine-Main Metropolitan Region, Germany. Sustainability 2020, 12(3), 805 (23 p.) [formato PDF, 2,1 MB]. Open Access. "In order to encourage a shift from the car to the more sustainable transport mode of cycling, cycle streets have been implemented in cities all over the world in the last few years. In these shared streets, the entire carriageway is designated for cyclists, while motorized traffic is subordinated. However, evidence on the impact of cycle street interventions related to travel behavior change has been limited until now. Therefore, the objective of this study was to evaluate whether cycle streets are an effective measure to facilitate bicycle use and discourage car use, thus contributing to the aim of promoting sustainable travel. For this purpose, we conducted a written household survey in the German city of Offenbach am Main involving participants affected by a cycle street intervention (n = 701). Based on two stage models of self-regulated behavioral change (SSBC), we identified the participants' level of willingness to use a bicycle frequently and to reduce car use. By means of bivariate and multivariate statistical methods, we analyzed the influence of awareness, use, and perceptions of the cycle street on the willingness to change behavior towards more sustainable travel. The results show that the intervention has a positive impact on frequent bicycle use, while we observed only a limited effect on car use reduction. Traffic conflicts and car speeding within the cycle street adversely affect the acceptance of the intervention. The study's findings provide new insights into the actual effects of a cycle street and its potential to encourage sustainable travel behavior."

Yingnan Jia, Ding Ding, Klaus Gebel, Lili Chen, Sen Zhang, Zhicong Ma, Hua Fu, Effects of new dock-less bicycle-sharing programs on cycling: a retrospective study in Shanghai. BMJ Open 2019;9:e024280 (9 p.) [formato PDF, 420 kB]. Open Access.

Luqi Wang, Barriers to Implementing Pro-Cycling Policies: A Case Study of Hamburg. Sustainability 2018, 10(11), 4196 (18 p.) [formato PDF, 3,4 MB]. Open Access. "Cycling is gaining increasing attention as a convenient, environmentally friendly, and fitness-improving mode of transport. While many policy interventions have been made to promote cycling, not enough research has focused on the barriers to implementing pro-cycling policies. For effective policy implementation, identifying major barriers and removing them is critical. This study took an in-depth look at Hamburg which started a major cycling promotion in 2008. According to expert interviews and literature surveys, the author found that the major barriers are physical, political and institutional, and social and cultural. Specifically, the city lacks enough physical space, political support, and the evaluation of travel behavior and demand. Also, some private stakeholders are reluctant to give up on-street car parking space for cycling lanes, and the negotiation process is difficult and time-consuming. To overcome these barriers, Hamburg requires cycling-oriented urban design, a strategic and integrated cycling action plan, strong political support, and target group-oriented communication."

Beth Savan, Emma Cohlmeyer, Trudy Ledsham, Integrated strategies to accelerate the adoption of cycling for transportation, Transportation Research Part F 46 (2017) 236-249 (14 p.) [formato PDF, 970 kB]. Open Access. "This study synthesizes academic social psychological behaviour change literature with reports on the practical, community-based application of cycling programs. We identify the combination of psychological tools demonstrated to lead to changes in behaviour in the target population. We compare these tools with reports demonstrating evidence for success from monitored programs to encourage cycling adoption. Based on the alignment between these two literatures, we developed an adaptable, evidenced-based strategy for program developers to most effectively accelerate the adoption of cycling for transportation in areas where physical barriers are few. A brief case study affirms the effectiveness of this approach."

Graziano Di Gregorio, Simona Palmieri, Cycling in a Megacity. The Case of London. Published in: Urban Planning, Public Space and Mobility, Young Planners Workshop 2016, ECTP-CEU, Brussels, 2016, 129-150 (24 p.) [formato PDF, 2,9 MB]. "Today, cities around the world are pushing forward their political agenda for more urban cycling as an active mode of transportation. Cycling has been increasingly promoted as an active mode of transportation and Governments at every level have been implementing policies to increase cycle levels within urban centres, to improve the overall sustainability of the transportation system and the liveability of our cities. This paper adopts a wider focus and a deeper understanding of the role of cycling in megacities along with the opportunities and challenges of promoting cycle mobilities in such large urban areas. London is used as an empirical case study in order to investigate how this megacity has implemented its own 'cycling revolution'. Current and past policies are analysed and supported by examples-of completed and ongoing projects within the city-in order to illustrate how the city is addressing its long-term strategy. The main conclusions drawn from this paper can be delineated in three main factors as key elements in promoting cycling in a megacity."

Ashwani Kumar, Kwong Meng Teo, Amedeo R. Odoni, A Systems Perspective of Cycling and Bike-sharing Systems in Urban Mobility. 30th International Conference of the System Dynamics Society. St. Gallen, Switzerland, 22-26 July 2012. 14 p. [formato PDF, 550 kB]. "Urban mobility is a prevalent problem in many cities around the world. Cycling offers a fast and cheap transportation option for short-distance trips, with smaller carbon and physical footprint than driving a car. Cycling can also encourage a modal shift from private car to public transport by providing efficient last mile connections. This has led to a renewed interest to promote cycling in cities, manifesting in a growing number of bike-sharing projects with larger bicycle fleets. However, the economic sustainability of these bike-sharing systems has not been demonstrated. Moreover, city governments may invest resources in bike-sharing projects at the expense of developing policies or infrastructure to improve cycling safety and convenience. We take a systems perspective to study how bike-sharing and other policies can influence cycling as a transport mode in the urban mobility problem. We observe that while bike-sharing projects may increase cycling level and generate public demand for better cycling infrastructure in the short run, loss-making bike-sharing projects can discourage the infrastructure investments over the long-run, thereby hampering cycle adoption. Public funds should not be invested in bike-sharing programs at the cost of cycling infrastructure. Instead, governments should facilitate economically viable bike-sharing systems by the private sector through adoption of appropriate policies. Investments in cycling infrastructure should come first."

Alison Conway, Nathan Tavernier, Victor Leal-Tavares, Niloofar Gharamani, Lisa Chauvet, Medwin Chiu, and Xue Bing Yeap, Freight in a Bicycle-Friendly City: Exploratory Analysis with New York City Open Data. Transportation Research Record: Journal of the Transportation Research Board, 2547 (2016) 91-101 (21 p.) [formato PDF, 3,2 MB]. "This project employs a variety of open data sets to examine how New York City's growing bicycle infrastructure has had an impact on travel and parking conditions for commercial vehicles (CVs), and to investigate the interactions that occur between CVs and bicycles on multimodal urban streets. The project was conducted in three stages. First, a spatial analysis of the city's dedicated bicycle and local truck routes was performed to quantify the extent of network overlap and changes that have occurred since 2000. Next, a spatial and statistical analysis of bicycle collisions extracted from the New York Police Department's motor vehicle collision database was conducted to explore infrastructure and demand characteristics indicative of freight-bicycle conflicts. Finally, CV-bicycle lane parking violations were extracted from a New York City Department of Finance's parking violation database to examine parking challenges in bicycle-friendly areas; field data were also collection in three critical locations. The project identified several challenges for CV operations. Potential future research efforts to address emerging questions requiring further investigation are also discussed."

Elliot Martin, Adam Cohen, Jan L. Botha, Susan Shaheen, Bikesharing and Bicycle Safety. Mineta Transportation Institute, San José, CA, March 2016, 94 p. [formato PDF, 3,2 MB]. "The growth of bikesharing in the United States has had a transformative impact on urban transportation. Major cities have established large bikesharing systems, including Boston, Chicago, Denver, Minneapolis-Saint Paul, New York City, Salt Lake City, the San Francisco Bay Area, Seattle, Washington DC, and others. These systems began operating as early as 2010, and no fatalities have occurred within the US as of this writing. However, three have happened in North America-two in Canada and one in Mexico. Bikesharing has some qualities that appear inherently unsafe for bicyclists. Most prominently, helmet usage is documented to be quite low in most regions. Bikesharing is also used by irregular bicyclists who are less familiar with the local terrain. In this study, researchers take a closer look at bikesharing safety from qualitative and quantitative perspectives. Through a series of four focus groups, they discussed bikesharing usage and safety with bikesharing members and nonmembers in the Bay Area. They further engaged experts nationwide from a variety of fields to evaluate their opinions and perspectives on bikesharing and safety. Finally, researchers conducted an analysis of bicycle and bikesharing activity data, as well as bicycle and bikesharing collisions to evaluate injury rates associated with bikesharing when compared with benchmarks of personal bicycling. The data analysis found that collision and injury rates for bikesharing are lower than previously computed rates for personal bicycling. Experts and focus group participants independently pointed to bikesharing rider behavior and bikesharing bicycle design as possible factors. In particular, bikesharing bicycles are generally designed in ways that promote stability and limited speeds, which mitigate the conditions that contribute to collisions. Data analysis also explored whether there was evidence of a "safety in numbers benefit" that resulted from bikesharing activity. However, no significant impact from bikesharing activity on broader bicycle collisions could be found within the regions in which they operate. Discussion and recommendations are presented in the conclusion."

F. Gaja i Díaz (Universitat Politècnica de València), The bicycle: mass urban transportation - a paradigm shift. Case study: the City of Valencia. WIT Transactions on The Built Environment, vol. 146 (2015), 11 p. [formato PDF, 751 kB]. Urban Transport XXI. Open Access. "The bicycle was for decades a mode of transportation with full presence in most Spanish cities. Until the consolidation of the so-called economic miracle, in the 60s, only public transport would dispute the hegemony in the use of public space. But with the advent of economic development, the irruption of the automobile, outstandingly represented by the Fiat 600, manufactured in Franco's Spain as Seat 600, the order of things was reversed. A certain complex of "nouveau riche" was installed in the social consciousness and getting around on a bicycle was reduced to the poorer classes; even the emerging middle class, that could hardly aspire to buy a car, did not keep cycling, and opted for public transportation instead. As economic development, initiated after the Economic Stabilization Plan of 1959, was consolidated, the new middle class made the ownership of a car a symbol of triumph and the bicycle disappeared from the urban landscape. This extinction largely contributed towards the attitude of the Public Administration that, far from protecting and promoting the bicycle, saw it almost as a shameful form of transportation, unworthy of a society that pretended to be developed. Thus the use of bicycles as a mode of transportation virtually disappeared in the city, reduced to limited use as a sport. But in the last decades, the bicycle as a transport mode has come to back to the city, reclaiming a hegemony it should have never lost."

Jacob Mason, Lew Fulton, Zane McDonald, A Global High Shift Cycling Scenario. The Potential for Dramatically Increasing Bicycle and E-bike Use in Cities Around the World, with Estimated Energy, CO2, and Cost Impacts. ITDP (Institute for Transportation & Development Policy) and University of California, Davis, 12 November 2015, 42 p. [formato PDF, 1,50 MB]. Research commissioned by the Union Cycliste Internationale (UCI), the European Cyclists' Federation (ECF), and the Bicycle Product Suppliers Association (BPSA). "This report presents a new look at the future of cycling for urban transportation (rather than recreation), and the potential contribution it could make to mobility as well as sustainability. The results show that a world with a dramatic increase in cycling could save society US$24 trillion cumulatively between 2015 and 2050, and cut CO2 emissions from urban passenger transport by nearly 11 percent in 2050 compared to a High Shift scenario without a strong cycling emphasis."

Martin Weiss, Peter Dekker, Alberto Moro, Harald Scholz, Martin K. Patel, On the electrification of road transportation. A review of the environmental, economic, and social performance of electric two-wheelers, Transportation Research Part D 41 (2015) 348-366 (19 p.) [formato PDF, 758 kB]. Open Access. "Electrification is widely considered as a viable strategy for reducing the oil dependency and environmental impacts of road transportation. In pursuit of this strategy, most attention has been paid to electric cars. However, substantial, yet untapped, potentials could be realized in urban areas through the large-scale introduction of electric two-wheelers. Here, we review the environmental, economic, and social performance of electric two-wheelers, demonstrating that these are generally more energy efficient and less polluting than conventionallypowered motor vehicles. Electric two-wheelers tend to decrease exposure to pollution as their environmental impacts largely result from vehicle production and electricity generation outside of urban areas. Our analysis suggests that the price of e-bikes has been decreasing at a learning rate of 8%. Despite price differentials of 5000 ± 1800 EUR2012 kW h-1 in Europe, e-bikes are penetrating themarket because they appear to offer an apparent additional use value relative to bicycles. Mid-size and large electric two-wheelers do not offer such an additional use value compared to their conventional counterparts and constitute niche products at price differentials of 700 ± 360 EUR2012 kW h-1 and 160 ± 90 EUR2012 kW h-1, respectively. The large-scale adoption of electric two-wheelers can reduce traffic noise and road congestion but may necessitate adaptations of urban infrastructure and safety regulations. A case-specific assessment as part of an integrated urban mobility planning that accounts, e.g., for the local electricity mix, infrastructure characteristics, and mode-shift behavior, should be conducted before drawing conclusions about the sustainability impacts of electric two-wheelers."

José I. Castillo-Manzano, Mercedes Castro-Nuño, Lourdes López Valpuesta (University of Seville, Spain) The relationship between public and private bicycle use: the case of Seville, RSAI/ERSA 2015 Barcelona Workshop on Regional and Urban Economics, 26th-27th November 2015, University of Barcelona, 21 p. [formato PDF, 503 kB] "Despite the success achieved by Public Bicycle Sharing Systems (PBSS) across the world, several researchers provide evidence on their limitations and constraints in a medium-long term, and bicycle ownership may be considered as a complementary tool to promote a 'bicycle-culture'. This paper aims to cover the gap about the interaction between both systems (public bicycle / private bicycle) and which are the key aspects to explain the bicycle-buying decision. After a fieldwork based on surveys conducted in Seville (Spain), one of the cities currently acknowledged worldwide for its successful policy of promoting cycling, we apply a Discrete Choice Model. Our findings show that among the socio-demographic factors that favor the move from the PBSS to the private bicycle are: having a higher level of education, being more progressive ideologically-speaking, and being a resident of the city itself; while age and gender do not appear to be conclusive. Experienced users, for whom the bicycle is a part of his /her healthy lifestyle, state a greater willingness to buy a bicycle. And the main obstacles to make the jump from the PBSS to the private bicycle, and that any action plan to support private bicycle usage should take into account, are: the lack of proper parking at the origin/destination, and fear of theft."

Francesca Pirlone, Selena Candia, Cycling as best practice for urban renovation. Study case: The city of Genoa, CSE Journal - City Safety Energy, 1/2015, 79-88 (10 p.) [formato PDF, 2,99 MB]. Open Access. "This paper analysis urban cycling as a fundamental element of sustainable mobility. There are many International examples that clearly show how is possible to evolve modern cities into more livable spaces promoting cycling as a dayli way of trasport. Italy has to learn from other European experiences to ensure a better quality of life to its citizens and to renovate its urban configuration. The authors present different solutions that can be undertaken to boost cycling in Genoa. Several recommendations are reported to do a correct Sustainable Urban Mobility Plan where cycling have to be considered as well as the other mean of transport becoming an essential element for urban development and renovation."

Thomas Götschi, Jan Garrard and Billie Giles-Corti, Cycling as a Part of Daily Life: A Review of Health Perspectives, Transport Reviews, 30 June 2015 (28 p.) [formato PDF, 746 kB]. Open Access. "Health aspects of day-to-day cycling have gained attention from the health sector aiming to increase levels of physical activity, and from the transport and planning sector, to justify investments in cycling. We review and discuss the main pathways between cycling and health under two perspectives — generalizable epidemiological evidence for health effects and specific impact modeling to quantify health impacts in concrete settings. Substantial benefits from physical activity dominate the public health impacts of cycling. Epidemiological evidence is strong and impact modeling is well advanced. Injuries amount to a smaller impact on the population level, but affect crash victims disproportionately and perceived risks deter potential cyclists. Basic data on crash risks are available, but evidence on determinants of risks is limited and impact models are highly dependent on local factors. Risks from air pollution can be assumed to be small, with limited evidence for cycling-specific mechanisms. Based on a large body of evidence, planners, health professionals, and decision-makers can rest assured that benefits from cycling-related physical activity are worth pursuing. Safety improvements should be part of the efforts to promote cycling, both to minimize negative impacts and to lower barriers to cycling for potential riders."

Rachel Aldred, Anna Goodman, James Woodcock, Where cycling is increasing, is it getting more equal?. Presentation, 11th Cycling & Society Annual Symposium, Newcastle (UK), September 14-16, 2014, 21 slides [formato PDF, 832 kB]. "In low-cycling countries, cycling is not evenly distributed across genders and age groups. In the UK, men are around twice as likely as women to cycle to work. Cycling also tends to be comparatively dominated by younger adults, despite the fact the health benefits of cycling are largest at older ages. By contrast, in higher-cycling countries and cities, gender differences are low, absent, or in the opposite direction. Such places also lack the UK's steady decline in cycling among those older than 35. However, over the past ten years some local areas within the UK have seen increases in cycling. This presentation analyses data from the Census 2001 and 2011 to examine whether such increases in cycling are associated with greater diversity among those cycling. We find that more cycling does not necessarily mean more equal cycling: in areas where cycling has increased, there has been no increase in the representation of females among cyclists, and there has in fact been a decrease in the representation of older adults. We discuss potential causes of these findings and implications for policy. This includes the important implication that simply increasing cycling modal share is not necessarily enough to create an inclusive cycling culture. The UK's culturally specific factors limiting female take-up of cycling seem to remain in place, even where cycling has gone up. Creating a genuine mass cycling culture may require deliberately targeting infrastructure and policies towards a broad range of potential cyclists, particularly those in under-represented groups."

Malcolm J. Wardlaw, History, risk, infrastructure: perspectives on bicycling in the Netherlands and the UK, Journal of Transport & Health, 1 (2014) 243-250 (8 p.) [formato PDF, 863 kB]. Open Access. "Cycling has consistently been safer in the Netherlands than the UK. Nevertheless, safety has improved in both countries over time. Between 1980 and 2011, the cyclists’ fatality rate declined by 67% in the Netherlands and 57% in the UK. Per capita bicycle use was sustained in the Netherlands throughout the post-World War Two era, peaking in the early 1960s and only declining for a decade before recovering. In contrast, UK bicycle use peaked in 1952 and declined permanently. The survival of popular bicycling in the Netherlands through the 1950s and 1960s was fundamental to the development of effective bicycling policies after the 1970s. The Dutch network of cycle tracks and routes increased from 9,000 km in the mid 1970s to approximately 29,000 km currently. The annual distance cycled per capita increased by 30% in the ten years to 1988, but has not materially increased since then. In the UK, cycling has a long heritage as a marginalised form of travel. This continues to hinder efforts to achieve a national cycling revival. Nevertheless, cycling on quiet urban and rural roads in the UK incurs much lower risks than the national average fatality rate would suggest. Networks enabling cyclists to avoid main roads, especially rural A-roads, could provide safety levels comparable to the Netherlands and Denmark. There are towns in the UK with segregated cycling networks, but few cyclists. This is because a range of measures must be invoked to achieve large modal shifts to cycling. Local authority support is a critical factor."

Hua Zhang, Susan A. Shaheen, and Xingpeng Chen, Bicycle Evolution in China: From the 1900s to the Present, International Journal of Sustainable Transportation, 8:317–335, 2014 (21 p.) [formato PDF, 2,68 MB]. "This article examines four phases in bicycle evolution in China from initial entry and slow growth (1900s to 1978), to rapid growth (1978 to 1995), bicycle use reduction (1995 to 2002), and policy diversification (2002 to present). Two bicycle innovations, electric bikes, and public bikesharing (the shared use of a bicycle fleet), are also explored in this article. Electric bikes could provide a transitional mode on the pathway to bicycle and public transportation integration or to small battery electric cars. Four lessons have been learned from China's electric bike experience relevant to government policy and management. Public bikesharing represents an important step towards integrating the bicycle with bus, metro, and rail systems. Five early operational lessons have been identified from China's limited public bikesharing experience."

Stuart Reid, Simon Adams, Infrastructure and Cyclist Safety. (TRL Report PPR 580). Transport Research Laboratory, Wokingham, Berkshire, October 2011, 54 p. [formato PDF, 593 kB]. "The Department for Transport commissioned TRL to conduct a literature review to consider the role of infrastructure in relation to the safety of cyclists and their interaction with other road users. It was undertaken as part of the wider research programme, Road User Safety and Cycling, being led by TRL. Overall, it proved problematic to draw firm conclusions from the literature. Taken as a whole, the most significant infrastructure-related risk factors for cyclists in single vehicle incidents on highways appear to be slippery roads (due to weather) and poor or defective road surfaces. For multi-vehicle collisions, the main infrastructure risk factors appear to be posted speed limits and encounters with other road users at junctions."

Karsten Michael Drohsel, Arvid Krenz, Jörg Leben, Vanessa Lösche (Hrsg.), Aspekte des städtischen Radverkehrs (Aspects of urban cycling). (Spektrum des Verkehrswesens; 1). Universitätsverlag der TU Berlin, Berlin, 2014, 168 p. [formato PDF, 5,57 MB]. "The papers in this volume deal with various aspects of urban cycling. These papers originate from research and course work at the Technische Universität Berlin, chair Verkehrswesenseminar (Transportation Seminar). Contents: 1. Bausteine der Radverkehrsförderung: Wege zu einer fahrradfreundlichen Stadt; 2. Grüne Welle für Berlin; 3. Berlin: Pendeln mit dem Mietfahrrad als Ergänzung zum ÖPNV. Ein vergleichender Blick nach Luxemburg, Kopenhagen und Paris; 4. Einkaufen mit dem Fahrrad: Nachhaltige Stadtmobilität zwischen Förderung und fehlendem Interesse in Berlin; 5. Copenhagenize Berlin? 6. Anforderungen und Verhalten von Radfahrenden. Eine Bestandsaufnahme; 7. Regelwidriges Verhalten im Fahrradverkehr; 8. Fahrradkultur – ein Modewort oder ein gerechtfertigter Begriff?"

James Woodcock, Marko Tainio, James Cheshire, Oliver O’Brien, Anna Goodman, Health effects of the London bicycle sharing system: health impact modelling study, BMJ 2014;348:g425, February 2014 (14 p.) [formato PDF, 1,57 MB]. Open Access. "OBJECTIVE: To model the impacts of the bicycle sharing system in London on the health of its users. DESIGN: Health impact modelling and evaluation, using a stochastic simulation model. SETTING: Central and inner London, England. DATA SOURCES: Total population operational registration and usage data for the London cycle hire scheme (collected April 2011-March 2012), surveys of cycle hire users (collected 2011), and London data on travel, physical activity, road traffic collisions, and particulate air pollution (PM2.5, (collected 2005-12). PARTICIPANTS: 578,607 users of the London cycle hire scheme, aged 14 years and over, with an estimated 78% of travel time accounted for by users younger than 45 years. MAIN OUTCOME MEASURES: Change in lifelong disability adjusted life years (DALYs) based on one year impacts on incidence of disease and injury, modelled through medium term changes in physical activity, road traffic injuries, and exposure to air pollution. RESULTS: Over the year examined the users made 7.4 million cycle hire trips (estimated 71% of cycling time by men). These trips would mostly otherwise have been made on foot (31%) or by public transport (47%). To date there has been a trend towards fewer fatalities and injuries than expected on cycle hire bicycles. Using these observed injury rates, the population benefits from the cycle hire scheme substantially outweighed harms (net change -72 DALYs (95% credible interval -110 to -43) among men using cycle hire per accounting year; -15 (-42 to -6) among women; note that negative DALYs represent a health benefit). When we modelled cycle hire injury rates as being equal to background rates for all cycling in central London, these benefits were smaller and there was no evidence of a benefit among women (change -49 DALYs (-88 to -17) among men; -1 DALY (-27 to 12) among women). This sex difference largely reflected higher road collision fatality rates for female cyclists. At older ages the modelled benefits of cycling were much larger than the harms. Using background injury rates in the youngest age group (15 to 29 years), the medium term benefits and harms were both comparatively small and potentially negative. CONCLUSION: London's bicycle sharing system has positive health impacts overall, but these benefits are clearer for men than for women and for older users than for younger users. The potential benefits of cycling may not currently apply to all groups in all settings."

Mircea Steriu, Raising the bar. Review of Cycling Safety Policies in the European Union, ETSC (European Transport Safety Council), Brussels, 2012, 58 p. [formato PDF, 1,99 MB].

Benjamin Weil (Univ. of Massachusetts), Solar city, bike city, growth city: governance and energy in Davis, California. Journal of Political Ecology 20 (2013): 70-179 (22 p.) [formato PDF, 432 kB] "This article examines the Davis case with a focus on two types of renewable energy; human powered transport and solar heat. They were chosen as useful examples because the technologies in both cases are simple, well developed, applied at the individual or household level, and can have very high immediate impacts on the consumption of fossil energy and resulting greenhouse gas emissions. This essay describes the development of these two technological systems in the City of Davis. In doing so, it discusses the initial rise, and subsequent decline in usage of both technologies. It also engages questions such as: (1) What is the role of local policy capacity, civic engagement, and social capital, in determining energy and land-use choices? (2) What does it take to make an environmentally sustainable city? (3) What conditions favor the widespread adoption of small-scale renewable energy technologies? (4) What conditions threaten the ability of communities to maintain and expand their use of these technologies? (5) What is the role of less-tangible assets, such as values, identity, and sense of community?".

Carolyn Szczepanski, Women on a roll. Benchmarking women’s bicycling in the United States — and five keys to get more women on wheels. The League of American Bicyclists, Washington DC, August 2013, 22 p. [formato PDF, 1,58 MB] "A first-of-its-kind report from the Women Bike program, Women on a Roll compiles more than 100 original and trusted sources of data to showcase the growth and potential of female bicyclists in the United States. It also suggest five key focus areas — the 5 Cs — to increase women's ridership."

Álvaro Fernández Heredia, Andrés Monzón y Sergio Jara-Díaz, Understanding Ciclysts' perceptions, keys for a successful bicycle promotion. (TRANSyT Working Papers Series TWP-2013-02-EN). Universidad Politécnica de Madrid, Centro de Investigación del Transporte TRANSyT, 2013, 24 p. [formato PDF, 513 kB] "Increasing bicycle use has positive effects over Public Health, but the factors that command bicycle users’ choice have not been identified properly. Psycho-social factors related to intention, attitudes and perceptions, have not been studied in depth and they can contribute to obtain the keys for a successful bicycle policy. Cyclists perceptions have been studied using a large university survey collected ad-hoc by applying exploratory and confirmatory factor analyses. After identifying four latent variables, namely convenience, pro-bike factors, physical determinants and external limitations, a structural equations model was estimated to find structure and relationships among variables and to understand users’ intentions to bike. The main conclusion is that convenience and external restrictions are the most important elements to understand cyclists’ behaviour. Pro-bike factors, like the health component, reinforce the element of convenience."

Gerd-Axel Ahrens, Udo Becker, Thomas Böhmer, Falk Richter, Rico Wittwer (Technische Universität Dresden), Potenziale des Radverkehrs für den Klimaschutz (Potential of Cycling to Reduce Emissions in Road Transport). (Texte Nr. 19/2013). Umweltbundesamt, Dessau-Roßlau, März 2013, 84 p. [formato PDF, 5,24 MB]. "Das Ziel des Vorhabens bestand darin, belastbare Aussagen zu den Potenzialen des Radverkehrs in Bezug auf Umweltentlastungswirkungen zu gewinnen. Die Aufgabe bestand in der Untersuchung von Szenarien einer integrierten Radverkehrsförderung bzw. einer nachhaltigen Verkehrsentwicklung hinsichtlich Verkehrsmittelwahl, Zielwahl, Fahrleistung und Emissionen. Mit Hilfe eines für das Projekt entwickelten Kennwertmodells wurden Stellschrauben analysiert und variiert, um dadurch Veränderungen von Fahrleistungen und Umweltwirkungen abzuschätzen. In die Modellrechnungen konnten über die Variation von Modellparametern strukturelle Veränderungen und hypothetische Annahmen im Sinne von „Wenn-Dann“-Konstellationen integriert werden (Sensitivitätsanalysen). Über die dadurch erworbenen Systemkenntnisse wurden im Anschluss rekursiv Maßnahmenszenarien auf genereller Ebene entworfen und Bandbreiten für Wirkungen abgeschätzt. Im Ergebnis bringt die Verlagerung kurzer Kfz-Wege bis fünf Kilometer Länge nur eine geringe Änderung der CO2-Emissionen von ein bis drei Prozent, da der Anteil dieser Wege an der Fahrleistung niedrig ist. Würde das Fahrrad auch für die von der Bevölkerung als „gut mit dem Fahrrad erreichbar“ wahrgenommenen (weiter entfernten) Ziele genutzt, steigt das Reduktionspotenzial deutlich auf sechs bis elf Prozent der gesamten CO2-Emissionen des werktäglichen Personenverkehrs. Werden neben der reinen Verlagerung auch Strategien der Verkehrsvermeidung in die Modellrechnungen integriert sind Fahrleistungsrückgänge von 19 bis 38 Prozent bzw. eine CO2-Minderung von 13 bis 27 Prozent errechnet worden. Die Ergebnisse lassen damit Schlussfolgerungen über die Potenziale des Radverkehrs zur Emissionsreduzierung zu und geben Hinweise zu deren Einordnung in ganzheitliche nachhaltige Strategien. Dadurch wird deutlich, welchen Beitrag die Verlagerung von Verkehrsmittelanteilen (Modal Shift) vom MIV sowie die Vermeidung von weiten MIV-Wegen leisten kann. Insgesamt konnte festgestellt werden, dass Potenziale des Radverkehrs für die Reduktion von Klimagasemissionen in Deutschland vorhanden sind."

Gerd-Axel Ahrens, Udo Becker, Thomas Böhmer, Falk Richter, Rico Wittwer (Technische Universität Dresden), Potential of Cycling to Reduce Emissions in Road Transport. Executive Summary. (Texte Nr. 19/2013). Umweltbundesamt, Dessau-Roßlau, März 2013, 13 p. [formato PDF, 469 kB]. "The aim of the project was to obtain reliable estimates of the potential of cycling transport regarding environmental relief. The task was to study scenarios for integrated promotion of cycling transport and sustainable transport development with respect to mode choice, destination, vehicle kilometres and emissions. With the help of a statistical model developed for the project, different parameters were analysed and varied in order to estimate changes in driven kilometres and environmental impacts. By varying the model parameters structural changes and hypothetical assumptions in the sense of “if-then“ combinations were able to be integrated into the modelled variations (sensitivity analyses). Using the resulting system knowledge scenarios of measures were subsequently recursively conceptualised at a general level and the breadth of impact was estimated. The outcome reveals that shifting short car trips up to five kilometres only effects a small change in CO2 emissions of one to three percent since the share of these trips in driven kilometres is small. If cycling were to be used for destinations (further away) perceived by the public as having good cycling accessibility then the potential for reductions increases considerably to between six and 11 percent of total CO2 emissions in workday passenger transport. If along with mere shifts, strategies for avoiding or reducing traffic are integrated into the model then driven kilometres and CO2 emissions are reduced by 19 to 38 percent and 13 to 27 percent respectively. The results allow conclusions to be drawn as to the potential for cycling transport to reduce emissions and provide guidance on fitting this potential into holistic, sustainable strategies. Thus the contribution of modal shift away from the personal vehicle as well as of avoiding long car trips then becomes clear. On the whole it was determined that there is potential for cycling in Germany to reduce greenhouse gas emissions."

Gerd-Axel Ahrens (Technische Universität Dresden), Potenziale des Radverkehrs für den Klimaschutz. ADFC – Mittagsgespräche, München, 11. Dezember 2012, 16 slides [formato PDF, 2,30 MB].

Rico Wittwer (Technische Universität Dresden), Sensitivity Analysis to Estimate the Potential of Cycling to Reduce Emissions in Road Transport. Perugia, 29 November 2012, 8 slides [formato PDF, 560 kB].

Rachel Aldred and Katrina Jungnickel, Why culture matters for transport policy: the case of cycling in the UK. [article submitted to Journal of Transport Geography; the final published version may be different]. May 2013, 21 p. [formato PDF, 592 kB]. "Policy seeks to support cycling as a form of sustainable and active travel, yet, cycling levels in the UK remain low and evidence about interventions mixed. Data from a qualitative sociological study is used here to explore the difference that cultural meanings make to cycling practices in four different English urban areas. Specifically, we discuss differences between places with established cycling cultures and those with newer cycling cultures. Drawing on concepts from practice theory we discuss the role that cultures of cycling play within the four places, and suggest how the meanings of cycling, including its association with other social identities, are connected to the materials and competences seen as necessary for cycling. Our research highlights the embedding of transport in local as well as national cultures, and the associated need for policy-makers to take culture seriously in considering how to shift transport practices."

Radverkehr in Zahlen. Daten, Fakten und Stimmungen, Bundesministerium für Verkehr, Innovation und Technologie, Wien, 2010, 210 p. [formato PDF, 5,98 MB]. Notevole e dettagliata raccolta di dati statistici sulla diffusione e l'uso della bicicletta in Austria. Comprende dati sulla sicurezza, gli aspetti economici, le motivazioni dell'uso.

Gli italiani e la bicicletta: dalla "riscoperta" alla crescita mancata, ISFORT, Roma, 17 maggio 2012, 5 p. [formato PDF, 299 kB]. "A distanza di circa cinque anni i dati dell’Osservatorio Audimob di Isfort consentono di verificare quello che nel 2007 si ipotizzava poter essere l’avvio del tempo della “riscoperta della bicicletta”. Ebbene, contrariamente alle aspettative, i dati evidenziano negli ultimi anni una significativa battuta di arresto nella diffusione del pedale come ordinario mezzo di trasporto degli italiani."

E.E.M.M. van Kempen, W.Swart, G.C.W. Wendel-Vos, P.E. Steinberger, A.B. Knol, H.L. Stipdonk, M.C.B. Reurings, Exchanging car trips by cycling in the Netherlands : A first estimation of the health benefits. (RIVM Report 630053001/2010). RIVM, Bilthoven, 2010, 74 p. [formato PDF, 414 kB] "As commissioned by the Dutch Ministry of Housing, Spatial Planning and the Environment, we assessed the possible health benefits of the substitution of short-distance car trips with short-distance cycling trips. To this end we used existing methods for Health Impact Assessment and evaluated the availability and quality of data, models and tools that were needed. In our assessment not only the classic environmental pollutants noise and air pollution were taken into account, but also the effects on road safety and physical activity. Application shows that the disease burden related to physical activity reduces at a maximum of 1.3% after one year. As expected, the health benefits due to reduction in road traffic noise levels and traffic-related air pollution are relatively small. Furthermore, it appears that an exchange of short-distance car trips by cycling is only beneficial for young male drivers. Since a lot of information was unavailable and/or unknown and because a lot of choices and assumptions were made, the results have to be seen as a first estimate of what can be expected of interventions that cause an exchange between short-distance car trips with cycling. This study is a follow-up on earlier exemplary assessments of transport interventions."

Henk Stipdonk, Martine Reurings, The safety effect of exchanging car mobility for bicycle mobility. Substituting a small number of short car trips with bicycle trips. (SWOV-report R-2010-18). SWOV Institute for Road Safety Research, Leidschendam, 2010, 30 p. [formato PDF, 708 kB] "This report describes the analysis of the effect of exchanging passenger car mobility for bicycle mobility on the number of fatalities and serious road injuries in the Netherlands. A precise calculation of this effect was not possible due to a lack of information, instead the report gives a first and rough approximation of the safety effect. The analysis considers a substitution of 10% of car trips shorter than 7.5 km by bicycle trips."

Lars Leden, Charlotta Johansson (Luleå University of Technology), The safety of elderly bicyclists. 12th WCTR, July 11-15, 2010, Lisbon, Portugal, 17 p. [formato PDF, 334 kB] "Demographic changes show that the absolute number and portion of the population in Europe that can be categorized as older or very old will continue to grow over the next several years. One aim should be to keep them active and healthy for as long a time as possible. Exercise, for example cycling, plays an important role in this context but data shows that the elderly bicyclists are overrepresented in crashes when compared with their exposure to traffic. Senior cyclists. needs and preferences should be a base for developing a safe and joyful cycling environment. This project uses in-depth crash data analysis, questionnaires with senior cyclists, and questionnaires with experts to identify potential for improving elderly bicycling. Elderly bicyclists have a significantly higher risk than younger age groups. The consequences are significantly more severe for elderly bicyclists compared to other age groups and increase with vehicle speeds. Elderly bicyclists are significantly more involved in crashes when intending to turn left compared to other age groups. 22% of elderly in fatal crashes intend to turn left compared to 8% for adults and 14% for children. As expected, elderly bicyclists are significantly more often impaired by bad sight and/or bad hearing as well as being impaired from taking medication in crashes compared to other age groups. Elderly bicyclists are less often in a hurry (5%) in crashes compared to other age groups (11%). Elderly bicyclists obey traffic rules no more and no less than other age groups. In darkness (incl. dawn and dusk), non-elderly adult bicyclists are significantly more often involved in crashes (37%) than elderly (11%). The most stated safety-increasing measure according to the senior cyclists is construction of more cycle tracks. According to the expert questionnaire the most important preconditions were safety and a feeling of security when cycling, the existence of a network of roads for cycling including appropriate bike parking facilities and positive attitudes from users and non-users regarding travelling by bicycle. This is much in accordance with the opinions expressed by the senior cyclists."

European Cyclists' Federation ECF, European Cycling Lexicon. Second edition: more languages, more terms, more information. European Economic and Social Committee, Bruxelles/Brussels, June 2010, 80 p. [formato PDF, 9,23 MB] "An illustrated passport-sized booklet, containing key terms for cycling, different types of bikes for different mobility needs, and good cycling infrastructure in 27 languages, including all 23 official EU languages. It also contains information on EU-funding sources for cycling and cycling infrastructure, and statistics on cycling in Europe and economic, health and environmental aspects of cycling."

Institute of Transport and Tourism (University of Central Lancashire), Centre for Sustainable Transport and Tourism (Breda University), The European Cycle Route Network: EuroVelo. Challenges and Opportunities for Sustainable Tourism. Study. ISBN 978-92-823-2859-0. European Parliament, Brussels, April 2009, 144 p. [formato PDF, 7,22 MB]. "This study evaluates the challenges and opportunities of developing a cycle tourism network across Europe. It focuses on EuroVelo, a network of 12 long-distance routes managed by the European Cyclists’ Federation, which is being developed in different countries by a wide range of partners. The study reviews the market for cycle tourism in Europe and presents a EuroVelo demand model. It reviews the carriage of cycles on trains. Finally, it evaluates the potential of the Iron Curtain Trail. The aim of the study is to assess the potential benefits of long-distance European cycling routes for tourism purposes, especially in relation to sustainable tourism development. There are three key objectives: (a) to determine the current scale and scope of cycle tourism in Europe; (b) to evaluate the extent to which the EuroVelo can be developed as a sustainable tourism network across Europe; (c) to investigate the potential to develop a themed trail, currently known as The Iron Curtain Trail which gives lasting recognition to the re-unification of Europe from previous decades." Auch in Deutscher Sprache "Das Europäische Fahrradnetzwerk EuroVelo".

Cycling in the Netherlands. Ministry of Transport, Public Works and Water Management, Den Haag, 2009, 39 p. [formato PDF, 4,36 MB]. "This is the 2009 update of the general brochure about bicycle use and bicycle policy in the Netherlands, published by the Ministry of Transport and Fietsberaad. Information about the organisation and substance of Dutch bicycle policy is so often requested that a new actualised brochure was needed. The brochure is now also translated in French, German and Spanish."

Emmanuel Fankhauser, Le vélo dans les villes petites et moyennes. 26e journée Rue de l'Avenir, Sion, 25 septembre 2009, "Mobilités douces: le grand potentiel des villes petites et moyennes", 39 slides [formato PDF, 2,30 MB].

Louise Eriksson, Tema Cykel – faktorer som påverkar cykelanvändning utifrån ett individperspektiv. En litteraturstudie. (A psychological perspective on factors important for bicycle use. A literature review). (VTI Rapport 652). VTI, Linköping , 2009, 36 p. [formato PDF, 209 kB]. "The bicycle is not a dominant travel mode compared to other travel modes, particularly in the USA, neither in many European countries. In Sweden, 10 per cent of the trips are made by bicycle. However, since a higher level of bicycle use can have positive effects on personal health as well as on the environment, it is important to understand determinants of bicycle use. In this literature review, psychological factors important for the use of bicycle and policies that may be used in order to increase bicycle use have been described. In addition, different groups of cyclists (e.g., depending on sociodemografic factors and propensity to cycle) and how the physical context influence cycling are considered briefly. From a psychological perspective, the focus in many studies has been on examining motives and barriers for cycling and how cycling is perceived. Results have shown that many people cycle for personal health reasons or because they find the activity enjoyable, and even though the barriers are likely to be context specific, i.e. bad weather, too long distances, and poor safety for cyclists, they are often referred to as important subjective barriers. Overall, different psychological factors, such as attitudes, perceived behavioural control, and the perception of the social environment, have been found to be important for bicycle use. The results concerning the relation between cycling and sociodemografic factors are rather ambiguous. For example, gender has been shown to be an important factor for bicycle use in the USA but not in several European countries. With regard to the physical context, the majority of studies have shown that factors, such as the weather, hilliness, and the infrastructure for bicyclists are related to bicycle use. Even though psychological, sociodemografic, and contextual factors have been found to be important for the use of bicycle, it is important to acknowledge limitations in previous studies. One problem concerns the difficulties of creating cumulative knowledge based on prior studies, since different definitions of cyclists are used and many studies lack a theoretical basis. Even though the reviewed studies indicate that policy measures, such as improved infrastructure for cyclists, improved cycling facilities at the destination, and shorter travel time may increase bicycle use, more studies are needed to verify the effectiveness of these policy measures." (English summary).

AIRPARIF, Influence des aménagements de voirie sur l'exposition des cyclistes a' la pollution atmosphérique. Paris, Décembre 2008, 52 p. [formato PDF, 16,1 MB]. "Airparif a mesuré la qualité de l'air respirée par les cyclistes en fonction du type d'aménagement de voirie emprunté, avec le soutien financier de l'Afsset (Agence française de sécurité sanitaire de l'environnement et du travail). C'est dans le flux de circulation, au plus pre`s des émissions routie`res, que le cycliste est en moyenne le plus exposé a` la pollution. Par comparaison avec les résultats d'une étude précédente effectuée par Airparif sur l'exposition des automobilistes, la qualité de l'air respirée a` vélo est néanmoins moins dégradée qu'en voiture, du fait de la possibilité pour le cycliste de s'éloigner plus ou moins du flux de circulation en empruntant notamment les aménagements qui lui sont dédiés."

AIRPARIF actualité N°32 : A Paris a' vélo.... Paris, Février 2009, 8 p. [formato PDF, 2,02 MB]. Sintesi dello studio "Influence des aménagements de voirie sur l'exposition des cyclistes a' la pollution atmosphérique".

Adrian Bauman, Chris Rissel, Jan Garrard, Ian Ker, Rosemarie Speidel, Elliot Fishman, Cycling: Getting Australia Moving. Barriers, facilitators and interventions to get more Australians physically active through cycling. Cycling Promotion Fund, Melbourne, January 2008, 48 p. [formato PDF, 1,21 MB]. "Cycling offers significant potential to increase physical activity levels in adults. It is already the fourth most popular physical activity for adults, it can be undertaken by a wide variety of ages and fitness levels, it is affordable and can be integrated into people’s daily life and used as a form of transport. This report has been developed to assist practitioners, policy makers and planners to increase adult physical activity levels through bicycle riding. It does this by first setting the scene on Australian cycling and then outlines current barriers and facilitators to greater participation. Finally, the report delivers a set of recommendations to overcome these barriers and increase bicycle riding among Australian adults."

Alberto Croce (AMI Ferrara), Una strategia di politica della mobilità. 15 anni di bici a Ferrara. Relazione al convegno "Mobilità sostenibile per le citta' medio-piccole. Scelte logiche e non ideologiche", Forlimpopoli, 7 novembre 2008, 72 slides [file PDF, 3,80 MB]. Uso della bici a Ferrara, programmi, infrastrutture e politiche di incentivazione (bike sharing).

PREDIT/CVC/JCD/RATP/VINCI, Le Vélo en Mode Actif. Rapport final. Média Mundi / Groupe Chronos, Paris, Août 2008, 48 p. [formato PDF, 3,64 MB] + Annexes 1, 2, 3 + Synthèse des enseignements, 48 + 41 + 26 + 18 p. [formato PDF, 3,62 + 1,28 + 1,26 MB + 433 kB]. "Une étude multipartenariale pour favoriser l'usage du vélo en ville. L'étude Vélo en Mode Actif présentée ci-après est le résultat d'une démarche qui a vu se succéder, entre janvier 2008 et juillet 2008, les étapes suivantes: une phase pilote (entretiens avec des usagers et des experts, veille); une étude quantitative (en face à face à domicile); deux tables rondes (débats entre experts au sujet des résultats obtenus)."

Department for Transport, a href="http://www.dft.gov.uk/pgr/sustainable/cycling/cyclingfuture.pdf"> A Sustainable Future for Cycling, Department for Transport, London, January 2008, 28 p. [formato PDF, 1,06 MB]. "This document sets out the background to the Department's increased funding for Cycling England's programme for the next 3 years."

Krister Spolander, Better cycles. An analysis of the needs and requirements of older cyclists. (VINNOVA Report VR 2007-17). VINNOVA, Stockholm, December 2007, 82 p. [formato PDF, 2,01 MB]. "The purpose of the project has been to analyse the need for more comfortable and safer cycles for elderly people, the possibilities of achieving this, plus how to initiate such a development and the role of research in this context. Background to this is the increased interest in the cycle as a mode of local conveyance in urban areas, a European trend which more recently has reached Sweden. A prerequisite for increased cycle traffic is a better cycle infrastructure but also better cycles. The basic design of the cycle is over 100 years old. Its development has been greatly inhibited by tight international rules (for competition bikes) which have set the frame geometry of all cycles in stone. Three different activities were conducted to highlight the need for better cycles for older people: group discussions with elderly cyclists, test-riding with a new type of cycle with displaced frame geometry and an expert seminar with participants from the cycle industry, design and ergonomics, research and public institutions. From the point of view of elderly people, it is quite clear that today’s cycles are marred by many shortcomings. The group discussions highlighted obvious comfort and manoeuvrability problems. The frequent starting and stopping in urban traffic is awkward, the riding position which stresses hands, arms and buttocks is uncomfortable and the high step-through means that, with age, it is difficult to climb onto the cycle. The safety analysis showed a remarkably strong age effect, involving a considerably greater relative risk of serious injury for elderly cyclists than for elderly people walking and motorists; two to three times greater. Furthermore, the step-through emerged as a major injury problem. Just over one quarter of all medical care days required by injured elderly cyclists relate to mounting and dismounting. Weight was another problem which was criticised. Generally, cycles are too heavy for comfortable handling; they get heavier the older a person gets. Technically and in terms of design, there are great opportunities to develop more comfortable, safer cycles. A long list of ideas in that direction was discussed in the expert seminar and group discussions. There were the issues of seat height, riding position and step-through to deal with, but also many components to improve functionally and ergonomically. The requirements appear consistent regarding design - a design which provides better comfort but also better safety."

Regione Emilia-Romagna, Assessorato Mobilità e Trasporti, Monitoraggio degli indicatori sulla mobilità ciclopedonale. 2 p. [formato PDF, 100 kB]. Dati aggiornati al 2007: estensione della rete regionale di infrastrutture ciclabili, rapporto tra rete ciclopedonale e superficie del territorio comunale, rapporto tra rete ciclopedonale e rete viaria del territorio comunale, rapporto tra rete ciclopedonale e popolazione residente.

Dirk Ligtermoet, Continuous and integral: The cycling policies of Groningen and other European cycling cities. Fietsberaad, Rotterdam, April 2006, 89 p. [formato PDF, 4,81 MB]. "This Fietsberaad-publication contains a number of accounts concerning the traffic policy of several cities characterised by a relatively high degree of bicycle use, extending over a prolonged period. Each account gives a specific picture of the ‘course of development’ of bicycle use in a municipality and the relation between bicycle use and local policy. They concern five cities in the Netherlands known as ‘cycling cities’: Groningen, Amsterdam, Enschede, Zwolle and Veenendaal. This is added by a selection of five cities from other neighbouring countries that also know a respectable level of bicycle use: Münster and Freiburg in Germany, Copenhagen and Odense in Denmark and Ghent in Belgium. The immediate ground for this publication is the study of Boersma & Van Alteren, completed some time ago, seeking an explanation for the high degree of bicycle use in Groningen. The ten city accounts each give a picture of the way in which cycling policy has contributed to the high degree of bicycle use over a prolonged period. Although they are indeed ten unique stories, they do correspond in quite a few places; parallels that could serve as examples of the ways in which a high degree of bicycle use can be attained - in the long run."

City of Copenhagen, Cycle Policy 2002-2012. Copenhagen, July 2002, 40 p. [formato PDF, 2,00 MB]. "The City of Copenhagen published a Cycle Policy in 2002. The purpose was to draw attention to cycling as an environmentally desirable and effective way of transport. The policy also coordinates nine focus areas for the improvement of cycling conditions."

Turismo in bicicletta. Idee e strumenti per una offerta di turismo sostenibile, Montecatini Terme, 16 ottobre 2006. Atti del convegno, Regione Toscana, Firenze, 2007, 64 p. [formato PDF, 1,28 MB].

The Czech Republic, Ministry of Transport, National Cycling Development Strategy of the Czech Republic. January 2005, 40 p. [formato PDF, 1,97 MB].

Marc Santos Canals, Antoine Pinaud, Thibaut Janneau, Rasmus Ole Rasmussen (supervisor), Copenhagen: how bicycles can become an efficient means of public transportation. Geography department, Roskilde University, December 2006, 90 p. [formato PDF, 3,90 MB]. "Private and public transports are important elements in a city. Transport gives a face to the city. For this project, Copenhagen was a good example. First this city knew how to obtain a powerful transport system. Moreover, the culture, in particular the culture of the bicycle, is acquired by many people. This is why starting from this postulate, we wanted to see how it is possible to combine bicycle and public transport. We know that the old system of city bikes has some problems and is not a success with Copenhageners. We had in the idea to create a new system, which would be in the same time an individual and a public transport. I.e., it would be public because it can be offered to everyone without discrimination. Some of the improvements would include better choice in the movements and in the timetable. We describe the field of the problem with references to qualitative and quantitative research to know general data and the problem with the city bike system. We have conducted two interviews which help us to understand how the existing bike system in Copenhagen functions. We have given an outline of the theories of geography with special emphasis on mobility, urban planning and sociology in relation with the individual choice. Last, we took into comparison other European cities in order to have an overall view and to have more references from which to show the possibility of our system."

Luisa Toeschi e Andrea Airoldi (a cura di), Il libro bianco delle bici a Milano. Spostamenti e sosta delle bici in una grande città. Milano, Associazione Interessi Metropolitani, Politecnico di Milano, 2006, 54 p. [formato PDF, 1,63 MB].

Brigitte Le Brethon, Propositions pour encourager le développement de la bicyclette en France . Rapport remis à Monsieur Jean-Pierre Raffarin, Premier Ministre. Paris, 9 mars 2004, 69 p. [formato PDF, 569 KB]. Rapporto commissionato dal governo francese alla deputata Brigitte Le Brethon, sindaco di Caen. Il documento costituisce la base per una strategia nazionale francese di rilancio della bicicletta. "Ayant constaté que l'usage de la bicyclette progresse, tant en ville qu'à la campagne, Brigitte Le Brethon remarque cependant qu'il est nécessaire de donner une impulsion pour que la pratique de la bicyclette se développe de façon significative. Elle insiste sur les bienfaits du vélo (lutte contre la pollution, qualité de la vie, santé, cohésion sociale...), propose une stratégie nationale en faveur du développement de la bicyclette et des mesures concrètes pour relancer la politique du vélo en France (aménagements urbains, sécurité routière, accessibilité, incitations économiques...). En annexe sont proposées des comparaisons sur l'utilisation de la bicyclette dans différents pays d'Europe."

Erster Bericht der Bundesregierung über die Situation des Fahrradsverkehrs in der Bundesrepublik Deutschland 1998. (primo rapporto del Governo federale sulla situazione della mobilità ciclabile nella Repubblica Federale Tedesca 1998). Bundesministerium fur Verkehr, Bau- und Wohnungswesen, Bonn, März 1999, 136 p. [formato PDF, 1,62 MB].

Jeroen Buis and Roelof Wittink (Interface for Cycling Expertise), The economic significance of cycling. A study to illustrate the costs and benefits of cycling policy. The Hague (L'Aia), VNG uitgeverij, 2000, 53 p. [formato PDF, 3,04 MB]. "This publication is an overview of the economic value of cycling policy in urban areas. It uses information from different parts of the world to show the relationship between this economic value and local situations and circumstances. It also includes a literature study and cost-benefit analyses that have been carried out for four cities."

Dankmar Alrutz (Planungsgemeinschaft Verkehr, Hannover), Erreichbarkeit von Innenstädten und Einkaufszentren mit dem Fahrrad - Rahmenbedingungen und Massnahmen aus Sicht der Verkehrsplanung. (Accessibilità dei centri urbani e commerciali con la bicicletta - condizioni necessarie e provvedimenti dal punto di vista della pianificazione del traffico). Presentazione al convegno "Mit dem Fahhrad zum Einkaufen", Göttingen, 30.06.2005. 17 slides [formato PDF, 3,51 MB].

Hans-Joachim Becker, Claudia Hiebel, Bewachtes Fahhradparken in Berlin (parcheggi sorvegliati per biciclette a Berlino). Mit dem Fahhrad flexibel und störungsfrei zum Event. Ergebnisbericht eines Pilotprojektes während der FIFA Fussball-Weltmeisterschaft 2006. IVP-Schriften Nr. 10. Berlin, Fachgebiet Integrierte Verkehrsplanung, Technische Universität Berlin, September 2006, 27 p. [formato PDF, 2,79 MB]. Durante i campionati mondiali di calcio a Berlino, il Comune ha organizzato delle aree di parcheggio sorvegliato gratuito per le bici, per rafforzare la campagna "Berlin steigt um", per fare andare allo stadio in bici e coi mezzi pubblici invece che con l'auto. Il documento riporta i risultati del questionario distribuito agli utenti dei parcheggi sorvegliati.

Einkaufen mit dem Rad. Progetto dell'associazione ambientalista tedesca BUND per promuovere l'uso della bici per gli acquisti. Il sito offre dati, suggerimenti ("Aktionsideen von A bis Z"), proposte e materiali divulgativi.

Enrico Prevedello, Implementing cycling policies for employees and students of the Politecnico di Milano, ECOMM 2004, May 5-7, Lyon, 13 slides [formato PDF, 536 KB]. Il Politecnico di Milano si è impegnato a favorire l’uso della bicicletta da parte di studenti e dipendenti, anche proponendo al Comune nuove piste ciclabili e nuovi itinerari. Grazie a un co-finanziamento del Ministero dell’Ambiente, 500 biciclette sono state consegnate alle Università di Milano per essere messe a disposizione di studenti e personale.

Guida ai fondi per la ciclabilità a cura di Vincenzo Barone, Francesco Silvestri, Roberta Vitali, prodotta dall’AICC (vedi sopra) e dalla FIAB, ottobre 2004, 37 p. [formato PDF, 2,07 MB]

ENTI, ASSOCIAZIONI, PORTALI, WIKIS, BLOGS

The Pedestrian and Bicycle Information Center (PBIC) is a national clearinghouse for information about health and safety, engineering, advocacy, education, enforcement, access, and mobility for pedestrians (including transit users) and bicyclists. The PBIC serves anyone interested in pedestrian and bicycle issues, including planners, engineers, private citizens, advocates, educators, police enforcement, and the health community.

ITALIA

cittainbici.it. Il sito dell'informazione ciclabile, a cura del Coordinamento Nazionale Uffici Biciclette (A21 Italy).

Critical Map è un progetto di "ciclocartografia partecipata": il sito www.criticalmap.org costituisce una piattaforma comune che permette - a chi si muove in bicicletta - di fissare la propria visione dello spazio urbano sulla mappa delle nostre città. Contiene le mappe di 42 città italiane.

FIAB Federazione Italiana Amici della Bicicletta (sito ufficiale)

www.ufficiobiciclette.it, sito del coordinamento degli uffici biciclette in Italia (di 31 Comuni). "Siamo una rete tra gli Enti Locali in Italia che hanno attivato un Ufficio Biciclette o che comunque hanno provveduto ad individuare una figura di riferimento per le politiche a favore della bicicletta nelle proprie realta' territoriali seguendo le indicazioni UE contenute nel “libro arancio” della Commissione Europea. Siamo anche un gruppo di lavoro del Coordinamento Nazionale Agenda 21 Italy, vale a dire una scelta politica-partecipativa partita dal basso, cioe' da quei Comuni che hanno percepito che la bicicletta rappresenta una scelta fondamentale per una mobilita' sostenibile e che anzi rappresenta l’unica vera alternativa al trasporto motorizzato nelle citta', una strada praticabile subito con interventi economici modesti ma con risultati eccellenti in termini di qualita' della vita e di tutela dell’ambiente e della salute."

Coordinamento Roma Ciclabile. Il sito contiene notizie e documenti sulla ciclabilità a Roma, nel Lazio e altro.

MiBici. Sito della Provincia di Milano dedicato al piano di intervento strategico per promuovere e sviluppare la mobilità a due ruote nel territorio della provincia di Milano, ora denominato Piano MiBici o "Piano della Ciclabilità della Provincia di Milano".

BicItalia - La Rete Ciclabile Nazionale. La proposta della Federazione Italiana Amici della Bicicletta - Fiab onlus per una Rete Nazionale di Percorsi Ciclabili (con schede e mappa dei percorsi).

I LIKE BIKE, blog di Bibi Bellini sulla mobilità ciclabile e sostenibile.

PisteCiclabili.com contiene 7600 km di itinerari cicloturistici italiani.

Associazione Italiana Città Ciclabili costituita nel 1990, promuove l’uso della bicicletta come mezzo di trasporto e di fruizione naturale del territorio

Bicincittà, soluzioni per la mobilità sostenibile. "Bicincittà (prodotto della ditta Comunicare S.r.L.) è un sistema di bike sharing, il cui significato è bicicletta condivisa, che offre l’opportunità di distribuire ai cittadini in modo semplice ed intuitivo una certa quantità di biciclette pubbliche e di monitorarne in tempo reale la presa ed il deposito." Il sistema è stato adottato dai comuni di Parma, Novara, Cuneo, Chivasso, Pinerolo, Pistoia, Savigliano, Settimo Torinese. Sistemi simili sono in funzione in molte grandi città europee.

BiciWiki Wiki in lingua italiana, per iniziativa del Bicycle Mobility Forum, dedicato alla mobilita' ciclabile.

Piste ciclabili, moderazione del traffico e mobilita' urbana (sito FIAB)

ALTRI PAESI

WE cycle UK. A working group for women in the cycling community and industry, working collaboratively towards gender equality in cycling by increasing the number of women riding bikes and making riding a bike a normal and safe choice of transport for every woman across the UK by 2020.

the Australian Bicycle Council (ABC) is the national body that manages and coordinates implementation of the Australian National Cycling Strategy 2005 - 2010. The ABC consists of representatives of state, territory and local governments, the cycling industry and bicycle users.

Cycling Resource Centre. The CRC is maintained by the Australian Bicycle Council (ABC) in implementing the Australian National Cycling Strategy 2005-2010. The Centre is a repository for data, information and best practice relating to cycling planning, policy, programs and projects.

One Green City (Winnipeg, Manitoba, Canada). Contiene documenti, articoli, video, immagini, cartografia, progetti, ... di interesse locale e internazionale.

The Czech Republic, Ministry of Transport, National Cycling Strategy in the Czech Republic. Portale del Ministero dei Trasporti della Repubblica Ceca dedicato alle linee strategiche nazionali per la mobilità ciclabile.

BiciWiki Wiki in lingua catalana, dedicato alla mobilità ciclabile. "Informació de 1a mà per circular en bicicleta per Barcelona i rodalies" (informazioni per muoversi in bicicletta a Barcellona e dintorni). A site to collect 1st hand info about riding a bike in Barcelona city and surroundings (and cycling advocacy etc).

Bicycle NSW, (New South Wales, Australia). "Working to promote, advocate, and support cycling".

Bicycling Life. A Web-site for Everyday Bicyclists.

Bikeforall.net. Everything you wanted to know about cycling but were afraid to ask. "Bikeforall.net is a joint initiative of the Bicycle Association and the Association of Cycle Traders" (UK).

BACC Bicicleta Club de Catalunya - con il bollettino mensile Ciclo Times (sito in catalano, spagnolo e inglese).

CPF Cycling Promotion Fund (Australia).

ConBici - Coordinadora en Defensa de la Bici. "ConBici es la Coordinadora ibérica para la promoción de la bicicleta y la defensa de los intereses de los y las ciclistas." Riunisce 32 associazioni di ciclisti di Spagna e Portogallo. (sito in spagnolo).

Club des Villes cyclables (Francia). "Le Club des villes cyclables, créé en 1989 par 10 villes pionnières, regroupe aujourd’hui plus de 550 communes représentant 14 millions d’habitants. Il est devenu, au fil des ans, un acteur majeur en matière de politiques et de réalisations cyclables. Il participe à tous les grands débats pour un meilleur partage de la rue, pour l’aménagement des zones 30 et des quartiers tranquilles et pour améliorer la sécurité des cyclistes et des piétons."

cyclescheme.co.uk. Get a tax free bike for work! "Cyclescheme is working with a network of independent bike shops to supply the nation with quality tax free bikes and equipment for work."

Critical Mass. Critical Mass is not an organization, it's an unorganized coincidence. It's a movement ... of bicycles, in the streets. Accordingly, this isn't the official Critical Mass web page, because there is no official Critical Mass web page. There are, however, a bunch of unofficial web pages.

Echos du Vélo. Ricco portale in lingua francese, purtroppo aggiornato al 2005/2006.

The European Cycle Logistics Federation is a professional body which represents and supports the needs of cycle logistics companies across Europe.

Bundesministerium für Verkehr, Bau und Stadtentwicklung, Fahrradportal. Ampio portale del ministero tedesco dei trasporti dedicato alla mobilità ciclabile (in lingua tedesca).

Le guide du cycliste girondin du Sud Ouest. Sito per l'area di Bordeaux: prestito gratuito di bici, la casa della bici, marcatura antifurto, bici sui mezzi pubblici di trasporto (bus, tram, treno), guide, percorsi, ...

The Hub - Cycling Knowledge for Professionals. New home for Cycling England's online resources. These pages are now hosted by The Chartered Institute of Logistics & Transport - CILT(UK) - as a free service to interested professionals.

I-ce Interface for Cycling Expertise, Utrecht (NL). "Is an international NGO for low cost mobility and integrated cycling planning; it is an interface to the Dutch cycling culture and capabilities." Attivo nella cooperazione in Africa, America Latina e Asia per la promozione e la pianificazione della mobilità ciclabile.

IG Velo Schweiz - CI Vélo Suisse - Swiss Bycicle Advocacy Association Comunità d'interessi dei ciclisti svizzeri, associazione nonprofit per promuovere la mobilità e gli interessi dei ciclisti, riunisce più di 30 associazioni regionali ed ha circa 20.000 iscritti (CH)

International Bicycle Fund A non-governmental, nonprofit, advocacy organization, promoting sustainable transport and international understanding. Major areas of activity are non-motorized urban planning, economic development, bike safety education, responsible travel and bicycle tourism, and cross-cultural, educational programs. (Portale)

MDB Mieux se Déplacer à Bicyclette (Francia). Associazione attiva soprattutto a Parigi e Ile-de France, promuove la mobilità ciclabile (interventi sull'urbanistica, sicurezza, sosta dei cicli, marcatura delle bici ...)

National Center for Bicycling & Walking (NCBW) is the major program of the Bicycle Federation of America, Inc. (BFA), a national, nonprofit [501(c)(3)] corporation established in 1977. Our mission is to create bicycle-friendly and walkable communities.

National Cycling Strategy ricco portale inglese dedicato a far crescere l’uso della bicicletta in ogni sua forma, fino ad ottenere un quadruplicamento degli spostamenti effettuati in bicicletta in Gran Bretagna nel 2012 rispetto al dato del 1996.

North Carolina Department of Transportation, Division of Bicycle and Pedestrian Transportation (NCDOT). The Division of Bicycle and Pedestrian Transportation (DBPT) is a comprehensive operation, touching all aspects of bicycling and walking; whether designing facilities, creating safety programs, mapping cross-state bicycle routes, training teachers, sponsoring workshops and conferences, fostering multi-modal planning or integrating bicycling and walking into the ongoing activities of the Department of Transportation.

SpiCycles. Spicycles is one of the Intelligent Energy Europe STEER projects that aims to demonstrate that the share of cycling can be increased even more. Colleague projects in Europe's STEER are Bypad and Astute; many other projects work in parallel to strengthen the efforts. Front Runner Cities in Spicycles are: Barcelona, Berlin, Bucharest, Göteborg, Ploiesti, Rome. They address issues such as: Introduction of bike-sharing schemes; Implementation of communication and awareness raising campaigns; Integration of cycling planning in the overall spatial and transport planning; Building local partnerships.

VdR Verband der Radfahrlehrer moveo ergo sum e.V., Hamburg (D). (Associazione di istruttori per ciclisti).

Velo.Info. The European Network for Cycling Expertise. Portale multilingue che dà accesso a un database con schede e documenti, ricercabili con un motore di ricerca Collexis.

Vélo Mondial. Fondazione che riunisce imprenditori, enti locali e associazioni per promuovere l'uso della bicicletta e la pianificazione della mobilita' cicliabile. Promuove progetti locali, europei e mondiali e organizza convegni (Velo Mondial 2000, 2006, 2012). "Velo Mondial aims to bring all international stakeholders together to create a higher-level synergy of expert knowledge to support the position of cycling planning on the agenda of local and national governments. Velo Mondial provides opportunities for cities to improve their support for cycling planning in order to achieve the benefits that cycling can offer."

Vélo Québec Association, Éditions, Événements, Voyages (Canada). "Depuis 40 ans, Vélo Québec, un organisme sans but lucratif, fait figure d'incontournable dans le paysage cycliste québécois. Que ce soit à des fins de loisir ou de tourisme, ou comme moyen de transport propre et actif, notre organisme encourage sans relâche l'utilisation de la bicyclette afin d'améliorer l'environnement, la santé et le bien-être des citoyens." (Français/English).

Velostadt Züri sito della città di Zurigo (CH) dedicato alla mobilità in bicicletta (246 Km di percorsi ciclabili !)

BIKE-SHARING, SISTEMI PER L'USO CONDIVISO DI BICICLETTE : dal 2015 vedi la voce SHARED MOBILITY - MOBILITA' CONDIVISA

Urs Bolz, Öffentliche Veloverleihsysteme in der Schweiz. Entwicklungen und Geschäftsmodelle - ein Praxisbericht. Materialien Langsamverkehr Nr. 137. Bundesamt für Strassen, ASTRA, Bereich Langsamverkehr und historische Verkehrswege, Bern, Juni 2018, 43 p., [formato PDF, 1,2 MB]. "2018 zeichnet sich bei den Veloverleihsystemen in der Schweiz ein Entwicklungsschub ab. Nach längeren Rechtsverfahren starteten die Städte Zürich und Bern ihre Systeme mit je über 2000 Velos, und auch in anderen Städten sind Beschaffungsverfahren im Gange oder in Planung. Parallel dazu drängen verschiedene Anbietende mit stationsungebundenen Veloverleihangeboten (sogenannten Free-Floating-Systeme) auf den Markt, die zum Teil etablierte Systeme konkurrenzieren. Der vorliegende Berichts ist eine Bestandsaufnahme aus den bisherigen Erfahrungen mit der Einführung, Gebrauch und Betrieb von Veloverleihsystemen in Schweizer Städten. Der Fokus liegt dabei auf den neuen Erkenntnissen aus diesen Projekten, mit Einschluss der sich stellenden rechtlichen Fragen."

Burkhard Horn, Alexander Jung, Bikesharing im Wandel. Handlungsempfehlungen für deutsche Städte und Gemeinden zum Umgang mit stationslosen Systemen. Agora Verkehrswende, Berlin, Juni 2018, 36 p., [formato PDF, 998 kB]. "Bikesharing stellt einen wichtigen Baustein eines nachhatigen urbanen Mobilitätskonzeptes dar. Es kann in relevantem Umfang zur Reduzierung des innerstädtischen Autoverkehrs beitragen, insbesondere als Teil inter- und multimodaler Wegeketten in Verknüpfung mit dem Öffentlichen Personennahverkehr (ÖPNV) für die erste oder letzte Meile sowie beim Zurücklegen kurzer Alltags- und Freizeitwege. Dies gilt grundsätzlich auch für die neuen stationslosen Systeme von Anbietern vor allem aus Ostasien, die seit 2017 verstärkt auf den deutschen Markt drängen. Vor allem für kleine und mittelgroße Städte sowie peripherere Lagen von Großstädten bieten sie neue Chancen für ein breiteres Sharing-Angebot, aber auch in größeren Städten können sie sich als komplementäres Angebot zu bestehenden Systemen eignen. Die ersten Erfahrungen mit den neuen Systemen haben allerdings auch gezeigt, dass ein gewisses Maß an Steuerung durch die Kommunen erforderlich ist: Nur so lassen sich ihre Potenziale gezielt nutzen und die erkennbar gewordenen Herausforderungen (etwa die Übernutzung des öffentlichen Raums oder betriebliche Probleme) bewältigen. Entscheidend für den Erfolg stationsloser Bikeshar­ing-Systeme auch aus kommunaler Sicht ist die enge Kommunikation und Kooperation zwischen der öffentlichen Hand und den Anbietern. Ergebnis dieser Zusammenarbeit sollte möglichst eine Vereinbarung sein, die wesentliche Elemente des Aufbaus und des Betriebs des jeweiligen Systems möglichst verbindlich regelt (soweit möglich auch rechtlich, etwa über Sondernutzungsregelungen) und dessen Einbindung in das gesamtstädtische Mobilitätskonzept sicherstellt. Die Städte und Gemeinden können diesbezüglich auch Anreize setzen. Die vorliegende Handreichung enthält Anforderungen und zahlreiche Hinweise zur Ausgestaltung solcher Vereinbarungen. Jede Kommune kann dabei eine spezifische, auf die lokalen Verhältnisse angepasste Lösung entwickeln. In die Handlungsempfehlungen ist eine Reihe von Erkenntnissen eingeflossen, die sich aus den bisherigen Erfahrungen verschiedener Städte und Gemeinden ergeben haben. Die Handlungsempfehlungen sind mit entsprechenden Praxisbeispielen hinterlegt. Allerdings liegen bislang nur wenige auch längerfristige Erfahrungen und empirisch belastbare Evaluierungen zur Wirkung der stationslosen Bikesharing-Systeme vor. Hier besteht Forschungsbedarf. Dies gilt auch in Hinblick auf den Rechtsrahmen, dessen zielgerichtete Veränderung den Abschluss belastbarer Vereinbarungen und Verfahren deutlich erleichtern könnte."

Mobike, How Cycling Changes Cities. Insights on how bikesharing supports urban development. Mobike's Second White Paper. Mobike, 2018, 32 p., [formato PDF, 7,3 MB]. "Through big data analysis using innovative IoT technology, and a sophisticated artificial intelligence platform - Mobike are able to gain insight into how cycling becoming more accessible in our cities can impact and change our cities for the better; and thereby significantly improves the quality of life of their residents. This most recent white paper focuses on 12 major Mobike cities across 4 continents: London, Shanghai, Singapore, Milan, Beijing, Chengdu, Guangzhou, Shenzhen. Washington D.C., Sapporo, Berlin and Sydney."

Kees van Goeverden, Gonçalo Correia (Delft University of Technology), Potential of peer-to-peer bike sharing for relieving bike parking capacity shortage at train stations: an explorative analysis for the Netherlands. EJTIR 2018 (in print), 19 p., [formato PDF, 647 kB]. "In the Netherlands, many (mainly larger) train stations suffer from capacity shortages for bicycle parking as the result of a large increase in the use of the bicycle as a feeder mode. Sharing of parked bicycles with arriving train passengers who are in need of a bicycle for some time would decrease the number of parked bicycles and reduce the capacity shortage. The paper explores to which extent sharing of these bicycles relieves the capacity problem by investigating the maximum potential for reducing the peak of parked bicycles. This is the potential of the case when all considered participants (bicycle owners and those who are in need for a bicycle) are willing to share. The analyses are based on data of the Dutch National Travel Survey. The main result is that the potential is likely to be modest. The estimated maximum is for the large stations between 13% and 50%, the actual potential is likely to be significantly lower. The large range for the maximum can partly be explained by the uncertainty about the number of arriving train passengers that might shift to the bicycle for the last mile if sharing increases bicycle availability. A second result is that sharing can have a significant effect on the distribution of parked bicycles over the day. The current peak halfway the day can turn into a dip between two peaks in the traditional morning and evening peak hours."

Mohamed Salah Mahmoud, Wafic El-Assi, Khandker Nurul Habib (University of Toronto), Effects of Built Environment and Weather on Bike Sharing Demand: Station Level Analysis of Commercial Bike Sharing in Toronto. Transportation Research Board 94th Annual Meeting, Washington DC, 11-15.01.2015, 15 p. [formato 837 kB] "Bike Share Toronto is Canada’s second largest public bike share system. Bike Share Toronto provides a unique case study as it is one of the few bike share programs in a North American city that experiences severe cold climates and operates throughout the entire year. Using year-round real time trip data, this study analyzes the factors affecting Toronto’s bike share ridership. A comprehensive spatial analysis is performed and three regression models are developed at the station level. Results of the trip attraction and generation models provide meaningful insights on the influence of socio-demographic attributes, land use and built environment, as well as different weather measures on bicycle share ridership. The developed models can be used to assist policy makers and city planners to predict the monthly trip activity at potential station locations. A station pair (origin-destination) regression model is developed based on station to station paths’ level of service attributes along with other zonal level factors. Results show that station-to-station distance and the number of intersections with major roads have negative impacts on bike share ridership. In addition, for a given origin-destination pair, the higher the percentage of bicycle infrastructure with respect to the total route length, the higher the corresponding ridership. This model can be used to predict the trip distribution between station pairs based on the total trip activity at each station. The model can also be used to assess potential bike infrastructure development based on expected bicycle routes from/to potential station locations."

Elliot Fishman, Simon Washington, Narelle Haworth (Queensland University of Technology), Bike share: a synthesis of the literature. Transport Reviews, v.33. n.2, 2013, pp. 148-165 (26 p.), [formato PDF, 707 kB]. "This paper begins by providing an overview of bike share programs, followed by a critical examination of the growing body of literature on these programs. This synthesis of previous works, both peer-reviewed and gray, includes an identification of the current gaps in knowledge related to the impacts of bike sharing programs. This synthesis represents a critically needed evaluation of the current state of global bike share research, in order to better understand, and maximize the effectiveness of current and future programs. Several consistent themes have emerged within the growing body of research on bike share programs. Firstly, the importance bike share members place on convenience and value for money appears paramount in their motivation to sign up and use these programs. Secondly, and somewhat counter intuitively, scheme members are more likely to own and use private bicycles than nonmembers. Thirdly, users demonstrate a greater reluctance to wear helmets than private bicycle riders and helmets have acted as a deterrent in jurisdictions in which helmets are mandatory. Finally, and perhaps most importantly from a sustainable transport perspective, the majority of scheme users are substituting from sustainable modes of transport rather than the car."

Oliver O'Brien (University College London), Bicycle sharing systems - Global Trends in Size. (UCL Working Paper Series 196). Centre for Advanced Spatial Analysis, London, May 2014, 10 p. [formato 854 kB] "Bicycle sharing systems allow users to hire a bicycle from an automated docking station for short journeys, typically one-way, providing a novel alternative to traditional methods of transport. The adoption of such systems by cities has been accelerating, with over 700 active systems as of early 2014, an increase of around 50% in a year. UCL CASA has been observing a number of the larger systems since 2010, and collecting data on their size in terms of numbers of docking stations and bicycles. This paper shows that, for many larger cities, their existing systems have grown in size organically or on a phased basis, by area expansion and/or intensification, during the period of study, although some systems have decreased in size."

Giorgio Saibene, Giancarlo Manzi, Bike Usage in Public Bike-Sharing: An Analysis of the "BikeMi" System in Milan. (Working Paper n. 2015-01). Università degli Studi di Milano, Dipartimento di Economia, Management e Metdo Quantitativi, MIlano, gennaio 2015, 21 p. [formato PDF, 660 kB] "The constant increase of public shared bicycle systems (PSBSs) in western cities suggests that nowadays city councils consider public bike sharing systems a serious alternative to traditional public transportation in urban areas. PSBSs can represent a solution in the hands of citizens for short journeys in highly urbanized areas. In this paper we focus on the successful example of Milan’s BikeMi PSBS which is giving very positive results in terms of satisfaction for all the actors involved, i.e. the service management, city council and users. From the available data it can be inferred that the bicycle overcome the car central areas in terms of speed, distance travelled daily, and choice of multiple itineraries, especially during peak periods and in proximity of the main railway stations. The main bicycle tracks and hotspots are also detected revealing an imbalance between the northern and the southern part of the city, with the northern part better covered by the service."

Susan A. Shaheen, Elliot W. Martin, Nelson D. Chan, Adam P. Cohen, Mike Pogodzinski, Public Bikesharing in North America During a Period of Rapid Expansion: Understanding Business Models, Industry Trends & User Impacts. (MTI Report 12-29), Mineta Transportation Institute, San José, CA, October 2014, 234 p. [formato PDF, 3,01 MB] "Public bikesharing—the shared use of a bicycle fleet—is an innovative transportation strategy that has recently emerged in major cities around the world, including North America. Information technology (IT)-based bikesharing systems typically position bicycles throughout an urban environment, among a network of docking stations, for immediate access. Trips can be one-way, round-trip, or both, depending on the operator. Bikesharing can serve as a first-and-last mile connector to other modes, as well as for both short and long distance destinations. In 2012, 22 IT-based public bikesharing systems were operating in the United States, with a total of 884,442 users and 7,549 bicycles. Four IT-based programs in Canada had a total of 197,419 users and 6,115 bicycles. Two IT-based programs in Mexico had a total of 71,611 users and 3,680 bicycles. (Membership numbers reflect the total number of short- and long-term users.) This study evaluates public bikesharing in North America, reviewing the change in travel behavior exhibited by members of different programs in the context of their business models and operational environment. This Phase II research builds on data collected during our Phase I research conducted in 2012. During the 2012 research (Phase I), researchers conducted 14 expert interviews with industry experts and public officials in the United States and Canada, as well as 19 interviews with the manager and/or key staff of IT-based bikesharing organizations. For more information on the Phase I research, please see the Shaheen et al., 2012 report Public Bikesharing in North America: Early Operator and User Understanding. For this Phase II study, an additional 23 interviews were conducted with IT-based bikesharing organizations in the United States, Canada, and Mexico in Spring 2013. Notable developments during this period include the ongoing expansion of public bikesharing in North America, including the recent launches of multiple large bikesharing programs in the United States (i.e., Citi Bike in New York City, Divvy in Chicago, and Bay Area Bike Share in the San Francisco Bay Area). In addition to expert interviews, the authors conducted two kinds of surveys with bikesharing users. One was the online member survey. This survey was sent to all people for whom the operator had an email address. The population of this survey was mainly annual members of the bikesharing system, and the members took the survey via a URL link sent to them from the operator. The second survey was an on-street survey. This survey was designed for anyone, including casual users (i.e., those who are not members of the system and use it on a short-term basis), to take “on-street” via a smartphone. The member survey was deployed in five cities: Montreal, Toronto, Salt Lake City, Minneapolis-Saint Paul, and Mexico City. The on-street survey was implemented in three cities: Boston, Salt Lake City, and San Antonio."

Sigal Kaplan, Francesco Manca, Thomas A.S. Nielsen, Carlo G. Prato (Technical University of Denmark), Intentions to use bike-sharing for holiday cycling: an application of the Theory of Planned Behavior. Artikler fra Trafikdage på Aalborg Universitet (Proceedings from the Annual Transport Conference at Aalborg University), 25.-26. August 2014, Aalborg, Denmark, 18 p. [formato PDF, 2,87 MB]. "This study explored the behavioral factors underlying tourist intentions to use urban bike-sharing for recreational cycling while on holiday. The analytical framework relied on the Theory of Planned Behavior relating tourist intentions to pro-cycling attitudes, interest in bicycle technology, pro-cycling subjective norms and perceived cycling ease. The case-study focused on the new bike-sharing system in Copenhagen (Denmark) and questioned 655 potential tourists about a hypothetical holiday scenario. Structural equation models revealed: (i) the great interest in using bike-sharing, frequently and for multiple purposes; (ii) the relation between holiday cycling and living in a cycling-friendly country, past cycling experience and habitual mode choice; (iii) the appeal of electric bicycles to tourists with high interest in bicycle technology, low perceived cycling ease and weak pro-cycling norms; (iv) the relation between frequent and multi-purpose cycling intentions and stronger pro-cycling attitudes and norms, and greater perceived likelihood that the holiday partners would cycle."

Anna Goodman, Judith Green, James Woodcock, The role of bicycle sharing systems in normalising the image of cycling: An observational study of London cyclists. Journal of Transport & Health, v.1. n.1, March 2014, pp.5-8 (4 p.), [formato PDF, 273 kB], Open Access. "Bicycle sharing systems are increasingly popular around the world and have the potential to increase the visibility of people cycling in everyday clothing. This may in turn help normalise the image of cycling, and reduce perceptions that cycling is ‘risky’ or ‘only for sporty people’. This paper sought to compare the use of specialist cycling clothing between users of the London bicycle sharing system (LBSS) and cyclists using personal bicycles. To do this, we observed 3594 people on bicycles at 35 randomly-selected locations across central and inner London. The 592 LBSS users were much less likely to wear helmets (16% vs. 64% among personal-bicycle cyclists), high-visibility clothes (11% vs. 35%) and sports clothes (2% vs. 25%). In total, 79% of LBSS users wore none of these types of specialist cycling clothing, as compared to only 30% of personal-bicycle cyclists. This was true of male and female LBSS cyclists alike (all p>0.25 for interaction). We conclude that bicycle sharing systems may not only encourage cycling directly, by providing bicycles to rent, but also indirectly, by increasing the number and diversity of cycling ‘role models’ visible."

James Woodcock, Marko Tainio, James Cheshire, Oliver O’Brien, Anna Goodman, Health effects of the London bicycle sharing system: health impact modelling study, BMJ 2014;348:g425, February 2014 (14 p.) [formato PDF, 1,57 MB]. Open Access. "OBJECTIVE: To model the impacts of the bicycle sharing system in London on the health of its users. DESIGN: Health impact modelling and evaluation, using a stochastic simulation model. SETTING: Central and inner London, England. DATA SOURCES: Total population operational registration and usage data for the London cycle hire scheme (collected April 2011-March 2012), surveys of cycle hire users (collected 2011), and London data on travel, physical activity, road traffic collisions, and particulate air pollution (PM2.5, (collected 2005-12). PARTICIPANTS: 578,607 users of the London cycle hire scheme, aged 14 years and over, with an estimated 78% of travel time accounted for by users younger than 45 years. MAIN OUTCOME MEASURES: Change in lifelong disability adjusted life years (DALYs) based on one year impacts on incidence of disease and injury, modelled through medium term changes in physical activity, road traffic injuries, and exposure to air pollution. RESULTS: Over the year examined the users made 7.4 million cycle hire trips (estimated 71% of cycling time by men). These trips would mostly otherwise have been made on foot (31%) or by public transport (47%). To date there has been a trend towards fewer fatalities and injuries than expected on cycle hire bicycles. Using these observed injury rates, the population benefits from the cycle hire scheme substantially outweighed harms (net change -72 DALYs (95% credible interval -110 to -43) among men using cycle hire per accounting year; -15 (-42 to -6) among women; note that negative DALYs represent a health benefit). When we modelled cycle hire injury rates as being equal to background rates for all cycling in central London, these benefits were smaller and there was no evidence of a benefit among women (change -49 DALYs (-88 to -17) among men; -1 DALY (-27 to 12) among women). This sex difference largely reflected higher road collision fatality rates for female cyclists. At older ages the modelled benefits of cycling were much larger than the harms. Using background injury rates in the youngest age group (15 to 29 years), the medium term benefits and harms were both comparatively small and potentially negative. CONCLUSION: London's bicycle sharing system has positive health impacts overall, but these benefits are clearer for men than for women and for older users than for younger users. The potential benefits of cycling may not currently apply to all groups in all settings."

Alexandros Nikitas, Toni-Matti Karjalainen and Ulrike Rahe, Innovative Bike-Sharing Design as a Research and Educational Platform for Promoting More Livable Urban Futures. 5th International Congress of IASDR (International Association of Societies of Design Research), August 26-30, 2013, Tokyo, Japan, 12 p. [formato PDF, 6,41 MB] "Studying the viability of innovative urban access design is the key to achieve optimum results when attempting to transform dogmatism referring to conventional car-orientation into a meaningful driver of modal change that is founded on the actual societal needs for future transportation. An efficient public bicycle scheme could be the very definition of a solution that could encourage and even facilitate, to a certain extent, such a transition. This paper discusses how a post-graduate course embraced, through the means of a service-oriented design exercise, the potential introduction of such a system. More specifically, seven research teams, closely guided by the three authors, were affiliated with designing a new hypothetical bike-sharing scheme in the city of Gothenburg, Sweden. The paper reports on: a) the novel educational approach the tutors employed, b) the taught experiences that helped the students utilize their potential as learners but also as inventive designers, c) the research in terms of design results and d) the overall transition from solely serving the needs of automotive mobility in urban environments to creating a knowledge platform that actually illustrates an improved design-innovation process to tackle future urban demands and eventually have a real-life context impact on the city of Gothenburg."

Susan A. Shaheen, Elliot W. Martin and Adam P. Cohen (Univ. of California, Berkeley), Public Bikesharing and Modal Shift Behavior: A Comparative Study of Early Bikesharing Systems in North America. International Journal of Transportation, Vol.1, No.1 (2013), pp.35-54 (20 p.), [formato PDF, 894 kB] "Public bikesharing — the shared use of a bicycle fleet by the public — is an innovative mobility strategy that has recently emerged in major North American cities. Bikesharing systems typically position bicycles throughout an urban environment, among a network of docking stations, for immediate access. This paper discusses the modal shift that results from individuals participating in four public bikesharing systems in North America. We conducted an online survey (n =10,661 total sample), between November 2011 and January 2012, with members of four major bikesharing organizations (located in Montreal, Toronto, the Twin Cities, and Washington D.C.) and collected information regarding travel-behavior changes, focusing on modal shift, as well as public bikesharing perceptions. The survey probed member perceptions about bikesharing and found that a majority in the surveyed cities felt that bikesharing was an enhancement to public transportation and improved transit connectivity. With respect to modal shift, the results suggest that bikesharing generally draws from all travel modes. Three of the four largest cities in the study exhibited declines in bus and rail usage as a result of bikesharing. For example, 50% of respondents in Montreal reported reducing rail use, while 44% and 48% reported similar shifts in Toronto and Washington D.C., respectively. However, within those same cities, 27% to 40% of respondents reported using public transit in conjunction with bikesharing to make trips previously completed by automobile. In the Twin Cities, the dynamic was different, as 15% of respondents reported increasing rail usage versus only 3% who noted a decrease in rail use. In all cities, bikesharing resulted in a considerable decline in personal driving and taxi use, suggesting that public bikesharing is reducing urban transportation emissions, while at the same time freeing capacity of bus and rail networks within large cities."

Elliot Fishman, Simon Washington & Narelle Haworth, Bike Share: A Synthesis of the Literature. Transport Reviews, 2013, Vol. 33, No. 2, 148–165 (18 p.), [formato PDF, 419 kB] [Free access until 30th June 2014] "This paper begins by providing an overview of bike share programs, followed by a critical examination of the growing body of literature on these programs. This synthesis of previous works, both peer-reviewed and gray, includes an identification of the current gaps in knowledge related to the impacts of bike sharing programs. This synthesis represents a critically needed evaluation of the current state of global bike share research, in order to better understand, and maximize the effectiveness of current and future programs. Several consistent themes have emerged within the growing body of research on bike share programs. Firstly, the importance bike share members place on convenience and value for money appears paramount in their motivation to sign up and use these programs. Secondly, and somewhat counter intuitively, scheme members are more likely to own and use private bicycles than nonmembers. Thirdly, users demonstrate a greater reluctance to wear helmets than private bicycle riders and helmets have acted as a deterrent in jurisdictions in which helmets are mandatory. Finally, and perhaps most importantly from a sustainable transport perspective, the majority of scheme users are substituting from sustainable modes of transport rather than the car."

Marzenna Cichosz (Warsaw School of Economic), IT solutions in logistics of smart bike-sharing systems in urban transport. Management, Vol. 17, 2 (272–283) (12 p.), December 2013 [formato PDF, 476 kB] "IT solutions in logistics of smart bike-sharing systems in urban transport In recent years, the public transport of Krakow, Rzeszow, Wroclaw, Poznan, Opole and Warsaw has expanded into the third generation bike-sharing programs - smart bikes. It’s an innovative solution, deploying IT systems and technology to integrate individual stations of urban bike rental system. The article presents the business model solution, its functionality from the perspective of customers and operator, and shows the role of IT solutions support in managing the logistics of rental network. An illustrative case of „Veturilo” solution implementation is presented."

The Bike-share Planning Guide. ITDP (Institute for Transportation & Development Policy), New York, November 2013, 152 p. [formato PDF, 7,26 MB] "More than 600 cities around the globe have bike share systems, and new systems are starting every year. The largest and most successful systems, in places such as China, Paris, London, and Washington, D.C., have helped to promote cycling as a viable and valued transport option. This guide evaluates international best practice in bike share, helps to bridge the divide between developing and developed countries’ experiences to provide guidance on planning and implementing a successful bike share system regardless of the location, size, or density of your city".

Innovative öffentliche Fahrradverleihsysteme. Modellprojekte am Start [Sistemi di bike sharing pubblici innovativi]. Bundesministerium für Verkehr, Bau und Stadtentwicklung, Berlin/Bonn, Februar 2012, 20 p. [formato PDF, 2,20 MB] "Im Rahmen des Modellversuchs „Innovative öffentliche Fahrradverleihsysteme“ erfolgten im Zeitraum 2009-2012 der Aufbau und die Begleitung verschiedener BikeSharing-Systeme in Deutschland. Eine aktuelle Studie des BMVBS untersuchte diese Systeme hinsichtlich ihres Erfolgs und ihrer Übertragbarkeit auf andere Orte. Ein Schwerpunkt der Studie liegt dabei in der kombinierten Mobilität. Durch die Kombination von Leihfahrrädern mit dem öffentlichen Verkehr wird die Verkehrssituation in den Städten entlastet, die Umwelt geschont und die Gesundheit gefördert. Dank der Vielzahl unterschiedlicher Projekte und Lösungsansätze, die im Rahmen der Studie dokumentiert wurden, sollen andere Städte, Gemeinden und Regionen von diesen Erfahrungen profitieren. Generell lässt sich festhalten, dass die Implementierung eines Veloverleihsystems technische und organisatorische Herausforderungen mit sich bringt, die eine gute Koordination aller Akteure sowie eine langfristige Planung erfordern. Weitere detaillierte Evaluationsergebnisse werden nach der Velosaison 2012 erwartet. Zusätzlich sei auf einen europaweiten Test von 40 BikeSharing- Systemen durch die europäischen Automobil- und Verkehrsclubs verwiesen."

Citi Bike is a revolutionary new way for you to get around New York City, scheduled to launch summer 2012. Bike sharing expands your transportation options; it empowers you to go your own way. Citi Bike is a self-service system that provides members with easy access to a network of thousands of bicycles. Pick up a bike close to home or work, ride, then return it to any of the hundreds of stations to be located throughout the city. Citi Bike will consist of 600 stations, 10,000 bikes in Manhattan and Brooklyn. It will be privately sponsored, privately launched and privately operated, with no public funding.

OBIS, Ottimizzare i Sistemi di Bike Sharing nelle città europee. Manuale. Progetto OBIS, 2012, 98 p. [formato PDF, 3,06 MB]. "Sono analizzate le differenze – in termini di servizio offerto, modello economico adottato e politica tariffaria - dei SBS esistenti (Sistemi di bike sharing europei). I risultati, presentati tenendo conto delle dimensioni della città studiata, offrono una panoramica e delle utili indicazioni guida per altre città che possiedono caratteristiche simili. Una lista dei fattori di successo permette poi di aver presente, in maniera sintetica, gli aspetti principali dei vari sistemi. Le linee guida sono tratte dal lavoro, pratico e teorico, svolto nel corso del progetto OBIS. Indicano quali passi debbano essere compiuti - da come sia possibile convincere gli stakeholder a come progettare un bike sharing di successo - tenendo conto delle particolari caratteristiche della propria città o regione."

Peter Midgley, Bicycle-Sharing Schemes: Enhancing Sustainable Mobility in Urban Areas. (Background Paper No. 8; CSD19/2011/BP8). United Nations, Commission on Sustainable Development, New York, 2-13 May 2011, 26 p. [formato PDF, 907 kB]

Heiner Monheim, Christian Muschwitz, Johannes Reimann, Markus Streng, Statusanalyse Fahrradverleihsysteme. Potenziale und Zukunft kommunaler und regionaler Fahrradverleihsysteme in Deutschland [Analisi dei sistemi di bike sharing. Potenziali e futuro dei sistemi comunali e regionali di bike sharing in Germania]. raumkom Institut für Raumentwicklung und Kommunikation, Trier, Juni 2011, 250 p. [formato PDF, 6,27 MB] "Spätestens seit der Einrichtung von "Vélib" in Paris im Jahr 2007 finden öffentliche Fahrradverleihsysteme als Trend in der städtischen Mobilität auch international viel Beachtung. Das Konzept des öffentlichen Fahrradverleihs hat in Deutschland eine lange Tradition, dennoch blieben moderne Systeme bisher nur auf wenige ausgewählte Großstädte beschränkt. Das Bundesministerium für Verkehr, Bau und Stadtentwicklung (BMVBS) hat im Jahr 2009 einen Innovationswettbewerb gestartet, um viele weitere Kommunen zur Initiative zu bewegen. Vor diesem Hintergrund untersuchte das raumkom Institut für Raumentwicklung und Kommunikation in den vergangenen Monaten wie Entscheidungsträger über öffentliche Fahrradverleihsysteme denken, welche Chancen oder Hemmnisse sie in Bezug auf die Einführung von Leihrädern sehen und welche Potenziale sie dem öffentlichen Fahrradverleih derzeit und in Zukunft zumessen. Auf Grundlage einer Analyse der zum Wettbewerb eingereichten Beiträge sowie mittels schriftlicher Befragungen, Interviews und Expertengespräche ist eine umfangreiche Studie entstanden, die Einblicke in die Sicht relevanter Akteure vermittelt, aktuelle Trends wie auch Unsicherheiten identifiziert und wichtige Ansatzpunkte für die Weiterentwicklung öffentlicher Fahrradverleihsysteme benennt. "Institutionenbezogenen Ansätze - also die Frage, wie Verkehrspolitik und Administrationen entscheiden, welche Motive sie leiten, wo und wie sie sich informieren und viele mehr - kommen in der Mobilitätsforschung bisher viel zu kurz", erklärt Professor Monheim, Mitinhaber des raumkom Instituts, "da bot der Modellwettbewerb eine gute Chance, Forschungsinstrumente einmal im laufenden Prozess einzusetzen." Die Studie stellt klar, dass öffentliche Leihradsysteme noch nicht im verkehrsplanerischen Alltag angekommen sind und vielerorts - durchaus auch skeptisch - nach wie vor als Innovation gesehen werden. Eine Euphorie, wie sie beispielsweise in Frankreich zu beobachten war, konnte bisher nicht nach Deutschland überschwappen. Doch Prof. Monheim sieht gelassen in die Zukunft: "Fast alle befragten Experten erkennen positive Perspektiven für den Radverkehr, der durch steigende Rohstoff- und Energiepreise weiter zulegen wird. Öffentliche Fahrradverleihsysteme können direkt und indirekt zum Aufschwung beitragen."

Haritz Ferrando, Esther Anaya, Diana González, Estudio sobre el impacto de la implantación de sistemas de bicicletas públicas en España. Estudios de construcción y transportes, N. 112, enero - junio 2010, pag. 79-86 [N.112, formato PDF, 69 MB] "El presente estudio demuestra que, con 74 sistemas de bicicletas públicas en 100 municipios, el fenómeno de la implantación de los sistemas de bicicletas en España se está consolidando."

Anke Borcherding, Kristina Hartwig, Astrid Karl, Fahrradfahren für Fortgeschrittene. Evaluation der Barrieren und Hindernisse der Beteiligung von Städten und Kommunen am Wettbewerb Modellversuch "Innovative öffentliche Fahrradverleihsysteme" - Neue Mobilität in Städten des Bundesministeriums für Verkehr, Bau und Stadtentwicklung (BMVBS) (Una valutazione sulle barriere ed ostacoli alla partecipazione di città e comuni al bando del Ministero federale dei Trasporti ed edilizia per "Sistemi pubblici innovativi per il noleggio di biciclette - la nuova mobilità urbana"). (WZB Discussion Paper SP III 2010-601). Wissenschaftszentrum Berlin für Sozialforschung, Berlin, (April) 2010, 62 p. [formato PDF, 267 kB]. "Judging from their growth in number and size throughout Europe, public bicycle rentals have become increasingly popular in recent years. To support this development – and thereby acknowledging that Germany is somewhat lagging behind – the German Federal Ministry of Transport offered ten million Euros as prize money in a competition for innovative bike rental schemes. The aim was to induce German cities to draw up plans for bicycle rental systems, which would integrate rented bikes into traditional public transport. 44 cities and regions participated in the contest. Nevertheless, in spite of having reached an advanced planning stage, there were also a number of cities, which did not hand in project proposals. The discussion paper investigates the arguments which were made for this withdrawal from the competition. Interviews held in three of these cities revealed a number of significant arguments, from time pressure, over administrative hurdles to practical concerns. To test these reasons we also interviewed members of a control group consisting of winners of the competition in three cities. We found that the cities in this second group had faced similar obstacles – they had merely decided to go ahead with the project in spite of them and without fully solving the problems at that stage. The comparison of winners and non-participants leads us to conclude that the integration of public bicycle rental systems into traditional public transport generally faces obstacles on several levels, not the least of which is the lack of support of public transport companies and associations, German public transport being notoriously change resistant. Our analysis suggests that integrated bicycle rental systems are a very sophisticated instrument of transport policy, and therefore can challenge policy makers and administrators alike." Interessante analisi delle ragioni che hanno portato alcune città tedesche a ottenere i finanziamenti ministeriali e altre invece a rinunciare a partecipare al bando; tra gli ostacoli, la contrarietà di alcune aziende di TPL che temono di perdere utenti (mentre molte altre aziende di TPL hanno partecipato ai progetti).

Paul DeMaio, Bike-sharing: Its History, Models of Provision, and Future. Velo-city 2009 Conference, Bruxelles, 12-15 May 2009, 12 p. [formato PDF, 968 kB] "This paper briefly discusses the history of bike-sharing from the early 1st generation program to present day 3rd generation programs. There is a detailed examination of models of provision and the state of the art outside of the European Union. The paper concludes with looking into the future of bike�]sharing, with a discussion about what a 4th generation program could be."

Peter Midgley, The Role of Smart Bike-sharing Systems in Urban Mobility. February 2009, 14 p. [formato PDF, 426 kB] "Following the success of the smart bike-sharing system in Paris, these systems are rapidly being introduced in European cities for daily mobility. The basic premise of the smart bike-sharing concept is sustainable transportation. Such systems often operate as part of the city’s public transport system. They provide fast and easy access, have diverse business models and make use of applied technology (smart cards and/or mobile phones). Bike-sharing systems are currently operating in 78 cities in 16 countries using around 70,000 bikes. This paper reviews the state of the art of bike-sharing systems, drawing on experiences in selected European cities."

Sebastian Bührmann, Bicycles as public-individual transport – European developments. MEETBIKE – European Conference on Bicycle Transport and Networking, 3rd – 4th April 2008, Dresden, 25 slides [formato PDF, 2,26 MB]

Eileen Kadesh, Andrew Curran, Alain Ayotte, George Banyan, Bike Sharing in North America. Pro Walk/Pro Bike 2008 Conference, Seattle, September 3, 2008, 20 slides [formato PDF, 968 kB]

The Bike-sharing Blog. The Blog is provided by MetroBike, LLC, based in Washington, D.C., USA.

BiciinComune, 2 ruote nelle terre dell'ovest. Comuni di Collegno, Grugliasco, Venaria Reale, Rivoli, Gruento (Torino).

Bicike(lj), sistema di bike sharing della città di Ljubljana (Slovenia).

Roma’n’Bike è il nuovo servizio di Bike Sharing nella città di Roma. Ha 19 punti di distribuzione nell'area del Centro Storico, per un totale di 271 posti bici. Gestito dalla ditta Cemusa e da Bicincittà.

Cyclocity, Bruxelles (B). "Cyclocity est un service de location de vélos proposé par la ville de Bruxelles, développé et exploité par la société JCDecaux Belgium. Il comportera à terme près de 250 vélos, disponibles dans des stations automatiques implantées sur la commune de Bruxelles." Sistema di noleggio bici a basso costo.

Bicing. Rete di "trasporto pubblico" a Barcellona (Catalogna), con 6000 biciclette e 420 postazioni in cui gli abbonati al servizio possono prelevare le biciclette e usarle per spostamenti urbani per un massimo di due ore. Sito in lingua spagnola e catalana, con dati in tempo reale sulla disponibilità delle bici nelle postazioni.

Pordenone Bike Sharing. Offerta (gratuita) di biciclette pubbliche che l’Amministrazione Comunale di Pordenone intende proporre come servizio alla collettività.

Parma PuntoBici: Bike Sharing. Noleggio di biciclette pubbliche, prima ora gratuita.

Bikedispenser.com. Sistema automatico per la disponibilità di biciclette (creato dall'azienda Springtime, Amsterdam).

Bicincittà, soluzioni per la mobilità sostenibile. "Bicincittà (prodotto della ditta Comunicare S.r.L.) è un sistema di bike sharing, il cui significato è bicicletta condivisa, che offre l’opportunità di distribuire ai cittadini in modo semplice ed intuitivo una certa quantità di biciclette pubbliche e di monitorarne in tempo reale la presa ed il deposito." Il sistema è stato adottato dai comuni di Bari, Biella, Cuneo, Chivasso, Novara, Parma, Pinerolo, Pistoia, Prato, Roma, Savigliano, Settimo Torinese (19 comuni). Sistemi simili sono in funzione in molte grandi città europee.

[TO]Bike è il nuovo servizio di bike sharing di Torino e di tutti coloro che frequentano la città per lavoro, svago o turismo. Abbonandosi al servizio è possibile prelevare la bicicletta in una delle 116 stazioni presenti in città e depositarla in una qualsiasi, purché con parcheggi liberi. Pensato per gli spostamenti brevi, il bike sharing oggi rappresenta la forma di spostamento urbano più conveniente, sia in termini di tempo sia in termini economici.

UdineBike è un servizio di biciclette pubbliche (bike sharing) offerto a chi deve spostarsi nella città di Udine. La prima mezz'ora è gratuita.

c'entro in bici portale sul bike sharing in Italia (64 comuni).

OV-fiets, Paesi Bassi (NL). Servizio di noleggio di biciclette collegato alla rete dei trasporti pubblici, presente in 200 località dei Paesi Bassi.

SEVici, Sevilla (Spain). 2500 bicicletas estarán a su disposición, repartidas en 250 Áreas de Aparcamiento.

Vélib', Parigi (F). Servizio di noleggio di biciclette (gestito dalla Municipalità di Parigi e dall'azienda JCDecaux SA), nei primi 39 giorni di attività ha realizzato 53.000 abbonamenti annuali e oltre 2 milioni di noleggi. I primi 30 minuti di ogni percorso sono gratuiti.

Vélo ville de Bordeaux, (F). Servizio di prestito gratuito della Municipalità di Bordeaux (3.600 biciclette disponibili).

Oslo Bysykkel, Norvegia. Sistema dotato di 102 postazioni e informazioni in tempo reale sulla disponibilità delle bici.

Koordination bikesharing Schweiz / Coordination bikesharing Suisse, c/o Pro Velo Schweiz / Suisse, Bern.

Veturilo (Warszawski rower publiczny), municipal bike rental in Warsaw (Poland), owned by the operator Nextbike.

AL LAVORO IN BICI (BIKE TO WORK), INCENTIVI

Gaëlle Katharina Suermann, Katharina Thoms, Auxane Bonnet-Hévin, Max Floris van Geuns, Tax Incentives for Bicycle Commuting inthe Capital Region of Copenhagen. Public report - Commissioned by Supercykelstier. CBS Copenhagen Business School, Supercykelstier, Copenhagen, 2021, 39 p. [formato PDF, 1,5 MB]. "Denmark is considered a role model for cycling. However, tax incentives for bicycle commuting do not exist yet. In its development plan, the Capital Region of Copenhagen aims for 50% of all commuting trips to be by bicycle. Favorable infrastructural conditions are already in place, but the individual needs more incentives to choose the bicycle over the car. Supercykelstier, a cooperation between the Capital Region and 30 municipalities creating a network of cycle superhighways that provide better conditions for bicycle commuters, commissioned this study to find one or more viable tax solution(s) for incentivizing bicycle commuting in Denmark. Applying a best-in-class scan, five pioneer countries were selected that have been referred to as being successful in incentivizing bicycle commuting: United Kingdom, Belgium, France, the Netherlands, and Germany. For each country, the exact tax incentive schemes have been described and analysed, discussing the advantages and shortcomings, as well as some financial and non-financial costs and benefits. Qualitative research was conducted through semi-structured and open-ended interviews with country-specific experts about the schemes in place. In addition, online reports and websites about the background and performance of the different measures have been consulted. The main finding is that there are five different categories of tax incentive schemes that Denmark could implement or improve: a tax-free mileage allowance, a distance-flat mileage rate, a bicycle leasing scheme, company pool bikes, and a bicycle financing model."

bike to work. Azione rivolta alle aziende svizzere promossa da Pro Velo.

cycle2city. It is a unique facility located within the heart of Brisbane City, forming part of the King George Square Station complex. An Australian first, C2C was designed to support people who wanted to ride to work but suffered inadequate workplace facilities. Membership provides daily access to secure bike parking, a fresh towel, air conditioned locker rooms, and plenty of showers and toilets. An optional and convenient laundry service is also available and our full service workshop is an integral part of the centre, while also open to the public. C2C provides: 420 bike parking spaces; Secure, electronic entry for members; 270 secure lockers and 18 showers for men; 150 secure lockers and 15 showers for women; 12 lockers in the people with disability (PWD) area; A fresh towel provided daily; Ironing boards (and irons); hair dryers are included in the womens locker room; Access to a valet laundry and cleaning service; Locker rooms are air-conditioned; a full service on site bicycle workshop with experienced technician on duty; free training available to all new members, covering tyre changing and bike maintenance; small retail area providing basic items from toothpaste to bicycle accessories. Centro servizi (a pagamento) per chi va al lavoro in bici a Brisbane (Australia); offre spazio parcheggio bici, doccia e armadietto per i vestiti, servizio lavanderia e stiratura, servizio riparazioni delle bici.

en bici al trabajo! / amb bici ala feina!. Bicicleta Club de Catalunya (BACC), Barcelona.

A SCUOLA IN BICI (BIKE TO SCHOOL)

Marco Migliore, Gabriele D'Orso, Alessandro E. Capodici (University of Palermo), The Go2School project for promoting cycling to school: A case study in Palermo. Cleaner and Responsible Consumption 2 (2021) 100019 (12 p.) [formato PDF, 2,4 MB]. Open Access. "The identification of transport policy measures able to reduce the use of private cars for home-to-school travel is very relevant to reduce congestion during peak hours and to ensure that the areas around schools have livable environments. An action that policymakers could apply is promoting cycling to school through the introduction of bikesharing programs and creating safe routes to school through the construction of new cycle infrastructure. The aim of the paper has been, therefore, to assess if these policies could lead the high-school students to cycle to school, considering the city of Palermo as a case study. The goal is reached through the calibration of a modal choice model based on Stated Preference interviews. The costs that the local authority have to support have been compared with the benefits that the realization of new cycle paths entails in terms of the modal shift, reduction of car mileage and reduction of the externalities. According to the model, the construction of the new cycle paths will lead to an impressive increase in the use of the bicycle for home-to-school travel and also to greater use of public transport, due to the multimodality guaranteed by the bikesharing stations near the railway stations and tram stops."

EDUCAZIONE ALL'USO DELLA BICI (CHILDHOOD CYCLING PROMOTION)

Jonne Silonsaari, Mikko Simula, Marco Te Brömmelstroet, Sami Kokko, Unravelling the rationalities of childhood cycling promotion. Transportation Research Interdisciplinary Perspectives 14 (2022) 100598 (10 p.) [formato PDF, 1,2 MB]. Open Access. "Decrease of children's independent mobility (CIM) has worried academics, policymakers, educators and other professionals for decades. Research and policy often emphasise that promoting children's physically active and independent transport modes as cycling is important to achieve better public health, solve environmental challenges and increase related economic benefits. Yet, cycling promotion is not a neutral process and all promotion efforts are derived from latent notions of 'cyclists' and 'cycling'. This paper discusses different rationalities of childhood cycling promotion and the representations of 'children' as independent 'cyclists' they entail. We argue that in order to efficiently promote cycling across contexts, we should better understand children's cycling experiences and meanings they ascribe to it and how their mobilities emergence in the flux of social, institutional and political relations. By applying action research to a local cycling promotion project in Finland we explore how instrumental, functional and alternative rationalities emerged and resulted in differing representations of children as cyclists. While all rationalities played a role in different stages of the project, the results highlight that alternative rationalities as children's autonomy, positive emotions and friendships were considered the most important drivers of new cycling practices among project participants. In conclusion we propose children's autonomous mobility as the most appropriate term to depict their cycling and other self-imposed (but relational) mobility practices."

BICI ELETTRICHE (E-BIKES)

Kyuhyun Lee, Ipek Nese Sener, E-bikes Toward Inclusive Mobility: A Literature Review of Perceptions, Concerns, and Barriers. Transportation Research Interdisciplinary Perspectives 22 (2023) 100940 (10 p.) [formato PDF, 551 kB]. Open Access. "There is a growing consensus that e-bikes hold potential as an inclusive mobility option for all, including people with disabilities and older adults. However, the e-bike platform lacks discussion as a viable option for people with different abilities. This study aimed to fill this knowledge gap, and in doing so, help realize the potential of e-bikes for all users. We reviewed the literature to understand people's e-bike perceptions and any concerns and barriers that may be delaying the adoption of e-bikes among marginalized populations in the United States. The findings suggested that disabilities and advanced age negatively affected the way people perceive e-bikes. Conversely, positive perceptions were shaped by various factors including e-bike experience, personal cycling history, and openness to innovative technology. Significant concerns about e-bikes included safety, security, social stigma imposed on electric assistance, and loss of disability benefits. Along with these concerns, lack of knowledge, misperceptions, limited access, high purchase costs, and inadequate infrastructure were identified as major deterrents to adopting e-bikes. The findings also highlighted the need for programs, policies, and education to promote the acceptance of e-bikes as mobility aids. Further research should prioritize people with disabilities and older adults who lack e-bike experience and explore the perceptions of key stakeholders whose perspectives directly influence the wider adoption of e-bikes, including transportation planners, health professionals, families, and caregivers."

Danique Ton, Dorine Duives (Delft University of Technology), Understanding long-term changes in commuter mode use of a pilot featuring free e-bike trials. Transport Policy 105 (2021) 134-144 (11 p.) [formato PDF, 3,6 MB]. Open Access. "Globally, the need for more sustainable modes of transport is rising. One of the main contenders of the car is the electrical bike (e-bike). To promote the use of e-bikes, pilots are being organised worldwide (e.g. in the USA, Norway, and the Netherlands). Studies have shown that providing a free e-bike to people for a limited period of time changes their mode choice behaviour during the pilot period. Only few studies have also investigated the long-term effects of these free e-bike trial periods, which show increase in e-bike use in general. However, these studies have failed to investigate why some participants of the trials change behaviour on the long-term, whereas others continued their former behaviour. This study aims to bridge this gap. A pilot with e-bikes was organised at Delft University of Technology, The Netherlands, with the goal of reducing car use for commuter trips towards the university. Data was collected at various moments during and after the trial period to evaluate the long-term changes in commuting behaviour and to identify potential reasons for these changes. A total of 82 participants are included in this study. Overall, car use for commuting decreased from 88% before the pilot to 63% three months after the pilot. E-bike use went up from 2% to 18% in the same time period. A binary logistic regression model shows that the most important variables to explain the decrease in car use are 1) purchase of an e-bike, 2) the participant's perception regarding e-bike safety, and 3) the aim of the participant to use the pilot to change their current behaviour. Besides that, the most important predictor of increase in e-bike use is the purchase of an e-bike. Furthermore, participants identify the investment costs of an e-bike as the strongest reason for not purchasing an e-bike and, thus, not changing their commuting behaviour. Future pilot programs could consider the potential of incrementally purchasing an e-bike over a longer period of time, instead of at once, to increase e-bike adoption rate."

Ragnhild Dahl Wikstrøm and Lars Böcker (University of Oslo), Changing Suburban Daily Mobilities in Response to a Mobility Intervention: A Qualitative Investigation of an E-bike Trial. Sustainability 2020, 12, 2413 (11 p.) [formato PDF, 940 kB]. Open Access. "This paper explores how local mobility interventions can bring about changes in daily mobilities and presents a qualitative study of an intervention introducing electric bikes (e-bikes) to suburban commuters in Norway. Our research shows promising evidence that e-bikes could play a crucial role in achieving a sustainable transport transition and that interventions are essential to stimulate the upscaling and mainstreaming of this emerging low-energy transport mode. In order to understand the scheme's capacity to change mobility outcomes, this paper considers (i) how this low-energy mobility intervention was conceived and undertaken by its initiators, as well as how it was experienced by its participants; and (ii) how new e-bike practices are intertwined with existing daily activities and mobility systems. Theoretically, this paper draws on the staging mobilities framework and conceptualizes situational mobilities as involving the dimensions of embodiment, social interaction, and materiality. With this twofold objective, this paper generates crucial knowledge that is required to understand the capacity of mobility interventions to trigger a sustainable transport transition. This study explores the potential of combining mobile methods (GPS-tracking), qualitative GIS, and visual methods (photo- and map-elicitation) in interviews, and participant observations."

Qi Sun, Tao Feng, Astrid Kemperman, Andreas Spahn (Eindhoven University of Technology), Modal shift implications of e-bike use in the Netherlands: Moving towards sustainability?. Transportation Research Part D: Transport and Environment, 78 (2020) 102202 (10 p.) [formato PDF, 941 kB]. "This paper investigates the modal shift patterns of e-bike users in the Dutch context. We focus on the change in e-bikers' travel behavior to assess whether this change benefits sustainability. Our study provides direct ecologically valid evidence on modal shift by using a longitudinal dataset from the Netherlands Mobility Panel survey. We examine e-bikers' modal shift patterns before and after acquiring an e-bike. The findings indicate that after e-bike adoptions, conventional bike use reduces significantly, while car use reduces less strongly. Nonetheless, the share of car kilometers is much larger than that of conventional bikes at the baseline. Besides, the emission rate per passenger kilometer of an e-bike is several times lower than that of a car. These imply a net environmental gain after e-bike adoptions. The present study also sheds light on modal shifts at a disaggregated level by investigating those e-bikers who are more likely to drive less after e-bike adoption. The findings suggest that e-bikers younger than 50 and those around retirement age (60-69) seem more likely to step out of their cars. Additionally, people living in rural areas tend to be more likely to reduce their car use than their counterparts in highly urbanized areas. Based on our findings, we present policy recommendations for achieving a greener shift in mobility systems."

Carey Newson and Lynn Sloman, The Case for a UK Incentive for E-bikes. Developing the evidence base on the contribution of the bicycle industry to Britain's industrial strategy. Transport for Quality of Life Ltd, July 2019, 25 p. [formato PDF, 676 kB]. "Numerous evaluations demonstrate that e-bikes support physical activity. They have broader appeal than conventional bikes, including to older people, women, and those who are less active, as well as to the young, men and the physically active. Sales of e-bikes in Belgium and the Netherlands are 20 times greater, per head of population, than they are in Britain. Sales in Sweden, Germany and Austria are between 7 and 14 times higher per head of population than in Britain. A main reason for the greater popularity of e-bikes in these countries is that national and regional or local governments have offered grants to incentivise purchase of e-bikes. These grants have raised awareness of e-bikes as an option. Evaluation of e-bike grant schemes in various countries found that typically, around half (40-60%) of e-bike trips replaced car trips, although the proportion can be as low as 16% or as high as 70% depending on local conditions and previous travel patterns. Results from individual countries showed that: About 40% of those who received a grant to buy an e-bike subsequently reduced their car use for commuting, shopping and leisure trips (Austria); People who received a grant increased the distance they cycled from an average of 200km per year before buying an e-bike to 1,400km per year afterwards, and reduced the distance they travelled by car by 660km per year (France); Sales of e-bikes in Sweden jumped from 12% to 19% of all bike sales in a single year (from 2016/17 to 2017/18), and this was attributed to the national grants programme. E-bikes are used for longer journeys than conventional bikes, and therefore have significant potential to reduce carbon emissions from transport. An e-bike grant scheme would be more than twice as effective, per pound spent, as the current grants offered to buyers of some electric cars: for example, over five years the cost per kg of CO2 saved by an e-bike grant scheme would be 42 pence, compared to 88 pence per kg of CO2 saved by an electric car grant used to buy a Tesla Model S."

Georgia Apostolou, Angèle Reinders and Karst Geurs (University of Twente), An Overview of Existing Experiences with Solar-Powered E-Bikes. Energies 2018, 11(8), 2129 (19 p.) [formato PDF, 540 kB]. Open Access. "Electric bicycles (e-bikes) are considered a sustainable alternative to automobile transportation today. The electric bike includes all the benefits that conventional bicycles offer, plus faster, more comfortable and longer trips, as well as less effort for the user. In this paper, we specifically focus on a new type of e-bike, the so-called 'solar-powered e-bike'. Therefore, this review paper explores existing literature findings for the use of solar energy in transportation, and more specifically in e-bikes. This paper aims to capture the status of and experiences with the use of e-bikes; more specifically, with solar-powered e-bikes. It presents research conducted so far on e-bikes and solar-powered e-bikes, as well as the main technical features of the solar e-bike. Finally, it analyzes a sample of e-bikes' and solar-powered e-bikes' users, based on Dutch National Travel Survey data and an experimental field study conducted in 2017. Data showed that the main target group of (solar) e-bikes are commuters in the age group between 40 and 60 years old, commuting distances longer than 6 km, with a gross income higher than €2500. Solar-powered e-bikes are concluded to have potential as a sustainable way of transportation in urban areas and cities, potentially replacing the conventional means of transport."

Holger Haubold (ECF), Electromobility for all: Financial incentives for e-bikes help to realise enormous extra cycling potential. ECF European Cyclists' Federation, Brussels, December 2016, 16 p. [formato PDF, 508 kB]. "E-bikes offer numerous benefits: They allow for longer distances to be cycled, make it easier to overcome natural obstacles, make it possible to transport heavier goods and open up cycling for groups that have not cycled previously. For all of these reasons, electric bikes offer an enormous potential to replace car trips in Europe. ECF therefore recommends to adopt balanced policies and promotion strategies for electromobility that help to realise the potential of electrifying the transport system as a whole instead of only focusing on one mode. We suggest introducing subsidy schemes for e-bikes based on market conditions: - In markets with low sales figures, a purchase subsidy of 500 Euros (around 10% of the current purchase subsidies of electric cars in many European countries) could help to bridge the price gap to conventional bikes and facilitate market uptake of electric bikes (including low-powered as well as speed pedelecs), which in its turn have a high potential to achieve modal shift from car trips to cycling. - In more mature markets, more targeted subsidy schemes e.g. for speed pedelecs and electric cargobikes due to their higher price or for charging infrastructure in small businesses can be an option. Subsidies for electric bikes could also be given as a reward for cancelling a car's registration. Besides these targeted purchase subsidies, which are at the centre of this report, other, more general, funding schemes for research and development or infrastructure like charging points and secure parking can also contribute to the promotion of electric cycling. In these areas, the EU could play a more active role in the promotion of electric cycling by including it in its e-mobility policies."

Marco Dozza, Giulio Francesco Bianchi Piccinini, Julia Werneke (Chalmers University of Technology), Using naturalistic data to assess e-cyclist behavior. Transportation Research Part F 41 (2016) 217-226 (10 p.) [formato PDF, 1,8 MB]. Open Access. "In Europe, the use of electric bicycles is rapidly increasing. This trend raises important safety concerns: Is their use compatible with existing infrastructure and regulations? Do they present novel safety issues? How do they impact other traffic? This study sought to address these concerns, using instrumented electric bicycles to monitor e-cyclists' behavior in a naturalistic fashion. Data was collected from 12 bicyclists, each of whom rode an instrumented bicycle for two weeks. In total, 1500 km worth of data were collected, including 88 critical events (crashes and near-crashes). Analysis of these critical events identified pedestrians, light vehicles and other bicycles as main threats to a safe ride. Other factors also contributed to crash causation, such as being in proximity to a crossing or encountering a vehicle parked in the bicycle lane. A comparison between electric and traditional bicycles was enabled by the availability of data from a previous study a year earlier, which collected naturalistic cycling data from traditional bicycles using the same instrumentation as in this study. Electric bicycles were found to be ridden faster, on average, than traditional bicycles, in addition to interacting differently with other road users. The results presented in this study also suggest that countermeasures to bicycle crashes should be different for electric and traditional bicycles. Finally, increasing electric bicycle conspicuity appears to be the easiest, most obvious way to increase their safety."

Sofie Erlandsson, Olivia Hägglöf, Electric Bicycles in Bike-Share Systems. An Investigation of the Potential for Electric Bicycles in Gothenburg's Bike-Share System Styr & Ställ. Master's Thesis in the Master's Programme Infrastructure and Environmental Engineering, Department of Civil and Environmental Engineering, Chalmers University of Technology, Göteborg, 2016, 107 p. [formato PDF, 3,7 MB]. "Gothenburg is growing geographically as well as population-wise and experiences a densification. Solutions for sustainable transportation are needed, and a way to promote this is by having a bike-share system (BSS). Today Gothenburg has a BSS with conventional bicycles, Styr & Ställ, located in the city centre. Due to the growing city the system might need to develop and expand. This thesis investigates the potential of e-bikes in Styr & Ställ and the possibilities to expand the system due to e-bikes. This both include an extensive literature review on BSS, interviews and case studies with European cities with electric BSS, and analysis of where to develop the system geographically. It is found that there are some topographic limitations in the current system in Gothenburg, which can be approached by e-bikes. It is also possible to go further with an e-bike and therefore include more areas in the system. With e-bikes more and other groups of users can be reached, for instance older people, physically limited people, or people in context that do not want to arrive sweaty. Analyses were done in order to find suitable areas for an expanded BSS. The expansion areas that were found for the system are mainly the sub-districts Majorna, Masthugget, Frölunda Torg, Krokslätt, Lunden Olskroken, Gamlestaden, Lindholmen and Rambergsstaden. This is an overall radial expansion except from a corridor towards Frölunda Torg and Gamlestaden. Furthermore, stations based on destinations of interests such as public transport nodes, parks, squares, universities, and working places were suggested and located. The conclusion is that there is a potential for electric bicycles in Styr & Ställ and that the system should be combined with both conventional and electric bicycles, in order to approach a broader user group. The system is also recommended to expand to the areas mentioned above. People that already use the BSS will be able to continue to use it in the same way, and people that prefer an e-bike in order to cycle, will them too have a socially, economic, and environmentally sustainable transport alternative that also improves the public health."